Low investments with high returns are fundamental principles in business, and a great way to view modifications that improve vehicle performance. So when I tell you that you can add 28Hp to your Integra for around $300.00 in about 3 hours and improve your fuel economy at the same time. You think WOW that’s a great price, sounds too good to be true. Well it’s not with the technological advancement in the automotive industry and the great prices available in today’s economy from the aftermarket manufactures, you can do just that.

So how do I accomplish this? Well you need to improve your Integra’s breathing. The stock intake and exhaust system is chocking the life out of your car’s engine, just think if someone had you by the troth you couldn’t run very fast ether, and your car is no different.

To improve your engines breathing you need to improve how the air gets into the engine and how the exhaust gets out. First let’s look at how to improve how the air gets into the engine.

The existing stock air intake is small, restrictive and located inside the engine compartment where the air is hot. This restricts the engines breathing in two ways, first due to its small size it cannot provide the volume of air for sudden increases in RPM let alone sustained high RPM. Second the air inside of the engine compartment is hot and contains less oxygen per volume than cold air so even if we were getting the proper volume, the oxygen density would not provide optimum combustion.
 
To improve the short comings of the stock air intake we need an intake made with large diameter tubing and bent so not to cause any restrictions or turbulence in the air flow. The air filter of this intake should be located as far away from the engine as possible so that it can take in colder oxygen rich air. The more popular model of this type intake locates the air filter low and inside of the fender well and is known as a cold air intake. There are a number of aftermarket manufactures of these strangely shaped tube and filter.


The following is a list of some of the manufactures and their prices:
 

• AEM Cold Air Intake $159
• Injen Cold Air Intake $250
• AC AutoTechnic Cold Air Intake $119
• Fujita Cold Air Intake $196

Now that we have our engine take in high volume oxygen rich air that provides the best possible combustion, let’s take a look at how we get rid of the exhaust gases resulting from the combustion.

Let’s face it the stock exhaust manifold was never designed with performance or fuel economy in mind. It was designed for low cost and noise suppression, while noise suppression is not exactly a bad thing, sacrificing performance and fuel economy is not in our best interest. So what is wrong with this design? The answer to that is back pressure.

Back pressure is a thief that steals not only performance but fuel economy from your engine. It accomplishes this by adding resistance to the piston pushing the exhaust gases out of the cylinder therefore creating a load on the engine. This is due to the inability of the stock exhaust manifold to allow the expended exhaust gases to flow out of the engine without restriction. This obstacle can be overcome by installing aftermarket headers.

The idea behind an exhaust header is to eliminate the manifold's back pressure. Instead of a common manifold that all of the cylinders share, each cylinder gets its own exhaust pipe. These pipes come together in a larger pipe called the collector. The individual pipes are cut and bent so that each one is the same length as the others. By making them the same length, it guarantees that each cylinder's exhaust gases arrive in the collector unrestricted so there is no back pressure generated by the cylinders sharing the collector.

Fortunately, there are number of aftermarket manufacturers producing high quality performance headers. More competition means a better selection and lower prices.





The following is a list of some of the top manufacturers and their prices:
 

• DC Headers $212
• Dynomax Headers $250
• Edelbrock Headers $260
• FlowTech Headers $176
• Hedman Headers $159
• Pacesetter Headers $147
• No Name Headers $74

When it comes to purchasing aftermarket parts for your Integra, prices are all over the place. Shop around and compare price, service, and selection, between online wholesalers to uncover who is in the best position to deliver to you the highest quality parts for the lowest prices.

You have installed a turbo charger, added nitrous oxide injection, adjusted the camshaft timing and still you cannot get the horse power, torque and RPM where you want them. Well it is time to replace that old conventional distributor ignition system to a more reliable high performance distributor-less ignition system.

The standard distributor ignition system can only increase spark output by increasing  the voltage to the primary side of the coil. Under extreme cylinder pressures, from high boost, loads of nitrous, fully compressed cylinders can become so electrically un-conducive, that the spark energy's path of least resistance is a jump to the following cylinder in the distributor cap. This is referred to as spark scatter and become a RPM limiting factor. This is caused by dwell time-decreasing as the RPM increases.
 
Switching to an individual coil system will eliminate these problems and AMEs New EPM has not only made this possible, but has also offered some improvements over the factory stock Honda design, beginning with the function of the cam and crank position sensors. The factory stock distributor's sensors are magnetic which renders them susceptible to electro-magnetic interference that causes their signal to be weak and undetectable by the ECU until they reach a certain rotational speed. The EPM uses twin optical pickups and a laser-etched trigger wheel to overcome this problem.
 
