by Gabrielle DeSantis

The Honda Integra was originally manufactured for three generations, from the mid-1980s through the mid-2000s. In the US market, the cars were badged and sold under the Acura name, which is Honda’s luxury brand here in the states. Naturally, buyers in the Japanese Domestic Market (JDM) had access to a wider range of options throughout the years.

The JDM DC5 Integra Type R never came to the US market

Starting with the third generation or DC5 Integra, Acura changed the name to RSX in the US market. While the US did receive the highest-tier Type R version of the previous DC2 Integra, the DC5 Type R never made it stateside. It was only sold in Japan and New Zealand, per Garage Dreams.

The JDM DC5 Type R had the highest output 2.0-liter K20 engine available, with 220 hp and redlined at 8400 RPM. Honda strengthened the six-speed manual for Typr R duty with triple-cone synchros for first and second gear, and double-cone for the rest. Four-piston brake calipers were equipped upfront with 300mm rotors and Ferodo pads for excellent stopping power.

The 1993 DC2 Si-VTEC was like a GSR but was available with an auto trans

Very early DC2 Integras were sold through Honda Verno stores in Japan and had some rather strange characteristics. For one thing, they had round quad headlights just like the US-spec DC2. That design eventually went away for Japan in 1995, when JDM models got a new front end.

The top model of early JDM DC2s was the Si-VTEC, which featured the legendary B18C engine that was later used in the GSR. In Japan, however, it could be paired with an automatic transmission. The redline was reduced on the early automatic Si-VTECs to 7500 RPM, whereas manual GSRs could rev higher.

JDM and exported DC1 Integras were built with SOHC D-series engines

Another DC Integra variant that never made it to the US was the DC1. Rather than DOHC engines typically found in the Integra, these had SOHC ZC motors of the D-series family. Since they were intended as base models, they were not equipped with VTEC. Aside from JDM sales, some were also exported to Europe.

While US-based Integra fans might find a D-series Integra to be strange at first, it makes sense. Underneath, the EG/EK Civic and DC Integra share quite a bit, and the ZC was a simple and proven engine for commuter car use. Not every Integra buyer wanted or needed the DC2 GSR or Type R’s screaming performance.

Final thoughts

While the Acura Integra sold in the US was intended for a relatively narrow market segment, the Honda Integra had a much wider spectrum in Japan. From economy-spec DC1s with non-VTEC engines to the priciest DC5 Type R, many were not originally sold stateside. However, with the ability to import JDM cars older than 25 years, it is now possible to bring some of these Integras over to be enjoyed.

Related: Unique JDM Cars That Nobody Buys

The post JDM Integra Options Never Sold in the US appeared first on MotorBiscuit.

by Gabrielle DeSantis

Earlier this year, Indian announced that it was bringing together several celebrated bike builders to create custom 2022 Chiefs. Now, the motorcycles built for this collaboration are starting to break cover. One of the first to do so is the creation of a legendary duo: Paul Cox and Keino Sasaki. And while their custom Indian Chief is a modern motorcycle, it boasts a truly vintage touch.

Paul Cox and Keino Sasaki came back together to craft a custom 2022 Indian Chief

Some of the 2022 Indian Chief’s main design inspirations were vintage custom bikes, specifically early choppers and bobbers. So, for their build—their first together in nearly 15 years—Paul Cox and Keino Sasaki decided to send the Chief further down that ‘early chopper’ road. And they also wanted to make sure the final product had each builder’s unique touches.

The resulting custom Indian Chief, dubbed ‘Cox-Keino Chief,’ accomplishes all of those things. It doesn’t have a front braking system anymore—that’s been ‘chopped’ off—but it does have Cox’s signature two-shock ‘Girdaulic’ girder front end, Cycle World notes. And there’s a side-mounted steering damper up front, too. Cox also hand-tooled the leather saddle and painted the bike, RideApart reports.

Meanwhile, Keino Sasaki hand-fabricated the steel gas tank and the flat-track-inspired exhaust pipes. Speaking of the gas tank, it houses the 2022 Indian Chief’s 4” TFT touchscreen. And all of the bike’s standard electronics are still in place: they’re just hidden away.

Despite its chopper design, this custom Indian Chief has the same rear suspension travel as the stock bike. However, that required mounting the rear fender to the swingarm, so this motorcycle can’t carry a passenger, RideApart notes. But while it has spoked wheels like the 2022 Chief Bobber, the Cox-Keino Chief has a 21” front tire, not a 16” one. The custom bike does retain the ‘Chief headdress,’ though, but it’s now the rear taillight/brake light.

But Paul Cox and Keino Sasaki went a little further still in making their custom Indian Chief. Besides chopping off the front brake system, they also removed the clutch lever. While that gives the bike a clean look, it presumably means there’s no way to shift gears.

Well, not exactly.

Giving a modern custom Indian Chief a hand shifter is a true motorcycle throwback

True, most modern bikes rely on a foot-operated shifter and a hand-operated clutch to change gears. However, Cox’s and Sasaki’s custom Indian Chief uses something usually only seen on vintage motorcycles: a hand shifter with a foot-operated clutch.

While this arrangement seems odd today, motorcycles with hand shifters were once a common sight. The famed 101 Indian Scout, for example, has one. Indeed, hand shifters’ roots go back to motorcycling’s earliest days.

Very early bikes, such as board-track racers, didn’t have transmissions or even clutches. Instead, to keep their motorcycles from stalling, riders put tension on the leather drive belts using lever-controlled pulleys, RevZilla explains. These levers were hand-operated and usually mounted to the side of the gas tank. So, when motorcycles eventually gained transmissions, these levers morphed into hand shifters.

Since the rider’s hands were busy shifting gears as well as controlling the throttle and ignition timing, the clutch controls needed to be foot-operated. Some call these clutches ‘suicide clutches,’ based on the notion that worn clutches could slip and send bikes barreling towards traffic. However, that appellation really only applies to hot-rodded clutches, which had missing parts for weight-reduction and acceleration purposes, RevZilla says.

So, while Cox’s and Sasaki’s custom Indian Chief has a hand shifter, riding it isn’t a suicidal notion.

Can you do something similar on your bike?

The Cox-Keino Chief already has an owner, renowned tattoo artist Nikko Hurtado. But you can give your modern motorcycle a hand shifter, too. And it’s not just for those who want to ride vintage-style. I’ve met an older rider who installed one on his ‘90s Harley-Davidson because his arthritis prevented him from using the clutch lever.

In terms of cost, it depends on your bike’s make and model. For comparison, Widow Maker Industries’ Harley-Davidson hand shifter kits start at $240 and run to $450. And the company claims it takes less than an hour to install.

Who knows, perhaps Paul Cox’s and Keino Sasaki’s build will start a new wave of hand-shifting bikes.

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RELATED: Is Getting a Motorcycle Slipper Clutch Worth It?

The post This Custom 2022 Indian Chief Rocks a Vintage-Style Hand Shifter appeared first on MotorBiscuit.