The upper pillow-ball mounts in the Flex dampers ensured crisp turn-in and promoted precise steering feel. Playing with the EDFC was fun and effective. The near immediate adjustment creates a noticeable difference in ride quality and behavior over different surfaces. Application of an EDFC on a racecar would be ideal, as the driver can adapt suspension settings on the fly to contend with changing race conditions. Being able to adjust the front and rear of the car independently of each other is a big plus to those familiar with suspension tuning.
Honda saw fit to bless only Japanese and Australian enthusiasts thus far with the Integra Type R. Note this arcane bit of trivia, at least according to Honda Australia's website. The Type R they receive is Type R in everything but the motor, which is rated the same as our RSX Type-S. One of the few options on the Aussie Type R is a gold emblem package, just in case someone asks, "How you gonna say my Type R don't bling?" The rumor mill promises our market will get a Type R as early as 2003, and despite strong sales of the Type-S, Honda needs the red "R" to reenter the folds of sport compact stardom.
| 2002 HONDA INTEGRA TYPE R |
| Engine | | |
| Engine Code | : | K20A |
| Type | : | In-line four, aluminum block |
| | | and head |
| Valvetrain | : | DOHC, four valves per |
| | | cylinder, i-VTEC variable |
| | | valve timing |
| Displacement | : | 1998cc |
| | : | 86.0 mm x 86.0 mm |
| Compression Ratio | : | 11.5:1 |
| Claimed Crank Hp | : | 220 hp @ 8000 rpm |
| Claimed Crank Torque | : | 152 lb-ft @ 7000 rpm |
| External Modifications | : | Fujitsubo cat-back |
| | | stainless steel exhaust |
| DRIVETRAIN |
| Layout | : | Transverse front engine, |
| | | front-wheel drive |
| TRANSMISSION |
| Gear Ratios | | |
| 1 | : | 3.266:1 |
| 2 | : | 2.13:1 |
| 3 | : | 1.517:1 |
| 4 | : | 1.212:1 |
| 5 | : | 0.972:1 |
| 6 | : | 0.78:1 |
| Final drive | : | 4.764:1 |
| Differential | : | Helical mechanical limited |
| | | slip differential |