Long-Term Test: 1996 Certified Used Acura Integra GS-R

Road Test

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We've completed this test. Click here to see the final results.

We intended to add a certified used Chrysler minivan to the fleet this month, but a stop at a Denver-area dealership revealed that Chrysler Corporation is one of the few automakers that hasn't jumped into the certified used marketing fray - and likely for good reason. So, lucky for us, we get to drive the thrilling Integra GS-R for a couple of years instead.

We selected the Acura for a couple of reasons. First, we do not plan to add any new Acura models to the program during the next couple of years, so obtaining a used one made sense. Second, we specifically selected the Integra because it is the most affordable Acura model available, and we wanted another coupe in camp. Third, we chose the GS-R because we like to have fun. Hey, who doesn't?

And our black, 1996 Acura Integra GS-R is plenty of fun. This car literally screams down the highway, partly because we get a kick out of redlining it as we row through the gears, and partly because it tachs at 4,000 rpm at 80 mph, which creates quite a bit of interior racket. Handling is quite good, but the original Michelin XGVT tires howl with little provocation. Acceleration is exhilarating, braking is excellent and the seats hold the driver in tightly when the road gets twisty.

However, it's readily apparent that this average-mileage car (currently close to the 25,000-mile mark) isn't new. The interior smells slightly musty, and there are more creaks and rattles inside than you'd find in a factory-fresh model. Our Integra's black finish is in great shape though, and body panel fits are tight inside and out. Sadly, our car doesn't have a CD player, so it's back to making mixed tapes for drivers of this long-termer.

Our fully inspected Integra is still covered by the original manufacturer's warranty (four years/50,000 miles). Under the Acura program, vehicles built in 1992 or more recently, and with fewer than 80,000 miles, are eligible for certified used car status. Vehicles out of warranty are given a 12-month/12,000 mile reprieve, and buyers can stretch coverage to 100,000 miles if they desire.

We've leased the car for two years and 40,000 miles, which is why our payment is rather excessive at $526.81 per month. Opting for a three-year term and a lower mileage limit could substantially reduce this figure. The selling price of our car was $17,620.45. In contrast, a similarly equipped new Integra would run $21,735, including destination charges, plus the cost of the dealer-installed fog lights, and it still wouldn't have the cool alloy wheels found on our test car (available only in 1996).

The Integra has been dispatched to south Florida, where our new-vehicle database manager will put some miles on the clock this summer. With black exterior paint, a black cloth interior and no window tint, Scott Schapiro is already griping about an air conditioner that is virtually ineffective in Florida's record summer heat. Schapiro drove the GS-R from San Diego to his home in Hollywood, Fla., and we'll detail his trip in next month's update.

Best Fuel Economy: 27.3 mpg
Worst Fuel Economy: 21.3 mpg
Maintenance Costs: $0
Problems: Nothing

Road Test

Last month, Edmund's database manager Scott Schapiro took our long-term Acura Integra on a massive road trip, spanning the States from Hollywood, Calif. to Hollywood, Fla. On the way, he had plenty of opportunities to exploit the Integra's powerful motor, light clutch and shifter, and powerful brakes. The Integra's nimble suspension and relatively small size allowed it to zip easily in and out of traffic.

Scott did have his share of complaints. Chief among them is the weak air conditioning system, which constantly struggles to bring the cabin temperature down to tolerable levels. As the ambient temperature eclipsed 100 degrees on this trip across the southern U.S., the combination of a black exterior, black interior and the Integra's large greenhouse completely defeated the A/C.

Another complaint about the interior is that the radio is set too low and far into the dash to allow easy access to the tiny pre-set buttons. However, Scott noted that the sound isn't bad for a factory system with only six speakers.

With speed limits ranging from 70 to 75 mph through Arizona and New Mexico, Scott left the cruise control set at 80. At this speed, the Integra pulls 4,000 rpms in fifth gear. While the motor was certainly audible at this speed, it was never annoying, especially with the A/C fan and stereo drowning it out. However, there are some NVH issues we must bring up. The gear shifter vibrates in direct proportion to the engine speed. This can get especially annoying if you are someone who likes to drive with one hand on the shifter. The incessant 4,000 rpm vibrations cured us of that habit by the end of the first day behind the wheel.

Weak A/C and vibrating shifter not withstanding, the Integra proves comfortable for the long haul. The driver's seat is supportive while at the same time not confining. The pedals are laid out quite well, including a perfectly positioned dead pedal.

While not as powerful as many larger engines, the Integra's 1.8-liter VTEC four feels strong. It brought the car up to 120 mph with little protest and felt quite stable doing it. Scott notes that there was still another 20 mph left, but his aging sensibilities (and dislike for Texas jail cells) told him that he had gone fast enough. Reducing velocity to more legal speeds, the Integra demonstrated its excellent brakes. They felt very strong and fade free.

Four days on the road with the Integra GS-R, and Scott reports that he had a blast the whole time. Aside from thermally challenged air conditioning, the car performed flawlessly. The car even managed to average more than 30 mpg - not bad for a pocket rocket. "All in all," Scott says, "it was a very enjoyable drive, and I would do it again in a minute." (which he may have to the next time we decide to swap cars around the various Edmund's offices.)

Finally, there is one more item we must mention. Our certified used Integra did not come with an owner's manual. When we placed a call to Acura's toll-free customer assistance number to inquire about maintenance intervals, the gentleman who took the call offered to send us a free owner's manual. This normally would cost around $30. He had no idea that we were calling from Edmund's, but, sure enough, two days later the manual arrived in the mail. This is one of the benefits of owning a vehicle from a company like Acura. They definitely know how to take care of their customers, even those who drive their "pre-owned" cars.

Best Fuel Economy: 28.0
Worst Fuel Economy: 25.7
Maintenance Costs: $0
Problems: None.

Road Test

Still no problems to report this month, as the odometer eclipses 27,500 miles. We plan to have an Acura mechanic check the A/C when we bring it in for its 30,000 checkup, because it's still not cooling things down fast enough in the admittedly muggy Florida heat.

The more we drive this car, the more we like it. The engine is responsive and a blast to take up to 8,000 rpm. Because of its strong power curve, this can be done easily in the first two gears before speeds get out of hand. And best of all, the exhaust note is not so loud that you end up with dirty stares from bystanders or police officers. The Integra is very tossable and nimble, and you can drive it very hard without worrying about getting into too much trouble. Other than the need for a limited slip to keep the inside tire from spinning helplessly when taking turns, the car feels more neutral than you'd expect of a front-wheel drive vehicle.

Recently the hatchback came in handy when one of our staffers needed to transport a bicycle. The Integra reminded us of the tremendous utility hatchbacks offer over vehicles with a closed trunk.

Several people have commented to us that they think the car is attractive, and there is something to be said for having the Acura symbol on the hood and tail (our favorite of which is the $0 maintenance costs).

At this writing, Hurricane Georges is about to slam into South Florida. We'll report how well the Integra weathered the storm next month.

Best Fuel Economy: 25.5 mpg
Worst Fuel Economy: 24.2 mpg
Maintenance Costs: $0
Problems: None.

Road Test

The Integra sat still for most of the month, hiding out from Florida's hurricane-inspired wet weather while Scott Schapiro, our database manager, worked at a feverish pace to bring our readers new model year pricing. As a result, only 600 miles were added to the Integra's odometer.

Still, fuel economy continues to impress. Our best mileage count this month was 28.4 mpg, which proves that the Integra actually has a four-cylinder engine, despite our staff's sworn assertions that the motor must be a six-cylinder in disguise. It's that powerful.

The busy production schedule precluded Schapiro from getting into the dealer to have the A/C checked. This will be done at the 30,000-mile checkup, along with a tire rotation and a check for a possibly warped brake rotor, as a slight vibration has developed in the steering wheel under hard braking.

In an effort to add some miles and change the scenery, the Integra is moving to Washington, D.C. for the next few months, where we plan to test out some city driving conditions amid the gridlock. We'll describe the East Coast jaunt from Florida to Washington in next month's update.

Best Fuel Economy: 28.4 mpg
Worst Fuel Economy: 25.7 mpg
Maintenance Costs: $0
Problems: Possible warped brake rotor.

Road Test

Perhaps he was just grouchy after spending most of a week driving across the country, but Managing Editor B. Grant Whitmore was not thrilled by the last leg of his "Half Lap of America" tour, which he spent behind the wheel of our long-term Acura Integra.

A Jacksonville-to-District-of-Columbia highway jaunt may not be the best way to get intimate with a pocket rocket, but the experience guaranteed that Whitmore would never buy a car like this because he spends a lot of his free time on Interstate highways. Whitmore complained that the Integra's interior is too noisy. Or, in his exact words, "The engine is buzzier than a hornet's nest, wind and road roar permeate the cabin, the ride is bumpy, the interior is cramped, and the ergonomics are outdated."

Some positive notes found in this month's logbook are that the Integra's zingy engine seems to pull forever, its steering is precise, its notchy gear shifter fits the palm well, and it is attractive, if somewhat youthful in appearance. We appreciate the car's black paint because it hides the gap between the hood and front fascia that mars the appearance of lighter-colored Integras. Gas mileage was exceptional, thanks to time spent on freeways.

Still, the harsh ride, impossibly cramped back seat, diminutive cargo area and somewhat immature styling made the cross-country drive all the less tolerable. The slide levers for the climate controls, the horn buttons, the small stereo-control buttons, and the singular, small cupholder make it difficult to enjoy this car as much as we would like. Said Whitmore, "A Miata makes better use of its small interior than the Integra, and a Prelude is worlds ahead in sophistication."

Our Integra will spend a bit more time in D.C. before it makes its way to the Windy City: Chicago. That is, as soon as we can convince a staffer that the drive won't be so bad...

Best Fuel Economy: 38.6 mpg
Worst Fuel Economy: 26.9 mpg
Maintenance Costs: $0
Problems: None.

Road Test

The Integra made an unscheduled cross-country trek last month when it was driven from Washington, D.C., to Schaumburg, Ill., a suburb of Chicago. Edmund's® own David Reid was charged with transportation duties, and he'll care for the Integra for a few weeks before it makes its way to Colorado for the winter.

The trip turned out to be 969 miles spread over two days, during which time David became intimately familiar with his new wheels. "Getting into the car was a squeeze for my portly frame. I'm about 5'9" tall and weigh about 220 pounds, so I'm no elf. But by the time I was sitting in the driver's seat, I was almost certain I'd need a shoehorn to get back out. With the sunroof, there is some loss of headroom but I only had about two inches to spare. Thank goodness I'm not any taller or I would be unable to ride in or drive this car.

