2007 Japanese market Civic Type R

Honda automobile Type R models are special performance editions of their respective model families.

The design of Type R models was originally focused on race conditions, with an emphasis on minimizing weight, and maximizing performance potential (e.g. engine tuning, suspension set-up). Thus, Type R models were first conceived for racetracks. However, due to Honda's increased focus on their highly regarded VTEC engines, the Type R was eventually designed for a much wider market.

Type R vehicles traditionally have a red Honda badge and championship white paint as an option, as a tribute to their first winning F1 car. Honda's racing and F1 cars often feature a red Honda badge.

Models[link]

NSX Type R[link]

NSX Type R

Honda produced a very limited number of NSX Type R in 1992 for Japan. Major changes include a more aggressive suspension and an extensive weight reduction to 1230 kg from the normal NSX weight of 1350 kg. The NSX Type R was track oriented and, to reduce weight, lacked sound deadening, audio, electric windows and air conditioning. The NSX type R's role was fulfilled by the NSX type S Zero in 1997.

A second iteration of the Type R, dubbed NSX-R, was released in 2002, again exclusively in Japan. The NSX-R had a more aggressive rear spoiler and hood vent, along with various refinements to reduce weight to 1270 kg. Under the body, panels and air fences in the front, along with a small rear diffuser, produced balanced downforce. These subtle changes along with its renowned handling kept the NSX-R in competition on the track against considerably higher-powered cars.

Integra Type R[link]

1998 Honda Integra for the European market

In 1995 Honda introduced their first Type R to the Japanese domestic market as a car that the common man could afford. The JDM Type R had the minor change long headlights that remained only for the JDM models while the world market version had the pre-facelift double round lights.

The DC2 Type R came standard with a 200 PS (figure may vary in different countries, 195 hp USDM) 1.8 L DOHC VTEC engine, known as the B18C5 (US) or B18CR (Japan), and other versions depending on the country where it was sold. Equipped with a close ratio 5-speed manual transmission and a Helical LSD, the DC2 Integra Type R had significantly improved performance and handling relative to the base model GS-R\Si\SiR Integra.

These were the result of extensive changes, including a strengthened chassis with extra spot welds and thicker metal around the rear shock towers and lower subframe, weight reduction (reduced sound insulation, 10% thinner windscreen, lighter wheels), more power, stratosphere like 8600 RPM USDM ( 8900 RPM JDM, 8700 RPM UKDM) rev limiter, hand built engine featuring hand-polished and ported intake ports, high compression pistons, undercut vavles and revised intake and exhaust systems, and suspension upgrades. The result was a capable sports coupe which was acclaimed by motoring journalists worldwide. Interestingly, there is only 33 lbs of net weight difference between the Integra Type R and the Integra GS-R, because the extra metal and cross bracing in the Type R almost negated most of the 98 lbs of weight reductions including A/C delete and rear wiper delete on the 1997 USDM spec, 2000+ had A/C standard). Although the JDM version was significantly lighter than the base model SiR (JDM ITR 96 - 97 delete could include: air bags, A/C, rear wiper, radio, center counsel and ABS). The DC2 Type R was the only Type R ever sold in North America (With the Acura badge). For the European, Australian and New Zealand market the DC2 was sold as a Honda.

Edmund's Insideline tested a 12-year-old stock Type R: 0-60 in 6.8 seconds, 1/4 mile in 14.9 seconds @ 95.2.

MotorTrend clocked the Type R at: 0-60 in 6.2 seconds, 1/4 mile in 14.8 @ 96.3.

Sports Compact Car clocked theirs at: 0-60 in 6.1 seconds, 1/4 mile in 14.5 @ 96 MPH

All American test cars had the optional A/C installed.

The JDM DC2 received significant upgrades in 1998 and is known as the '98 Spec R. Some of the main changes were a redesigned rear bumper, 16-inch wheel with 215/45R16 tires, 5-lug nut wheel hubs and bigger brakes. Gear ratios for the final drive were higher, making 1st to 3rd gears closer, while 4th and 5th were longer to maintain the '96 Spec cruising comfort. The engine power remained the same, but use of a new 4-1 long tube header brought torque lower down to 6200 rpm.

The 98 spec is quicker off the line and through low-speed turns due to the higher torque provided by the 4 to 1 header and lower final drive ratio of 4.7853. The 96 and 98 spec are about dead even in the 400 meter(1312 feet)drag race. The 96 is lighter, and has approximately the same overall 3rd and 4th gear ratios. Reported times of 14.2 in the 400 meter.

