When the Acura Automobile Division of American Honda Motor Co., Inc. began operation in March 1986, it marked the first entry by a Japanese auto manufacturer into the competitive, upscale luxury/performance segment of the U.S. market. A unique aspect of the division was the decision to form an entirely new –and separate –sales and dealer organization.
Though benefiting from Honda’s excellent reputation for quality, reliability and value, the new Acura nameplate would have to establish its own individual identity and image against a number of well-established European and domestic competitors.
In Acura’s favor was a committed dealer body, selected from the top established dealers in each market — many of them current Honda dealers already familiar with the Honda philosophy emphasizing customer satisfaction. Starting with just 60 dealers at introduction, the dealer network has grown to more than 285 modern sales and service facilities nationwide.
Another critical element of the Acura Division’s quick acceptance in the marketplace was a technically advanced product line, consisting initially of the 4-door Acura Legend Sedan, powered by a 2.5-liter 24-valve V-6, and the 3door and 5-door Acura Integra sports sedans.
One year later, in March 1987, a new 2-door Acura Legend Coupe, with a larger 2.7-liter engine and 4-wheel independent double-wishbone suspension and available Anti-Lock Brakes (ALB), was added to the model line. For 1988, the Legend Sedan received the same 2.7-liter engine, followed by the addition of 4-wheel double-wishbone suspension for the 1989 model year.
From the beginning, both the Acura dealer body and Acura products have been well accepted. In the nine-month sales period of1986, Acura sold 52,869 vehicles. In calendar year 1987, Acura sales more than doubled, reaching 109,470. And in 1988, sales increased again to 128,238, making Acura the top selling luxury import nameplate two years in a row.
Sales are projected to reach 150,000 in 1989, with the dealer body growing to 325-plus outlets.
Major press recognition and product quality/dealer service recognition have contributed greatly to Acura’s fast acceptance in the market. The division’s commitment to customer service has been acknowledged two years in a row by J.D. Power and Associates. In both 1987 and 1988, Acura has ranked first in the annual Power Customer Satisfaction Index (CSI) survey for product quality and dealer service — an unprecedented finish for a new automobile nameplate.
The Acura Legend and Integra have also been highly praised by the nation’s leading automotive writers. The Legend Coupe was named 1987 MOTOR TREND “Import Car of the Year,” with the Integra finishing in the runner-up position. Both the Legend Coupe and Integra have twice been named to CAR & DRIVER magazine’s “10 Best Cars” list, while ROAD & TRACK singled out both the Legend Coupe and Sedan for its 1988 “10 Best Cars” list.
Acura has created a lot of history in a short time. In just three years the division has demonstrated the ability to successfully compete in both sales and service against the top domestic and import nameplates in the lUxury/ performance market.
The next important chapter lies ahead with the introduction of the new, second generation Acura Integra in Spring of1989, followed by continued development and evolution of exciting, performance-oriented Acura automobiles.
History of Integra
From the beginning, Acura automobiles were designed around the philosophy of a total integration of man and machine. This approach, of building a car “around the driver,” emphasizes balanced performance and handling, advanced ergonomics and the creation of a reduced-stress driving environment.
The first generation Acura Integras were sophisticated front-wheel drive sports sedans designed for spirited driving. From 1986 through 1989, the Integra was available in 3-door and 5-door body styles. Both featured retractable headlights, a low, sloping hood, near-flush glass and flush door handles and integrated bumpers and front air dam. The coefficient of drag for the distinctive, wedge-shaped 3-door and 5-door models was 0.34.
The l.6-liter 16-valve DOHC aluminum alloy four-cylinder engine featured tuned intake and exhaust manifolds and computer-controlled Programmed Fuel Injection. Horsepower, initially rated 113 hp, was increased to 118 hp beginning with the 1988 model year. Torque. was rated at 103Ibs.-ft.
Noted for their responsive handling, the first generation Integras utilized an independent strut/torsion bar front suspension and a semi-independent design in the rear. Power-assisted rack-and-pinion steering and 4-wheel power-assisted disc brakes were standard.
The ergonomically-designed Integra cockpit featured large analog gauges, body-contoured front bucket seats and an extensive list of standard and available comfort and convenience features.
