【Almost Perfect Street Cars: A Glimpse into the History of the Integra (Part 1)】 🚗✨

Original: Honda Magazine / Japanese Car Enthusiast Magazine
Published: 2025-02-13 11:30:00
Topic: #HondaIntegra

Having experienced the Integra—whether as a passenger, car enthusiast, mechanic, or auto journalist—in its various forms (from the Honda-badged Integra to the Acura RSX, whether the standard ZC or the red-capped K20A), I’ve pretty much tried them all. The reason I call the Integra “almost perfect” is simply that it meets the two essential criteria for any car: it must be fast (and it truly is, especially the ’98 DC2-R) and practical with a touch of comfort. Among Hondas, it comes closest to that ideal. 🚀

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These days, many Chinese car enthusiasts and social media personalities boast about their idea of the “perfect” car. But when you really stop to think about it, most of these so‑called perfect cars are nothing more than rally cars or Lamborghinis. Frankly, I’ve driven and tested plenty of such purpose‑built sports cars and supercars—and hardly any of them are suitable for everyday use. This fact is well known in the auto industry; unless you’re very young and hot‑blooded or extremely vain, driving these beasts to work or to pick up your kids every day is bound to drive you crazy sooner or later (which is probably why so many Ferraris and Lamborghinis eventually end up on the second‑hand market). 😅

A car’s primary function is to serve as a tool—so spare us the sentimental talk. If a model can’t first fulfill its function, it wouldn’t have made it to market when new. Car manufacturers’ marketing teams aren’t fools; they learn from past failures and follow strict guidelines on which cars can be sold. Whether a car becomes an object of nostalgia depends on personal history—your fond memories don’t necessarily match mine. You may admire the old Benz, I may prefer the 930, and someone else might favor the Peugeot 505… In short, “sentimental cars” are merely tangible symbols that evoke childhood memories. 🔧

In my opinion, a truly perfect car must first be practical, then reliable (i.e., not prone to breaking down), and only then should it offer excellent handling—each element is indispensable, and the order must not be changed. While the media might focus solely on handling, a true owner only really understands a car after driving it for two or three years (or even longer). And if it starts leaking oil by then, how can you call it a good car? 🚘

Although many believe that merely sporting a Type R badge makes a car a supercar, that’s not the case. In reality, Type R stands for “high performance on the road” rather than a pure race car—the racing version is just an extension of its capabilities. What I value more is that the Type R is also highly practical and versatile! 💪

Alright, back to the main subject. 👉

The name “Integra” is derived from the English word “integrate,” meaning “integrated” or “complete.” In Chinese, it was originally translated as “Xínggé” (形格) in Hong Kong. By the time the car became popular in China, it had already been discontinued (September 2006). This article focuses entirely on the Japanese‑spec Integra, with only brief mentions of export versions. 📚

The name “Integra” was not new to Honda—it was first used on the 1982 CBX400F Integra and CBX550F Integra motorcycles. The first four‑wheeled vehicle to bear the Integra name was when it was appended to the Quint during its 1985 facelift—called “Quint Integra.” It wasn’t until four years later, in 1989, that the name was officially changed to “Integra.” In other words, if the Integra launched in April 1989 is considered the first-generation Xínggé, then there was an earlier “half‑generation” with almost identical chassis and engine. Roughly speaking, the Integra series can be divided into four generations; strictly speaking, there are three and a half. 🤔

This was Honda’s first vehicle to bear the “Integra” name—the 1982 CBX550F Integra. 🚲

The second vehicle to carry the Integra name appeared on the second‑generation Quint (AV type). When introduced in February 1985, only a three‑door version equipped with the ZC engine was available. Although this model isn’t considered part of the first‑generation Integra, the poor market response to the first‑generation Quint led Honda to deliberately downsize the Quint while enlarging the Integra badge to completely transform the lineup. 🚀

Honda’s official collection video also treats the 1985‑launched Integra as the first generation—or rather, the “early half‑generation.” 🎥

An advertisement for the Xínggé car aired in Hong Kong in 1988. 📺

Regarding the earlier half‑generation (with chassis codes AV/DA1/DA2 using the ZC engine), we will cover those in our article on the history of the Quint series, so we’ll skip them here (if you’re interested, follow our public account and type “Quint” to review). In 1989, the truly independent first‑generation Integra Xínggé was launched. First came the three‑door version, followed one month later by the four‑door version. The three‑door had chassis codes DA5/6, and the four‑door used DA7/8. The DA5/7 models still used the ZC engine from the previous generation with a maximum output of 120 PS at 6300 rpm, and the trim levels were designated ZXi, RXi, and TXi; the DA6/8 models used Honda’s latest B16A engine—making the Integra the first Honda model with that engine—with a maximum output of 160 PS at 7600 rpm (or 150 PS at 7100 rpm for the automatic version). Their trim levels were designated XSi and RSi, with the former offering more everyday features (such as a sunroof). For export, the Integra was sold under the Acura brand in North America. A particularly special model was the GS-R (chassis code DA9); the three‑door version used a B18A1 engine, while the four‑door version (DB2) used a B17A1 engine.* 🌐

