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. See also: electronic amplifier, low noise amplifier, preamplifier, satellite in-line amplifier. The GS-R model was called out specifically in 1994 and 1995. Optical amplifiers amplify light, through the process of stimulated emission. The Integra was on Car and Driver magazine's annual Ten Best list six times, in 1987, 1988, and 1994 through 1997. An Amplidyne or Rototrol is a rotating machine like an electrical generator that provides amplification of electrical signals by conversion of mechanical energy to electrical energy. 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 bandwidth of magnetic amplifiers extends to the tens of kilohertz.

NSX, TSX, MDX, etc). It is a non-electronic electrical amplifier with no moving parts. The new name conforms to Acura's new naming scheme for all cars in its line up (e.g. A magnetic amplifier is a transformer-like device that makes use of the saturation of magnetic materials to produce amplification. The fourth generation Integra, produced from 2002 onwards, has been renamed the Acura RSX. The carbon microphone was extremely important in early telecommunications until other types of amplifiers were available. The Type R was a no-compromise sports car, and it showed the world what Honda was capable of. By channeling a large electric current through the compressed carbon granules in the microphone, a small sound signal could produce a much larger electric signal.

This provided for a much noisier ride, but since the Type-R was a racecar for the street, most owners didn't mind. One of the first devices to amplify signals was the carbon microphone. The air conditioning system was removed and nearly all the sound-dampening material was eliminated. An audio amplifier is usually used to amplify signals such as music or speech. The interior was stripped down to reduce weight. See main page: instrument amplifier. 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. An operational amplifier is a solid state integrated circuit amplifier which employs external feedback for control of its transfer function or gain.

The result was a chassis with very responsive, racetrack-ready handling that ably absorbed mid-corner bumps well. The amount of magnification (the "forward gain") is determined by the external circuit design as well as the active device. 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 essential role of this active element is to magnify an input signal to yield a significantly larger output signal. The rear anti-roll bar diameter was increased to 22 mm in diameter. Most common active devices in transistor amplifiers are bipolar junction transistors (BJTs); metal oxide semiconductor field-effect transistors (MOSFETs) are also used. The springs and dampers were much stiffer, with a 10 mm reduction in ride height. In the earlier years of audio, vacuum tubes filled the active device role.

All soft rubber bushings were replaced with much stiffer versions, as much as 5.3 times higher in durometer readings. Some claim this sound has more to do with the circuit topology and circuit design of the amplifier, than to the use of valves rather than transistors as the active gain devices. The Type R received very aggressive tuning in its suspension settings. Valve amplifiers are widely, but not always correctly, associated with the valve sound. The tires were upgraded to Bridgestone RE010 "summer" tires. Today most sound systems use transistor amplifiers for economic reasons, but valve amplifiers remain popular for guitar amplification, for "high end" hi-fi systems and analog production and replay equipment in recording studios. Under those wheels was a much larger set of disk brakes front and back. The signal is restored to almost sinusoidal shape by the tuned circuit.

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. RF tuned amplifiers are usually Class C which means that they amplify less than 180° of the input signal. Camber rigidity was improved at the rear by increasing wheel bearing span by 10 mm. These classes are usually used in efficient low frequency amplifiers (such as audio and hi-fi) owing to their relatively high efficiency. The front strut tower bar was replaced with a stronger aluminum piece. Class AB and class B are essentially the same, transmitting about 180deg of the input signal to the output with each device. "Performance rods," chassis braces that were bolted in place, were added to the rear trunk wall and rear subframe. Where efficiency is not a consideration, most small signal linear amplifiers are designed as class A which means that one active device amplifies all portions (360deg) of the input signal.

The chassis received enhancements in the form of reinforcements to the rear wheel wells, roof rail, and other key areas. All amplifiers can be classified by the angle of flow of the input signal through the amplifying device; see electronic amplifier. The GS-R's open differential was replaced with a torque-sensing limited slip type. Its critical components are active devices, such as vacuum tubes or transistors. The clutch disk has a slightly smaller swept area, for improved bite. The most common type of amplifier is the electronic amplifier, commonly used in radio and television transmitters and receivers, high-fidelity ("hi-fi") stereo equipment, microcomputers and other electronic digital equipment, and guitar and other instrument amplifiers. 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. There are numerous types of electronic amplifier depending upon the application.