"I adjusted the seat, mirrors and buckled up my seat harness. Some problems here. The seat harness is mounted behind the seat, requiring the driver to twist around to reach it. This is a tricky maneuver if you are wearing a winter coat. The driver's seat itself is not nearly as comfortable as it could be. It offers good lateral support, thanks to deep bolsters on the sides. Unfortunately, even with the lumbar support control set to maximum, the seat offered too little support for my back and quickly became uncomfortable.

"While attempting to adjust the outside mirrors, I discovered that finding the controls in the dark is difficult since almost none of them are lit. Finding the various controls required the use of the map light."

For the rest of his journey, David reaffirmed our initial impressions of the Integra. It has a firm suspension, revealing almost every bump on the road. The drivetrain is tuned to low ratios, meaning that fifth gear is required by 40 mph. On the highway, the high engine rpms (3,000 to 4,000 when cruising) fill the cabin with engine noise. This, combined with a surprising amount of road noise, makes the cabin aurally annoying.

David noted: "The engine is responsive, although not terribly powerful. The gearbox shifts with a close pattern and smoothly, with little effort. The exception to this is when downshifting into first gear, which is often a bit rough and takes more force than expected."

The car's well-placed cruise control buttons were appreciated on this long trip. The HVAC controls are easy to decipher and use, and, thanks to cold weather, there was no complaint about the slow-to-act air conditioning. The temperature setting is a manual slide lever as is the control for outside or re-circulated air. The heater works well and kept our driver toasty warm at all times. We are not keen on the fact that the controls operate only the AC vents in the middle of the dash, and the side vents are on all the time, always blowing hot air past the driver's face, even with the controls set to "floor."

The ABS brakes work well, stopping the car straight and true even on ice. They are, however, noisy, and there is a pronounced pulsing in the brake pedal when they activate.

Upon arrival in Chicago, it was time for the Integra's 30,000-mile service recommended in the owner's manual. The local Acura dealer, Northwest Acura in Hoffman Estates, was able to schedule us in the following business day.

The service personnel were efficient, friendly and professional, and offered us a loaner car while the Integra was in the shop. The 30,000-mile service cost $393.37. The afternoon the car was brought in, we received a call to inform us that some additional work would be required. The rear brakes were worn and needed new pads, and the rotors, which we suspected were slightly warped, did indeed require resurfacing (a cost of an additional $256.95). The Michelin XGTV4195 front tires were worn beyond their wear indicators, and replacing them cost another $349.50. Altogether, our scheduled service call ran $1,052 and some change. This reminds us that, although the Integra is the lowest-priced model offered by the Acura brand, it's still a luxury car that can easily act the part.

Road Test

The Integra has finally made its way to Colorado after an extended tour around the country. The peppy GS-R coupe has served us at offices in Los Angeles, Miami, Washington, D.C., and Chicago, and now our Mountain Time Zone employees have the opportunity to test it out on the cold streets of Denver and Colorado Springs.

The drive from Chicago to Denver was not as arduous as we were led to believe from previous logbook entries. Yes, the engine spins the tach to 4,000 rpm at 80 mph. Yes, it's a little unrefined. Yes, the stereo and climate controls are ergonomically flawed. But the car looks good, goes fast and has no trouble holding all the junk we can throw through the hatch. And for the price of a new Saturn coupe, this used Acura is a screaming deal.

We did, however, uncover some more annoying glitches on the drive from Chicago. The firm seats become uncomfortable after awhile, and there's little room to move around. Other gripes center on the windshield-wiper system, which doesn't automatically activate when the washer jets are used. The driver must manually activate the wipers after spraying fluid on the glass. Also, there's no "cancel" switch on the cruise control, so the driver must deactivate the system manually by reaching around the steering wheel and depressing the cruise button. Additionally, the temperature slide is difficult to operate without using some muscle. The central dash storage bin doesn't have a lip on the edge to hold items in during acceleration, rendering it useless.

This is an old interior in terms of design. The center stack requires a complete revamping. The rest of the inside has aged well, but needs to be brought up to the times. Finally, we hate the electronic fob that came with our car, which doesn't open the door locks. "Silent Panic," "Option" and "Chirp Panic" are the text labels on our Integra's three-button key fob. Apparently, it is possible to push these buttons inadvertently while pulling the keys from your jeans pocket, and when this happened, the Integra left a staffer stranded earlier this month, unaware of this special feature.

The car was not reacting to turns of the ignition key, so something was wrong. This would, of course, have to happen while parked at a gas pump. Our first call to Acura's roadside assistance hotline ended while holding a cell phone with a dead battery. By plugging the phone cord into the Integra's power point, we were able to make another call, so the car's battery was working. Was it the starter? The operator at Acura connected our call to Pikes Peak Acura in Colorado Springs, where the technician had never heard of a key fob with these three mysterious buttons.

We explained that a little red light on top of the steering column was blinking intermittently, and as it blinked, so did the dash-mounted clock and the climate-control button. The starter never made a noise, so it was almost as if a kill switch had been activated...

"Push the 'Silent Panic' button just once, but don't hold it down," the Acura technician instructed. We hadn't tried that, because "Silent Panic" brings to mind Edvard Munch's painting entitled "The Scream," which is a scary thought. With that, the red light stopped blinking, the starter came to life, and we were left feeling rather stupid for making a phone call to have someone explain to us how to use the key fob.

Now that we've solved the riddle of the "Silent Panic" button, we wonder what that "Option" button does.

Total Odometer Reading: 36,969
Best Fuel Economy: 31.3 mpg
Worst Fuel Economy: 21.2 mpg
Body Repair Costs: $0
Maintenance Costs: $0
Problems: None.

Road Test

OK, all you Honda and Acura owners, you may cease writing the helpful tips about how to operate a Honda-designed cruise control. Last month, one of our editors complained in the Integra's logbook that "there's no 'cancel' switch on the cruise control, so the driver must deactivate the system manually by reaching around the steering wheel and depressing the cruise button." We printed that complaint in the update, and we apologize for not researching the matter more thoroughly beforehand.

That single complaint generated a glut of email from our faithful readers, who explain that when the steering wheel-mounted controls are pushed again, or simultaneously, the cruise is deactivated. Staying true to the scientific method, we went out and tried it again. The results? Indeed, our readers (many of whom noted that they are current Honda or Acura owners) seem to know what they're talking about. Nevertheless, for those of us unaccustomed to using double positives to create a negative, the Integra's cruise control system lacks a crucial Honda trademark: intuitiveness.

Other than the proper cruise control operation, we haven't discovered anything new or exciting about the car during the past month. At just over 34,000 ticks on the odometer, the Integra continues to run like a watch -- though as a luxury item, it's more a Casio than a Rolex.

The Acura nameplate has had the effect of setting some of us up for disappointment. While the Integra GS-R is a good, reliable car, it's not an outstanding vehicle. Unrefined interior ergonomics continue to disappoint some of our staffers, including wimpy cupholders, quirky windshield wiper controls, and a slider-operated climate control system that pumps out hot air whether it's on or off.

Add to our wish list one traction control system or a set of snow tires. A recent trip up to Keystone Ski Resort showed us how valuable it is to have good traction. Lacking that sort of help, the front tires slide around without much provocation from the throttle.

On the plus side, hatchbacks sure are user-friendly by design. One staffer counted 16 bags of groceries she was able to pile into the rear cargo area without any problem, and dogs love to clamber in and out of these glass-enclosed, canine-friendly chariots.

Still, as it makes its way from one driver to the next, the Integra is leaving in its wake a trail of unimpressed folks. Maybe that ride in an NSX a few months ago set too high of a benchmark for our staff with regard to the Acura badge. As a recent logbook entry reads, "I just expected more from the car."

Total Odometer Reading: 34,580
Best Fuel Economy: 29.4 mpg
Worst Fuel Economy: 25.6 mpg
Body Repair Costs: $0
Maintenance Costs: $0
Problems: None.

Road Test

It's a mixed bag of commentary from denizens of Colorado this month; some don't care much for our black GS-R, some like it pretty well, and some are finding themselves at the Acura dealer to peruse stock of new and used GS-R sedans. From the logbook:

"The cupholders are worthless. The seats are too low and terribly uncomfortable. Trying to back up in parking lots is like playing with fire (thanks to poor rear visibility). The stereo layout is difficult to get accustomed to. I can't tell you how many times I inadvertently switched from FM1 to FM2 instead of hitting a station preset. Also, it's very easy to accidentally bump the fast-forward/rewind button or change a station when reaching for the volume. My sister bought a '96 GS-R when she graduated from college and she doesn't like her car, claiming it's expensive to repair and tire replacements cost a small fortune. Yes, the Integra is sporty and fun-to-drive, but there are other cars in this class I'd buy over the Acura."

"The HVAC controls are a disaster and the stereo isn't optimally located or designed. Is it really necessary that the cassette player eject the tape each and every time the car is shut off? Also, I keep hitting the tuner button when reaching for the volume control."

"The high rear end and spoiler impedes rear visibility when reversing. The hatch should be equipped with a handle on the inside to make closing it easier for shorter people. The engine is breathless at Denver's altitude. After my first drive, I had to check under the hood for evidence of VTEC technology, thinking you guys were pulling my leg about the car's GS-R status."

"Maybe I was expecting more. Maybe it was because I had just turned over the keys to the (long-term) Seville. Either way, trying out the Integra for the first time was like taking off a pair of Nike Air Jordans and swapping them for some Converse Chuck Taylor All-Stars. I kept banging my knees and elbows. The engine whined like my Aunt Peach. A trio of young "gangsta" chicks tailed me, and I couldn't figure out if it was my suave self they were checking out or the car. But a few weeks later, after spending some time with our (long-term) Ranger, something was different. I appreciated the low-slung driving position. By stepping back in time a few years, I thought I might be able to live with the interior design. The engine felt more powerful, and I got the feeling that a ticket was just a press of the accelerator away. I took the Integra for a ride on some twisting roads, and found that this is where the car shines. Hugging tight corners, I found that this car will do its part if you do yours. Then it was gone again, and I realized I missed that little car more than I thought I would. If you need me, I'll be in the garage digging out those old Chuck Taylor All-Stars..."

"I really enjoy this car. Even at altitude, running the GS-R to redline gets it moving quickly and results in a mechanical symphony not unlike that of a high-powered bullet bike. The car has nice tight steering, a nice tight gearbox, and nice tight seats that hold you in during spirited driving. I do wish for a couple of things, right off the bat: better center-stack ergonomics, a lower rear liftover to make optimal use of the hatch, and more rearward seat travel for the driver. But I could easily live with this car as is. Why? Because, unlike some staffers, the name Acura doesn't set me up for disappointment with the GS-R's lack of refinement. I know that at the end of the day, it's a glorified Honda Civic and not a luxury car."