*For reference: the three‑door ZC engine version uses code AV; the four‑door ZC engine version uses code DA1; the four‑door EW engine version uses code DA2—the four‑door version is exclusive to the JDM and was not exported. 🔍

The “true first‑generation” Integra was available in both three‑door and four‑door versions. The first Integra I ever rode was the three‑door model with chassis code DA5. At that time, right‑hand drive vehicles could still be legally registered and driven, so as a passenger, I found its rear seats to be very practical and spacious—on par with contemporaries like the Accord and Civic, which were available in China for comparison. 👍

In fact, the Integra shared many mechanical components with the contemporaneous Civic. In the DA5/6, you can see many chassis designs that are similar or even identical to those in the Civic EF, while later the DC series shared numerous components with the Civic EG. 🔧

This generation’s four‑door Integra is quite rare, as its layout is too similar to that of the Civic—which has always been far more popular than the Xínggé. 🚗

In 1989, both the three‑door DA6 and the four‑door DA8 were equipped with the all‑new B16A engine—Honda’s first model with the DOHC VTEC engine. Consequently, the DA6 Integra has always held great historical significance among Honda enthusiasts, and its practicality makes it irresistible. 💖

A sports car? Practical? Of course, the earliest Integra wasn’t marketed as a sports car—it simply had the potential to be one. This is the dashboard of the DA8; its practicality is chiefly reflected by the B16A engine of that era. Even with an automatic transmission producing only 150 PS, it was still widely appreciated—after all, at that time an automatic signified practicality and comfort. 🚙

#### Second‑Generation Integra XSi (E‑DA6) – Performance Specifications:

Wheelbase: 2,550 mm
Front Track: 1,475 mm
Rear Track: 1,475 mm
Curb Weight: 1,080 kg
Engine: B16A
Displacement: 1,595 cc
Bore × Stroke: 81 mm × 77.4 mm
Compression Ratio: 10.2:1
Max Horsepower: 160 PS @ 7,600 rpm
Max Torque: 15.5 kg·m @ 7,000 rpm
Transmission: 5MT
    - 1st: 3.250
    - 2nd: 2.052
    - 3rd: 1.416
    - 4th: 1.103
    - 5th: 0.906
Final Drive: 4.400
Tires: 195/60R14 85H
Suspension: Front and rear double wishbone
📊

The second‑generation Integra is one of Honda’s longest‑running models—it was launched in May 1993 and produced until June 2001, a full eight‑year run (whereas Honda’s typical cycle is four or six years). This generation was also introduced in the order of the three‑door (DC) first, followed by the four‑door (DB). Its exterior design is divided into two phases: the early models featured four round headlights (a design that didn’t win over consumers), so in 1995 the Japanese‑spec models were updated to rectangular headlights similar to the first two generations. The four‑round headlight design continued only for export models until production ended in 2001.

Regarding the powertrain, the early DC2 models used the B18C engine (max 180 PS @ 7,600 rpm), while the DC1 used the ZC engine (still 120 PS @ 6300 rpm). Notably, the early DC2 with the B18C engine had a weight nearly identical to the second‑generation DA6; with increased displacement, the maximum torque rose from 15.5 kg·m @ 7,000 rpm to 17.8 kg·m @ 6,200 rpm without an increase in weight. This dramatic torque boost—combined with re‑tuned gear ratios on the 5MT—translates into a ferocious road presence. According to trim levels, the DC2 with the B18C engine was named Si VTEC, while the ZC‑engined DC1 was designated ZXi (or ZX for the carbureted version, with “i” indicating the addition of the PGM‑Fi fuel injection system). 🔥

This is the early version of the Integra Si VTEC (DC2), equipped with the B18C engine producing 180 PS. In Honda’s lineage, “Si” stands for Sport Injected, and from this point, the Integra became synonymous with sportiness. 🏁

Many so‑called “influencers” in automotive media dismiss products like the Town Bar as useless and superfluous. We aren’t influencers—we’re just ordinary car enthusiasts, owners, and modifiers. A sway bar greatly improves handling, whether mounted at the front or rear. The claim that the factory omitted it to save costs is simply based on assumptions without proper comparisons. 🔩

