The Honda Integra Type R has won numerous accolades for both circuit and -
dare we say it - street racing. Just ask Simon X of Melbourne, who bought this Type R brand-spankers
back about three years ago.
"I like doing track days and the Type R was the sort
of all-rounder I was looking for," says Simon. "Its brakes and handling - even
standard - are fantastic and the VTEC engine is great on the circuit." It's the
sort of engine you're not likely over-rev on down-changes - not with an
astronomical 8200 rpm redline!
But, yes, the standard Type R chassis is begging for more
grunt...
Simon considered the usual air intake and exhaust mods but
realised any gains would be fairly minor. Nope, a decent power increase called
for something more serious - a turbo!
Simon tells us that turbocharging his Type R has been hugely
cost-effective; if you tried to achieve the same power without forced induction
it'd cost mega-bucks and you'd end up with a pig engine.
Not one to stuff around, Simon opted for the Stage 2 turbo kit
from AVO (Advanced Vehicle Operations). The basic Stage 1 turbo kit comprises a
cast exhaust manifold (with heat shield), Garrett roller-bearing '320hp' turbo,
bar-and-plate front-mount intercooler (with plumbing), AVO pod air filter,
3-inch turbo-back exhaust and a plug-in Link programmable ECU. The Stage 2
upgrade brings big injectors (complete with dropping resistors to achieve the
necessary resistance) and a high-flow fuel pump.
The only change to the AVO Stage 2 kit is Simon's homemade cold
air induction system, which we are told is very effective. Simon likes to keep
an eye on induction air temperature with an array of probes.
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A Look at the Integra Type R Motor...
The
1.8-litre Integra Type R engine is about as highly tuned as factory motors come.
In addition to having twin camshafts with VTEC technology (incorporating
variable cam lift) the Type R scores hand-polished ports, a high-flow intake
manifold, a larger throttle body, low friction pistons (for a 11.1:1 compression
ratio) and an oil cooler. The result is 178Nm at 7300 rpm and 141kW at a huge
7900 rpm. The two-stage VTEC system makes the engine feel less peaky than the
figures would indicate.
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With just 7 psi of boost blowing into the 1.8-litre four, AVO
has seen an impressive 155kW at the wheels on the DTS chassis dyno. This 30-40
percent power increase is substantial, but perhaps more relevant is the massive
improvement in torque all the way through the revs. From around 3000 rpm onward,
the Type R is transformed - no need to wring it to redline to feel a gain.
With around 40,000km of turbocharged driving, the factory
clutch - amazingly - remains in good condition. Designed to handle a maximum of
178Nm, it's quite remarkable that it has lived with the torque provided by the
hairdryer. The standard 5-speed close-ratio gearbox is also happily doing its
thing, while the front helical LSD does its best to get grunt to the road. A
smooth torque delivery helps in this regard.
Straight-line traction and cornering grip have been massively
improved with the fitment of Falken Azenis DOT-legal slicks on the stock 15-inch
rims. These extra-grippy rubbers make the Type R immensely faster - the factory
chassis balance remains, but understeer and oversteer are now found
at a much higher level. The only change to the factory double wishbone
suspension has been a set of Tein height-adjustable coil-overs, which enable
Simon to fine-tune the set-up. The front suspension tower brace is standard,
while a matching rear brace was fitted as an option when new.
"Back when the car was standard I took it to Calder along with
a friend in his Subaru WRX. The standard brakes really did an outstanding job -
I could brake so much later going into every corner," says Simon. Obviously, the
stock Type R brake set-up is more than competent with the standard engine output
so all Simon has needed to change is the pads - hi-temp aftermarket jobs are
more appropriate for the current role.
Indoors, the factory Type R seats have proven ideal for
road/race duties - only some gauge-ware has been added. You'll find a boost
gauge, an oil pressure gauge, a knock display and an A'PEXi rev/speed meter.
"The rev/speed meter has been good for helping me find the right launch,"
explains Simon. "I haven't been to the drags yet, but - on the meter - the car
can do mid 13s without much problem. I think it could go quicker if I wanted to
be a bit more brutal," he adds. Note that the stock Type R weighs only 1087kg
thanks to a thinner windscreen, reduced sound deadening and various other
dieting tricks. It ain't hard to get really movin'!
"I'm really very happy with the car as it is," tells an
obviously enthusiastic Simon. "And it certainly makes a lot of sense
financially." You se, the turbo kit cost around AUD$7000 and Simon is well aware
that he would never get the same bang-for-buck any other way. Not only that, he
also has scope to find even more power - if he chooses to. "I wouldn't mind
de-compressing the engine so I can run a bit more boost. But - I don't know -
probably not. It runs pretty well as it is..."
Too true!
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