As with the exterior, the Integra coupe's 4-passenger cabin is a model of functionality and restrained good taste. The front seats are deeply bolstered to hold occupants in place, and each half of the rear seat has an individually folding backrest to allow for one passenger plus long loads such as skis to extend from the trunk. Like all Acura - and Honda - products, the materials used are absolutely first-class.
Leather seats are standard in Special Edition Integras, optional in the GS-R coupes and sedans.
A handsome dashboard holds both an instrument pod - which carries the four necessary dials for speed, rpm, engine temperature and fuel level - and an airbag. Controls for windows, lights and wipers also are well-placed and easy to use.
The buttons for the climate control and audio system are not so convenient, being unduly fussy at a time when interior designers have rediscovered the convenience value of rotary knobs. These are the only complaints one might make about the Integra cabin, and neither system can be faulted for quality of output.
Anyone who appreciates the sound and feel of a small, high-winding powerplant must test an Integra GS-R. From idle right up to its 8100-rpm maximum, this may well be the best 4-cylinder engine in the world. The secret is VTEC, Honda's computer-controlled system for adjusting intake valve lift and duration. The net effect is to provide two engines in one without the complications and drawbacks of turbocharging.
Thanks to VTEC, the GS-R engine operates efficiently at high and low speeds, delivering 170 hp (an amazing figure for a 1.8-liter engine) and excellent fuel economy. Unlike some of Honda's other VTEC applications - notably the one used in the larger Prelude - the GS-R's engine delivers its power seamlessly, with little indication of the point at which VTEC has changed valve timing.
A smooth-shifting 5-speed manual transmission is standard on all Integras and is mandatory with the GS-R's VTEC engine. Buyers wanting the 4-speed automatic transmission can order it in models equipped with the basic 142-hp engine.
As with the engine, the GS-R's chassis is beyond reproach, another perennial strong suit of Honda designs. Flat, stable cornering and crisp steering with ample feedback are the highlights, endowing the Integra with sports-car sharp road manners. The front tires will be the first to cry "enough!" when cornering speeds get too high, a trait that's common to most front-drive cars. At lower speeds the Integra keeps its balance admirably.
Lesser Integras will perform nearly as well, though the RS and LS are not equipped with the GS-r's larger, grippier tires. Brakes are also a plus for the Integra GS-R, being fade-free 4-wheel discs. Anti-lock braking (ABS) is denied to buyers of the base RS model - a good reason for you to pass this model by unless you are on the strictest of budgets.
Driven moderately, the Integra is quite pleasant. Wind and road noise are well-muffled, and we quickly got used to the engine turning at higher speeds during cruising that is common in many small sports coupes. We admit to some preconditioning here: Honda engines have always been music to our test team's ears.
Overall, the ride is more than acceptable (if perhaps firmer than some passengers will like), and the myriad of climate-control buttons will deliver a comfortable temperature in any weather condition.