Integra Type R
Not
many people know that this Integra is the forth generation (do
you remember the first generation was a 5-door family hatch?).
Yet fewer people know that there were 2 generations of Type R
appeared before this one. It doesn't matter, because it was the
2nd generation that successfully established the reputation of
Type R and since then changed the way people look at Honda.
Without the success of Integra Type R, we might not see Civic
and Accord Type R, and probably S2000 as well.
What separates Type R from
regular models is racing treatment - higher compression engine,
forged pistons and lightweight con-rods, front and rear tower
braces, stiffer suspensions, extensive weight reduction, sports
seats ... all Type R are made and tuned in human intensive way
so that production no. is limited.
However, the latest generation
seems to break this mold - though neither Honda nor any car
magazines mention - by becoming more popular. Evidence one: the
i-VTEC engine involves less human work (we'll see that later);
evidence two: it appears in the great USA market in the name of
Acura RSX Type S, thus you can expect big sales no. You may
argue that the Type S has less power and lack of some goodies,
but they are highly similar.
Design
I
love the previous Integra's styling very much. Compare with the
latest one, it was cleaner and purer. The new one, styled in the
USA, is fatter, tauter, undoubtedly more aggressive but also
shows a lot of premature styling clues and rough edges, such as
the odd headlamps and V-shape grille, the whole front air dam
and side skirts. It looks no more original than any tuner's
cars.
Luckily, the interior is
another matter. Although being neither the prettiest nor the
most long-lasting, the new dashboard with alloy-effect panel is
much more attractive and better made than the old one, which was
barely functional. Driving position is higher along with
shoulder lines but there is also more headroom, thanks to the
increase of height from 1330 to 1385mm. The rear seats are still
reserved for small children, but the adoption of Civic's
central-tunnel-less floorpan does help freeing some foot room.
Chassis
Yes, the Integra is based on
the new Civic platform, using the same suspensions with
MacPherson struts up front and a double-wishbones-based
multi-link setup at the rear. That means bye-bye to the
all-double wishbones era. Whether this influence the superb
handling will be seen later in this article. Of course, for a
2+2 coupe, it does not need the concert-hall-like rear seat
accommodation that characterized the Civic, so the wheelbase is
shortened. Compare with the old Integra Type R, it grows just a
little bit - 5mm longer, 30mm wider and 55mm taller. It even
rides on the same 2570mm wheelbase.
In terms of chassis rigidity,
the new R is in another league. It gains an astonishing 116%
static torsional rigidity over the old car. That, accompany with
better build quality, would have resulted in a lot of extra
kilograms. Therefore Honda constructs many chassis components in
aluminium alloy, such as front and rear tower bars, cross braces
under floor, side impact beams, front bumper beam, front
suspension lower arms etc. They even made the new engine and
gearbox 10 and 2.5kg lighter respectively. Good effort, but I
don't quite understand why the car still tip the scale at 1170kg
(plus 10kg if loaded with air-con), in other words, 90kg heavier
than the last generation. This should largely cancel the extra
power from the new 2-litre engine.
Engine
Honda's B18C engine - which
powered the previous Type R - was famous for explosive power and
revability without sacrificing too much drivability (unlike
B16C). However, after more than 10 years of evolution it finally
came to an end and is replaced by a new 2.0-litre four, engine
code K20C.
K20C
is not developed exclusively for Integra Type R. It is a
derivative of the mass production K20A which started serving
Stream MPV recently. No matter K20A or K20C, they differ from
the old B18 by three main improvements: 1) increasing
displacement from 1797 to 1998c.c.; 2) using roller rockers to
reduce friction at valvetrain; 3) in addition to the existing
2-stage, cam-changing VTEC, they gain a cam-phasing variable
valve timing (VTC) mechanism at intake camshaft like many
manufacturers do. Honda calls this combination of VTEC and VTC
as i-VTEC, where i stands for intelligent (think of iMac or iPaq,
or VVT-i ?). See it this way, the conventional VTC varies the
intake valve timing continuously and smoothly throughout the
whole rev range, so it flattens torque curve, which used to be
the biggest weakness of VTEC. The VTEC, on the other hand,
switch from "slow-timing, low-lift" cam lobes to "fast-timing,
high-lift" cam lobes at around 6,000 rpm, optimizing ultimate
power.
This sounds fabulous, but by no
means in Type R territory because every Stream and regular
Integra has them. What make the Type R producing some 60 more
horsepower are: 1) with VTEC at both intake and exhaust camshaft
instead of just intake side; 2) 11.5:1 compression ratio instead
of 9.8:1; 3) straight and large intake port and manifold (but
devoid of two-stage variable manifold as found in the lesser
models); 4) two-stage variable back-pressure muffler; 5) lighter
weight moving components such as high-strength con-rods, forged
crankshaft and lightweight flywheel; 6) piston skirt added with
lower friction coating.
