The Type R was the pinnacle of the Integra line. It had many exclusive features found on no other Integra.
The Type R’s B18C5 engine contained more key differences than just some manual assembly steps and an increased redline. The B16A’s cylinder head returned, with differently shaped combustion chambers and intake ports compared to the regular B18C in the GS-R. Molybdenum-coated, high compression pistons and stronger-but-lighter connecting rods strengthened the reciprocating assembly. Two extra counterweights on the crankshaft 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 retuned engine computer also contributed to improve power output.
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 rear subframe. The front strut tower bar was replaced with a stronger aluminum piece. Camber rigidity was improved at the rear by increasing wheel bearing span by 10 mm. The Type R’s body also received a new functional rear spoiler, body-colored rocker panels, 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.
Several features were removed to reduce weight. There was no cruise control or sunroof. The air conditioning system was optional, 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 1997 models had no rear wiper; this feature was reinstated for the 1998 and later model years.
Visually, the Type R’s distinguishing exterior features are the color (white on 1998 and earlier cars, black or yellow on 2000 and 2001 models), the aerodynamic enhancements (front air dam, rocker panels, and rear spoiler), and the Type R alloy wheels. The interior was fitted with unique upholstery on the seats (black cloth with red stitching), fake carbon fiber trim around the gauge cluster, a six-speaker Bose stereo system, and a numbered plaque on the center arm rest. Each car also came with a special Type R key in addition to the two master keys and the valet key.
301,103 Integras were sold from 1994 to 2001.
The Integra was on Car and Driver magazine’s annual Ten Best list six times, in 1987, 1988, and 1994 through 1997. The GS-R model was called out specifically in 1994 and 1995. It made a return on the Ten Best as the Acura RSX, for 2002 and 2003.
The Integra Type-R (DC2) was named as the best front-wheel-drive drivers’ car ever by in 2006. The magazine’s Richard Meaden said: «It’s a car as sweet and all-consuming as any I’ve experienced at any price, and as pure and focused in its own way as any Porsche RS. Forget the accolade of greatest front-wheel-drive car. The Integra Type-R ranks as one of the truly great drivers’ cars of any kind.»
Zenki (former) (1994–1997)Edit
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 increased to 142 hp, and the GS-R received a dual-stage intake manifold and a displacement boost to 1.8 L, bringing power up to a 170 hp.
In 1995, Honda redesigned the Integra when the new Integra 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 GS-R’s engine, producing 195 hp, meaning it made more hp per L than the Ferrari F355’s V8. Although impressive, the Type R was still hampered by some criticism; its maximum torque output of only 130 ft·lb at 7000 rpm meant that the engine would perform best from 5700 rpm up to the 8400 rpm redline. Although the engine’s «split personality» and unusually high capability to rev made it popular among hardcore enthusiasts, it cost the vehicle points in comparison tests where drivers noted that the vehicle was too hard-edged, loud and rev-hungry to be an easy daily driver.