Honda CBX400 (400F, Integra, Custom) motorcycle review

Model of the classic road motorcycle Honda CBX400F

was introduced to the market in the fall of 1981. The motorcycle was intended for Japan and was not officially supplied to other countries.

In the summer of 1982, a new modification in the “cafe racer” style, called Integra

. It differed from the basic version by the presence of a semi-fairing and the presence of an auto-off turn signal function.

In the spring of 1983, a new modification appeared - Honda CBX400 Custom

. This cruiser model is built around an in-line 4-cylinder engine (it differs from the CBX400F engine in configuration - piston diameter and stroke, and the presence of hydraulic compensators). It has many differences from the CBX400F models: engine configuration, cardan drive (instead of a chain), hydraulic clutch (instead of a cable), a swingarm with a double shock absorber (instead of a Pro-Link with a pneumatic monoshock), a conventional telescopic fork (instead of a fork with TRAC anti-dive system), rear drum brake (instead of disc with 2-piston caliper), smaller fuel tank (12 l, instead of 17 l), wheels (19′ and 16′ instead of 18′), frame configuration. This model was built on the basis of the Honda CBX650 Custom.

1983 was the last year of production of the Honda CBX400 models, after which they were withdrawn from production and replaced by a new model - the Honda CBR400F.

The export version of the motorcycle is Honda CBX550F.

Specifications

Technical characteristics of Honda CBX400:

MY MOTORCYCLE

Just recently it became known that Honda engineers have significantly improved one of the most popular maxi-scooter models in the world. They almost increased the engine capacity by half - to 750 cubic centimeters. As a result, the vehicle has become even more powerful. In addition, changes were made to the appearance. For example, the front fairing of the vehicle has changed. There is more legroom, which makes plus size owners very happy. It is worth noting that the landing has been made even more comfortable and convenient for the driver, which, undoubtedly, cannot but rejoice. The transmission has a dual clutch, which helps it process very quickly and efficiently, as well as instantly respond to the most unpredictable moments while driving around the city or country roads. This is a significant difference from the previous version of the model, which had significant difficulties when driving, which made it less attractive. The only thing that has not changed is the only description of the model - it is something between a sportbike and the simplest scooter with a huge amount of modern filling. Due to the fact that the pendulum was replaced with the same one, only made of aluminum, the scooter became a little lighter when compared with the previous version of the vehicle - by about two kilograms. It is worth noting that power has increased by seven horsepower - from 48 to 55, which is very good news. It’s worth saying a few words that the scooter’s similar power develops at 6250 rpm. Thanks to the fact that engineers, together with manufacturers, installed the latest and most modern PGM-FI injection system on the motorcycle, it was possible to reduce fuel consumption to approximately three liters per hundred kilometers. This makes the new model even more attractive to the buyer, because today there are few models that, despite such a formidable appearance and power, consume so little fuel. The same injection systems are also used on small-capacity scooters that were produced specifically for sale in Indian markets and they cost several times less. Changes have also been made to the motorcycle's tank. Manufacturers have slightly increased its capacity and now you can fill up to fourteen liters of gasoline at a time. It is worth noting that such an amount of fuel allows you to cover more than 400 kilometers without stopping. This is very convenient if a person travels off-road and there are very few gas stations along his route. I would like to especially emphasize that the engine of the new version has become even more balanced and flexible. This is very attractive to motorcyclists and today there are a huge number of people who want to have a similar unit for their use. There were also major changes to the braking system, which was equipped with the latest ABS. Two discs were installed on the front wheel, which have piston calipers measuring 320 millimeters, while at the rear there is only one disc of a slightly smaller size - 240 millimeters. The motorcycle weighs quite a lot and you need to have good strength to control it and move it. The weight of the motorcycle with all the equipment reaches 237 kilograms, while the center of gravity is quite significantly lowered downwards. It is worth emphasizing that the model is completely safe and relatively stable only at low speeds. If the speed is high, then you need to be very careful, because there is a high risk of getting into an accident. Today you can find the Honda Integra 750 only in two colors - gray and white. The approximate cost of the vehicle is currently 9,000 euros, but the manufacturer is talking about its possible increase.

