The two engines offered in the 2002 Integra incorporate a host of innovative features
designed to deliver a cutting-edge combination of performance, efficiency, and low
emissions. Most important is the first local application of Hondas latest i-VTEC 'intelligent'
valve control system, a technology that combines VTC (Variable Timing Control) - which
continuously adjusts inlet camshaft timing - with Variable Valve Timing and Lift Electronic
Control (VTEC), which changes valve lift, timing and duration. The result is impressive
horsepower and high torque with outstanding fuel economy and low exhaust emissions. In
addition, the engine has been rotated 180 degrees, bringing the exhaust manifold closer to
the catalyst for improved light-off and reduced emissions at start-up.
The Integra VTi's engine is an all-aluminium, 2.0 litre design that uses 16 valves, a dual-
stage intake manifold, and the i-VTEC system (VTC on intake camshaft only) to deliver
118kW (160 horsepower) at 6500 rpm and 191Nm of torque at 4000 rpm.
The Type R's engine builds upon this heady foundation by adding a high-performance
version of the new i-VTEC system and a fixed, high-efficiency intake manifold. These
features boost output to 147kW (200 horsepower) at 7400 rpm and 193 Nm of torque at
In keeping with Honda's proven commitment to the environment, both engines meet the strict
Low Emission Vehicle-II (LEV-II) standards due for implementation in the USA in 2004.
i-VTEC VALVE CONTROL SYSTEM
The all-new 2002 Integra unveils the latest version of the remarkable
VTEC system: i-VTEC. The 'intelligent' i-VTEC system adds new VTC
(Variable Timing Control) to VTEC to provide continuously variable
camshaft timing - taking the concept of variable valve timing to new heights. In short, VTEC +
VTC. Not only does i-VTEC provide a substantial performance increase across a broad
power band, it boosts fuel economy while also reducing exhaust emissions.
VTEC (Variable Timing and Lift Electronic Control)
The innovative VTEC system is able to adjust the lift and opening duration of the valves to
help the engine produce both abundant low-rpm torque and excellent high-rpm power. At low
rpm, VTEC adjusts valve timing and lift for optimum cylinder filling and fuel efficiency. In
addition, the timing of the intake valves is staggered and their lift asymmetric - creating a
swirl effect within the combustion chamber. The result is increased burn speed with improved
combustion stability. As engine rpm builds, VTEC transitions to a high-lift, long-duration cam
profile for improved high-rpm engine output.
The new Integra uses two variations of VTEC - a new extra-efficient version for the VTi, and
a high-performance version for the Type R.
The 118 kW VTi employs a new version of VTEC to boost performance and reduce
emissions that applies variable timing and lift to the intake valves only. Additionally, the
system is further simplified by using only two roller arms per pair of intake valves (instead of
the usual three). During low-rpm operation, intake air is drawn almost exclusively through the
primary intake valve, thereby creating a very strong swirl effect to maximize combustion. At
higher rpm, the secondary rocker arm engages the primary roller causing both intake valves
to open for the same lift and duration, substantially increasing airflow into the cylinder and
VTi Intake Valve Operation
Low RPM High RPM
One Valve Fully Open Both Valves Fully Open
The 147kw Integra Type R uses the same high-performance VTEC design as the NSX, a
three rocker arm system that varies the lift and duration of both the intake and exhaust
valves for maximum power output. At low rpm, the valves follow low lift, short duration
camshaft profiles to help boost low-end torque. At higher rpm, the intake and exhaust valves
are operated by high-lift, long-duration cam profiles, for maximum high-rpm horsepower.
VTC (Variable Timing Control)
The new i-VTEC system adds a new camshaft VTC (Variable Timing Control) system to
VTEC for continuously variable camshaft phasing across the engine's entire power band. As
engine rpm builds, a VTC actuator - controlled by an engine-control unit that monitors cam
position, ignition timing, exhaust emissions and throttle position - advances or retards the
intake cam throughout a 50 degree range, optimising engine output and reducing emissions.
VTC camshaft adjustment mid way through retarding motion.
Solenoid open to release pressure and intake cam pulley rotating anticlockwise
During typical operation, the intake camshaft timing is almost fully retarded at idle to help
provide more stable idling while reducing the exhaust emissions (Nox). As rpm increases, the
intake camshaft is advanced, opening the intake valve sooner and providing additional valve
overlap. This results in increased fuel economy (by reducing pumping losses) and a further
reduction in exhaust emissions (by creating a large internal exhaust gas re-circulation effect).
Also, to generate additional power throughout the rev range, the intake camshaft is
continuously varying the amount of advance or retard, instantly adjusting to provide
additional power as required by the driver.