The Honda Integra Type R Mk1 and Mk2 are not only visually appealing with their clean and aggressive design, but they also offer functional features. The rear wing reduces lift and improves aerodynamics. Inside the car, you’ll find Recaro seats, a Momo leather steering wheel, and polished aluminum accents for the pedals and gearstick.
Equipped with a six-speed manual gearbox, the Type R delivers precise and satisfying shifts. Its impressive performance capabilities include a 0-60mph time of around 6.5 seconds and a top speed of 148mph, allowing it to rival most hot hatches and outperform its predecessor.
In terms of reliability, the DC5 Type R is built to handle demanding driving conditions. Honda sold a substantial number of these cars in Japan, but they are not infinitely available. Finding a well-maintained model with fewer than 100,000 miles can be a challenge, and prices are not getting any lower. If you’re considering buying one, it’s best not to delay.
What we said then
In September 2001, we said, “Not as wild as its predecessor, but still a quick and desirable option. Encourage your Honda dealer to import one.”
An expert’s view
Simon Clarke, Midland Honda Services: According to Simon Clarke from Midland Honda Services, the DC5 is an evolution of the DC2. It addresses previous shortcomings by featuring a slightly larger engine and improved suspension. The DC5 offers an exceptional driving experience and can be set up to handle like a go-kart. Its mechanical grip is excellent when properly configured. The car boasts reliable performance and is also a good investment. While finding parts for the import model can be challenging, aftermarket options are available, and some parts can cross over from the EP3 (Civic Type R).
Buyer beware
Engine: As the Integra Type R ages, engine mounts may deteriorate. Fortunately, there are various replacement options with different levels of rigidity to choose from.
In Germany, Alpina’s diesel models are popular because people prefer to commute long distances rather than fly internally. In Japan, which is traditionally a petrol market, they have also started to embrace diesel models, similar to the trend in the early 2000s.
From a dynamic perspective, the Alpina D3 S is quite impressive. It has a firm yet controlled ride, low noise levels, and heavy but consistent steering. The car feels incredibly stable at high speeds and has a reliable and uncompromising approach.
It’s common to compare Alpina models with their BMW M counterparts, but since the D3 S is a diesel and BMW doesn’t offer this engine, I won’t be making a direct comparison to the M3 Touring. These two cars are quite different, and the D3 S lacks the agility of the M models.
If there is an issue with the D3 S, it’s not entirely its fault. The 20-inch wheels with 30-profile Pirelli P Zero tires provide a nicely balanced four-wheel-drive setup with even weight distribution. However, on a couple of occasions, I encountered unexpected British potholes at night that made me fear damaging a tire. It might be worth considering the 19-inch wheels instead, although they have a different design compared to the sleek Alpina classic spokes that I’m personally fond of.
Stay tuned for more updates, including how the tires fare on continental Europe roads.
Second Opinion
Prior’s enthusiasm for the diesel V6 engine in Alpina’s D4 S Gran Coupé is well-founded. Earlier this year, I was thoroughly impressed by its refined cruising and effortless performance and efficiency. I even speculated that you could achieve 40mpg while cruising at speeds over 100mph on the autobahn.
The Skoda Enyaq iV has been on the market for several years now, marking Skoda’s entrance into the growing electric SUV market. The Enyaq has been successful in attracting customers with its stylish design, and the introduction of the Skoda Enyaq iV Coupé last year further boosted sales, helping Skoda become the sixth most popular brand in Europe in 2022.
Today, we will be looking at the Enyaq iV Coupé. It comes in four trims and is equipped with Skoda’s largest 82kWh (75kWh usable) battery, offering an impressive range of 345 miles. The starting price for this streamlined electric vehicle is a modest £44,825, considering the current market for electric family cars in 2023. Competitors include the user-friendly Volvo C40 Recharge, Volkswagen’s ID 5, and the unique Hyundai Ioniq 5.
We are testing the Suite-trim Coupé, which falls in the middle of the trims. For an additional £1380 compared to the standard Loft trim, you get a premium upgrade with soft black leather on the dashboard, doors, and seats. It adds a more luxurious feel to the car, although the absence of electric seats at this price point is somewhat surprising and feels a bit cheap.