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. Note that more efficient amps run much cooler, and often do not need any fans even in multi-kilowatt designs. A retuned engine computer also contributed to improve power output. The efficiency of the amplifier limits the amount of total power output that is usefully available. 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. Commercially available class D amplifiers have reported efficiencies as high as 97%. That intake fed a short-runner intake manifold with a larger throttle body for better breathing. Modern Class AB amps are commonly between 35–55% efficient with a theoretical maximum of 78.5%.

Intake air was now drawn from inside the fender well, for a colder, denser charge. How much of the input power is usefully applied to the amplifier's output? Class A amplifiers are very inefficient, in the range of 10–20% with a max efficiency of 25%. Stiffer valve springs resisted float on more aggressive camshafts. It is measured in either decibels or the peak output voltage produced by the amp when no signal is applied. The intake ports were given a minor port and polish. How much noise is introduced by the amplification process? This is an undesirable thing that is the inevitable result of the electronics devices and components. The intake valves were reshaped with a thinner stem and crown that reduced weight and improved flow. The total harmonic distortion (THD) is the sum of these components relative to the signal.

Two extra counterweights on the crankshaft altered its vibration modes to enhance durability at high RPM. These are the harmonics. Molybdenum-coated, high compression pistons and stronger-but-lighter connecting rods strengthened the reciprocating assembly. You will sometimes see humps at even intervals along the graph at even multiples of that base signal. 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. The largest signal on your analyzer should be the input signal at 1 kHz. The B18C5 Type R engine contained more key differences than just some manual assembly steps and an increased redline. Typically a sinusoidal signal of 1 kHz is used.

It had many exclusive features found on no other Integra. Then a pure tone is applied to the amplifier input. The Type R was the pinnacle of the Integra line. The amplifier output is connected to a spectrum analyzer, (a device which graphs frequency against amplitude). Once again, the Type-R saw a limited release in the US. Harmonic distortion is fairly easy to measure. The GS-R edition received 5-spoke "blade" style wheels as a stylistic change. This distortion comes in several forms including harmonic distortion and intermodulation distortion.

It also has all-red taillights and a revised rear bumper. The properties of amplifier circuits distort the signal. The 1998 Integra had slightly larger headlights and a more aggressive front bumper. This is the maximum rate of change of output variable, usually quotes in volts per second (or microsecond). 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. Specified in high accuracy measurement systems. 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. Time taken for output to settle to within a certain percentage of the final value say 0.1%.

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. where BW is in Hz and Tr is in seconds. 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. Tr = BW/0.35. 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. For a Gaussian response system (or a simple RC roll off), the rise time is given by :. Acura debuted the third generation model in 1994, now based on the all-new Civic chassis that had been introduced in '92. The rise time of an amplifier is the time taken for the out put to change from 10% to 90% of its final level when driven by a step input.

Every Integra made since then has had the "A" badges. As an example, a good audio amplifier will have a −3 dB BW from around twenty hertz to about twenty kilohertz (the range of normal human hearing). 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. Bandwidths for other response tolerances are sometimes quoted (−1 dB, −6 dB etc. 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. This is therefore also known as the −3 dB BW. Prior to the 1991 model year, Acura had made a minor point of the supposed understated elegance of minimal exterior badging. The bandwidth BW of an amplifier is usually defined as the difference between the lower and upper half power points.

This generation also saw Acura make a bit of a marketing shift. Since the lowest useful level is limited by output noise, this is quoted as the amplifier dynamic range. Canada and the rest of the world got regular seat belts. This is the range usually quoted in dB between the lowest useful; output and the largest useful output level. Motorized "passive" seat belts were used instead. Mathematically speaking, the gain is equal to the output level divided by the input level. The second generation was the last Integra to be sold without airbags in the United States. This is usually measured in decibels (dB).

Honda had already used the vtec system in the b16a engines in the late 80s which are a predacessor to the b17 engine. How much an amplifier increases the signal level is called the gain. 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. Most amplifiers can be characterised by a number of parameters. 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. The relationship of the input to the output of an amplifier — usually expressed as a function of the input frequency — is called the transfer function of the amplifier, and the magnitude of the transfer function is termed the gain.

Trim levels for 1990 and 1991 included the RS (base model), LS, and GS. An amplifier can be considered to be any device that uses a small amount of energy to control a larger amount, although the term today usually refers to an electronic amplifier. 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. Another type of amplifier is the fluidic amplifier, based on the fluidic triode. 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. Relays can be included under the above definition of amplifiers, although their transfer function is not linear (that is, they are either open or closed). 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. There are also mechanical amplifiers, such as the automotive servo used in braking.

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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