Acura Integra
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Honda launched the Acura brand in 1986 in order to create a separate luxury brand to appeal to upmarket buyers. Acura's first model, the Integra, was sold mostly in North America but was also available as a product of Honda elsewhere around the world. The Integra was a sporty front-wheel drive vehicle sold both as a sedan and hatchback, emphasizing the brand's focus on engineering excellence and build quality. Although the Integra was the smallest in the Acura lineup, its balance of reliability and performance made it popular to those consumers who are looking for a less expensive alternative to other renowned vehicles during the 1980's when it was introduced. It competed with notable vehicles such as the Volkswagen Golf GTI, among others.
Acura Integra's sedan body-type was sold in its first three generations but was eventually dropped when the vehicle crossed over to the fourth generation "DC5" platform sold as the RSX in North America. Acura's line-up now features the Acura TSX in lieu of the Integra sedan, while the Honda lineup puts Integra near the middle and over smaller cars such as the Honda City, the Honda Civic, and the Honda Logo. The Integra's fourth generation vehicles are currently discontinued in North America and Australia, but are still available in the home market of Japan.
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First generation (1986–1989)
The original and first generation Integra made its debut in 1985 as the Honda Quint Integra but made its way into the market a year later in North America as part of the then-new Acura lineup. Three and five-door hatchback bodies were available, with a 1.6 L DOHC 16-valve engine powering all three. The engine was the vehicle's most publicized feature, as DOHC, multi-valve engines were anything but commonplace in entry-level models at the time. This model was also sold in Australia as the Rover 416i.
The Integra was basically an upgraded version of the less-sporty Civic, with a price more than that of the CRX Si which at the moment was the sportiest compact vehicle being offered by Honda/Acura. Among the key additions implemented on the Integra are the enlarged 4-wheel disc brakes replacing the small front-disc/rear-drum setup used by the Civic and CRX, a re-worked suspension calibration, improved tires, and a 113 hp DOHC fuel injected 16-valve engine which replaced the SOHC unit from the CRX Si.
The Integras were actually sporting two engines during its four-year run, with the "Browntop" (brown-colored valve covers) being used from 1986-87 while the "Blacktop" (black-colored valve covers) utilized from 1988-89. The latter engine-type featured enhancements such as lighter rods, domed pistons for slightly higher compression, and an electric advance distributor which differed from the browntop's vacuum advance distributor. The overall gain in performance was about 5 hp (3.7 kW) for 118 hp (88 kW).
Although the original Integra was criticized as a vehicle that was better suited for spirited driving down tight, windy roads rather than for everyday use on surface streets due to its flaw of having little torque, its sleeker style, better interior, 113 hp (84.3 kW) and reachable 7100 rpm redline were enough to draw about 228,000 customers who bought the first generation model. Aside from the Volkswagen GTI, the Ford Probe, as well as Honda stablemates Civic and CRX were among the Integra's competition in the market.
Second generation (1990–1993)
When the first generation Integra's engine output was increased, most of its power was still too high in the rev band to match the lower torque curves of its sports coupe competition. Acura found a way around this problem with the production of the second generation model in 1990 which was available again in two body styles. The more sophisticated model was powered by a new 1.8-liter four-cylinder that produced 130 hp. The GS Trim, a top-of-the-line trim with additional features like antilock brakes and an upgraded interior, was also added to the RS and LS trims in 1991. All models came standard with a five-speed manual, with a four-speed automatic being optional.
Two years after the second generation release, Acura added the GS-R trim level (DB2 chassis code), powered by a stroked 1.7 L version of the very successful B16A engine, called the B17A1, which was only available in USDM (United States Domestic Market) models. It featured a variable valve timing (VTEC) system, as found in the then-new NSX, bumping output to 160 hp (119.3 kW). Other features exclusive to the GS-R include the charcoal grey cloth interior (leather as a rare option), body-colored trim and front lip, and the third brake light mounted in the spoiler. Sunroof, power everything, and 14 inch 6-spoke aluminum wheels came standard as well.
The 92-93 Acura Integra GSR is the rarest Integra to date because of its B17A engine, low production numbers, and unavailability in the used car market. This Integra model holds its retail value extremely well because of its rarity. The 92-93 USDM GSR was available in only three colors: red, white and teal. The Canadian GSR's came in black, red and white. Updates made available for all trim levels include a front and rear bumper, a new steering wheel, new taillights, new ECU, and chromed interior door handles which were all implemented in 1992.
The second generation was the last Integra to be sold without airbags in the United States. Motorized passive seat belts were used instead. Canada and the rest of the world got regular active seat belts.
