Este cu volan pe stanga. Export special pt Europa.
Masina are garantie 500.000 km
Este din 1999 (editia aniversara speciala - 2400 de exemplare - nu stiu cate au ajuns in Europa)
Motorul este de 1800cc si 220 HP
DOHC V-TEC 0-100km/h in 6.7 secunde
Viteza maxima 223 KM/H
consum urban - 12,1L
consum extraurban - 6,9L
consum mixt - 8,8L
Masina a fost condusa numai in Franta si in Romania pana in garaj
Scaune Recaro SRII -
Are o tona de chestii misto
Extras din WikiPedia:
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. 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 increased to 22 mm (0.9 in) in diameter. 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--a slightly smaller variant of the Recaro SRD. This seat is actually heavier than the standard Integra seats.