Panasonic Cgr
Honda Integra
First generation (19861989)
First generation
Production
19851989
Body style(s)
3-door hatchback
5-door hatchback
4-door sedan
Engine(s)
1.5 L EW
1.6 L ZC
Transmission(s)
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)
Fuel capacity
13.2 US gallons (50.0 L; 11.0 imp gal)
Related
Honda Civic
Honda CR-X
AV, DA1-DA3
This vehicle debuted in America 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 anything but commonplace in entry-level models at the time. The 5-door hatchback model was also sold in Australia but was rebadged as the Rover 416i.
The Integra was based on the less-sporty 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. Combined with sleeker styling and a nicer interior, buyers were effectively convinced that the Integra was worth the extra money, and nearly 228,000 units were sold during the four year run of the first generation model.
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).
Honda Integra 5-door hatchback
The original Integra was not without its shortcomings though; despite producing 113 hp (84.3 kW) and featuring a reachable 7,100 rpm redline, the new DOHC engine lacked low-end torque for daily city driving.
Second generation (19891993)
Second generation
Production
19891993
Body style(s)
3-door hatchback
4-door sedan
Engine(s)
1.6 L ZC
1.6 L B16A
1.7 L B17A1
1.8 L B18A1
Transmission(s)
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)
199193: 1,715 mm (67.5 in)
Height
1990 Hatchback: 1,325 mm (52.2 in)
1990 Sedan: 1,340 mm (52.8 in)
1991-93 Hatchback: 1,270 mm (50.0 in)
1991-93 Sedan: 1,285 mm (50.6 in)
Fuel capacity
13.2 US gallons (50.0 L; 11.0 imp gal)
Related
Honda Civic
Honda CR-X
Honda CRX Del Sol
Rover 400
DA5-DA9, DB1-DB2
[citation needed]
Honda debuted the second generation Integra in 1989 as a 1990 model, now powered by a new 1.8 L engine (B18A1) making 130 hp (140 hp 1992-1993), giving the model a necessary boost in performance. The three-door hatchback (DA9 chassis code) continued to be available, but the 5-door hatchback was discontinued due to poor market reception and was replaced by a more conventional 4-door sedan body style (DB1 chassis code).
Trim levels for 1990 and 1991 included the RS (base model), LS, LS Special, and a new GS trim level that featured anti-lock brakes, a first for the Integra. The 1991 GS had the option of leather interior.
For 1992, Acura added the GS-R trim level (DB2 chassis code), powered by a variant of the very successful B16A engine, called the B17A1, which was only available in USDM (United States Domestic Market) models. The difference between the B16A and B17A1 is the deck height and compression ratio and its displacement, the B17A1 is a 1678 cc engine. It featured a VTEC system, as found in the then-new NSX, bumping output to 160 hp (119.3 kW) and a 8000 rpm redline. The transmission shared the YS1 code from the base models, but was only slightly taller in gear ratio to the Japanese market S1/J1 transmissions featured on the XSi’s B16. Other features exclusive to the GS-R include the charcoal grey cloth interior (leather as a rare option), body-colored trim and front lip, and the third brake light mounted in the spoiler. Sunroof, power everything, and 14-inch 6-spoke aluminum wheels came standard as well.
The 9293 Acura Integra GS-R is the rarest Integra to date because of its B17A engine, low production numbers, and unavailability in the used car market. This model Integra holds its retail value extremely well because of its rarity, reliability, and performance.[citation needed] It is estimated that approximately 1,200 were manufactured in 1992, and around 1,000 in 1993, for a total of around 2,200 ever produced.[contradiction] The 9293 USDM GS-R was available in only three colors: Milano Red, Frost White, and Aztec Green Pearl . Canadian market GS-R’s came in Milano Red, Black Flint Metallic, and Aztec Green Pearl.
Other small updates came on to all trim levels in 1992, namely new front and rear bumpers, a new steering wheel, new taillights, new ECU, new camshafts, and chromed interior door handles.
The second generation was the last Integra to be sold without airbags in the United States. Motorized passive seat belts were used instead. Canada and the rest of the world received standard seat belts.
This generation also saw Acura make a bit of a marketing shift. Prior to the 1991 model year, Acura had made a minor point of the supposed understated elegance of minimal exterior badging. Therefore, from the 1986 to 1990 model years, the only external clues to any Integra’s identity came at the rear, where badges for “Acura” “Integra”, and the trim level appeared. For the 1991 model year however, Acura’s “A” caliper logo appeared for the very first time on the front of the hood, as well as between the taillights. Every Integra made since then has had the “A” badges. 262,285 units were sold from 1990 to 1993.
