++USER.DRIVER.DISPLAY_NAME++
++CREATED_AT++
++USER.ALIAS++
++CREATED_AT++
++COMMENT++
Notas
O chassi Acura Integra GSR DC2 representa a variante máxima da quarta geração do Integra produzida entre 1994 e 2001, comercializada como Honda Integra no Japão e em mercados globais, enquanto ostentava a marca Acura para consumidores norte-americanos. A designação GSR (GS-R) indicava uma especificação orientada para desempenho, equipada com o motor B18C1 com VTEC, produzindo 170 cavalos a 8.000 rpm a partir de 1,8 litros de deslocamento naturalmente aspirado, entregando potência através de tração dianteira via transmissão manual de cinco velocidades com relações próximas.
Pesando aproximadamente 2.760 libras na configuração cupê, o DC2 GSR alcançava uma dinâmica peso-potência notável dentro do segmento esportivo compacto acessível, possibilitando aceleração competitiva e características de condução envolventes. A suspensão dianteira e traseira do tipo double-wishbone oferecia geometria superior em comparação às alternativas com McPherson comuns entre os concorrentes, contribuindo para a lendária capacidade de contorno e dinâmica comunicativa do chassi do Integra, elogiadas pelos entusiastas. O interior apresentava bancos dianteiros de apoio, painel orientado ao motorista e isolamento acústico mínimo, refletindo a filosofia de desempenho em primeiro lugar da Honda para a especificação GSR, embora as variantes básicas do Integra oferecessem acomodações mais voltadas ao conforto.
O DC2 GSR ocupou posição crucial na cultura tuner de importação dos anos 1990, servindo como plataforma acessível para entusiastas de modificações que buscavam competição em autocross SCCA, corridas de estrada amadoras e preparações para desempenho urbano. A arquitetura do motor B-series permitia amplo suporte aftermarket com modificações plug-and-play, conversões para indução forçada e trocas completas de motor usando variantes B18C Type R de maior potência ou transplantes da série K de gerações posteriores dos modelos Civic e RSX. A produção distinguia entre a especificação Type R do Mercado Doméstico Japonês, com motor B18C de 195 hp e diferencial de deslizamento limitado, e o GSR norte-americano, que recebia o motor B18C1 levemente desativado e diferencial aberto, criando uma hierarquia de desempenho dentro da família DC2.
O Integra GSR competia diretamente contra Volkswagen GTI, Mazda Protegé MP3 e Nissan Sentra SE-R no segmento esportivo compacto, oferecendo dinâmica de condução superior e maior capacidade de tunagem em relação às alternativas domésticas americanas. Hoje, os DC2 GSR comandam preços fortes no mercado de entusiastas, refletindo seu apelo nostálgico, exemplares cada vez mais raros e preservados, além da relevância contínua em classes de corridas vintage e competições de time attack.
Posição
cavalos de potência
170
PESO KG
1,254
Potência por Peso
0.14
VALOR ATUAL
$18,000
Especificações OEM
Descrição do motor
1.8L NA I4 (B18C1 )
Tipo de tração
FWD
0-60 MPH
8 SECs
VELOCIDADE MáXIMA KPH
227
PREçO (MSRP) USD
$22,600
Câmbio
5-SPEED MANUAL
torque
174 N.M
Anos do Modelo
1994-2001
NOTAS DO ANO
1994: Inaugural production year introducing third-generation Integra DC2 chassis replacing second-generation DA chassis that defined Honda's front-wheel-drive sport coupe segment throughout late 1980s and early 1990s. Launch specification featured B18C1 1.8-liter DOHC VTEC engine producing 170 horsepower at 7,600 RPM representing significant output increase versus predecessor's B18A1 naturally-aspirated configuration lacking VTEC variable valve timing technology. Chassis architecture incorporated MacPherson strut front suspension with double wishbone rear configuration providing exceptional handling balance and steering feedback establishing immediate credibility among automotive journalists and enthusiast buyers. Initial pricing started approximately $20,000 representing compelling value proposition versus European sport coupe competitors commanding premium pricing for comparable performance capabilities. Body style options included three-door hatchback coupe and four-door sedan configurations addressing diverse market preferences from hardcore enthusiast buyers prioritizing weight savings through practical daily driver segment requiring rear passenger accessibility and cargo versatility. Color palette restricted to Championship White, Milano Red, Frost White, and Clover Green reflecting conservative approach typical of mid-1990s Honda design philosophy.
