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. It was this Atlas that Mercator was referring to when he first used the name 'Atlas', and he included a depiction of the King on the title-page. The GS-R model was called out specifically in 1994 and 1995. This Atlas was a wise philosopher, mathematician and astronomer, who supposedly made the first celestial globe. The Integra was on Car and Driver magazine's annual Ten Best list six times, in 1987, 1988, and 1994 through 1997. The second Atlas was King Atlas, a mythical King of Mauretania, in Libya. It also has an entirely new engine, the K-series, which is considered by some to be the best engine Honda has ever released. However, he did not use the word "atlas" in the title of his work.

NSX, TSX, MDX, etc). The first publisher to associate the Titan Atlas with a group of maps was Lafreri, on the title-page to "Tavole Moderne Di Geografia De La Maggior Parte Del Mondo Di Diversi Autori ...". The new name conforms to Acura's new naming scheme for all cars in its line up (e.g. The image became associated with Dutch merchants, and a statue of this figure adorns the front of the World Trade Center in Amsterdam. The fourth generation Integra, produced from 2002 onwards, has been renamed the Acura RSX. This is particularly true of atlases published by Dutch publishers during the second half of the seventeenth century. The Type R was a no-compromise sports car, and it showed the world what Honda was capable of. This figure is frequently found on the cover or title-pages of atlases.

This provided for a much noisier ride, but since the Type-R was a racecar for the street, most owners didn't mind. The earliest such depiction is the Farnese Atlas, now housed at the Museo Archeologico Nazionale Napoli in Naples, Italy. The air conditioning system was removed and nearly all the sound-dampening material was eliminated. In works of art, this Atlas is represented as carrying the heavens or the terrestrial globe on his shoulders. The interior was stripped down to reduce weight. In his epic Odyssey, Homer refers to this Atlas as "one who knows the depths of the whole sea, and keeps the tall pillars who hold heaven and earth asunder". 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. Atlas was punished by Zeus and made to bear the weight of the heavens and earth on his back.

The result was a chassis with very responsive, racetrack-ready handling that ably absorbed mid-corner bumps well. He is the son of the Titan Iapetus and Clymene (or Asia), brother of Prometheus. 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 most famous is Atlas from Greek mythology. The rear anti-roll bar diameter was increased to 22 mm in diameter. Two different mythical figures named 'Atlas' are associated with mapmaking. The springs and dampers were much stiffer, with a 10 mm reduction in ride height. The origin of the term atlas is a common source of misconception.

All soft rubber bushings were replaced with much stiffer versions, as much as 5.3 times higher in durometer readings. Particularly, German mapmakers use the transliterations from Cyrillic developed by the Czechs which are hardly used in English-speaking countries. The Type R received very aggressive tuning in its suspension settings. This practise differs from what is standard for any given language, and it reaches its extremity concerning transliterations from other languages. The tires were upgraded to Bridgestone RE010 "summer" tires. For example, islands near Russia have the abbreviation "O." for "ostrov", not "I." for "island". Under those wheels was a much larger set of disk brakes front and back. This means that the place names on the maps often use the designations or abbreviations of the language of the country in which the feature is located, to serve the widest market.

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. With the coming of the global market, publishers in different countries can reprint maps from plates made elsewhere. Camber rigidity was improved at the rear by increasing wheel bearing span by 10 mm. However, use of the word "atlas" for a bound collection of maps was not to come into use until the posthumous publication of Gerardus Mercator's "Atlas, Sive Cosmographicae Meditationes De Fabrica Mundi ..." (Atlas, or Description of the Universe) (Duisburg, 1585-1595). The front strut tower bar was replaced with a stronger aluminum piece. It was an immediate critical and commercial success. "Performance rods," chassis braces that were bolted in place, were added to the rear trunk wall and rear subframe. This work was the first book of its kind to reduce the best available maps to a uniform size.

The chassis received enhancements in the form of reinforcements to the rear wheel wells, roof rail, and other key areas. His "Theatrum Orbis Terrarum", contained 53 map-sheets covering the countries of the World. The GS-R's open differential was replaced with a torque-sensing limited slip type. Abraham Ortelius is credited with issuing the first modern atlas on May 20, 1570. The clutch disk has a slightly smaller swept area, for improved bite. Although the term atlas was not in use in 1544, these works are now called "IATO" atlases - (Italian, Assembled to Order) or more frequently "Lafreri atlases" after one of the leading publishers of the period. 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. Over time, it became common to bind the maps together into composite works.

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 maps often varied dramatically in size. A retuned engine computer also contributed to improve power output. Each publisher worked independently, producing maps based upon their own needs. 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. From about 1544, many maps were produced, especially in the important trading centers of Rome and Venice. That intake fed a short-runner intake manifold with a larger throttle body for better breathing. The first edition was published in Bologna in 1477 and was illustrated with a set of 27 maps, though scholars say that it is not known whether the printed maps were engraved versions of original maps made by Ptolemy, or whether they were constructed by medieval Greek scholars from Ptolemy's text.

Intake air was now drawn from inside the fender well, for a colder, denser charge. 150. Stiffer valve springs resisted float on more aggressive camshafts. The first book that could be called an atlas was constructed from the calculations of Claudius Ptolemy, a geographer working in Alexandria circa A.D. The intake ports were given a minor port and polish. The earliest atlases were not called by that name at the time of their publication. The intake valves were reshaped with a thinner stem and crown that reduced weight and improved flow. .

Two extra counterweights on the crankshaft altered its vibration modes to enhance durability at high RPM. As well as geographic features and political boundaries, many often feature geopolitical, social, religious and economic statistics. Molybdenum-coated, high compression pistons and stronger-but-lighter connecting rods strengthened the reciprocating assembly. An atlas is a collection of maps, traditionally bound into book form, but also found in multimedia formats, such as on CD-ROM. 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. On the web: see below. The B18C5 Type R engine contained more key differences than just some manual assembly steps and an increased redline. Historical Atlas of China (China).

It had many exclusive features found on no other Integra. Atlante Internazionale del Touring Club Italiano (Italy). The Type R was the pinnacle of the Integra line. Gran Atlas Aguilar (Spain). Once again, the Type-R saw a limited release in the US. Stielers Handatlas (Germany). The GS-R edition received 5-spoke "blade" style wheels as a stylistic change. Andrees Allgemeiner Handatlas (Germany).

It also has all-red taillights and a revised rear bumper. Atlas Mira (Russia). The 1998 Integra had slightly larger headlights and a more aggressive front bumper. Pergamon World Atlas. 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. National Geographic Atlas of the World. 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. Times Atlas of the World, Comprehensive Edition.

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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