Acura Integra
Acura Integrity: “No tradition! No heritage!”
Those were typical comments from skeptics when Honda introduced its Acura car division to the States in March, 1986. Honda’s executives expected that reaction because Acura was the first Japanese luxury car division to sell autos here. Most associated Japan’s cars with economy, not luxury.
The skeptics doubted Americans would accept luxury autos from Honda, or from any Japanese automaker, partly because they lacked the upper-crust heritage of U.S. luxury makes like Cadillac and Lincoln.
But the poshness, quality and performance of Acura’s Integra and Legend models made them hits, and the Acura paved the way for Toyota’s Lexus and Nissan’s Infiniti luxury car divisions. Despite the industry slump, Acura sold 143,708 cars in 1991, up nearly 4 percent from 1990.
The $30,000-plus Legend is Acura’s largest, costliest model, so it’s always been more associated with large U.S. luxury cars than the smaller Acura Integra.
For the money, though, the Acura Integra is the best Acura buy. That was true in 1986, and it’s true now, I found while recently testing a 1992 Acura Integra GS two-door hatchback.
The front-drive Acura Integra lineup features many handsome, well-equipped two-door hatchbacks and four-door notchbacks, costing from $12,580 to $18,445.
The higher the price, the more equipment Acura Integras contain. Still, the two-door $16,655 GS manual-transmission model I drove has standard items ranging from power steering, windows and door locks to AM/FM stereo casette, cruise control, power sunroof and anti-lock brakes.
Air conditioning, wanted by most everyone outside the Arctic Circle, is a $746 option.
No Acura Integras have air bags, so you must contend with annoying motorized front shoulder belts. But safety experts say anti-lock brakes are much preferred over air bags as a safety item.
Honda is known for successful Grand Prix race engines, and its race experience is found in the Acura Integra’s tough, jewel-like, 1.8-liter four-cylinder. The 1.8 is in all Acura Integras, except the wild new GS-R model.
The 1.8 has double overhead camshafts and four valves per cylinder. For 1992, horsepower is up 10 to 140, and the motor provides more torque to make it more responsive during typical driving conditions.
Still, if you want the best acceleration, you need the slick, standard five-speed manual transmission, which works with a nice clutch. The optional four-speed automatic transmission hurts acceleration because the 1.8 is rather small, and its high-rev nature is happiest with a manual.
The $17,910 GS-R is sold only with a manual. But then, it’s built for wannabe Grand Prix aces who would sniff at an automatic. The GS-R coaxes 160-horsepower from a 1.7-liter four-cylinder – or the highest horsepower per liter of any car sold without a turbocharger or supercharger.
But the 140-horsepower Acura Integra GS is plenty quick and more docile than the GS-R, which really doesn’t belong in a luxury car lineup.
The GS has a soft, luxurious ride. Still, handling is not flabby because Acura Integras use the double A-arm suspension system found in Grand Prix race cars instead of the cheaper MacPherson strut system put in many Acura Integra competitors. Steering is quick, with excellent road feel, and braking is quick and sure.
The rear hatch opening is too high for easy cargo loading, and the rear seat is more suited for kids than adults. But the cargo area is decent, if a little shallow, and rear seatbacks flip forward to greatly expand cargo space.
The front bucket seats are comfortable and offer good support during brisk cornering, the analog instrumentation is easy to read and controls work precisely and with typical Honda buttery smoothness.
Over all, the quiet, high-quality Acura Integra is a class act.