This generation also saw Acura make a bit of a marketing shift. Prior to the 1991 model year, Acura had made a minor point of the supposed understated elegance of minimal exterior badging. Therefore, from 1986 to 1990, the only external clues to any Integra's identity came at the rear, where badges for "Acura" "Integra", and the trim level appeared. For the 1991 model year however, Acura's "A" logo appeared for the very first time on the front of the hood, as well as between the taillights. Every Integra made since then has had the "A" badges. 262,285 units were sold from 1990 to 1993.
Third generation (1994–2001)
| Acura Integra LS | |
|---|---|
| Performance | 6 |
| Fuel Economy | 7 |
| Ride Quality | 4 |
| Steering/Handling/Braking | 6 |
| Quietness | 4 |
| Controls/Materials | 6 |
| Interior Room | 5 |
| Room/Comfort (rear) | 3 |
| Cargo Capacity | 6 |
| Value within Class | 8 |
| Total | 55 |
DC2/DC4/DB7/DB8 Integra (1994–1997)
The third generation Integra, which began production in 1993 for Honda and in 1994 for Acura, was considered as one of the best front-wheel-drive cars in its class. This model was available in a three-door hatchback and a four-door sedan body-styles for all trim levels. Aside from the unusual four headlight front end design dubbed as the "bug eyes," changes in the "3-G" model include an increased power in the B18B1 engine to 142 hp (105.9 kW), while the GS-R received the B18C1 engine, equipped with a dual-stage intake manifold and a displacement increase (from the first generation integra) from 1.7 liters to 1.8 liters, bringing power up to 180 hp (134.2 kW).
By 1995, the Integra was reintroduced via the new Integra Type-R model, with the Japan version eliminating the less popular "bug eyes" in favor of two "more conventional-looking" headlights. Elsewhere around the world, the redesigned Type R also got a make-over with a slightly revised version of the four headlight front. In 1997, the Type R carried a highly tuned, hand-finished variant of the GS-R's engine. Despite the 195 hp (145.4 kW) output, the B18C5 equipped Type-R was still hobbled by torque issues with only 130 ft·lbf of ouput at 7000 rpm, meaning that the engine would perform best from 5700 rpm up to the 8400 rpm redline. The Type R model, though popular among hardcore enthusiasts, was a bit loud and rev-hungry for everyday drivers.
Third-generation Mid-Model Change (1998–2001)
Four years after its release, the third generation Integra implemented a slight design modification and was re-released in 1998. Among the changes include slightly larger headlights, a more aggressive front bumper, all-red taillights, and a revised rear bumper. This limited edition release in the US carried minor cosmetic changes to the interior, small revisions to the electrical and mechanical components, and 6-spoke "blade" style wheels. During this model re-release, the sedan was not sold in Canada after 1997, and was replaced by the Acura EL, a rebadged JDM Honda Domani. One of the distinguishing elements of the revised 1998-2001 Integra was the headlights, which was now set slightly deeper within its respective cavities. The 1998 version in particular had the headlights flush with the shape of the bumper and completely filling the cavities.
Honda engineered the pocket-friendly GS, LS, and SE trim levels in 1999 with all models, except the GS-R and Type R, being powered by B18B1 Honda engines with a five speed manual transmission or its automatic version. The SE, a Special Edition Integra which like the LS, RS, GS models carried a B18B1 engine, had a rectangular emblem on the exterior right side of the car's rear that read: "Special Edition".
In terms of the Integra engine, the high revving VTEC powered engines like the B16, B18C1 and the B18C5, are respected in the street car enthusiasts circle. Most Honda enthusiasts prefer the VTEC engines but in an increasing race sub-culture, the non-VTEC engines are getting noted. The non-VTEC engines like B18B1 or the B18A1 are 1.8L, 1834cc's. They are a popular choice for forced induction because they have lower compression making them more suitable for high boost applications.
On an interesting side note, the 1998 Integra was listed as the thieves' most favorite among the six Acura Integras listed in the top ten most thief-friendly cars in America.
Type R Trim Level and GSR(1996–2001 Excluding 1999)
The Type R was the pinnacle of the Integra line. It had many exclusive features found on no other Integra. This trim of the Integra only had a 5 speed manual transmission as standard. The Type-R also came with exterior side skirts, a front lip, and a functional rear spoiler known as the "OEM optional kit" (spoiler not included). The interior has red stiching on the arm rest and shift knob, and faux carbon fiber for cup holders, climate control, window switches' backings, and the shifter plate.