"The VTEC revs smoothly all the way to its 8K redline. Build quality is exceptional. The car is fairly tight at 35K despite 13K "evaluation" miles from auto journalists. The car handles wonderfully, displaying excellent balance for a front-driver. Shift action is precise."

"Every time I get into this car, an errand turns into an adventure. I feel like I'm piloting a high-strung racing car over public roads. The super low cowl affords excellent visibility, the gearbox is wonderfully tight and precise, and the shifter is perfectly located. The steering and suspension communicate beautifully, though the brakes on our car have a pulsation that I suspect is caused by warped rotors. So enjoyable is the driving experience, I actually stopped by a local Acura dealer to peruse the lot for used GS-R sedans as I prepare to replace my beloved Miata with a fun-to-drive family-type car. I wound up looking at a new one, but at $23K, I think I'd get an SVT Contour instead."

"You know what's cool about this car? You can flog it all day long without worrying that it will break, and it returns 30 mpg with no sweat or complaint. Great car. Love it."

Somehow, our Integra made it through the Acura Certified Used Car inspection program with just one of its original floor mats intact. A new set cost us $107.85 at Courtesy Acura in Littleton, Colo., where the parts clerk was courteous and the mats were in stock ready for delivery.

Aside from some rock-chipped paint on the front fascia, our car is in pristine condition. But the Integra embarks soon on a trip back to west Los Angeles, where it will spend the summer enduring door dings, scraped bumpers and curbed wheels.

Total Odometer Reading: 35,442
Best Fuel Economy: 31.3
Worst Fuel Economy: 29.4
Body Damage Repair: None
Maintenance Costs: None
Problems: Vibration accompanies medium pressure on the pedal. Warped rotors?

Road Test

The Integra has returned to California, and with it follow the same complaints that have been logged again and again from one driver to the next: poor rear visibility, useless cupholders, a somewhat cramped cabin, poor radio controls, and a cryptic key fob are chief among the rants. Along with those complaints, some familiar praises are also being sung: the car's responsive transmission, sharp steering and high-revving VTEC engine collaborate to make this car a joy to drive.

The editors who recently shuttled the Integra from Denver to Los Angeles report that, over their long journey, the front seats were perfectly comfortable, and the car ran flawlessly aside from a slight brake shudder mentioned in last month's update. The low-beam headlights, however, became woefully inadequate for nighttime driving along I-70's twisting Glenwood Canyon section. High beams helped tremendously, but we'd prefer higher wattage from the normal bulbs.

Though the Colorado staff will miss the pocket rocket, the Integra is better off combusting denser air. One note from the logbook read: "It is amazing how much more powerful the GS-R feels at sea level. Careless clutch work results in spinning tires, and there is no doubt that this car could leave a 20-foot patch without exerting itself."

Still, for those weaned on muscle cars, there is no substitute for cubic inches. Andy Chase, a member of our online production team, admits that while the Integra is fun to drive, nothing takes the place of brute force. "I'm spoiled by my own car, a 1966 Ford Mustang coupe with a newly rebuilt 1969 302 V8. The Integra is 'peppy,' but when I took my Mustang out for a quick spin during a two-week stint with the Acura, I found myself grinning like a kid and saying 'OH yeah!' as the pony car roared effortlessly up Ventura Boulevard. While this may be like comparing apples and oranges, the Integra's engine certainly is whiny compared to a brawny V8."

Current Odometer Reading: 36,910
Best Fuel Economy: 33.4 mpg
Worst Fuel Economy: 20.4 mpg
Maintenance Costs: $0
Body Repair Costs: $0
Problems: None.

Road Test

The Integra's quick throttle response continues to impress. Step on the gas and you're off, no matter where the revs happen to be. Although the car is not blazingly fast, this quickness makes it a joy to drive around town (where it means the difference between getting caught behind a slow-moving Buick or sneaking into a hole in the next lane), or in the mountains, where it's easy to power out of a turn without too much shifting. The engine is still buzzy and notably intrusive, but the car is lot of fun once you get it off of the interstate and onto regular roads.

Speaking of shifting, the Integra's clutch and stick feel surprisingly precise for a three-year-old car. The action is still good at the shift lever, and the clutch engages smoothly. The shift throws are a bit long, however, which detracts slightly from the sporty feel.

Our logbook notes that the Integra's suspension and chassis are beginning to show their age. Grant Whitmore commented that, compared to the new Civic Si, the Integra feels downright harsh. Potholes, road irregularities and railroad tracks all feel like grenades going off underneath the car when traversed. We also noticed a tendency to hobbyhorse when traveling on the freeway.

The Integra's black-on-black exterior and interior combination leaves something to be desired for the staff in sunny Los Angeles. It may look sharp, but the dark color treatment means that the Integra is like a toaster oven after 30 minutes on a bright day. Also, the interior fabric seems to be a lint magic whose sole purpose is to attach fuzz to our pants.

Some of our married-with-children staff has logged complaints about the tight squeeze getting toddlers in and out of the rear seats. One parental driver noted that the driver's side does not have a quick latch to push the seatback down and slide the seat forward, a feature that exists on the passenger's side. Still, the bang-for-the-buck quotient offered by our used Acura continues to win people over. And, for all of you parents out there, isn't it reassuring to know that this car is also available as a sedan?

Total Odometer Reading: 37,314
Best Fuel Economy: 23.3 mpg
Worst Fuel Economy: 20.4 mpg
Body Repair Costs: $0
Maintenance Costs: $0
Problems: None.

Road Test

Acura's Integra GS-R can cause gloom or glee, depending on what kind of driver is behind the wheel. This month, reports of both filled the logbook, as our editor-in-chief and director of technology shared driving duties.

Bob Weiss, our resident technical guru, scribbled more than two pages of notes in the logbook, damning the remote keyless entry fob, the owner's manual, and the operation of the ignition switch. As a first-time driver of our GS-R, he documented the experience of starting the car in characteristic detail:

"You have a remote with three buttons. Their labels are partly rubbed off, but with a little extrapolation you think they say 'Silent Panic,' 'Option,' and 'Chirp Panic.' None of these correspond intuitively to actions like 'Unlock' or 'Disarm.'"
"It's a hot day. You sit down in the car, close the door, and start to sweat. The key won't turn in the ignition. A red light is flashing on top of the steering column. You can't open the windows or turn on the fan until you can turn the key. So, you sweat some more, and take out the manual. The Table of Contents (TOC) on page two has a daddy TOC that mentions 11 smaller TOCs, an Index, and an Appendix."
"The Appendix has no entry for 'Remote' or 'Security.' There is an entry for 'Start,' but going there tells you nothing about the remote. (Subsequent inspection reveals no mention of the remote in the manual.) You realize it's probably an add-on security system, but this doesn't decrease the amount of sweat pouring off your face. The manual does say that you may have to turn the steering wheel to release the anti-theft lock, and this gets you somewhere."
"The car still won't start, and the key won't turn all the way. After some panicked jiggling, it appears that you have to press the key into the lock during part of its travel. Power is coursing, and the windows are down now, but that red light's still flashing and the car won't start. Punching the remote's buttons at random doesn't help. The top button has a raised center, which might mean 'I'm important.' Holding it down for a second shuts off that !@#$%& light. The car still won't start. Jamming the clutch pedal to the absolute end of its travel fixes this."
"Now, of course, the first time you're ignorant and confused, but still the normal procedure for starting the car as it's currently rigged is like this:
Continued pressure on the 'Silent Panic' button on the remote seems to toggle the security system between armed and disarmed, simultaneously locking or unlocking the doors.
If the key doesn't turn, jerking the steering wheel vigorously fixes the problem.
The clutch pedal must be on the metal, not even one-tenth of a millimeter from it.
The ignition lock apparently has a detent, probably intended to avoid accidentally turning off the car while it's in use.
To get past this while starting the car requires the key to be turned, pressed, turned further, pressure lifted, and turned some more.
That's the story. It seems unnecessarily complicated. The manual doesn't describe it adequately, even assuming that the security system is an add-on."

Weiss says the car is actually some fun to drive, once you get it started. It's sporty, with adequate power, and imparts a heavy, solid feel. Christian Wardlaw, our head editor, concurs with this last observation, albeit with more enthusiasm:

"Drove the Integra about 100 miles while visiting Los Angeles, on twisting road, city streets and freeways. Still really enjoy this car. It's perfect for squirting through L.A. traffic, easy to park, and handles canyons with aplomb. I did notice that our car didn't feel particularly tight while running hard along Benedict Canyon road between Mulholland and Sunset. The rough pavement elicited a cacophony of interior rattles and squeaks. The usual suspects appear on the gripes list: stereo buttons that are poorly placed, difficult-to-adjust climate controls, goofy remote markings and a low seating position."
"This is not a car for the average commuter. It needs to be revved hard to dip into the power, it's loud inside and rides stiffly. However, it is a car that anyone who loves to drive can enjoy day in and day out. High revs reward with bursts of power uncommon from a four-cylinder engine, the lack of refinement means the driver and occupants are more attuned to the mechanicals, and the low-slung driving position, outstanding forward visibility and well-bolstered seats make for a great vantage point from which to enjoy a speedy ride through a canyon. Fun car."

So, should you buy an Integra? It depends on which school of thought you subscribe - Weiss' or Wardlaw's.

Total Odometer Reading: 38,521
Best Fuel Economy: 35.3 mpg
Worst Fuel Economy: 18.6 mpg
Body Damage Repair: $0
Maintenance Costs: $0
Problems: Vibration accompanies medium pressure on the pedal.

Road Test

Acura freaks following the column have lambasted us in the past for doling out the keys to our black GS-R to staff members who "don't get it." Those readers will be disappointed to learn that for the past four weeks, no enthusiasts have been driving our Integra around Los Angeles.

Tina Burke, our human resources wonk, had the GS-R for a couple of weeks of errand running in Mission Viejo. She expected a basic compact car, but found a fun, sporting hatchback that could easily endanger her driver's license. Tina called the GS-R "zippy," exhibiting quick responses and easy maneuverability. She also lauded the tight steering, capable handling and powerful acceleration. "While driving the Integra, I found it hard to stay within the speed limit because it was so quick off the line at stop lights. This is a really fun car to drive." We'll make a juvenile delinquent of her yet.

After Burke hammered our Integra in the 'burbs, our Internet strategy director, Haim Hirsch, took the wheel for a stint in West L.A. Hirsch, a quiet and reserved man who tends to examine automobiles from a decidedly clinical perspective, was not moved by either the Integra's under-the-skin technical innovation nor its intoxicating behind-the-wheel feel. He mostly complained about things like the lack of an audible horn chirp when using the remote locking, noisy power window lifts (!), difficulty getting children strapped down in child seats, and the like. So, the Integra's not his kind of car.