1995: Continuation production year maintaining 1994 mechanical specification without significant updates as Honda prioritized development resources toward upcoming Type R variant and mid-cycle refresh planning. Model year characterized by consistent build quality, expanding dealer network support, and growing enthusiast community recognition establishing DC2 GSR as credible performance platform for grassroots motorsport participation. Aftermarket support ecosystem began developing with suspension manufacturers including Koni, Bilstein, and H&R introducing application-specific damper and spring packages, while engine management specialists developed programmable ECU solutions enabling advanced tuning capabilities. SCCA autocross Solo II competition saw increasing DC2 participation with GSR achieving competitive results in Street Touring class against Mazda MX-5 Miata, BMW E36 M3, and domestic pony car competitors demonstrating handling prowess and driver engagement characteristics. Production volume remained strong supported by positive automotive media reviews praising chassis balance, VTEC engine character, and exceptional shifter feel establishing reputation maintaining throughout subsequent model years.
1996: Introduction year for Japanese Domestic Market Type R variant creating performance hierarchy differentiating GSR as accessible sport model versus Type R's extreme track-focused engineering commanding significant price premium. JDM Type R featured B18C engine producing 200 PS (197 horsepower) at 8,000 RPM through hand-ported intake manifold, lightweight connecting rods, high-lift camshafts, and 11:1 compression ratio substantially exceeding GSR's 170-horsepower output. North American GSR specification remained unchanged maintaining B18C1 powerplant and standard equipment levels, while Type R's existence created aspirational halo effect enhancing GSR's market positioning as entry point into high-performance Integra ownership. Tuner culture adoption accelerated with import drag racing scene embracing B-series engine platform's forced induction potential, while road racing community recognized GSR's competitive capabilities in SCCA Improved Touring and NASA club racing series. Used market values remained stable reflecting strong new car demand and limited depreciation characteristic of Honda performance vehicles maintaining residual value through proven reliability and enthusiast desirability.
1997: Final pre-facelift production year maintaining established mechanical specification as Honda prepared comprehensive 1998 model year updates addressing interior quality concerns and chassis rigidity improvements. Model year represented peak maturity of initial DC2 design with accumulated production experience ensuring consistent build quality and component reliability. Competition participation expanded internationally with European and Australian markets demonstrating strong GSR adoption for track day activities and time attack events capitalizing on precise handling characteristics and robust drivetrain reliability. Aftermarket forced induction development progressed with GReddy, HKS, and domestic specialists offering comprehensive turbocharger systems achieving 250-300 horsepower output levels suitable for drag racing and street performance applications, though naturally-aspirated builds remained popular among road racing enthusiasts prioritizing throttle response and power delivery predictability. Production allocation prioritized North American market where Acura brand equity and sport compact segment growth supported strong sales volumes versus mature Japanese domestic market experiencing economic stagnation limiting enthusiast vehicle demand.
1998: Major mid-cycle refresh introducing comprehensively updated exterior styling, enhanced interior materials, and reinforced chassis structure addressing previous criticisms while maintaining proven B18C1 powertrain specification. Exterior updates included revised front bumper with larger air intake geometry, updated headlamp design, new rear bumper treatment, and modified side skirts creating fresher aesthetic presence competing against newly-introduced sport compact competitors. Interior improvements featured upgraded fabric textures, revised dashboard layout, enhanced door panel materials, and improved ergonomics addressing cost-cutting measures characterizing 1994-1997 specifications criticized for agricultural ambiance versus European competitors' premium cabin environments. Chassis reinforcements incorporated additional spot welding points, revised floor pan bracing, and strengthened front subframe mounting improving structural rigidity and crash safety performance meeting evolving regulatory requirements. Mechanical specification remained unchanged preserving B18C1 VTEC powerplant, close-ratio manual transmission, and suspension geometry validating original engineering excellence requiring minimal modification despite four-year production maturity.