The EMP will not work with the factory stock ECU, but if you need to switch over to a coil-on-plug ignition; you will no-doubt be running a stand-alone system anyway. The EPM's will work with most engine management system and also accommodates a wide variety of coil pack options, but AEM recommends that you use AME EMS, CDI and Pencil Coils for the best performance. The following is breakdown of each of these components.

Engine Position Module (EPM)

AEM's Engine Position Module (EPM) replaces the engine's factory stock distributor and allows for the use of coil-on-plug or wasted-park ignition systems. It provides precise engine position utilizing dual zero-speed optical sensors, which provides the benefit of immediate signal generation regardless of engine speed. The EPM adapts easily to any positive-drive, half-engine speed device such as a cam or distributor drive, and can be utilized with any aftermarket engine management system that recognizes the common 24 & 1 pattern for crank and cam signals.






Digital Multi-Channel Twin-Fire Ignition (CDI)

AEM’s digital multi-channel Twin-Fire Ignition is the light, small and most cost effective CD ignition module available. This unit works with coil-on-plug and distributor type spark systems, and is perfect for race applications utilizing aftermarket engine management systems.
 












Plug & Play Engine Management Systems (EMS)

AEM's Plug & Play Engine Management System (EMS) plugs directly into a vehicle's factory stock ECU harness and needs no additional wiring. The Windows™ software is compatible with (95, 98 2000, XP) and makes the chore of copying, viewing and manipulating the data as easy as the clicking a mouse button. The integrated tuning wizard permits the user to create a base map specifically for a vehicles custom engine configuration; regardless of the aftermarket changes made to the engine. The AEM EMS's software allows tuners to program virtually any combination of engine control, aftermarket devices, and accurately delivers correct amounts of fuel as well as the correct ignition timing for optimum performance.


Pencil Coil Kit (COP)

AEM Pencil Coils are available in four and six inch lengths and can purchased individually or in four packs. Each pencil coil comes with a locking water tight sealed connector, connector pins.









The following is a typical Acura Integra connection using the AMEs EMS, CDI, EPM and Pencil coils.

Overhead camshafts are found in about every modern-day vehicle. Their job is to open and shut the inlet and exhaust valves at just the right time to permit the motor to go throughout its combustion cycle. The timing of a camshaft is essential to permit the motor to reach best possible power output and efficiency.

When you purchase a standard vehicle, the motors camshaft assembly will be set up by the manufacturer to a predetermined timing value, which in most cases cannot be easily modified. The camshaft timing will typically be setup for reliability rather than peak performance; this means that more power can be gained if the camshaft timing was to be modified. There are a couple of ways that the camshaft timing can be modified, but the easiest and most user-friendly way is through the use of adjustable cam-gears. Adjustable cam-gears can be purchased for a vast number of vehicles and in most cases they are a direct bolt on fit. They come in numerous styles, finishes and colors and can to bring life to an otherwise dull engine bay. The utilization of an adjustable cam gear permits you to advance or retard the timing by small amounts so that the valve timing can be tuned to obtain greater power. In a factory stock engine, the expected power gained by adjusting the timing would usually be very little, but in engine where extensive modifications has been done (e.g. aftermarket camshafts, addition of a turbochargers, milling, porting etc…) then enormous benefits can be expected by fine-tuning the timing. Alternately adjustable cam gears can be used to fine tune the valve timing to increase the fuel economy of your engine as well.

This all being said the proper choice of which adjustable cam gear kit to purchase is very important. There are a number of things to consider before purchasing any kit. First are you just replacing the existing worn or broken gears? Second how much modification has been done to your engine? Finally how much are you willing to spend? These kits vary in price from $100 to $300 and the quality of the kit maybe proportional to the price. The follow is a list of some adjustable cam gears available on the market.


Racing Adjustable Cam Gears by Unorthodox Racing $286.00

• Real HP & torque gains across entire RPM range.
• Adjustable in 1 degree increments to a maximum of +/- 10º.
• Timing marks accurate to within 1 minute of a degree (60 minutes in a degree).
• Easy to read marks, CNC engraved not painted or etched.
• 4-bolt pattern for a lifetime of worry-free adjustment.
• Tooth profile identical to OEM spec and hard anodized.
• CAD designed & CNC’d from 6061 Aluminum Billet.