During Hirsch's tenure at the wheel, the "check engine" light came on. The dealership, Keyes Acura in Van Nuys, suspected an emissions-related malady, so we made an appointment. Turns out we needed a new purge valve and canister (essentially a charcoal filter performing emissions duty), which was covered under warranty. Hirsch reports that the service at Keyes Acura was excellent, with prompt and friendly response from all personnel. They even performed a 27-point inspection, which revealed that our front brake pads are worn to 65 percent and the rears are at 55 percent. But they missed the pedal vibration, which Hirsch claims doesn't exist.

Total Odometer Reading: 38,930
Best Fuel Economy: 20.9 mpg
Worst Fuel Economy: 18.1 mpg
Body Damage Repair: $0
Maintenance Costs: $0
Problems: Check engine light came on due to emissions failure.

Road Test

Our black-on-black GS-R, which traps summer heat like Death Valley in July, was driven last month by enthusiasts who appreciate the rev-happy VTEC engine and slot-car handling of this hot hatch. So we can tell you everyone raved about the point-and-squirt nature and "bang for the buck" of the Integra GS-R, with one staffer claiming it "almost makes driving in congested West L.A. fun ... almost."

So we'll skip the numerous driveability accolades and concentrate on the other remarks. Our former technical editor, Karl Brauer, has confirmed what our editor-in-chief, Chris Wardlaw, suspected four months ago - the front rotors on our car are indeed warped. Sadly, because so many staffers who "don't get" the GS-R have been behind the wheel since Wardlaw drove the car from Denver to Los Angeles earlier this year, it is possible more damage has been done than necessary. We're taking the car into service to see what's wrong, and will report on the status of the front brakes next month.

Brauer also found that the shifter is grinding during quick first-to-second shifts. He suspects a broken second-gear synchro, and admits that most people wouldn't have even noticed it. And he diagnosed an odd grumble from underneath the car as an exhaust rattle. So, the dealer has a few things with which to keep busy when the car is serviced.

Though a wonderful driver's car, our staffers wished Acura would pay some attention to creature comforts. Cheap interior materials that are beginning to appear worn and faded in spots, intrusive road noise, loud servomotors for power accessories and poor ergonomic design need improvement. Also cited as Integra negatives were uncomfortable seats, an inadequate sound system, and cupholders that block access to first and third gears when in use. Finally, we want a more user-friendly remote keyless-entry system that doesn't include the alarm function on the fob. Numerous times we've gone to start the car only to find that the starter has been disengaged after we've inadvertently hit the wrong button on the fob.

Accolades were doled out for the simple cruise controls, the utility of the hatchback, and the ease with which a tire can be changed. Several months ago, a staffer reported a soft tire, filled it with air, and never thought twice about it. Since then, we've just been pumping more air in each time the tire has softened. But finally, more alert drivers (read: enthusiasts) noticed the big nail in the sidewall and decided that, rather than risk a blowout between Disneyland and Oceanside, Calif., they'd use the spare to get home.

The owner's manual offered clear and concise details on tire-change procedures, and once the GS-R had been safely returned to San Diego County, our diligent drivers began the hunt for a replacement 195/55R15 Michelin XGT V4 tire. After trying three chain stores to no avail, they found one in stock at a local Oceanside mom-and-pop shop for less than the chains would have charged to order one. Richard's Tire Shop on South Coast Highway put a new Michelin on the car for $151.78, mounted, balanced and taxed.

That got the car back on the road, ready to tackle the most twisty of bits. From the logbook, regarding the driving experience:

"There is a near-perfect symbiosis between car and driver; a skillful simplicity that makes it feel almost like the car is an extension of oneself. There is no question of how the car will respond to your commands; it's almost like there is a simple, direct line of communication from brain, to limb, to car, and to road."

"The Integra remains one of the best performance cars in its price range. By the way, if it's too harsh or unrefined, then you're TOO OLD! As one approaching the big 3-0, I'm happy to report that I still get it!"

Total Odometer Reading: 39,571
Best Fuel Economy: 23.5 mpg
Worst Fuel Economy: 22.1 mpg
Body Damage Repair: $0
Maintenance Costs: $151.78
Problems: Warped front rotors, exhaust rattle.

Road Test

Zipping in and out of L.A traffic was our Integra's purpose this month, a purpose it is well suited to. We did have to pull into the pits twice this month though to fix our little VTEC vortex. Pit stops and all, we zinged past the 40,000-mile mark and headed for the checkered flag, or the end of the month, as the case may be.

Our first speed bump was at Santa Monica Acura. We wanted our brakes inspected for warping, our exhaust system checked for the annoying rattle, and our gearbox checked for a potentially broken second-gear synchro. We dropped off our car, and received a phone call late in the day informing us that it would have to be kept overnight. The dealer offered us a rental car and we took them up on the offer while they attended to our ill Integra.

Later that day, we received a call telling us that the front brakes were indeed warped. We told them to go ahead and fix them. Also, they found that the entire exhaust system needed replacing, as it had rusted out. Santa Monica Acura did not have the parts in stock, but told us they were on order. Finally, we were informed that no problem could be detected with our transmission, and frankly, no other driver has made mention of a problem since it was first reported. We got another phone call telling us that our car's brakes were ready to go, and we could pick up our vehicle. Surrendering a whopping $437.62, we took possession of our Integra's keys, and were told we would receive a call when our exhaust system came in.

Several days later, the exhaust system had arrived. Yeah, we were irked by the wait, but at least it was going to be covered under warranty. We dropped off our car early in the morning, and were able to pick it up before 6 p.m. that evening, new exhaust installed sans rattle and hum.

Back on the road, all drivers again made mention of the black-on-black color scheme, and its poor fit in sunny L.A. Driver's comments included, "Sunlight turns this all-black-inside-and-out creature into an oven, and it doesn't cool off rapidly, even with the help of the air conditioner," and "OK, so black looks sporty, big deal. I like to be able to hang onto the steering wheel and shift knob when I get my car instead of waiting for the air conditioning to cool everything off."

We all found the hatchback to have ample trunk space, and even more so, when the rear seats were folded. Our drivers fit a wide array of stuff into the Integra including 8-foot-long construction materials, groceries, dry cleaning, suitcases, a patio table, and a set of chairs. Folding down the seats did make one driver notice that the driver's seat does not have a memory lever to retain the recline setting. He found it a pain to readjust his seat position every time he had to get to the rear of the car on the driver's side. Speaking of seats, we found that installing child car seats was a snap.

While we did like the placement of the digital clock, some gripes resonated this month with regard to the interior. The look of the upholstery on the seats led one driver to remark, "The tacky interior, including fuzzy black cloth resembling velvet, would actually be improved by the image of Elvis, were it to appear." In addition, a fetid odor has leached itself into our seats. Said one frowning driver, "The interior is a little reminiscent of a 'non-smoking' hotel room that you get into and realize that it probably wasn't always that way." Our car certainly wasn't always that way, and we suspect a naughty staffer or two has taken a few cigarette puffs in the Integra. Tracking down the culprit or culprits hasn't been easy, but we're still dusting for fingerprints on the cigarette lighter!

Other interior gripes ranged from a difficulty at finding a comfortable driving position to the placement of the horn. Quipped one driver: "I do not like the placement of the horn. Having just two small buttons on the steering wheel are just not enough when you have to quickly let some bozo know he is about to back right into you." A final complaint was issued by a pregnant spouse, as she had difficulty getting in and out of the little hatchback due to its low stance.

Handling and acceleration were topics again of much praise, as this pocket-rocket revs to its lofty 8,000-rpm redline. We find it to be one of our favorite front-drivers for taking spirited drives through twisty canyons. This month, we did make mention that a bit more power would be a welcome addition in third gear and higher. Drool starts to drip from the corners of our upturned mouths as we dream of driving an Integra Type R - till then, 170 ponies will have to do.

Those four little circular headlights drew some criticism this month, but not because of a lack of power. One driver simply said that they are beginning to look weird to him. Weird-looking or not, the Integra's a flingable little road rocket with a great engine and predictable handling. As an Acura, we sometimes expect that it will have a little more refinement, but then we zoom in and out of traffic, carve up twisties, re-enact "Speed Racer," and all is somehow magically forgiven.

Current Odometer: 40,608
Best Fuel Economy: 25.7 mpg
Worst Fuel Economy: 16.9 mpg
Body Damage: $0
Maintenance Costs: $437.62
Problems: Warped front rotors, exhaust in need of replacement.

Road Test

New brakes, the exhaust's rattle-rattle-thunder-clattle gone -- our Integra was good as new. OK, so it's a '96, but we think it's great to be able to stop our rolling object and hear the stereo again, luxuries afforded only by the rich and famous! (That's most of America, right?) But seriously, all drivers made note of our mended multi-valve Acura, making special mention of the new front brakes, allowing all the avoidance of a beginning ice skater's inability to stop after building speed, slowing quite rapidly after careening into the walls of the rink.

We feel the styling may be getting a bit stale, and can hope only that Acura brings out something fresh and exciting soon in way of a redesign. One driver commented that it still looks a bit sporty, but sporty in mid-, not late-, '90s way. Inside it's a bit dated too, but more than that, the interior is definitely taking on some wear. The cloth seats are maintaining a constant impression from all the posteriors and some plastic covering on the driver's door is beginning to bubble. Other than that, our Integra's in great shape.

Our drivers did gripe this month about some of the interior ergonomics and functionality. Uniform distaste was expressed by all regarding the pop on cupholders located on the center console. One driver couldn't find them right away, and was forced to hold coffee, steer, and shift at the same time -- kinda hard when you're limited by two hands; not to fret, we hear natural selection's favoring a third hand as we enter the new millennium. At any rate, once the cupholders had been deployed, we found them quite narrow, and were irked by the fact that they blocked the stereo controls. Speaking of stereo controls, no one liked the small buttons and cumbersome markings. A final operational annoyance was the inability of the sunroof to open completely. We felt cheated at not being able to bask in that much more California sun.

Getting into the low slung seat proved to be a challenge for a taller driver, while a petite one simply plopped herself down efficiently. Once seated, we made mention of the fact that rear visibility could be better, hampered in part by the decklid spoiler. Apparently seeing things wasn't as important as looking cool to some drivers. Mention was made that our Integra, while parked beside one sans spoiler, looked significantly better. It's image-conscious Los Angeles, whaddya expect?

Although possessing a good-sized trunk that we've praised in the past, a shorter driver had trouble with the high-lifting hatch. Loading and unloading groceries proved to be an amusing, if not frustrating, experience for her. She describes, "I hope no one saw me repeatedly reaching up for the hatchback, missing it, and it swinging away from me over and over again." Once closed, we found that locking the car with the remote could be frustrating, and sometimes took a few pushes on the button.