Our test car also features Race Blue metallic paint (£660) and the Clever package (£2755), which includes keyless entry, adaptive cruise control, heated front seats, and other tech upgrades, along with a stylish two-spoke steering wheel. The total price for our configured car comes to £49,620. It’s not cheap, but the cost of electric family driving nowadays is expected to be higher.
CBS reporter David Pogue was part of a Titan crew in 2022, during which he revealed some concerning details about the design of the submersible vessel. Pogue mentioned that the vessel was operated using a modified Logitech F710 wireless game controller, with custom sticks replacing the direction joysticks for improved navigation.
There is a comparison to be made with the U.S. Navy’s use of Xbox 360 controllers for its submarines. However, there is an important distinction: the Navy utilizes the controller to operate periscopes, not for maneuvering the submarine itself. Furthermore, the Logitech F710 is an inexpensive controller that was first introduced over a decade ago. Given the gravity of the situation, it seems peculiar to rely on such an old and economical controller for such a critical task.
Additionally, the submersible reportedly only has a single button inside for turning it on, with the rest of the control systems relying on computers and digital displays. This is similar to the trend in modern cars, where buttons and dials are being replaced by touch screens. While this design was intended to make operating the submersible easier, it could become problematic if the vessel loses all electrical power, especially since it relies on Starlink for communications.
The Greek island of Astypalea is serving as a test bed for sustainable, smart mobility initiatives. The Volkswagen Group and the Hellenic Republic have partnered to slowly transform the island’s transportation system to include e-mobility, digital mobility solutions, and green energy. The initial results are promising. The digital mobility solutions, such as the ASTYBUS ride sharing service, show positive acceptance rates with 25% of the island’s population taking advantage of the service. In the last year alone, the service has completed over 200,000 customer kilometers. Electrification of the transportation system is also making strides. Almost all of the new cars registered on Astypalea are now fully electric.
The Volkswagen Group is investing its knowledge and expertise in mobility to help Astypalea achieve its goals. Volkswagen, Volkswagen Commercial Vehicles, Ducati, and SEAT MÓ have all provided vehicles to support the project. The transformation of Astypalea’s mobility sector is nearly complete. This includes the implementation of a public charging infrastructure, a special subsidy scheme for private customers and companies, the electrification of authority vehicles (such as police and airport vehicles), as well as mobility services such as ASTYBUS and astyGO. The number of electric vehicles on the small island has gone from zero to 84 in a short period of time.
ASTYBUS, the ride-sharing service, displace the limited traditional bus line that was the only means of local transportation on Astypalea. Unlike the bus line, ASTYBUS operates all year round, connecting many more places on the island. Depending on the season, up to five vehicles are used for this service. With astyGO, customers can rent electric cars from Volkswagen, e-scooters from SEAT MÓ, and e-bikes from Ducati. Users can easily book these vehicles through their smartphones by using the integrated astyMOVE app.
Maik Stephan, Head of Business Development of the Volkswagen Group, has commented “Over the next two decades, we will see many of the changes that make up the Astypalea project in other regions of Europe as well. Particularly impressive is the people’s change in mood from initial skepticism to great approval. This shows that rapid transformation is possible if companies, politicians, and society work together.”
Green Energy: 3 Megawatt Solar Park
The next phase of the project includes the renovation of the energy system, with a gradual switch towards locally produced renewable energy. The smaller existing solar plants currently power parts of the island’s electrical fleet with renewable energy. The construction of a hybrid power system is the next milestone in the project. This system is set to begin operating in 2024 and will consist of a 3.5-megawatt solar park and battery storage system. This park will provide 100% of the island’s energy needs for e-mobility transportation and 60% of its general energy needs. The Greece-first tender for this energy project has just recently closed.
By 2026, the island aims to have an energy system that covers around 80% of the total energy demand. Previously, Astypalea relied mainly on diesel generators to generate electricity that emitted up to 5,000 tons of CO2 per year.
