1989 Honda Integra Reviews

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.

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.

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.

You can't help but notice my "blaze orange metallic" body – its official colour – as I cruise by.But the Honda Integra Type S is not just trendy.The Type S is a standout from the moment you slide into its low, sleek body. After all, isn't that what the S stands for – slinky, sizzling, sexy?Excuse me if I'm gushing, but that's the Integra down to its last lustrous nut and bolt. You're not left wanting – automatic climate control and power windows come standard, a CD/MP3 player, courtesy night lights, and front and side airbags for security.Then there are cool halogen lamps, a rear spoiler and a large, electronic sunroof which makes this feel more like a sporty convertible.Now if I was power hungry I would boast that it has six-speeds, but since I'm the one in control, I will merely ask: "Are you jealous yet?"Down to statistics. Its four-cylinder two-litre engine is not one to chew through the fuel and I am quite amazed at how far the S goes without the gauge moving. Maybe it is the aerodynamics. This is a three-door hatch and while it may give the illusion of a cramped two-seater, the two main doors are lengthy structures that house a roomy space for four, although the two at the back may need to be closely acquainted. But that's not always a bad thing.It is luxurious and very comfortable. It's all-black, leather-trimmed interior is swanky and well appointed. Instrumentation is racy, with a silver finish.At night, it's even better – the instruments fire up in blood red, which is very sexy.The S has plenty of power. In fact, I find it is begging for more as the engine purrs to go faster. But don't worry. There are ABS brakes to slow the 17in alloys down. Gear changes are silky and this Honda has a controlled feel – there's no sliding around or squealing of tyres.Forget the usual hard sports suspension (it has strut and double wishbone suspension) – this is better than I expected, softer but still secure on the road.The only thing I can fault is the visibility in the back corners.Like many sporty numbers, it is limited because of the car's shape. Luckily, it has big side mirrors.The S makes you feel special ... it spoils you.Honda Integra Type SPrice: $42,990 (man)ITS classy good looks.The stereo, with its colour display, keeps me entranced.Secret compartments to hide precious cargo.WHEN you're wearing high heels, releasing the clutch can become a health hazard – it's quite low inside.Releasing the handbrake is also awkward when sitting forward in the bucket seat.

New lamps, some chrome on the grille, maybe fresh fabrics in the cabin. The latest Honda Integra looks more or less the same. But looks can be deceiving, and that's definitely true of the 2005 model Integra coupe.Honda's engineers went back to the road to create the car they probably should have built in the first place, complete with a massive boost to body strength and an all-new sports model called the Type S.The 2005 update means the Integra Type R is dead, but that's not a bad thing if you prefer to have performance with a little bit of comfort."The Type R was too extreme for many customers," Integra project chief Kenya Tsutsui says.The fifth-generation Integra is his first sports car but he believes it is a good one, with massive changes from the model that introduced the current body shape."This car is the result of us trying to do more," Mr Tsutsui says. "For a so-called minor model change it is a major hardware change." It has meant big changes deep in the car, although the price has been held to $38,490 for the base model. There are two models now, the Luxury and the Type S, with the sports star coming in at $42,990 with a six-speed manual gearbox.It takes a bit to see the lowered body, wider wheels, new lamps and interior tweaks, but it's impossible to see the real improvements to the Integra.The front body structure has had a 22 per cent boost to its rigidity, with an 8 per cent improvement in the tail, and even the steering column is bigger and stronger. The suspension stroke has also been boosted. It's part of a package that is designed to make the car better over bumps, more enjoyable to drive, and far quieter and more relaxing than before. And it's an upgrade that goes across the Luxury and Type S models."One of our aims was to create the sophistication of the BMW M3. We wanted to do it at a more reasonable price," Mr Tsutsui says.But the heart of the 2005 Integra is still the high-revving engine in the S."First is the engine. I think it's the most important thing," he says. Power is up by 7kW to 154kW in an engine that revs to 9100rpm, and torque is also up a little to 194Nm.But Honda says there is no penalty at the pumps, provided you're happy to be putting premium unleaded in the tank, with a combined fuel figure of 9.4 litres/100km.Other changes for the Type S are thicker stabiliser bars than the Luxury Integra, together with 17in alloy wheels wrapped by 45-series tyres, and a small rear spoiler. It also gets a six-stack CD player with MP3 player.The Luxury comes with extra sound proofing, is still powered by a 118kW four-cylinder engine, and picks up the inevitable facelift work on the lamps, bumpers and even the exhaust tip. Equipment still includes automatic airconditioning, electric windows and mirrors, with anti-skid brakes, and front and side airbags.Only a kid could love the old Integra Type R. It was too loud, too harsh ... too much of a few things and way not enough of others.The new Type S gets around the shortcomings without compromising the enjoyment and should make a lot more people happy to have the sports Integra in the garage.The Luxury Integra doesn't look much different, even though it is more refined to drive and should do well enough against rivals, including the Toyota Celica and Hyundai Tiburon. It even has an automatic for people who are buying a coupe, not a sports car.So we devoted our driving to the Type S and found a car which is eager and enjoyable, but far less likely to give you a headache on a long trip. You can also keep your fillings in your teeth, instead of worrying about shaking them out in the Type R. The latest engine is still a screamer that's hooked to a six-speed manual gearbox, but it doesn't seem as raw despite the power-up work. That's partly down to extra soundproofing, but more to do with the body and suspension changes.The new coupe feels more elegant in everything from the steering weight to the suspension action, so Tsutsui's team have hit their targets. Even the seats are more cushy without losing the support of the race-style buckets in the R, and the sound system and airconditioning are just what you'd expect in a Honda. Some people will be crying when they hear the Type R is dead, but the S should win far more friends.

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