In emergencies, we find the small, spoke-placed horn buttons are not up to the task of alerting offending drivers instantaneously. Many of us have the instinct to press solidly in the middle of the wheel, which on the Integra, results in not a peep. So it's like "What the...?", and then you look down, push the little buttons, at which time it's too late. And it was too late for at least two drivers, as fraudulently licensed drivers (opinionated we are!) performed asinine maneuvers while our Integra remained tight-lipped until we found the little-bitty buttons.

Ah the driving experience! We all love it, and will love it until it's "sayonara baby." Drivers love the close-ratio five-speed transmission and the rev-happy engine. Said one staffer: "Driving home one night along a winding, dark road, I felt like I was back at Willow Springs Raceway - accelerating into the turns, looking for the apex, and then going into the next turn." Sometimes even, the same driver wears a helmet around the office while making revving noises, so the comment comes as no surprise.

Although many on staff that love the Integra feel they're too old for the kind of car it is, most can appreciate its endearing traits enough to make driving it from time to time quite entertaining. Summed up one driver: "I feel kind of like a high-school kid again in this car. The loud engine, the spoiler, the black-on-black -- it's the car I couldn't afford in high school, so I had to settle for a rust-colored 1979 Datsun 210." Perhaps letting our Integra rust out would be nostalgic...or maybe not!

Current Odometer: 41,010
Best Fuel Economy: 21.5 mpg
Worst Fuel Economy: 16.9 mpg
Body Damage: $0
Maintenance Costs: $0
Problems: None

Road Test

Turkey month came, the Integra ruffled its feathers, and then was slaughtered in preparation for a big Thanksgiving feast! OK, that didn't really happen, but our Integra sure can run like a bird with its head cut off. Only difference here is that all the running can be done in a controlled fashion. Drivers once again praised the peppy engine, although one commented that it didn't ooze power like his old '69 302 V8 Mustang. He did say, however, that the weight savings of the four-banger helped contribute to the car's "light on its feet" feeling.

This zippy performance is kept under control by a spry chassis, and even recent drivers of our long-term BMW were impressed by the Integra's handling characteristics. Canyon roads proved to be a treat as we wound around turn after turn, allowing the nimble little car to show the Mustangs and Camaros of the world what the term "precise" means. One hiccup we had with the handling came during some stints over damp pavement. A staffer found the contact patches of the all-season tires were quick to lose their footing.

Climate controls were praised this month, with drivers commenting how fortunate it is to have a quality A/C system with a black-on-black color scheme that soaks up the sun. That's not all that drivers found had seeped into the interior. The fetid, musty odor still has not vacated the premises. We're beginning to suspect that the smell may be caused by mold growing in the A/C system. One driver thought better about buying a vanilla air freshener, as that would just produce a swampy vanilla stench, yuck! While we found the seats comfortable for all our commuting needs, we still had to rib them for their tacky-looking hides, with one of our hip Web guys saying, "That velour fabric with the '80s brushstroke pattern has got to go; I can't believe it was ever put into a 1996 car."

Interior ergonomics did not meet expectations this month, as we expressed universal distaste for the stereo. Commented one driver, "I still don't like the stereo, whose buttons are so sensitive that it seems like just looking at the thing will send the radio station off into static-land." Also, the all-too-common placement of Japanese cruise controls irked us. Why bother putting the cruise "set" and "resume" buttons on the wheel when you have to reach around the steering wheel to turn it on? Let's keep 'em in one place, capiche?

The black exterior paint took some criticism this month, but not because of how it looks to the naked eye. Our photographically inclined staffers found it difficult to photograph due to glare, so no cool pictures with ma and pa overlooking the Grand Canyon when this baby's around. Drivers previously have not been enthralled with the styling, claiming it's quite dated. This month one driver developed an appreciation for the beady-eyed little guy saying, "Although not eye-popping, the Integra is sleek and its appearance complements the way it drives; definitely not a muscle car, but fast-looking in its own way." Some of us still remember that old Acura ad, depicting the Integra as a toy car running through a Hot Wheels track. And while our tires will remain glued to the ground, it sure looked like fun!

Current Odometer: 41,912
Best Fuel Economy: 30.2 mpg
Worst Fuel Economy: 19.5 mpg
Body Damage: $0
Maintenance Costs: $0
Problems: None

Road Test

This month's Integra pilots spent a lot of time praising the engine -- finding the small four-cylinder has "enough zip in it to carry the light, small car off the line in a hurry." Although drivers found the engine to be a bit noisy and droning on long freeway stints, its quick acceleration, good gas mileage, passing power and nimble steering made up for its lack of highway prowess -- almost.

One driver, traveling from Los Angeles to San Francisco, had the following to say, "The seats are good for about 30 minutes. Then OK for another 30. Then hard as a cement slab for the duration." This staffer would like to reserve his Integra seat time to around-town jaunts and forget all about long drives, mostly because the seating position is fairly flat and long-legged, where he would prefer something a little more upright in a more cushioned seat.

But for city sprints, our staffer found the car to be a blast, although he did have a complaint about the clutch. He wrote that it needed to be pushed in way too far to start the car. "Twice I got a foot cramp from pushing in with my tippy-toes to the farthest I could reach." Our driver did (after many Integra experiences) finally find the gear shift comfortable; the trick he says is to hold it like a joystick.

Since we're talking December, we want to make mention of the Integra's small trunk and backseat. While holiday shopping our staffer found the trunk was filled easily; and the friends he took shopping with him (three of whom were over 6-feet tall) were kinda squished back there. The front passengers pushed their seats all the way forward, but then our driver felt all scrunched up. Also, the backseat riders had sparse headroom, and they had to lean their heads to one side in order to avoid the ceiling.

The Acura's exterior styling received mixed reviews this month, with one driver saying the 6-year-old design "can still hold its own against the latest coupes like the 2000 Eclipse or Celica." But staffers agreed that the styling is getting a bit out of date. "It's angular like other early Acuras...The basic concept of the car is good, with a sleek profile and low stature it gives off a nice sporty vibe. But it doesn't grab the imagination that much anymore like some of the current cars can."

The interior styling was called "functional, but rather drab," by one driver, while another had complaints about some not-so-functional aspects. For one, he was annoyed that the dimmer knob and sunroof controls were not illuminated in the dark. How's one supposed to operate the dimmer knob (usually used at night) in the dark? And even if you can find the sunroof switch, when the roof is retracting it jerks back (instead of sliding smoothly). Moreover, if you push the button but just want to pop the glass a little bit, forget it -- you've got to time it just right or else it pops up and slides back. But this sunroof fixator did have something nice to say -- he liked the fact he could slide back the cover and have just a moonroof, especially on those clear full moon nights.

An interior function that has been the subject of much controversy here at Edmunds.com is the placement of the horn buttons. They are on the steering wheel, but are housed in two little squares on either side of the airbag, as opposed to being located in the center so when someone cuts you off that reflexive slam on the hub will activate the horn. Well, this month's honker likes the button placement because he says they are much safer than a central horn button. "You don't have to take a hand off the wheel in order to beep the horn. Central horn activation requires pulling a hand off the wheel. If you're honking the horn, that means a potentially dangerous situation. Not a good time to have one hand on the wheel, right? With a button, it takes just a quick move of the thumb, and the button is right there, both hands still on the wheel."

This same sensitive staffer advises those more petite members of our staff to "Grow. Or wear platform shoes," so they stop griping about the hatchback -- he (at 5 feet 10) had no problem with rear visibility. We're so happy.

Total Odometer Reading: 42,939
Best Fuel Economy: 27.8 mpg
Worst Fuel Economy: 22.2 mpg
Body Damage: $0
Maintenance Costs: $0
Problems: None.

Road Test

This month, funny man Gonzo Schexnayder drove the Integra, and, while he was cracking jokes his compatriots were not laughing. Seems Gonzo needs to work on his delivery in order to quell passenger discontent about the rear-seat design.

When a passenger gets into the backseat, Gonzo explains that most people use the passenger side of the vehicle for entry and exit. "While the passenger seat rolls forward comfortably, it won't go back to its original position after doing so. So, your front-seat passenger is stuck either having to adjust the seat prior to getting in or squashing himself into the front seat and then adjusting it." Gonzo also had a passenger complain that the handle to adjust the seat can easily catch your fingers if you're not careful, since it swings back into position swiftly after adjusting it.

Additionally, as we mentioned last month, there were more complaints about the horrible leg- and headroom in the backseat. Even though his friends aren't that tall, their heads hit the ceiling easily.

Gonzo also commented that, "It seems stupid to have a sunroof that doesn't open." Well, it does open, but we're not surprised that he couldn't find the switch, since previous drivers have said the same thing (its placed low on the dash, to the left of the steering wheel), and is especially hard to find at night since it's not illuminated.

Gonzo tried not to take this personally, but on more than one occasion he felt pretty vulnerable in the Integra from all the "stupid idiots" driving brand-new SUVs like they're Camrys. "I was nearly run over three or four times by people who just didn't notice the Integra's all-black body. I guess. Or maybe they just don't like me?"

Like most Integra drivers, Gonzo thoroughly enjoyed the car's speed and the handling. He found the steering responsive, but perhaps a bit too much so: In the far left lane on the 10 freeway, the road shifts from an old piece of concrete to a new piece, and over the transition it always tugged at the steering wheel. "This isn't a car you can drive casually," Gonzo concluded. And, although he liked the road feel and being close to the ground, his wife found the ride too harsh. "Perhaps it was my driving," Gonzo suggested.

Total Odometer Reading: 43,378
Best Fuel Economy: 25.4 mpg
Worst Fuel Economy: 24.4 mpg
Body Damage: $0
Maintenance Costs: $0
Problems: None.

Road Test

Because our illustrious road test editor rearranged the long-term program, news editor Gonzo Schexnayder found himself riding low in the Integra again, this time spending more highway time in it than the last and wishing the whine of the engine at higher rpms would go away.

Anything new? The rattle in the front left of the dash. That seemed to annoy him while Sylvia Poggioli rattled on about some crisis in the Middle East. He found the tic-tac-tac of the noise discombobulating, wafting in and out of other NPR stories about McCain and Gore, contraception and winemakers. Nothing overly exciting about the former rattle, just that he never located the source, that it's one of those little indications that the car is getting old, and that when his interest would wane in the news, it was generally due to distractions from the car noises and not the mellifluous voices of his radio idols.

