2001 Honda Integra Reviews

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

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 gang of high-performance sports cars has never been as affordable, or as good, as it is today.  No longer do you need to mortgage the house to get a seriously quick piece of machinery that is not that far behind a Porsche in terms of performance.The sub-$50,000 sports car clan is booming, with everything from show pony tiny tots to heart thumping muscle cars and summer-loving convertibles to race-bred pocket rockets.  The tarmac-tearing Impreza WRX has been a stunning success for Subaru with its turbo-charged engine, four-wheel-drive transmission and relatively affordable pricetag.But there is a heap of new hero cars challenging the ``Rex'' for the bang-for-your-bucks mantle. They include the Nissan 200SX coupe, Renault Clio Sport hot hatch and even the latest versions of the V8-powered Holden Commodore SS and Falcon XR8.  But there is one contender that claims it offers real race-car pedigree -- Honda's new Integra Type R.Honda says the basic structure is stronger and stiffer than the previous, which has allowed the suspension engineers to further improve the car's road-holding ability.DrivetrainThe other major change in the 2002 model is its drivetrain. Honda has built a completely new engine for the Integra range, with its capacity increasing from 1.8 litres to 2.0 litres.  The engine is also the first to be sold in Australia with Honda's new-generation i-VTEC variable valve timing system, which continually adjusts the camshaft timing to provide seamless performance while also reducing fuel consumption and harmful exhaust emissions.The Type R version puts out an impressive 147kW of power -- almost as much as the 3.8-litre V6 in the Holden Commodore -- but it only manages 191Nm of torque -- about two-thirds of what the Commodore engine pumps out.  As you would expect from a small-capacity, high-performance engine, both of the maximum figures come in at high revs, with peak power achieved at 7400 revs and maximum torque at 6000 revs.The engine is hooked up to an all- new, close-ratio, six-speed manual gearbox that, despite the extra cog, is actually shorter and weighs the same as the five-speed box in the previous model.Appearance and fit-outInside the cabin, the Type R has hip-hugging Recaro race seats, a Momo steering wheel and aluminium gear lever and pedals.  There is also a CD sound system, electric windows and mirrors, remote central locking and a race-style cockpit with red-lit instruments.The standard Type R misses out on air conditioning to save extra weight, but it is offered as a $2000 option. Safety-wise, the car comes with dual front airbags and anti-lock brakes.DrivingThis new Integra is a slow burn. At first it looks a little chunky and drives a little clunky, without the instant hit of the first Type R.  Even the cockpit is more subdued, with the brilliant Recaro buckets in the new car toned down and the bold white-faced dials have given way to a new silver spread -- or red after dark -- that is reflected in a spacy look for all the dashboard equipment.Some stuff has definitely been carried over, but it's not all good. The grippy Bridgestone RE030s are still far too noisy, steering is heavy and hard work in turns and the engine is not good below 4000 revs.  But just wait a while. And take time and kilometres to enjoy the car.It starts with a much more rigid body, which should make the car more livable, and continues through concentrated efforts to cut the noise in the cabin and boost everything from the fuel economy to sales.  The new body is bigger, more refined, with a bigger boot and a bit more space in the front of the cabin.The back seat is still tight, especially for headroom, but the switch has even brought much better new headlamps.  The basics of the car are still the same, with the action all built around the rev-happy 147kW engine in the nose.  It thrives on revs when you are in the mood, but still has enough response to be enjoyable -- and easy on fuel -- at well below the redline. The six-speed manual box is even better, and attention to the change means it now rivals the original Mazda MX-5 for slick shifts.The suspension is much more compliant than before, really handling bumps and blemishes well, in sharp contrast to the buck-and-bounce ride of the old Type R.  It still has brilliant cornering grip, though too much throttle will push the front tyres wide in slow turns, but it will not loosen your dental work or mis-track the CD player.The Type R's back end feels more planted as well, which means it just follows the front in all conditions. This is a car that can be hussled along at seriously swift speeds, without getting into trouble or having to work too hard.It is not all good news -- there were worrying signs of a quality slip in the test car. Some of the dash plastic looked cheap, there were a couple of general squeaks, the driver's seat slipped on its rails and there was a noisy tizz from plastic trim around the back window.The latest Civic also shows signs of quality shortcuts, so we hope it's not a general trend at Honda.  Even so, it's easy to forget the tizz when the tacho is racing towards 6000 revs and the Type R is heading for the enjoyment zone that makes it one of the best fun cars on the road.The bottom lineA rip-snorting sports hatch that is a lot easier to live with than the previous model.HONDA INTEGRA Type R Price as tested: $45,990Engine: 2-litre, four-cylinder with overhead camshafts and fuel injectionPower: 147kW at 7400revsTorque: 192Nm at 6000revsTransmission: Six-speed manual, front-wheel driveBody: Three-door hatchbackDimensions: Length: 4400mm, width: 1725mm, height: 1400mm, wheelbase: 2570mm, tracks: 1485mm/1485mm front/rearWeight: 1160kgFuel Tank: 50 litresFuel Consumption: 8.9 litres/100km average on testSteering: Power-assisted rack-and-pinionSuspension: Fully independent with front struts and double wishbone rear with anti-roll barsBrakes: Four-wheel anti-skid discsWheels: 6.5x16 alloysTyres: 205/55 R16Warranty: Three years/100,000km