Acura Integra

The Acura Integra, sold as a Honda in most of the world, is a small, sporty vehicle sold primarily as a coupe. It is Acura's smallest, least expensive model, designed to offer a competitor to vehicles like Volkswagen's Golf GTI, which was the most well known and popular "hot hatch" of the 1980s when the Integra was introduced. Although a sedan was available for several years, the 4-door body was dropped when the vehicle transitioned to its current fourth-generation "DC5" platform, which is now sold as the RSX in North America.

First Generation 1985-1989

First Generation Integra

The vehicle debuted in Japan in 1985 as the Honda Integra before going on sale a year later in North America as part of the then-new Acura lineup. Three and 5-door hatchback bodies as well as a traditional four-door sedan were available, with a 1.6 L DOHC 16-valve engine powering all three. The engine was the vehicle's most publicized feature, as twin-cam, multi-valve engines were anything but commonplace in entry-level models at the time.

The Integra shared its platform with the less-sporty Civic, although it featured a small list of key upgrades over its lesser stablemate to help merit a price increase over the CRX Si, which was otherwise the sportiest compact vehicle being offered by Honda/Acura; enlarged 4-wheel disc brakes replaced the small front-disc/rear-drum setup used by the Civic and CRX, suspension calibration was re-worked, better tires were used and a 113 horsepower DOHC fuel injected 16-valve engine was used in place of the SOHC, 90 horsepower unit from the CRX Si. Combined with sleeker styling and a nicer interior, buyers were effectivly convinced that the Integra was worth the extra money, and nearly 228,000 units were sold during the five year run of the first generation model.

The model was not without its shortcomings though; despite having 113 horsepower and a reachable 7,000 RPM redline, the new twin-cam engine had little torque and needed to be wound up quite a bit to make full power, leading to criticism that the model wasn't well-suited for day to day driving on surface streets, but was better tuned for spirited driving down tight, windy roads.

Second Generation 1990-1993

Second Generation Integra

Acura debuted the second generation Integra in 1990, now powered by a new 1.8 litre engine making 130 horsepower, giving the model a necessary boost in performance. The three-door hatchback and 4-door sedan body styles continued to be available, but the 5-door hatch was discontinued due to poor market reception.

Trim levels for 1990 and 1991 included the RS (base model), LS, and GS. The GS model could also be had with a leather interior, which made it a sort of "deluxe" model, and featured its own model number.

For 1992 Honda added the GS-R trim level, powered by a de-stroked, 1.7 litre version of the standard engine with the VTEC system from the then-new NSX added-on, bumping output to 160 horsepower. Other small updates came on at the same time, namely new front and rear bumpers, a new steering wheel, new rear turn signals, new ECU, chromed interior door handles and an increase in power to 140 for the non-VTEC engine. Honda had already used the vtec system in the b16a engines in the late 80s which are a predacessor to the b17 engine.

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 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 sold from 1990-1993

Third Generation 1994-1997

Acura debuted the third generation model in 1994, now based on the all-new Civic chassis that had been introduced in '92. Standard horsepower increased to 142, and the GS-R recieved a dual-stage intake manifold and a displacment boost to 1.8 litre, bringing horsepower up to 170.

A Type R model was added for the 1997 model year, powered by a highly tuned, hand-finished variant of the GS-R's powerplant producing 195 horsepower, meaning it made more hp per litre than the Ferrari F355's V8. Although impressive, the Type R was still hampered by some criticism; its maximum torque output was only 130 ft·lbs, and maximum output could not be achieved until 7000 RPM, meaning that the engine was only performing at peak between 7,000 RPM and its 8,400 RPM redline. Although the engine's "split personality" and unusually high capability to rev made it popular among hardcore enthusiasts, it cost the vehicle points in comparison tests where drivers noted that the vehicle was too hard-edged, loud and rev-hungry to be an easy daily driver.

Fourth Generation 1998-2001

Despite some popular demand for a new Integra model for 1998, Acura chose to give the third-generation model a slight facelift and rerelease it. The 1998 Integra had slightly larger headlights and a more aggressive front bumper. It also has all-red taillights and a revised rear bumper. The GS-R edition received 5-spoke "blade" style wheels as a stylistic change.

Once again, the Type-R saw a limited release in the US.

Type R

The Type R was the pinnacle of the Integra line. It had many exclusive features found on no other Integra.

The B18C5 Type R engine contained more key differences than just some manual assembly steps and an increased redline. The B16A's cylinder head returned for an encore, 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. Two extra counterweights 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 gasses. A retuned engine computer also contributed to improve power output.