Gonzo still appreciates the Acura's quick responsiveness, especially in the 40 feet he gets to race the other cars when entering the highway. In California -- unlike Baton Rouge where he retains the title of OC (Original Cajun to all you crawfish eatin' gangstas out there) and there are no freeway entrance inhibitors -- we wait for permission to enter the highway, like little school children anxiously praying for a hall pass before we wet ourselves.

But, once the traffic is moving, the sheer joy of mobility overwhelms his senses and he finds himself lost in bliss shifting lanes so as not to end up behind an SUV during the long commutes. See, being so low to the ground, all he gets to see in traffic, if behind one of the millions of sport-utes on the L.A. roadways, is the back window and the license plate. How many times can one read W4T5RN? Not a very visually exciting drive. Hence, the lane-changing antics.

Side note: No matter how many times his logic says that lane-shifting doesn't get him home any faster, he knows the heightened state of awareness induced by doing so keeps his attention off of moving 10 miles an hour for 45 minutes straight.

That whine (of the engine)! He still doesn't like it. In fact, he often felt as if anything more than turtle speed would redline the block and shoot pistons through the hood. Even after the road test editor offered him -- free of charge and without prompting -- a LENGTHY diatribe explaining the many benefits and features of the Integra's motion-maker, he would give up some power from the sporty VTEC engine if they could just make it quieter in the upper rpm range.

As many have already attested, the road feel is high in this vehicle. Gonzo says that while it makes driving a more engaging activity (something he likes), it's disconcerting when potholes mar the path between home and work, becoming not just an intrusion into the quiet morning, but a great shock to the mindset and the body. His kidneys are still screaming from the daily commute. But, if you want road feel, you gotta take the good bumps with the bad ones.

Oh, one other thing. "Why would an auto company design a windshield cleaning system that didn't automatically turn on the wipers?" Gonzo mused. Both he and the road test editor found it bewildering.

All in all, he appreciated the many fine qualities of the lovely Integra, even, eventually, the stealth-like nature of its deep-space black paint job and the now-understandable (blush) sunroof. He would like to thank Acura and the Academy for their support and his wife and family for always believing in him.

Total Odometer Reading: 44,390
Best Fuel Economy: 24.1 mpg
Worst Fuel Economy: 16.4 mpg
Body Damage Repair: $0
Maintenance Costs: $0
Problems: A worn strut that bottoms out when pushed hard, an exhaust rattle that won't go away (even though we replaced the exhaust pipe a few months ago).

Road Test

This month, our feisty little Acura received a new driver. After spending almost two months with our news editor, Gonzo Schexnayder, she has decided on a trial separation. In fact, she never wants to see him again. Actually, their lawyers are talking.

This month's driver was Scott Memmer, our technical editor.

The Acura surprised him in many ways. His first thought after getting behind the wheel of this thing was, "This car is for someone much younger than me." It actually reminded him of the love affair he had with his first new car -- a 1983 VW GTI. Same sporty purr. Same rock-hard suspension. Same wonderful low-end torque.

Memmer found our Acura to be a perky little performer. Still, much about the car perplexed and annoyed him. Since he is one of our longer range commuters (check out the gas mileage increase this month versus the two previous months -- up a good five miles per gallon), he spends more time in our long-term cars than average. Add Memmer's long tenure in the car audio business to this mix, and you just know the radio will come in for some harsh words if it doesn't perform up to spec. And it did.

Considering Honda's position as an ergonomic-savvy manufacturer, Memmer considers the Integra's radio a disaster. Especially annoying is that little toggle lever just below the volume knob. Not only is it inaccurate and hard to use, it often overshoots the station completely. Even worse, Memmer found that attempting to adjust the volume control while revving through the mean streets of Santa Monica often led to inadvertent touches on this little dive board of disaster, sending the dial spinning off into radio nether land, like Darth Vadar at the end of the first Star Wars. What a train wreck! Memmer strongly feels that whoever designed this radio should be put in a deep, dark dungeon with little human contact and only Akmak to eat, but not before being drawn and quartered first.

Memmer also found the heater/AC controls difficult to use. They stick. This made it hard to dial in the correct temperature for cabin comfort.

On the plus side, Memmer found the Integra a wonder of engineering and drivability. What a pocket rocket! Although he wouldn't buy this car for himself, he appreciated the granite-like suspension, the sporty feel, and especially the torquey four-banger under the hood. Gawd Almighty, what a lot of torque this thing produces! If our dentist used this motor to power his drill, he'd make a mess 'o your jaw, folks. True, it's a noisy little beast, but that's half the point. If you want quiet, buy a Lincoln.

The Integra went in for routine service (45,000 miles) at Ron Tonkin's Valencia Acura in Valencia, CA. There was some dispute about brake fluid, which the manual suggests replacing at this interval. The service advisor there, Andy, told us that he didn't think it needed to be done, as more than likely it had already been done at 30,000. We insisted on the change, since our service notes showed no previous work in this area, whereupon the dealer reluctantly performed the service.

Andy also called us later that day, while the Acura was in the service bay, and suggested that the Integra needed a front end alignment. We told him to please road test the vehicle and see if it was pulling to either side. He called back later to say it wasn't, so we scratched the suggested alignment.

When we went to pick up the car, we found it washed and waiting for us, sparkling inside and out. We were most impressed with the appearance of the car. Aside from the few mixed signals we had with the service advisor, we felt we had a good service experience with this particular Acura dealer.

All in all, our technical editor enjoyed his time with the Acura Integra. He recommends it to college-age head-bangers and market-entry twenty-somethings, who like their engine whine as loud as their music and their suspension as stiff as a shot of tequila

Total Odometer Reading: 45,665
Best Fuel Economy: 29.8 mpg
Worst Fuel Economy: 24.1 mpg
Body Damage Repair: $0
Maintenance Costs: Labor, $87.36; Parts, $65.74; Total, $158.52
Problems: None

Road Test

Our copy editor, Erin Mahoney, found herself behind the wheel of the Acura Integra in April. It was funny - she never realized how many of those things there were on the mean streets of L.A. until she started driving one herself. A cliche, but very true. The '96 Integra felt awfully unrefined after Erin's stint in the '99 Miata, but she was forgiving because she realized that this car was no longer a sprightly young thing.

The primary complaints this month had to do with the clutch pedal and the lack of decent cupholders. One of the first things Erin commented on after driving the vehicle for the first time was the "weird, crunchy feeling" when she depressed the clutch. It wasn't immediately apparent; she didn't notice it until she'd been creeping through stop-and-go traffic for about half an hour. "It kind of feels like stepping on a giant cockroach," she explained to her colleagues at lunch one day.

Otherwise, she liked driving the Integra. "It's an incredibly ubiquitous vehicle in this town, true, and a '96 at that - but I still felt pretty cool driving it." She was especially fond of the swift acceleration which allowed her to breeze past all the humdrum sedans lagging ahead of her on the road, and the confidence-inspiring brakes. "Brake pedal feel was excellent; I never found myself in a scary emergency situation. I just always knew the car would stop in time."

The steering and suspension received accolades from our copy editor as well, "This thing handles twists and curves like a dream; once the rush-hour traffic disperses on the 110 freeway, my spirits soar as I wind my way toward Pasadena. Either I'm way too overzealous of a driver, or this car is just immensely capable, as I was passing everything from Nissan 240SXs to Audi A6s. Very nice."

Erin rather loathed the interior, however, complaining that the black and gray dash and upholstery sucked the life out of any passenger's complexion. The seats weren't very comfy, either, offering nothing in terms of lumbar support. She felt like she had plenty of legroom, though, provided that she wasn't trying to accommodate anyone in the rear seat.

There were some personality quirks in this sporty two-door that would either entertain or annoy Erin, depending on her mood. The VTEC engine is incredibly buzzy and metallic-sounding, which can be perceived as either youthful and exuberant, or loud and unnerving. The taut suspension and high level of road feel would either make her feel like a teenager again, driving in illegal street races (although she never actually did that), or it would cause her to curse each speed bump in the parking garage to its own unique and personal hell (this on mornings when she was a bit overdue for her java).

Dan Gardner, our road test editor, got to drive the Integra from L.A. to San Jose one weekend while Erin was stuck reviewing a Saturn SW2 (no offense to the SW2 - it's just not a favorite among single 20-somethings with no kids). He thought it worth noting that the air currents created by this particular model led to an inordinate amount of bug-splat all over the black exterior. It displeased him.

The Integra left Erin convinced that it would make a great car for someone who could really appreciate the driving experience. But for those people who oscillate between craving creature comforts and jonesing to drag race obnoxious kids with spiked hair in souped-up Honda Civics, it would make more sense to have this as a second car. With, say, a BMW 740iL as their daily-commuter vehicle. Ah yes, in a perfect world...

Total Odometer Reading: 47,920
Best Fuel Economy: 33.9 mpg
Worst Fuel Economy: 23.7 mpg
Body Damage Repair: $0
Maintenance Costs: $0
Problems: Crunchy feel to clutch pedal

Road Test

Our little black bandito spent most of this month being bandied among different hands around the office, as befitting its devil-may-care, Casanova nature. Although most of them enjoyed the ride, it suffered from a few minor problems which ensured that it would be at the mechanic before the next update.

It was first in the hands of our crotchety associate editor, whose friends own Integras of various ages. "Why, back in my day, we had to crank open the window! And there was no fancy-schmancy power antenna - the antenna stayed up! And we liked it!" She also noted the well-appointed interior, which, while it wears signs of aging, does so graciously, unlike our long-term Cadillac, which is rage, raging against the dying of the light.

It then became the charge of the super couple of book production, the Archbolds. They used it to chauffer Rob's dad, who was piqued by the still-interesting styling. He is currently looking for a good used car and was intrigued by the Integra and Honda's certified used vehicle program, but after the ordeal of having to fold himself (aged sixty, fairly active) up into unnatural positions to get in and out of the low-positioned driver's seat, he concluded that the Integra would be better left to the younger, more nimble crowd.

Earlier this month the Acura was senselessly assaulted when our enthusiastic editor-in-chief parked next to it while he was driving the aforementioned Cadillac and swung open the door with his usual exuberance. The Integra now sports a ding on the door. Wardlaw, during his stint behind the wheel, noticed a pulsation in the brakes under light pressure that led him to surmise a warped rotor, which would be a very bad thing since the Acura's brakes were replaced not more than eight months ago. No one else has commented upon this, so we think that the car was just punishing its attacker. But we'll get that checked too, just in case.

It completed a happy romp to San Francisco (about 800 miles round trip) with our senior features editor, Brent Romans, who found that the Integra is not exactly the ideal conveyance for a long haul - far from it. It's loud, buzzy and the stiff suspension makes you feel every bump through your rump, which is fine for a 20-minute Blockbuster run but gets old real fast after the third hour or so of driving. However, Romans, who prefers pocket rockets (as long in the tooth as they may be) to more luxurious digs, lauded its responsive steering, precise shifting action and zippy powertrain.

