VTEC Celebration - Part Two

In Part One of this series – which celebrates ten years of the VTEC range in Australia – we looked at some of the ‘entry level’ VTECs on the second-hand market. In this final part we’ll take a look at the more desirable locally-delivered models and check out some VTEC wonders outa Japan.

Local VTEC Models (Cont.)

The original and most potent Honda VTEC is the NSX.

Released in 1990, the NSX was a very brave move for Honda. The design brief for the NSX was to produce ‘Japan’s Ferrari’ that offered user-friendliness, comfort and reliability.

Using various aluminium panels, the early NSXs tips the scales at around 1370kg and with a mid-rear driveline configuration, it has excellent handling balance. The relatively long wheelbase ensures any tail-happy tendencies are kept manageable. The suspension, steering and brakes are all set up for response and maximum feel.

Under the rear lid lives a C30A 3.0-litre VTEC V6. Using 10.2:1 compression, the sweet six is rated at 201kW and 285Nm (at 7100 and 5300 rpm respectively). The official Honda claim is 5.6 second 0 – 100 km/h performance and a top speed between 260 and 270 km/h. Yep – true supercar times!

Despite its undoubted performance, the NSX still offers a very comfortable cabin with seating for two. Leather trim, a Bose sound system, climate control and a driver’s airbag come as standard.

When you consider the NSX is a true piece of automotive exotica, their AUD$50,000 – 60,000 second-hand prices are pretty attractive. Later 6-speed manual models were upgraded to 3.2-litre, an optional auto transmission was introduced and a Targa roof became available. Depending on year and kilometres, later examples (which are pretty rare) fetch around $100k. A brand newie costs around 250 grand...

See The NSX Approach for more on the NSX.

The most potent four-cylinder VTEC to arrive in Australia is the S2000, which was released in 1999.

Built as a more serious rival to Mazda’s MX-5 (aka Miata), the RWD S2000 is hard-edged from its firm suspension and direct steering to its dementedly loud engine. Forget using it as an everyday-er – the S2000 is better suited as a weekend fun machine.

Take it out on the track and keep the F20C 2.0-litre VTEC spinning to 9000 rpm and you’ll have a wonderful time. With 176kW and a 6-speed ‘box, the 1259kg S2000 has great pace – as indicated by its sub 15-second quarter mile performance.

Yes, it might be a rag-top but the S2000 boasts a very rigid chassis, which offers plenty of reward for an enthusiast driver. Sure you can make the front-engine/rear-drive platform understeer or oversteer – but only slightly and only if you’re really trying! The S2000 is completely balanced and planted.

One road tester couldn’t foresee how even a Porsche Boxster could be better!

A brand new Honda S2000 will set you back AUD$75,000 but check out the pre-loved market and you’ll find ‘em for as little as AUD$40,000 – almost half the price! This is a car that many buyers get rid of as they become tired of its harsh ride and noise.

Local Type R Guns

While Japan had previously enjoyed a number of Type R models, Australia’s first taste of Type R spice didn’t come until 1999. When the all-yellow or all-white Integra Type R was first tested by the local media it was said to be the closet thing to a racecar you could buy for around 40 grand.

With more kilowatts than the conventional Integra VTi-R, a helical front LSD, improved brakes, track-ready suspension and various other tweaks the Type R is kinda raw - but damn fast when being driven. At all other times, though, the harsh ride and noisy cabin are tiresome. At least the factory Recaros offer plenty of support...

Under the bonnet, the Integra Type R uses the same VTEC 1.8-litre as the equivalent VTi-R but with hand-polished ports, altered cam specs, a high-flow intake manifold, larger throttle body, low-friction pistons (for a 11.1:1 compression ratio) and an oil cooler. The result? Try 178Nm at 7300 rpm and 141kW at 7900 rpm. That equates to a stonking 78kW per litre!

This machine hits 100 km/h in around 7 seconds flat and covers the quarter mile in low 15s.

In the second-hand market, Integra Type Rs begin at around AUD$25,000. That’s a true bargain if you want to get into circuit sprinting – go buy a helmet and have some fun!

In 2001, the Type R Integra was replaced with the all-new up-to-date design.

Despite its extra size, kerb mass has been kept down to 1160kg and the engine has been upgraded to a K20A 2.0-litre VTEC. With more on-demand torque, the Type R offers 192Nm at 6000 rpm together with a healthy 147kW at 7400 rpm. Note that the Japanese-market version (which runs on higher octane fuel) generates 162kW of power – about 10 percent more than the local version.

Like its predecessor, the current Integra Type R has razor-sharp steering and rides like it’s born for the racetrack (in other words it’s a bit wearing on the street!). Throw it along your favourite stretch of winding road and you’ll discover few vehicles are as rewarding.

See New Car Test - Honda Integra Type R for our full road test. New price is AUD$43,990 but you can currently pick up a used example for up to 10 grand less.

The Hotties we Never Got Australia has not been lucky enough to receive some of the truly high-performance VTEC models sold in Honda’s domestic market. In Japan you can find a Type R version of the EK4 Civic, which boasts tuning enhancements including hand-polished low-friction engine internals, wilder cams, bigger valves and a massive 11.0:1 compression ratio. With a revised ECU, power output of the B16B is up to 136kW at 8200 rpm and there’s 160Nm of torque at 7500 rpm. The Type R Civic can accelerate to 100 clicks in under 7 seconds. The supercar NSX was – and continues to be - sold in Type R form. With a specially tuned engine rated at the Japanese regulation 280ps (206kW), forged alloy wheels, carbon fibre bonnet, firmer suspension and an enhanced Recaro trim, this is arguably the most desirable Honda of all. Finally, the Japanese-spec Honda Accord Euro R employs a tuned version of the K20A 2.0-litre transverse four, as fitted to the current Integra Type R. In JDM Accord trim, this 11.5:1 compression engine belts out 162kW at 8000 rpm together with 206Nm at 6000 rpm. Just a shame we don’t get it here...

15+ Year Old Import VTECs?

One of the most underrated vehicles eligible for import and compliance under the Australian 15 year old rule is the Japanese-market 1989 Honda CRX Si-R. With 118kW and weighing less than 1000kg, this machine has truly immense potential.

The EF8-series CRX Si-R employs the same design B16A 1.6-litre DOHC, 16-valve VTEC motor found in the local Civic VTi-R and CRX. With a few subtle variations, however, the Si-R’s engine generates 118kW (160ps) at 7600 rpm together with 152Nm of torque at 7000 rpm. The compression ratio of these early B16As is 10.2:1 and the rev limiter is set at 8300 rpm.

Driving through a 5-speed manual gearbox (with ratios optimised to suit the VTEC powerband) the Si-R can sprint to 100 km/h in less than 8 seconds. Top speed is electronically governed.

Note that the same body was also released in Australia but using the less exciting non-VTEC 1.6-litre. It appears that local examples are also limited to just two seats – the import Si-Rs come with a tiny back seat for a little more practicality.

With these 15+ year old Japanese-market Si-Rs now starting to arrive in Australia from AUD$6500 (plus ADR-ing), nobody can say that getting into a VTEC is expensive!