The manual‑transmission Si VTEC, with 180 PS and 17.8 kg·m of torque, is an incredibly fun, engaging, and practical coupe weighing only 1,100 kg. It’s fast—and was much more affordable than the later Type R. Why do so many still reminisce about ’90s cars? It’s because back then, car manufacturing was sincere, offering a wide range of choices, excellent performance, and relatively reasonable prices—unlike today’s over‑engineered cars that lack true passion. 😎

The automatic version’s output was reduced to 170 PS; such differences were normal in that era, with the automatic model weighing about 20 kg more. 🔄

The history of the four‑door Integra spans from the early half‑generation through the first and second generations, though the three‑door versions always stole the spotlight, often causing the four‑door to be overlooked. For instance, in the second‑generation DC/DB models, the three‑door (DC) had a wheelbase 50 mm shorter than the four‑door (DB) and weighed roughly 40 kg less. Both shared a front and rear double wishbone suspension with design details nearly identical to those in the Civic EG. Their market positioning was clear: the DC targeted the sports coupe market (in tandem with the Prelude), while—unlike the Civic that entered FIA homologation racing—the Integra, due to its awkward displacement, was the first to launch a Type R model aimed at street‑legal high‑performance cars. In the mid‑’90s, on the streets, it was nearly unbeatable; when you see cars like a GTi, you can confidently say, “If you see those taillights, you lose!” This also paved the way for the later merging of the Integra and Prelude lineups and the Integra’s FIA 2.0L homologation. 🚦

As for the four‑door DB models, besides offering all the powertrains found in the three‑door DC, they also featured configurations such as the B18B (DB7) and the ZC engine paired with four‑wheel drive (DB9), targeting a market positioned above the Civic but below the Accord. They were relatively successful during that period.* 🎯

*For export, the left‑hand drive three‑door version also used the B18B engine, designated as DC4. 🔍

The early four‑door model known as the Integra ESi (chassis code DB7) used the B18B engine—a configuration unique to the four‑door version—with a maximum output of 145 PS and 17.4 kg·m of torque, weighing about 40 kg more than the two‑door DC2. 🚗

Because the four‑round headlight design wasn’t popular, the 1995 mid‑cycle facelift replaced them with rectangular headlights—this was the biggest change of the update. Other aspects (engine, transmission, suspension) remained the same, except that the Si VTEC badge on the DC2 was changed to SiR! Naturally, 1995 was more than just a facelift for the Integra. As everyone knows, on August 24, 1995, the so‑called “95 Integra Type R” was launched—the second Type R after the NSX‑R. Unlike the NSX‑R, which relied solely on weight reduction, the Integra Type R was fitted with a red‑capped B18C‑R engine, delivering 200 PS at 8,000 rpm and 19 kg·m of torque at 6,200 rpm. With a curb weight of 1,120 kg, its performance was truly astonishing. With the 1995 facelift, models using the carbureted ZC engine (DC1 and DB6/DB9) and the DB7 with the 145 PS B18B engine were discontinued; the standard black‑capped B18C on the DC2/DB8 was renamed SiR‑G, while the fuel‑injected ZC models retained their DC1/DB6/DB9 codes. ✨

*The DB9 is a four‑wheel drive model known as the ZXi 4WD, equipped with the 120 PS ZC engine. 🚙

This is the post‑facelift standard Integra Xi‑G (DC1) with a 120 PS ZC engine. I’ve driven the manual version a few times; although the ZC engine was state‑of‑the‑art for its era, when compared to the tight gear ratios of the Type R’s five‑speed transmission, it truly falls short. ⚙️

The mid‑1995 facelift four‑door DB models were divided as follows: models with the ZC engine (Ti, Xi‑G); the Xi 4WD (DB9) with full‑time four‑wheel drive; and the SiR‑G (DB8) with the B18C engine. 🔄

The star of the facelift was, of course, the much‑admired Integra Type R, known as the 95Spec R. It was the second Type R model after the NSX‑R, achieved by reducing the weight by 20 kg and increasing the power by 20 PS. The upgrade philosophy for the Type R: “Few visible changes, but plenty of unseen improvements!” 🎯

The image above shows the 95Spec R, and below is the 98Spec R—there’s virtually no difference in appearance, except for the number of wheel studs (95Spec uses 4H100; 98Spec uses 5H114.3). 🏎️

There was also a four‑door version (chassis code DB8) available for the 95Spec, but few opted for it at the time. After production ended, it became a rare model coveted by collectors. 🌟

This is the dashboard of the 95Spec R, whose steering wheel design differs slightly from that of the 98Spec. Note that, whether the 95Spec or 98Spec, the Type R originally came with only two decorative panels—i.e., no clock or audio system was included (they were only available as options). However, the later 00Spec included these as standard, along with electric folding mirrors. 🎵