Specifications

Length, mm 2195 Width, mm 790 Height, mm 1440 Seat height, mm 790 Ground clearance, mm 135 Curb weight, kg 238 Number of strokes 4 Number of valves per cylinder 4 Cooling system Liquid Number of cylinders / arrangement 2 Engine power, hp . / rpm 51.8/6250 Engine displacement, cm³ 670 Torque, Nm / rpm 62/4750 Fuel type AI-95 Fuel tank volume, l 14.1 Acceleration time to 100 km/h, sec — Maximum speed, km/h 160 Number of gears 6 Main gear Chain Fuel consumption, l per 100 km 3.6 Gearbox type Mechanical ABS Yes Starting system Electric starter Tire size 120/70 ZR17 - 160/60 ZR17

Honda NC750X Mechanical

What about the non-DCT version? With a manual transmission, the Honda NC750X is also a pretty good motorcycle, but still, with an automatic transmission it simply transforms.

The Honda NC750X is so comfortable and easy to ride that an extra $800 for the automatic transmission is a small price to pay. True, there is also a fly in the ointment: if the original NC700X manually cost $7,000, now the base model has risen to $8,499. On the other hand, it turns out that the 2021 NC750X DCT is only $300 more expensive than the 2012 NC700X.

It's a shame they couldn't squeeze one small cruise control button and a few dozen lines of ECU code into that $300, since the 2021 750X already has e-throttle (and therefore electronic throttle control). And it’s even more a pity that they thought about everything else: there are a lot of options for NC on sale, including a USB charger, warm handles, a central stand and more. How, how could it be possible to make an automatic tourer without cruise control?!

But if you like practical motorcycles with standard luggage capacity, comfortable in the city and able to cheerfully clear your head on a picturesque serpentine road, consuming no more than 4 liters of fuel per hundred and allowing you to greet oncoming bikers with your left hand even before a turn or at a traffic light - the Honda NC750X will be an excellent choice .

Honda NC750X In the city

Among motorcycles it is difficult to find a more suitable model for everyday riding. The 23-liter trunk in the false tank is easy to open even while sitting; you can put everything valuable in it (and even fit almost any helmet) and lock it. 23 liters is slightly more than a 19 liter water bottle (obviously), and not many motorcycles can boast a standard fixed luggage capacity of this size. And the gas tank with a volume of 14.1 liters is located quite low and centrally, which improves weight distribution and makes it easier to drive at a snail's pace, which is sometimes necessary to have fun in the city.

The automatic transmission, upright riding position and very decent suspension make the Honda NC750X a very decent motorcycle for city streets. It is only slightly inferior in this regard to some small city scooters like the Honda PCX or Vespa GTS, because the NC power practically forces you to ride quickly, and the wide handlebar makes it more difficult to squeeze between cars. Apart from these little things, it is ideal: turn on Standard mode, open the gas - we accelerate, hold the gas - keep the speed even, close it - we slow down. What more could you want when driving in city traffic? And if you really want to change gears, the buttons are still there, on the left remote control.

On the NC highway it rushes much more vigorously than any scooter and most motorcycles in the same class - this is due to the fact that the electronics determine the moment of switching more efficiently than a person, and performs it more clearly, softly and with less loss of torque. Cruising speed in the region of 130-140 kilometers per hour is easy, and two balance shafts in the engine absorb 98% of all its vibrations, and if it also had a cruise control button, then the Honda NC750X could easily compete with the new Yamaha Tracer 9 GT for the title the best lightweight tourer. It’s not a fact that he would have won, but he would have had strong competition, and at 2/3 the price of Yamaha.

