Since 1986, the Acura Integra has reinforced the idea that a relatively inexpensive car can bridge the gap between the need for reliability and practicality and the desire for driving joy. Few cars combine the ease of maintenance, driving thrill and aftermarket support of this classic sport compact. Integra is the icon of a generation of enthusiasts. From magazine covers to movies, the Integra's mark on popular culture matters as much as its abilities.
Today, that legacy continues with the all-new Acura Integra, which recently won the 2023 North American Car of the Year award. But it's the early cars that speak to the DIYer in all of us. Though they’re notoriously durable, they're also reasonably easy to work on. And most of the Integra’s five generations arrived during the coming-of-age years of Acura design when simplicity and function were legendary.
Keeping an old Integra on the road for decades is possible with the right knowledge and parts. And we can guide you along the way. Here are the five best “budget” Integras for people who like to turn their own wrenches.
The second-gen Integra encapsulates all that Honda and Acura compact cars have become known for: A low beltline offering superb visibility, excellent use of interior space and brilliant engine design. DIYers love these early Integras because of their renowned handling, legendary B-Series power and outstanding material and assembly quality which allows many of these cars to remain usable today.
This was the first Integra to utilize a double wishbone suspension at all four corners, which gave it a meaningful handling advantage over competitors, many of which used struts up front or a twist-beam axle out back. It was sold as a three-door hatch and as a sedan.
The RS, LS and GS trims all came with a 1.8-liter four-cylinder B18 engine producing either 130 or 140 horsepower depending on the year. Power was routed to the front wheels through a four-speed automatic or five-speed manual transmission. The lower trim Integras make our list because those wanting to amp up performance can swap the engine for a more modern and powerful K series mill as a popular and effective modification. These cars are also inexpensive and abundant if you want basic, reliable transportation.
Don't want to swap engines? Find a second-gen Acura Integra in the GS-R trim. This ultra-rare performance variant offered the 160-hp DOHC 1.7-liter B17 engine good for 160 VTEC-motivated horsepower with an alluring 8,000-rpm redline. A five-speed manual was the only transmission.
The first Acura sold in the U.S. to use a DOHC version of Variable Valve Timing and Lift Electronic Control (VTEC) technology was the iconic 1991 Acura NSX supercar. In 1992, the Integra GS-R became the second. These DOHC VTEC engines and the many that followed were fundamental to the explosion of aftermarket performance parts for Japanese cars in the 1990s, and key to Acura's iconic status with enthusiast drivers. Acura was able to match the power output of competitors without complicated and heavy turbocharging, while still offering excellent drivability and fuel efficiency.
The third-gen Acura Integra is literally the sport compact holy grail. DIYers love these Integras because of their versatility, power, packaging and lightweight.
Despite growing a few inches in wheelbase, the third generation Integra was – depending on trim and bodystyle – lighter than the second-gen car. It was also stiffer, had more power and was just as usable as its predecessor. This is the car that really put the Integra on the enthusiast map, with four round headlights that made it stand out in a crowd of sport compacts.
LS, GS, RS and SE trims are all fitted with an updated 1.8-liter B18 engine good for either 140 or 142 horsepower, depending on the year. The sweet, high-revving engine was coupled to a five-speed manual or four-speed automatic transmission. These cars were available in both hatch and sedan bodies. And no other Acura chassis has as many suspension parts available. Though it used trailing arms at the rear, the suspension design was effectively a double wishbone setup at all four corners, which yielded the handling for which the car was widely praised.
By now you’re probably wondering, what about the Type R? Why not include the most coveted version of the third-gen Integra? The answer is simple: Cost. Type Rs, even high-mileage examples, can easily fetch $30,000 to $40,000 in today's market. Far higher prices are common for cars in pristine condition.
But creative DIYers can duplicate the Type R's performance for much less. All manner of Honda engine swaps, including to the L, H, K, and even V6 J-series engines are possible.
Acura made three big changes with the fourth-generation cars: It renamed the sport compact to RSX to fit its brand-wide alphanumeric naming convention (it was still sold as the Integra in Japan) and it slapped struts on the front axle to save some money and complexity. It was also the first “Integra” sold only as a two-door hatchback. Acura resisted the urge to grow the car and maintained its 101.1-inch wheelbase, which is identical to the third-generation Integra hatchback model.
DIYers love these Integras because of their 2.0-liter K-series engine. In the Type S the K20 produced 200 hp from 2002-2005, up from 160 hp in the standard model. In 2006, it got a bump to 210 hp. Every RSX Type S has a six-speed manual transmission.
Though it lacked the wild popularity of the third-generation car, the RSX's more modern powertrain and stiffer body structure allow it to achieve exceptional performance. Being the newest of the earlier generation Integras, it may also be easier to find than the older cars.
Think of this as a poor man’s Type R. The third-gen Integra GS-R came with a 170 hp B18 DOHC engine paired with a five-speed transmission. That’s only 25 hp less than you got in the Type R. Both a hatch and sedan were available at launch in 1994, making this the first sedan with VTEC.
There's maybe 10-wheel horsepower to be found in the GS-R's B18 with an ECU tune and bolt-on parts such as a cold-air intake, cams, header and exhaust. And 10 hp in these cars is enough to make a meaningful difference in performance. However, the investment in those items represents a significant portion of what you would invest in an engine swap, which is likely the better value in the end.
But the real magic with a GS-R is to leave the engine alone and spend time improving the already fantastic chassis. This is a chassis that responds well to mild lowering and stiffening. But we'd avoid wheels bigger than 17 inches. The smaller the better. In fact, even 17s will be a burden on acceleration that's not worth the small gains they yield in handling performance. Remember, the Type R used 15-inch wheels and sticky rubber. Relatively small, sticky tires – even if they're high profile by today's standards – will be life changing. And they cost less.
For most people, this is the most practical Integra to own. Arguably, it offers the best balance of cost, performance and availability.