Third generation (19942001)
Third generation
Production
19932001
Body style(s)
3-door hatchback
4-door sedan
Engine(s)
1.6L ZC
1.8L B18B, B18B1
1.8L B18C, B18C1, B18C5
Transmission(s)
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)
Fuel capacity
13.2 US gallons (50.0 L; 11.0 imp gal)
Related
Honda Civic
Honda CR-V
Honda CRX Del Sol
DB6-DB9, DC1-DC2, DC4 (19941997)
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).
1996 Acura Integra
In 1998[citation needed], Honda redesigned the Integra after the new Integra Type-R was released. In Japan the redesign had two more conventional looking headlights as the bug eye look had proven unpopular, outside Japan it had a slightly revised version of the four headlight front.
A Type R model was added for the 1995[citation needed] model year in Japan and in 1997 in other markets, powered by a highly tuned, hand-finished variant of the GS-R’s engine. That same year the Integra GSR was sold in Japan as the SiR-G. The JDM B18C Spec-R (B18C5 for USDM) equipped Type-R produced 197 hp (146.9 kW). Although it had an impressive rev limit, the Type R was still hampered by some criticism; its maximum torque output of only 133.8 lbft at 7500 rpm meant that the engine would have to be revved high to achieve the best performance.
Type R Trim Level (19972001 excluding 1999)
The Type R was the pinnacle of the Integra line. It had many exclusive features found on no other Integra. This trim of the Integra only came with a 5 speed 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 B18C5 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, retainers, stiffer valve springs and a red cover. During production, the B16 heads would get a green marker line to signify a ‘perfect cast’, and these would be the heads put away and later used for Type R engines which would receive a hand port and polish. 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. The intake ports were given a minor port and polish. 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 19992000, 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 4.75 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 10 mm (0.4 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 1998. The front anti-roll bar retained the same size, although 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 slightly smaller variant of the Recaro SRD. This seat is actually heavier than the standard Integra seats.
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.)
A total of 301,103 Integras were sold from 1994 to 2001.[citation needed]
Fourth generation (20012006)
Fourth generation (DC5)
Also called
Acura RSX
Production
20022006
Body style(s)
3-door hatchback
Engine(s)
2.0L K20A, K20A2 (02-04), K20A3, K20Z1 (05-06)
Transmission(s)
6-speed manual
5-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)
Fuel capacity
13.2 US gal (50 L; 11 imp gal)
DC5 Integra
Main article: Honda Integra DC5
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. The Civic-based Acura CSX was also produced in Canada.
Awards
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.
References
External links
Wikimedia Commons has media related to: Acura Integra
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City
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Fit/Jazz/City/Aria/Mobilio
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Domani
Civic
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Accord/Ascot
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Insight
Full-size
Inspire/Accord
Legend
Legend
Legend/RL
Legend/RL
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CRX
CRX
del Sol
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Integra
Integra
Integra
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Prelude
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NSX
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Stream
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Stepwgn
Stepwgn
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Odyssey/LaGreat
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Acura, a division of Honda road car timeline, 1986resent
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Vigor
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Categories: Acura vehicles | Front wheel drive vehicles | Front wheel drive sports cars | Compact cars | Hatchbacks | Sedans | Sport compact cars | 1980s automobiles | 1990s automobiles | 2000s automobiles | Vehicles introduced in 1986Hidden categories: Articles lacking sources from February 2010 | All articles lacking sources | All articles with unsourced statements | Articles with unsourced statements from December 2009 | Articles with unsourced statements from March 2009 | All self-contradictory articles | Self-contradictory articles from May 2009 | Articles with unsourced statements from March 2007
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Battery For PANASONIC CGR-S006 CGR-S006A Lumix DMC-FZ50 CGR-S006A DMC-FZ50 new $6.99 |
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Battery For CGR-DU06 CGA-du21 Panasonic NV-GS35 Mini DV NV-GS44 NV-GS280 2Ah $10.99 |
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CGR-DU21 Battery + Charger for PANASONIC PV-GS29 PV-GS39 PV-GS59 Camcorder NEW $25.99 |
