Žurnāli un citi raksti ar Integrām..

[samurai]

Izveidoju jaunu topicu, kur ielikšu dažādus žurnālus un rakstus kur kaut kas rakstīts par integrām vai tamlīdzīgi.
Lūdzu nespamot šeit un netaisīt quotes. Tas ir tīri tikai lai apskatītu nevajag apspriest katru zurnalu.
Liekat iekšā arī kko ja atrodat.

[samurai]

"Acura Integra Type R vs. Subaru WRX - Scooby vs. Scrappy"
Source: Super Street / April 2001 / Maurice Durand / Photography by Jeff Koch

[samurai]

"Spooning Around - Take a Spin Around the Block in Spoon Sports' Very Own Integra Type R"
Super Street Magazine

[samurai]

"Eight Great Rides - Acura Integra Type R"
Source: Sport Compact Car / April 2001 / SCC Staff / Photography by Les Bidrawn, Josh Jacquot

[samurai]

"HyperRev Vol. 22 - Integra - JDM"

[samurai]

"Realtime Racing Integra Type R: The Right Tool for the Job"
Sport Compact Car Magazine March 2001

[samurai]

"Under Pressu-R-e"
Super Street Magazine - February 2000
by Tom S. Guide

[samurai]

[samurai]

"Motor Trend Road Test Results"
Motor Trend Magazine - September 2000

[samurai]

"Hard Drivin' - Realtime Racing takes the Speedvision World Challenge Touring Car Series Championships"
Super Street / February 2001 / Richard S. Chang

[samurai]

Viena bildīte no iepreikšējā rakstā redzemās mašīnas.

[samurai]

Īsta konfekte. Raksts iekš http://www.tunerzine.com
Nu ko vēl lai saka...vnk.. Buutu veel balta..

ITR - Integra Time Attack-R
This Phoenix Yellow Type-R brings a whole new definition to the three letters, ITR



SPECS
Exterior:
Seibon Carbon Fiber Hood, Custom Carbon Fiber Lip made from the OEM ITR Mold, Mugen 2nd Gen Spoiler, Custom Rear OEM Bumper cut out for a Rear Diffuser

Suspension:
Mugen Front 26mm Sway Bar, ASR Rear 32mm Adjustable Sway Bar, Function 7 Rear Lower Control Arms, PIC Select R3 Coilovers (12K-F/14K-R), Mugen AGBS, Full Mugen Bushing Kit, Mugen 2nd Gen Front Strut Bar, Mugen 2nd Gen Rear Strut Bar, Beaks 2nd Rear Lower Tie Bar Added In Conjunction with the OEM Tie Bar, Skunk2 Pro-Series PLUS+ Front Camber Kit, King Rear Camber Kit Complete Control Arm Set, ARP Extended Studs all the way around

Wheels/Tires:
Panasport C8 Wheels, 15"x7" +33 O/S with Hankook RS-2 Tires, 225/45/15

Interior:
JDM ITR Shift Boot (Red Stitch), Mugen FG360 Steering Wheel, Mugen S1-R Bucket Seats and Mugen Slider Rails, Mugen 6 Speed Shift Knob (As a constant reminder of her new motor) , Mugen Speed Meter and Visor (Cluster), Mugen DC5 Leather E-Brake Cover (Red Stitch), Custom Weld In 6 Point Rollbar, Brockway R290 Data Logger, Brockway S100

Engine:
Being replaced with a Toda Built JDM K20A

Anytime you add the words “Limited Edition” to a product it instantly gains a whole new status. Suddenly it’s in high demand and due to its perceived rarity the cost becomes high as well. It’s basic economics really, supply vs. demand. Now many of us can get past the two words that are often added to the end of any basic product, but certain “Limited Edition” products are truly that. They are hard to find, hard to get and ultimately people that want it end up paying a premium for it. In today’s age, the Integra Type-R is one of those products. With a limited production run, the Type-R captured a lot of fame especially knowing that each one was uniquely numbered and tagged. One of our contributing photographers, Ben Howard, had the luxury of shooting this 2001 Phoenix Yellow Type-R and we are more than proud to bring it to our readers.

