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 new Audi A6 (the sixth-generation) has been drawn by Italian Walter Dà Silva. The GS-R model was called out specifically in 1994 and 1995. The updated 2005 A6 won the World Car of the Year award for 2005. The Integra was on Car and Driver magazine's annual Ten Best list six times, in 1987, 1988, and 1994 through 1997. The A6 was on Car and Driver magazine's Ten Best list for 2000 and 2001. 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 C6 design was available with the following engines:.

NSX, TSX, MDX, etc). It is powered by a Lamborghini-derived V10. The new name conforms to Acura's new naming scheme for all cars in its line up (e.g. The sporting S6 was introduced in the Frankfurt Motor Show, with sales beginning in early 2006. The fourth generation Integra, produced from 2002 onwards, has been renamed the Acura RSX. The Allroad model is slated to make its debut during 2006. The Type R was a no-compromise sports car, and it showed the world what Honda was capable of. The Avant arrived during the course of 2005, while in China, a longer version was introduced in the same year, named A6 L (the A8 is not sold in this country).

This provided for a much noisier ride, but since the Type-R was a racecar for the street, most owners didn't mind. Like the previous model, the A6 is available with other body options. The air conditioning system was removed and nearly all the sound-dampening material was eliminated. Quattro four wheel drive is available in most of the lineup, and standard in the most powerful models. The interior was stripped down to reduce weight. The Multitronic automatic transmission continues as an alternative alongside a new 6-speed Tiptronic gearbox available in the high end models. 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. Although the line of engines represents the same progression as the former model, all engines were new.

The result was a chassis with very responsive, racetrack-ready handling that ably absorbed mid-corner bumps well. On the engine side the new FSI direct injection technology was introduced for the first time outside the race track. 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. Most notably is the MMI (Multi Media Interface) which is an optional system controlling radio, satellite navigation, climate control and (when available) suspension settings through a central screen interface. The rear anti-roll bar diameter was increased to 22 mm in diameter. The new model is a larger car (492 cm) with more sophisticated technology. The springs and dampers were much stiffer, with a 10 mm reduction in ride height. The new A6 (C6-design) came in 2004.

All soft rubber bushings were replaced with much stiffer versions, as much as 5.3 times higher in durometer readings. The C5 design was available with the following engines:. The Type R received very aggressive tuning in its suspension settings. This model saw the end of the C5 design which was replaced in 2004 by a new model. The tires were upgraded to Bridgestone RE010 "summer" tires. Producing a staggering 450 PS (331 kW) and 560 Nm (413 ft.lbf), it propels the A6 from 0-100 km/h in 4.7 sec and on to 200 km/h in under 18 seconds. Under those wheels was a much larger set of disk brakes front and back. In the late years of the A6 C5 design, a monstrous Audi RS6 model was presented.

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. A four wheel drive version of the estate with raised ground clearance and slightly altered styling was sold as the Audi Allroad Quattro, Audi's first crossover SUV. Camber rigidity was improved at the rear by increasing wheel bearing span by 10 mm. All models, except the 2.0 petrol and 1.9 TDI, were available with Audi's four wheel drive system, quattro. The front strut tower bar was replaced with a stronger aluminum piece. Also new was the revolutionary Multitronic drive by wire continuously variable transmission, available in most front wheel drive models in the lineup. "Performance rods," chassis braces that were bolted in place, were added to the rear trunk wall and rear subframe. A new more powerful V6 diesel was also introduced presenting 180 bhp and 370 nm.

The chassis received enhancements in the form of reinforcements to the rear wheel wells, roof rail, and other key areas. The V6 Diesel was also slightly modified resulting in 163 PS (120 kW) (after the second modification) and 350 Nm (258 ft.lbf). The GS-R's open differential was replaced with a torque-sensing limited slip type. The turbocharged 2.7 L was given a tweak on the turbo resulting in 250 PS (184 kW) and 330 Nm (244 ft.lbf), controlled by standard quattro. The clutch disk has a slightly smaller swept area, for improved bite. The 2.4's power was slightly upgraded and the 2.8 V6 was replaced by a 3.0 L engine boosting 220 PS (162 kW). 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 1.9 L TDI was tweaked into producing a maximum of 130 PS (96 kW) and 310 Nm (228 ft.lbf), receiving a 6-speed gearbox in the process.

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 1.8 L engine was removed and replaced by a 2.0 L powerplant with 130 PS (96 kW). A retuned engine computer also contributed to improve power output. In 2000 the A6 received a facelift which saw little change in the design of the car but presented a few notable changes in terms of engines. 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. The Avant body arrived in 1998. That intake fed a short-runner intake manifold with a larger throttle body for better breathing. As an alternative to the manual transmission, a 5-speed Tiptronic automatic transmission was also available.

Intake air was now drawn from inside the fender well, for a colder, denser charge. The crisp 30-valve 2.4 and 2.8 V6 engines represented the bulk of the A6's development programme, but the resilient 2.5 V6 TDI and the powerful all-new Audi S6 were the flagships. Stiffer valve springs resisted float on more aggressive camshafts. The new A6 presented itself with a wide range of engines and configurations. The intake ports were given a minor port and polish. With the introduction of an ambitious new design (C5) and a new pack of engines, the A6 moved up a notch and was positioned alongside the hegemonious BMW 5-Series and the solid Mercedes E-class. The intake valves were reshaped with a thinner stem and crown that reduced weight and improved flow. In 1997 the scene changed strikingly for the A6.

Two extra counterweights on the crankshaft altered its vibration modes to enhance durability at high RPM. The C4 design was available with the following engines:. Molybdenum-coated, high compression pistons and stronger-but-lighter connecting rods strengthened the reciprocating assembly. Like the 100, the A6 was available with. 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 exterior was largely left unchanged from the C4 100 as well as the engines; up until 1997 the A6 came with several different engines, two of them Diesel, and most of them available with Audi's quattro four wheel drive system. The B18C5 Type R engine contained more key differences than just some manual assembly steps and an increased redline. In 1994 the last version (C4) of the Audi 100 was facelifted and re-badged as the A6, to fit in with Audi's new naming policy (as the A8 had just been introduced).

It had many exclusive features found on no other Integra. . The Type R was the pinnacle of the Integra line. Its primary competitors are the Mercedes-Benz E-Class, BMW 5-Series, Alfa Romeo 166, Jaguar S-Type, Lexus GS and Volvo S80. Once again, the Type-R saw a limited release in the US. The second generation A6 was also used as the basis for the Allroad. The GS-R edition received 5-spoke "blade" style wheels as a stylistic change. It is available in two bodywork configurations, the sedan and the station wagon (Avant).

It also has all-red taillights and a revised rear bumper. The Audi A6 is an executive luxury car produced by Audi. 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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