1999: Continuation year maintaining 1998-introduced facelift specification without significant mechanical or aesthetic updates as Honda development resources focused toward upcoming RSX/DC5 replacement program. Model year characterized by refined production processes, mature supply chain optimization, and comprehensive dealer service network familiarity supporting ownership experience reliability. Enthusiast community continued expanding with online forums including Honda-Tech and Team Integra facilitating technical knowledge sharing, modification advice, and motorsport event coordination strengthening brand loyalty and owner engagement. Used market availability increased as early-production 1994-1996 examples entered secondary market creating entry-level opportunities for younger enthusiast buyers seeking affordable performance platform with extensive modification potential. Grassroots motorsport participation remained strong across autocross, time attack, and road racing disciplines with GSR demonstrating competitive capabilities against newer turbocharged competitors through superior handling balance and driver engagement characteristics compensating for modest horsepower disadvantage.
2000: Penultimate production year continuing proven 1998-facelift specification as RSX/DC5 replacement development reached final validation phases. Model year represented peak refinement of DC2 platform with six years accumulated production experience ensuring optimal build quality and component durability. Competition landscape intensified with introduction of Volkswagen GTI 1.8T, Subaru WRX, and Mitsubishi Evolution VII offering turbocharged performance advantages, yet GSR maintained loyal following appreciating naturally-aspirated high-revving character and front-wheel-drive dynamics purity increasingly rare in evolving sport compact segment. Aftermarket support remained comprehensive with established manufacturers offering complete suspension packages, engine rebuild components, forced induction systems, and aesthetic modification options supporting diverse enthusiast preferences from conservative OEM-plus builds through extreme show car transformations. Original owner retention rates remained high reflecting strong satisfaction levels and low total cost of ownership supported by Honda's legendary reliability reputation and readily available service parts through extensive dealer network infrastructure.
2001: Final production year concluding eight-year DC2 generation run before RSX/DC5 replacement introduction featuring K20A engine and revised chassis architecture departing from DC2's lightweight minimalist philosophy. Model year featured no significant mechanical or aesthetic updates maintaining 1998-facelift specification through production conclusion, while limited special editions in certain markets commemorated nameplate's departure with unique paint colors and equipment combinations. Production ceased with introduction of 2002 RSX offering larger dimensions, heavier curb weight, K-series engine architecture, and increased luxury amenities targeting broader market segment versus DC2's focused enthusiast positioning. Final-year examples commanded premium pricing from collectors recognizing conclusion of naturally-aspirated high-revving Integra era and lightweight chassis philosophy abandoned in subsequent RSX generation. Legacy established DC2 GSR as definitive 1990s sport compact combining accessible pricing, engaging driving dynamics, reliable mechanicals, and extensive modification potential, while contemporary used market values range $8,000-$25,000 depending on condition and mileage reflecting strong collector interest and nostalgia-driven appreciation for pure naturally-aspirated Honda performance preceding modern turbocharged efficiency-focused automotive landscape.
Comparar com
Modificações populares de Honda Acura Integra GSR DC2 por nível
De 10 preparações documentadasTendênciasIntegra GSR DC2 track builds commonly start with Nitto NT01s, Eibach suspension, and Spoon Twinblock calipers. As builds escalate, owners move to Yokohama A052s, K20Z1 swaps, and ASR subframe braces, often adding Volk TE37s and aero. Full race builds feature Falken RT615Ks, Tanabe Sustec, and custom stripped interiors with roll cages.