Both 3-door and 5-door models were offered in choice of RS or LS trim levels. Limited production Integra 3-door LS Special Edition versions, with unique exterior and interior equipment, were available in 1987 and 1988.
Performance has always been a strong point for Integra, both on the street and the race track. In racing, a pair of Comptech Racing-prepared Acura Integras have dominated recent IMSA International Sedans series competition, accounting for two Manufacturers’ Championships and three Drivers’ Championships in the past three seasons.
The combination of sporty styling, excellent performance and a high level of luxury and features, along with Acura quality, reliability and value, made the first generation Acura Integra an unqualified success in the performance sports sedan market. It is a philosophy and tradition that continues with the introduction of the new, second generation 1990 Acura Integra.
1990 Integra Overview
The starting point for the Honda R & D designers who created the new Integra automobiles was to improve on what had come before. Their objective was to build on the strengths of the previous generation and correct any weaknesses, concentrating on every area from styling to performance. In the process, they developed ap entirely new automobile: there is not a single major component carried over from the first generation Integra.
The new Integra 3-door and 4-door sports sedans are sophisticated, technologically advanced, aerodynamically styled and designed around the driver. They have the first class accommodations and high quality that have become synonymous with Acura, yet continue to project the sporty and youthful image established by the first generation Integra.
They are longer, lower, wider and have more cargo space than their predecessors. They have a new, more powerful DOHC engine, 4-wheel independent double-wishbone independent suspension, more driver and passenger room, and advanced technology like available Anti-Lock Brakes (ALB). Yet their essential personality remains unchanged — they are true performance cars for serious drivers.
1990 Integra Models and Trim Levels
The 1990 Integras come in two body styles, 3-door and 4-door sedan. The 3door is a sporty hatchback designed to appeal to people who enjoy spirited driving. The 4-door is in the .European sports sedan tradition in that it offers performance, clean stylish looks and family-style versatility.
Both Integras are fully equipped with a broad range of standard features which include speed-sensitive variable-assist power rack-and-pinion steering, 4-wheel disc brakes, tinted glass and numerous comfort and convenience items. A complete list is provided in the Features section.
To give buyers a greater choice a new trim level, GS, has been added to the previously available RS and LS levels. The GS includes such standard features as an Anti-Lock Braking (ALB) system, alloy wheels, audiophile sound system and, in the 3-door sedan, a power sunroof and rear spoiler.
Principle Features:
130-Horsepower 1.8-liter DOHC l6-Valve Fuel-Injected Engine
Double-Wishbone Front and Rear Suspension
Low-Profile Michelin XGT-V P195/60 R14 85H Tires
5.5 JJx14 Alloy Wheels
Anti-Lock Braking (ALB) System
Speed-Sensitive Power Assisted Rack-And-Pinion Steering
Power Sunroof
1990 Acura Integra – Drivetrain
Design Objectives
Power and performance are inseparable. and the goal of the engineers who designed the 1990 Integra’s engine was to provide more of both. The new engine they developed produces 130 horsepower. a 10 percent increase. It is a 4-cylinder. dual overhead cam.16-valve engine with a displacement of 1.8 liters.
The new engine is specifically designed and tuned to provide power over a wider rpm range. improving all-around driving performance in general. and low- and mid-range performance in particular. To this end. torque has been increased 17.5 percent. to 121Ibs.-ft.. with the biggest improvement coming in the 2000 to 5500 rpm range. There is approximately 15 percent more torque at 2000and. as revs increase. it builds to a 17.5percent increase at 5000 rpm. where maximum torque occurs.
New transmissions — a standard 5-speed manual and available electronically-controlled 4-speed automatic with driver-selectable sport mode — were developed to accommodate the Integra’s additional power and improve driveability. The manual transmission uses a larger clutch and synchronizers to improve shift quality. The automatic transmission has three parallel shafts instead of two. making it shorter and more compact.
As before, the new Integra uses equal-length half shafts to virtually eliminate torque steer.
Engine
– Cylinder Head and Induction System –
The Integra’s cylinder head is a compact, aluminum die casting with pent roof (modified hemisphere) combustion chambers and centrally located spark plugs. With multiple valves and carefully tuned intake and exhaust ports, the cylinder head is able to “breathe” very efficiently.
