1997 Anniversary Edition - ABS or no?
02-20-2006, 07:32 AM
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The anniversary edition was just like the 96 special edition. Everything that the GSR had, except for the drivetrain. i.e. it's ABS equipped.
1997 Acura Integra: The Integra model lineup was juggled for 1997 and the audio system traded its standard cassette player for an in-dash CD player. Also, new alloy wheels were added to GS and GS-R models. The 4-door RS was discontinued, while the "GS" badge was placed on the former Special Edition model. Except for the RS, all were available in both body styles. As a result, the lineup ascended from RS through LS, GS, and GS-R after the start of the model year. Midyear, however, Acura unveiled a limited-edition Type-R, built off the GS-R but with a 195-horsepower engine.
1997 Acura Integra: The Integra model lineup was juggled for 1997 and the audio system traded its standard cassette player for an in-dash CD player. Also, new alloy wheels were added to GS and GS-R models. The 4-door RS was discontinued, while the "GS" badge was placed on the former Special Edition model. Except for the RS, all were available in both body styles. As a result, the lineup ascended from RS through LS, GS, and GS-R after the start of the model year. Midyear, however, Acura unveiled a limited-edition Type-R, built off the GS-R but with a 195-horsepower engine.
02-20-2006, 08:38 AM
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That's from an american website though, the US never got the Anniversary Edition. All the references I found were from Canada.
I found this but it doesn't mention ABS:
1997 Acura Integra Anniversary Edition
By David Booth
A little long in the tooth and no longer on the cutting edge of sporty coupe design, it's amazing how competitive Acura's Integra remains.
The end of a design cycle sees most cars woefully uncompetitive, selling mostly by reputation rather than abilities. One of the few exceptions is the Integra, long Acura's icon amongst the young and sporty.
Powered by the same 1.8 litre double overhead camshaft four-cylinder as the previous generation, the '97's engine is still smooth enough to lead the sporty compact segment in sophistication. Compared with the Eagle Talon, for instance, the Integra is a model of civility with none of that other car's raspiness at high revs.
Its 139 horsepower is also still competitive. Although the standard Integra won't terrorize Corvettes or even V-TEC equipped Preludes, it's more than sufficient to scoot the Acura around with elan. Of course, for those needing more urge, Acura offers the immensely powerful, if highly strung 1.8 litre GS-R that pumps out an impressive 170 horsepower at a lofty 7,600 rpm.
Both engines suffer a common fault, however, and that's a paucity of low-end torque. Though all small fours suffer this malady, the Integra feels anemic when trying to pass slower traffic in fifth gear. A downshift is required for adequate acceleration. That said, it's a small inconvenience because the 5-speed gearbox, like all Honda manual transmissions, is a delight to use.
Handling is another Integra long suit. The four-wheel independent suspension, being of the more sophisticated double wishbone variety (as opposed to cheaper MacPherson struts) is a revelation for this class, providing excellent cornering abilities and a smooth ride. Where other small sporty coupes ride like scaled down sedans, the Integra has a large car feel to it and long highway cruises are anything but tortuous.
And although the Michelin 195/60R14 tires aren't the meatiest all-season radials available on a sporty coupe, the Integra more than holds its own in corners. Again, anyone needing more in the zoom department can opt for the GS or GS-R and their lower-profile 195/55R15s.
Interior-wise, the Integra shows a little of its age. Although well-equipped and meticulously-finished, the cabin's decor is a little dated. More angular than is the current vogue, the dashboard could use a little updating, though the placement of the *****, switches and gauges is ergonomically correct.
The seats are on the firm side, another concession to its younger clientele. They're comfortable, however, and low and behold, the rear seats are actually useful for more than just stowing groceries.
The anniversary edition tested was also well equipped. Based on the RS model, it adds air conditioning, alloy wheels, and a few interior goodies to the already impressive standard features that include an AM/FM stereo with a single CD player, power door locks and dual air bags. At $21,200, it's something of a bargain.
