1990 Acura Integra GS Takes Two Steps Forward and One Step Back

From the June 1989 issue of Car and Driver.

We’ve driven a brand new 1990 Acura Integra, and it’s great. Damn good. And yet we came out of our preview store disappointed.

More on that in a moment. First, some background. Even the casual reader will know that the old Integra was one of our favorite cars. Since its inception in 1986, the sporty hatchback from Honda’s premium division has impressed us with its incredible combination of performance, performance, value, quality and refinement. We voted the Integra on our list of the Ten Best Cars in 1987 and again in 1988. The Integra failed to make the Top Ten for 1989, largely because of stiff competition in the sports-coupe lineup, but by at that time Honda had a new system. Integra is waiting in the deck circle.

The visitor is now at the plate and ready to swing. Ruthless in its product introduction schedule, Honda replaces its top players every four years whether scouting reports say “minor league” or “all-star.” (And they almost always say the latter.) So despite the old-fashioned media hype, the 1990 Integra is new from the tire touches. It sports a new engine, a new transmission pair, a new suspension, and a new interior. The look of the Integra has changed too: the five-door hatchback is gone, replaced by a new four-door sedan. The three-door hatchback remains, but it has also been completely changed.

Based on the latest Civic platform, the new Integra is longer, wider and lower than the outgoing model. The new three-door’s 100.4-inch wheelbase is nearly four inches longer than the outgoing model, and the sedan’s new four-door’s 102.4-inch wheelbase is more than three inches longer than the outgoing five-door’s. Both models use Civic suspension pieces: asymmetric height control arms and coil springs up front and a multi-link setup at the rear. The final arrangement consists of a trailing arm, two side links, a toe control link, and a coil spring at each corner. Each end wears an anti-roll bar, and gas pressure shocks are used on all sides.

The bodies covering these worthy features are brand new. Compared to the old Integra, which was sharp and angular, the new models are sleek, rounded, and smooth. The headlights replace the old car’s pop-up window units. Frameless window glass sits above the side doors. Sleek, narrow taillights adorn the restyled rear. The shapes seem to work, and they are: the three-door’s drag coefficient is under 0.32, and the four-door comes in at 0.34 Cd.

The interior is new too, but that’s no surprise. Logic continues to be Honda’s design strength. The gauges are large, clear analog dials; The switches are simple buttons and buttons that feel good to the touch. And thanks to the sliding panel towards the driver, all controls are within easy reach. Interestingly, Honda has replaced the old car’s door and seat material with a gray fabric that greatly improves the appeal of the interior. We still have a few niggles—for example, the steering wheel speakers are placed lower than we’d like—but overall this is a first-rate cockpit.

Despite the increase in interior room, the three-door hatchback remains more suitable for two passengers and their luggage. Normal-sized adults can fit in the back seats, but they won’t want to sit in them for long. Cargo is more convenient: the rear seat splits 60-40 and can be folded completely down for extra storage space. Drivers who travel frequently with more than one spouse will want a four-door sedan. It can carry four adults comfortably, and has a trunk of 11.2 cubic feet.

The new Integra is more powerful than the previous model, thanks to a new six-cylinder, DOHC 1.8-liter four-cylinder engine. The all-aluminum 1.8-liter produces 130 hp at 6000 rpm—a ten percent increase over the old 1.6-liter four. Torque is up 17.5 percent, to 121 pound-feet at 5000 rpm. The Integra delivers that power to the front wheels through one of two new transmissions: a five-speed manual with revised ratios and a larger clutch, or a more powerful but more stable automatic with a lock-up torque converter. A driver-selectable Sport mode adds automatic shift points and boosts its performance.

While the old Integra offered two trim levels, the new Integra offers three. The base RS package includes standard items such as fog lights, tinted glass, a rear wiper (on the three-door only), intermittent wipers, and engine-operated front belts. The LS trim adds power side mirrors, an AM/FM stereo with cassette, a power sunroof, and a new servo-controlled electric cruise control system that is said to be more precise than the previous vacuum-operated system. . The new top-of-the-line CS package includes all the aforementioned goodies plus alloy wheels, power windows, adjustable side pillars on the driver’s seat, and—on the three-door model—a rear spoiler. Importantly, all GS Integras come with Honda’s ALB anti-lock braking system as standard equipment.

Although we sampled the three- and four-door Integras during the first preview at Honda’s Tochigi proving ground in Japan, we spent most of our time in the three-door model’s top five-speed GS. We never base our final conclusions on preview drives, but we did draw from our experience in the three-door GS and a number of descriptive observations.

