The 1992-’93 Acura Integra GS-R Is A Cut-Rate NSX
Starting Value $9,000 years It’s right there in the name: Honda Motor Company. Revolutionizing engine technology has long been one of Honda’s key platforms and major strengths. Since its founding in 1986, the upscale Acura division has been tasked with debuting many of Honda’s innovations for the North American market. The 1991 NSX was Honda’s… The post The 1992-’93 Acura Integra GS-R Is A Cut-Rate NSX appeared first on The Online Automotive Marketplace.
Starting Value
$9,000
years
It’s right there in the name: Honda Motor Company. Revolutionizing engine technology has long been one of Honda’s key platforms and major strengths. Since its founding in 1986, the upscale Acura division has been tasked with debuting many of Honda’s innovations for the North American market. The 1991 NSX was Honda’s boldest engineering triumph up to that point, and the DNA of that exotic, expensive supercar was directly translated under the hood of the low-volume, high-rpm 1992-’93 Integra GS-R.
The Civic-based Integra was a strong seller for Acura right from the start, being a favorite of automotive reviewers and owners alike, and having quickly earned a reputation for its playful, engaging character. Those traits were carried into the second-generation (“DB2”-chassis) of Acura’s most attainable model, which debuted for 1990 and came in two-door hatchback and four-door sedan body styles, and in RS, LS, and GS trims. It featured a larger, 1.8-liter twin-cam four-cylinder and a more sophisticated four-wheel double-wishbone suspension, enhancing this car’s entry-luxury sport sedan credentials.
Vehicle pros
Reintroduction of the Integra nameplate has sparked collector interest in earlier models like this second-generation flagship.
Legendary Honda reliability and ease of mechanical repair.
Limited production and low survival rates make good stock examples highly desirable among enthusiasts of Japanese performance cars.
Vehicle cons
Restricted parts availability makes Integra GS-R restoration very challenging.
Be wary of badly modified or crash-damaged examples.
Second-generation Integra GS-R selling prices have remained relatively flat over the past five years.
Acura treated the Integra to numerous upgrades, both cosmetic and mechanical, during its 1992 mid-cycle refresh, but the most exciting was the introduction of the GS-R. This hardcore performance variant, which cost $17,910 (roughly $40,274 in 2025 dollars), brought the NSX’s Formula 1 racing-inspired VTEC engine technology to our mass market in a practical, everyday-livable package.
The GS-R would receive a few notable upgrades over lesser Integras. Its front frame rails were made of 0.2-mm thicker (now 1.8 mm) sheet steel for added strength. The cooling system used a unique, molded-resin-capped aluminum radiator and a liquid-cooled oil cooler, while the exclusive five-speed manual transmission received numerically taller-ratio gearing, improved synchronizers on all gears including reverse, and a shorter (4.4:1 vs. 4.27:1 on the 140-hp, manual Integra) final-drive ratio. Those gearing changes helped the engine stay in its stratospheric powerband, the trade-off being a busy, if smooth, 3,900 rpm at 70 mph.
1992-1993 Acura Integra GS-R Engine And Transmission
VTEC, short for Variable Valve Timing and Lift Electronic Control, was first seen on badges worn by the Japanese-market Integra RSi and XSi in 1989. Honda introduced VTEC in their 1.6-liter, 16-valve DOHC unit -the second to use it was the NSX’s 3.0-liter V-6- and this clever technology would proliferate across the automaker’s lineup in the 1990s. Road & Track explained how the system worked in its March 1992 issue: “For each pair of intake and exhaust valves, there are three camshaft lobes that act on three rocker arms. During low- to mid-rpm operation, the outer two lobes and rockers actuate the valves. Under high load, or when revs climb above approximately 5,500 rpm, hydraulic pressure applied to sliding pistons within the rocker arms lock all three together. The valves now take their cues from the center lobe, which has much more aggressive lift and timing for better high-rpm breathing.”
