For many automotive enthusiasts who grew up in the golden era of Japanese Domestic Market (JDM) cars, shows like “Best Motoring” and “Hot Version” were essential viewing. These programs showcased legendary vehicles like the GTR, Supra, and RX-7 battling it out on Japanese circuits, igniting a passion for JDM culture. Like many, my early automotive experiences were shaped by this era, leading me down the path of JDM ownership.
Starting with a humble Honda Civic and progressing through models like the Nissan 350Z, Subaru WRX STi Version 5, and Honda Civic Type R FD2, I was deeply immersed in the JDM world. However, as my career advanced, European sports cars, particularly manual Ferraris, began to take precedence. The constraints of space and resources, especially in a city like Hong Kong, meant my JDM interests were temporarily sidelined.
Despite becoming a “Ferrari guy,” my appreciation for Honda never waned. While seemingly disparate brands, the high-revving nature of Ferrari’s V8 engines shares a surprising similarity with Honda’s renowned VTEC engines. This shared characteristic, the ability to scream to 8,500rpm and beyond, explains my enduring fondness for both marques.
The resurgence of the JDM market recently reignited my interest in revisiting my roots. While the allure of owning an Evo or GTR was strong, my search kept circling back to Honda Type R models, particularly the Integra Type R (DC2R). The visceral thrill of the old-school B18C VTEC engine and the DC2R’s striking aesthetics held a special appeal. To me, it visually surpassed the Civic Type R EK9 and even the later Integra Type R DC5, with the Civic Type R EP3 being a close second in design. The desire to own a DC2R had been present since university days, but the right opportunity never materialized. Concerns about the condition of many JDM cars on the market – often abused or poorly modified – and the hassle of finding a well-maintained example deterred serious pursuit.
Then, a chance encounter changed everything. A casual visit to a neighbor, introduced through a mutual friend, revealed that he owned a DC2R I had admired and was considering selling. A spontaneous inquiry to “check out your Type R” led to an unexpected garage viewing and the revelation that it was for sale. Suddenly, the dormant desire for a DC2R was reawakened.
The car’s condition was remarkably well-preserved. The engine bay appeared pristine, panel gaps were consistent, and the interior, while showing slight wear on the driver’s seat, was in excellent shape overall. My enthusiasm was palpable, and within a week, a smooth transaction concluded with the 1997 Integra Type R becoming mine.
Honda’s Type R lineage began with the NSX-R, a track-focused variant of their flagship supercar. In 1995, Honda democratized the ‘R’ philosophy with the Integra Type R DC2, a “commoner’s” version emphasizing lightness and handling. This was achieved through rigorous weight reduction – removing sound deadening, thinning window glass, and strengthening the chassis. The result was a featherweight machine, tipping the scales at just under 1,100kg (dry), and widely regarded as one of the greatest front-wheel-drive cars ever created. Powering the DC2R was Honda’s hand-built 1.8-liter B18C VTEC engine, producing 200 horsepower – an impressive output for its displacement and era, boasting over 100 horsepower per liter.
The inaugural spirited drive took place on the winding roads of Shek O, Hong Kong – the perfect playground for the Integra Type R’s nimble chassis. The compact dimensions of older JDM cars are particularly well-suited to Hong Kong’s narrow mountain roads. Visibility is exceptional, with a low-slung hood and expansive front and rear glass areas, a stark contrast to modern cars. While the NSX cockpit was famously inspired by the F16 fighter jet, the DC2R’s visibility is arguably even more impressive in real-world driving.
On the move, the Integra Type R encourages exploration of its upper rev range. Pushing the accelerator and holding gears all the way to the 8,500rpm redline unleashes the signature VTEC experience. The aggressive transition from the low-lift to high-lift camshaft profile in these older B18 engines is far more pronounced than in later VTEC implementations. Around 6,000rpm, the engine note transforms dramatically, surging from a docile hum to a raw, visceral roar. Later Type R models, including my previous FD2 Civic Type R with the K20A engine, offer more linear power delivery and a less dramatic VTEC engagement. While more powerful, they lack the raw, untamed character of the B18C.
In corners, the DC2R’s lightweight and precise chassis shine. The car can be positioned with pinpoint accuracy, aided by the superb short-throw shifter for quick downshifts before entering a turn. Mid-corner, releasing the brakes and applying throttle rewards with incredible front-end grip. The more power applied on corner exit, the more the front tires bite, creating an addictive sense of connection and control unique to front-wheel-drive performance honed to this level.
This first drive instantly revealed why the older Honda Type R models have cultivated such a devoted following. Honda’s mission was clear: create the ultimate lightweight driver’s car. The Integra Type R emerged from the factory as a remarkably complete package, requiring minimal modification to extract maximum enjoyment. While faster JDM cars exist, like the GTR, Evo, and STi, their factory configurations often feel somewhat restrained. Turbo restrictions, softer suspensions (especially in rally-bred Evos and STIs), and adequate but not exceptional brakes often necessitate extensive modifications to unlock their full potential. The Type R, conversely, was never about outright power. Its naturally aspirated 200hp engine was deliberately chosen to prioritize driving engagement and balance. The result is a meticulously engineered, lightweight machine with an exceptionally responsive engine, delivering pure driving pleasure straight from the showroom floor. This inherent excellence is why the 1997 Integra Type R remains so revered.
One minor drawback is that, unlike some cars like certain Alfa Romeos, the Integra Type R is less engaging at low speeds. To truly experience its brilliance, higher speeds and spirited driving are necessary. Perhaps, I am getting slightly too old for consistently driving at those limits…
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