Accompanying Scientific Study
An accompanying scientific study shows that people on the island overwhelmingly support the transformation – with 80% of the island residents having a positive view of e-mobility and mobility services. This signifies a significant improvement compared to the first survey taken at the beginning of the project in 2021, proving that providing relevant information about new technologies and services is crucial. Particularly impressive, the flexible and affordable ASTYBUS ride-sharing service is rated with a remarkable 97% approval. The study took place in two phases: in the winter of 2022-2023 and the summer of 2021, with a total of 211 and 221 people participating. Scientists from the University of the Aegean (Greece) and the University of Strathclyde (Scotland) will evaluate the project over several years.
Sustainability in the Volkswagen Group
Sustainability is among the 10 strategic fields of action that the Volkswagen Group is significantly prioritizing under the leadership of CEO Oliver Blume. This is evident in their emphasis on e-mobility and their ramp-up plans for all of the Group’s brands. In 2021, Volkswagen also strengthened their CO2 targets in production and intends to reduce CO2 emissions from passenger cars and light commercial vehicles by 50% by 2030.
YOKOHAMA, Japan – Following a busy first part of Season 9, with nine races in less than five months spanning five continents, the Nissan Formula E Team drivers Sacha Fenestraz and Norman Nato reflect on their first season with the squad, the challenges of Gen3, and more.
Sacha Fenestraz
How did you find the adaptation process to the Gen3 technology?
Sacha Fenestraz: When I began testing last year with Nissan, I quickly realized that I kind of had to start again, from a blank sheet of paper almost. The car is so different to anything I experienced before, even the Gen2 machinery. I knew the energy management from my experience in the Gen2 car, but I had to adapt my driving style.
Did you find it easy to settle in with Nissan?
SF: Yes, it was great, the relationship between the whole squad is really good. On my side of the garage, my engineer Johann and I are both new to Formula E, so we are learning together and really open minded with each other. When mistakes happen, we’re honest and talk about it openly. It’s been going really well so far and I’m looking forward to continuing to work with the team and building the season together.
I also have a great relationship with Norman, the best I’ve ever had with a teammate. We don’t hide anything, we share data and ideas. When we started working together, he told me he would be open and we would help each other and we both quickly realized we had a healthy relationship there.
What has been the highlights of your maiden Formula E campaign?
SF: Monaco! Even though it was taken away, to achieve pole position at such an historic and important track for a racing driver, that was the highlight for me. Of course the first pole position in Cape Town was very special but for some reason Monaco felt even better because I never expected it. If you told me last year I would take pole in Cape Town and Monaco I wouldn’t have believed you but somehow we managed to do it.
Can you explain your feelings in the moment you took your first Formula E pole position in Cape Town?
SF: It took quite a few days for it to sink in. It brought a lot of emotions, the beginning of the season was a bit of a rollercoaster for me, achieving a pole position this year was not at the top of our objectives for the campaign, so managing to do it was great and I was extremely happy for myself and the team. And then we proved it wasn’t a one-off in Monaco, which made it even better.
How did it feel to go up against Norman in the Monaco qualifying semi-final?
SF: I hated it! I’m very much a team player, I don’t just race for myself, so I always hope for both of us to do well. I knew one of us wouldn’t have the opportunity to fight for pole position, it would’ve been great for us to meet in the final and be guaranteed first and second on the grid, but this is Formula E and sometimes it can happen. Of course, once I jumped in the car and put the visor down, I did the best job I could and didn’t think about who I was racing against. But still, it was a shame to be against Norman and I wished it was someone else, although obviously I was happy to have Norman at the front of the grid with me.
How was it to battle with the championship leaders in Monaco?
SF: I feel that Monaco was one of the races I learnt the most from, in terms of strategy, when to push and what to do from who I was following. To be up with the championship leading teams and drivers gave me a great opportunity to learn just from watching behind. Obviously I wished I was ahead of them, but just by observing it was a great way to see our strengths and weaknesses against the leading teams.
Norman Nato
How did you find the adaptation process to the Gen3 technology?
Norman Nato: It was complicated in a way because there are many new aspects we have to do differently and learn in terms of preparing to drive the car, it’s definitely not the same technically compared to Gen2. On track, especially during push laps, it’s fairly similar, it’s more the approach and strategy that we had to change.
Did the Gen3 cars match your expectations?
