|Also called||Acura Integra (1985-2001)
Acura RSX (2002-2006)
|Body and chassis|
|Layout||Front-engine, front-wheel drive|
|Successor||Acura EL (Canada - 4-door only) Acura ILX (North America)|
The Honda Integra (sold in some markets as Acura Integra) was a sports car, produced by Japanese automobile manufacturer Honda from 1985 to 2006. It succeeded the Honda Quint as the slightly larger derivative of the Civic and each generation of the Integra was derived from the contemporary generation of the Civic. Being more luxurious and sports-oriented than the Quint, the Integra was one of the launch models for Acura in 1986, along with the Legend. Throughout its life, the Integra was highly regarded for its handling and performance.
Car and Driver magazine named the Integra to its 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 list as the Acura RSX, in 2002 and 2003. The Integra Type-R (DC2) was named the "best front-wheel-drive drivers car ever" by Evo Magazine in 2006.
Series AV, DA1-DA3 (1985–1989)
|Series AV, DA1-DA3|
|Also called||Acura Integra
|Body and chassis|
|Body style||3-door liftback
|Engine||1.5 L EW5 (DA2)
1.6 L ZC(DA1 & DA3)
1.6 L D16A1 (DA1 & DA3)
|Wheelbase||3-door: 2,450 mm (96.5 in)
5-door: 2,520 mm (99.2 in)
4-door: 2,520 mm (99.2 in)
|Length||3-door: 4,285 mm (168.7 in)
5-door: 4,355 mm (171.5 in)
4-door: 4,380 mm (172.4 in)
|Width||1,665 mm (65.6 in)|
|Height||1,290 mm (50.8 in)|
This vehicle debuted in Japan in 1985 as the Honda Quint Integra, available only at Honda's Japanese dealership sales channel Honda Verno before going on sale a year later in North America as part of the then-new luxury Acura lineup. Three and five-door hatchback and four-door saloon bodies were available (only the hatchback versions were sold in the U.S.), with a 1.6 L DOHC 16-valve four-cylinder engine powering both. The engine was the vehicle's most publicized feature, as DOHC, multi-valve engines were not commonplace in entry-level models at the time. In most European countries, only the five-door liftback was offered, as a replacement for the unsuccessful Honda Quint. Typically for European Integras, only the 1.5-liter carburetor engine was available. The five-door liftback model was also sold in Australia rebadged as the Rover 416i. Except for Britain, Honda did not offer the more powerful 1.6 DOHC fuel injection engine (in the UK known as the Integra EX16) in Europe. The ZC engine was also shared with the Honda Concerto, which was sold at newly established Japanese dealership sales channel called Honda Clio, which sold luxury oriented products like the Honda Legend.
In Japan, while the VX- and RX-trimmed four-door (DA2) used the 1.5 L EW5 engine, all other model and trim combinations offered only the DOHC ZC engine, with a carburetor on GS, ZS, and LS trim packages, and PGM-FI on the top level GSi three- and five-door, and the RSi three-door trim package. Vehicles installed with a carburetor earned 15.4 km/L (44 mpg-imp; 36 mpg-US) in Japanese Government emissions tests and 115 PS (84.6 kW; 113.4 bhp), and 26 km/L (73 mpg-imp; 61 mpg-US) at consistent speeds above 60 km/h (37.3 mph). Vehicles with PGM-FI earned 14.4 km/L (41 mpg-imp; 34 mpg-US) in Japanese Government emissions tests with 135 PS (99.3 kW; 133.2 bhp), and 24.5 km/L (69 mpg-imp; 58 mpg-US) above 60 km/h (37.3 mph).
Compared to the US, the European Integra was aimed downmarket and generally lacked equipment, with no trim levels (LX and EX) offering painted bumpers, central locking, power windows or air conditioning, even though a small number of fully equipped, left-hand drive fuel-injected Integras were sold in the Netherlands. The Integra EX16 did offer a sunroof, painted bumpers, a rear spoiler and Hi-Fi stereo equipment, but neither electric windows, central locking nor air conditioning were available. This was considered as a drawback to its European competitors such as the Peugeot 309 1.6 injection and the Renault 11 Turbo, that all could be equipped with comprehensive, albeit expensive, equipment. The first Integra never became as popular in Europe as it did in the US, but was praised by most motor magazines for its styling and overall road performance. The styling reflected the popularity of Honda's performance coupe, the Honda Verno sports coupe companion Honda Prelude, with the Integra offering a coupe for added cargo accommodation, and a slightly smaller appearance to the larger Honda Vigor.
