The Honda Integra (sold in some markets as Acura Integra) is a compact sport coupe made by Honda during the years 1985 to 2007. It is usually a two door front wheel drive car that is able to house four passengers with a four door variant available.
First generation (1986-1989)
AV, DA1-DA3
his vehicle debuted in Japan in 1985 as the Honda Quint Integra before going on sale a year later in North America as part of the then-new Acura lineup. Three and five-door hatchback and four-door saloon bodies were available, 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 5-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. Except for Britain, Honda did not offer the more powerful 1.6 DOHC fuel injection engine in Europe. Compared to the US, the European Integra was aimed down market and generally lacked equipment, with no trim levels (LX and EX) offering painted bumpers, central locking, power windows or air conditioning , eventhough a small number of full equiped Right Hand Trafic fuel injection Integras were sold in the Netherlands. The 5-door liftback model was also sold in Australia rebadged as the Rover 416i. Being designed as the succesor of the Honda Quint, the Integra is close related to the 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 hp DOHC fuel injected 16-valve engine was used in place of the SOHC unit from the CRX Si. Just like the Honda Prelude and the Honda Accord (Honda Accord Aerodeck in Europe) of that period, the Integra featured sleek sporty pop-up 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 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).
Rover 416i (Australia)
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 5-door Liftback was replaced by the Honda Concerto for the 1990 model year.
Second generation (1989–1993)
DA5-DA9, DB1-DB2
The 1990-1993 generation Honda Integra bears the code E-DA. This is the most important generation of models in Honda's history as this is where the legendary VTEC system was introduced. The very first VTEC engine was the 160PS version of the DOHC VTEC B16A. The first model to use this engine was the DA6 Honda Integra RSi/XSi, introduced by Honda in April 1989. Thus as the official Japanese Domestic Market(JDM) Honda factory manual for the DA6 states, the first VTEC engine in the world is a B16A bearing the serial number 1000001 and was used in an Integra RSi/XSi which bore the chassis serial 1000001.
There were two main 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. This top ranked 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.VTEC engagement starts at about 5,600RPM for theses motors,B16A,B17.
In 1991, the range received minor cosmetic changes. More significantly the B16A engine was enhanced to current generation specs increasing compression 10.4:1 and wider cam-profiles producing 170PS. The 1991 revision also saw the introduction of the first 1.8L engined Integra. The DOHC (non-VTEC) B18A was first used on the 1991-1993 Integra ESi producing 140PS (103KW) which came with an optional limited slip differential (LSD).
Third generation (1993–2001)
DB6-DB9, DC1-DC2, DC4 (1994–1997)
Honda debuted the third generation model in 1993 in Japan. Acura followed in 1994. It had an unusual four headlight front end design which was dubbed "bug eyes" by some enthusiasts. Standard power from the B18B engine increased to 142 hp (105.9 kW), and the GS-R received the B18C1 VTEC engine, equipped with a dual-stage intake manifold, ported exhaust manifold and a displacement increase (from the second generation integra) from 1.7 liters to 1.8 liters, bringing power up to 170 hp (126.8 kW). The bug eye model was known in Japan as Integra Si and it powered by a B18C engine with a power of 180Hp which later became the type R power lump.
Dealer installed options for the third generation Integra included: security system, alloy wheels, trunk mat, splash guards, fog lights, and CD changer.
DB6-DB9, DC1-DC2, DC4 (1998–2001)
In 1998, the USDM Integra underwent a mid-generation facelift. The changes included new front and rear bumpers with slightly modified headlights, red rear turn signals, and the deletion of the RS trim. The steering wheel now featured the Acura emblem rather than the word "Acura," and the sticker under the hot/cold lever on the climate control was changed slightly.
