An Exploration of the History of the Integra (Part 2)

Original by Honda誌, 日系車迷誌, October 14, 2021, 14:00:00

Copyright Notice:
Some video content in this article comes from Honda’s official video “Honda Collection Hall.” The copyright belongs to the respective producers; we are merely conveyors.

Introduction

Mencius once said: “Born in adversity, die in comfort.”
This principle applies equally to the automotive world. In the previous installment, we looked at the early life of the Integra series—a lineup that endured its share of challenges but flourished during the dynamic, performance-driven 1980s and 1990s. Notably, the DC/DB models, produced from 1993 to 2001 with several upgrades, received widespread acclaim. Both the eye-catching Type R and the more consumer-friendly 1.8L/1.6L versions garnered significant praise, becoming some of the best-selling personalized models outside of the Civic and Accord. However, after this golden era came the comfort—ironically, the very factor that led to the series’ demise: the rise of SUVs in the 1990s.

This article serves as a nostalgic look back at a piece of history every car enthusiast should know. Once dominant in the automotive world, Honda’s coupes were icons in the eyes of high-performance car enthusiasts. Many young boys dreamed of owning one when they grew up. Unfortunately, times changed. The once-captivating Integra and its elder sibling, the Prelude, faced discontinuation a few years after the SUV boom began. Thus, this article stands as a tribute.

The Merger and the Birth of the New Integra

• The Prelude and Integra Merger:
  Honda merged its two major sports car lines—the Prelude (based on successive generations of the Accord) and the Integra (heavily derived from the Civic)—in response to the emerging market trends.

• Design Changes:
  The new Integra, released in July 2001, retained a 2570mm wheelbase (like the DC2) but featured a new chassis and design philosophy. It stood taller:

  • Car height: 1,395mm (1,385mm for the Type R)
    Compared to:

    • DC2: 1,330mm

    • DB8: 1,365mm

  • Interior space: Larger in every dimension compared to previous generations (notably the DC5).

How SUVs Took Over

Understanding the SUV Concept

• Definition:
  SUV stands for Sport Utility Vehicle. Many mistakenly interpret “sport” as indicative of high performance or off-road capability. In reality, the term “sport” here refers to its ample cargo space—for example, the ability to carry sports equipment—rather than performance.

• Structural Differences:
  SUVs typically use unibody structures derived from standard sedans with modified suspension and raised cabins. This results in:

  • Higher center of gravity

  • Compromised handling compared to traditional sedans (e.g., the Honda CR-V, derived from the Civic, cannot match the Civic’s handling).

• Misconceptions:
  The common error is equating SUVs with off-road vehicles. In fact:

  • SUVs: Unibody chassis with full-time four-wheel drive

  • True off-road vehicles: Use body-on-frame or hybrid chassis with part-time four-wheel drive

A Brief Timeline of SUV Development

• 1984:
  The second-generation Jeep Cherokee introduced the Uniframe hybrid chassis—blending sedan and off-road architectures.

• 1997:
  The Mercedes-Benz M-Class popularized large SUVs in Europe (followed by the X5 in 2000 and the Audi Q7 in 2005).

• 1988:
  The Suzuki Vitara marked the Asian SUV trend, although it was essentially an off-road vehicle with a non-unibody frame.

• 1994:
  The Toyota RAV4 became the first SUV built on a sedan platform.

• 1995:
  Honda launched its first true urban SUV—the CR-V (RD1) with a 126-horsepower B20B engine.

• 1996:
  The Prelude entered its final generation.

Performance and Specifications

The DC5-R and Its Race Heritage

• FIA Homologation:
  The DC5-R was homologated as a race car for six years, making it the standard in almost all two-liter class competitions across Asia (professional and amateur, Group A or N).

• Engine Details:

  • Redline: Type R redlined at 8400 rpm

  • Standard K20A: Redlined at 6800 rpm

  • In accompanying images, note the MD audio head unit (not a tape player) and optional HDD navigationwith a 6.5-inch display screen.