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 American version retained the same 4.4 final drive throughout the Type R's production run, unlike the Japanese market version, which in 1998 changed to a 4.785 final drive along with revised gearing. The clutch disk has a slightly smaller swept area, for improved bite. The GS-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 rear subframe. The front strut tower bar was replaced with a stronger aluminum piece. 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 wing, body-colored rocker panels, and 5 bolt hubs with special lightweight Type-R wheels. Under those wheels was a much larger set of disk 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 reduction in ride height. The rear anti-roll bar diameter was increased to 22 mm 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 well. 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 and nearly all the sound-dampening material was eliminated. This provided for a much noisier ride, but since the Type-R was a racecar for the street, most owners didn't mind. The Type R was a no-compromise sports car, and it showed the world what Honda was capable of.

  • 301,103 Units sold from 1994-2001 - 2005555

Replacement for Acura Integra

The fourth generation Integra, produced from 2002 onwards, has been renamed the Acura RSX. The new name conforms to Acura's new naming scheme for all cars in its line up (e.g. NSX, TSX, MDX, etc). It also has an entirely new engine, the K-series, which is considered by some to be the best engine Honda has ever released.

Awards

The Integra was on Car and Driver magazine's annual Ten Best list six times, in 1987, 1988, and 1994 through 1997. The GS-R model was called out specifically in 1994 and 1995. It made a return on the Ten Best as the Acura RSX for 2002 and 2003


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It made a return on the Ten Best as the Acura RSX for 2002 and 2003.
. The GS-R model was called out specifically in 1994 and 1995. Admirers point out that the IS 350 offers more performance than some year 2000 models such BMW M3 and C-class AMG, but critics continue to complain that lexus does not offer distinctly badged performance variants to compete head on with the germans. The Integra was on Car and Driver magazine's annual Ten Best list six times, in 1987, 1988, and 1994 through 1997. The IS 250 AWD and the IS 350 are only available with the 6-speed automatic. It also has an entirely new engine, the K-series, which is considered by some to be the best engine Honda has ever released. The IS 250 RWD comes standard with a 6-speed manual transmission, and a 6-speed automatic transmission is available as an option.

NSX, TSX, MDX, etc). For the United States, three IS models are sold by Lexus:. The new name conforms to Acura's new naming scheme for all cars in its line up (e.g. The slow-selling SportCross station wagon version was dropped from the lineup worldwide. The fourth generation Integra, produced from 2002 onwards, has been renamed the Acura RSX. A pre-production example was shown in the 2005 Geneva Autoshow. The Type R was a no-compromise sports car, and it showed the world what Honda was capable of. The IS was redesigned for the 2006 model year and was introduced in the fall of 2005.

This provided for a much noisier ride, but since the Type-R was a racecar for the street, most owners didn't mind. With the introduction of the Lexus name in Japan, the Toyota Altezza moniker is no longer used. The air conditioning system was removed and nearly all the sound-dampening material was eliminated. The IS200 fared better in Europe and Asia, but still fall well short of the sales volume achieved by the likes of the BMW 3 Series. The interior was stripped down to reduce weight. In the US market, after hitting a high of 22,486 units in 2001, IS sales dropped below the 10,000-unit mark in 2004. 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. and European sales of the Lexus IS 300 were disappointing.

The result was a chassis with very responsive, racetrack-ready handling that ably absorbed mid-corner bumps well. U.S. 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. A Lexus IS 200, based on a heavily modified RS200, has also raced in the British Touring Car Championship with limited success. The rear anti-roll bar diameter was increased to 22 mm in diameter. The RS200 is also used by many racing teams, including TRD (Toyota Racing Development), to race in various touring car championship series across Asia. The springs and dampers were much stiffer, with a 10 mm reduction in ride height. Naturally, a number of Japanese tuning firms, including Toyota's own TRD, offered parts and sometimes complete car conversions.

All soft rubber bushings were replaced with much stiffer versions, as much as 5.3 times higher in durometer readings. TTE also produced an aftermarket supercharger kit for the IS 200, raising the power output to 204 PS ECE (150 kW). The Type R received very aggressive tuning in its suspension settings. In Europe, Toyota Team Europe (TTE) shoehorned a supercharged 4.3 L V8 into a IS 300 bodyshell, the result is a 405 PS ECE (298 kW) saloon capable of accelerating from 0-100km/h in 4.5 seconds. The tires were upgraded to Bridgestone RE010 "summer" tires. Lexus dubs the IS 430 a one-off with no plans for production. Under those wheels was a much larger set of disk brakes front and back. The IS 430 prototype is an IS 300 fitted with a 4.3 L V8 from the Lexus GS 430.