Skunk2 Adjustable Cam Gears by Skunk2 $215.00

• CNC Machined 6061 Aluminum.
• Hard Anodized Outer Gear.
• Industry Leading 6-Bolt Design.
• +/- 10 Cam Degrees of Adjustment.
• 31% Lighter Than Factory Gears.
• Available in Red, Blue, or Silver.

Buddy Club Racing Cam Gears by Buddy Club $178.00



According to the racing experience, Buddy Club's engineers developed the super lightweight duralumin cam pulley today's most popular engines. Lightweight duralumin was overly adopted as the material of both pulley part of an outer, and an inner plate portion to realize super-lightweight body. It is possible to change the engine's output character by re-adjusting the closing timing of intake valve a below.
By coating with hard almite on the surface, the durability of the pulley has risen dramatically. It can easily be used for the drag racing cars that exceed 1000horse power and 10000RPM. With individual design of IN and EX, the adjustment part of both IN and EX pulley comes to its top when the engine's TDC for easier valve timing adjustment.


Fidanza Cam Gear by Fidanza $117.00



Fidanza Adjustable Cam Gears are made from the highest quality 6061 T6 aluminum. They are CNC machined to more exacting tolerances than original gears. The tooth edges are beveled to increase belt life. With twelve degrees (both advance and retard) of laser etched adjustments, you can be assured of proper and precise tuning.
The inner ring of the cam gear is designed for strength, function, and precision. Stainless steel studs are threaded through the backside of the outer gear. The inner gear is then fastened with stainless steel nuts and lock washers. This enables an increase in the amount of torque used to tighten the fasteners, with no risk of stretching to the aluminum threads. All chain drive gears have a 1050 steel outer sprocket. All belt drive cam gears are made from 6061 T6 aluminum.


Tru-Time Adjustable Cam Gears by AEM $109.00

• Increase horsepower and torque without any cam changes and are ideal for heavily modified engines.
• Grade-8, six-point hex bolts stand up to repeated adjustments and feature an integral washer flange for greater load distribution.
• True laser-etched markings on the leading edge of the gear allow for quick, accurate adjustments.
• Hard anodizing on belt surface is lab-tested as the most durable anodizing on the market.
• CNC-machined from 6061-T6 billet aluminum.
• Comprehensive installation instructions, recommended cam gear settings and decals included.
• Manufactured and assembled in the USA.
• Suggested For Off-Road use only.

DC Sports Tiburon dual canister exhaust system Like our header systems, Tiburon DC Sports exhaust systems are dyno-tested to outperform all comparable systems on the market. Extensive research and development goes into each exhaust system design to ensure the best performance and sound for your Tiburon. Our exhaust systems are CNC Mandrel-bent, hand-welded, and feature a straight-through muffler core that utilizes the factory mounting locations. Each system includes complete hardware for ease of installation. Tiburon DC Sports exhaust systems are manufactured from 304-stainless steel piping and feature a polished tip emblazoned with the DC Sports logo. DC Sports offers three exhaust system designs: 1) A single canister cat-back system with a 4-inch straight cut tip with rolled DC Sports logo; 2) A dual canister system DCS that delivers an aggressive growl through its polished 4-inch exhaust tips; and 3) A twin canister system TCS for select applications that offers unmatched power and a unique look. DC Sports also offers universal muffler systems for custom applications.

Exhaust System Features: 

• Individually tuned and dyno-tested for maximum performance.
• Factory mounting locations for ease of installation.
• CNC mandrel bends with TIG-welded fittings to deliver perfect fit.
• 100% 304 stainless steel piping with TIG-welded, CNC-machined flanges.
• Straight-through muffler cores maximize power and deliver a deep throaty exhaust note Late model systems meet 95 dB exhaust noise restriction requirements.
• Race-inspired design with dual polished tips foster an aggressive look Comprehensive instructions and all necessary hardware.

AEM's new EMS system takes engine management to a whole new level. With the application specific hardware and the user-friendly software, the EMS system is light-years ahead of the competition. The first easy to install and easy to use system of its kind and pricing for the plug-and-play version should be around $1,800; and maybe much less. In the world of stand-alone tuning that is indeed a big bang for the buck.

