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Honda
Acura Integra GSR DC2
El Honda Acura Integra GSR DC2: 0-60 en 8 s, 141 mph de máxima, 170 hp.
Preguntas frecuentes
¿Cuánto tarda el Honda Acura Integra GSR DC2 en el 0-60?
El Honda Acura Integra GSR DC2 hace el 0-60 mph en 8 segundos.
¿Cuál es la velocidad máxima del Honda Acura Integra GSR DC2?
El Honda Acura Integra GSR DC2 alcanza una velocidad máxima de 141 mph.
¿Cuántos caballos tiene el Honda Acura Integra GSR DC2?
El Honda Acura Integra GSR DC2 desarrolla 170 hp.
¿Cuál es la vuelta más rápida registrada para el Honda Acura Integra GSR DC2?
La vuelta más rápida registrada para el Honda Acura Integra GSR DC2 es de 45.500 en Adams Motorsports Park CW.
Notas
The Acura Integra GSR DC2 chassis represents the pinnacle fourth-generation Integra variant produced 1994-2001, marketed as Honda Integra in Japan and global markets while wearing Acura badge for North American consumers. The GSR (GS-R) designation denoted performance-oriented specification featuring VTEC-equipped B18C1 engine producing 170 horsepower at 8,000rpm from 1.8 liters naturally-aspirated displacement, delivering power through front-wheel-drive configuration via close-ratio five-speed manual transmission. Weighing approximately 2,760 pounds in coupe configuration, the DC2 GSR achieved remarkable power-to-weight dynamics within affordable sport compact segment, enabling competitive acceleration and engaging handling characteristics. Double-wishbone suspension front and rear provided superior geometry compared to MacPherson strut alternatives common among competitors, contributing to the Integra's legendary cornering capability and communicative chassis dynamics praised by enthusiasts. Interior featured supportive front seats, driver-oriented dashboard layout, and minimal sound deadening reflecting Honda's performance-first philosophy for GSR specification, though base Integra variants offered more comfort-oriented accommodations. The DC2 GSR occupied crucial position within 1990s import tuner culture, serving as affordable platform for modification enthusiasts pursuing SCCA autocross competition, grassroots road racing, and street performance builds. B-series engine architecture enabled extensive aftermarket support with bolt-on modifications, forced induction conversions, and complete engine swaps using higher-output B18C Type R variants or K-series transplants from later-generation Civics and RSX models. Production distinguished between Japanese Domestic Market Type R specification featuring 195hp B18C engine and limited-slip differential, versus North American GSR receiving slightly detuned B18C1 powerplant and open differential, creating performance hierarchy within DC2 family. The Integra GSR competed directly against Volkswagen GTI, Mazda Protegé MP3, and Nissan Sentra SE-R in sport compact segment, offering superior handling dynamics and tunability versus American domestic alternatives. Today DC2 GSRs command strong enthusiast market pricing reflecting nostalgic appeal, increasingly rare unmolested examples, and continued relevance in vintage racing classes and time attack competition.
Rank
CV
170
PESO KG
1,254
Relación Peso Potencia
0.14
VALOR ACTUAL
$25,000
Especificaciones OEM
Descripción del motor
1.8L NA I4 (B18C1 )
Tipo de manejo
RWD
0-60 MPH
8 SECs
MáXIMA VELOCIDAD KPH
227
PRECIO (MSRP) USD
$22,600
caja de cambios
5-SPEED MANUAL
torque
174 N.M
Años del Modelo
1994-2001
NOTAS DEL AñO
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 con
Tiempos de vuelta
| Hora | Pista | Auto | Modelo | Conductor | Caucho | Fecha | Fecha Añadida | vs Pred. | Vel. |
|---|---|---|---|---|---|---|---|---|---|