Before we get into the Type-R and more specifically this one, let’s take a look at the history of this lucky Honda owner. “Before I bought the car, I owned a 1991 CRX with full Mugen Pro-2 aero. The car unfortunately got destroyed in a pretty bad car accident that wasn’t my fault.” For us that have experienced a totaled car, it’s tragic to say the least. But lucky for us, this owner found it to be a motivating factor to get into something bigger and better. “I sought out for a Milano Red GS-R Integra, but couldn’t find a clean one I was interested in. After all the searching I was about to buy another CRX when my dad told me about two Type-R Integras at our local Acura dealership. I was immediately filled up with joy like a little kid on Christmas morning. I found out when the truck was delivering them and I was there about two hours before hand waiting in a lawn chair outside. The car was backed off the truck and it was all me from there on out.” Talk about dedication, and to be honest we were surprised by how little trouble this owner had to go through to get his hands on the famed R.

The Type-R was famed and classified as one of the most balanced and best handling front wheel drive machines ever produced. To this day its rarity attracts Honda lovers worldwide, with mint condition ones going well over the original MSRP. For those lucky enough to have owned, or currently own an Integra Type-R, we are truly envious. The best part of owning a Type-R however is that you can either choose to leave it as is, or put your own touch to it – no one would ever argue with you. The platform and foundation is fantastic to build on, but there is a certain type of charm in leaving the Type-R untouched. This ’01 however, numbered #0082, was far from untouched and in fact the owner built on the solid foundation. “I have always loved road racing and tracking, have always been a fan of it. I was actually going to build a Honda Challenge car out of this Type-R until I realized it’d be pretty stupid of me to do so.” Well, we’re certainly glad that this Type-R didn’t turn out into a fully gutted race car! But what was the ultimate goal for this vehicle? “Right now all I want to do is build my car without rules and regulations, how I want to…and have fun with friends at track events, as well as competing in some Redline Time Attack events on the west coast in 2008.”

Now that 2008 is here, let’s take a look at the preparation that this lucky Type-R owner has taken in getting his vehicle of choice ready to be a true time attacker. On the exterior, the look of the Type-R has been fairly untouched and is still easily noticeable from far. This owner has chosen to free up some weight with a Seibon carbon fiber hood and a custom rear OEM bumper cut out for a rear diffuser. The stock Type-R lip was taken and a carbon fiber lip was made from it. To really add his own special touch though, a Mugen second generation spoiler was bolted onto the trunk. The owner wanted us to know that several things are coming soon for the vehicle including a new custom rear diffuser, canards, front splitter and air ducts and Seibon’s carbon fiber hatch, fully equipped with FAL Plexiglass in the rear. Looks like a serious weight diet and aerodynamic focus will be placed onto this R for the upcoming year.

Suspension wise this Type-R has received a complete overhaul. Every little piece that has been added is focused on stiffening up the chassis and providing the handling it needs to attack the track. For sway bars, a Mugen 26mm front was added along with a beefy ASR 32mm rear. Adjustability can be found in the rear piece for those track days. Function 7 rear lower control arms replace the stock pieces, providing stronger and lighter components. Currently the vehicle travels with PIC Select R3 coilovers, but the owner notes that he plans on switching to Moton 3 ways for the 2008 season. Plenty more of Mugen goods can be seen on the car including a full bushing kit, AGBS and front and rear strut bars. Handling camber adjustment is a Skunk2 Pro series Plus in the front and King rear camber kit. Lastly, a Beaks rear lower tie bar was added in conjunction with the OEM tie bar. As you can tell, no piece of the suspension was left untouched and we can only imagine how much of a handling monster this Type-R has transformed into.



The interior has received its fair share of modifications as well. Continuing with his love for Mugen products, the cabin is filled with the infamous Mugen moniker. A FG360 steering wheel along with S1-R bucket seats take center point, while a Mugen Speed meter and visor is in the dash. Slight amenities include a JDM Integra Type-R shift boot and a Mugen DC5 leather e-brake cover. Further stiffening up the chassis and reinforcing it for track use is a custom weld-in 6 point roll bar. Brockway comes into play with their S100 and R290 data logger. To get the car ready for serious track use, a complete roll cage and harness bar with harnesses will be incorporated soon to the car.