All drivers are still noting the odd noise emanating from the clutch pedal. Although there was consensus that there was a weird rubber-friction feeling to the clutch after a period in stop-and-go traffic, there was dissention as to exactly what animal, when being crunched underfoot, it resembles. "Snails!" one driver chortled. "Mice!" another gleefully exclaimed. "Lizards!" "Porpoises!" Geez, who raised you kids?! We'll get this checked...well, you get the idea.

The end of the Acura's two-year lease is looming, but we have quite a few miles to rack up before we let it go gently into the night. Look for accounts of road trips in the coming months.

Total Odometer Reading: 49,768
Best Fuel Economy: 35.3 mpg
Worst Fuel Economy: 23.9 mpg
Body Damage: $0
Maintenance Costs: $0
Problems: Vibration in brake pedal, rubbery friction in clutch.

Road Test

With just a few short weeks left in our certified Acura, our Integra this month spent some of its last days in the loving care of our road test editor, Dan Gardner. Gardner loved the gearbox, which felt race-bred, but took issue with the cheap shift knob and its faux-leather stitching. (It's actually molded plastic, folks!) The car does make one want to drive with zeal, squirting through traffic rapidly. Unfortunately, the suspension and tires are not up to the job of highly aggressive maneuvering.

Gardner, having driven the livelier Type R version of the Integra, had this to say: "Our GS-R wants to do things quickly. It's got great steering and a lively chassis. The suspension and tires just aren't up to the job. The racy Type R transforms this platform more than one can imagine."

Our own Integra is certainly showing its age. Gardner found the interior to be stagnant-looking and ergonomically problematic all around. On the outside, those cute little round headlamps are getting boring. We hope Acura brings something smashing to the table when the new Integra is released. They'd better, considering new competition in the form of the Toyota Celica.

Our Integra also served duty as a support vehicle for a 10-car roadster test we recently finished conducting. We enlisted the help of Mike O' Brien, a friend of managing editor, Karl Brauer. He chased 'Vettes and Z3's, or rather, caught up to them when they stopped for gas. The Integra was a workhorse, carrying tons of editors' luggage, sunscreen, and consumables, both liquid and solid. Over the 1,000 miles of service, the Integra managed to average almost 30 mpg, while some roadsters struggled to make about half that!

After the Integra was through mingling with the droptops, it had reached the 52,500-mile service mark. This called for an oil change and a tire rotation. We also needed to tend to a dent in the left front fender that had been there for quite some time, as well as repaint the front bumper which was severely chipped. Other things needing fixing included a broken power antenna, a sagging shift boot and the wiring which dangled beneath the dash on the passenger's side. None of this would be gratis, as our warranty had run out at 50,000 miles.

We called Santa Monica Acura in Santa Monica, Calif., to schedule an appointment, and they told us to simply bring it in when it was convenient. Editorial Assistant Erin Riches arrived at the dealer and requested an oil change and tire rotation, which was the indicated service in our owner's manual. The service advisor wrote down "52,500 mile service," but Erin was quick to let him know that all we wanted was the oil change and tire rotation, not some package deal they were peddling. The service advisor made a notation and estimated that the bill would be about $50. He said they'd have to get back to us on the antenna repair, but that they'd take care of the two minor interior issues for no charge. We also inquired as to whether an estimate that we had previously been given for the dent in the body included repainting the front bumper. To our delight, we were informed that it did.

The standard maintenance was completed in a day, and we received a phone call with a $130 estimate on the antenna. We gave our blessing and our antenna was restored. With all the nuts and bolts stuff out of the way, our Integra was sent over to the body shop. The body shop called to give us an estimate, but gave us the disappointing news that the front bumper painting was not included. The service advisor at Santa Monica Acura had made a boo-boo. The estimate neared $700, and we decided we'd take our chances with the lease inspector at the dealer when we returned the car.

So, slightly chagrined, we had the car taken back over to Acura so we could pick it up. The price of the routine service came to $42.46, below the original estimate of $50. Same went for the antenna fix, which came to $127.24, as opposed to $130. With tax, we were out the door for $182.24, pleased with the work that had been done, despite the misinformation on the bodywork.

After our car was again in our clutches, we fully detailed it in preparation for the lease return. We'll miss the VTEC engine's 8,000-rpm roar coupled with great gas mileage. But guess what? Our long-term Celica's gonna fill the Integra's shoes quite nicely with its VVTi motor.

We have about 30 more days with the Integra and we will be producing our final report on this car soon. If you own a 1994-2000 Integra GS-R, we'd love to hear about your ownership experiences with your car. Provide us with information that you think would be useful to other Integra owners or potential buyers.

Current Odometer: 52,539
Best Fuel Economy: 32.6 mpg
Worst Fuel Economy: 24.3 mpg
Body Damage: $0
Maintenance Costs: $182.24 ($42.46 for the oil change and tire rotation, $127.24 for the power antenna, plus tax)
Problems: Wires dangling from under dash on passenger's side, shift boot collapsed and does not meet shift knob, power antenna is broken.

Road Test

Two years ago, we were faced with a dilemma. Having decided on a Chrysler minivan for our next certified used long-term vehicle, we were informed that Chrysler did not offer a used certification program — ah shucks. And we were so looking forward to seeing if those nifty seats really can be configured in 27 different ways. Oh well, surely there's another car that could match a minivan's practicality and all around helpfulness in day-to-day people moving duty. But of course, a car like that would be equally as boring, so instead, we turned full circle and settled on a decidedly less practical, but infinitely more exciting means of transportation — the Acura Integra GS-R.

Exactly how did we go from domestic people mover to imported pocket rocket? First, we took into consideration the Integra's entry-level position in the Acura lineup, it was practical on the pocketbook you might say. Second, none of Acura's other current models at the time made a good fit for our illustrious long-term fleet, so a test of Acura's used certification program would work nicely. Third, we like to have fun behind the wheel whenever possible, and the Integra promised mile after mile of high rpm thrills.

So did it deliver? All things considered — yes. Our '96 Acura Integra served up a consistent, pulse-quickening level of performance coupled with econocar mileage, and contemporary good looks with a minimum of ownership hassles. Although it hardly delivered the utility of our first-choice minivan, its high-revving engine and race-bred suspension more than made up for its lack of family-oriented attributes. Said editor Grant Whitmore, "For the $17,620 price of our used Acura, we got a fun, good-looking, fast car. We also got an Acura warranty and ownership experience for less than the price of a Honda Civic Si...this Integra is a great bang-for-the-buck statement and is a convincing argument for Acura's certified used cars."

Our '96 Integra GS-R came to us with over 22,000 miles already on the ticker. The original warranty covered us to 50,000 miles so we would be covered for the majority of our two-year/30,000-mile lease. The usual assortment of powered goodies were there: windows, locks, sunroof. Four-wheel ABS and dual airbags protected us in adverse situations, while alloy wheels kept us looking cool. Its only option was a pair of useless fog lights; we would have preferred something noticeably more functional like a CD player, but after all, this was a used car so you take what you get.

Of course, once out on the road, who cares about a CD player when you have such a marvel of Japanese engineering screaming from underneath the hood. Spitting out 170 horsepower from just 1.8 liters of displacement, the GS-R's tightly wound four-cylinder engine just begs to be driven hard. An advanced valve timing system known as VTEC (Variable valve Timing and lift Electronic Control) allows the diminutive four banger to pull strong all the way up to its 8,000-rpm redline. Wind it up and it takes off with such attitude that even normal lane changes become a source of constant anticipation. From our logbook: "Every time I get into this car, an errand turns into an adventure. I feel like I'm piloting a high-strung racing car over public roads. The super low cowl affords excellent visibility, the gearbox is wonderfully tight and precise, and the shifter is perfectly located."

Few of us doubted that the high-revving engine was going to inspire such accolades, but it wasn't the only source of praise. The Integra's ultra precise steering and handling garnered rave reviews from just about every driver — young and old alike. "The car is fairly tight at 35K despite 13K 'evaluation' miles from auto journalists. The car handles wonderfully, displaying excellent balance for a front-driver. Shift action is precise." Said another tester, "I took the Integra for a ride on some twisting roads, and found that this is where the car shines. Hugging tight corners, I found that this car will do its part if you do yours."

Even though most of our staffers drove the Integra in their own personal Indy 500 most of the time, the Integra's high-strung engine still returned remarkable fuel mileage. Observed economy ranged from the upper 20s to just over 30 miles per gallon. Try to duplicate that with an American pony car. Not to mention that even consecutive days spent getting hurled down mountain roads didn't cause our Integra to suffer any major mechanical meltdowns. Most of the Integra's sick days entailed routine service, although it did eventually succumb to warped rotors, an almost surefire consequence of the Integra's constant diet of twisty two-lane.

And while it may have gotten by on its engine and suspension alone, our black-on-black Integra still looked surprisingly contemporary considering its somewhat advanced age compared to our other long-termers. It had a boy-racer look highlighted by the deep air dam and trunk lid spoiler. "I feel kind of like a high-school kid again in this car. The loud engine, the spoiler, the black-on-black — it's the type of car I couldn't afford in high school, so I had to settle for a rust-colored 1979 Datsun 210."

Such aggressive styling has its drawbacks, however; the rear spoiler obstructed view out of the back, making parking maneuvers somewhat of an adventure. And the black-on-black color scheme was hardly the combination of choice in the Southern California sunshine. Hot summer days brought about the usual comments concerning the GS-R's inability to cool itself down to acceptable levels; "OK, so black looks sporty, big deal. I like to be able to hang onto the steering wheel and shift knob when I get in my car instead of waiting for the air conditioning to cool everything off."

Although the exterior aged well, the interior proved to be a constant source of criticism. Starting with the seats, many drivers complained of their low position, hard feel, and lack of adequate lumbar adjustment. "The driver's seat itself is not nearly as comfortable as it could be...even with the lumbar support control set to maximum, the seat offered too little support for my back and quickly became uncomfortable."

Next on the list were the cupholders that were described succinctly as "useless" by most staffers due to their inability to handle a grande cappuccino (not going to cut it in L.A.) and poor placement that blocked first and third gears when something that did fit was resting in the receptacles.

Stereo controls were also universally panned for their lack of intuitiveness and cramped layout and drew the harshest criticism from our resident stereo expert Scott Memmer, "Especially annoying is that little toggle lever just below the volume knob. Not only is it inaccurate and hard to use, it often overshoots the station completely." Even worse, Memmer found that attempting to adjust the volume control while revving through the mean streets of Santa Monica often led to inadvertent touches on this little dive board of disaster, sending the dial spinning off into radio nether land, like Darth Vader at the end of the first "Star Wars."

