Defeated by the SUV Craze: A Glimpse into the High-Performance Integra Legacy (Part II)

Original: Honda Magazine | Japanese Car Enthusiast Magazine | 2025-02-04 11:30:00

Mencius once said: “Born in adversity, perish in ease.” In the automotive world, this maxim rings especially true! In Part I we saw how the Integra series experienced its share of setbacks. Yet during the turbulent, sport-obsessed 1980s and ’90s, after two and a half generations of evolution, its strength was proven time and again. The DC/DB models—produced from 1993 until 2001—went through several upgrades, from the eye-catching Type R to the more practical 1.8L and 1.6L everyday versions. Earning widespread acclaim, they became the best-selling niche models aside from the Civic and Accord. But as that era of challenge and rapid growth gave way to comfort, the series ultimately met its fate: the rise of SUVs in the ’90s. 🚗💨

🌟 Hello, my friend...
Welcome to a hidden gem—OLD FISHER DISCOUNT, your one-stop online shop with 9,999+ unique finds waiting for you. 🎉
🛒 Explore a World of Discoveries
Dive into our collection and uncover special treasures that will delight and inspire.
🔗 Start Your Journey Here: www.fisherdiscount.com
Come and see why we’re more than just a shop; we’re a place of endless possibilities! ✨

This article is a nostalgic tribute to an era every car enthusiast should remember. The once-revered high-performance coupes—both the Integra and its sibling, the Prelude—captured the hearts of many. They inspired countless boys to dream of owning one someday. Sadly, the tidal wave of SUVs eventually forced these legends into retirement. The coupe, derived from everyday sedans (a “coupe” in English terms), became one of the first casualties of the SUV explosion. For Honda, two of its iconic sporty models—Prelude (based on the Accord) and Integra (heavily borrowing from the Civic’s design)—found themselves on the chopping block. 😔

For instance, the fifth-generation Prelude (BB6) featured a Type S version with only front-wheel steering adjustments. Although this model was heavier and more luxurious than the SiR, it marked the final passing of the “Type S” name. With various versions (95 Spec R, 98 Spec R, 00 Spec R, plus US and European specs) sharing a wheelbase of 2,570 mm—while the Prelude itself measured 2,585 mm, even shorter than the four-door DB8’s 2,620 mm—the merger of the two series became almost inevitable.

After combining the Prelude and Integra lines, Honda released the new Integra in July 2001. It featured a 2,570 mm wheelbase (identical to the DC2) but had a different chassis and body design philosophy. The new model’s height measured 1,395 mm (1,385 mm for the R version), compared to the DC2’s 1,330 mm and the DB8’s 1,365 mm. Even though the interior dimensions (length, width, height) were larger than the DC5’s, the shifting design signaled a new era. 😮

Let’s take a brief detour into the evolution of today’s ubiquitous SUVs: An SUV (Sport Utility Vehicle) is often misunderstood in China as a sports or off-road car. In reality, “sport” here refers to the ample cargo space—ideal for carrying sports gear—not the inherent performance. Because SUVs are built on a body-on-frame structure modified from a car’s chassis and raised for a more commanding view, they have a higher center of gravity. This makes them less agile than their car-based counterparts (for example, Honda’s own CR-V, though based on the Civic platform, can never match the Civic’s handling). If you’re one to call an SUV an off-road vehicle, that’s a misconception; the difference lies in the chassis: body-on-frame designs yield SUVs, while ladder or mixed frames produce true off-roaders. 🚙✨

The modern SUV concept first emerged with the 1984 second-generation Cherokee, which pioneered the “Uniframe” hybrid chassis—a blend of body-on-frame and ladder-type elements—though it initially only gained traction in North America. In Europe, SUVs took off later (with the 1997 Mercedes-Benz M-Class, the 2000 X5, and the 2005 Audi Q7), while in Asia, the 1988 Suzuki Vitara sparked interest. However, it was the 1994 Toyota RAV4 that transformed the sedan platform into today’s urban SUV. Honda’s first city SUV, the CR-V (RD1), arrived in 1995 with a 126-horsepower B20B engine. Notably, that same year marked the debut of the Integra Type R—an iconic moment in performance history—while the Prelude’s fifth and final generation also launched in 1996. 🔥