Being designed as the successor of the Honda Quint, the Integra is closely related to the Civic, although it featured a small list of key upgrades over its smaller stablemate to help merit a price increase over the CRX Si, which was otherwise the sportiest subcompact vehicle being offered by Honda Verno; 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-hp DOHC fuel-injected 16-valve engine was used in place of the SOHC unit from the CRX Si. Just like the Prelude and the Vigor of that period, the Integra featured sleek, sporty pop-up headlights, like its Japanese dealership Honda Verno stablemates, with the CRX adopting semi-concealed doors over the headlights. Nearly 228,000 units were sold during the four-year run of the first-generation model, most of them in the United States.
The first generation Acura Integras actually came with two different engines. Although they shared the same engine code (D16A1), there were a few differences. The engine differed in the years 1986 to 1987 and 1988 to 1989. The two engines are commonly called the "Browntop" and "Blacktop" due to the color of their valve covers. The "browntop" came in 1986 and 1987 Integras while the "blacktop" came in 1988 and 1989 models. The improvements in the "blacktop" engine included lighter rods, domed pistons for slightly higher compression, and an electric advance distributor (the "browntop" came with a vacuum advance distributor). The overall gain in performance was about 5 hp (3.7 kW) for 118 hp (88.0 kW).
The 1988 and 1989 Integras also got a minor facelift, featuring slightly reshaped indicator lights, an improved climate control system and an update of the instrument clocks. In Europe, the discontinued Integra five-door Liftback was replaced by the Honda Concerto for the 1990 model year.
This was the only generation to offer 3-, 4-, and 5-door models. Production of the 5-door hatchback ceased in 1988.
Series DA5-DA9, DB1-DB2 (1990–1993)
|Series DA5-DA9, DB1-DB2|
|Body and chassis|
|Body style||3-door liftback
4-door "B" Pillar hardtop sedan
Honda CRX Del Sol
|Engine||1.6 L ZC (DA5 & DA7)
1.6 L B16A (DA6 & DA8)
1.8 L B18A1 (DA9 & DB1)
1.7 L B17A1 (DB2)
|Wheelbase||Coupe: 2,550 mm (100.4 in)
Sedan: 2,600 mm (102.4 in)
|Length||Coupe: 4,390 mm (172.8 in)
Sedan: 4,485 mm (176.6 in)
|Width||1990: 1,712 mm (67.4 in)
1991–92: 1,715 mm (67.5 in)
(Japan only) 1,695 mm (66.7 in)
|Height||1990 Coupe: 1,325 mm (52.2 in)
1990 Sedan: 1,340 mm (52.8 in)
1991-92 Hatchback: 1,270 mm (50.0 in)
1991-93 Sedan: 1,285 mm (50.6 in)
|Curb weight||1,160–1,252 kg (2,557–2,760 lb)|
The second generation Integra was introduced in 1989 and in this generation, one of the first VTEC engine ever manufactured by Honda was installed in a JDM Integra DA series. The B16A engine is a 1.6-litre naturally aspirated engine with a specific power output of 160 PS (118 kW; 158 hp). VTEC engagement is at 4800 rpm on the B16A engine, redline for the XSi is 8200 rpm. All Japanese models remained exclusive to Honda Japanese dealership network called Honda Verno.
There were two variants of the top DOHC VTEC model, the RSi, and the XSi. The RSi was the base model without any options, while XSi was the fully optioned variant with climate control and optional sunroof and ABS. The XSi had a 0–100 km time of 7.2 seconds and completed a standing quarter mile in 15.1 seconds. This top spec DOHC VTEC model was complemented by more docile models that used dual-carburator or PGM-Fi versions of the versatile ZC engine but in the more compact SOHC configuration. Similarly there were base and full options variants of these SOHC engine Integras coded RX/RXi and ZX/ZXi respectively. All vehicles sold in Japan had their width dimensions slightly reduced so as to be in compliance with Japanese government regulations concerning exterior dimensions so that the car would be officially recognized as a "compact" and not incur yearly taxes for being wider.