The hits just kept on coming as the dated center console design drew more criticism. "The temperature slide is difficult to operate without using some muscle. The central dash storage bin doesn't have a lip on the edge to hold items in during acceleration, rendering it useless," commented one driver while another complained about the ridiculously placed sunroof switch. Its place behind and to the left of the steering wheel was hardly where most of our staffers thought to look for a switch to control something directly above their head.

Poor ergonomics aside, our Integra benefited from Japanese build quality that resulted in excellent fit and finish throughout. The stiff suspension did take its toll however, as rough pavement solicited frequent complaints concerning harshness in the cabin. An extended trip to San Francisco led editor Brent Romans to lament, "It's loud, buzzy and the stiff suspension makes you feel every bump through your rump...fine for a 20-minute Blockbuster run but it gets old real fast after the third hour or so of driving."

Other minor annoyances included: windshield washers that didn't activate the wipers simultaneously, cramped rear seats, a poorly labeled key fob, buttons for the horn instead of just pushing the center of the wheel, hard to decipher cruise control buttons, and a hatchback door that couldn't be pulled closed by shorter staffers.

We had plenty of time to take in the idiosyncrasies of the Acura's interior as it spent little time out of service for mechanical maladies. Our biggest expenses were the inevitable result of the Acura's penchant for bringing out the Andretti in all of us. The stock Michelin tires lasted to 30,000 miles while the front brake rotors required resurfacing just after the 40,000-mile mark. Both of these fixes cost us a few hundred bucks apiece, a subtle reminder that this was an Acura after all and maintenance can be expensive.

Other problems included a completely rusted-out exhaust system, some malfunctioning smog equipment (all replaced under warranty), and a strange gear grinding that we could never quite duplicate accurately enough to facilitate diagnosis and allow repair.

Overall, we were generally very impressed with the level of service at the dealers we visited. Whenever the car necessitated an overnight stay, a loaner car was offered and when we picked up the car it was consistently clean and on time.

Not only were the dealers helpful, Acura's nationwide customer service phone line also came in handy. About a month into our lease we realized the Integra was without an owner's manual. When we called to inquire about getting a replacement they simply took our address and sent one out within days — free of charge. Lest you think this treatment is reserved only for demanding members of the press, we intentionally kept our identity secret throughout the process and have no doubt that comparable treatment would be afforded to any Acura owner requiring similar assistance.

During its two-year stay, the Integra proved itself to be a reliable daily driver that provided sports car handling with hatchback utility. The Acura nameplate brought along an extra measure of prestige usually absent in the used car realm. Coupled with the excellent dealer service and the peace of mind of a factory warranty, our certified used Integra was an experiment in used car buying that we would gladly try again. Although some staffers were vocal about the hard seats and poor ergonomics, they were equally as vocal when it came to getting the keys for the weekend — an obvious sign that the less than stellar interior wasn't going to prevent anybody from enjoying the thrill of the rev-happy motor and racecar-like handling.

What Edmunds.com says about the Integra GS-R:

Pros: Strong and economical engine, racecar-like handling, contemporary good looks.

Cons: Dated interior design, uncomfortable seats for the long haul, limited passenger space.

Best Logbook Quotes:

"You know what's cool about this car? You can flog it all day long without worrying that it will break, and it returns 30 mpg with no sweat or complaint. Great car. Love it."- Chris Wardlaw.

"The car's responsive transmission, sharp steering and high-revving VTEC engine collaborate to make this car a joy to drive."- Brent Romans

"It's hard to explain. It's kind of like there is a near-perfect symbiosis between car and driver; a skillful simplicity that makes it feel almost like the car is an extension of oneself. There is no question of how the car will respond to your commands; it's almost as if there is a simple, direct line of communication from brain, to limb, to car, and to road."- Robert Archbold

"The Integra remains one of the best performance cars in this price range. By the way, if it's too harsh or unrefined, then you're TOO OLD! As one approaching the big 3-0, I'm happy to report that I still get it!"- Karl Brauer.

What owners say about the Integra:

"I owned an '96 Acura Integra GS-R...(and) I found the Acura to be a wonderful car that had several good qualities all around. I think it was this versatility that made it such a great car. It was sporty; it had a high-revving, powerful engine (for the mid-1990's); great brakes; good cargo capacity; comfortable seats (I never sat in back); great gas mileage; low maintenance costs; extremely good reliability; good build quality (despite the minor, but annoying rattles); and it was extremely fun to drive." - Gerald Wilson

"Just wanted to let you know that I own a 95 Integra GS-R and have nothing but good things to say about it. The car has needed little things from time to time but nothing major except a master cylinder for my clutch. Any time there was a problem the dealers down in South Florida have been very good about addressing them. I have recently handed down this car to my daughter who recently started driving and she loves the car. It now has 61,000 miles and is virtually like new." - Maurice Tanner.

"I just had to jump in with my two cents on my GSR. I have had to do nothing but change the oil and rotate the tires! It is so fun to drive! The only problem is everyone always seems to want to race me all the time, but it is ready for the challenge, it is a great maneuvering car and very reliable...I can't say enough about how much I enjoy driving it (and I put it through its paces...trust me...I run it hard!)" - Scott Thomas.

"I've owned a GS-R sedan since '94 and have never regretted the purchase (78K clicks on the odometer). As a two-time Integra owner, I can attest that the GS-R was obviously designed with a completely different engineering philosophy than its underpowered LS predecessor, one of which I owned for seven years. The GS-R has been dead reliable, is still on its factory battery, exhaust system, shocks, lamps, lights, etc. Paint and fit-and-finish are essentially delivery-quality after seven Midwestern winters un-garaged. In fact, the car is so tight that, despite what one of your editors thought was a comparatively drab interior, it never ceases to impress first-time passengers, who invariably think the car is a recent purchase. The engine is still incredibly strong and responsive, as is the suspension." - Alan Sullivan.

Summing Up:

Current Market Value*: $ 13,963
Depreciation: $3,172, or 19 percent of original MSRP

Final Odometer Reading: 52,599
Best Fuel Economy: 38.6 mpg
Worst Fuel Economy: 20.9 mpg
Average Fuel Economy: 24.6
Total Body Repair Costs: $0

Total Routine Maintenance Costs: $ 696.90
Additional Maintenance Costs: $ 1601.26

Warranty Repairs: 3
Non-Warranty Repairs: 7
Scheduled Dealer Visits: 4
Unscheduled Dealer Visits: 4
Days Out of Service: 8
Breakdowns Stranding Driver: 0

Problem History:

The check engine light came on in July of 1999. A dealer inspection revealed a faulty purge valve and charcoal canister that were both replaced under warranty.
Pulsation through the brake pedal led us to believe that the rotors were out of whack. A trip to the dealer confirmed this and the pads and rotors were replaced solving the problem.
A rattle from underneath the car was found to be coming from the completely rusted out exhaust system. The entire system was replaced under warranty.
A pesky nail infiltrated one of our tires requiring a roadside swap to the spare. Instructions were clear and easy to read and a replacement was found at a local tire shop.
In May of 2000 brake pulsing again led us to suspect bad rotors. This time a resurfacing and some new pads cured the problem.
A broken antenna and missing hood emblem were replaced by the dealer during our last service. A shift boot that wouldn't stay up was also fixed for no charge.
A rattle from the exhaust was diagnosed as a bad A-pipe, and replaced under warranty.
A strange grinding when shifting from first to second couldn't be duplicated by the dealer service personal and therefore went unfixed.
A worn strut seems to bottom out when the car is pushed hard. Since it was almost time to turn the car in we neglected to make any attempt at remedying the problem.
Crunching sound when depressing the clutch pedal was diagnosed as a clutch in need of replacement. Again, with its lease life almost up, we didn't feel the need to pony up for this expensive fix.

Dealer Service Commentary:

Northwest Acura, Hoffman Estates, Ill.

"The local Acura dealer, Northwest Acura in Hoffman Estates, was able to schedule us in the following business day. The service personnel were efficient, friendly and professional, and offered us a loaner car while the Integra was in the shop.

Courtesy Acura, Littleton, Colo.

"Somehow, our Integra made it through the Acura certified used car inspection program with just one of its original floor mats intact. A new set cost us $107.85 at Courtesy Acura in Littleton, Colo., where the parts clerk was courteous and the mats were in stock ready for delivery."

Keyes Acura, Van Nuys, Calif.

"The dealership, Keyes Acura in Van Nuys, suspected an emissions-related malady, so we made an appointment. Turns out we needed a new purge valve and canister (essentially a charcoal filter performing emissions duty), which was covered under warranty. Hirsch reports that the service at Keyes Acura was excellent, with prompt and friendly response from all personnel. They even performed a 27-point inspection, which revealed that our front brake pads are worn to 65 percent and the rears are at 55 percent."

Ron Tonkins Acura, Valencia, Calif.

"When we went to pick up the car, we found it washed and waiting for us, sparkling inside and out. We were most impressed with the appearance of the car. Aside from the few mixed signals we had with the service advisor, we felt we had a good service experience with this particular Acura dealer."

Changes to Integra since 1996:

1997-
The Type R model was introduced with a 195-horsepower engine and race-tuned suspension. GS and GS-R models get new 16-spoke machine-finished alloy wheels equipped with P195/55 R15 Michelin XGT-V4 high-performance tires. Side-impact protection was improved to meet 1997 standards. A six-speaker AM/FM/CD stereo became standard. A new GS trim level on the sedan replaced the special edition model. Two new colors were added: Adriatic Blue (available on all models) and Citrus Silver (available on the four-door Integra LS and Integra GS).

1998-
Styling changes for all Integras included new front and rear fascias along with new combination lamps. All models received pre-wiring for a security system. A tilt/height-adjustable driver's seat became standard on LS, GS, and GS-R models. All leather-trimmed models got additional leather on the steering wheel and shifter knob. GS-Rs received redesigned alloy wheels. LS models were upgraded to receive 14-inch, machine-finished, allow wheels as standard equipment. New exterior colors were added: Cayenne Red Metallic and Supersonic Blue Pearl.

1999-
LS models received leather-wrapped steering wheels and shifter knobs as well as larger diameter 15-inch alloy wheels. Leather seats became standard on GS-Rs. New exterior colors: Clover Green available on LS and GS models, Taffeta White available on LS and GS-R models.

2000-
The Type R returned to the lineup after a one-year absence adding air conditioning as standard equipment and replacing Championship White with Flamenco Black Pearl and Phoenix Yellow. All Integras received a vehicle immobilizer anti-theft system along with 100,000-mile tune-up intervals and an On-Board Vapor Recovery System. All Integras also met strict transitional low-emission vehicle standards (TLEV).

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