In 2001, the second-generation Integra (DC/DB) was discontinued. Just one month later, the third-generation Integra/RSX (chassis code DC5) was unveiled to mark one final surge. Unlike its predecessor, the DC5 series bore only one chassis code regardless of whether it was sold under the HONDA or Acura banner. The four-door version under the Integra name was also phased out. In Japan, only the iS version (renamed to Type S after a 2004 facelift but still featuring the 160-horsepower engine) and the Type R version were offered. Both variants showcased Honda’s then-new K20A engine—its debut model, reminiscent of the B16A’s first appearance on the Integra DA6. This clever market strategy served as a much-needed jolt for an industry in decline. In many respects, the DC5 generation not only perfected Honda’s legacy in two-door (or three-door fastback) designs but also helped introduce the model to left-hand drive markets through Acura’s network. The result? A final generation of the Integra that was highly successful. 😍

The early Integra Type R models were among the most sought-after high-performance sports cars of their time—a purebred, Made-in-Japan legend. Consequently, they enjoyed a loyal following in Japan and across Asia, particularly in the tuning community, even as other hot models (like the nearly-mythical BNR34 GT-R) faded into the background. Another reason for the DC5-R’s prominence was its status as an FIA-registered race car for six years, making it the go-to choice across professional, semi-professional, and amateur 2-liter racing series in Asia. 🏁

For the second-generation Integra Type R (ABA-DC5), the specs were as follows:

• Wheelbase: 2,570 mm
• Front/Rear Track: 1,490 mm
• Weight: 1,190 kg
• Engine: K20A (1,998 cc; 86 mm × 86 mm bore×stroke; compression ratio 11.5:1)
• Max Power: 220 PS at 8,000 rpm
• Max Torque: 21 kg·m at 7,000 rpm
• Transmission: Y2M3 6MT (gear ratios: 1st 3.266, 2nd 2.130, 3rd 1.517, 4th 1.212, 5th 0.972, 6th 0.780; final drive 4.764)
• Tires: 215/45R17
• Suspension: Front MacPherson strut; rear double wishbone

In Japan, the 2001 iS and 2004 Type S models were both 160-horsepower variants (available with 5AT or 5MT). Meanwhile, the Japanese Type R (both 2001 and 2004 versions) produced 220 PS (redline “red top”). The US regular version mirrored Japan’s 160-horsepower offering (with 5AT or 5MT), while the 2002 US Type S was rated at 200 PS (available only with a 6MT), and the 2005 US Type S reached 210 PS (red-inked).

True to its heritage, the Integra’s chassis design maintained strong ties with the Civic—its fourth generation borrowed the platform from the seventh-generation Civic (ES/EP/EU). Gone were the EF, EG, and EK eras’ double-wishbone suspensions, replaced by the more service-friendly front MacPherson and rear double wishbone layout—a configuration that endures in today’s 10th-generation Civic (FC/FK). While the simpler MacPherson setup is easier and more cost-effective to maintain (with only limited adjustments to toe and caster), the double-wishbone arrangement offers more fine-tuning potential, albeit requiring a closer driver-mechanic rapport. In essence, the trade-off between the two systems comes down to personal preference. 👍

A cross-sectional look at the RSX (which shares the DC5 chassis) reveals that the front MacPherson strut gives a slightly less direct road feel compared to the DC2. Yet, that very “blur” can translate into a more comfortable ride—a classic case of choosing between precision and comfort.

