DC2 Type R vs. DC5 Type S
08-04-2009, 10:42 PM
#22
Originally Posted by TheDonEffect,Aug 2 2009, 09:12 PM
What about if you were to add an lsd to the Type S?
08-04-2009, 11:54 PM
#23
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itr yes its treasured.. but i think that car should not be driven.. lol it should be garaged its life since its stolen so easily no matter what you do.. the newer rsx has 4.76 Final Drive which is better than the 4.4 in the earlier years .. and if you add the civic si or type-r lsd in there it would handle quite nicely..
08-05-2009, 06:59 AM
#24
Originally Posted by dewey,Aug 4 2009, 11:54 PM
itr yes its treasured.. but i think that car should not be driven.. lol it should be garaged its life since its stolen so easily no matter what you do.. the newer rsx has 4.76 Final Drive which is better than the 4.4 in the earlier years .. and if you add the civic si or type-r lsd in there it would handle quite nicely..
I guess I'm looking for more real world applications, people who've experienced them both in action. I mean, I'm looking on paper sitting on my bench and reading the facts on them and it's jsut not adding up. I really hope that it's not another one of those 'bmw feel' kinda things.
08-05-2009, 08:23 AM
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Originally Posted by iam7head,Aug 4 2009, 01:18 AM
depend who you asking, the itr is way more treasured by it's owner
08-05-2009, 06:35 PM
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from wiki
[QUOTE]The Type R was the pinnacle of the Integra line. It had many exclusive features found on no other Integra. This trim of the Integra only came with a 5 speed manual transmission. The interior had red stitching on the arm rest and shift knob for 1998, and after year 2000, faux carbon fiber for cup holders, climate control, cluster bezzel, and the shifter plate. Canadian market received a limited number of vehicles in 1999.
The Type R's B18C5 engine was not merely a tuned version of the GS-R's B18C1. The Type-R's head is a re-worked PR-3 head, (not the same as a GS-R head) with better valves, camshafts, retainers, stiffer valve springs and a red cover. This head compared to the B16's was tuned, polished and outfitted to make the most of the 1.8L high-revving engine. Molybdenum-coated, high compression pistons and stronger-but-lighter connecting rods strengthened the reciprocating assembly. Extra counter-weighting on the crankshaft 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. The intake ports were given a minor port and polish. 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 short-runner 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 the muffler 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 6.2 seconds (as opposed to the GS-R's 7.0).
The transmission was upgraded with lower and closer gear ratios in second through fifth gears, in order to take advantage of the additional rev range. The North American version retained the same 4.4 final drive throughout the Type-R's production run, unlike the Japanese version, which in 1998 changed to a 4.785 final drive along with revised gearing. 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 subframe. 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. 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.
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 10 mm (0.4 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 in diameter in 1998. The front anti-roll bar retained the same size, although 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 used Recaro SRII seats
[QUOTE]The Type R was the pinnacle of the Integra line. It had many exclusive features found on no other Integra. This trim of the Integra only came with a 5 speed manual transmission. The interior had red stitching on the arm rest and shift knob for 1998, and after year 2000, faux carbon fiber for cup holders, climate control, cluster bezzel, and the shifter plate. Canadian market received a limited number of vehicles in 1999.
The Type R's B18C5 engine was not merely a tuned version of the GS-R's B18C1. The Type-R's head is a re-worked PR-3 head, (not the same as a GS-R head) with better valves, camshafts, retainers, stiffer valve springs and a red cover. This head compared to the B16's was tuned, polished and outfitted to make the most of the 1.8L high-revving engine. Molybdenum-coated, high compression pistons and stronger-but-lighter connecting rods strengthened the reciprocating assembly. Extra counter-weighting on the crankshaft 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. The intake ports were given a minor port and polish. 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 short-runner 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 the muffler 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 6.2 seconds (as opposed to the GS-R's 7.0).
The transmission was upgraded with lower and closer gear ratios in second through fifth gears, in order to take advantage of the additional rev range. The North American version retained the same 4.4 final drive throughout the Type-R's production run, unlike the Japanese version, which in 1998 changed to a 4.785 final drive along with revised gearing. 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 subframe. 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. 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.
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 10 mm (0.4 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 in diameter in 1998. The front anti-roll bar retained the same size, although 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 used Recaro SRII seats
08-06-2009, 01:40 AM
#29
Registered User
Originally Posted by Fred62,Aug 5 2009, 08:23 AM
But you can park the s2000 in public and still have a car when you come back.
some thinks it's overprice for an economy platform, some think it's a limited collection car.
someone mention about performance: it's two different platform generation, i think there's something about the B series and the old dc platform. Might be a old honda guy thing
08-06-2009, 06:45 AM
#30
Originally Posted by iam7head,Aug 6 2009, 01:40 AM
demand and supply, simple concept
some thinks it's overprice for an economy platform, some think it's a limited collection car.
someone mention about performance: it's two different platform generation, i think there's something about the B series and the old dc platform. Might be a old honda guy thing
some thinks it's overprice for an economy platform, some think it's a limited collection car.
someone mention about performance: it's two different platform generation, i think there's something about the B series and the old dc platform. Might be a old honda guy thing
The object of this thread is to take away the mystique of the ITR and get into the nitty gritty, is it truly a superior platform vs. the RSX. At this point, we can agree that it does make a better track car out the box as you would expect for a stripped down factory prepped car, but again just reading through the numbers it just doesn't quite add up (read my previous post for the side by side). My theory is that a properly, mildly modded dc5 could probably do as well if not better, seems like if you compare them with similar tires and an lsd alone that should make quite the difference.
I'm not trying to discredit the ITR... or maybe I am, I just want to see why folks who own the car think it's god's gift to man. I mean it is a great car, but with cars like the DC5, MS3, GTI, Cobalt SS, etc out there, it seems dated to me. Admittedly it will live on as a classic I'm sure.