As a result, maximum power
becomes 220hp (JIS) at 8,000rpm, up from the previous 200hp at
the same rev. Although not as astonishing as the 250hp (also JIS)
S2000, the i-VTEC engine is cheaper (shares a lot of components
with the mass production version) while being more user
friendly, in other words, more torquey at low to mid rev. Peak
torque is 152 lbft at 7,000 rpm, equaling the S2000 but occurs
500 rpm earlier. Although this cannot match the old Type R's
6,200 rpm, at any time the new engine deliver stronger torque,
especially below 3000rpm, and is more linear.
Honda did not say a word about
some traditional Type R goodies such as forged connecting rods,
forged and polished pistons etc, letting us believing that the
new engine is designed for higher production no. and lower cost.
This coincide with the fact that the new engine is no more revvy
than the old B18C although it has bigger bore and shorter stroke
- the new combustion chamber is pure square, with both bore and
stroke at 86mm compare with the old engine's 75mm bore and 90mm
stroke. In terms of power per litre, the i-VTEC is also no more
than the old VTEC.
Anyway, as long as the engine
is more powerful, more user-friendly yet being 10kg lighter, why
should we bother about racing treatment or not ?
Performance
The Type R can do 0-60 in
around 6 seconds flat, which matches the likes of Nissan Silvia
turbo and Fiat Coupe turbo. However, the way to exploit its
performance is very different from those turbocharged rivals. It
is best to use the whole rev-range by working closely with your
best companion - the new, close-ratio 6-speed gearbox, whose
short-throw shift is slick and light.
The high-revving character of
i-VTEC engine still plays the most important role in Type R's
entertainment. Like the old B18C, once the needle past 3,000
rpm, torque slides back a bit and bottoms at 4,000, from then it
rises slowly until the second phase VTEC changeover at 6,000,
then it becomes really exciting, revving strongly towards the
8,400 rpm red-line accompany with additive exhaust roar.
Admittedly, the second phase does not come as explosive as the
B18C, which may disappoint some VTEC hardcore.
In return, you get much more
torque. At low rev, where the old Type R suffers, the new engine
remains lively and tractable, this makes the car easier to live
with in daily basis.
Handling
With a 116% stiffer chassis,
wider tracks, 17-inch 215 tyres, quicker steering rack, Helical
LSD and 4-pot Brembo front brakes, we expect a lot of
improvement here. On super-smooth race tracks, it does impress
us by lapping 1 or 2 seconds quicker, by showing higher
cornering speed and stability, by displaying more predictable
rear end movement. However, on public roads, especially the
bumpy ones, it handles actually worse than before.
First
to be noticed is the increase of understeer, which makes it not
as agile and adjustable mid-corner. Where the old Type R drivers
can floor down the throttle to swing the car out of corner, the
new car has too much understeer to fight with. The rear end is
particularly difficult to slide even with heavy provoke. Someone
tried to explain that by pointing out the car has more weight at
front, but in fact I found the new car's 61:39 front to rear
distribution is actually 1 point better than before, so it seems
that suspension setting is the one to be blamed.
We should notice that the new
Integra has struts replacing double wishbones up front, the
former might work brilliant enough in the family hatch Civic but
has been never applied to the super-hot Integra Type R.
MacPherson strut, if use in front-drive cars, is also famous of
torque steer, that coincides with the second flaw of the Integra
- too much torque steer. No one complained the old Integra about
that, not only because of superior suspensions but also because
its 1.8-litre engine did not have sufficient torque to upset the
steering. The new engine only makes things worse.
Admittedly, the torque steer is
not severe and is usually predictable, but what really upset
keen drivers is the unpredictable bump steer. On any surfaces
other than super-smooth, the steering is always nervous, letting
surface irregularities deviating steering feedback and effort.
This make judgement hard to be made. Once again, such weakness
is due to the inherent flaw of the new Civic platform. The
steering rack is mounted high on the firewall to save space and
free up cabin room, but it also leads to a geometry easy to be
influenced by bumps.
The only areas improved are: 1)
marginally smoother ride (but still very stiff); 2) powerful
braking.
In short, the new Type R is
more difficult to handle and no where as controllable or as fun
to drive as its predecessor. The slower, softer-tuned regular
Integra might be another matter, but the Type R does not match
the high standard its predecessor set. Honda pays the price here
for going mainstream.
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