In the 2004 mid-cycle refresh, despite retaining the same basic parameters, the DC5-R remained a favorite on the track—routinely clocking around 1 minute and 40 seconds per lap alongside its EP3 Type R companion. Many factory-backed teams even stripped the VTEC from their K20A engines (using high-angle camshafts) to reach about 230 PS on the wheels! 🔧🏎️

Mechanically, the 2001 and 2004 versions of the DC5-R were virtually identical. Yet, only two years apart (with the DC5 officially debuting in 2002), the mid-cycle update left many wondering about the model’s future. Predictably, the EP3 Type R was discontinued in August 2005, and the DC5-R followed in September 2006—leaving no successor in its wake.

The RECARO seats, produced under contract in Japan, became one of the most coveted used parts of the day. Personally, having driven both early and later versions of the DC5-R, what captivated me wasn’t just the seats—it was the timeless dashboard and center console design that always felt perfectly ergonomic.

After the 2004 facelift, the Japanese Integra iS was renamed the Type S. Unlike the RSX Type S, the Japanese Type S remained a 160-horsepower model, while the left-hand-drive US RSX Type S boasted 200 PS. Aside from differences in compression ratio and transmission, both shared the same K20A engine found in the red-top Type R. I haven’t had the chance to fully experience the US RSX Type S myself, but its transmission gearing differs from the dense ratios of the Japanese Type R—tuned more for urban driving than high-speed cruising. For example, if you were to take a dense-ratio car on a highway at 65 mph for an extended period, you’d likely be frustrated. The US Acura RSX Type S (written as “RSX-S” on the car) underwent a 2005 refresh that swapped its engine for the K20Z1, bumping power to 210 PS—a modest 10 PS increase that hardly altered the driving dynamics. As the automotive adage goes, “Horsepower sells cars, but torque makes them fun to drive!” 🔥

The K20Z1 on the RSX Type S—often dubbed the “Red Letter K20” or “Silver-Covered Red Letter”—paired with an X2M5 six-speed manual (with un-synchronized gears) is ideally suited to local driving conditions.

In China, many veteran Honda fans may recall that the fourth-generation Integra DC5 was best known through the imported Acura RSX around 2003. Back then, the five-speed automatic version retailed for roughly 400,000–500,000 RMB. In those days, official pricing wasn’t readily available for such imports—prices were all about negotiation. There were even reports of deals closing at 420,000 RMB, although the numbers were very limited. The left-hand-drive DC5-R models in China were all converted from these genuine RSX units and, despite being nearly 100% original, remain exceedingly rare. One such example is a 2003/2004 Acura RSX that was imported with an automatic transmission, delivering 160 PS at 6,500 rpm and 19.5 kg·m at 4,000 rpm, featuring brake discs of only 260 mm in diameter (compared to the Type S’s 300 mm). Weighing in at 1,256 kg, it achieved a power-to-weight ratio of 129 PS per ton. Today, the RSX is extremely scarce in China—if you happen to come across one, treasure it, for it’s a rare gem from the post-2000 era! 🌟

I still remember my first drive in an Integra—the US-spec Acura RSX (DC5) in the winter of 2003. Despite its modest K20A3 engine, 160 PS, and an automatic transmission, it proved that even an “entry-level” performance car from that time was full of life. Back in the early 2000s, high-performance sporty cars were few and far between in China (with even the Porsche 944 costing a staggering 1.2 million RMB). At nearly 500,000 RMB for a new RSX, it was a prized possession. Even the five-speed automatics, when pushed to their limits, delivered a spirited performance that reminded me why the Integra was considered nearly perfect for everyday driving. Over time, I grew to appreciate the “ergonomic trifecta” of the driver’s seat, mirror, and gear shifter layout—a testament to Honda’s commitment to a harmonious driver–machine relationship. Every generation of the Integra was, in its time, nothing short of perfection. 😍

For car enthusiasts, the stories of both the Integra and Prelude are tinged with bittersweet nostalgia. While fans may lament their loss, for the manufacturer, it was a business decision—a brilliant move to make way for the CR-V and other burgeoning models like the Pilot, Element, MDX, and RDX. In the grand scheme of things, discontinuing a model with an overall sales figure of only around 200,000 units (especially when SUVs dominated the market post-2005) was a wise, if painful, decision.