Beginning in 1998 with the deletion of the RS trim level, all Integras came equipped with alloy wheels. The LS trim was equipped with 14 inch alloy wheels, but could be upgraded to the more common 15 inch wheels. 1998 was also the first year in which the GS-R was equipped with wheels unavailable on any other trim level. USDM Integras from 1994-2001 also had the option of dealer installed optional alloy wheels.
Type R Trim Level (1997–2001 excluding 1999)
manual transmission. The interior had red stitching on the arm rest and shift knob for 1998, and after year 2000, faux carbon fiber for cup holders, climate control, cluster bezel, and the shifter plate. The Canadian market received a limited number of vehicles in the final year of production (2001) with the ultra rare red interior which composed of red front and rear seats.
The Type R's B18C6 (EDM/UKDM), B18C5 (USDM) engine was not merely a tuned version of the GS-R's B18C1. The Type-R's head is a re-worked PR-3 head, with better valves, camshafts, stiffer valve springs and a red valve cover. During production, the B16A head would get a green marker line to signify a 'Hand porting'. Molybdenum-coated, high compression pistons and stronger-but-lighter connecting rods strengthened the reciprocating assembly. Extra counter-weights were installed on the crankshaft which 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. 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 gases. A re-tuned engine computer also contributed to improved power output, which allowed the Type-R to accelerate from 0 to 60 mph (100 km/h) in 6.2 seconds (as opposed to the GS-R's 7.0).
The transmission gearing used was very similar to that of the Civic Si from 1999–2000, which featured closer gear ratios in second through fifth gears, in order to take advantage of the additional rev range. However, the Type R transmissions featured stronger synchros in all 5 gears. The North American version retained the same 4.4 final drive throughout the Type-R's production run, unlike the Japanese version, which in 1998 changed to a 4.785 final drive along with revised gearing (However the 4th and 5th gear in the 4.785 transmission was from the GSR transmission, which made the ratios for 4th and 5th on the 4.785 nearly identical to the 4th and 5th gear in the 4.4 tranny, resulting in easier cruising at higher speeds). Unlike the other model Integras with a open differential, The Type R came 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 sub-frame. The front strut tower bar was replaced with a stronger aluminum piece. Honda marketed a rear strut tower bar as a dealer accessory as well, but it required cutting of the damper mount access panels. Camber rigidity was improved at the rear by increasing wheel bearing span by 10 mm. This rigidity was further improved in 1998 when the smaller upper suspension link was changed from a stamped steel part to a fabricated part with a more rigid bushing. The Type-R's body also received a new functional rear spoiler, body-colored rocker panels and front lip, and 5-bolt hubs with special lightweight Type-R wheels. Under those wheels was a much larger set of disc 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 15 mm (0.6 in) reduction in ride height. The rear anti-roll bar diameter was initially increased to 22 mm (0.9 in) in diameter, and further enlarged to 23 mm in diameter in the 1998 JDM model. The front anti-roll bar sized at 24mm for USDM models and 25mm for the 1998 JDM models. 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. 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 optional in early models and nearly all the sound-dampening material was eliminated. This provided for a much noisier ride, but since the Type-R was marketed as a race car for the street, most owners didn't mind. The seats were also unique to the Type-R. For the U.S. market, the upholstery was done in Alcantara and mesh, with the bottom cushion made softer than the standard Integras to preserve comfort. The Japanese market cars used Recaro SRII seats—a slightly smaller variant of the Recaro SRD. This seat is actually heavier than the standard Integra seats.
Integra SJ (EK3)
he IntegraSJ (standing for "Sedan Joyful") was a rebadged Civic Ferio, with modified headlamps and grille similar to the Orthia's and slightly larger rear lights. 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 upmarket model name, 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.)
A total of 6,301,103 Integras were sold from 1994 to 2001.
Fourth generation (2002–2006)
The fourth generation Integra, produced from 2002 on, was renamed the Acura RSX for the United States, Canada and Hong Kong 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 still 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, and that 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.
References
http://en.wikipedia.org/wiki/Honda_Integra