The Integra's last fault of any consequence is the trunk's high liftover height. It's one of the highest around and surely a point of redesign when the new version comes out.
That brings us to the a possible future sticky point for Acura. In the midst of a campaign to convert all its model names to alphanumeric designations (i.e. Vigor to 2.5TL), Acura will lose the Integra name plate when a replacement is introduced in the next 18 months or so.
Although the company has lost little momentum with the changes so far (neither Legend nor Vigor had a significant following), the loss of the Integra name, and the fantastic loyalty in engenders, will surely cause the company problems.
That doesn't diminish the fact that the Integra is a fantastic car, worthy of its fine reputation. Though many have tried to dethrone it, the Integra is still the king of the sport coupes.
I found this but it doesn't mention ABS:
1997 Acura Integra Anniversary Edition
By David Booth
A little long in the tooth and no longer on the cutting edge of sporty coupe design, it's amazing how competitive Acura's Integra remains.
The end of a design cycle sees most cars woefully uncompetitive, selling mostly by reputation rather than abilities. One of the few exceptions is the Integra, long Acura's icon amongst the young and sporty.
Powered by the same 1.8 litre double overhead camshaft four-cylinder as the previous generation, the '97's engine is still smooth enough to lead the sporty compact segment in sophistication. Compared with the Eagle Talon, for instance, the Integra is a model of civility with none of that other car's raspiness at high revs.
Its 139 horsepower is also still competitive. Although the standard Integra won't terrorize Corvettes or even V-TEC equipped Preludes, it's more than sufficient to scoot the Acura around with elan. Of course, for those needing more urge, Acura offers the immensely powerful, if highly strung 1.8 litre GS-R that pumps out an impressive 170 horsepower at a lofty 7,600 rpm.
Both engines suffer a common fault, however, and that's a paucity of low-end torque. Though all small fours suffer this malady, the Integra feels anemic when trying to pass slower traffic in fifth gear. A downshift is required for adequate acceleration. That said, it's a small inconvenience because the 5-speed gearbox, like all Honda manual transmissions, is a delight to use.
Handling is another Integra long suit. The four-wheel independent suspension, being of the more sophisticated double wishbone variety (as opposed to cheaper MacPherson struts) is a revelation for this class, providing excellent cornering abilities and a smooth ride. Where other small sporty coupes ride like scaled down sedans, the Integra has a large car feel to it and long highway cruises are anything but tortuous.
And although the Michelin 195/60R14 tires aren't the meatiest all-season radials available on a sporty coupe, the Integra more than holds its own in corners. Again, anyone needing more in the zoom department can opt for the GS or GS-R and their lower-profile 195/55R15s.
Interior-wise, the Integra shows a little of its age. Although well-equipped and meticulously-finished, the cabin's decor is a little dated. More angular than is the current vogue, the dashboard could use a little updating, though the placement of the *****, switches and gauges is ergonomically correct.
The seats are on the firm side, another concession to its younger clientele. They're comfortable, however, and low and behold, the rear seats are actually useful for more than just stowing groceries.
The anniversary edition tested was also well equipped. Based on the RS model, it adds air conditioning, alloy wheels, and a few interior goodies to the already impressive standard features that include an AM/FM stereo with a single CD player, power door locks and dual air bags. At $21,200, it's something of a bargain.
The Integra's last fault of any consequence is the trunk's high liftover height. It's one of the highest around and surely a point of redesign when the new version comes out.
That brings us to the a possible future sticky point for Acura. In the midst of a campaign to convert all its model names to alphanumeric designations (i.e. Vigor to 2.5TL), Acura will lose the Integra name plate when a replacement is introduced in the next 18 months or so.
Although the company has lost little momentum with the changes so far (neither Legend nor Vigor had a significant following), the loss of the Integra name, and the fantastic loyalty in engenders, will surely cause the company problems.
That doesn't diminish the fact that the Integra is a fantastic car, worthy of its fine reputation. Though many have tried to dethrone it, the Integra is still the king of the sport coupes.
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