Honda NC750X

NC 750 Integra

The Integra maxi scooter, updated for 2014, along with the NC-X and NC-S motorcycles, has become more powerful thanks to the new 745 cc engine. Honda Integra is difficult to classify as a motorcycle or scooter at first glance. Honda calls it a scooter, so that's what we'll do too. But you need to keep in mind that the engine, frame, chassis and 17-inch wheels make it very similar to motorcycles.

Like its motorcycle cousins, the Integra, the scooter's fuel tank is located under the seat. But if motorcycles have space for a helmet in the false tank, then scooters do not have such an advantage. Of all the available storage space in the Hodna Integra, there is only a small amount of space for a wallet, documents and perhaps a gadget.

By 2014, the Intergra received not only an engine enlarged from 670 to 745 cubic meters, capable of boasting a range of 29 km on one liter of gasoline, but also an aluminum swingarm, designer restyling and new graphics, which consolidated the similarity of the scooter with a motorcycle. In addition, a two-channel ABS system and the Honda HISS ignition safety system can be found as standard.

The scooter includes the ability to manually change gears by pressing buttons on the left handlebar, and those who trust electronics can easily use the automatic 'Drive' and 'Sport' modes. Unlike its motorcycle brothers, the scooter is already equipped with a proprietary transmission with two clutches (Honda Dual Clutch Transmission), which allows you to change speeds as smoothly and imperceptibly as possible.

It is worth mentioning that Integra beat its competitors in terms of weight; for example, the top-end maxi-scooter Suzuki Burgman 650 weighs 35 kilograms more. On the other hand, few people can forgive a scooter for the lack of sufficient free space under the seat - such new products as the BMW C600 Sport or Yamaha T-max ride no worse, but do not have this drawback. True, taking care of its customers, Honda decided to add a 45-liter top case to the standard package, although not for all markets, but for now only for Italian.

ModelHonda Integra 750 2014BrandHondaCountry of manufactureJapanModel year2014Motorcycle classMaxi-scooter Engine

Engine type two-cylinder, cylinder arrangement in-line with transverse arrangement Number of cylinders 2 Number of strokes 4 Ignition / Starting Digital transistor system / electric Engine volume, cm 3745 Compression ratio 10.7: 1 Gas distribution system SOHC Valves per cylinder 4 Cooling system Liquid Cylinder diameter and piston stroke, mm 77 x 80 Power, kW/hp @ rpm 40.3 / 55 @ 6250 Torque, Nm @ rpm 68 @ 4750 Carburetor (qty. x type) Electronic fuel injection PGM-FI Consumption, l / 100 km 3.46 Oil system capacity 4.1 Fuel tank volume, l 14 Type Double clutch Honda Dual Clutch Transmission Number of gears 6 Front suspension 41 mm telescopic fork Front suspension travel 120 Rear suspension ProLink, swingarm with single shock absorber Rear suspension travel 120 Front brakes Single disc with two-piston caliper, 320 mm Rear brakes Single disc with two-piston caliper, 240 mm Anti-lock system ABS Drive Chain Wheelbase, mm1525Seat height, mm790Ground clearance, mm135Front wheelsAlloy 17M/C x MT3.50Rear wheelsAlloy 17M/C x MT4.50Front tires120/70ZR17 M/C (58W)Rear tires160/60ZR17 M/C (69W)Length, mm2195Width, mm810Height, mm1440Fork angle, °27Front fork offset, mm110C ear weight, kg237 Quantity seats 2 Generator, W 450 W @ 5000 Battery 12 V / 11.2 Ah Available colors Pearl White Matt Pearl Glare White and Matt Bullet Silver. Integra 750 S in Honda tri-tone and Matt Gunpowder Black Metallic. The Integra 750 S has gold-plated wheels.

Honda NC750X What's new in 2021?

