Design team surpasses itself with new Integra

Acura coupe proves things can be fine tuned without messing up a good thing

OVERDRIVE

THE OLD adage, “‘If it
ain’t broken, don’t fix it’’ is
a universal principle that
often haunts perfectionists
who can’t help fixing and
revising things that are al-
ready good. They just want
things to work better.

The only problem is, unless the
rework is carried out precisely,
accurately, innovatively, and in-
telligently, the changes may result
in a creation of new problems,
tainting the operation of the old
version.

So when the all-new, third
generation Acura Integra arrived

‘in the showrooms in July, replac-
ing the fabulous second-genera-
tion model, I couldn’t help but
compare the old andthe new.

Were the Honda people able to
“fix”? something that wasn’t
“broken”? to begin with?

After driving the old ’93 Acura
Integra LS coupe back-to-back
with the new 794 LS version, I
confidently say, Yes!

The Honda/Acura Integra team
actually managed to pull off the
challenging feat of creating a bet-
ter car — in virtually every aspect
— without tainting the balanced
integrated feel of the *93 model.

The '94 Integra coupe (a sedan
will be introduced in September) is
slightly shorter, narrower, and
higher than its predecessor, with
the curb weight basically un-
changed at 1147 kg. (2523 Ibs.).

The new Integra is immediately
recognizable because of the two
pairs of round, projector-type
headlights that are set within the
front facia, staring right at you.

Though the ’93 version is at-
tractive enough, it looks outdated
sitting beside the new model,
which is sleek, sharp, and clean in
appearance. While the old model
has angular lines reminiscent of
the current Accord coupe, the new
model has generously-sloping
body curves which remind you of
cars like the Prelude.

The interior has also received a
good massage-over. While the '93
Integra’s interior has excellent
ergonomics, it looks too much like
the panels from other Honda pro-
ducts.

The ’94 dash panel, on the
other hand, has a nice sporty,
smooth look to it that makes you
feel upbeat as you slip behind the
wheel. The primary and secondary
controls are even easier to operate
than before.

The front seats on both models
are first class, with secure side
bolsters ready to hold you in place
when the straight road turns nasty
and twisty.

The interior space is slightly
smaller in the new version, no
doubt because of the sleeker exte-
rior design. Some dimensions, like
rear headroom, have increased a
bit.

Still, don’t count on taking long

trips with full-sized friends in the
back.

The Integra has received
changes in the powertrain depart-
ment as weil.

The base 1.8 litre four-cylinder
engine, standard on the RS and
LS models (the GS model is no
longer available), gets a slight
power and torque increase, thanks
to the re-engineering of the fuel
injectors and air filter system.

The new 16-valve DOHC unit
now pumps out a good 142 horse-
power and 127 lb.-ft. of usable
torque.

The power increase is minimal,
but you'll have no problem telling
which car is the new version if you
drive them side-by-side. While the
°93 1.8-litre is a real joy to toss
around, it buzzes above 4000 rpm,
transmitting the vibrations right
through to the interior.

The 94 Integra pampers your
senses in a surprisingly civilized
fashion.

Does this mean the Honda
engineers have re-oriented the In-
tegra towards a less sporty target
audience? Has it become a luxo-
cruiser? You gotta be kidding.

Taking both cars one at a time
through twisty roads and harsh
corners quickly tells you that the
car enthusiasts at Honda have not
neglected the Integra’s important
mission: to become a better per-
formance and handling car.

The 794 Integra feels sharper,
faster, and more responsive in
every manouevre. The new tor-
que-sensing steering is quick and
assuring, letting you know exactly
where it is pointed and directed.
You're in syne with the road.

This doesn’t mean the old
model feels sloppy or un-
disciplined.

The ’93 Integra still handles
well, and perhaps better than
many competitors’ models, but
when compared directly with the
°94 tne ald version doesn’t quite
measure up.

More noticeable than the dif-
ference in steering feel, however,

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THE ALL-NEW, third-generation Acura Integra arrived in showrooms in July.

is the slick five-speed manual
transmission. The new model
sports a 12 mm shorter stroke as a
result of a new shift linkage
design. While the ’93 Integra’s
shifter still feels precise, light, and
sharp, the manual on the ’94’s
adds the excitement of NSX-like
short throws and tautness.

You’ll absolutely love to shift
around in the new coupe.

The double-wishbone suspen-
sion setup is similar to the old
system, but thanks to the im-
proved rigidity of the new body,
Honda engineers were able to
reduce the spring rates.25% at the

front and 15% at the rear,
resulting in a more accommodat-
ing ride.

Increased damping rates ensure
that the cornering capability has
not been sacrificed for the sake of
smoother ride.

The fuel economy on both
models is almost identical at 9.5
litres/100 km in the city and 6.9
litres/100km on the highway for a
manual transmission model.

Other changes include the ad-
dition of driver’s and passenger’s
side airbags (passenger’s optional
on the RS model), improved
automatic transmission, lighter

and more efficient anti-lock
brakes, and CFC-free air-condi-
tioning (optional). ;

The prices have increased as exe ,
pected,

The base RS model with five.
speed starts at $17,295, and the.
well-equipped LS from $22,095.
The top-performance model GS-R
with higher-than-ever 170 hp’ =”
engine, which was not tested for .
this report, rings in at $25,595.

Acura has proven once and for.
all that things can be improved
without messing up the original
goodness, A job well done Acura:

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