jhmek4 dohc vtec

NSX Type R
Main article: Honda NSX

NSX Type R
Honda produced a very limited number of NSX Type R in 1992 for Japan. Major changes include a more aggressive suspension and an extensive weight reduction to 1230 kg from the normal NSX weight of 1350 kg. The NSX Type R was track oriented and, to reduce weight, lacked sound deadening, audio, electric windows and air conditioning. The NSX type R's role was fulfilled by the NSX type S Zero in 1997.

A second iteration of the Type R, dubbed NSX-R, was released in 2002, again exclusively in Japan. The NSX-R had a more aggressive rear spoiler and hood vent, along with various refinements to reduce weight to 1270 kg. Under the body, panels and air fences in the front, along with a small rear diffuser, produced balanced downforce. These subtle changes along with its renowned handling kept the NSX-R competitive on the track against considerably higher-powered cars.

Integra Type R
Main article: Honda Integra

1998 Honda Integra for the European market
The DC2 Type R came standard with a 200 PS (figure may vary in different countries, 195 hp USDM) 1.8-litre DOHC VTEC engine, known as the B18C5 (US) or B18CR (Japan), and other versions depending on the country where it was sold. Equipped with a close ratio 5-speed manual transmission and a Helical LSD, the DC2 Integra Type R had significantly improved performance and handling relative to the base model GS-RSiSiR Integra. Type R had the minor change long headlights that remained only for the JDM models while the world market version had the pre-facelift double round lights.

In 1995, Honda introduced their first Integra Type R to the Japanese domestic market.

The world market ITR feature virtually the same power train and engine controls as the JDM 1996 ITR. Noted differences in the exhaust manifold with the JDM ITR manifold (identical to JDM GS-R being the largest), UKDM ITR has the smallest with a unique 4 to 2 twin wall tube manifold. World ITR have a 2" ID cat, JDM ITR has a "2.5" OD cat, all ITR have 2 and 1/4 exhaust systems with 2.0" chock points. JDM ITR +100 RPM fuel cut to 8500 RPM. USDM ITR has a .4 reduction in CR to 10.6:1.

Quarter-mile times for USDM ITR best test: 14.5@96 mph (sports compact car 2000). Most test show the ITR to be in the high 14s at 94 mph. JDM ITR 1996 and 1998 are identical for base model ITR at 14.2@98 mph in the 400 meter (unknown roll-out, speed estimated).

1998 JDM ITR have a 4 to 1 twin wall header. 1998 JDM and AuDM ITR feature a different gear (4.7) and fifth gear ratio, yielding near the same overall final gear ratio but much steeper 1 to 4th gear ratios for better take-off and response. All ITR 1998+ have a slightly larger intake cam.

The base model went through extensive changes, including a strengthened chassis with extra spot welds and thicker metal around the rear shock towers and lower subframe, weight reduction (reduced sound insulation, 10% thinner windscreen, no sunroof, lighter wheels), more power, stratospheric 8400 RPM red line, hand built engine featuring hand-polished and ported intake ports, high compression pistons with low friction coating, undercut valves and revised intake and exhaust systems, and suspension upgrades. The result was a capable[clarification needed] sports coupe which was acclaimed by motoring journalists worldwide.[who?]

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Listed weights
curb weight ITR 1997 US no A/C at 2560 lb (Car and Drive), 2633 lb for 2000 USDM ITR which includes: A/C, rear wiper, assume side impact crush beam AuDM 2001 ITR 2397 lbs Motor January 2001, JDM 1996 ITR listed as 2325 lb JDM 1998 ITR 2420 lbs. The 1997 USDM ITR is the lightest USDM version with a curb weight (full fluids) of 2560 lbs (Car and Driver 1997). USDM added structural material for safety estimate: front and rear bumpers and associated crumple zones +25 lb, door safety brace and dense foam padding approximately +15 lb,rear seat crush brace and welded in B pillar support boxes +25 lb => total 65 lb to the car. Different safety features added to world ITR at different times.

1998 AuDM ITR weight gain (compared to VTi-R) test weight listed by Wheels 1994 at 1176 kg, 2593 lbs, similar to USDM GS-R but without spoiler and CC, test car included A/C.