According to Hondatuningmagazine.com Less than 5,000 units produced for both the U.S. and Canada, the 1992-93 Integra GS-R is considered by Honda enthusiasts to be a true classic. It was a standout amongst the influx of hot hatches and sport compacts that seemed to assault the U.S. market in 90s. In 1992-93 the Integra received minor cosmetic changes and updates. In the US a GS-R(DB2) model was added to the line up. It received a DOHC VTEC B17A1 engine with a slightly longer stroke then the B16A. The B16A engine received new intake manifold and cams and raised the VTEC engagement point (now 5500 rpm). The B17A1 engine found in the '92-93 GS-R model featured a 1.7L, DOHC VTEC powerplant that produced 160hp/117lbs-ft tq with an 8,000rpm redline and a VTEC crossover point of 5,500rpm. A rather conservative 9.7:1 compression ratio was employed and is typically increased by enthusiasts interested in harnessing more naturally aspirated power.
This generation saw the discontinuation of the 5-door hatchback, and the first availability of the 4-door sedan, outside Japan. The new hardtop bodystyle reflected a popular trend in Japan of offering an entry level sedan, such as the Civic-based platform the Integra used, in a reduced height four-door hardtop. The Integra sedan saw competition from the similarly sized Toyota Corolla Ceres, the Toyota Sprinter Marino, the Nissan Presea, and the Mazda Lantis. It should be noted that the sedan was only styled to look like a hardtop. The vehicle retained the B-pillar, while the doors were constructed without window frames. This styling carried over to the third generation sedan, and shared visual similarities to the Honda Verno larger companion, the Honda Vigor.
Series DB6-DB9, DC1-DC2, DC4 (1994–2001)
|Series DB6-DB9, DC1-DC2, DC4|
|Body and chassis|
|Body style||3-door liftback
4-door "B" Pillar hardtop sedan
all-wheel drive DB9 only
|Engine||1.6 L SOHC ZC (DB6, DB9 & DC1)
1.8L B18B (DB7 & DC4)
1.8 L B18C (DB8 & DC2)
|Transmission||5-speed close ratio manual
4-speed automatic (with 2400 rpm torque converter)
|Wheelbase||Coupe: 2,570 mm (101.2 in)
Sedan: 2,620 mm (103.1 in)
|Length||Coupe: 4,380 mm (172.4 in)
1994–2001 Sedan: 4,525 mm (178.1 in)
2000-01 GS-R Hatchback: 4,425 mm (174.2 in)
|Width||1,710 mm (67.3 in)
1998-99 Type-R Coupe: 1,695 mm (66.7 in)
|Height||1994-95 Hatchback: 1,290 mm (50.8 in)
1994-96 Sedan: 1,325 mm (52.2 in)
1996-99 Hatchback: 1,335 mm (52.6 in)
1996–2001 Sedan: 1,370 mm (53.9 in)
1998-99 Type-R: 1,320 mm (52.0 in)
|Curb weight||1,177 kg (2,595 lb)|
Honda debuted the third generation model in 1993 in Japan at Honda Verno locations. Acura followed in 1994. It had an unusual four headlight front end design which was dubbed "bug eyes" by some enthusiasts. Standard power (in Japan) from the B18B engine increased to 142 hp (105.9 kW). In the U.S., the B18B1 produced slightly less power due to a lower compression ratio (emissions related).The top model was known in Japan as "Si", and it was powered by a B18C engine with a power of 178 PS (131 kW; 176 hp) vtec . The bug eye headlights proved unpopular so the Integra was revised in 1996 with only minor cosmetic updates including elongated flat headlights and an optional bodykit, the top model was relabeled the Integra SiR.
Dealer installed options for the third generation Integra included: security system, alloy wheels, trunk mat, splash guards, fog lights, and CD changer.