The Type R's body also received a new functional rear wing, body-colored rocker panels, and 5 bolt hubs with special lightweight Type-R wheels. The MillenWorks-built Lexus IS 430 was unveiled at the 2003 SEMA Show in Las Vegas, Nevada. Camber rigidity was improved at the rear by increasing wheel bearing span by 10 mm. TTE converted an IS 200 first, and within a few years RMM in the US converted an IS 300. The front strut tower bar was replaced with a stronger aluminum piece. As a result, a number of tuning companies modified the IS/Altezza over the years. "Performance rods," chassis braces that were bolted in place, were added to the rear trunk wall and rear subframe. The altezza engine block is of aluminum construction whereas the Celica 3S-GE is of an iron block construction.

The chassis received enhancements in the form of reinforcements to the rear wheel wells, roof rail, and other key areas. There are a wide availability of tuning parts, as the engine is similar to the last of the SW20 MR2 and ST202 Celica. The GS-R's open differential was replaced with a torque-sensing limited slip type. In Japan, the RS200 version is more popular due to its better handling (because of the lightweight yet powerful engine in the front). The clutch disk has a slightly smaller swept area, for improved bite. Modified versions of the 2JZ-GTE have been seen with over 1000hp. The American version retained the same 4.4 final drive throughout the Type R's production run, unlike the Japanese market version, which in 1998 changed to a 4.785 final drive along with revised gearing. The Altezza is mostly popular amongst tuners because of it's possible engine swap, for a last generation Toyota Supra 2JZ-GTE motorisation.

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. because of this. A retuned engine computer also contributed to improve power output. The 2JZ-GE powered IS series are popular amongst tuners in the U.S. 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 gasses. and Europe) were only available with either the 1G-FE engine version or the 2JZ-GE 6-cylinder inline engine version, which was also found in the naturally-aspirated fourth-generation Toyota Supra and Lexus GS/Toyota Aristo amongst others. That intake fed a short-runner intake manifold with a larger throttle body for better breathing. European and North American-market Lexus IS vehicles, as well as the Japanese hatchback version called the Gita (called Lexus IS Sportcross in U.S.

Intake air was now drawn from inside the fender well, for a colder, denser charge. The Altezza came in 3 variants:. Stiffer valve springs resisted float on more aggressive camshafts. The Lexus IS 200 made its debut in Europe in 1999 and the IS 300 in North America in 2001. The intake ports were given a minor port and polish. This first-generation Altezza (codename XE10) was launched in Japan in October 1998. The intake valves were reshaped with a thinner stem and crown that reduced weight and improved flow. Its main rivals are BMW 3 Series and Nissan Skyline/Infiniti G.

Two extra counterweights on the crankshaft altered its vibration modes to enhance durability at high RPM. The Lexus IS (originally known as the Toyota Altezza in Japan) is a compact luxury sports car from Lexus. Molybdenum-coated, high compression pistons and stronger-but-lighter connecting rods strengthened the reciprocating assembly. IS 350 - 3.5 L 2GR-FSE V6, 306 hp (228 kW), Rear wheel drive. The B16A's cylinder head returned for an encore, with differently shaped combustion chambers and intake ports compared to the regular B18C in the GS-R. IS 250 AWD - 2.5 L 4GR-FSE V6 with all wheel drive, 204 hp (152 kW). The B18C5 Type R engine contained more key differences than just some manual assembly steps and an increased redline. IS 250 - 2.5 L V6, 204 hp (152 kW), Rear wheel drive.

It had many exclusive features found on no other Integra. The AS300 (Chassis code JCE10, sedan or JCE15, wagon) powered by the 2JZ-GE inline-6 engine generating 220 PS JIS (162 kW) or 215 hp SAE (160 kW) and mated to a 6-speed transmission (5-speed automatic optional). The Type R was the pinnacle of the Integra line. The RS200 (Chassis code SXE10, sedan or SXE15, wagon) powered by the 3S-GE inline-4 engine generating 210 PS JIS (154 kW) and mated to a 6-speed transmission (5-speed automatic optional). Once again, the Type-R saw a limited release in the US. The AS200 (Chassis code GXE10, sedan or GXE15, wagon), powered by the 1G-FE inline-6 engine generating 160 PS JIS (118 kW) or 155 PS DIN (114 kW) and mated to a 6-speed manual transmission (4-speed automatic optional). The GS-R edition received 5-spoke "blade" style wheels as a stylistic change.

