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1994-2001
The DC2 Integra is the more refined, more powerful sibling of the EG/EK Civic. The Type R (DC2R) is one of the greatest front-wheel-drive cars ever made — its B18C5 engine revs to 8,400 RPM, the limited-slip differential manages torque steer beautifully, and the factory suspension geometry is so well-sorted that many competitive cars run stock geometry with upgraded dampers and springs. Even the non-Type R GS-R is an excellent track car. The B18C1 makes 170 hp and shares the same high-revving VTEC character as the Type R, just with slightly less aggressive cams and no factory LSD. The Integra's wheelbase is longer than the Civic, which provides more stability at high speed while sacrificing some of the Civic's flickability in tight chicanes. The double-wishbone front suspension gives excellent camber gain under compression, and the car corners flat with minimal body roll even in stock form. Brake feel is progressive and confidence-inspiring. The main limitation is the same as every FWD car — slow-speed understeer and inside wheel spin on corner exit are constants you learn to manage rather than eliminate.
The Type R commands collector-car prices ($40,000+ for clean examples), which makes it insane to use as a dedicated track car where you might crash it. The non-Type R models are more reasonable but lack the LSD and high-output engine that make the Type R special. Like all Hondas of this era, theft is a constant concern — these cars are stolen relentlessly for their engines and parts. And the FWD layout, regardless of how well Honda engineered it, still has fundamental limitations on corner exit that frustrate drivers who have experienced balanced RWD platforms.
Baseline safety and brake improvements. The Integra's stock brakes are better than the Civic's but still marginal for track use.
Modifications
Total Estimate
$500 – $1.4K
Master braking, throttle, and steering inputs for your Acura Integra.