As for engine modifications, the B18C5 has received the simple bolt ons to free up breathing room. The K-series craze has captured the heart of this owner however, as he plans on swapping in a completely built JDM K20A with Toda pieces. We can’t argue with him on this at all, as the K-series has proven itself to be the new motor to play with and the technology hidden underneath the valve cover is what is needed to compete with the big boys in 2008.

[samurai]

1995 Acura Integra LS DC2
Waldo Duarte's DC2 Integra

Photography by Henry DeKuyper
writer: Joey Lee

1995 Acura Integra Ls Dc2 Jdm Itr Front End Conversion Front Side View


What do you do when you share a name with one of pop culture's most elusive characters? You make everyone forget about the red and white stripes and goofy glasses by shoving a 500hp Integra down their throats.



Since the import scene's early days, one deciding factor has earned our peers' respect. No matter how much money is spent or the number of primered parts left unpainted, the underlying factor that warrants admiration is power. No, not the totalitarian type, but horsepower. For those who would build engines making lots of it, others would be more inclined to overlook a mismatched set of wheels or incorrectly angled exhaust. If that engine made power, that car had balls. Someone got something negative to say? Line it up, run it and your lips can be read in the rearview mirror.



1995 Acura Integra Ls Dc2 Jdm Itr Rear Spoiler Rays Gram Lights 57C Wheels



Waldo Duarte is familiar with this concept. He didn't know too much about anything JDM or how to fit the mold of a JDM-themed vehicle, so for his next project Waldo set out to build a car with power. Aesthetics would have to take a back seat. With that in mind, the Gardena, Calif., native located and purchased what he deemed his "dream car" in the form of a '95 Acura Integra LS. Most might reach higher and shoot for the Type R, but Waldo had a plan. The Integra he envisioned, however, probably had an engine. This one didn't. If anything, this Integra represented the blank canvas for the artist to make his vision a reality. "I bought the car without an engine," Waldo says. "Luckily, I was building a '91 Integra at the time and had an extra engine lying around."



The extra engine that would eventually find its way into the DC was also probably not what most would envision, but Waldo believed the B18A1 to have potential. To get the most out of the non-VTEC and to realize variable valve timing, Waldo took on the role of Dr. Frankenstein, laying plans to build a hybrid LS-VTEC powerplant. The principles involve mating the larger displacement B18A1 block with the high-flowing VTEC cylinder head. B18/B16 hybrid theory implies the best of both worlds but, unlike R. Kelly and Jay-Z, both get along and will make your money worthwhile. What would make this combination of low-end torque and high-revving endurance even more potent? Boost, of course, and a turbo always makes for the ultimate wildcard for any engine setup.

1995 Acura Integra Ls Dc2 Engine View Clean And Purposefull Engine Bay



Reliable horsepower is key, so Waldo made plans to help safeguard the boosted Frankenstein. RS Machine in Norwalk, Calif., was called upon for a full port and polish of the B16A cylinder head as well as sleeving the block to protect it from boost's high stresses. Once machining was complete, the engine saw further upgrades in the form of Arias pistons, Eagle connecting rods and Supertech valves, springs and retainers. "I decided on Civic Type R camshafts to complete the internals of the engine," Waldo says. With the engine ready for boost, Waldo spared no expense, dropping a sizable chunk of his savings on a complete Turbonetics turbo kit. This kit includes a giant snail in the form of a T3/T4 turbo, cast-iron manifold, Evolution series wastegate and Raptor series blow-off valve. Rev Hard intercooler piping circulates fresh air from the Spearco intercooler to the JG Edelbrock intake manifold and exhaust gases are expelled through an A'PEXi exhaust system. RC Engineering 1,600cc injectors and an SX fuel pressure regulator aid in getting the proper amount of C16 race fuel to the combustion chambers. Enjo Precision engine mounts assist in keeping the soul of this Frankenstein strapped to its host. A Hondata S300 engine management unit controls boost and manages engine functionality. Final engine assembly and tuning duties were completed by Jency Carranza at Do-It Dyno in Signal Hill, Calif. "At 26 psi of boost we were able to make 501.7 hp," Waldo says.