This combustion chamber shape is widely accepted as the best configuration for an internal combustion engine. Its layout is nearly identical to the design of Honda’s championship-winning Formula 1 engines.
To further improve volumetric efficiency and boost low-end power, a new high-velocity intake manifold was developed with narrower and shorter runners that are 38.5 mm (1.52 in.) in diameter and 296 mm (11.6 in.) in length. Valve timing was changed to accommodate the higher velocity and valve size was increased — both the 31 mm (1.220 in.) intake and 28 mm (1.102 in.) exhaust valves are 1 mm (0.039 in.) larger than before.
Valve actuation is by means of finger-follower type swing arms. These permit a more compact design since the camshafts can be located closer to the center line of the cylinder head. Also, the finger followers, compared to rocker arms, are lighter to reduce reciprocating weight.
– Cylinder Block –
Like the first generation Integra engine, the new engine’s cylinder block is die-cast aluminum. But since its bore centers are 90 mm (3.54 in.) apart, 6 mm (0.236 in.) further than before, it is substantially different. The additional spacing made the block somewhat longer, but it allowed for ,an increased bore and permitted the use of a more rigid crankshaft.
The engine block is cast with an integral main oil gallery, a refinement that cut 1.5 kg (3.3Ibs.) from its weight. Even though it is lighter, the new block is more rigid due to its heavier main bearing webs and a 30-35 mm longer skirt. The changes in the block design also helped reduce noise and vibration by raising the basic powerplant resonant frequency by 750 rpm. Engine height is virtually unchanged, an important consideration which makes it possible for the Integra to retain its distinctive sharply sloping hoodline.
The new engine’s larger displacement, 1.8 liters as against the previous 1.6, is a result of increasing the bore to 81 mm (3.19 in.) from 75 mm (2.95 in.). The stroke is actually slightly less, going from 90 mm (3.54 in.) to 89 mm (3.50 in.). The larger, displacement and improved induction helped raise horsepower by 10 percent, to 130 at 6000 rpm. Torque has risen by 18 foot-pounds, 17.5 percent more, to 121 at 5000 rpm.
Additional changes were made to improve both drive ability and reliability by reducing vibration, including the development of a new crankshaft torsional damper and driven pulley, and the use of improved drive belts for accessory systems.
Programmed Fuel Injection
Precise control of fuel induction is essential for instant throttle response, smooth acceleration and engine efficiency. To provide such control, the Integra engine’s programmed fuel injection uses an eight-bit microprocessor. It directs the system so that the correct amount of fuel is injected into each intake port at the proper moment.
Fuel injection timing is determined by monitoring seven engine factors: throttle angle, crankshaft angle, coolant temperature, intake ah temperature, manifold air pressure, atmospheric pressure, and exhaust gas oxygen content. The computer analyzes this information and continually adjusts the injection system to maintain the optimum fuel/air ratio. A fully transistorized ignition controls the timing, duration and intensity of the spark.
Several modifications have been made to the induction system to improve drive ability. An eccentric drum is used in the throttle body so that the transition from idle to full throttle is smoother and more progressive. Pedal feel has been improved by replacing brass bushings with ball bearings.
The transmission itself has been redesigned to accommodate larger diameter synchromesh gears — from 61 mm (0.240in.) to 66 mm (0.260 in.) — to improve durability and assure positive gear changes. The mounting flange of the transmission has also been redesigned to incorporate a double-wall flange that helps reduce noise and vibration while increasing driveline rigidity.
The manual transmission’s gear ratios have been revised to match the power and torque curves of the new engine. Due to increased engine output, it was possible to use slightly higher ratios for third, fourth and fifth gears. The new Integra offers improved acceleration while maintaining fuel economy at cruising speeds.
Automatic Transmission
The Integra’s automatic transmission is a new design that uses three parallel shafts instead of two to make it more compact. It incorporates a number of changes that improve shift quality and reliability, including a larger diameter clutch with 24 percent greater load capacity. Like the standard transmission, the automatic has a double-wall flange around its outer perimeter for better load dispersion and reduced vibration.
