Honda Integra Problems

Before 1993 Honda’s Integra suffered from the same soft girlie image that afflicted most Japanese sports coupes, but the sleek new coupe that came that year shrugged off the ‘hairdresser’ tag to become a credible power player. The earlier Integra was a pretty car with sporting pretensions, but its performance failed to meet the expectations created by its styling and left buyers feeling let down. If sports car drivers sneered at its lack of get up and go the Integra did have plenty of admirers who loved its clean lines and stylish look and didn’t really care about its performance.That all changed in 1993 when the Integra underwent a transformation. It was one that would have a far reaching effect on the industry and result in a number of really competent and credible sports coupes being produced by a number of car companies.That transformation came in the form of Honda’s hot VTEC engine. It was really an all-purpose engine that overcame the limitations of small capacity with an innovative system, which varied valve timing and intake tract length. The result was bags of torque at low speeds for smooth drivability and miserly fuel consumption, and a powerful punch for plenty of get up and go at higher speeds.MODEL WATCHThe new Integra coupe was an all-new stylish, front-wheel drive three-door hatch. It had an all-new body, which was much stiffer than its predecessor providing a stable foundation for the sort of sharp responsive handling the Integra would become renowned for.It really was a car that changed the perception of Japanese sports coupes, and gave them new credibility. Not all of the Japanese carmakers followed Honda’s lead immediately, but most were eventually forced to follow and the result was a new generation of sports coupes that really were genuinely sporting.There were two models. The GSi was a combination of sporty styling and a flexible 1.8-litre four cylinder engine with the choice of a five-speed manual gearbox or four-speed auto transmission.It had multipoint electronic fuel-injection and put out a respectable 107 kW, which would have been quite respectable had it not been for the clever VTEC engine that powered the hot VTi-R model.The VTi-R was a revelation. Its VTEC 1.8-litre engine boasted twin camshafts with four valves per cylinder and electronic multipoint fuel-injection, and cleverly varied the valve timing and intake manifold length for optimum performance right through the rev range. The result was peak power of 125 kW at a heady 7300 revs and top torque of 173 Nm at 6200 revs.In practice that meant low-end punch for smooth drivability and efficient running which wasn’t compromised in the pursuit of top-end power. The VTi-R was remarkably smooth and tractable around town where it would roll along smoothly and unfussed, but when you opened the throttle and asked for it to perform it would, and how!It was now hairy-chested and great fun to drive. Before the Subaru WRX there wasn’t much better than the Integra VTi-R on our roads.There was no doubt that Honda intended the Integra, in VTi-R guise as least, to be a full-on performance car. The spirited performance of the engine was enough to convey that message to anyone who cared to use their right foot.The engine performance was matched by sharp and responsive handling of the VTi-R’s sports suspension, but it also came with a hard ride that made it difficult to live with day in day out.Inside the Integra was a little cramped, and its dark trim colours made it a little gloomy.The Integra was well equipped. The GSi featured an adjustable steering column, central locking, power windows and mirrors, power steering, a radio cassette sound system with four speakers, and a sunroof. A driver’s airbag was added in 1994, and ABS became standard in 1998. Extras included air-conditioning, CD player and rear spoiler.In addition to the GSi features, the VTi-R also had standard ABS brakes, driver’s airbag, ally wheels, and sports suspension.IN THE SHOPHondas generally enjoy well earned respect from mechanics who universally praise their quality and reliability, and the Integra is no exception.Prior to the arrival of the prestige Japanese brands, such as Lexus, Honda was regarded as the best Japanese carmaker, and mechanics are happy to report they remain solid and reliable even at high mileage. One mechanic even went so far as to say 300,000 km is well within their reach without any real loss of integrity.Parts prices are a problem, however, and Honda is renowned to have some of the most expensive spares in the business, so you need to be prepared for a big spend if something does go amiss.It’s also worth checking for a service record. The Honda engines aren’t free spinning and a cam timing belt failure, breakage or jumping, can lead to very expensive internal engine damage so it’s well worth checking that the belt has been changed at the recommended intervals.Metallic paint can be difficult to match so look for mismatches that might indicate crash damage, and carefully check plastic bumpers for chips and scratches that can be expensive to fix.Inside, expect to find heavy wear on the side bolsters of the sports seats, and wear on the carpet underfoot. Otherwise the interior stands up well with quality plastic parts that don’t unduly distort and are well retained.LOOK FOR:• verifiable service record that shows regular cam belt changes.• tight rigid body.• sharp, responsive handling.• zippy performance from VTEC engine.• high spares prices.

