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Up to Honda Integra
First Generation 1985-1989
The Acura Integra was introduced to North America in 1986 one year later than its release as the Honda Integra in Japan. It was available in either a 3 door or 5 door body style or a four-door sedan. A 1.6 litre DOHC 16v engine was standard, which was revolutionary technology for a car in its class at the time.
The Acura Integra was cutting edge at its time, but it had a solid rear axle with trailing arms, and a torsion bar with struts front suspension. Although being based on the lesser civic platform, the Integra had a few minor upgrades. It had larger disc brakes up front then the civic, and disc brakes in the back instead of the Civic's drums. Its 113 hp DOHC Fuel injected 16-valve engine is weak by today's standards but it was quite powerful compared to the cars of its time. The 2nd best engine Honda had was the SOHC 16 valve Fuel-injected four in the CRX Si, and it only made 90 hp. This new engine could effortlessly rev up to its 7,000 Rpm redline, but was cursed with not very much low-end torque. The first generation Integra was a no compromise sports car with quick responsive handling. It could accelerate from 0-60 mph in 9.5 sec. and had a 16 sec quarter mile time. After five years of production, the first generation was retired.
- 227,966 units sold from 1986-1989.
Second Generation 1990-1993
 1992 Acura Integra (Front Bumper Change) In 1990 the second-generation Integra was released. All the 2nd generation Integras came with a new 1.8 litre DOHC engine. The five-door hatchback was discontinued, while the sedan and three-door hatchback continued to be available. In 1992 Honda's VTEC system was introduced in a 1.7 litre engine in the GS-R model. The standard engine produced 130 hp (up to 140 hp for 1992-1993) and the VTEC GS-R engine produced 160 hp.
The second generation Integra was the first Honda car to receive the amazing B-series engine. This engine produced 130 hp at 6,000 RPM and 121 lb-ft of torque at 5,000 RPM. With a red-line of 6,750 Rpm the B18A was a real screamer of an engine and rewarded the driver who pushed it hard. In 1992 the engine received a new ECU and some other minor changes, which raised the power to 140 hp at 6,000 Rpm. Also in 1992 the first GS-R model was released to North America. The Integra was second for the VTEC engine treatment. The first North American model to get it was the exotic NSX in 1991. This new engine, the B17A, displaced 1.7 litres and produced 160 hp at 7,500 Rpm. Its torque peak was 117 lb-ft at 7,000 but 100 lb-ft was available at only 2,500 Rpm. The B17A also had a screaming 8,000 Rpm red line that was only a hint of what was yet to come.
There were four different trim levels for the second generation Integra, RS, LS, GS and GS-R. The first three all received the B18A and the GS-R received the rare B17A Engine. New this year was the GS trim level. This had many more luxury features then the other trim levels and added to Acura's reputation as a luxury car manufacturer. The Integra went through a slight update in 1992 with a new front bumper and a more powerful engine. Also the steering wheel was changed and the taillights now had an amber section insted of the red and white of the 1990-1991.
The second generation Integra was just as fast as the old Integra, but it felt slower. In going to a more refined chassis with fully independent suspension the Integra lost some of its edgy character. The second generation integra had a smoother, more luxuroius ride then its predecessor.
- 262,285 Units sold from 1990-1993
Third Generation 1994-1997
In 1994, a completely new third generation was introduced. It was based off the newer 1992 civic chassis and was the first and last Integra to have the double wishbone suspension at all four corners. This generation was available in various trim packages including the LS, GS, GS-R and the end-all Type R.
The third generation Integra produced quite a stir with its new headlights and body-work. At first there was some controversy over the styling, but soon it settled down. The third generation Integra soon became the most recognizable Integra ever. When "Integra" was mentioned, the third generation was what came to mind.
The B18A engine received some revisions and became the B18B, its power figures went up slightly. The RS, LS, and GS Integras now made 142 hp at 6300 rpm and 127 lb/ft of torque at 5200 rpm. All three have a compression ratio of 9.2:1. The GS-R's engine was also changed. Its displacement was increased to 1.8 litres and it produced 170 hp at 7600 rpm and 128 lb/ft of torque at 6200 rpm. Its compression ratio was 10.0:1. This power increase was assisted by a new variable geometry intake manifold.
The Type R was added to the line in 1997 and it was a limited production factory racer, making 195 hp at 8000 rpm and 130 lb/ft of torque at 7000 rpm from its hand-built engine. It had an 8,400 RPM redline and VTEC switch-over at 5,700 RPM. It was an incredible engine. Making more specific power than the Ferrari F355, it was one of the most advanced engines available at any price. It also had the highest compression at 10.6:1.
A 1994-1997 Integra can be differentiated from the 1998-2001 by its more tame front bumper and its red and amber taillights.
The B-Series engine once again powered the whole Integra line. The RS, LS, and GS were powered by the B18B. The GS-R received the VTEC B18C and the Type R uses the B18C5.
Type R
 1998 Acura Integra 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 stregthened 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 agressive 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 exhaust collector with more gentle angles and a retuned engine computer also contributed to improve power output.
The transmission was upgraded with lower and closer gear ratios in 2nd through 5th gears, in order to take advantage of the additional rev range. The U.S. 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 10mm. 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.
Suspension tuning was one of the areas in which the Type R was most aggressive. 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 10mm reduction in ride height. The rear anti-roll bar diameter was increased to 22mm in diameter. The front anti-roll bar stayed 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 nosier 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.
- 301,102 Units sold from 1994-2001
Third Generation 1998-2001
Everyone was hoping for a new Integra in 1998, but Acura didn't give them one. Instead, the third-generation model was facelifted slightly and rereleased. The 1998 Integra has slightly larger headlights and a more aggressive front bumper. It also has all-red taillights and a revised rear bumper. The GS-R edition got the "blade" style wheels (see image on side) as a stylistic change.
Once again, the Type-R saw a limited release in the US.
Fourth Generation 2002-present
The fourth generation Integra, produced from 2002 onwards, is called the Acura RSX.
It once again is an attempt by Acura to move more upscale and is a much more luxurious than the previous generation. It also has an entirely new engine, the K-series.
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
External links
Canada
Acura of Canada (http://www.acura.ca/)
USA
Acura (http://www.acura.com/)
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