There’s also a new cruise control system which uses an electric motor to operate the throttle so that the speed selected by the driver is maintained. With electric control, response time is quicker and a constant speed is more easily held because the system is not influenced by changes in vacuum pressure. When driving on long grades or mountainous roads this electric system can hold a chosen speed with more consistency than a vacuum system. It has the further advantage of being 55 percent smaller in size for more efficient use of under-hood space.
Manual Transmission
To match the higher output of the Integra’s new engine, significant driveline changes were made to insure that durability and reliability are equal to performance.
For manual transmission-equipped Integras, there’s a larger clutch. Its diameter is increased from 200 mm (7.87 in.) to 220 mm (8.66 in.) to reduce its operational load and improve both pedal feel and wear resistance. The clutch case is perforated to aid cooling and the clutch disc is lined with non-asbestos material. As in the first generation Integra, the transmission is rod-actuated and each shift throw is short, crisp and precise.
For improved performance and efficiency, the new transmission has a lockup torque converter that’s operational in second, third and fourth gear when accelerating, and third and fourth when decelerating.
There’s also a driver-selectable Sport mode which permits the driver to choose a shift pattern more appropriate to spirited driving. When the driver selects the “S3” mode, the transmission shifts at higher rpm points, at partial throttle openings, from first to second, and second to third gears. To shift to fourth gear in the Sport mode, the driver presses the “84” button. Using the Sport mode increases responsiveness and is useful on long grades or mountain roads to keep the transmission from “hunting” for gear ratios.
All automatic transmission Integra automobiles are equipped with a shift lock system requiring that the brake pedal be depressed by the driver before the car can be shifted from “Park”.
Front Wheel Drive
One of the innovative technical features that made the first generation Integras among the best handling cars in their class was their equal-length half shaft front-wheel drive system. The new Integras use an evolutionary progression of that system, and Integras with manual transmissions use new, refined tri-pod driveshaft joints that reduce vibration.
The most beneficial effect of this system is to virtually eliminate torque steer, a characteristic of some front-wheel drive cars to pull in one direction or another under hard acceleration. This tendency is minimized by equal-length half shafts because the angles of the constant velocity joints of each axle are the same. This symmetry keeps the car tracking true even under acceleration.
1990 Acura Integra – Chassis
Design Objectives
In designing the new Integra’s chassis, the goals were: a high degree of linear stability, precise and quick transient response, a favorable front/rear balance for neutral handling, substantial stopping power, and a smooth and comfortable ride.
To achieve these ends, the new Integras have a fully independent, double-wishbone suspension system, a new speed-sensitive variable-assist power rack-and-pinion steering system, and larger 4-wheel disc brakes. In addition, fine tuning of suspension geometry and spring rates, and a new type of shock absorber valve provide exceptional handling and ride quality.
Suspension
– Double-Wishbone Front Suspension –
This type of suspension has been proven in the Acura Legend automobiles. Its sophisticated design is compact, efficient and has excellent ride and handling characteristics, with outstanding on-center feel, quick turn-in and flat cornering.
The upper and lower control arms are widely separated for better load dispersion and provide improved anti-dive control while braking or accelerating. The geometry is arranged to permit minimum camber change for more precise wheel control to make handling more sure and predictable.
The basic layout of a double-wishbone front suspension uses two arms, or wishbones, of different lengths. This arrangement creates a small positive steering offset, minimizes changes in track and camber, and improves anti-dive characteristics.
The main components of the Integra’s front suspension are an upper lateral arm, a lower trailing compliance link and a lower lateral arm. The lateral arms control the vertical motion of the wheel. This permits nearly vertical spring and damper travel and relieves the spring/shock unit from any wheel locating functions, which reduces shock friction and improves ride. A front stabilizer bar contributes to flat cornering.
– Front Shock Absorbers –
The Integra’s gas-pressurized front shock absorbers feature new developments by Showa. Each shock absorber incorPorates a teflon, rather than steel, piston ring for near-perfect sealing. This allows the use of a unique second valve for more precise damper control than is possible with conventional, single valve, shock absorbers, both under compression or tension. This new design keeps damping force constant, decreases friction, improves durability and reduces cylinder wear.
