• HOME
• 
• AUTO LISTINGS
• 
• FINANCE
• 
• NEWS
• 
• DIRECTORY
• 
• REVIEWS
• 
• FORUM
• 
• BLOG
• 

1994 - 2001 Acura Integra Pre-Owned

One of the most popular cars Acura has ever produced, the Integra was both long-standing and well respected. Born in1986 as the Japanese sport-luxury division's entry level car, the aggressively styled sporty coupe/sedan was quickly replaced with a new model in 1990. Sharing no parts with its predecessor, this new Integra was quickly welcomed for its aggressive and stylish looks and hearty performance. But by 1993 the angular door-wedge-like design of the second generation Integra was looking a little dated, and a redesign was due. When the new quad-headlight Integra debuted as a 1994 model, the world was duly impressed. With the same good looks, performance, and reliability of the outgoing model the motoring world couldn't wait to see what this new Integra offered.

And they weren't disappointed. Available in either two or four door versions, the Honda Civic-based Integra had a simple lineup consisting of three models at its introduction; all of which were available in both coupe and sedan models. Beginning at the low end, was the base RS model. Sporting a peppy 142 horsepower 1.8L dual overhead cam four-pot (actually the same engine as the previous generation despite a higher horsepower rating), the Integra's relatively light curb weight of only 2,529 pounds in coupe form meant even the lowly two-door RS was one zippy little car when fitted with the five-speed manual transmission. Saddling the Integra with the optional four-speed automatic killed most of the performance of this car, as the little four banger simply doesn't develop enough torque to make the automatic fun.

The larger sedan is much of the same, and it isn't its heavier curb weight (2,628 pounds) that makes it less exciting but rather its larger footprint. With a wheelbase that's about a couple of inches longer and an overall length that's approximately 6 inches longer than the coupe's 172.4 inches, the sedan simply feels bigger. It could be a subconscious thing (being aware of four as opposed to two doors), but the four door just doesn't shrink around you as you dive bomb your way through the smallest holes in traffic like the coupe does.

Inside the RS, the occupants didn't get much in the way of comforts, with no available sunroof, leather, or air conditioning. All RS models came with power windows, while the sedan also received power locks as standard, presumably due to the difficulty of locking all four doors from the passenger seat. Entertainment was limited to a cassette player, although a high theft rate means that most used Integra's have probably had their original deck stolen or vandalized, so shop around for one with an aftermarket CD player fitted (preferably with a removable faceplate!), or look for one of the post-1997 units with a factory standard in-dash CD

Inside, special race-inspired seats give a hint of the Type-R's aim and potential. (Photo: Acura of America)

player, although be aware that the same year saw the demise of all 4-door Integras, while 1999 saw the RS badge disappear from the Integra lineup altogether.


Stepping up from the basic RS model was the luxury LS. With the same big-hearted non-VTEC 1.8L DOHC motor as the RS, the LS possessed similar performance.A large part of that performance in both RS and LS models came from the suspension; a four wheel independent setup with double wishbones up front and disc brakes all around meant that any and all Integra's could hold the road well, and driving one is a confidence-inspiring event. Unfortunately, that great road feel is a double-edged sword: sure you can kill cones by the thousands at your local autocross course with one of these but you'll also be hesitant to drink any hot beverages while tooling down the road in one thanks to their overly-taut and firm suspension. It's a suspension formula that continues in Acura's performance-oriented cars to this day, and while it isn't totally uncomfortable, it also isn't conducive to long trips. The problem is more pronounced in the coupe versions, as its shorter wheelbase tends to cause the car to pitch and bounce more than the longer sedan.

Of course, opting for the more luxurious LS model can soothe some of those road-trip induced aches and pains with such amenities such as a sunroof (standard onlyon the coupe), air conditioning and power locks for both coupe and sedan. Most noteworthy is the LS' addition of ABS brakes to the already-competent four wheel discs found on all Integras. Even better still is the 1995 LS Special Edition; benefiting from some upper-echelon options like a leather interior and better performing 195/55R15 tires on alloy wheels. Also, a thicker sway bar minimizes body roll even more (not that any of the Integra's are known for heaving themselves around corners) while coupes even received a sporty little spoiler to set the back end off.

