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. Audi gave its models Type numbers in addition to the B platform codes:. The GS-R model was called out specifically in 1994 and 1995. The Audi RS2 was only made as an avant. The Integra was on Car and Driver magazine's annual Ten Best list six times, in 1987, 1988, and 1994 through 1997. Doing 0-100 km/h in just 5.4, it has a topspeed of 262 km/h. 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 RS2 is fitted with a simillar 2.2 litre turbocharged engine, this one pushes out 315 bhp.

NSX, TSX, MDX, etc). The S2 avant does it in 6,1 seconds and had a topspeed op 242 km/h. The new name conforms to Acura's new naming scheme for all cars in its line up (e.g. It will do 0-100 km/h in 6,0 seconds, stopping at a top speed of 246 km/h. The fourth generation Integra, produced from 2002 onwards, has been renamed the Acura RSX. The S2 is fitted with a 2.2 litre turbocharged engine wich pushes out 230 bhp. The Type R was a no-compromise sports car, and it showed the world what Honda was capable of. It was standard with Quattro all wheel drive and featured a heavy-duty manual transmission.

This provided for a much noisier ride, but since the Type-R was a racecar for the street, most owners didn't mind. Although it lacked the Porsche-developed components of the RS2, it was still quite powerful, having a similar turbocharged version of the 20-valve, 2.2 L I5 that powered the 1991–4 S4 and the 1995–6 S6. The air conditioning system was removed and nearly all the sound-dampening material was eliminated. Audi developed another sports version of the 80/90, this one based on the B3 and B4 platform called the S2. The interior was stripped down to reduce weight. The B4 platform 80/90 Avant was used between 1994 and 1995 as the basis for Audi's RS2 super-sports wagon, which was modified for them by Porsche. 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 B4 platform sedans and wagons were replaced by the Audi A4 for 1996.

The result was a chassis with very responsive, racetrack-ready handling that ably absorbed mid-corner bumps well. Both models were effectively replaced by the TT coupe and roadster, which as of November 2005 have been slated for replacement themselves. 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 Coupe was discontinued in 1996 in Europe, and the Cabriolet model in 1998. The rear anti-roll bar diameter was increased to 22 mm in diameter. 80-based Avant and Cabriolet models debuted on the B4 platform, meaning that Audi now had sedan, coupe, cabriolet and wagon variants of the 80 available to European customers, although the B4 platform coupe was never sold in the United States, as the last-generation coupe sold to North American customers was the B3 platform model, in 1990 and 1991. The springs and dampers were much stiffer, with a 10 mm reduction in ride height. European market cars were now available with a selection of 4-cylinder engines as well as the I5 and a V6, although the V6 was the only engine available in vehicles sold in North America.

All soft rubber bushings were replaced with much stiffer versions, as much as 5.3 times higher in durometer readings. Audi of America went the opposite direction, and began selling the sedan as the 90 and the coupe as the 90 Coupe. The Type R received very aggressive tuning in its suspension settings. In Europe, the 90 name was discontinued and all sedans were badged as 80, regardless of which engine they had. The tires were upgraded to Bridgestone RE010 "summer" tires. The B3 got a facelift in 1992, becoming the B4 series for the 1993 model year. Under those wheels was a much larger set of disk brakes front and back. The final B3 80s/90s were sold as 1992 models in North America.

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. However, the 20-valve engine option was dropped from American-spec 90s after the 1993 model year. Camber rigidity was improved at the rear by increasing wheel bearing span by 10 mm. A 20-valve version of the 2.2 L I5 engine became available in the 90 for the 1990 model year, increasing power output to 164 hp from the 130 hp of the base variant of the engine. The front strut tower bar was replaced with a stronger aluminum piece. The 2.2 L I5 was the only engine for North America. "Performance rods," chassis braces that were bolted in place, were added to the rear trunk wall and rear subframe. A range of new gasoline and diesel 4-cylinder engines became available to European customers and the 5-cylinder Audi 90 was introduced as an upmarket variant of the standard model.