AEM’s Series 2 Programmable Engine Management System is more powerful than its predecessor. In addition to more robust hardware, there are several improvements over the original EMS, noted in the chart below. Like its predecessor, AEM's Series 2 Plug & Play EMS plugs directly into a vehicle's factory ECU harness and requires no additional wiring or hardware. Windows™ compatible software (2000, XP, NT, 98, 95, ME) makes the task of copying, viewing and manipulating data as simple as a click of the mouse. Our new AEMTUNER software is infinitely adjustable software and allows tuners to program virtually any combination of engine control, power adders and auxiliary devices, and accurately delivers proper amounts of fuel and correct ignition timing for any boost level or operating condition.
 
Legal in California only for racing vehicles which may never be used upon a highway.

SERIES 2 KEY FEATURES:

• Plugs directly into the factory harness. No rewiring necessary.
• Uses all the factory sensors.
• Includes start up calibrations.
• System is fully enabled and unlocked - Never pay for upgrades!
• Context sensitive help eases tuning process.
• Maps can be password protected by the tuner to prevent unauthorized usage or sharing.
• Runs on Windows-compatible software.
• Up to 12 peak and hold injector drivers.
• Up to 8 direct-fire coil outputs.
• Up to 16 general-purpose outputs.
• Up to 8 definable switch inputs.
• Up to 4 EGT inputs with fuel control.
• 1MB of internal data logging.
• Electronic boost control.
• Full idle control.
• Programmable traction control.
• Software definable knock control.
• Two step launch control.
• User configurable soft-cut rev limiters.
• Wet or dry nitrous control.
• Tune using new USB communication port or serial port.
• Works with all AEM gauges.

AEMTUNER SOFTWARE:

AEM’s new AEMTUNER software is a complete software redesign and replaces AEMPRO. It includes many new features including a context sensitive tuning support system which significantly increases ease of tuning even for tuners who have never used AEM software. Visit www.aemelectronics.com for more details and overview videos.

AEMTUNER SOFTWARE FEATURES:

• Support pane gives tuners context sensitive help and uses tuners’ actual calibrations to describe each function.
• Internal conflict detection notifies tuner of obvious errors in inputs/outputs.
• Compare Calibrations allows tuners to graphically compare tables and maps.
• Workspaces are easily customizable and configurable.
• Colored tables and maps.
• Auto-Conversion feature allows tuners to easily convert maps from Series 1 to Series 2 EMSs.

INTERGRA DYNO EXAMPLE:

1995 Acura Integra GS-R with a GReddy turbo kit and front-mount intercooler. On the R&D Dynojet, the Acura registered 213.3 hp to the wheels at .65 bar (9.55 psi). However, with the Horiba meter installed, we noticed the GS-R was running extremely rich at higher rpm--running a 10.77 air/fuel ratio at one point. Installing the AEM EMS system took us a total of five minutes and John Concialdi of AEM went to work with the laptop and within only a couple of dyno pulls, we saw an increase of 7.6 peak hp, moving the overall horsepower to 220.9 at the same boost level. More importantly, we saw an improvement of more than 20 hp in the mid-range--from 5,200 rpm to 7,000, the sweet spot where the power improvements can be most felt by the equally important seat-of-the-pants dyno on the street where it counts. Concialdi spent a mere 45 minutes on the Acura, but we were sure we could easily squeeze more power out of the GS-R if we cleaned up the fuel and ignition tables a bit more.

The Acura Integra was a fantastic car and still is but sadly enough it is no longer in production.  The Acura Intgra is still a very sought after vehicle mainly due to its famed Type-R, GS-R engine.  This was a 1.8L engine with 16 valves, belt-driven, dual overhead camshafts with Variable Valve Timing and Lift Electronic Control (VTEC) system that is capable of produced 195Hp @ 8000 RPM. Not too bad considering that most of the muscle machines of the 60s only produced 250Hp stock.


Now add headers, turbocharger and a cold air intake and you can push that puppy up to 350hp. The Camaro Z28, 350 LT-1 only produced 300Hp stock and the Integra is a fraction of the weight, not too shabby.


 Wows now let’s add Nitrous Oxide Injection to give us that last minute extra boost of Horsepower so we can blow away all the competition. Sweet you think.
 

Wet nitrous kits offer the Acura integra, a tremendous power boost.  Anywhere from to 25 HP to 200 HP for about $650.00, wet nitrous kits are the way to produce great amounts of power for a short burst.  Nitrous kits offer state of the art technology, to guarantee that your car operate properly when using nitrous.  These kits take about 2 hours to install and are pretty simple to install.

