JDM B18C Type R

Type R VTEC Found in: 95-00 JDM Honda Integra Type R DC2 95-00 JDM Honda Integra Type R DB8 Rev-limit: 8700 rpm Power: 200 PS or 200 SAE HP @ 8000 rpm & 18.5 kg/m @ 7500rpm (96 spec) 19 kg/m @ 6200 rpm (98 spec) Transmission: S80 with Helical LSD S80 spec: J4D (96 Spec: 4.4 final drive), N3E (98 Spec: 4.785 final drive w/ 1.034 4th & .787 5th Gears) Displacement: 1,797 cc (109.7 cu in) Compression: 11.1:1 Bore: 81 mm (3.2 in) Stroke: 87.2 mm (3.4 in) Rod Length: 137.9 mm (5.4 in) Rod/Stroke Ratio: 1.58 VTEC Engagement @ 5700 rpm ECU code: P73-003 (96specR) P73-013 (98specR)

Highlights of B18C Spec R compared to standard B18C1 GSR and B18C4 VTi
1. Camshaft - Wide-angled, high-lift, high-duration, high-durability camshaft 2. Exhaust Valve Spring - High-lift, dual-layered spring 3. Spark plug - High-heat-type #7 platinum plug 4. Engine Stiffener - Aluminum die-cast, high-durability, one-piece type 5. Crankshaft - Full-counterweight, 8-weight, high-output, custom crankshaft 6. Connecting Rod - Custom TypeR rod, high-durability, lightened 7. Pistons - High-compression, low-friction, custom pistons 8. Inlet Valves - Lightened inlet valves 9. Intake Manifold - Custom tuning, single-port type. 10. Throttle Body - 62 mm (2.4 in) wide-mouth throttle body. 11. Inlet Valve Springs - High-lift, flat-surfaced, dual-layered spring 12. Port Buffing done by hand. For 98 Spec port buffing is done by machine 13. Fastening of Connecting Rod done with micrometer. 14. 98 Spec engine has stainless steel 4-1 exhaust manifold to increase torque

B Series Transmissions
Note: All (1992 up, non prelude)"Big Spline" B series Transmissions are interchangeable. YS1 casing can take S80 Internals or a hydraulic conversion kit can be used to operate hydraulic transmissions in cable operated models however a1/s1/j1/y1 internals do not swap into the later model YS1 or hydraulic casings due to different shaft diameters.

Y1
Found in: CRX/Civic (optional LSD) Type: Cable 1st: 3.166 2nd: 2.052 3rd: 1.416 4th: 1.102 5th: 0.870 R: 3.000 FD: 4.266

YS1
Found in: Integra 92-93 XSI/RSI (DA6, DA9) Type: Cable 1st: 3.307 2nd: 2.999 3rd: 1.458 4th: 1.107 5th: 0.880 R: 3.000 FD: 4.400

S80
Found in: Integra Type R 98+ (LSD) Type: Hydraulic 1st: 3.231 2nd: 2.105 3rd: 1.458 4th: 1.034 5th: 0.787

R: 3.000 FD: 4.785

4th: 1.034 5th: 0.787 R: 3.000 FD: 4.400

Y21/Y80/S80/S4C
Found in: JDM 96-97 Integra R(LSD) JDM Civic R [EK9](LSD) JDM Civic SiR [EK4, EG6] JDM CR-X DEL SOL SIR (EG2)(optional LSD) USDM DEL SOL VTEC (EG2)(OPTIONAL LSD)

Type: Hydraulic 1st: 3.230 2nd: 2.105 3rd: 1.458 4th: 1.107 5th: 0.848 R: 3.000 FD: 4.400

Type R Trim Level (19952000)

The Type R was the pinnacle of the Integra line. It had many exclusive features not found on any other Integra. This trim of the Integra only came with a 5 speed manual transmission. The interior had red stitching and Recaro seats, a B18C engine outputting 200 PS (147 kW; 197 hp) , upgraded suspension and lightweight 15 inch rims. In 1998 the Type R got a facelift receiving a new exhaust manifold, carbon sparkplug cover, longer final drive ratio, 16 inch rims, HID headlights, a revised rear bumper and uprated brakes. The integra received much accolade in Japan during the late 90's regularly defeating the top Japanese sports cars of the day around the tight Japanese circuits. The '96 and '98 spec DC2 Type R was considered the best handling mass produced front wheel drive car ever made, a title it has since lost to the newer model DC5 Integra Type R. The Type R's B18C5 engine was not merely a tuned version of the GS-R's B18C. The Type-R's head is a re-worked PR-3 head, with better valves, camshafts, stiffer valve springs and a red valve cover. During production, the B16A head would get a green marker line to signify a 'Hand porting'. 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. 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 shortrunner 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 themuffler 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 6.9 seconds (as opposed to the GS-R's 7.0).And its top speed is 135 mph

19962001 Honda Integra hatchback (Japan; facelift)

The transmission gearing used was very similar to that of the Civic Si from 19992000, which featured closer gear ratios in second through fifth gears, in order to take advantage of the additional rev range. [citation needed] 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. The Japanese version changed to a 4.785 final drive in 1998 along with revised gearing, but maintained the 4th and 5th gears from the GSR transmission for 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 (0.4 in). 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.

Third generation Honda Integra GSi (Australia)

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 15 mm (0.6 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 (0.9 in) in diameter in the 1998 JDM model. The front anti-roll bar sized at 24 mm (0.9 in) for USDM models and 25 mm (1.0 in) for the 1998 JDM models. 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 usedRecaro SRII seatsa slightly smaller variant of the Recaro SRD. This seat is actually heavier than the standard Integra seats. The S80 transmission on the Type-R was the same as the GSi Integra, with the Helical gear LSD ratios also being the same, except for the final drive.