Someone at Honda must have forgotten that the company has already used the Integra name, as Honda Motor Co. has released details on its new mid-sized motorcycle motor. A two-cylinder 700cc four-stroke lump, the Integra motor promises to be a class leader in fuel-economy for the Japanese brand.

Boasting 40% greater fuel efficiency from other “sport” motors in the 500cc-700cc class, the Integra motor can do 63 mpg (US) according to our rough calculations of Honda’s consumption figure of 27km/L. Perhaps more interesting than its fuel economy, Honda has also stated that the new motor can be coupled to the company’s second generation dual-clutch transmission, the first generation of which can be seen on the Honda VFR1200F.

Honda plans on having the Integra motor showcased on three different concept motorcycles, which will debut at the 2011 EICMA show in Milan, Italy later this year. One of those models will surely be along the same vein as the Mid Concept scooter we saw last year, as that bike is nearly ready for production.

While we don’t know very much more about these concepts, we do know that the Integra motor is designed to be mounted with a 62º forward lean on the cylinder heads, making it lean very far forward — nearly parallel to the road. Expect to see both a DCT variation and a six-speed manual transmission configuration of the Integra at EICMA.

Main Features of the Honda Integra Motorcycle Motor:

Higher combustion efficiency and lower friction

  • A wide variety of low friction technologies that aid better fuel economy are incorporated: To improve fuel efficiency through better-controlled combustion while realizing a powerful ride in the low- to mid-rpm ranges, the bore-stroke ratio is set at 73×80mm. An ideal combustion chamber shape and optimum valve timing also contribute to achieve stable combustion. Resin coating is applied to the pistons, and lightweight aluminum material is employed for the first time in a motorcycle in the friction-reducing roller rocker arm.

Uneven-interval firing and uniaxial primary balancer

  • Adoption of uneven-interval firing with a 270° phase crank and uniaxial primary balancer help realize an engine with a pleasant throbbing feel that also reduces vibration.

Branch intake port inside the cylinder head, valve timing

  • The layout of a branch intake port inside the cylinder head was chosen to have only one intake channel for two cylinders. This design creates deliberate interference between the two cylinders’ intake processes to achieve precisely calculated changes to combustion timing. In addition, to change the valve timing between the two in-line cylinders with one camshaft, the specifications provide for a cam with two timing routines for the intake valve. Through these measures, subtle combustion changes can be generated to give the engine a delightful, pulsating feel.

Exhaust emission purification system

  • To maximize the efficiency of exhaust emission purification so that the catalyzer, a three-way catalyst, can be started promptly after the engine starts, the catalyzer has been placed directly beneath the exhaust ports. This design lets the combustion gas pass through the catalyst while the gas is still hot. In addition, a combination of measures, including the adoption of an electronically-controlled fuel injection system (PGM-FI), allows the engine to achieve an emission level approximately half the European emission standards (Euro 3). The resulting environmental performance is ranked among the top in the world without compromising powerful, smooth output.

Second-generation Dual Clutch Transmission

  • The Dual Clutch Transmission, developed for the first time by Honda for motorcycles and installed on the VFR1200F, is now lighter and more compact through a simplified hydraulic circuit and other design enhancements. A learning function has been added to each selected running mode to detect a variety of riding environments from city streets to mountain passes and automatically performs the most suitable shift control. Although it is an automatic transmission, the Dual Clutch Transmission delivers fuel economy on a par with manual transmissions as a result of its excellent transmission efficiency.

Source: Honda

  • BBQdog

    And now lets hope they are not gonna stick this engine in a 220+ kg bike as they usually do
    but a midrange weighting bike about 150 kg dry. Stick it in a CBR 250 R frame for example.

  • Damo


    That would be too awesome to actually happen. I love Honda, but often they are too conservative for their own good.

  • BikePilot

    Make mine one with an efficient, small turbo and a 270 degree crank please. I’d like it stuck in a chassis something like a hyper/smr990/buell ulysses sort of thing (ideally the comfort of the buell, beauty of the hyper and raw performance of the SMR).

  • fazer6


  • jim smith

    And Honda continues its slide towards irrelevance. The world lets out a collective yawn.

  • Bob

    There is a standard bike that this very same drivetrain resides in. Should be a nice commuter and then some with some soft bags. Supposedly there will be a lightweight adventure style bike with this drivetrain as well. No pics yet.

