There was even a four-door sedan version for Japanese dads that refused to grow up.ĭrive a DC2 R today on traffic-clogged roads and we wouldn’t argue if you got out complaining it felt cheap, tinny, and slow.
cars got round lights and came up just two ponies short both got a strengthened body shell, limited-slip diff, hi-rise rear spoiler and revved to almost 9k. JDM cars came with rectangular lights and a 197 hp (200 PS) version of the B18C VTEC 1.8, while U.S. The Integra, or “Teg” as fans sometimes call them, arrived in 1985, but it was another decade and two generations before it got the R treatment, giving Europe and North America their first taste of Type-R. The most exciting front-wheel drive car ever built? More than 20 years after it went off sale, you’ll still hear plenty of people claiming the original Integra Type-R is exactly that.
#All honda models 1990s manual
› Powertrain: 1.8L 4cyl / 5sp Manual / FWD › Model: Honda/Acura Integra Type-R (DC2) Honda/Acura Integra Type R (DC2) – The Blue Collar NSX-R The comparisons wouldn’t have ended well. Honda never made a Type-R version of the over-complicated, overweight 2016-2021 NSX, and when you drive the original, a car so light, so pure, and so single-minded, you can see why. But the feel of the unassisted steering, the handling balance, the throttle response, and yes, the soundtrack, left even the 911 in the shade, though the payoff was another bone-shaking ride on anything other than marble-smooth race tracks. Again, Honda rated the R’s balanced and blueprinted engine at the same output as the stock NSX, which made it look and, if I’m honest, feel fairly slow beside rivals like the 376 hp (380 PS) Porsche 996.2 GT3 in a straight line.
#All honda models 1990s upgrade
It also got an upgrade from five to six gears compared with the original R, plus benefited from the bigger 3.2 block that all NSXs had moved to in 1997. Opinion seems to be divided on the NA2’s fixed headlamps, but the second-gen R’s wheels fill the arches so much better, and its vented hood and rear spoiler make it stand out more clearly from the stock car. So why isn’t it my favorite Type-R? Because a decade after creating the NA1 NSX-R, Honda revisited the concept to build another R from the facelifted, but soon-to-die, NA2 NSX. But the diet, the induction noise and shorter gearing make it feel at least 40 hp (41 PS) stouter than that. Honda didn’t claim any huge power increase for the R’s 3.0-liter V6 although it was apparently blueprinted, and was still officially rated at no more than the 276 hp (280 PS) Honda quoted for the stock NSX, even though torque was up 4 lb-ft (5 Nm). And that slightly soft, disconcerting rear roll that early stock NSXs suffered from on track? Banished, though at the expense off a much grittier ride on real roads.īut it’s still a toss-up whether the steering and chassis or the engine is the standout feature of the NSX-R. You’d know less about the road surface if you opened the door, leaned out and dragged your face along the asphalt. But once you’re rolling the weighting is perfect, the fairly slow (by modern standards) rack gearing seems entirely natural, and the feel is sublime. There’s no power steering to help you shuffle that wheel around at parking speeds, and it feels heavy to wimpy modern arms. Other changes from the stock NSX are the cold and cool titanium shift knob, yellow instrument needles and a gorgeous airbag-free Momo steering wheel. Those seats are on the snug side for anyone who hasn’t undertaken their own Type-R-style weight loss program, and initially feel too high, but that’s only because the NSX’s dashboard and scuttle are so low, giving a great view of the road. Junking the air conditioning, HiFi, and much of the soundproofing, and adding forged Enkei wheels and carbon bucket seats (but strangely still with electric adjustment) sliced 265 lb (120 kg) from the stock NSX package to bring the curb weight down to 2,712 lb (1,230 kg). That car was the NSX-R, a car so diet-crazed that it didn’t even get the “type” bit in its name.
0 kommentar(er)