The chassis received enhancements in the form of reinforcements to the rear wheel wells, roof rail, and other key areas. In addition, the 80 model name became the worldwide name for the car; it was sold as an "Audi 80" regardless of which country the vehicle was purchased in. The GS-R's open differential was replaced with a torque-sensing limited slip type. Audi again revised the 80 for the 1989 model year, this time on the B3 platform and introducing a new aerodynamic look and a galvanized bodyshell. The clutch disk has a slightly smaller swept area, for improved bite. The sedans were made until 1987 (as early 1988 models), but the Coupe lasted through 1988 (as an early 1989 model) before being changed. 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 B2 platform proved to be both quite versatile and quite profitable; Audi spun Quattro Coupe and Sport Quattro variants off of the B2 platform, which in the process helped to cement the company into the public eye after their four wheel drive Quattro system proved useful in various forms of racing.

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 body of the B2 Audi 80 was designed by Giorgetto Giugiaro. A retuned engine computer also contributed to improve power output. Audi continued to use the 80 nameplate in Europe, but began badging it as the 4000 in North America. 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. Audi redesigned the 80 on the B2 platform in 1978 (as a 1979 model) in Europe and in 1979 (as a 1980 model) in North America. That intake fed a short-runner intake manifold with a larger throttle body for better breathing. The B1 platform was dropped from the European market in 1978, although it was sold into the 1979 model year in North America.

Intake air was now drawn from inside the fender well, for a colder, denser charge. Audi sold a station wagon variant of the vehicle in some countries, although it was virtually identical to the European Passat wagon. Stiffer valve springs resisted float on more aggressive camshafts. It had a MacPherson strut front suspension and a dead rear axle supported by coil springs, trailing arms and a Panhard rod.1 The Fox had a 1.5 L engine rated at 75 hp attached to a 4-speed manual transmission.2. The intake ports were given a minor port and polish. The Audi 80 was first equipped with a SOHC I4 engine rated at 60 hp. The intake valves were reshaped with a thinner stem and crown that reduced weight and improved flow. It effectively took the place of several models that Audi had discontinued (the Audi 60/72/75/80/Super 90 series), and provided the company with a viable rival to the Opel Ascona and the Ford Taunus.

Two extra counterweights on the crankshaft altered its vibration modes to enhance durability at high RPM. The model debuted in Europe in 1972 as the 80 and in 1973 in the United States as the Fox, and was available as either a 2-door coupe or a 4-door sedan. Molybdenum-coated, high compression pistons and stronger-but-lighter connecting rods strengthened the reciprocating assembly. . 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 Audi 90 was an upmarket version of the Audi 80 sedan. The B18C5 Type R engine contained more key differences than just some manual assembly steps and an increased redline. In North America, the 80 was sold briefly as the Audi Fox and then as the Audi 4000.

It had many exclusive features found on no other Integra. It initially shared its platform with the Volkswagen Passat, and was available as a sedan, coupe and convertible, although the coupe and convertible models weren't badged as members of the range. The Type R was the pinnacle of the Integra line. The Audi 80 was an Audi automobile produced from 1972 to 1995. Once again, the Type-R saw a limited release in the US. B4 Type 8G: Audi Cabriolet (1991–2000). The GS-R edition received 5-spoke "blade" style wheels as a stylistic change. B4 Type 8C: Audi 80 (1992–1995).

It also has all-red taillights and a revised rear bumper. B3 Type 8B: Audi Coupé (1989–1996); Audi S2 (1991–1996). The 1998 Integra had slightly larger headlights and a more aggressive front bumper. B3 Type 89/8A: Audi 80/90 (1987–1992). 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. B2 Type 85: Audi Coupé (1985–1988); Audi Quattro (1981–1991); Audi Sport Quattro (1984–1987). 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. B2 Type 81: Audi 80 and 90 (1979–1987); Audi Coupé (1981–1984).

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. B1 Type 82/33: Audi 80 (1977–1978). 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. B1 Type 80: Audi 80 (1973–1976). 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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