Hot hatches and Coupe models were everywhere. Renault had the 5 Turbo (no headgasket jokes please..), Peugeot had the 205 GTi with either the 1.6 or the 1.9 and Vauxhall the Nova GTE and GSi. Ford still had the Fiesta RS Turbo, Fiesta RS1800 and of course the Escort RS Turbo.
Over in Japan the NSX-R had demolished pretty much everything around a track. Even some high HP tuned cars on Tsukuba running OEM setup with a set of slicks.
This ethos was then turned to the Integra. The Integra DC2 SiR was a relative success but Honda was determined to produce a world beater with the DC2.. Not just adding a bigger engine or wild aero and claiming it has 10 more hp than an SiR..
The DC2 blew minds when it was released in 1995..
Honda's engineers knew the SiR's B18C1 engine could offer even more power. By introducing molybdenum-coated aluminium pistons, high-strength but lightweight conrods, reshaped intake valves, a larger throttle body and a bigger diameter exhaust, they created the B18C. Ported, polished and assembled by hand (which would ultimately limit production to just 25 units per day) and topped with a red cam cover, this engine would rev to a heady 9000rpm and put out 200ps at 8000rpm. Still with a capacity of only 1797cc, this meant it offered an incredible 104bhp per litre - one of the highest specific outputs ever seen from a naturally aspirated car engine.
Clearly a pretty special chassis was needed to accompany it, particularly as the car would be homologated for Group N racing. To this end Honda strengthened the Integra bodyshell in various key structural areas with thicker-grade steel in readiness for the extra forces it would have to endure. The front and rear double-wishbone suspension was then lowered by 15mm over the SiR, firmer bushes were introduced, the rear anti-roll bar was swapped for a thicker item, aluminium strut braces were added at both ends of the car, and the wheels were replaced with modest 15x6" alloys employed with sticky 195/55 R15 Bridgestone Potenzas. Perhaps most significantly, drive would now pass through a torque-sensitive helical limited-slip diff, ensuring uncanny levels of traction for a front-wheel-drive car with so much power.
To further enhance the performance there would also be a long list of weight-saving measures. The windscreen glass would be thinner, most of the sound deadening would be removed and even the cover for the spare wheel would be deleted. Meanwhile, in keeping with the Type-R's sportier character, inside it would gain supportive Recaro seats (complete with holes for race harnesses), a titanium gearknob for the short-throw gearlever and some carbonfibre-effect trim, while outside there was a new chin spoiler, a large rear wing, red-backed Honda "H" badges and Type-R graphics.
Jan 1998 saw a facelift of the DC2 with now 5x114.3 16" wheels being used and a few revisions to the aero, larger discs and slightly larger calipers. Again in Dec 1999 saw the end of production Type-Rx. Now with keyless entry, carbon interior trim, power folding mirrors, metal pedals, tinted windows and Gathers stereo. The RX is the ultimate DC2..
This example is going to a Honda collector who has already purchased a Mugen RR from us. Finding one with sub 80k km / 50k miles is a tough task. Prices in Japan are now hitting 2m Yen for good examples.
With minimal work required to make this perfect; just a set of original 98 spec wheels, forever faithful AD08R rubber and some new H badges this DC2 is on its way to its new home shortly..
Enjoy Andy. After having 2 DC2s in the past, I would own this in a heartbeat. My favourite Honda of all time? Maybe.. just maybe..