Honda Integra

Manufacturer	Honda
Also called	Acura Integra Acura RSX
Production	1985–2006
Assembly	Suzuka, Japan
Predecessor	Honda Quint
Class	Compact
Layout	Front-engine, front-wheel drive

The Honda Integra (sold in some markets as Acura Integra) is a compact luxury performance coupe made by Honda during the years 1985 to 2006. The sporty front wheel drive car is able to house five passengers with a two door hatch or four door sedan available.
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 list as the Acura RSX, for 2002 and 2003. The Integra Type-R (DC2) was named as the 'best front-wheel-drive drivers car ever' by Evo Magazine in 2006 and has a pedigree descended from Honda Formula 1 cars.

Contents  [hide]  1 First generation (1986-1989) 1.1 AV, DA1-DA3 2 Second generation (1990–1993) 2.1 DA5-DA9, DB1-DB2 3 Third generation (1994–2001) 3.1 DB6-DB9, DC1-DC2, DC4 3.2 Type R Trim Level (1995–2000) 3.3 Integra SJ (EK3) 4 Fourth generation (2002–2006) 5 Motorsport 6 External links

[edit] First generation (1986-1989)

[edit] AV, DA1-DA3

First generation

Production	1986–1989
Body style	3-door hatchback 5-door hatchback 4-door sedan
Engine	1.5 L EW 1.6 L ZC
Transmission	5-speed manual 4-speed automatic
Wheelbase	3-door: 2,450 mm (96.5 in) 5-door: 2,520 mm (99.2 in)
Length	3-door: 4,285 mm (168.7 in) 5-door4,355 mm (171.5 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 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, 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 the UK known as the Integra EX16) in Europe. 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 Prelude, with the Integra offering a hatchback for added cargo accomodation.

Honda Integra 5-door

Rover 416i (Australia)

The 6-door liftback model was also sold in Australia rebadged as the Rover 416i. 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 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).
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.

[edit] Second generation (1990–1993)

Second generation

Production	1989–1992
Body style	3-door hatchback 4-door sedan
Engine	1.6 L ZC 1.6 L B16A 1.7 L B17A1 1.8 L B18A1 1.8 L B18B
Transmission	5-speed manual 4-speed automatic
Wheelbase	Hatchback: 2,550 mm (100.4 in) Sedan: 2,600 mm (102.4 in)
Length	Hatchback: 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)
Height	1990 Hatchback: 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)
Related	Honda Civic Honda CR-X Honda CRX Del Sol Rover 400

[edit] DA5-DA9, DB1-DB2

Honda Integra bears the code E-DA. This is the most important generation of models in Honda's history as this is where the 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. 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.
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. The XSi had a 0–100 km time of 7.2 seconds and completed a standing quarter mile in 15.1 seconds. 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.

1990 Acura Integra sedan (US)

In 1992 the range received minor cosmetic changes, the B16A engine received minor updates too with a new intake manifold and raised VTEC engagement point, now 5600 rpm increasing peak horsepower to 170 PS (125 kW; 168 hp) . 1991 saw the introduction of the first 1.8L engined Integra, the DOHC (non-VTEC) B18A used on the Integra ESi produced 140 PS (103 kW; 138 hp) and came with an optional limited slip differential (LSD).
Another addition to the 1991 version was the automatic retractable shoulder belt system, which slide around the door window opening. The shoulder belt system wasn't enough to satisfy safety engineers, so a manual lap belt was added. Also, this year's version had a frameless door window. These revisions for the US market had been standard on all Japanese models since 1989.

[edit] Third generation (1994–2001)

Third generation

Production	1993–2001
Body style	3-door hatchback 4-door sedan
Engine	1.6L ZC 1.8L B18B, B18B1 1.8L B18C
Transmission	5-speed close ratio manual 4-speed automatic (with 2000 rpm torque converter)
Wheelbase	Hatchback: 2,570 mm (101.2 in) Sedan: 2,620 mm (103.1 in)
Length	Hatchback: 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 Hatchback: 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	2,643 lb (1,199 kg)

[edit] DB6-DB9, DC1-DC2, DC4

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).The top model was known in Japan as Integra Si, and it was powered by a B18C engine with a power of 178 PS (131 kW; 176 hp) . 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 Si-RG.
Dealer installed options for the third generation Integra included: security system, alloy wheels, trunk mat, splash guards, fog lights, and CD changer.

[edit] Type R Trim Level (1995–2000)

The Type R was the pinnacle of the Integra line. It had many exclusive features not found on any other Integra. This trim of the Integra only came with a 5 speed manual transmission. The interior had red stitching and Recaro seats, a B18C engine outputting 200 PS (147 kW; 197 hp) , upgraded suspension and lightweight 15 inch rims. In 1998 the Type R got a facelift receiving a new exhaust manifold, carbon sparkplug cover, longer final drive ratio, 16 inch rims, HID headlights, a revised rear bumper and uprated brakes. The integra received much accolade in Japan during the late 90's regularly defeating the top Japanese sports cars of the day around the tight Japanese circuits. The '96 and '98 spec DC2 Type R was considered the best handling mass produced front wheel drive car ever made, a title it has since lost to the newer model DC5 Integra Type R.

The Type R's B18C5 engine was not merely a tuned version of the GS-R's B18C. 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 6.1 seconds (as opposed to the GS-R's 7.0).

1996–2001 Honda Integra hatchback (Japan; facelift)

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.^{[citation needed]} The North American version retained the same 4.4 final drive throughout the Type-R's production run. The Japanese version changed to a 4.785 final drive in 1998 along with revised gearing, but maintained the 4th and 5th gears from the GSR transmission for 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 (0.4 in). 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.

Third generation Honda Integra GSi (Australia)

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 (0.9 in) in diameter in the 1998 JDM model. The front anti-roll bar sized at 24 mm (0.9 in) for USDM models and 25 mm (1.0 in) 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. The s80 transmission on the type r was the same as the gsi integra except the helical lsd, ratios were all the same except for the final drive.

1998–2001 Honda Integra sedan (Japan)

[edit] Integra SJ (EK3)

The 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.)

[edit] Fourth generation (2002–2006)

Fourth generation (DC5)

Also called	Acura RSX
Production	2002–2006
Body style	3-door hatchback
Engine	2.0L K20A, K20A2 (02-04), K20A3, K20Z1 (05-06)
Transmission	3-speed(VTEC) manual 6-speed manual 5-speed automatic
Wheelbase	2-door: 2,350 mm (92.5 in)
Length	2-door: 172.2 in (4374 mm)
Width	67.9 in (1725 mm)
Height	2002-04: 55.1 in (1400 mm) 2005-06: 54.9 in (1394 mm)

Main article: Honda Integra DC5

The fourth generation Integra was produced from 2002 to 2006. Renamed the Acura RSX for the United States and Canada 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.
The DC5 Type R (Japanese market only) comes standard with a K20A 220 hp (164 kW) 2.0 L DOHC i-VTEC 4 cylinder engine. The "i" in i-VTEC stands for intelligent VTEC, which employs VTC (Variable Timing Control) to advance or retard the timing up to 50 degrees. The Integra Type R comes equipped with Recaro seats, 4-piston Brembo front brakes, a close ratio 6-speed manual transmission, a limited-slip differential, and a stiffer suspension.

[edit] Motorsport

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.