Acura Integra
The Acura Integra returns for 2000 with few notable changes. Perhaps the most significant is the rebirth of the racing inspired Type R coupe. Briefly missing from the Acura Integra stable, the limited edition Type R draws some technology from the NSX, while packing serious horsepower. Otherwise, Acura Integra is basically unchanged this year.
Offered as a two-door hatchback coupe or sedan, Acura Integra comes in three trim levels (LS, GS and GS-R) in addition to the Type R. My latest test Acura Integra was a GS coupe. Separating the LS from the GS primarily falls to the leather seating and rear deck spoiler found on the GS.
While the LS and GS share mechanicals, the GS-R gets a more powerful 170 horsepower variation of the Acura Integra’s 1.8-liter 4-cylinder and closer gear ratios in its manual transmission. The LS and GS share the 140-horsepower edition engine. Torque in the two versions is nearly identical, although the LS/GS four-banger hits its 124 foot-pounds of peak torque about 1,000 revs earlier than the GS-R’s engine.
A four-speed automatic transmission is available for the LS and GS, but only the close ratio manual is offered in the GS-R. A bit noisy, especially higher up in the rpm band, this four-cylinder does a decent job of getting the GS under way. Reaching 60 mph from a standing stop takes under nine seconds with the automatic transmission found in my test Acura Integra. The five-speed is more fun to drive and a tick quicker.
A fully independent suspension does an acceptable job of leveling out the bumps. The ride is quite civilized for a smaller hatchback. Acura Integra’s size and profile promise a certain degree of agility. It doesn’t disappoint. This is a nimble little runner with precise steering and grippy rubber. It feels well- anchored and stable. As befits its Acura badge, disc brakes with ABS are standard on all Acura Integras.
The core problem with a hatchback coupe is that it is a hatchback coupe. This typically translates into cramped rear seat room. Acura hasn’t solved this persistent industry problem with the Acura Integra.
Wide door openings and a front passenger seat that slides far forward for easy rear seat access, make getting into and out of the rear seat fairly effortless. Once there though, leg and head room are scant. The seat itself is comfortable, but only children will endure more than a few minutes there without complaint. Up front, there is plenty of leg, head and hip room. The sculpted bucket seats provide excellent support.
The instrument panel is neatly arranged. Large white-on-black gauges are recessed in an elliptical pod directly in front of the driver. There is nothing complicated about the controls. Fit and finish in my test GS was flawless, without a squeak or rattle to be heard.
The hatchback provides a decent amount of cargo space and the 50/50 split rear seat can be folded down for even more room. The liftover is a tad high, though.
Acura Integra is the entry-level model in Acura’s lineup. Offering the Acura customer experience gives Acura Integra a leg-up on some other hatchback coupes. Perhaps not as refined as the rest of the Acura collection, it offers a long list of standard features and solid value.
Base price of the Acura Integra GS with automatic transmission is $21,750. Standard features not yet described include dual front air bags, immobilizer anti-theft system, air conditioning, height/tilt/lumbar adjustable driver’s seat, six-speaker AM/FM stereo/CD, power windows/door locks, cruise control, leather-wrapped tilt steering wheel, intermittent wipers, power moon roof, 15-inch alloy wheels, dual power outboard mirrors, rear window wiper/washer and rear window defroster.
My test GS had no options. Adding the $455 delivery charge brought the price as tested to $22,205.