Médio
2 preparações
Pneus
Bridgestone Potenza RE-11S1
Suspensão
Eibach Multi Pro R21· Eibach ERS Springs1· PCI RTA Spherical Bushings1· Eibach 25mm Rear Sway Bar1· Tein RA1
Potência/Afinação
Honda B18C11· Honda ITR Pistons1· Honda B16 Head1· Honda ITR Camshafts1
Transmissão
Honda ITR Transmission1· MFactory 4.9 Final Drive1· MFactory Metal Plate LSD1· Kaaz LSD1
Pesado
Ritmo OEM+0.1% 2 preparações
Pneus
Yokohama Advan A0522
Suspensão
ASR Rear Subframe Brace1· Hardrace Hardened Rubber Bushings1· Shaftworks Bilanx 1 Competition Coilovers1· Swift Springs1
Travões
Acura RSX Base Calipers1
Potência/Afinação
Honda K20Z11
Aerodinâmica
PCI 60" Swan Neck Wing1
Transmissão
MAC Clutch1· Spoon 5.0 Final Drive1
Rodas
Volk Racing TE371
Outro
Recaro Racing Seat1
Corrida
5 preparações
Pneus
Falken Azenis RT6602· Bridgestone Potenza RE-112· Falken Azenis RT615K+1
Suspensão
Apexi N1 EXV1· Tanabe Sustec Pro1· Koni Ground Control Coilovers1
Travões
Wilwood DPHA Calipers1· Hawk HP+1
Admissão/Escape
Fujitsubo RM-01A1
Potência/Afinação
Honda Civic Type R Camshaft1· Honda B20B1
Transmissão
Kaaz LSD1· Honda B16 Transmission1
Rodas
Konig Hypergram2
Outro
Custom Roll Cage1
Tempos de Volta
| Tempo | Pista | Carro | Mod | Piloto | Pneu | Data da Volta | Data de Adição | vs Previsão | Ritmo |
|---|---|---|---|---|---|---|---|---|---|
| 1:37.3 | Spring Mountain Motor Resort (East 2.1 Mile) | Medium | 14 Sep, 2014 | 15 Jul, 2021 | -3.45s | +3.61% | |||
| 2:07.1 | Spring Mountain Motor Resort (Hunt 2.5 mile Option B CW) | Medium | 15 Nov, 2014 | 15 Jul, 2021 | -4.33s | +3.47% | |||
| 45.5 | Adams Motorsports Park | Medium | 21 Jul, 2015 | 25 Jun, 2022 | -1.18s | +2.62% | |||
| 1:58.3 | Buttonwillow Raceway (13CW) | Medium | 21 Dec, 2013 | 13 Jul, 2021 | -1.54s | +1.31% | |||
| 1:58.5 | Buttonwillow Raceway (13CW) | Heavy | 10 Oct, 2021 | 19 Jan, 2026 | -1.26s | +1.07% | |||
| 1:59.4 | Buttonwillow Raceway (13CW) | Medium | 19 Oct, 2017 | 13 Jul, 2021 | -0.98s | +0.83% | |||
| 2:11.8 | Spring Mountain Motor Resort (CW) | Medium | 02 Nov, 2015 | 15 Jul, 2021 | -0.93s | +0.72% | |||
| 2:03.0 | Thunderhill (East 3 Mile w/ Bypass) | Medium | 26 Nov, 2023 | 02 Dec, 2023 | -0.73s | +0.60% | |||
| 1:27.0 | Willow Springs Raceway (Streets Pre 2022) | Medium | 01 Nov, 2016 | 15 Feb, 2026 | -0.48s | +0.57% | |||
| 1:58.0 | Ridge Motorsports Park (w/ Chicane) | Heavy | 27 Jul, 2025 | 12 Apr, 2026 | -0.43s | +0.38% | |||
| 1:51.5 | Ridge Motorsports Park (Current) | Heavy | 13 May, 2024 | 15 Feb, 2026 | -0.38s | +0.35% | |||
| 2:01.6 | Buttonwillow Raceway (13CW) | Medium | 30 Jan, 2016 | 09 Aug, 2021 | -0.23s | +0.20% | |||
| 2:41.7 | Spring Mountain Motor Resort (Mansell C 3.4 Mile) | Medium | 04 Mar, 2018 | 15 Jul, 2021 | -0.28s | +0.18% | |||
