The Auto Channel-Sports Car International Magazine

Affordable Sports

Porsche 914-4

1992 - 98 Acura Integra GS-R

The letter "R" is not one to take lightly when it comes to Honda products. Consider the Type-its: lightened and fortified versions of mainstream Hondas, tuned more for the racetrack than the road. But before the Type Rs, there was the Integra GS-R, the first Acura to wear the red "R" and the first model after the NSX to receive the ingenious VTEC system.

Thanks to separate cam profiles for low and high rpm use, VTEC allows small displacement engines to achieve high horsepower without loosing low speed driveability; a best of both worlds scenario.

The first GS-R engines, introduced mid 1992 in the second-generation Integra hatchback, displaced 1.7 liters, or about 100cc less then their non-VTEC counter parts. Still, these DOHC 16-valve screamers turned out an impressive (for 1678cc) 160 hp at a wild 7600 rpm, 20 horsepower more than other Intergas could muster. A short 4.40 final drive helped keep the revs in the meat of the powerband and make the most of 117 lbm of torque.

Some minor chassis upgrades, V-rated tires, a few exterior tweaks, and special cloth upholstery rounded out the GS-R package for the 1992 and '93 models. The rest of the equipment - anti-lock brakes, power moonroof, etc... - carried over from the regular GS. Many 1992-93s were painted Aztec Green Pearl, a bright turquoise-ish metallic unique to the GS-R, but Milano Red and Frost White were also offered.

For 1994, the third-generation Integra bowed, and with it came a new GS-R, powered by a larger 1.8 liter VTEC engine. This revised powerplant added ten horsepower, still at a motorcycle-like 7600 rpm, while an additional 11 lbm of torque was now available at "just" 6200 rpm.

The new body shell also brought a stiffer structure, 1air bags,5-inch wheels and tires, dual air bags, and the love-it-or-hate-it beadyeyed front fascia. A 4-door GS-R was offered for the first time. Like the earlier GS-R, these cars make decent performance numbers provided their somewhat buzzy powerplants are wrung out to the fullest. But thanks to a super-slick gearchange and an entertaining chassis, they are also a pleasure to drive at more moderate speeds.

Aside from trim, color, and option changes, the same car is still available at your local Acura dealer. But why buy new? Just $8000 (for an early, high-mileage example) will provide entry into GS-R ownership, while $16,000 will buy a clean, low-mileage version of the same car selling for $22,000 in the showroom. And since it is a Honda product after all, there is no need to worry about buying a lemon.

GS-R motors, with their oil cooler and larger radiator, are pretty much bulletproof. About the only major item of concern is premature clutch disk failure, not surprising considering the revs these engines spin to. Acura issued a service bulletin on the matter and replaced many discs under warranty with revised springs that seem to solve the problem.

Some cars have noisy rear suspensions, also covered by a service bulletin, which recommends that two plastic pieces are fitted to prevent the bushings from rubbing.

If the chassis feels loose or is making especially terrible noises, the car may have been involved in a major accident. Integras are not especially resilient to impacts, so it is important to make sure any car that has been damaged was repaired to factory specs.

Though the second edition has a number of worthwhile improvements, both generations of the GS-R make great sporty cars, offering a mix of practicality, reliability, and performance. Once you've found a good one, simply get in and enjoy. Just don't forget to wind it up every once in a while.

-Alexander Palevsky

Send questions, comments, and suggestions to
Editor-in-Chief@theautochannel.com