Using actual Wheels Magazine test weight of 1176 kg for VTi-R -40 kg listed AuDM Type R weight reduction yields at approximately a 1136 kg (2504 lb) AuDM ITR test weight.

Note about car weight: USDM curb weight is a car with all fluids topped off, curb weight is really shipping weight for AuDM, JDM, and UKDM (assume shipping weight fluid levels of 2.2 gallons of fuel, a full tank would add 67 lb).

Honda lost money on every single vehicle sold, even though extra dealer markups sometimes made for excessive dealer profit.[citation needed] Honda produced the DC2 Type R for homologation purposes to meet FIA certification of the motor and the chassis changes to make the car more competitive in N-series and World Cup racing. The details required hand tooling in early versions and finishing the product through the use of various small fabrication shops in Japan made for increased costs in manufacture that could not be made up in the list price of the vehicles. Honda (and Acura in the US) deemed the car important for the marque's image and important for the racing programmes of the era, and the parent company therefore accepted a financial net loss on each vehicle sold.[citation needed]

It has been acclaimed by motoring journalists world-wide, including Evo magazine, who named the Type R "the greatest front-wheel-drive performance car ever"[1] and TheAutoChannel.com, who also named it 'the best handling front-wheel drive car ever.'[2]

The DC5 Type R (Japanese market only) comes standard with a K20A 220 hp (164 kW) 2.0-litre DOHC i-VTEC four-cylinder engine. The "i" in i-VTEC stands for intelligent VTEC, which employs VTC (Variable Timing Control) to advance or retard the timing up to 50 degrees. The DC5 comes equipped with Recaro seats, four-piston Brembo front brakes, a close-ratio six-speed manual transmission, a limited-slip differential, and a stiffer suspension.

Accord Type R/ Euro-R
Main article: Honda Accord

EDM 'CH1' Face-lifted 2002 Accord Type-R

JDM 'CL1' Accord Euro-R
The Honda Accord Type-R (ATR) was produced from 1998 to 2003 using the CH1 Accord chassis and sold in UK/EU markets, the JDM Accord Euro-R uses the CL1 chassis, Using a naturally aspirated 2.2-litre four-cylinder DOHC H22A7 "Red Top" VTEC motor which produces 217 bhp (220ps, 161.8Kw)and the EDM produces 210 bhp (212ps, 155.9Kw) @ 7,200 rpm and 164 lb·ft (222 N·m) @ 6,700 rpm. The Type-R Accord model is differentiated by a number of sporting features including, but not limited to, stiffer suspension and chassis, Torsen limited-slip-differential, twin-piston brakes, dual exhaust system, 17-inch alloy wheels, Xenon headlights, Recaro seats and a leather-trimmed Momo steering wheel. As an option, there was a distinctive tall and functional rear spoiler wing that most customers opted for.

Not so demanded among the crowd presently due to its family four-door configuration, it is the most international awarded basic version of the Type-R's, since it (the Accord) was battling with great success in the 2000 European Super Touring Cup season.

Its successor is the CL7 Accord Euro-R, produced 2004–2007 built in Sayama, Japan for the JDM market, it came with a K20AI-VTEC motor {Displacement: 1998 cc, Compression: 11.5:1, power: 220 bhp (220 PS,162 kW) @ 8000 rpm, torque: 152 ft·lbf (206 N•m) @ 7000 rpm and a Redline of 8800 rpm} same as the '02–'06 Integra Type R. It has the standard Type R modifications – including Recaro seats, a limited-slip-differential and independent double-wishbone suspension.

Civic Type R
Main article: Honda Civic Type R
The 1997 EK9 Civic was the first to be given the Type R badge. Based on the EK4 SiR chassis it featured a Type R prepared B16B engine producing 185 PS (182 hp), stiffer chassis, upgraded sway bars and strut bars, Recaro alcantara seats, 15-inch alloy wheels and a large boot spoiler. Since then, most generations have offered a Type R variant. The Type R version of the Civic has never been sold outside of Japan until the introduction of the 2nd generation chassis.