| 1:16.9 | Mission Raceway Park (CCW) | Heavy | 16 Jul, 2021 | 03 Feb, 2026 | -0.09s | +0.13% | |||
| 1:59.3 | NOLA Motorsports Park | Stock | 07 May, 2025 | 24 May, 2025 | — | ||||
| 2:54.0 | Road America (w/o Kink) | Race | 19 Apr, 2016 | 14 Feb, 2026 | +0.85s | -0.50% | |||
| 1:19.0 | Mission Raceway Park (CCW) | Race | 20 Sep, 2009 | 16 Jan, 2026 | +0.88s | -1.16% | |||
| 1:56.6 Novo | Sonoma Raceway (Full) | Race | 25 Jun, 2026 | 26 Jun, 2026 | +1.5s | -1.32% | |||
| 2:04.1 | Las Vegas Motor Speedway (2.4 Mile Outside Road Course) | Medium | 20 Apr, 2019 | 14 Jul, 2021 | +1.72s | -1.42% | |||
| 2:05.8 | Chuckwalla Valley Raceway (CW) | Medium | 19 Nov, 2017 | 13 Jul, 2021 | +1.84s | -1.50% | |||
| 1:19.8 | Memphis International Speedway | Light | 03 Nov, 2019 | 20 Dec, 2025 | +1.23s | -1.60% | |||
| 2:11.0 | Buttonwillow Raceway (1CW) | Light | 15 Sep, 2012 | 06 Aug, 2021 | +2.09s | -1.65% | |||
| 1:42.9 | Road Atlanta | Stock | 13 Jun, 2025 | 06 Aug, 2025 | +1.74s | -1.75% | |||
| 2:05.9 | Chuckwalla Valley Raceway (CCW) | Medium | 22 Nov, 2017 | 13 Jul, 2021 | +3.02s | -2.48% | |||
| 2:43.6 | Spring Mountain Motor Resort (Charleston Peak Full 3.2 Mile) | Heavy | 21 Mar, 2023 | 14 Feb, 2026 | +4.74s | -3.01% | |||
| 1:39.9 | Kaeng Krachan Circuit | Race | 31 Jul, 2012 | 27 Dec, 2025 | +2.96s | -3.03% | |||
| 1:57.7 | Sonoma Raceway (Long) | Race | 09 Mar, 2026 | 26 Jun, 2026 | +3.99s | -3.50% | |||
| 2:10.5 | Chuckwalla Valley Raceway (CW) | Medium | 03 May, 2015 | 09 Aug, 2021 | +4.39s | -3.51% | |||
| 1:33.3 | Willow Springs Raceway (Streets Pre 2022) | Medium | 24 Jun, 2013 | 16 Jul, 2021 | +3.18s | -3.56% | |||
| 2:14.2 | Buttonwillow Raceway (13CW) | Race | 09 Mar, 2013 | 26 Jun, 2026 | +11.11s | -8.53% |
As Acura Integra GSR DC2 mais modificadas
| Ano | Nome do Piloto | Mod | Cavalos de potência | Pneu | Tamanho do Pneu | Vs Previsão |
|---|---|---|---|---|---|---|
| 1998 (Donut) | Donut | Medium | 195 | 100 NT01 | 195/55/15 | -0.99s |
| 1998 (w/A052) | Russell Johnson | Heavy | 247 | 200 ADVAN A052 | 245/40/15 / 225/45/15 | -0.79s |
| 1995 (w/RC-1) | Jim W | Medium | 200 | 100 Victra RC-1 | 225/45/15 | +0.28s |
| 1998 | ventodave | Heavy | — | 200 ADVAN A052 | — | +1.33s |
| 1997 (w/NT01) | pathidden | Medium | 170 | 100 NT01 | 225/45/15 | +1.83s |
| 1998 (w/PilotSpo) | KylooisKorean | Heavy | — | 540 Pilot Sport All Season 4 | — | +1.93s |
| 1994 | Time Attack Civic EG | Heavy | — | 100 R888R | — | +2.22s |
| 1995 (w/RS3/Nick_C78) | Nick_C78 | Medium | 233 | 200 Ventus RS3 | 225/45/15 | +2.86s |
| 1998 | truth.b | Race | 170 | 200 AZENIS RT615K+ | — | +3.01s |
| 1998 (w/RT660) | B16VTEK | Race | — | 200 AZENIS RT660 | — | +4.14s |