Honda Integra Type R 2002 Review

Japanese car-makers have long had a penchant for taking their mainstream models for the mass market and firing them up for the race track and Honda is no different. Across the range it markets a series dubbed Type-R but for Australian buyers, the two-door coupe-style Integra is the only the model to have made it onto local roads.

The car was first launched here in 1999 as an addition to the then existing Integra lineup but with its harsh ride and less than refined noise, vibration and harshness levels (NVH), the car definitely seemed more appropriate for the race track than the road.

Now, to emphasise the sporty nature of the all-new generation Integra, Honda has chosen to limit the lineup to a base model and Type-R, claiming at the same time that both are more refined, offer greater comfort and are safer.

Both models share the latest generation Honda four cylinder 2.0-litre VTEC engine with the Type-R tuned to produce a maximum power of 147 kiloWatts - 29kW more than the base model but still shy of the Japanese domestic model's 164kW - and peak torque of 192 Newton metres, just 1Nm more than the entry level Integra.

These are not insignificant figures for a relatively small and light car, but what really spells out the racing nature of the Type-R is where these maximum outputs are reached in the rev-band. Max power hits at a sky-high 7400rpm while the torque's pulling power doesn't reach its zenith until 6000rpm.

Translated into on-road behaviour, this means that the powerplant truly reaches its performance peak above about 6000 revs where there is a discernable change in the aural pitch and a slight thrust in the back as the car surges forward. Not that it is lacking below this level, with a flexibility evident in its ability to comfortably cruise suburban streets at 60kmh in sixth, but judicious use of the slick six-speed box keeps you firmly in the pleasure zone.

A super stiff chassis, low-profile Bridgestone boots and razor-sharp steering ensure plenty of grip, and responsive and confident handling but despite Honda's efforts to improve the ride over the previous generation, the move towards the comfort zone can be measured in fractions.

NVH levels are more road-car like but the Type-R still feels like it rides on bricks. The slightest imperfection in the tarmac is felt through the figure hugging Recaro front buckets and while an enthusiastic driver may not be too concerned, his or her passengers are likely to cry foul.

There is little to bless other occupants on the practicality front either with access to the rear not the easiest and headroom in seriously short supply once you do get in. Luggage gets a better deal with a longer opening for the rear hatch and split fold rear pews to expand capacity to 321 litres.

The new model Type-R is better equipped with safety features including dual front airbags and ABS and convenience in the form of remote locking, power windows and CD player but the low weight race emphasis means the climate control is a $2000 option on the launch price of $44,000.

The new Integra Type-R feels more refined that its predecessor and there is no doubt that as a driver's car it is enjoyable but if most of your carriage is around suburban streets and other passengers are a regular feature, you might want to think carefully before opting for Honda's Integra Type-R.