The return of Honda to the sporty coupe field with the petrol-electric CR-Z has rekindled interest in the Japanese marque long known for its sporting successes.As a follow on from that buyers are starting to take an interest in other, sadly superseded, sports models from Honda. And in particular the Integra range.All Honda Integras are built to a high quality in the Japanese manner and the combination of sportiness and quality means they retain their value well. Resales may further increase due to the aforementioned revival in interest, no promises though...Honda Integra can be confusing as it changed its character on more than one occasion over the 15 years it was on sale in Australia from 1993. The positive side of that confusion is that many will find an Integra to suit their particular needs. Because you can get either an attractive cruiser, a full-on sports machine, or somewhere in between.Integra was almost a four-seater in its earlier periods, prior to 2001, and can be used as a nice family machine while the junior travellers are still small. This makes a good compromise for the person who wants a good looking coupe, but who is forced by financial circumstances in the direction of practicality.At the other end of the scale, the third-generation Honda Integra Type R, is a semi-race machine. While it had been on sale in Japan for a long time the Integra Type R didn’t reach Australia until August 2000, and even then only in limited numbers.It's a really hot little beast aimed at the serious driver. Those wanting a comfortable cruiser should look elsewhere as this Type R has no compromise suspension settings.Having introduced us to the delights of a genuine sports machine in that first Type R, Honda went and spoiled things with the fourth-generation, launched in August 2001. It is a softer car than its predecessor, though still reasonably easy to punt hard if you put your mind to it.It wasn’t until October 2004 that Honda Australia woke up to itself and brought in another ‘proper’ sports Integra, this time tagged as the Type S. Now you can understand why the word confusing appears above...Engines are 1.8 litres until the fourth-generation model of 2001, when the capacity climbed to 2.0 litres. However, Honda's ability to get big power from smallish engines is renowned and the hottest of them all, the limited edition Type R of 2000 managed a hefty 141 kW from its 1.8 litres.Transmission choices are five-speed manual in most models, with the high-performance Type R and Type S getting six-speed manuals.Four-speed automatic transmissions with a conventional change were offered until the 2001 fourth-generation Integra arrived with a five-speed auto using sequential manual overrides.Even the standard Honda Integras handle pretty well, with good turn-in and not too much understeer if pushed hard.The hot sports models are amazingly good for front-wheel drive cars, but can be harsh in their ride. There is a good number of Honda dealers Australian wide, with this Japanese company being reasonably well represented in country areas.Spare parts and servicing are usually well priced, with Honda having put some hard work into pulling prices down a few years back when it had a reputation for charging top dollar for spare bits.Insurance charges are about average for a sporting coupe, meaning fairly expensive but not outrageously so. Few companies seem to understand that there are some really hot variants amongst them.The Integra suffered from the general decline in popularity of sports coupes that began early in the 21st century. Though it hung on for longer than some of its competitors, production eventually ceased in 2007.WHAT TO LOOK FORBeware of the Honda Integra Type R that has been thrashed on race tracks, or traffic-light drag racing.Look for a body kit, extra instruments or a large exhaust tailpipe extension, these may be a sign of hard driving, though many dress up their cars with go-faster.Excessive brake-pad dust, usually at its worst on the insides of the front wheels and callipers, is another indication of hard driving.Check for repairs to crash damage by looking for paint that doesn’t match correctly from panel to panel. Ripples in the panels, easiest to spot while looking lengthways along them in good light, are another solid cue. If in doubt, call in an expert.Make sure that the engine starts properly and idles easily. These sports engines are complex items, particularly for their day, and can be expensive to repair. They really should be checked by a Honda dealer, or at least a specialist technician from a motoring association.Pay attention to the transmission during your road test and be sure it works smoothly and easily with a minimum of noise.Look over the interior for signs of damage. Though they usually age well they can suffer rough treatment. Listen for squeaks or rattles inside the car during the test drive, a rough road will magnify.CAR BUYING TIPCoupes aimed at cruising buyers may be thrashed, and hot coupes may be driven gently - there’s no logic in this market segment. So don’t jump to conclusions, get a full technical inspection before buying.

