thanks!

 

i'd like to know....its been asked before....cant ever find a 1/4 mile time for it...but 0-60 is told to be 6.1 seconds

 

http://www.warrender.co.uk/pricfrmr.htm

heard 1/4 miles times were low to mid 14's ill try to find the site where i saw it



[Modified by MECCJOO84, 12:10 PM 8/28/2002]

 

Supposed to be 14.3's or 14.2's(Motor Trend),...but not sure,...someone said the (JDM)DC2-R runs that,.I don't think so,..maybe, but why would Honda make a new car slower??go figure,.I read it does out handle the old R though and weighs the same.

Its the Jam over there,.if it comes here it will not be that fast,..no OCTANE here,..espically in Cali,.I think ya'll only get like 89octane or 90,.I get 93!
it will be a exterior+interior/maybe intake manifold???why would they bring it when they already have the S,...a American watered down version of the R

 

i'm curious to see how the guys who did the type-r engine swap hear in the states are overcoming the fuel situation-- anyone know?

 

Magazine times were about 14.2 avg. But we all know what happens to 1/4 times when journalist jump into the car.... Personally I think the JDM DC5R can crack high 13s

 

no way..... maybe the the r-x on drag radials and steph behind the wheel!!

 

Probably would very easily with Active Aero driving it

 

i'd say 13's are possible ...with a really good driver...

 

wow really and I had doubts

 

This is excerpted from evo magazine ( http://www.evo.co.uk ) :

The configuration of our Datron test gear means that only the standing start figures can be instantly assimilated. In-gear flexibility – 30 to 50 mph, 40 to 60 mph, etc. – requires a calculator and a mug of tea. On the spot at Millbrook, a cursory glance showed that the Civic was the quicker car: having posted the same 0 to 30 mph time, it delivered a sub-7sec 0 to 60 while the Integra just wouldn’t dip below 7. Had I looked further down the tape I’d have seen that by 100 mph the Integra had not only clawed back the deficit, it had turned it into an advantage – 16.7 plays 16.9sec.

Back in the office, it was gratifying to see the full range of figures emerge and confirm the impression that the Integra has a stronger, beefier delivery. The Civic is bloody quick, no question, but somehow its performance feels ‘thinner’. Compare the in-gear acceleration and TED times in the performance table and you’ll see that the Integra is more responsive right across the rev range in every gear except, oddly, sixth.

Performance only gets you so far, though. Here at evo we’re more interested in what a car can do with what it’s got, and it’s at this point, on-road, that the two cars ought to diverge more decisively.

The Integra has the same wheelbase as the Civic but is almost 250 mm (5 in) longer nose to tail, some 35 mm (1.4 in) lower and its wheels tracks are slightly wider. Positive differences. They share the same suspension, with MacPherson struts up front (Honda has resisted fitting them for years in place of its beloved double wishbones) and a quasi-double wishbone set-up at the rear. The extra you pay for the Integra does buy you some premium features, though – a Torsen limited slip differential and a Brembo braking system.

The Integra feels instantly different to the Civic, and for exactly the reasons you expect. You drop down into its lower-built bodyshell and find yourself at the centre of things, the blood red Recaro gripping your hips more assertively and the more stylish facia wrapping around you. This is one of Honda’s best cockpits; busy but not cluttered, sporty with its silver dials, but not overblown. The materials chosen are a definite cut above the Civic’s, too.

Clamped into the Integra, it feels as if you’re sitting three feet lower than in the Civic, yet chasing the hatchback’s square rump shows that it’s only a matter of a few inches. Still, as any race car engineer will tell you, the lower you can get the major masses – engine, gearbox, driver – the better a car will handle.

The Integra does feel better configured for snicking in and out of bends but it’s that Torsen limited-slip differential that’s responsible for the very different feel. It’s quite forceful in its action and the Integra’s steering is already a good few shades heavier than the Civic’s. You need to apply more muscle to turn in and then keep up the pressure as you power through because if the inside wheel loses grip, say because it has hopped over a mid-bend bump, the Torsen responds instantly. In a front-driver with an open differential like the Civic, that bump will result in a smidge of understeer and a lightening of steering weight as drive escapes as slip. But with a Torsen, drive isn’t allowed to escape; the differential diverts drive to the outside wheel, and the car tugs into the apex.

This takes time to get used to. Under full power the Integra feels quite willful down your average British B-road (are roads smoother in Japan?), especially in the damp, because until you’ve dialed into it, every time you expect the Integra to understeer wide it seems to find an invisible lamp-post to hook its arm around. On a track, where everything is smooth and predictable, I’m sure the Torsen is a boon, but in the unpredictable world of road driving, the simple, predictable reactions of the Civic are easier to exploit.

To be honest, in the dry the cornering speeds of the two Type-Rs really aren’t so different, either. As far as is prudent to push them on-road, neither car makes a great play of getting the tail mobile to assist turn-in or mid-corner balance. The Integra finds more bite, sure, but the inside front tyre of the Civic rarely spins up, and when it does you’re expect it to, so you cut a tighter line accordingly.

It’s odd, though. Logic suggests that the lower-slung car should corner more keenly. I couldn’t help feel a tinge of déja-vu each time I hopped out of the Integra into the Civic. It reminded me of driving the bizarre Peugeot 806 racer that competed in the Spa 24-hour race a few years ago. It looked so ungainly and the driving position was oddly tall, but under its boxy MPV body (housing just one race seat, not seven), were the underpinnings of a full-on Super Touring car. It went surprisingly well, amazingly really (even though it was a bit like being in the front seat on the top deck of a double-decker), with strong grip and plenty of poise, yet it did feel remote.

 

Well of course I could do it, but we have to speak in terms of the common folk.

 

I heard that in Japan the new ITR was cracking high 13s bone stock. Honda proclaimed this car as the fasted front wheel n/a car to be produced

 

well it better be ...