The North American-spec Integra GS-R was powered by an electronically fuel-injected 1.7-liter development of that twin-cam four, internally dubbed “B17A1.” Honda’s F1 racing engineers specified its micro-polished, forged steel crankshaft, oil jet-cooled lightweight pistons, larger intake valves, and a 14-percent lighter flywheel for enhanced throttle responsiveness. The compression ratio was made a relatively low 9.7:1, and the stroke lengthened, the result being the same 160 horsepower, and a skosh more torque (117 versus 111 lb-ft). This sleek coupe offered the highest horsepower per liter of any naturally aspirated car sold in the U.S. at that time, its 8,000-rpm redline (fuel cut-out at 8,100) tying with the manual NSX’s as the fastest-spinning, and yet, the B17A1 would prove incredibly durable and easily able to crest 200,000 miles with regular maintenance.
Despite being a high-performance unit using sophisticated, tight-tolerance components, the GS-R’s VTEC-equipped DOHC four is remarkably reliable, and some major parts can still be purchased over the dealer’s counter or online, save for this model’s special radiator. The 90,000-mile/six years timing belt replacement service is reasonably priced. If performance mods are your thing, increasing the B17A1’s compression ratio is a sure-fire way to boost output. Replacement with an imported JDM or alternate North American-spec engine is another option for the power-hungry who live where emissions compliance isn’t tested.
The condition of the clutch cable should be noted–an aftermarket replacement is fine. If the shifter feels gritty or sloppy, new bushings will make a nice change, and tired synchros, especially third gear, aren’t uncommon; luckily, some gearbox parts are shared with contemporary Civics and newer Integras.
1992-’93 ACURA INTEGRA GS-R BODY
The new Integra’s subtly attractive, circa-2,650-pound body boasted zinc-treated steel construction, a 0.32 coefficient of drag, and a delightful 320 degrees of all-around visibility, in the classic Honda low-cowl tradition. Visual changes for the GS-R model were subtle and included body-color mirrors and bumper and side moldings, a rear pedestal spoiler incorporating an LED brake light (other Integra hatches used a backlite-mounted halogen CHMSL), special badging, red-accented upholstery, and a 9,000-rpm tachometer.
American-spec 1992 GS-Rs came in Frost White, Milano Red, and model-exclusive Aztec Green Pearl finishes, while Canadian-spec examples traded white for Flint Black, and used manual three-point front seatbelts rather than the U.S.-spec passive motorized shoulder belt/lap belt combination.
Like their 1980s-1990s Honda brethren, these Integras will rust in the rear quarter panel, behind the wheel arch. The hatch, door seams and rocker panels are other known corrosion points. OEM replacements are no longer available, although some aftermarket pieces can be sourced. Milano Red paint can fade badly in sunbaked climates, as will this car’s trademark Aztec Green Pearl, to a lesser extent. Be warned that the new trim, moldings, and seals required to effect a top-quality glass-out respray are no longer available. The factory fastening hardware under the hood should not appear rusty; this indicates deeper corrosion problems, so walk away.
1992-’93 Acura Integra GS-R Interior
The accommodating GS-R didn’t make its owner forgo comfort. Its standard-features list included a multi-adjustable driver’s seat (side bolsters, too!), power moonroof, four-speaker cassette stereo, cruise control, and a split-folding rear seat. In this automaker’s style, the Integra buyer could choose from only a handful of dealer-installed accessories, one of which was air conditioning.
Decades on, it’s not only the GS-R that suffers from a lack of interior replacement parts: it’s all contemporary Integras. Outside of the front and rear seatbelt components that remain available, Acura dealers can still get only minor parts like interior wiring, bulbs, nuts, washers and bolts. Be careful when removing interior panels, as the 30-plus-year-old plastic trim clips can snap. Check for signs of water leaking under the dash and behind the taillights. Tired carpeting means finding a good used replacement, and while seat bolsters will wear, the quality of the GS-R-specific “Moquette” fabric upholstery and the dashboard materials means they are long-lived. Don’t forget to check that all power accessories work.