The Type R's B18C5 engine contained more key differences than just some manual assembly steps and an increased redline. The B16A's cylinder head returned, with differently shaped combustion chambers and intake ports compared to the regular B18C in the GS-R. Molybdenum-coated, high compression pistons and stronger-but-lighter connecting rods strengthened the reciprocating assembly. Extra counterweighting on the crankshaft altered its vibration modes to enhance durability at high RPM. The intake valves were reshaped with a thinner stem and crown that reduced weight and improved flow. The intake ports were given a minor port and polish. Stiffer valve springs resisted float on more aggressive camshafts. Intake air was now drawn from inside the fender well, for a colder, denser charge. That intake fed a short-runner intake manifold with a larger throttle body for better breathing. An improved stainless steel exhaust collector with more gentle merge angles, a change to a larger, consistent piping diameter, flared internal piping in the muffler allowed easier exit of gases. A retuned engine computer also contributed to improved power output, which allowed the Type R to accelerate from 0 to 60 mph (100 km/h) in 6.2 seconds.
The transmission was upgraded with lower and closer gear ratios in second through fifth gears, in order to take advantage of the additional rev range. The North American version retained the same 4.4 final drive throughout the Type R's production run, unlike the Japanese version, which in 1998 changed to a 4.785 final drive along with revised gearing. The Type R's open differential was replaced with a torque-sensing limited slip type.
The chassis received enhancements in the form of reinforcements to the rear wheel wells, roof rail, and other key areas. "Performance rods", chassis braces that were bolted in place, were added to the rear trunk wall and subframe. The front strut tower bar was replaced with a stronger aluminum piece, and the R also received the addition of a rear strut tower bar. Camber rigidity was improved at the rear by increasing wheel bearing span by 10 mm. The Type R's body also received a new functional rear spoiler, body-colored rocker panels and front lip, and 5-bolt hubs with special lightweight Type-R wheels. Under those wheels was a much larger set of disc brakes, front and back. The tires were upgraded to Bridgestone RE010 "summer" tires.
The Type R received very aggressive tuning in its suspension settings. All soft rubber bushings were replaced with much stiffer versions, as much as 5.3 times higher in durometer readings. The springs and dampers were much stiffer, with a 10 mm (0.4 in) reduction in ride height. The rear anti-roll bar diameter was increased to 22 mm (0.9 in) in diameter. The front anti-roll bar retained the same size, although the end links were changed to a more responsive sealed ball joint as opposed to a rubber bushing on the lesser models. The result was a chassis with very responsive, racetrack-ready handling that ably absorbed mid-corner bumps. Mild oversteer was easy to induce with a lift of the throttle, and during steady-state cornering the car maintained a slight tail-out stance.
The interior was stripped down to reduce weight. The air conditioning system was removed in early models and nearly all the sound-dampening material was eliminated. This provided for a much noisier ride, but since the Type-R was marketed as a race car for the street, most owners didn't mind. The seats were also unique to the Type-R. Standard were weight saving Recaro racing seats.
Integra SJ
The Integra SJ (stood for Sedan Joyful) was to be a "formal sedan" for the Integra range. A rebadged Civic Ferio, the SJ release was also intended to sell Ferios using a more upmarket model name, as was the case with the Nissan Laurel Spirit. The SJ basically carried modified headlamps and grille similar to the Orthia's and slightly larger rear lights. Honda produced the SJ from 1996 to 2001, and was rebadged and sold as Isuzu Vertex in Thailand.
Fourth generation (2002-2006)
DC5 Integra
A fourth generation Integra ensued in 2002 carrying the label Acura RSX in the United States, Canada and Hong Kong (in accordance with Acura's new alphabetical naming scheme) but retained the name Honda Integra in Japan and Australia. Aside from the name, it also carried a new engine via the K-series. Acura RSX produced its final models in 2006, thereafter, it was discontinued. The Honda Integras of Australia were also discontinued although as of May 2007, the model is still being offered in Japan.
Integra Sedan
Acura released the TSX in 2003 as a 2004 model to fill in the gap for the missing four-door, entry-level sedan. In other markets, the car is badged as a Honda Accord Euro.
Awards
The Integra was included in Car and Driver magazine's annual Ten Best list in six different occassions, from 1987 to 1988, and from 1994 through 1997. The GS-R model made it to the list in 1994 and 1995, while the Acura RSX paved the way for Integra's return on the Top Ten in 2002 and 2003. Evo Magazine also dubbed the Integra Type-R (DC2) as the best front-wheel-drive drivers' car ever in 2006.
External Links
- 1994-2001 Acura Integra @ HowStuffWorks.com
- Acura Integra Wikipedia
- Acura Integra Review @ Edmunds.com
Categories: Acura vehicles | Front wheel drive sports cars | Sedans | Sport compact cars | 1980s automobiles | 1990s automobiles | 2000s automobiles