NN: In terms of power, I would say it’s been a really good step forward. It’s positive because as drivers we can clearly feel the boost compared to a Gen 2 car. I think we would all prefer more grip in general, because it’s really tough to drive the car in the way that you want to. We would like to push a bit more but there’s just not enough grip to do that.
Which of the three new tracks (Hyderabad, Cape Town, São Paulo) was your favourite and why?
NN: India, despite the fact that Turn 1 was messy! The rest of the circuit was great, and it was fun to battle on track. Qualifying was also cool to drive, the layout was really good. Brazil was very different, I quite liked it, bumpy and challenging, which is what I enjoy in Formula E, where you have to fight with the car. Cape Town is an amazing place but I think the track was too quick for the cars, with the level of grip we have.
How did it feel to race on your home circuit at Monaco in the Gen3 car?
NN: To drive any car at Monaco is a pleasure and a dream, it’s Monaco! It’s so special, and the only regret I have – not speaking about the race which is obviously tough to swallow – is that everything happens in one day and you don’t really have time to enjoy it. It all went so fast, we spend two or three days doing media, which is enjoyable, because it’s great to soak up the atmosphere, although it would be ideal to have more chance to enjoy the moment on track. But anyway, to race in Monaco is a pleasure and to be on the limit in qualifying and perform well, it’s an extra happiness.
Has the Monaco qualifying session given you a boost of confidence ahead of the remaining rounds?
NN: To be honest, not really, because I never lost my confidence. A few times this season we’ve made mistakes with tire strategy or been unlucky, for example we caught yellow flags in qualifying in Cape Town and Brazil, so there were a few occasions I feel we should’ve been up there, but weren’t for whatever reason. We proved our speed in Monaco and it was really important and good for us to bounce back the way we did following the tough weekend in Berlin.
What do the team and you need to do to be competing at the front in the second half of the season?
NN: I would say energy management in the race and getting the best out of both cars. So far, we’ve struggled to get the two of us in the Duels and we’ve never had a double-points finish, which is a difference between us and other teams. Monaco was the perfect race example, we had the performance to do it but it didn’t happen. This is what we need to develop in the second half of the championship and hopefully it can have a massive impact on the teams’ standings if we get it right.
About Nissan in Formula E Nissan made its all-electric racing debut in Season 5 (2018/19) of the ABB FIA Formula E Championship, becoming the first and only Japanese manufacturer to enter the series.
In Season 7 (2020/21), Nissan announced its long-term involvement in Formula E and its commitment to the Gen3 era, which will run from Season 9 (2022/23) through to the end of Season 12 (2025/26) of the all-electric racing series.
In April 2022, Nissan acquired the e.dams race team, with the Japanese automaker taking full ownership of its involvement in the ABB FIA Formula E World Championship.
In June 2022, Nissan announced it would supply its Nissan EV powertrain technology to McLaren Racing for the entirety of the Formula E Gen3 era.
For Season 9 of the ABB FIA Formula E World Championship, the Nissan Formula E drivers will be Norman Nato and Sacha Fenestraz.
Nissan races in Formula E to bring the excitement and fun of zero-emission electric vehicles to a global audience. As part of its goal to achieve carbon neutrality across its operations and the life cycle of its products by 2050, Nissan intends to electrify every all-new vehicle offering by the early 2030s in key markets. The Japanese automaker aims to bring its expertise in transferring knowledge and technology between the racetrack and road for better electric vehicles for customers.
About Formula E The ABB FIA Formula E World Championship became the first global sport to be certified with a net zero carbon footprint from inception back in 2020, having invested in certified climate-protecting projects in all race markets to offset emissions from every season of electric racing.
All cars in the championship are powered by electricity, with the series acting as a competitive platform to test and develop the latest in electric technology.
The World’s greatest manufacturers race against each other on street circuits and Formula E promotes the adoption of sustainable mobility in city centres in a bid to combat air pollution and lessen the effects of climate change.
Contact Maria De Juana Head of Communications, Formula E, Nissan Motor Co. Phone: +33-6 17 36 37 61 mdejuana@nissan-europe.com
Unlock Your Automotive Passion and Explore the Road Ahead
