Honda debuted the third generation model in 1993 in Japan at Honda Verno locations. Acura followed in 1994. It had an unusual four headlight front end design which was dubbed "bug eyes" by some enthusiasts. Standard power from the B18B engine increased to 142 hp (105.9 kW).The top model was known in Japan as "Si", and it was powered by a B18C engine with a power of 178 PS (131 kW; 176 hp) vtec . The bug eye headlights proved unpopular so the Integra was revised in 1996 with only minor cosmetic updates including elongated flat headlights and an optional bodykit, the top model was relabeled the Integra SiR.
Dealer installed options for the third generation Integra included: security system, alloy wheels, trunk mat, splash guards, fog lights, and CD changer.
In 1995 Honda introduced their Integra Type R to the Japanese domestic market. The JDM Type R had the minor change long headlights that remained only for the JDM models while the world market version had the pre-facelift double round lights. The DC2 Type R came standard with a 200 PS (figure may vary in different countries, 195 hp USDM, 190 hp in Europe) 1.8 L DOHC VTEC engine, known as the B18C5 (US), B18C6 (Europe) or B18C (Japan), and other versions depending on the country where it was sold. Equipped with a close ratio 5-speed manual transmission and a Helical LSD, the DC2 Integra Type R had significantly improved performance and handling relative to the base model GS-R\Si\SiR Integra. These were the result of extensive changes, including a strengthened chassis with extra spot welds and thicker metal around the rear shock towers and lower subframe, weight reduction (reduced sound insulation, 10% thinner windscreen, lighter wheels), more power, rev limiter set at 8500 RPM USDM ( 8600 RPM JDM, 8700 RPM UKDM), hand built engine featuring hand-polished and ported intake ports, high compression pistons, undercut valves and revised intake and exhaust systems, and suspension upgrades. The result was a capable sports coupe which was acclaimed by motoring journalists worldwide. Interestingly, there is only 33 lbs of net weight difference between the Integra Type R and the Integra GS-R, because the extra metal and cross bracing in the Type R almost negated most of the 98 lbs of weight reductions. Although the JDM version was significantly lighter than the base model SiR (JDM ITR 96 - 97 delete could include: air bags, A/C, rear wiper, radio, center counsel, clock, P/S and ABS). The DC2 Type R was the only Type R ever sold in North America (With the Acura badge). For the European, Australian and New Zealand market the DC2 was sold as a Honda. Edmund's Insideline tested a 12-year-old stock Type-R: 0-60 in 6.8 seconds, 1/4 mile in 14.9 seconds @ 95.2. MotorTrend clocked the Type R at: 0-60 in 6.2 seconds, 1/4 mile in 14.8 @ 96.3. Sports Compact Car clocked theirs at: 0-60 in 6.1 seconds, 1/4 mile in 14.5 @ 96 MPH All American test cars had the optional A/C installed. The JDM DC2 received significant upgrades in 1998 and is known as the '98 Spec R. Some of the main changes were a redesigned rear bumper, 16-inch wheel with 215/45R16 tires, 5-lug nut wheel hubs and bigger brakes. Gear ratios for the final drive were higher, making 1st to 3rd gears closer, while 4th and 5th were longer to maintain the '96 Spec cruising comfort. The engine power remained the same, but use of a new 4-1 long tube header brought torque lower down to 6200 rpm. The 98 spec is quicker off the line and through low-speed turns due to the higher torque provided by the 4 to 1 header and lower final drive ratio of 4.7853. The 96 and 98 spec are about dead even in the 400 meter(1312 feet)drag race. The 96 is lighter, and has approximately the same overall 3rd and 4th gear ratios. Reported times of 14.2 in the 400 meter. An interesting and little-publicized fact about the 1995–2000 DC2 Type R is that Honda lost money on every single vehicle sold, even though extra dealer markups sometimes made for excessive dealer profit. Honda produced the DC2 Type R for homologation purposes to meet FIA certification of the motor and the chassis changes to make the car more competitive in N-series and World Cup racing. The details required, hand tooling in early versions and finishing the product through the use of various small fabrication shops in Japan made for increased costs in manufacture that could not be made up in the list price of the vehicles. Honda (and Acura in the US) deemed the car important for the marque's image and important for the racing programmes of the era, and the parent company therefore accepted a financial net loss on each vehicle sold. It has been acclaimed by motoring journalists world-wide, including Evo magazine, who named the Type R 'the greatest front-wheel-drive performance car ever.'[1]and TheAutoChannel.com who also named it 'the best handling front-wheel drive car ever.'[2]
The Japanese: Integra SJ (standing for "Sedan Joyful") was a rebadged Civic Ferio, (a Honda Primo product) with modified headlamps and grille similar to the Orthia's and slightly larger rear lights. The Integra SJ was sold in Japan at Honda Verno dealerships. It originated from the Honda Domani another derivitave of this vehicle sold at Honda Clio locations. It was made from 1996 to 2001, and used the 1493 cc D15B engine. Honda's press material of the time indicated that the SJ was intended to provide a "formal sedan" for the Integra range; another reason may have been to sell Ferios using a more sporting model name at Honda Verno dealerships in Japan, as was the case with the Nissan Laurel Spirit. In Thailand, the Integra SJ was sold as the Isuzu Vertex, last passenger car ever for that market. (This followed Isuzu's practice of selling Honda models as Isuzus which started with the Gemini; while Honda also selling Isuzu's sport utility vehicles in Japan and North America, and pickup truck in Thailand.)
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