The kits of today's world offer you 2 security measures.  The first is Active fuel control, (which is patented by ZEX a nitrous company), is computer hardware that connects to your ECU to monitor if your car is running to lean, or to rich this can have devastating effects if it does.  This system is designed to adjust the flow of nitrous, or cut it off in general if this error occurs. The second is Wide Open Throttle monitoring is the practice of releasing your nitrous from your kits bottle only at WOT.  This is a safety measure, because you want more fuel in the combustion chamber for the nitrous.

These 2 systems together are what protect the prolonged the life of the motor.  They protect it from any negative effects that can arise from the use of nitrous kits.  In the past nitrous kits got a bad rap for being unreliable.  But thanks to today's technology all that can be pushed aside as past fairy tales.  Protecting your engine is 90 percent of the tuning field; the plug and play action does it for you.

Have you been thinking about lowering your Acura Integra suspension, or maybe tightening your suspension to improve your car's handling? A high quality Coilover Kit may be just what you need. The factory springs and struts installed on your Integra were designed for comfort, not performance, or they might be starting to sag over the years of service, and how your Integra handling is suffering.


So, how are you going to fix it? Aftermarket lowering springs lower your Integra suspension by half an inch to two inches, improving the stiffness of your Integra and creating a lower center of gravity for greater handling stability. Lowering springs are a good low-cost choice for daily drivers who are looking for a lower look and a better ride than stock.

Coilover Kit can make your suspension stiffer than lowering springs. You adjust your suspension using a special set of wrenches supplied with your coilover Kit. Coilovers are for casual racers who need to stiffen their rides for a launch, or for people who want to slam it to the ground at a car show.

You have most likely noticed by now that there are dozens of coilover Kits on the market and, as with so much in life, you get what you pay for. The quality of a $800 coilover Kit is going to be much higher than for a $200 Kit. Not to mention the $1000 plus coilover Kit that feature fully adjustable height and shock dampening of your Acura Integra. Spec-wise, the biggest difference is going to be in the spring rate the better coilover Kits will be much stiffer. A good coilover Kit benefits from a lot of research and testing rigidity, bound, rebound, and other factors. In short, your Integra handling will smoother with every dollar spent.

Due to the danger of personal injury or damage to your Acura Integra the installing of new suspension components should only be attempted by trained Acura Integra suspension professionals.

Add that extra boost of horsepower to your Acura Integra engine. Both turbochargers and superchargers have their advantages and disadvantages. The following is an effort to explain these technologies so that you can choose which will better meet your needs.
Both the Turbocharger and Supercharger add extra horsepower to your Acura Integra engine through the compression of air in the cylinder. Compressed air is forced into the intake of the Acura Integra engine, causing a more powerful explosion in the cylinder, which translates to more horsepower from your Acura Integra engine.

Since the turbocharger is driven by the energy of the heated exhaust gases that are expelled by the Acura Integra engine that would otherwise be wasted. They do not still any power from the Acura Integra engine.  Superchargers also work by compressing the air forced into the intake but unlike the turbocharger they are driven by a belt and depend on the engine to provide the power they need to add that extra boost therefore stalling power from the engine.

The turbine wheel and a shaft connecting it to the Acura Integra engine are all the hardware that a turbocharger uses. A supercharger, on the other hand, requires pulleys, belts, and or gears to run. The amount of friction created by this extra material and the added weight may make a difference in your engine performance.

A turbocharger will produce more power at lower RPMs than a supercharger. A regulator built inside the charger opens the waste gate, which gets rid of any extra pressure and enhances the performance. The waste gate typically has opened at between 2000 and 2500 RPMs. Improvements are also creating larger waste gates. In any event, the Turbocharger will provide superior boost to the Acura Integra engine on paper, although there is traditionally concern about lag.

One of the last factors to think about in your decision is cost. The Turbocharger cost less than supercharger, and they are also easier and less expensive to repair due to simpler engineering. Continued advancements in turbocharger technology have addressed concerns such as throttle performance due to lag, making the turbocharger the better performer for your Acura Integra engine.

In 2000 the Integra Type R was introduced. This high-performance new model was sporty, fun-to-drive, and very popular with the performance car enthusiasts.