The new damper is particularly effective at low shock absorber piston speeds, a condition which occurs when turning into a comer or during lane-change, or slalom-type maneuvers. With the new shock absorber exerting a more linear damping force, steering is more responsive and initial body roll is counteracted. With the shock absorber playing a greater part in these areas, it was possible to use a lower spring rate so that ride comfort was maintained without compromising handling.
– Double-Wishbone Rear Suspension –
The Integra’s rear suspension is a refined design that provides both precise wheel control and, because it is very compact, more useable luggage space. The rear suspension is located by pivoting lower compliance trailing arms, lower lateral arms, and upper lateral arms, which pivot in front of the shock absorber and spring unit.
An innovative feature of this system is a compensating link pivoted at the front of the trailing arm. It cancels undesirable toe-change to help keep the rear wheels parallel, thus maintaining stability, particularly during braking and over rough surfaces. It also permits more compliance than would otherwise be possible, which results in a better ride with no unfavorable effect on handling.
Rear suspension geometry also incorporates a built-in camber change to improve cornering power and reduce rear-body lift during braking. Gas pressurized shock absorbers provide rear damping and a tubular stabilizer bar controls body roll.
Steering
Road feel is an integral element of superior handling. This is the feedback the driver receives from the steering wheel and it can easily be masked by power assistance. The Integra has a new steering system which controls assistance according to vehicle speed so that road feel is maintained.
Sensors in the system monitor speed and it adjusts itself automatically to provide maximum assistance at very low speeds, as when parking or driving in city traffic. As speed rises, power assistance decreases at a linear rate, reaching its lowest level around 35 mph. The transition is so smooth that the driver is not aware of the change and the force required to steer the car remains fairly constant. A high degree of road feel is maintained under all driving conditions.
Brakes
Power-assisted 4-wheel disc brakes are a standard feature of all Acura automobiles. In the new Integra, the size of the ventilated front discs has been increased to 262 rom (10.3 in.). The solid rear discs are 239 rom (9.4 in.) in diameter. Power assistance is by means of a new, tandem vacuum booster.
This booster combines a 7-inch and an 8-inch chamber into a more compact unit which is 50 rom (1.96 in.) smaller in diameter than a conventional single 10.5 inch booster.
– Anti-Lock Braking –
The GS version of the Integra is equipped with a computer controlled Anti-Lock Braking (ALB) system developed by Honda R & D Co., Ltd. It uses sensors at each wheel to detect impending lockup, which activates the system. In operation, ALB modulates hydraulic pressure, cycling the brakes as often as ten times a second. This allows the wheels to continue rotating with no loss of braking power, yet traction is maintained so that the driver retains stability and steering control.
This system is markedly different from others in that it contains two independent hydraulic circuits. There’s a primary braking system which operates the brakes under normal conditions and the ALB system, which has its own hydraulic reservoir, pump, modulator unit, solenoids, control pistons and 16bit central processing unit. The system is similar to the one used in the Legend, but it is calibrated to the Integra’s size and weight. If the ALB system fails, normal braking is still provided by the primary system.
– Wheels and Tires –
Integra RS and LS models are equipped with 5.5 JJ x 14 steel wheels with full wheel covers. The RS is fitted with 195/60 R14 85H tires, while Michelin MXV 195/60 R14 85H tires are used on the Integra LS. Integra GS 4-door models use 5.5 JJ x 14 alloy wheels with Michelin MXV 195/60R14 85H tires. The GS 3-dooi is equipped with alloy wheels’ and uses Michelin XGT-V 195/60 R14 85V tires.
1990 Acura Integra – Body/Interior
The Integra ventilation system has been redesigned. Its air flow capacity is increased from 395 cubic meters per hour to 420 cubic meters per hour, which improves both the performance of the optional air conditioning system and increases air velocity from the instrument panel vents.
– Audio systems –
There are several standard and optional AM/FM audio systems available throughout the Integra line. The standard system for LS and GS models is AM/FM stereo with electronic seek tuning, cassette deck, auto preset feature and four speakers.