It also has all-red taillights and a revised rear bumper. The 1998 Integra had slightly larger headlights and a more aggressive front bumper. Despite some popular demand for a new Integra model for 1998, Acura chose to give the third-generation model a slight facelift and rerelease it. Although the engine's "split personality" and unusually high capability to rev made it popular among hardcore enthusiasts, it cost the vehicle points in comparison tests where drivers noted that the vehicle was too hard-edged, loud and rev-hungry to be an easy daily driver.

Although impressive, the Type R was still hampered by some criticism; its maximum torque output was only 130 ft·lbs, and maximum output could not be achieved until 7000 RPM, meaning that the engine was only performing at peak between 7,000 RPM and its 8,400 RPM redline. A Type R model was added for the 1997 model year, powered by a highly tuned, hand-finished variant of the GS-R's powerplant producing 195 horsepower, meaning it made more hp per litre than the Ferrari F355's V8. Standard horsepower increased to 142, and the GS-R recieved a dual-stage intake manifold and a displacment boost to 1.8 litre, bringing horsepower up to 170. Acura debuted the third generation model in 1994, now based on the all-new Civic chassis that had been introduced in '92.

Every Integra made since then has had the "A" badges. 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. 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. Prior to the 1991 model year, Acura had made a minor point of the supposed understated elegance of minimal exterior badging.

This generation also saw Acura make a bit of a marketing shift. Canada and the rest of the world got regular seat belts. Motorized "passive" seat belts were used instead. The second generation was the last Integra to be sold without airbags in the United States.

Honda had already used the vtec system in the b16a engines in the late 80s which are a predacessor to the b17 engine. Other small updates came on at the same time, namely new front and rear bumpers, a new steering wheel, new rear turn signals, new ECU, chromed interior door handles and an increase in power to 140 for the non-VTEC engine. For 1992 Honda added the GS-R trim level, powered by a de-stroked, 1.7 litre version of the standard engine with the VTEC system from the then-new NSX added-on, bumping output to 160 horsepower. The GS model could also be had with a leather interior, which made it a sort of "deluxe" model, and featured its own model number.

Trim levels for 1990 and 1991 included the RS (base model), LS, and GS. The three-door hatchback and 4-door sedan body styles continued to be available, but the 5-door hatch was discontinued due to poor market reception. Acura debuted the second generation Integra in 1990, now powered by a new 1.8 litre engine making 130 horsepower, giving the model a necessary boost in performance. The model was not without its shortcomings though; despite having 113 horsepower and a reachable 7,000 RPM redline, the new twin-cam engine had little torque and needed to be wound up quite a bit to make full power, leading to criticism that the model wasn't well-suited for day to day driving on surface streets, but was better tuned for spirited driving down tight, windy roads.

Combined with sleeker styling and a nicer interior, buyers were effectivly convinced that the Integra was worth the extra money, and nearly 228,000 units were sold during the five year run of the first generation model. The Integra shared its platform with the less-sporty Civic, although it featured a small list of key upgrades over its lesser stablemate to help merit a price increase over the CRX Si, which was otherwise the sportiest compact vehicle being offered by Honda/Acura; enlarged 4-wheel disc brakes replaced the small front-disc/rear-drum setup used by the Civic and CRX, suspension calibration was re-worked, better tires were used and a 113 horsepower DOHC fuel injected 16-valve engine was used in place of the SOHC, 90 horsepower unit from the CRX Si. The engine was the vehicle's most publicized feature, as twin-cam, multi-valve engines were anything but commonplace in entry-level models at the time. Three and 5-door hatchback bodies as well as a traditional four-door sedan were available, with a 1.6 L DOHC 16-valve engine powering all three.

The vehicle debuted in Japan in 1985 as the Honda Integra before going on sale a year later in North America as part of the then-new Acura lineup. . Although a sedan was available for several years, the 4-door body was dropped when the vehicle transitioned to its current fourth-generation "DC5" platform, which is now sold as the RSX in North America. It is Acura's smallest, least expensive model, designed to offer a competitor to vehicles like Volkswagen's Golf GTI, which was the most well known and popular "hot hatch" of the 1980s when the Integra was introduced.

The Acura Integra, sold as a Honda in most of the world, is a small, sporty vehicle sold primarily as a coupe. 301,103 Units sold from 1994-2001 - 2005555. 262,285 units sold from 1990-1993.

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