  • Jason

    Put this into a decent chassis and it sounds like a nice lump…

  • frogy 6

    I wonder at the power figures. Sounds like everything is geared for economy and emissions doesn’t bode well for power

  • Jake Fox

    Performance: 0-60? Yes.

  • Damo

    I will get excited when they finally come out with a supersport/liter bike with the DCT. I am curious to see how that will work.

    Could be awesome…or aweful, but change is always painful.

  • Let’s not forget that Honda has used the same names in cars and bikes before. Can you say, Hondamatic?

  • 2ndclass

    I often wonder why Honda bothered with developing a DCT, given the type of gearboxes bikes already have. Surely the easier option would have been to fit the electric/hydraulic clutch and shift actuators to a normal gearbox and implement a blipper-box. Would weigh less than a DCT too.

    Then I remember: it’s Honda.

  • Damo


    Classic example of a clueless comment. How is the hell do you think a standard gearbox with “electric/hydraulic clutch and shift actuators” is going to weigh less than the DCT?

    Do you work for Honda? Do you have experience designing transmissions? If you did you would realize that on the average a DCT usually comes with a weight savings. Just because the current Honda DCT is tied to a porky sport tourer doesn’t mean shit. Also if you took the time to test ride it you would probably eat your words.

    I still find it odd that so much baseless Honda hate floats around in elitist motorcycle circles.

  • Random

    Humm… “the specifications provide for a cam with two timing routines for the intake valve.” Is this a V-tec (variable valve timing) of sorts? Maybe some performance if you ring it out?

    I may be outnumbered but I like when some big bike manufacturer takes the time to design an engine that will make me spend less money and stop less times for gas. But this could me only me and my “bikes as transportation and other bikes as toys” philosophy.

  • 2ndclass

    How can two clutches, gearbox shafts, and actuators for both weigh less than one of each?

  • MikeD

    Seems like the xhaust manifold is now built into the head casting(like Chrysler’s PentaStar V6)…check the size of the Catalytic Coverter and the O2 Sensor Bung right before it.

    Screw and lock-nut valve adjusters, one TB for 2 intake runners, no more silly synch-job.

    Is that fly-by-wire Throttle too(cruise control an option?)?

    270* Crank to mimic a 90* V-Twin power pulses, balancer…by looking at the die marks it appears that the crank is forged or cast like a 360* unit then twisted to 270* set up(that can’t be good for the grain and strenght of the metal in that section)

    Plugs location on top of the xhaust runner(thru the front and not in the valve cover)
    Aluminium RR arms(fancy). W/P driven off the camshaft like BMW or Husqvarna.

    Is a given that this thing is gonna cost major $$$, SO ! why go thru all the trouble of putting all these “high technology” into one assembly…and then:

    Using A CHEAP SQUARE TUBE SECTION Swing arm that looks like a $5 Part ?

    Is like wearing a $1000 Armani suit with “10 Pairs for a Dollar” Flip-Flops.

    I heard some noise that the VFR1200F would be getting an improved DCT Box…after reading this i migth think it could be true…hopefully along with a 5-6gal fuel tank…that should stop some of the complaints(or so i hope)…lol.

  • MikeD

    P.S: How come the USA Press gets so little material and yet the Europeans get it all ? What the hell man ?! What’s with the discrimination ?

    Same happened with the 2012 CBR1000RR(FireBlade).

  • Richard Gozinya

    MikeD, in this case it’s simple. The Europeans will be far more interested in this engine than Americans will. American riders, by and large, either want super insanely fast sportbikes whose full potential they’ll never utilize, or massive cruisers. Not a whole lot of middle ground in the American market between those two, unfortunately.

  • Bill Ong

    I think the Americans will welcome a smaller engine lighter bike as we have a large group os us moving into our golden years. But, I don’t think an engine alone will make a bike popular. Honda in some respects is still building dark ages bikes. Non adjustable seats that are too high, a windscreen that is too low and not adjustable, turn signals that go on forever (I really miss my PC800), and very little in the line of options such as cruise control, and satellite navigation. If they made a good looking bike or scooter like this they would have customers taking numbers at the dealers doors. I don’t want a bare bones bike or scooter, I want a loaded one. I wouldn’t buy a bare bones automobile or scooter/bike.

  • Damo


    You obviously have no concept of how to do research. Google is your friend, look it up don’t take my word for it

  • sp33dwagon

    love to see this in a new reimagined VFR700 type bike. with mileage like that i’d bite.