The Honda Integra had the same soft image as most other Japanese sports coupes until the sleek model that came out in 1993 turned it into a credible power player.  The transformation had a far-reaching effect on the industry and resulted in several competent coupes from other car companies.  The transformation came mostly in the form of Honda's clever VTEC powerplant.An all-purpose engine, it overcame the limitations of its low capacity with an innovative system that varied valve timing and intake tract length.  The result was bags of torque at low speeds for smooth drivability, miserly fuel consumption, and a powerful punch for plenty of get-up-and-go at higher speeds.The new coupe was a stylish, front-wheel-drive, three-door hatch.  It had a new body that was much stiffer than its predecessor, providing a stable foundation for the sort of sharp responsive handling the Integra would become renowned for.There were two models:The GSi was a combination of sporty styling and a flexible 1.8-litre four-cylinder engine, with the choice of a five-speed manual gearbox or four-speed auto transmission.  It had multi-point electronic fuel injection and put out a respectable 107kW.The hot VTi-R's VTEC motor was a revelation. The 1.8-litre engine had twin camshafts with four valves per cylinder and electronic multipoint fuel-injection. It cleverly varied the valve timing and intake manifold length for optimum performance right through the rev range.The result was a peak power of 125kW at a heady 7300 revs and a top torque of 173Nm at 6200 revs. In practice, this meant low-end punch for smooth drivability and efficient running that was not compromised in the pursuit of top-end power.The VTi-R was remarkably smooth and tractable around town, where it would roll along smoothly and unfussed, but when you opened the throttle and asked for it to perform it would, and how!Before the Subaru WRX there wasn't much better than the Integra VTi-R on our roads.  There was no doubt Honda intended the Integra, in its VTi-R guise at least, to be a full-on performance car.The spirited engine was enough to convey that message to anyone who cared to use their right foot.  It was complemented by sharp and responsive handling courtesy of the VTi-R's sports suspension, but it also came with a hard ride that made it difficult to live with day in day out.Inside, the Integra was a little cramped, and its dark trim colours made it a little gloomy.  But it was well equipped. The GSi featured an adjustable steering column, central locking, power windows and mirrors, power steering, a radio cassette sound system with four speakers, and a sunroof.A driver's airbag was added in 1994 and ABS became standard in 1998. Extras included airconditioning, a CD player and a rear spoiler.  In addition to the GSi features, the VTi-R had standard ABS brakes, a driver's airbag, alloy wheels and sports suspension.Hondas generally enjoy respect from mechanics who universally praise their quality and reliability, and the Integra is no exception.  Before the arrival of the prestige Japanese brands such as Lexus, Honda was regarded as the best Japanese carmaker, and mechanics are happy to report they remain solid and reliable even with high mileage.One mechanic even went so far as to say 300,000km was well within their reach without any real loss of integrity.  But Honda has some of the most expensive spares in the business, so you need to be prepared for a big spend if something does go amiss.  It is also worth asking for a service record.Honda engines are not free-spinning and a cam timing belt failure, breakage or jumping can lead to expensive engine damage. Check that the belt has been changed at the recommended intervals.Metallic paint can be difficult to match so look for mismatches that might indicate crash damage. Check plastic bumpers for chips and scratches that are expensive to fix.  Inside, expect to find heavy wear on the side bolsters of the sports seats and wear on the carpet.Otherwise the interior stands up well with quality plastic parts that do not distort.  Belt up: Check for a verifiable service record that shows regular cam belt changes.Metal guru: Metallic paint can be difficult to match so look for mismatches.Chip packet: Check plastic bumpers for chips and scratches that can be expensive to fix.High miler: The chassis holds up well even after a lot of kilometres.Wear with all: Expect to find heavy wear on the side bolsters of the sports seats, and wear on the carpet underfoot.

Ewan Kennedy reviews the Honda Integra between 1993 and 2007 as a used buy.