Tips for Enhancing an Aging Acura Integra if You Prefer Not to Purchase a New Model

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The Acura Integra Type R (ITR) stands as a sport compact icon. Despite initially being perceived as relatively accessible performance-wise, the surge of ’90s nostalgia has catapulted prices for these models into collector’s domain. Thankfully, entry-level Integras are more readily available and, with appropriate modifications, can deliver a comparable driving experience at a fraction of the cost.

While the debut of the 2023 Acura Integra is a cause for anticipation (especially with the first driving reviews emerging this week), the enduring appeal of the previous-generation model remains undeniable. The DC2 Integra (1994 to 2001) continues to be a source of driving pleasure and a solid platform for customization in the present day. Although these cars may not be as abundant on the second-hand market as they were a decade ago, and prices for pristine examples have climbed steadily, obtainable specimens can still be found. Moreover, as these cars age, their allure is only set to increase, making them worth acquiring, preserving, and enjoying.

For those unfamiliar, the DC2 ITR boasts a well-deserved reputation for excellence. With its factory enhancements in chassis rigidity, suspension tuning, braking power, potent engine, and lightweight construction, it garnered widespread acclaim upon release and swiftly captured the hearts of enthusiasts worldwide. This limited-production, high-performance vehicle adhered to a formula that is, regrettably, unlikely to be replicated. Factor in the initial scarcity of these models and the reality that many have succumbed to accidents or hard driving over the years, alongside the current automotive culture’s infatuation with all things ’90s, it’s no surprise that surviving Type Rs command steep prices.

Today, we won’t delve into eulogizing the Type R. Instead, we’ll explore how to infuse a similar essence into your vehicle without breaking the bank. The early third-generation Integras, spanning from ’94 to ’97, sported a simplistic front end with a horizontal grille design.

Later models (’98 to ’01) adopted a sleeker aesthetic in the front face.

Both pre and post-facelift DC2s share a similar architecture beneath the front fascia.

Finding a pristine Integra GSR is now a rare feat given their two-decade-old status; however, these models were mass-produced and more readily accessible compared to the Type R. Moreover, GSR variants were/are offered in sedan form, along with the other non-Type R models in the Integra lineup. While the lesser LS, GS, and RS Integras require more enhancements to deliver an engaging driving experience, they still serve as solid foundations for customization. By investing effort, selecting aftermarket components thoughtfully, and understanding the interchangeability of ’90s and early ’00s Honda parts, achieving a similar driving feel is entirely feasible.

Integras, in all their guises, have been favored choices for performance enthusiasts for over twenty years, resulting in a vast array of aftermarket offerings. Rather than detailing specific products, this article emphasizes key principles and approaches to infuse a touch of Type R allure into a standard Integra.

What Insights Do Motorsport Enthusiasts Provide?

Sourcing information, I engaged with my network of Honda modification aficionados on Facebook and received valuable insights. Notably, Jared Reyes, widely recognized as SoCal’s Most Hospitable Track Enthusiast and Assistant Sales Director at suspension specialist Eibach, Jared Reyes shared illuminating perspectives. With extensive experience in Honda track performance over several years, he co-manages the Honda Time Attack Challenge (formerly HFF Challenge) and offers a wealth of expertise.

finest EG hatch ever.

According to his viewpoint, enhancing a DC2 Integra GSR from “acceptable to exceptional” would be the simplest task. These are available in various conditions and fetch a premium just before Race Wars – I mean, due to their high demand. The GSR is already in proximity to the “Type R” with a Honda B18C VTEC engine producing a respectable 170 horsepower from the factory and weighing approximately 2,750 pounds. In comparison, the DC2 Type R carried a B18C5 VTEC engine generating around 195 horsepower while weighing slightly less at approximately 2,639 pounds. Closing a power gap of 25 horses is relatively easier compared to other trims with lower-output engines, especially considering that the other (non-GSR) Integras did not feature VTEC.

The LS, GS, and RS-trim Integras were equipped with 1.8-liter B-Series engines, albeit with lower horsepower and lacking Honda’s renowned variable valve timing technology that optimizes engine performance at various speeds. Nevertheless, these vehicles possess a solid chassis, and engine swaps are relatively straightforward with Hondas from that era. Therefore, one should not overlook the non-VTEC Integras when aiming to construct an appealing sport compact car on a limited budget.