To assure that all 500 of those horses make contact with the pavement, Waldo installed the Driveshaft Shop's Level 5 axles and upgraded the Integra GS-R transmission with a Stage 4 clutch and flywheel from F&S Clutch.



http://www.hondatuningmagazine.com/features/htup_0804_1995_acura_integra_ls_dc2_b18_ls_vtec_swap/photo_19.html

[samurai]

Krāniņa staipītājiem...
Acura Integra - Beast From The East
Christian Rado's Integra Flexes 8-second Unibody Muscle
772 WHP, ~900-flywheel hp

By Evan Griffey
photographer: Evan Griffey



"Actually it was Gary and Lisa's spare short block," says Rado. "We bought it from them and had Harv St. Mary of Harv's Performance Center put 1/2-inch studs in it. The head was a spare from Manny at Fast and Easy. It is a basically stock GS-R head. The engine went into the car at an Englishtown event on May 6 after we had split a brand-new engine in half in the quarterfinals."



After additional tuning by St. Mary, Rado made history at the next event, becoming the first unibody Honda in the 8s, blasting an 8.91 at 159.85 mph.



The record-setting powerplant sports a Benson-sleeved block, Crower connecting rods, Arias flat-top pistons and is filled with many minute details Gary Kubo absorbed in his years of building Honda race engines. Many think this is one of Gary's famous stroked engines but it's not, which makes its accomplishments all the more impressive.



"That was our smallest engine--it had an 83mm bore and 8.9:1 compression," says Gary. "There was just something right about that combination. They made huge power with it. Too much to dyno; the thing would smoke the tires in fourth, even fifth gear. When that happens, you know you are ready for the strip. I saw in-camera video of the 8.91 and it looked to be running 35 to 37 psi on the gauge. After the 8-second pass, boost was backed down because Chris wanted to win the event. He did and still ran a 9.15 in the final. That was a good engine; too bad a broken oil pump caused it to fail at E-Town."



The head was very lightly modified for boosted performance, being fitted with Ferrea valves, custom springs and retainers and commanded by Type R camshafts. The head is pressurized by a secret-spec Turbonetics turbo that funnels boost through a Spearco liquid-to-air intercooler.



From the chiller, charge air runs through custom piping, a 75mm BBK throttle body and a big-plenum RPS intake manifold (which has since been swapped for a Venom unit). Alcohol is introduced to the engine by a Weldon pump, Weldon regulator and mammoth 1,600cc Bosch injectors.

Spark is provided by the tried-and-proven MSD 7-AL ignition system. A Speed-Pro engine management system expertly programmed by Harv St. Mary of Harv's Performance Center controls fuel and ignition events. St. Mary coaxed an awe-inspiring 772.8 wheel hp from the diminutive four-cylinder commuter engine.

Getting nearly 900-flywheel hp to the ground is a monumental task, but Rado's approach is a lot simpler than one would think. The four main components are the Penske front shocks, Tilton carbon/carbon clutch, Pro Drive spool in the otherwise stock GS-R transmission and big 28-inch slicks. These components are responsible for transferring the power to the track and ensuring there is enough traction to get the most out of said power. Also part of the mix are Eibach springs, a custom front roll bar and a front shock tower bar.

Looking inside out, the Acura is built for speed. The cockpit is sparse, to say the least. A custom carbon-fiber dash is home to a Stack gauge pod. A Jaz aluminum race seat, B&M shifter and Sparco wheel are the points of control as Rado charges to nearly 160 mph in 1320 feet. Outside, a custom one-piece fiberglass nose piece, trick rear wing and wheelie bars from Ken's Kustom Chassis of Leesport, Pa. lighten the load and add downforce.

The accomplishments of Christian Rado's Integra are impressive and its feature here in Turbo magazine is long overdue. The futures of car and driver are polar opposites as the Integra is heading into semi retirement along with Christian's Supra and Christian is moving up to a full-tube, front-drive Celica with TRD backing and an eye on the Outlaw/Modified class title. We wish both the best of luck in 2002.

http://images.turbomagazine.com/features/0205tur_08zoom+Acura_Integra+Boost_And_Pressure_Gauges.jpg

[samurai]

Integras Type Rx brošūra...
Kura bija pieejama ar dažām modifikācijām, kā tonēti aizmugurējie logi, dažādi salona štrihi ar alumīnija detaļām utt..