The new Integra features all the greatness of the previous model—and more. The new engine goes to its red line with all the smooth, underpowered grace of the old 1.6-liter, and the five-speed gearbox shifts with an all-but-unparalleled smoothness in the industry. Despite the extra power provided by the bigger engine, however, the Integra still doesn’t feel like a class-beating performer. We didn’t get a chance to do any instrumented testing, but a few timed acceleration runs showed acceleration from 0 to 60 mph in the sub-eight-second range. We saw 126 mph on the Honda PG’s banked oval, a huge improvement over the old car’s 112-mph top end.

Moving closer to the PG road circuit, the new Integra proved that Honda engineers have learned from previous criticisms. The old car had a tendency to lose stability when pushed hard; the suspension seemed too soft for sporty maneuvers. And the steering lacked the direct feel that older drivers appreciate. Happily, both of those limitations have been taken care of. The new independent suspension feels leaner and more composed than the previous rear axle setup. Bend into a tight corner and the new Integra responds without show. Understeer is still a prevalent cornering behavior, but there’s enough way to make the car jump and slide easily. GS-standard 195/60VR-14 Michelin MXVs add to the fun, offering satisfying grip and predictable limits.

A new cross-support management system addresses our other major complaints. The old Integra’s steering system was accurate but didn’t have much to hide information from the driver. The new system, which gradually removes the level of power assistance as speed increases, is even better. The Integra now rides with precision and smoothness approaching the high standards set by Honda’s front-wheel drive Prelude.

By now you’re probably wondering why we prefaced this report with a bittersweet note. What’s not to love, you ask?

Our disappointment stems from the Integra’s new character. Cars from Honda’s Acura Division are supposed to offer something above and beyond the usual Honda offerings. For Integra, that has always meant added zest – more heart, if you will. And that strategy has worked. Sensible people who wanted premium, no-nonsense wheels bought the Honda Accord. Enthusiasts, on the other hand—those buyers swayed by the incredible roar of the DOHC engine and the roaring presence of the swept-back hatchback—gravitated toward the sporty Integra.

The new Integra, however, is a middle-of-the-road car. It’s true, its style is smooth and neat—there’s no thin line on the outside. But the look is conservative, even boring. Instead of looking fast, the new Integra looks fat. The wheel wells look too good (or maybe the tires are too small). A rear spoiler spoils the clean rear end. The nose looks heavy. This is not an exciting car to look at.

Nor is it very fun to drive. Before our preview, we heard rumors of a hot 1.6-liter four-cylinder with variable valve timing and plenty of horsepower. The rumor, it turns out, is true – if you live in Japan. Local market Integras will get a powerful 1.6-liter four that’s said to produce around 160 hp (Honda wouldn’t confirm output in our preview). Our Honda folks made the mistake of letting us run this hot-for-the-trot Integra at the Tochigi oval. That was all we needed to feel cheated. Equipped with this powerplant, the Integra comes alive. The variable-valve 1.6-liter four screams to its 8000-rpm redline like a Formula 1 engine under a steel boot. And it reaches that red line with ease in fifth gear. Talk about zest!

Unfortunately, Honda sees the US as a torque hotbed. That means a big displacement engine with plenty of low-end grunt, not the 1.6-liter high-end banshee that favors a manual transmission over an automatic. And so, unless US demand is strong enough, the sizzling 1.6 liter will remain a Japanese-only treat.

Measurements

Measurements

1990 Acura Integra GS
Vehicle Type: front engine, front wheel drive, 5 passenger, 2 or 4 door hatchback

PRICE
Base (estimated): $12,000–$16,500

ENGINE
DOHC 16-valve inline-4, aluminum block and head, port fuel injection
Displacement: 112 in³height of 1834 cm³
Power: 130 hp @ 6000 rpm
Torque: 121 lb-ft @ 5000 rpm

TRANSFER
5-speed manual or 4-speed automatic

MEASUREMENTS
Wheelbase: 100.4–102.4 inches
Height: 172.9–176.5 inches
Width: 67.4 inches
Height: 52.2–52.8 inches
Blocking Weight (C/D est): 2550-2700 pounds

MANUFACTURER PERFORMANCE CARDS
60 mph, 2-door manual/automatic; 4-door manual/automatic: 8.7/9.7 sec; 8.9/9.9 sec
1/4-Mile, 2-door manual/automatic; 4-door manual/automatic: 16.5/17.4 sec; 16.6/17.5 sec
High Speed, 2-door manual/automatic; 4-door manual / automatic: 126/124 mph; 124/122 per hour

EPA FUEL ECONOMY
City, manual/automatic: 24/22 mpg
Highway, manual/automatic: 28/26 mpg

Measurements

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