No matter which non-Type R model you commence with, shedding weight is an excellent initial step to replicate the performance of the swifter variants. “Strip off weight!” Reyes recommends as a solid starting point. “Type Rs lack any sound insulation inside the vehicle. You can eliminate this, along with any other non-essential components. Outdated AC systems are also an effective method to reduce weight,” as air conditioning was an optional feature on the Type Rs. Undoubtedly, one of the simplest modifications is lightening the vehicle, particularly by removing interior components and sound insulation. However, bear in mind that the more interior elements you eliminate, the less suitable and daily-friendly the car will be for street use.

After conducting thorough general maintenance to ensure the absence of leaks and the reliability of the vehicle, the next logical step is to augment its power. “Incorporating basic engine enhancements such as an intake, header, exhaust, and an ECU tune would significantly improve the engine’s breathing capacity. Upgrading to OEM Type R or aftermarket camshafts could propel it into the horsepower range of a Type R (if not higher). You could also switch to a Type R-style intake manifold for the GSR, which would replace the GSR’s dual-stage intake manifold, improve airflow, and shed some additional weight in the process,” as suggested by Reyes.

Controlling all that power is equally crucial to prevent tire slippage. Fortunately, emulating the braking performance of the Type R is not overly challenging. “Acquire some reconditioned Type R calipers, 2007 Mini Cooper S rotors, and some Aletheia Motorsport rotor shims, and you’ve successfully upgraded to Type R front brakes. This upgrade allows you to choose from numerous pad compounds and provides you with 20mm larger rotors.” Upgraded brakes with superior performance pads are always beneficial, enabling you to experiment with various compounds based on your driving requirements. If you’re passionate about exploring popular compounds by Endless, Project Mu, Winnmax, etc., and have not had a platform compatible with their catalog, this enhancement is particularly enticing.

Moving closer to the robust chassis of the Type R can be accomplished through aftermarket chassis reinforcement and suspension enhancements. Jared’s advice: “Enhance the rear sway bar, install a quality spring/shock pairing (or coilovers), and equip sticky tires. You could also integrate the OEM Type R strut tower braces.” These modifications could precede power boosts as well; this is not strictly a sequential, start-to-finish manual but rather a broad overview.

Aerodynamic Reflections

The Type R was supplied with factory-tested aero components that underwent wind tunnel assessments. While companies manufacture imitation Type R front lips and rear wings, individuals could enhance their vehicle further by seeking more advanced aero solutions. RacebredManufacturers, RS Future Dynamics, Nine Lives Racing have crafted numerous top-notch components. Similar to most aspects of life, quality usually corresponds with price, so if you genuinely aspire to enhance aerodynamics rather than just aesthetically elevate your Integra, invest time in exploring Facebook Groups and historic forum discussions while you compare available options.

Moreover, the Type R arrived from the factory equipped with a limited-slip differential and more compact gearing than the standard edition. This setup aided in effectively transferring power to the ground, resulting in livelier and quicker acceleration. Based on my brief investigation, it appears that OEM swaps are uncommon and costly, but numerous aftermarket companies offer limited-slip differentials tailored for the DC2. This enhancement should help narrow the performance gap and, when combined with all the other upgrades outlined, potentially outperform a pristine, unmodified DC2 Type R, all while being more budget-friendly.

Recent prices (May 2022) I quickly perused on Facebook Marketplace

Regrettably, the era of securing a genuinely inexpensive (like $1,200 inexpensive) reasonably clean third-gen Integra is largely over. Many GSR models are priced optimistically due to their mechanical similarity to the aforementioned Type R variant, although they remain significantly more accessible than an authentic ITR. Non-VTEC versions are often in poor condition or heavily modified, but if you stumble upon one with a solid foundation, salvaging it from the brink of being scrapped might still be worthwhile. Let’s hope that this post serves as motivation for some to preserve more of these vehicles on the road.

In conclusion, I’ll share a captivating ITR video that my editor stumbled upon, showcasing the car’s rich racing heritage, and invite you to contribute your comments. Do you have additional Integra tuning tips? Feel free to share with us!