1992-’93 Acura Integra GS-R Chassis, Suspension, And Brakes
Aside from the aforementioned beefier front frame rails, the GS-R’s underpinnings were largely unaltered from the standard Integra; that said, the fully independent suspension was fitted with Showa gas dampers incorporating low-friction Teflon piston rings. The 23-mm front anti-roll bar was complemented by a 14.7-mm rear unit, while the trailing arm that helped locate the rear suspension had a compensating link that prevented toe-in. The 10.3-inch vented front and 9.4-inch solid rear discs were modulated by an electronic/hydraulic-controlled ABS system. Note that the ABS on the GS-R is a typical point of failure, and ABS pumps are no longer available; you can remove a non-functioning system without ill effect.
You might not think this Civic-based front-driver with a nose-heavy 62/32 weight distribution would have much handling prowess, but you’d be mistaken. The GS-R’s suspension offered a deft blend of ride compliance, stability, and grip, with the help of V-rated 195/60-14 Michelins on machine-finished 5.5-inch-wide alloy wheels.
It pays to inspect the suspension bushings, looking carefully at those in the rear trailing arms. Energy Suspension, Hardrace, and OEM pieces will all work in the control arms.
Views From The Driver’s Seat
“The GS-R is representative of an era when Honda was very performance-focused, and there was a lot of emphasis on driving satisfaction,” says noted Acura collector and owner of our Aztec Green Pearl 1992 feature car, Tyson Hugie. “The perception in the collector-car hobby has historically been that an old Acura is not worthy of preservation, although that has been shifting as of late. Honda and Acura cars from the early years are up-and-coming in the collector community. I would say that the Integra community as a whole -especially when you include the widely popular third-generation model- is massive, despite the GS-R subset being small.”
Longtime GS-R owner and Generation 2 Integra Club member Colin Lenkeit explains how the market for these 33-year-old Acuras is challenging, pointing out that a number have been extensively modified or left with crash- or theft-branded salvage titles, and that poor-condition examples are currently more valuable parted-out than left intact. “Many people think GS-Rs are worth more than they are, due to the rarity -and they probably should be worth more- but the demand simply isn’t there. The market for ‘Golden Era’ Hondas was a bit crazy in 2018-’22, when some Honda guys sold off parts and cars, but that Golden Era market, and the collector-car market overall, has slowed (and actually reversed a little), so I think we’ve already seen peak pricing. You can find fair- to good-condition GS-Rs for anywhere between $8,000 and $10,000; excellent condition, collector-grade examples can sell from $15,000 to $25,000. There are lots of okay-condition cars masquerading as good condition, but very few excellent condition GS-Rs are left that aren’t already permanently owned by enthusiasts.”
Another area in which the 1992-’93 Integra GS-R falls into limbo is its parts availability. Owners report that, while some regular maintenance items -particularly those shared with other Honda products- are still available from dealers and the aftermarket, NOS examples of this car’s interior, cosmetic, and GS-R-specific components (with “P61” part codes) can be made of unobtanium, necessitating the search for reconditioned or used versions. “When buying a GS-R, the most important thing to consider is the condition of the body and paint, second is the interior, third are the engine and transmission, and the fourth is the suspension,” Colin tells us. “I think the availability of parts has kept values down. There are many cars out there that need varying levels of restoration, but the [limited] availability of parts makes it tough to bring glory back to many of these cars, so they will continue to deteriorate rather than being able to be saved. And since we’re 30 years out of production, we’re now seeing a new generation of failure points pop up, including ECUs.
“There may be a little hope for restoration,” Colin continues. “But a dedicated second-gen owner, Enrique Guerra, has started reproducing some of the parts needed to help keep these cars on the road. He began with some accessories, emblems, and various clips and fasteners. He’s also just recently released replacement window brackets, which have been a common failure point for over a decade. I’m hopeful that he, and others, can help the community keep more of these cars on the road and out of the crusher.”
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What To Pay For A 1992-’93 Acura Integra GS-R*
Low Average High
1992 $9,600 $16,326 $24,250
1993 $9,000 $13,125 $17,250
*These figures are actual public sales reported by classic.com; current book values for this model are much lower, ranging between $1,500 and $3,000.