Second Generation Integra Type R (ABA-DC5) – Performance Specifications

• Wheelbase: 2,570mm

• Front Track: 1,490mm

• Rear Track: 1,490mm

• Weight: 1,190kg

• Engine: K20A

• Displacement: 1,998cc

• Bore × Stroke: 86mm × 86mm

• Compression Ratio: 11.5:1

• Max Power: 220 hp @ 8,000 rpm

• Max Torque: 21 kg·m @ 7,000 rpm

• Transmission: Y2M3 6-speed manual

  • 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, Rear Double Wishbone

Market Variations and Transmissions

• Japanese Domestic Market (JDM):

  • The 2001 iS and the 2004 Type S both produced 160 horsepower, available with either a 5-speed automatic or manual transmission.

  • The Type R (both 2001 and 2004 versions) produced 220 horsepower (featuring the renowned red-top K20A engine).

• U.S. Market:

  • The base RSX models were equivalent to the JDM iS (160 hp with 5AT/5MT options).

  • The 2002 RSX Type S offered 200 horsepower and was available only with a 6-speed manual transmission.

  • The 2005 RSX Type S was upgraded to 210 horsepower (the “red-letter engine”), with the gearbox remaining unchanged—resulting in a negligible performance difference.

A Common Adage: “Horsepower sells cars; torque drives them.”

• Engine Nicknames:
  The RSX Type S’s K20Z1 engine was nicknamed the “red-letter K20” or “silver cover, red-letter VTEC.” It was paired with a wide-ratio 6-speed manual transmission (X2M5), which many believe suited local driving conditions better than the close-ratio Y2M3 found in the Type R.

The Chinese Market and Legacy

For many older Honda fans in China, the most familiar version of the fourth-generation Integra DC5 was the Acura RSXimported around 2003.

• Pricing:

  • The 5-speed automatic version was unofficially priced between 400,000 and 500,000 RMB.

  • Negotiations often brought the price down (some reports mention deals around 420,000 RMB).

• Rarity:

  • Due to strict import policies, only a few dozen RSXs were brought into China.

  • Left-hand-drive DC5-R models in China were typically converted from these legal RSXs, boasting excellent build quality.

• Example Specifications for the Imported Acura RSX:

  • Power: 160 hp @ 6500 rpm

  • Torque: 19.5 kg·m @ 4000 rpm

  • Brake Rotor Diameter: 260mm (smaller than the 300mm on the Type S)

  • Weight: 1,256kg

  • Power-to-Weight Ratio: 129 hp/ton

Given their rarity, any RSX that appears on the market is considered a collector’s item—one of the finest performance cars in China after 2000.

Personal Reflections and Driving Experience

The author’s first experience with the Integra was actually with a U.S.-spec Acura RSX (DC5) in the winter of 2003.

• It featured the basic K20A3 engine and a 5-speed automatic transmission, delivering a modest 160 hp.

• Despite its modest numbers, the car was lively and enjoyable—proving that even the non-Type R variants could be thrilling to drive with their well-tuned suspension and ergonomic driver layout.

Subsequently, the author experienced other Honda siblings—such as the JDM DC2, DC1, DB8, and various Type R/SiR-G models—which led to a deeper appreciation of how each generation of Integra was nearly perfect for its era.

When evaluating daily drivability, factors like seat comfort, mirror positioning, shifter layout, instrument panel design, seat support, rear passenger space, and trunk capacity all come into play. The DC5 Integra/RSX came very close to achieving a harmonious balance between driver and machine, especially when driven solo for extended periods.

Conclusion

Although the author believes that, among all Honda models, the Integra stands out as the most perfect, its fate was sealed by discontinuation and an uncertain future. By the mid-2000s, as the global market shifted to modular platforms and the Chinese market emerged, the automotive landscape transformed dramatically.

Ironically, while China’s car culture was initially influenced by Japan (late ‘70s to ‘90s), then France, and later Germany (especially post-2000), consumer preferences shifted to the American idea that “bigger is better.” This led to a proliferation of SUVs—even when local manufacturers struggled to produce competitive sedans—ultimately affecting the market for high-performance coupes like the Integra. With global sales of the DC5 series totaling only about 200,000 units, the decision to cease production in 2006 appears judicious. Meanwhile, models like the second and third-generation CR-V, along with other rising SUVs such as the Pilot, Element, MDX, and RDX, began to dominate.

For enthusiasts, the Integra and Prelude remain symbols of a bygone era—icons whose discontinuation is a source of deep regret. For automakers, however, these were simply the necessary sacrifices to pave the way for the next generation of vehicles.