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QUOTE (devilsden97 @ Sep 9, 2008 - 9:43 AM)
>if you call the type-r rev happy....IIRC the s2k's redline is ~9k
the s2k's with the 2.0 is 9k revlimit but the current 2.2 is 8k rev limit.
here is what wikipedia has to say about the ITR's B18C5:
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>The Type R's B18C5 engine was not merely a tuned version of the GS-R's B18C1. Instead of utilizing a reworked version of the GS-R head Honda engineers chose to use the PR3 head found on the Civic Si's B16. This head compared to the B16's was tuned, polished and outfitted to make the most of the 1.8L high-reving engine. Molybdenum-coated, high compression pistons and stronger-but-lighter connecting rods strengthened the reciprocating assembly. Extra counterweighting 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 retuned 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 apposed 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. The Type R's open differential was replaced 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, and the R also received the addition of a rear strut tower bar. 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 removed 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. Standard were weight saving Recaro racing seats
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