1992-’93 Acura Integra GS-R Parts Prices
Air conditioner receiver (OEM) $73
Battery (OEM) $108
Body side molding clip set (reproduction) $50
Brake disc, front or rear, each (OEM) $87
GS-R emblem (reproduction) $65
Oil pump assembly (OEM) $280
Roof molding clip set (reproduction) $30
Timing belt kit (aftermarket) $179
1992-’93 Acura Integra U.S. sales*
1992: 55,174
1993: 58,757
*Honda doesn’t have GS-R-specific figures, but enthusiasts have estimated that U.S. sales were 3,118 in 1992 and 850 in 1993, with Canada’s being 602 and 255. The official figures above include all Integra trim levels and body styles.
Expert Advice
“Stay away from anything that looks like someone else’s unfinished project, or something that is no longer complete. Try to get something with the best-condition interior and exterior as possible, as those will be the two most difficult things to fix or find replacement parts for. Discontinued bits and pieces are available used (or occasionally, if you’re lucky, new) online, but with the downward spiral of forums, it’s getting harder to find good parts unless you’re following the right Facebook groups. This car’s values have risen, and are likely to continue to rise, but don’t count on the same sort of return as the second-generation CRX or the Integra Type R, both of which have seen values skyrocket.” -Colin Lenkeit
“Most of the original-equipment service parts are near-obsolete. Major service items like valve cover gaskets, alternators, and timing belts and associated components are sourced from aftermarket suppliers- but it’s known that most of the ‘factory’ parts are manufactured by the same companies that make the ‘aftermarket’ ones. The interior, exterior and trim parts are hard to find in any condition; those found in fair to good condition come with a high price. I think parts availability will improve eventually–the demand is still there, but not as apparent as for an NSX from the same era. Aftermarket support has potential to grow, but I believe this chassis is so simple, there isn’t much to do more to it.” -Ho Dao, California state certified smog technician, and second-generation Integra enthusiast
Owner’s View: Tyson Hugie
“In my quirky crusade to ‘collect them all’ in regard to early 1990s Acuras, the second-generation Integra was one of the most elusive. The car that launched my love for the brand when I was 14 was my mom’s 1990 Integra GS sedan, so naturally it’s a model that always had a special place in my heart.
“I had my mind set on an Aztec Green GS-R- that’s a teal color so eye-catching and unmistakably ’90s. After some networking and many months of searching, I found someone willing to part with his very well-kept, 234,000-mile example. I paid $5,250 for it in June 2016–a lot of money for a 24-year-old car with those miles, but I realized how difficult it was becoming to find a clean, stock GS-R. I’d seen similar cars in the $3,000 range, others pushing $7,000-plus. It was love at first rev when I took the car to its 8,000-rpm redline, getting on the highway for my 1,400-mile drive home. Despite its mere 160 horsepower, its chassis tuning and perfect balance make it one of the most engaging cars I’ve ever driven.
“I’ve now owned my GS-R for almost nine years, and I have added about 20,000 miles during that time. The car went through a large service including the timing belt and water pump (standard service items for most Honda/Acura cars) shortly after I purchased it. After that, the next major mechanical expense was the air conditioning system in 2018 (about $1,000).
“The car is still on its original B17 engine and ‘YS1’ five-speed manual transmission at over 254,000 miles. It runs, revs, and handles like a car with a fraction of the miles and a fraction of the years. The car’s longevity is a testament to the precision-focused assembly process that it went through when it was manufactured in Japan in January 1992.
“The GS-R, even at over three decades old, is a rewarding collector car to own — but not without its caveats. It takes determination (and sometimes an open checkbook) to keep a car like this on the road. But the enthusiast network is strong and still growing. For example, there is a Facebook group called ’92-93 DB2 Acura Integra GSR’ with 6,300 members in it — most of whom are eager and willing to help a fellow Integra owner.”
The post The 1992-’93 Acura Integra GS-R Is A Cut-Rate NSX appeared first on The Online Automotive Marketplace.