An interesting and little-publicized fact about the 1995–2000 DC2 Type R is that Honda lost money on every single vehicle sold, even though extra dealer markups sometimes made for excessive dealer profit. Honda produced the DC2 Type R for homologation purposes to meet FIA certification of the motor and the chassis changes to make the car more competitive in N-series and World Cup racing. The details required, hand tooling in early versions and finishing the product through the use of various small fabrication shops in Japan made for increased costs in manufacture that could not be made up in the list price of the vehicles. Honda (and Acura in the US) deemed the car important for the marque's image and important for the racing programmes of the era, and the parent company therefore accepted a financial net loss on each vehicle sold.

The DC5 Type R (Japanese market only) comes standard with a K20A 220 hp (164 kW) 2.0 L DOHC i-VTEC 4-cylinder engine. The "i" in i-VTEC stands for intelligent VTEC, which employs VTC (Variable Timing Control) to advance or retard the timing up to 50 degrees. The Integra Type R comes equipped with Recaro seats, 4-piston Brembo front brakes, a close-ratio 6-speed manual transmission, a limited-slip differential, and a stiffer suspension.

Civic Type R[link]

The Civic Type R models were preceded by the 1990–1991 EF9 Civic SiR hatch, and the more recent EG6 and EK4 SiR and SiR-II Civic hatchback models. The Civic SiR featured the same 160ps B16A DOHC VTEC engine as introduced in Honda's popular Integra XSi hatchback a year earlier. With the top of the line Civic model at the time (the famous Civic GTi) only available on the New Zealand market the Civic SiR was the best available to most markets and found huge popularity in Japan and around the world. Fitted with an optional LSD, power windows, A/C and power steering, they proved to be sporty. Unfortunately, the Civic SiR never found the same success in racing as the Integra due to the soft chassis of the EF9 model. The latter EG6 SiR-II had all the same luxuries as the EF9 model, with a 10 hp (7 kW) increase for the B16A engine and a marginally stiffer chassis, this time in a larger heavier body shell. The 1998 EK9 Civic was the first to be given the Type R badge. Based on the EK4 SiR chassis it featured a Type R prepared B16B engine producing 185 PS (182 hp), stiffer chassis, upgraded sway bars and strut bars, Recaro alcantara seats, 15-inch alloy wheels and a large boot spoiler. Since then, most generations have offered a Type R variant. The Type R version of the Civic has never been sold outside of Japan until the introduction of the 2nd generation chassis.

See also[link]

• Honda
• Honda NSX
• Honda Integra
• Honda Civic

External links[link]

• Integra Type-R Worldwide Registry and Info Source
• Type-R-Owners Club
• Honda Civic Type R Owners Club
• 2007 Civic Type R concept
• The Honda Civic Type-R Resource

References[link]

• [1] - Specs for Civic EDM EP3 available via Used Car Search function
• [2] - Specs for 2007 Civic Type-R via: Type R 07 -> Specs -> Download specifications PDF

This biographical article needs additional citations for verification. Please help by adding reliable sources. Contentious material about living persons that is unsourced or poorly sourced must be removed immediately, especially if potentially libelous or harmful. (August 2008)

Tim Schrick (born January 20, 1976) is a German racecar driver and television presenter.^[1] He is the son of Peter Schrick, founder of engine manufacturing company Dr. Schrick GmbH now known as AVL-Schrick GmbH.

Schrick has made a number of starts in the 24 Hours Nürburgring endurance event as well as several other car racing championships such as the ADAC Volkswagen Polo Cup.

From September 2006 until end of 2008, along with Sabine Schmitz and Carsten van Ryssen, he has hosted a motoring program on German television channel DMAX known as D Motor, similar to the BBC's Top Gear.

Tim Schrick prepared an Aston Martin V8 Vantage which he entered in the 2009 24 Hours Nürburgring endurance race, ex-DTM driver Jörg van Ommen has been named as one of the drivers. The project is featured on the DMAX Channel. Sponsors include Sachs Race-Engineering, Eibach Springs, 3D-Flowtec, Schrick Camshafts and DMAX. Unfortunately the car suffered problems during qualifying and started from the pit lane for the race itself. Further problems were encountered in the first lap and the car could not make it back to the pit lane, prematurely ending the teams participation.

Schrick and his team have stated that they will continue their project, having received widespread support from the general public and the general motorsport community.

2010 Tim Schrick, Ralf Goral, Patrick Bernhard and Wolfgang Weber tried again and finished (inoffical) 146 after 75 completed turns.^[2] Schrick left the team after the race (and some internal trouble^[3]), stating he has achieved his goal.^[4] "Team Schrick" will continue racing in 2011, otherwise as stated before even as "Team Schrick", but without Schrick.

From October 2010 Schrick hosts a motoring program on German television channel Sport1 called "Turbo", along with Sabine Schmitz and, from April 2011, Smudo, a German rapper.^[5])

He is among drivers who have been discussed in connection to BBC Top Gear anonymous driver 'The Stig'.^[1] However he raced against The Stig in the final episode of series 11 of Top Gear and lost, despite having a four-second head-start.

References[link]