R power unit fitted to the EK9 was blueprinted and riddled with special high performance upgrades. The engine block was formed in cast-iron and the head was light alloy. It was also equipped with Honda’s renowned VTEC variable valve timing and lift electronic control system which combined two different camshaft profiles.ĭisplacement was 1595cc thanks to a bore and stroke of 81mm and 77.4mm respectively. Like some other Civic variants, the Type R motor featured dual overhead camshafts, four valves per cylinder and wet-sump lubrication. ![]() Under the hood was a transversely mounted inline four cylinder engine of 1.6-litres. Track was an identical 1480mm at both ends.Ī standard 45-litre fuel tank was installed under the boot floor. They were originally painted Championship White, equipped with red on white Honda centre caps and shod with Bridgestone Potenza tyres. New seven spoke alloy wheels measured 6 x 15-inches all round. ABS was standard along with power steering. Ride height was significantly lowered and the whole car was much more stiffly sprung.Ģ82mm ventilated discs were fitted up front and solid 260mm discs at the rear. Shorter springs and stiffer dampers were joined by thicker anti-roll bars and strut braces at either end. The suspension layout comprised double wishbones all round. To improve rigidity, the Type R’s pressed steel monocoque body shell was extensively seam welded.Īs usual, the wheelbase measured 2620mm and front-wheel drive was employed. Chassisĭubbed EK9, the Type R was based on the EK4 Civic SIR which was itself a three-door Hatchback variant produced exclusively for the JDM market. In this respect, it was similar to the NSX Type R which was also only sold at home.Īssembly took place at Honda’s Suzuka factory. ![]() Unlike the Integra Type R (which was available internationally), the Civic Type R was surprisingly only offered in the Japanese Domestic Market (JDM). However, clearly the sportiest and most desirable iteration was the Type R that Honda introduced in August 1997 for the 1998 model year. Importantly, it was the firm’s first model to sell in any great numbers outside of Japan.Īs per earlier iterations, this latest Civic (introduced in 1995) was sold with a bewildering array of engines, body styles and trim levels. The model had been introduced back in 1972 and proved a breakthrough offering for Honda. Within two years of the Integra Type R’s arrival, an uprated high performance Civic was introduced.īy this time, the Civic was in sixth generation guise. The Integra was an upmarket version of the Civic, Honda’s best-selling four-wheel product. In 1995, the Type R treatment was applied to the Integra DC2 which was similarly met with critical acclaim. ![]() The resultant NSX Type R featured uprated suspension, a blueprinted engine, special gearbox ratios and a conspicuous lack of luxury equipment to reduce weight. To complement the standard NSX, which had been conceived as a practical and comfortable mid-range supercar, Honda launched a hard-edged high performance derivative in 1992. In the USA, it was sold under Honda’s premium Acura brand. The NSX was technically and dynamically superior to any of its European rivals. To capitalise on their Formula 1 champion status and move the brand further upmarket, Honda launched the mid-engined NSX in 1989. Having initially quit as an F1 constructor back in 1968, Honda’s second coming proved a remarkable success. Collaborations with Williams, Lotus and McLaren ultimately yielded 69 victories, five Driver titles and six Constructor championships. A Formula 2 engine supply deal followed in 1980 and Honda-powered Ralts went on to win the F2 championship in 1981, 19. In 1979, Honda returned to Grand Prix motorcycle racing after more than a decade in the sporting wilderness.
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