In 1986, Honda introduced the Acura line into the U.S. domestic market. Already established for reliability and frugality, the Acura line was established to appeal to a higher market with more upscale sedans and racier performance-oriented coupes. The 1986 Acura Integra, while showcasing the technology of the times and anchoring Acura's entry into the sport coupe market, did little more than whet the appetites of lead-footed import drivers who wanted more.
Fast forward to 2001. Three distinct body changes, five powerplant upgrades, 15 years on U.S. soil and exponential leaps in performance technology have finally caught up with the Integra's motivated spirit. Now, the car has been not so much retired as it has been rebuilt, re-named, and repositioned to take it's rightful place at the top of the sport compact coupe hierarchy. Enter - the 2001 Acura RSX.
What's New
The "Integra" nameplate has disappeared and been replaced by the alphanumeric coding assumed by all the other vehicles in the Acura stable. Along with the name change comes a host of design changes; pod-style headlights and multi-reflective taillights, a backlit, red-on-metallic racing-inspired instrument cluster, standard 16-inch alloy rims and a larger, more aerodynamic body. The overall footprint hasn't changed much with the wheelbase increasing unnoticeably and the curb weight bumping up about 100 pounds, but the new exterior shell gives an air of "high class" - grace under pressure. The disappearance of the multiple trim levels and chassis also adds to the "either you've got it or you don't" ethic.
The Engine
We, as performance enthusiasts, are probably more biased to ask one thing - "What's under the hood?" In it's normal state, the RSX holsters a 16-valve, DOHC four-cylinder motor that pushes 9.8:1 pistons, all while keeping an LEV-II (Low Emissions Vehicle) rating. Running power is produced with an aluminum alloy block that stays square with a 3.38in x 3.38in bore and stroke, while the cast-in iron cylinder liners keep the explosions in the cylinder chamber. The benchmark VTEC technology gets an upgrade with the introduction of i-VTEC - Honda's proprietary version of continuously-adjusted camshaft phasing controlled by dynamic oil pressure. When used in conjunction with the familiar Variable Valve Timing Control, the RSX outruns 160 stampeding horses while muscling out 141 lbs-ft of torque. Velocity controls are mated to a five-speed manual transmission or an optional five-speed SportShift automatic. The real beauty, however, lies in the fine print, or rather the fine type - the Type S. The RSX flagship ups the performance ante by bumping the compression up to 11.0:1, a screaming 7900-rpm redline (versus the base 6800 rpm), and a six-speed manual transmission with a factory incorporated short-throw, short-clutch travel for aggressive driving. Add leather bucket seats and feel for yourself how 200 hp feels as you crash through the gears.