USDM trim levels were as follows:
RS: Regular Sport. Available in both coupe and sedan. No sedan available in 1998. Model dropped in 1999. Equipped with the B18B1 DOHC engine putting out 140 HP and 127 ft-lbs. of torque. In 1997, power ratings dropped to 138HP and 124 ft-lbs. of torque due to U.S. emissions regulations. Standard features were a cassette player, rear window defroster, and tilt steering wheel. Cassette player replaced with CD player in 1997.
LS: Luxury Sport. Available in both coupe and sedan. From the RS, the LS adds air conditioning, power windows and door locks, cruise control, and a moonroof. In 1998, the LS became equipped with alloy wheels and in 2000 was given a leather wrapped steering wheel and shift knob.
SE: Special Edition. Available in both coupe and sedan starting from 1995. SE's are only found in 1995 and 1996 model years until they were changed to be named the GS in 1997. From the LS, it added leather seats, alloy wheels on all years, and a rear wing spoiler (optional).
GS: Grand Sport. Available in both coupe and sedan starting from 1997. Same standard features as the SE.
GS-R: Grand Sport Racing. Available in both coupe and sedan. Equipped with the B18C1 DOHC VTEC engine outputting 170HP and 128 ft-lbs. of torque. Same standard features as the GS minus the leather seats. However, leather seats ended up becoming a standard feature on the GS-R starting in 1999. No auto transmission available for this car.
DC2 Type R
In 1995 Honda introduced the Integra Type R to the Japanese domestic market. The JDM Type R had the minor change long headlights that remained only for the JDM models while the world market version had the pre-facelift double round lights.
The DC2 Type R came standard with a 200 PS (figure may vary in different countries, 195 hp USDM, 190 hp in Europe) factory-tuned variant of the B18C engine. Equipped with a close ratio 5-speed manual transmission and a Helical LSD, the DC2 Integra Type R had significantly improved performance and handling relative to the GS-R/Si/SiR-G Integra.
These were the result of extensive changes, including a strengthened chassis with extra spot welds and thicker metal around the rear shock towers and lower subframe, weight reduction (reduced sound insulation, 10% thinner windscreen, lighter wheels), more power, rev limiter set at 8500 RPM USDM (8600 RPM JDM, 8700 RPM UKDM), hand built engine featuring hand-polished and ported intake ports, high compression pistons, undercut valves and revised intake and exhaust systems, and suspension upgrades. The result was a capable sports coupe which was acclaimed by motoring journalists worldwide. Interestingly, there is only 33 lbs of net weight difference between the Integra Type R and the Integra GS-R, because the extra metal and cross bracing in the Type R almost negated most of the 98 lbs. of weight reductions. Although the JDM version was significantly lighter than the SiR (JDM ITR 96 - 97 delete could include: air bags, A/C, rear wiper, radio, center console, clock, P/S and ABS). The DC2 Type R was the only Type R ever sold in North America (With the Acura badge). For the European, Australian and New Zealand market the DC2 was sold as a Honda.
- Edmund's Insideline tested a 12-year-old stock Type-R: 0-60 in 6.8 seconds, 1/4 mile in 14.9 seconds @ 95.2.
- MotorTrend clocked the Type R at: 0-60 in 6.2 seconds, 1/4 mile in 14.8 @ 96.3.
- Sports Compact Car clocked the Type R at: 0-60 in 6.1 seconds, 1/4 mile in 14.5 @ 96 MPH
All American test cars had the optional A/C installed.
The JDM DC2 received significant upgrades in 1998 and is known as the '98 Spec R. Some of the main changes were a redesigned rear bumper, 16-inch wheel with 215/45R16 tires, 5-lug nut wheel hubs and bigger brakes. Gear ratios for the final drive were higher, making 1st to 3rd gears closer, while 4th and 5th were longer to maintain the '96 Spec cruising comfort. The engine power remained the same, but use of a new 4-1 long tube header brought torque lower down to 6200 rpm.
An interesting and little-publicized fact about the 1995–2001 DC2 Type R is that Honda lost money on every single vehicle sold, even though extra dealer markups sometimes made for excessive dealer profit. Honda produced the DC2 Type R for homologation purposes to meet FIA certification of the motor and the chassis changes to make the car more competitive in N-series and World Cup racing. The details required, hand tooling in early versions and finishing the product through the use of various small fabrication shops in Japan made for increased costs in manufacture that could not be made up in the list price of the vehicles. Honda (and Acura in the US) deemed the car important for the marque's image and important for the racing programmes of the era, and the parent company therefore accepted a financial net loss on each vehicle sold.