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Battery for CGR-S602A CGR-S603A/1B DMW-BL14 PANASONIC DMC-L1 DMC-L1K BRAND NEW $12.88 |
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Battery Charger for CGR-D320 PANASONIC PV-GS14 PV-GS15 $199.99 |
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Battery for PANASONIC CGR-S006 CGR-S006A/1B CGR-S006E CGR-S006E/1B DMW-BMA7 New $9.90 |
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Battery for CGR-V610 PANASONIC NV-VZ1 NV-VZ1A NV-Z1EN NV-VZ10 NV-VZ10B Brand New $14.88 |
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Battery for CGR-D220 PANASONIC AG-EZ50U AG-HVX200 AG-DV1DC AG-DVC7 AG-DVC15 New $16.88 |
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Battery for CGR-D220 PANASONIC NV-D89 NV-DB1 NV-M20 NV-MD9000 NV-MG3 DZ-MX5000 $16.88 |
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Battery for CGR-D220 PANASONIC NV-GS33 NV-EX1 NV-EX21 NV-EX21A NV-EX3 NV-GS1 New $16.88 |
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Battery for CGR-D220 PANASONIC PV-DV100 PV-DV101 PV-DV102 PV-DV103 PV-DV121 New $16.88 |
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Battery for CGR-D220 PANASONIC PV-GS12 PV-GS13 PV-GS14 PV-GS15 Brand New $16.88 |
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New Battery Pack FOR PANASONIC CGR-DU06 CGR-DU07 DU14 $14.99 |
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7.4V 1000mAh Battery pACK for PANASONIC CGR-DU06 CGA-DU06 DU12 CGA-DU21 USA $5.35 |
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Battery for Panasonic CGR-DU06 CGR-DU07 CGA-DU07 NV-GS22 GS27 GS30 GS33 GS35 US $5.35 |
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7.4V Battery for Panasonic CGR-DU06 CGR-DU07 CGA-DU07 NV-GS22 GS30 GS33 GS35 US $5.40 |
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Battery Pack for Panasonic CGR-DU06 CGR-DU07 CGA-DU07 CGR-DU12 CGR-DU14 CGR-DU21 $5.40 |
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Battery Charger for Panasonic CGA-S002E/1B CGR-S002 CGR-S002E Lumix DMC-FZ1 $6.20 |
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2300mAh Battery for CGR-D320 PANASONIC AG-DVC7 AG-DVC10 $21.99 |
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4Hrs CGR-D320 Battery for Panasonic AG-DVC15 AG-DVC60 $21.99 |
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1400mAh CGR-S602 S602E DMW-BL14 Battery for PANASONIC Lumix DMC-LC5 DMC-LC1 new $9.99 |
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CGR-D08 Battery Charger for Panasonic PV-GS14 Replace $6.35 |
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Battery Charger+Cord for CGR-S007 Panasonic Lumix DMC-TZ2 DMC DMC-TZ4 DMC-TZ15 $12.00 |
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Battery For Panasonic CGA-DU14 CGR-DU06 VW-VB D140 $5.98 |
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Charger for PANASONIC CGR-S007E/1B,DE-A25A,DE-A26A,DMW-BCD10 $18.98 |
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Charger for PANASONIC CGA-S007,CGA-S007A/1B,CGR-S007E,CGR-S007E/1B $18.98 |
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Battery for Panasonic CGR-S006A Lumix DMC-FZ18 FZ28 FZ8 $12.99 |
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BATTERY FIT Panasonic CGR-S007E / 1B, DMW-BCD10,NEW $7.59 |
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BATTERY FIT Panasonic CGR-D11O,CGP-D07S,CGRD11O, NEW $12.34 |
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2300mAh Battery for Panasonic CGR-D320 AG-DVC30 NV-C7 $21.99 |
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Battery&Charger for CGR-D120 CGR-D08S PANASONIC PV-DC252 PV-DC352 PV-VM202 $22.88 |
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Battery&Charger for CGR-D120 PANASONIC AG-DVX1000 AG-EZ50U AG-HVX200 AG-HVX200P $22.88 |
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Battery for PANASONIC CGR-B/634AE CGR-B/650AE SANYO 3UR18650F-2-QC-RT2 RT $34.99 |
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Li-ion Battery&Charger for PANASONIC CGA-DU12 CGR-DU06 $13.99 |
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AC/DC Battery Charger for Panasonic CGA-D54 CGR-D14 CGR-D16 CGR-D16S CGR-D08R $9.20 |
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AC/DC Fast Charger for PANASONIC CGR-DU06 CGR-DU07 Battery VDR-D100 VDR-D150 new $9.20 |
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BATTERY CHARGER for CGR-D08R PANASONIC AG-160 AG-170 AG-180 NV-MX300 HVX-200 $9.20 |
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HQRP Battery Charger fits Panasonic CGR-D220 CGP-D28 VW-VBD22 PV-VM202 $14.95 |
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HQRP Battery Charger fits Panasonic CGR-S602A CGR-S602A/1B CGR-S602E CGR-S602SE $14.95 |
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Battery Charger for CGR-D08R PANASONIC PV-DV203D NV-DS8EG CGP-D28A PV-DV53 new $9.20 |
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Battery Charger for CGR-D320 PANASONIC PV-DV401 PV-DV52 AG-HPX170 AG-HPX170P $9.20 |
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Battery for CGR-DU06 VW-VBD070 Panasonic NV-GS50 PV-GS $12.98 |
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CGR-D54SE Panasonic Battery $30.00 |
