Feel for any drag and listen for worn second and third-gear synchros.īrakes and suspension: High mileage brings noticeable wear.

Check for oil leaks from the slave cylinder. Gearbox: If the clutch is worn, the gearbox will struggle to cope at high revs. A rattle or buzz when you blip the throttle could be a loose exhaust shield. Look out for amateur aftermarket modifications. It’s recommended that you carry out oil changes every 6000 miles, cambelt changes every 60,000 and coolant changes every three years. You could use it every day if you wanted to, and I know a couple of customers who do.” Buyer bewareĮngine: It uses little oil but check the correct level has been maintained. An investment that you wouldn’t have to lock away. If you can find a nice one and you’ve got some cash in your pocket, it would be a good investment. Keep changing the oil and they’ll last forever – tyres and brake pads, too, but that’s about all you need to do. And they’re incredibly reliable, just like the rest of the Honda range. At the time it was made, it was way ahead of anything else. Simon Clarke, Midland Honda Services: “It’s a fantastic car to drive. Its limited-slip differential also helps, allowing this front-wheel-drive coupé to put power down competently and aggressively no matter what. The five-speed gearbox is a joy to operate, while the polished steering and chassis creates adjustable, predictable handling. In a sentence, the car’s controls are from the driving gods. Naturally, extracting this entertainment does require a rather heavy right foot – and often a downshift – but that’s no chore. Hearing this tiny two-door scream a mighty battle cry, one unique and synonymous with these classic Type Rs, is quite the experience. And if you think that’s mad, wait until you get a load of one with an ECU from tuner Spoon, because it can raise that number into five figures.Īs well as peak power and torque being up high in the rev range – 8000rpm and 7300rpm respectively – you’ll also find the most fun there. Exceed 6500rpm and it surges spiritedly towards a vertiginous 8700rpm redline. The 1.8-litre four-cylinder is unruly, with a turbo-less 187bhp thanks in part to Honda’s VTEC variable valve timing. In fact, it cost more than either the Nissan 300ZX or any four-cylinder Fiat Coupé did back then.Įvidence of the Integra Type R’s greatness begins with its atmospheric (both literally and figuratively) engine. Us Brits received 500 examples of the DC2, each with a starting price of £22,500 – equivalent to around £39,500 in today’s money – so it wasn’t exactly cheap. Honda Integra Type R (DC2) used buying guide Used car buying guide: Honda CR-V (Mk4).Used car buying guide: Nissan Micra 160SR.Used car buying guide: Land Rover Freelander Mk1.

Integra honda type r