Which brings us to the third and most expensive normal-production Integra: the GS-R. Considered to be the most sporting normal Integra in the lineup, it was alsoone of the most popular trim levels produced. Costing only a few thousand dollars more than the mid level LS model, the GS-R had all the same luxuries as the LS model with even more exterior decorations. Special spoilers, alloy wheels, and a standard leather interior near the end of the Integra's lifespan (1999 to be exact) set the GS-R apart visually, while the real news was under the hood. Fitting the 1.8L DOHC engine with Honda's VTEC (first put into use on the company's now-defunct NSX supercar) upped output to a very respectable 170 horsepower with no loss in fuel mileage.

Available only in yellow, black and off-white, the Type-R is hard to miss. (Photo: Acura of America)

Rounding out the sporting image, the GS-R was available only with the five-speed manual transmission, that when combined with the higher horsepower engine made the GS-R the most fun of its siblings to drive. That of course makes it the most desirable regular production Integra to be had, and prices reflect that.


Butthere is one final Integra that shouldn't go unrecognized. The fastest and most respected Acura this side of the venerable NSX, the elusive limited-production Type-R is still highly regarded as one of the best affordable sports coupes on the market. Powered by a hand-built 1.8L engine that incorporated such trick parts as hand-polished ports, a forged steel crankshaft, oval intake and dual exhaust valve springs, thin-stem valves, and aluminum pistons with molybdenum-coated skirts. Additional oiling passages and a revised piston crown increased the engine's compression ratio from 10:1 to 10.6:1 (facilitating the use of premium gas as well) while a high lift/long overlap cam on the exhaust side mates up to the larger exhaust ports and freer-breathing exhaust manifold. Topped off with a crinkle-finish red valve cover, you've got one hell of a motor. Mate that high-rpm screamer (the peak of 195 horsepower arrives at a blistering 8,000 rpm) to the strengthened chassis of the Type-R (sporting additional bracing, a lower, stiffer suspension and a front strut-tower bar among other items) and you've got a car that is substantially different from any of its slower brethren. With a limited-slip differential, afew deleted options such as A/C, and nifty race-inspired kit like the much-sought after race-inspired seats, the Integra Type-R, or ITR as it has come to be known, is a visceral experience. It's far from quiet thanks to a larger exhaust system than the other Integras, and it isn't smooth riding, but it is incredibly well balanced, and guiding one around a racetrack is an exercise that few if any rival car can match for the price tag. Best of all, while an uncompromising sports coupe it is still a Honda product, and as such trots about town without complaint. A light clutch, easy steering and reliable drivetrain mean an ITR could be both weekend track weapon and daily driver.

So there you have it. From base RS sedan all the way to Type-R rocket, the Integra lineup managed to place an emphasis on its sporting ability while still offering enough models and options to satisfy plenty of buyers; and satisfy it did. A quick look through your local paper usually affords more than a few used Integras of various forms for sale, although while one can expect the more basic models to be pretty affordable, stepping up to the GS-R or Type-R can hit the wallet pretty hard. On the plus side though, no Integra is a bad buy as all models offer a high level of quality and excellent reliability, plus will undoubtedly serve their owner for years to come.

Specifications:

Page:  1

AUTOMOBILE REVIEWS BY MAKE

Acura  Audi   Bentley   BMW   Buick   Cadillac   Chevrolet   Chrysler   Daewoo   Dodge   Eagle   Ferrari   Ford   Geo   GMC   Honda   Hummer   Hyundai   Infiniti   Isuzu   Jaguar   Jeep   Kia   Lamborghini   Lexus   Lincoln   Lotus   Maserati   Mazda   Mercedes-Benz   Mercury   MINI   Mitsubishi   Nissan   Oldsmobile   Plymouth   Pontiac   Porsche   Saab   Saturn   Scion   Subaru   Suzuki   Toyota   Volkswagen   Volvo