In 2021, the NC increased its displacement by 75 cc (due to an increase in piston diameter by 4 mm), as a result of which the 270-degree in-line twin became 745 cc, and at the same time its cutoff rose to 7500 rpm - by a full 1000 rpm . The motorcycle is equipped with four riding modes that control algorithms for the DCT automatic transmission, two-stage HSTC traction control and engine braking. The power of the current iteration of the engine, according to the Honda website, is 57.8 hp at 6750 rpm and 69 Nm at 4750 rpm.

According to many, the original NC version looked boring, and not only in the character and characteristics of the engine (however, ideal for working in conjunction with an automatic transmission), but also visually. The updated version, which has an impressive all-terrain design with a diode headlight, tail light and DRL, has also become more convenient: the designers lowered the Honda NC750X saddle from 83 to 80 cm , making it more convenient, primarily in urban everyday use. However, Honda still claims this model in the Adventure category, and overall the NC-X fits it quite well.

Honda NC750X

Honda NC750X On the go

Hooray! The new suspensions work much better, and even the reduced travel is a plus - the suspensions have become stiffer and more collected in a good sense, and together with the increased engine power, they make the Honda NC750X more sporty. The automatic transmission is commendable: pressing the D button with your right thumb while the engine is running puts the engine into Standard Auto mode, letting the DCT do all the work. And the M button next to it serves to switch the transmission to manual mode, allowing you to shift with the index finger and thumb of your left hand. Yes, at first glance it sounds unusual, but in fact you get used to it very quickly.

In addition to Standard, riding modes such as Sport, Rain and Custom are also available. Sport doesn't just provide full engine power - it also allows the use of a sporty transmission shift algorithm. Standard and Rain modes limit peak power and raise the traction control to a safe level (for a trip to the bread and whalecat).

At first, it’s not at all clear why Honda implemented manual shifting, since in automatic mode the box still allows you to change gears using buttons. But in Manual mode, the updated rower spins right up to the cutoff at 7500 (1000 higher than before) and does not switch without a command, and in any of the automatic modes of the DCT box it switches at peak (6700 rpm). Yes, the traction reserve after the peak of power is small - but what if you want to stay in one gear between turns? By the way, the tachometer needle in the red zone looks very funny when you drop a couple of gears before entering a turn.

Honda NC750X

If you start to hear Ducatis while driving, or rather the sound of their exhaust, then this is normal due to the 270-degree cross-shaped crankshaft of the NC inline-two. But in most cases, the engine is almost inaudible at all, with the exception of the sound at the opening of the gas, which is when small references to Italy begin to be heard.

In Sports mode, you somehow forget about the “car” nature of the Honda NC750X engine. This is not a dragster and in a straight line it doesn’t try to beat sportsbikes (although it picks up an honest hundred quite briskly, and it doesn’t get to 160 too slowly), but when manually shifting at the entrance and exit of a turn, you feel like a quite technical rider. You can also shift in the turn itself - two clutches change gears and equalize the speed so smoothly that you can only detect the moment of shifting by the change in engine speed. Engine braking in Sport mode is set to maximum, traction control is set to minimum, and the Ducati rhythm when opening the throttle sounds just right.

The new fork has become not only stiffer, but also smoothes out better, making us want to improve the shock absorber, which, in principle, is enough. The wide adventure handlebar freely pushes the NC into turns, and its right horn, as of 2021, is equipped with an electronic throttle with an imperceptible delay and zero gap between opening the gas and accelerating. All this not only allows, but also encourages active driving, and the high gears and soothing grunt of the engine give a false sense of low speed. So, don't trust him! Even with standard tires, you start wearing out the footpegs quite quickly, and considering that the NC is equipped with 17 wheels, the widest choice of tires for active driving is available.

The single-disc front brake is informative and progressive, but to fully squeeze it before the ABS activates, you have to press it with three fingers - a small reserve of braking force would be quite useful. 223 kilograms (214 kg in the case of the manual version) does not allow the Honda NC750X to be too nimble in terms of steering, but it is stable, predictable and quite peppy. And most importantly, version X handles quite well on dirt roads of varying degrees of looseness, while the steering wheel is just the right height to ride in a standing position.