For many years, the Honda Integra has been well regarded for its build quality, its reliability and its pleasant, if fairly mundane styling. However, it wasn't really the sort of vehicle to stir the emotions of a driving enthusiast, or one to stand out in a crowd.
Now the 1994-series Integras have come along, that image is set to change dramatically and the particular model that shines is the VTi-R. With its high-efficiency 1.8 litre VTEC engine delivering top performance, a well-tuned chassis providing impressive ride and handling qualities, four-wheel discs (plus ABS anti-locking) giving powerful, effective braking and one of the sweetest manual gearboxes you'll find in a front-wheel drive car, the VTi-R rates as a genuine sports car that's simply a delight to drive.
The 1994 Integra's new "suit of clothes" plays its part in letting the world know that this is a very different new model, with a look that is both eye-catching and dramatic. Honda said that it wanted the new Integra to be immediately recognisable from 100 metres away and the unusual frontal treatment alone, should ensure that.
The price of the manual-only VTi-R is $39,260 and though that may seem a lot to buyers of Falcons and Commodores, in the world of sports coupes, it's good buying. The Holden Calibra costs around $2,700 more and the Mazda MX-6 is nearly $8,000 dearer.
For those on a tighter budget who can get by with less performance and less equipment, there's also a GSi model Integra. It costs $33,725 in manual form and $35,735 for an automatic.
Features and Equipment
The GTi-R and the GSi are both powered by a DOHC 1.8 litre engine, but the GSi does without VTEC and dual-stage intakes. Power output in the GTi-R is 125 kW, while the GSi's engine develops 107 kW. Not surprisingly, the Mazda MX-6's 2.5 litre V6 engine beats the VTi-R on torque output, but the VTi-R just pips it on maximum power output.
Though much of the mechanical layout such as front wheel drive, four-wheel independent suspension and variable power-assisted rack and pinion steering is common to both GTi-R and GSi, there are differences in the brakes, manual transmissions and wheels and tyres.
The VTi-R's manual transmission has tapered roller bearings for increased durability, different gear ratios to the GSi model and receives its drive through a lighter flywheel. The VTi-R rides on 15 x 6 inch alloy wheels shod with 195/55 tyres, whereas the GSi has 14 x 5.5 steel wheels with 195/60 tyres. As previously mentioned, the VTi-R also has ABS anti-lock brakes.
Other items common to both versions include an electric sunroof, power windows and external mirrors, central locking, tilt steering, four-speaker CD-compatible stereo/cassette, remote releases for fuel flap and rear hatch, tinted windows and a 50/50 split folding rear seat. The VTi-R adds a driver's airbag, four-spoke steering wheel, body-coloured side mouldings and other items already listed. Neither version comes with air conditioning; it's a dealer-fitted option.
Safety features prominently in the new Integra, particularly in the VTi-R, with its airbag and ABS. However both models feature additional side impact protection with energy-absorbing hip pads supplementing the door intrusion bars, plus webbing clamps on the front inertia reel seat belts. The new body is stronger, with reinforced roof pillars for better roll-over protection. Of course, excellent handling and road holding and powerful braking capabilities are safety features in themselves.
Body and Finish
Though not as "pretty" in my eyes as a Calibra or Mazda MX-6, the Integra has smooth, purposeful styling that distinguishes it from the pack. The most unusual aspect of the styling is the large, one-piece integral bumper-cum nose panel that incorporates four small round headlamps, two of which are the projector type. Front and rear bumpers are designed to resist an 8 km/h collision.
As is the case with most fully imported Japanese cars, finish on the Integra looks first class, inside and out. The Integra comes in a choice of two reds (one a pearl finish), a black pearl, grey metallic, or white. Interiors are grey on the GSi and black on the VTi-R.
Hondas aren't known for premature rust problems, however the factory has initiated many improvements in the new model. Virtually every body panel in the Integra is constructed of double-sided galvanised steel, hollow cavities are filled with a non-drying, oily wax and rust-inhibiting body primers are applied by the electro-deposition process.
Increased body strength was another design criterion for the new Integra and Honda quotes the new body as being 40 per cent stiffer in bending and 20 per stiffer in torsional rigidity. As well as improving safety and reducing noise and harshness levels, a more rigid central body structure contributes to better handling.