The most obvious difference between the two generations of Integras is size. The new cars are longer, lower and wider:
| . | 1990 Integra 3-Door | 1989 Integra 3-Door | 1990 Integra 4-Door | 1989 Integra 5-Door |
|---|---|---|---|---|
| Wheelbase | 100.4 in (2550 mm) | 96.5 in (2450 mm) | 102.4 in (2600 mm) | 99.2 in (2520 mm) |
| Overall Length | 172.9 in. (4392 mm) | 168.7 in. (4285 mm) | 176.5 in. (4484 mm) | 171.5 in (4355 mm) |
| Overall Width | 67.4 in. (1712 mm) | 65.6 in.(1665 mm) | 67.4 in.(1712 mm) | 65.6 in. (1665 mm) |
| Overall Height | 52.2 in. (1325 mm) | 52.9 in. (1345 mm) | 52.8 in. (1340 mm) | 52.9 in. (1345 mm) |
Styling
The Integra’s styling is contemporary and distinctive. Its central element is an aggressive wedge shape that’s softened and refined by organic contours. The look is sporty but subdued and is set off by such recognizable Acura design cues as a nearly flush exterior surface, slim door and window pillars, and large glass surfaces.
The Integra’s style combines two major elements — a large, airy greenhouse and a strong, authoritative lower body. They’re united by a sweeping accent line that outlines the length of the car. The lightness of the greenhouse serves as a counterpoint to the lower body, giving the car a low look that’s reinforced by a flare along the bottom sill.
The Integras have a wide stance, with tires that extend almost to the edge of the wheel openings. Their look is smooth and clean from every angle. When seen from the rear, this effect of coherence is reinforced by wide, thin taillights. They use a new lens that appears red, changing to amber or white only when the turn signal or the backup lights go on.
– Aerodynamics –
The Integra’s shape is aerodynamically efficient, with a drag coefficient of only 0.32 for the 3-door and 0.34 for the 4-door. This means better fuel efficiency and a quieter ride as well as a more pleasing appearance.
Extensive wind tunnel testing was used to refine the Integra’s design. The Integra’s leading edge is designed to penetrate the air cleanly; the hood blends into the integrated bumper and low-profile halogen headlights keep the hoodline low. Cooling air is drawn through openings in the front air dam which is shaped to direct the air flow around the sides and over the car. The body surface is smooth, with nearly flush metal-to-glass areas and the floor pan and underbody are as flat as possible to smooth the air flow beneath the car.
Efficient engine and suspension packaging permits a very low hoodline that slopes sharply up to the cowl. The raked-back windshield blends the roof and large compound-curved rear glass. A short rear deck balances the long hood line. Integra GS 3-door models are equipped with a rear spoiler.
– Slim pillars and sashless doors –
The Integra’s large greenhouse, when viewed from the top, has a metal roof panel that’s small in proportion to the glass area. Viewed from the side, the roof has a thin line. This design is intended to both balance the look of the car and provide more natural light for the interior, creating a brighter, less confining atmosphere for occupants, and improving driver visibility.
The roof design is made possible by the use of slim pillars and sashless doors, which are similar in concept and design to those of the Acura Legend Coupe. The pillars are a composite of structural members, arranged to make them as strong as a conventional design even though they appear to be much narrower.
A major visual difference between the 1990 Integras and their predecessors is a departure from the hatchback look. The new 3-door is actually more of a liftback with a pronounced deck while the 4-door has a more formal, notchback silhouette.
Structural Design
For passenger security and to provide a stable handling platform, the Integra’s body is a rigid unit structure designed to resist bending and torsional forces. Computer Aided Design (CAD) and NASTRAN, a stress analysis program written by NASA, were used throughout the development process to arrive at the final configuration of the Integra’s body architecture. To assure the integrity of the passenger compartment, it is surrounded by box-section members.
The A-pillars have bracing at the cowl and an extra U-shaped reinforcing member that runs through the center of their box section. The B-pillars have reinforcement at their base, where they tie into the lower side members, which have a central support similar to that of the A-pillars. The rear pillars are anchored to the structure around the rear wheel housings with reinforcing members. Further bracing is provided by a bulkhead behind the rear seats in the 4-door models.