 

Equipped with a 195-horsepower at 8,000 rpm and 130 lb.-ft. of torque at 7,300 rpm, make it one of the most powerful 4-cylinder vehicles available in America. This boost in power was made possible by many new engineering advancements by Acura engineers, including the patented VTEC (Variable Valve Timing and Lift Electronic Control). VTEC helps provide optimum performance at all engine speeds to broaden the torque curve and enhance peak power output.

Additional enhancements which contribute to the Integra Type R's high-revving power output consist of high-compression, low friction pistons, high performance camshafts and valve gear, large diameter throttle body, along with a high-flow intake manifold and exhaust system.

The Type R's increased Horsepower is transferred to the wheels through an exclusive, ultra close-ratio 5-speed manual transmission with a heavy-duty clutch to accommodate the additional power. Coupled to a torque-sensitive, helical type limited slip differential to increase traction and reduce under steering, the Type R is comfortable on the racetrack as well as on the highway.
 
These Improvements to the engine comprise only part of the refinements made in the Type R transformation from the standard Integra coupe to the high performance sporty model. Overall height has been decreased by 15 mm to lower the center of gravity through exclusive suspension springs and shocks, allowing for race car-like handling. Larger disc brakes with increased rotor and caliper size allow the Type R to stop quickly, while a refined ABS modulator enhances steering under hard braking conditions. Additionally, a computer-designed aluminum front strut tower brace and numerous structural reinforcements to the body greatly reduce flexing for a solid ride and positive handling.
 
To round out the performance package, the Type R is outfitted with exclusive design, 15-inch aluminum wheels with improved offset and a durable 5-bolt lug pattern. To provide excellent traction, stability and outstanding handling on the highway or on the track, the wheels are mounted with specially engineered Bridgestone Potenza RE010 tires.
To compliment the engine and performance enhancements of the Type R, the vehicle has undergone a 33 lb. weight reduction when compared to an Integra GS-R sports coupe.

Externally, the Type R features exclusive appearance upgrades including a front chin spoiler, rear wing-type spoiler and body colored side sills which improves aerodynamics. In the cockpit, unique sport-style seats, carbon fiber style instrument panel, a special serial number plate on the center console and an aluminum shifter knob set apart the Type R. Offered in two sporty colors, Flamenco Black Pearl and Phoenix Yellow; these Type R exclusive items remind the driver that this Integra is an extremely special vehicle.

If you think your Acura Integra is fast and gorgeous, you aren't alone. The car model was one of the most-stolen last year most likely the target of street racers.

One out of every 200 registered 1999 Acura Integras was stolen last year, said Chicago-based CCC Information Services Inc., an insurance industry tracker of theft and vehicle damage. This makes the Acura Integra the most stolen car in America. Integras from model years 1995 through 1998 took four of the other top 9 positions on the list. The 1994, 2000 and 2001 Integra models also make the top 20 list. The list ranks vehicles by the percentage of registered vehicles stolen, rather than by gross number of thefts.



Jeanene O'Brien, CCC's director of marketing services, said an upsurge in street racing may be responsible for the appearance of the
Integra and other fast cars on the list. We can never say for sure why a car's stolen, but we can look at the data and make some interesting assumptions," O'Brien said. She also said the Integra, which was replaced by the RSX in the 2002 model year, also may be targeted for its parts. Acura is Honda Motor Co.'s luxury brand, and the Integra engine can fit into other Hondas, for example.

Acura spokesman Mike Spencer said Acura was aware of the theft problem and made several changes to the Integra during its lifetime, including adding more secure locks and immobilizer systems and installing door panels that were harder for thieves to break into. "Unfortunately, if somebody really wants to steal your car, they're going to steal it," Spencer said. "That's pretty hard to avoid."

The average age of a stolen vehicle in 2004 was 6.6 years, down slightly from 2003. The average age of all registered vehicles on the road in 2004 was 7.9 years. Vehicles from the 1997 model year were most susceptible to theft last year, followed by model years 1996, 1999, 1995 and 1998. Acura was the most-stolen brand, followed by Hummer, Land Rover, Daewoo and Honda. The Acura Integra (2- and 4-door) had the most frequent theft claims among 1999-2001 models. Its claim frequency was more than 8 times the average for all cars and more than 2-1/2 times higher than the frequency for the vehicle with the second highest theft claim frequency, the Jeep Wrangler. Largely because of the Integra's very high rate of claims, this car also had the greatest overall theft losses, as measured by the average cost of claims per insured vehicle -- about 14 times the average.