Comfort and Space
Two adults and two small children; that's about the limit for the Integra. Those in the front are well served as far as leg room is concerned, but there's only just enough head room. The seats are satisfactory in terms of comfort and support, but not outstanding.
Getting in and out of the rear seat area requires quite a degree of agility, as the passenger's seat doesn't slide forward when the backrest is tilted and the lower section of the front seat belt gets in the way. Once in, it's going to depend on your size whether you can get comfortable. Head room is very restricted for adults and the occupant's heads are under the rear glass - you may need a sun hat in clear weather!
Luggage space is better than average for this type of vehicle. The load area is reasonably deep and the floor is flat. But there is a penalty for having the flat floor, and that's a space-saver spare tyre and wheel. The Integra has plenty of small bins and pockets for storage of nick-knacks, but the only place large enough to take a street directory is the pocket in the back of the passenger's seat.
Behind the Wheel
Like most Japanese cars, the Integra has its controls and instruments well laid out for easy use and they're all clearly marked so you don't have to go searching for things or take time to become familiar with their operation. Even so, I found the radio fiddly to operate, particularly the on/off and volume controls. I was also surprised to find no adjustable intermittent setting on the wipers, or an automatic wipe action when the windscreen washers are activated.
The Integra has sufficiently large glass areas to provide very good all round vision. The Integra doesn't have a particularly tight turning circle, but with the good vision and power steering, it's not difficult to park.
On the Road
This is where the Integra VTi-R scores convincingly over its opposition. It's not so much a case of being brilliant on any one aspect, but rather a matter of blending all the desirable features of a sports car, such as strong performance, capable handling, secure road holding, powerful brakes and an efficient transmission, into one wonderfully integrated package that spells pure driving enjoyment.
The performance of the VTi-R is really quite exceptional for a non-turbocharged 1.8 litre engine, and the best part is that it's not just at the top end. Even when pottering along in heavy traffic, the engine picks up smoothly and eagerly, displaying excellent flexibility over a wide rev range. The most exhilarating acceleration is available around 5000 rpm, but the engine pulls strongly from around 3000 rpm to over 7,000 rpm. At the other end of the scale, the engine will pull from as little as 1000 rpm in the higher gears without protest.
That the VTi-R can perform so strongly without the aid of turbocharging, and at the same time, be so tractable at low speeds, is a convincing example of the value of variable valve timing and dual-stage intake manifolding, particularly when coupled with the latest in electronic engine management and fuel injection systems.
Unfortunately, the VTi-R's high engine compression ratio (10.0:1) dictates the use of the more expensive Premium grade petrol (PULP). Luckily, fuel consumption isn't heavy, with the test car averaging 10.4 litres/100 km overall.
Complementing the engine's willing performance is the VTi-R's slick-shifting, close-ratio gearbox. So good is its action that you're likely to find yourself changing gears just for the fun of it!
Two other things Honda has got "spot-on" are the handling and ride. Some earlier Hondas with double wishbone suspension (the previous Integra included) were choppy due to a lack of suspension travel, but not so the VTi-R. Its ride is comfortable and compliant in all conditions, but not too soft to allow body roll. The handling is near enough to neutral at all speeds over all types of surfaces, making the VTi-R an easy, safe and overall very enjoyable car to drive. The wide. low profile tyres provide excellent grip and the power steering provides better than average feedback to the driver than is usually experienced in Hondas.
Strong performance and fine handling deserve the backing of a capable braking system and I'm happy to report the VTi-R's four-wheel disc anti-lock system is well up to the task. Emergency braking tests were carried out on a damp track but the car still pulled up in short distances, with no deviation from a straight line. Pedal pulsation with the ABS operating was fairly noticeable, however. Resistance to brake fade was excellent, with virtually no increase in pedal effort required and no overheating after ten consecutive stops from 80 km/h.
Summary
The new Honda Integra has re-defined the image for this model range and rates as one of the real surprise packets of 1993.
Like all coupes, the new Integra has its foibles as far as accommodation and practicalities are concerned, but seldom does the driving equation come out so right as it does in the VTi-R.
The VTi-R is simply a beautifully balanced package that delivers everything and more its specifications promise. In short, Honda has a winner in this class and the opposition now has the job of catching up.