This is the engine bay of the 98Spec version. The 95Spec, 98Spec, and US‑market versions all used the red‑capped B18C‑R engine—200 PS for the Japanese spec and 195 PS for the US market (due to fuel considerations). All were paired with a five‑speed manual transmission and an LSD. In the Japanese 98Spec, besides new axle housings, upgrades included 16‑inch wheels, a larger final drive, tighter gear ratios on the 123‑tooth gear, looser ratios on the 45‑tooth gear, and an all‑new 4‑1 exhaust system. 🔥

The 98Spec R poster from back then emphasized a 4‑1 exhaust note—unlike today’s norm of 4‑2‑1 systems focused on torque—as a selling point. Anyone who has driven this car will agree: the DC2 Type R is not a modest gentleman; it’s an outright “road bully.” 😤

Having driven both the 95Spec and 98Spec versions of the DC2‑R, I must confess that after several rides, labels like “explosive TEC” and “200 PS” become numbing. Those supposedly extraordinary engine performances, with engines revving to 7–8,000 rpm, aren’t comfortable in city traffic (and can even be self‑damaging). The road isn’t a racetrack—there’s rarely a long straight where you can fully exploit the engine’s potential, nor many curves for trail‑braking. At best, at red lights, you get to hear the unique quad‑exhaust note. What I mean is that once you settle down, the everyday experience matters: I once spent months with a Japanese right‑hand drive DC2. Although it was a standard 180 PS B18C engine (with neither extreme horsepower nor torque), and despite the owner’s rather “casual” maintenance leaving the engine and transmission less than perfect, the suspension and chassis held up well after years of use. Even though the interior was a bit sparse—and Honda’s build quality at the time was average, often with rattling noises from the panels—it didn’t matter. The relaxed driving experience was truly rare, and the 2+2 seating in the coupe was perfectly practical, providing just the right amount of space for adults or storage, along with a reassuring sense of security. 😊

In short, the feeling you get from an Integra coupe is hard to find today. The Toyota 86? Its interior always feels a bit confining. The A80 Supra? It’s just too spacious—its design is all about enveloping you. The NSX? That’s more of an entry‑level supercar like the 328/348, which isn’t about practicality at all… 🚗💨

This is the Japanese‑spec SiR‑G DC2 that I once drove. In the days when right‑hand drive vehicles could still be legally registered, this Integra was among the newer models. Although very few appeared in China, they were common in right‑hand drive markets—largely thanks to the iconic Type R model, which made modifications easy. I can confidently say that the DC2’s cabin can comfortably seat four adults; the rear is far from a “dog seat,” and I increasingly miss its simplicity and ease of use. The sense of security that comes with a coupe is high, and the lightweight double‑wishbone suspension—even the over‑powered feel provided by the standard black‑capped B18C—remains vividly memorable. 😍

The US and European‑market Type R launched in 1997 still used the early 1993 four‑round headlight bumper, but mechanically they were based on the Japanese‑spec 98Spec Type R chassis (note the five‑lug wheels). Today, this car has become a highly sought‑after model—without a budget of around $70,000–$80,000, it’s very hard to own one. 💰

In fact, the Japanese‑spec DC2‑R also had an even rarer “00Spec”—the final revision—which featured updated camshafts and balance shafts, with electric folding mirrors and, finally, a factory‑standard audio system. 🎶

#### First‑Generation Integra Type R (GF‑DC2) 98Spec – Performance Specifications:

Wheelbase: 2,570 mm (DB8: 2,620 mm)
Front Track: 1,480 mm
Rear Track: 1,480 mm
Curb Weight: 1,080 kg (DB8: 1,120 kg)
Engine: B18C
Displacement: 1,797 cc
Bore × Stroke: 81 mm × 87.2 mm
Compression Ratio: 11:1
Max Horsepower: 200 PS @ 8,000 rpm
Max Torque: 19 kg·m @ 6,200 rpm
Transmission: 5MT
    - 1st: 3.230
    - 2nd: 2.105
    - 3rd: 1.458
    - 4th: 1.034
    - 5th: 0.787
Final Drive: 4.785
Tires: 215/45R16 Potenza RE010
Suspension: Front and rear double wishbone
📈

Due to the article’s length, the discussion on the third‑generation (fourth‑generation) DC5 will continue in the next installment. As for the DC5, it is the generation of Integra/RSX I’ve driven the most—including both the Type R and the standard 160 PS version. If you could still buy one new and register it today, I’d certainly choose it as my daily driver—it just “feels perfect”.... ✨