The pillars and sills are tied together by the floorpan, front and rear crossmembers, and a box-section around the perimeter of the roof to form a cage around the passenger compartment. The resultant structure has been increased 30 percent in bending rigidity and 90 percent in torsional rigidity.
The 1990 Integras will be built on a newly installed production line at the Honda manufacturing plant in Suzuka, near the city of Nagoya, about 200 miles west of Tokyo. It is a state-of-the-art facility that uses the latest manufacturing and quality control techniques.
– Anti-corrosion and Finish –
Resistance to corrosion is an inherent part of the Integra’s design. The metal panels that make up the Integra’s structure are carefully shaped to avoid indentations and depressions where moisture and road grime can accumulate and cause rust.
Also, special materials and treatments are used throughout the Integra body to repel rust and resist corrosion. A zinc phosphate coating is applied to the entire body. Double-sided- zinc-dipped coated steel is used for the hood, front fenders, front wheel wells, engine compartment, floor pan and along the sills, and single-sided zinc galvanized steel is used on many exterior panels. For additional protection, the leading edges of the hood and front fenders are treated with a special primer that resists chipping. Anti-rust wax is sprayed inside box-sections and out-of-the-way places.
The Integra’s surface finish begins with a thorough cleaning and then goes through a special multi-step painting process. The finish is cured over a longer period of time at a lower temperature than in conventional painting procedures, which makes for a harder, more durable finish.
This three-coat, three-bake method has been used to apply the finish of Integra automobiles since they entered production. Over the years it has been improved and modified in a continuous effort to enhance quality. All of these evolutionary changes have been incorporated into a brand new paint facility in Suzuka.
Interior Design
The goal of the Integra’s interior design is to assure the comfort and efficiency of the driver. Applying the principles of ergonomics assures that the instruments and controls are positioned so they fall into the driver’s natural fields of vision and reach, the seats conform to the body’s shape and provide fatigue-reducing support, and the color, touch and texture of interior surfaces helps to create a relaxing atmosphere.
The interior of the new Integra follows a “soft touch” theme, with yielding surfaces and smoothly contoured corners throughout the passenger compartment.
Comfort has been increased by providing more head and leg room for both front and rear occupants. The combination of increased space and larger glass areas also makes the Integra’s interior even more bright and airy than before. Thin roof pillars permit excellent side and rear visibility. Front visibility has been improved by lowering the front cowl and the upper edge of the instrument panel, enhancing the driver’s view of the road.
Integra instruments are positioned so that they can be read at a glance and all major controls fall within a finger’s reach. The analog instruments are grouped directly in the driver’s field of vision, with a large speedometer and tachometer in the center, and fuel and temperature gauges to the right and left, respectively. Switches and controls are designed to give tactile feedback so the driver can tell just by feel that a particular control has been activated.
– Seating and Cargo –
The Integra front seats are ergonomically designed to properly support the body during any driving situation, especially during maneuvers where high lateral loads are encountered. In addition, the front seats have reclining backs with lumbar support cushioning and incorporate a broad range of adjustments.
Front seat occupants are provided a motorized two-point passive shoulder belt, active lap belt, and knee bolsters. The driver’s shoulder belt conveniently moves forward and out of the way whenever the key is removed from the ignition. The compact design of the anchor rails for the passive belts allows the use of sashless doors and makes a thin roof line possible.
The rear seat is contoured for more comfort and is equipped with 3-point seat belts in the outboard positions. The fold-down rear seat backs are split 60/40 for more cargo carrying versatility. With both seat backs folded down, luggage space is greatly increased; with one or the other down, both luggage and a passenger can be accommodated.
The combination of increased overall size and the use of a compact independent double-wishbone suspension has increased interior space and cargo space in both the 3-door and 4-door Integras.
– Ventilation –
Careful attention to aerodynamic design produces benefits which are not always readily apparent. For example, the shape of the Integra’s body contributes to its ventilation system. By locating exit vents in the rear panel, where there’s a low pressure area when the car is moving, stale air is drawn from the passenger compartment. This action lowers the pressure slightly in the passenger compartment, which helps to pull in fresh air through vents in the cowl.