It has been acclaimed by motoring journalists world-wide, including Evo magazine, who named the Type R 'the greatest front-wheel-drive performance car ever.' and TheAutoChannel.com who also named it 'the best handling front-wheel drive car ever.'
all-wheel Drive Integra (DB9)
The third generation also saw the production of an all-wheel drive option. Available only in the four-door sedan, the ZXi4WD (93-95) and Xi4WD (95-00) had 1.6L SOHC ZC engines coupled to a version of Honda's Real Time AWD.
Integra SJ (EK3)
The Japanese: Integra SJ (standing for "Sedan Joyful") was a rebadged Civic Ferio, (a Honda Primo product) with modified headlamps and grille similar to the Orthia's and slightly larger rear lights. The Integra SJ was sold in Japan at Honda Verno dealerships. It originated from the Honda Domani another derivitave of this vehicle sold at Honda Clio locations. It was made from 1996 to 2001, and used the 1493 cc D15B engine. Honda's press material of the time indicated that the SJ was intended to provide a "formal sedan" for the Integra range; another reason may have been to sell Ferios using a more sporting model name at Honda Verno dealerships in Japan, as was the case with the Nissan Laurel Spirit. In Thailand, the Integra SJ was sold as the Isuzu Vertex, last passenger car ever for that market. (This followed Isuzu's practice of selling Honda models as Isuzus which started with the Gemini; while Honda also selling Isuzu's sport utility vehicles in Japan and North America, and pickup truck in Thailand.)
Series DC5 (2002–2006)
|Also called||Acura RSX|
|Body and chassis|
|Body style||2-door coupe|
|Engine||2.0 L K20A, K20A2 (02-04), K20A3, K20Z1 (05-06)|
|Wheelbase||2,570 mm (101.2 in)|
|Length||4,397 mm (173.1 in)|
|Width||1,724 mm (67.9 in)|
|Height||2002-04: 1,400 mm (55.1 in)
2005-06: 1,394 mm (54.9 in)
|Curb weight||2,790 lb (1,266 kg)|
(United States and Canada)
The fourth generation Integra was introduced in Japan on April 13, 2001 and produced from July 2001 to July 2006. For North America (United States and Canada), it was introduced as the Acura RSX in accordance with Acura's new alphabetical naming scheme. It also had an entirely new engine, the K-series. The Integra came in two models in the United States, the RSX base model, and the RSX-S boasting the K20A2 engine from 2002 to 2004, while the 2005 and 2006 RSX-S came with a K20Z1. The RSX was sold as a Honda Integra in Japan and Australia, markets where Acura did not exist.
In March 2006, Honda announced that the Integra would be discontinued in June after its final 300 cars were sold, due to the shrinkage of the coupe market. The reaction of the consumers towards the discontinuation, however, forced Honda to extend production until July 2006 and produce 150 more Integras. The Acura RSX was discontinued as well, as the RSX did not fit within the confines of Acura's re-structured market strategy. This left the Acura TSX as Acura's entry-level vehicle. Also, the introduction of the similarly powerful and less expensive 2006 model-year Honda Civic Si was there to fill in the gap left by the RSX.
The DC5 Type R (Japanese market only) comes standard with a K20A 220 hp (164 kW) 2.0 L DOHC i-VTEC four-cylinder engine. The "i" in i-VTEC stands for intelligent VTEC, which employs VTC (Variable Timing Control) to advance or retard the cam timing within a 50 degree range. The Integra Type R comes equipped with Recaro seats, four-piston Brembo front brakes, a close ratio six-speed manual transmission, a limited-slip differential, and a stiffer suspension.
The Integra and RSX have been popular in automobile racing. The SCCA World Challenge has used the Integra/RSX for many years in its GT groups. Several cars were entered into the 2009 British Touring Car Championship season, and won the 2003 Asian Touring Car Series.
- Siler, Wes. "The Honda Integra is back... as a scooter?!". Jalopnik. Retrieved 17 May 2012.
- Japanese sales brochure for the Integra
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