New bodyshell from ABC Hobby, the Honda Integra type R released in June 2010,
the model itself made public first by HPI although ABC has definitely made improvement in detailing section.
Other Integra in the market is the DC5 4th gen made by Tamiya.
Although Integras are known road warrior with FF based configuration, we thought it is nonetheless worth mentioning.
JDM lovers would be thrilled with this release.
The 3rd Generation Integra DC4 (circa 2001)
Specifications:
Production 1993–2001
Body style(s) 3-door hatchback
4-door sedan
Engine(s) 1.6L ZC
1.8L B18B, B18B1
1.8L B18C, B18C1, B18C5
Transmission(s) 5-speed close ratio manual
4-speed automatic (with 2000 rpm torque converter)
Wheelbase Hatchback: 2,570 mm (101.2 in)
Sedan: 2,620 mm (103.1 in)
Length Hatchback: 4,380 mm (172.4 in)
1994-2001 Sedan: 4,525 mm (178.1 in)
2000-01 GS-R Hatchback: 4,425 mm (174.2 in)
Width 1,710 mm (67.3 in)
1998-99 Type-R Hatchback: 1,695 mm (66.7 in)
Height 1994-95 Hatchback: 1,290 mm (50.8 in)
1994-96 Sedan: 1,325 mm (52.2 in)
1996-99 Hatchback: 1,335 mm (52.6 in)
1996-2001 Sedan: 1,370 mm (53.9 in)
1998-99 Type-R: 1,320 mm (52.0 in)
Curb weight 2,643 lb (1,199 kg)
Fuel capacity 13.2 US gallons (50.0 L; 11.0 imp gal)
credit 1134
reference:
Honda debuted the third generation model in 1993 in Japan. Acura followed in 1994. It had an unusual four headlight front end design which was dubbed “bug eyes” by some enthusiasts. Standard power from the B18B engine increased to 142 hp (105.9 kW), and the GS-R received the B18C1 VTEC engine, equipped with a dual-stage intake manifold, ported exhaust manifold and a displacement increase (from the second generation integra) from 1.7 liters to 1.8 liters, bringing power up to 170 hp (126.8 kW). The bug eye model was known in Japan as Integra Si and it powered by a B18C engine with a power of 180Hp which later became the type R power lump.
1996 Acura Integra
In 1998[citation needed], Honda redesigned the Integra after the new Type R was released. In Japan the redesign had two more conventional looking headlights as the bug eye look had proven unpopular, outside Japan it had a slightly revised version of the four headlight front.
A Type R model was added for the 1995 model year in Japan and in 1997 in other markets, powered by a highly tuned, hand-finished variant of the Si/SiR engine. That same year the Integra GSR was sold in Japan as the SiR-G. The JDM B18C Spec-R (B18C5 for USDM) equipped Type-R produced 197 BHP. Although it had an impressive rev limit, the Type R was still hampered by some criticism; its maximum torque output of only 133.8 lb·ft at 7500 rpm meant that the engine would have to be revved high to achieve the best performance.
[edit] Type R Trim Level (1997–2001 excluding 1999)
The Type R was the pinnacle of the Integra line. It had many exclusive features found on no other Integra. This trim of the Integra only came with a 5 speed manual transmission. The interior had red stitching on the arm rest and shift knob for 1998, and after year 2000, faux carbon fiber for cup holders, climate control, cluster bezel, and the shifter plate. The Canadian market received a limited number of vehicles in the final year of production (2001) with the ultra rare red interior which composed of red front and rear seats.
The Type R’s B18C6 (EDM/UKDM), B18C5 ((USDM)This engine only had single exhaust valve springs opposed to the B18C6 which had daulvalve springs) engine was not merely a tuned version of the GS-R’s B18C1. The Type-R’s head is a re-worked PR-3 head, with better valves, camshafts, retainers, stiffer valve springs and a red cover. During production, the B16 heads would get a green marker line to signify a ‘perfect cast’, and these would be the heads put away and later used for Type R engines which would receive a hand port and polish. Molybdenum-coated, high compression pistons and stronger-but-lighter connecting rods strengthened the reciprocating assembly. Extra counter-weights were installed on the crankshaft which altered its vibration modes to enhance durability at high rpm. The intake valves were reshaped with a thinner stem and crown that reduced weight and improved flow. The intake ports were given a minor port and polish. Stiffer valve springs resisted float on more aggressive camshafts. Intake air was now drawn from inside the fender well, for a colder, denser charge. That intake fed a short-runner intake manifold with a larger throttle body for better breathing. An improved stainless steel exhaust collector with more gentle merge angles, a change to a larger, consistent piping diameter, flared internal piping in the muffler allowed easier exit of gases. A re-tuned engine computer also contributed to improved power output, which allowed the Type-R to accelerate from 0 to 60 mph (100 km/h) in 6.2 seconds (as opposed to the GS-R’s 7.0).
The transmission gearing used was very similar to that of the civic Si from 1999–2000, which featured closer gear ratios in second through fifth gears, in order to take advantage of the additional rev range. However, the Type R transmissions featured stronger synchros in all 5 gears. The North American version retained the same 4.4 final drive throughout the Type-R’s production run, unlike the Japanese version, which in 1998 changed to a 4.785 final drive along with revised gearing (However the 4th and 5th gear in the 4.785 transmission was from the GSR transmission, which made the ratios for 4th and 5th on the 4.75 nearly identical to the 4th and 5th gear in the 4.4 tranny, resulting in easier cruising at higher speeds). Unlike the other model Integras with a open differential, The Type R came with a torque-sensing limited slip type.
The chassis received enhancements in the form of reinforcements to the rear wheel wells, roof rail, and other key areas. “Performance rods”, chassis braces that were bolted in place, were added to the rear trunk wall and sub-frame. The front strut tower bar was replaced with a stronger aluminum piece. Honda marketed a rear strut tower bar as a dealer accessory as well, but it required cutting of the damper mount access panels. Camber rigidity was improved at the rear by increasing wheel bearing span by 10 mm. This rigidity was further improved in 1998 when the smaller upper suspension link was changed from a stamped steel part to a fabricated part with a more rigid bushing. The Type-R’s body also received a new functional rear spoiler, body-colored rocker panels and front lip, and 5-bolt hubs with special lightweight Type-R wheels. Under those wheels was a much larger set of disc brakes, front and back. The tires were upgraded to Bridgestone RE010 summer tires.
The Type-R received very aggressive tuning in its suspension settings. All soft rubber bushings were replaced with much stiffer versions, as much as 5.3 times higher in durometer readings. The springs and dampers were much stiffer, with a 10 mm (0.4 in) reduction in ride height. The rear anti-roll bar diameter was initially increased to 22 mm (0.9 in) in diameter, and further enlarged to 23 mm in diameter in 1998. The front anti-roll bar retained the same size, although the end links were changed to a more responsive sealed ball joint as opposed to a rubber bushing on the lesser models. The result was a chassis with very responsive, racetrack-ready handling that ably absorbed mid-corner bumps. Mild oversteer was easy to induce with a lift of the throttle, and during steady-state cornering the car maintained a slight tail-out stance.
The interior was stripped down to reduce weight. The air conditioning system was optional in early models and nearly all the sound-dampening material was eliminated. This provided for a much noisier ride, but since the Type-R was marketed as a race car for the street, most owners didn’t mind. The seats were also unique to the Type-R. For the U.S. market, the upholstery was done in Alcantara and mesh, with the bottom cushion made softer than the standard Integras to preserve comfort. The Japanese market cars used Recaro SRII seats—a slightly smaller variant of the Recaro SRD. This seat is actually heavier than the standard Integra seats.