| 1:37.3 | Spring Mountain Motor Resort (East 2.1 Mile) | Medio | 14 Sep, 2014 | 15 Jul, 2021 | -4.02s | +4.23% | |||
| 2:07.1 | Spring Mountain Motor Resort (Hunt 2.5 mile Option B CW) | Medio | 15 Nov, 2014 | 15 Jul, 2021 | -2.28s | +1.84% | |||
| 1:58.3 | Buttonwillow Raceway (13CW) | Medio | 21 Dec, 2013 | 13 Jul, 2021 | -1.83s | +1.56% | |||
| 2:11.8 | Spring Mountain Motor Resort (CW) | Medio | 02 Nov, 2015 | 15 Jul, 2021 | -1.71s | +1.33% | |||
| 45.5 | Adams Motorsports Park | Medio | 21 Jul, 2015 | 25 Jun, 2022 | -0.52s | +1.16% | |||
| 1:59.4 | Buttonwillow Raceway (13CW) | Medio | 19 Oct, 2017 | 13 Jul, 2021 | -1.34s | +1.14% | |||
| 2:03.0 | Thunderhill (East 3 Mile w/ Bypass) | Medio | 26 Nov, 2023 | 02 Dec, 2023 | -1.21s | +1.00% | |||
| 1:58.5 | Buttonwillow Raceway (13CW) | Pesado | 10 Oct, 2021 | 19 Jan, 2026 | -0.99s | +0.84% | |||
| 1:27.0 | Willow Springs Raceway (Streets Pre 2022) | Medio | 01 Nov, 2016 | 15 Feb, 2026 | -0.6s | +0.70% | |||
| 2:41.7 | Spring Mountain Motor Resort (Mansell C 3.4 Mile) | Medio | 04 Mar, 2018 | 15 Jul, 2021 | -0.76s | +0.48% | |||
| 1:16.9 | Mission Raceway Park (CCW) | Pesado | 16 Jul, 2021 | 03 Feb, 2026 | -0.21s | +0.29% | |||
| 1:51.5 | Ridge Motorsports Park (Current) | Pesado | 13 May, 2024 | 15 Feb, 2026 | -0.25s | +0.23% | |||
| 1:58.0 | Ridge Motorsports Park (w/ Chicane) | Pesado | 27 Jul, 2025 | 12 Apr, 2026 | -0.22s | +0.19% | |||
| 2:01.6 | Buttonwillow Raceway (13CW) | Medio | 30 Jan, 2016 | 09 Aug, 2021 | -0.22s | +0.19% | |||
| 1:59.3 | NOLA Motorsports Park | Almacén | 07 May, 2025 | 24 May, 2025 | — | ||||
| 2:04.1 | Las Vegas Motor Speedway (2.4 Mile Outside Road Course) | Medio | 20 Apr, 2019 | 14 Jul, 2021 | +0.67s | -0.56% | |||
| 2:54.0 | Road America (w/o Kink) | Carrera | 19 Apr, 2016 | 14 Feb, 2026 | +1.21s | -0.71% | |||
| 1:19.0 | Mission Raceway Park (CCW) | Carrera | 20 Sep, 2009 | 16 Jan, 2026 | +0.79s | -1.04% | |||
| 2:05.8 | Chuckwalla Valley Raceway (CW) | Medio | 19 Nov, 2017 | 13 Jul, 2021 | +1.3s | -1.07% | |||
| 1:19.8 | Memphis International Speedway | Leve | 03 Nov, 2019 | 20 Dec, 2025 | +1.3s | -1.69% | |||
| 1:42.9 | Road Atlanta | Almacén | 13 Jun, 2025 | 06 Aug, 2025 | +1.85s | -1.86% | |||
| 2:11.0 | Buttonwillow Raceway (1CW) | Leve | 15 Sep, 2012 | 06 Aug, 2021 | +2.46s | -1.94% | |||
| 2:05.9 | Chuckwalla Valley Raceway (CCW) | Medio | 22 Nov, 2017 | 13 Jul, 2021 | +2.69s | -2.22% | |||
| 1:39.9 | Kaeng Krachan Circuit | Carrera | 31 Jul, 2012 | 27 Dec, 2025 | +3.19s | -3.25% | |||
| 2:43.6 | Spring Mountain Motor Resort (Charleston Peak Full 3.2 Mile) | Pesado | 21 Mar, 2023 | 14 Feb, 2026 | +5.49s | -3.48% | |||
| 2:10.5 | Chuckwalla Valley Raceway (CW) | Medio | 03 May, 2015 | 09 Aug, 2021 | +4.42s | -3.53% | |||
| 1:33.3 | Willow Springs Raceway (Streets Pre 2022) | Medio | 24 Jun, 2013 | 16 Jul, 2021 | +3.2s | -3.57% |
Modificado Carros
| Año | Conductor Name | Mod | CV | Caucho | Tamaño del caucho | Vs Pred. |
|---|---|---|---|---|---|---|
| 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 |
| 1995 (w/RS3/Nick_C78) | Nick_C78 | Medium | 233 | 200 Ventus RS3 | 225/45/15 | +1.32s |
| 1998 | ventodave | Heavy | — | 200 ADVAN A052 | — | +1.33s |
| 1994 | Time Attack Civic EG | Heavy | — | 100 R888R | — | +1.39s |
| 1998 (w/PilotSpo) | KylooisKorean | Heavy | — | 540 Pilot Sport All Season 4 | — | +1.93s |
| 1997 (w/NT01) | pathidden | Medium | 170 | 100 NT01 | 225/45/15 | +2.08s |
| 1998 | truth.b | Race | 170 | 200 AZENIS RT615K+ | — | +3.01s |
| 1994 | Jordan Isaak | Race | — | — | — | +4.71s |
| 1999 (OGstackadoIIa) | OGstackadoIIa | Light | 170 | 280 NeoGen | 195/55/15 | +6.01s |
| 2000 (RyanR/Light) | Ryan Rehkopf | Light | 170 | — | — | +6.03s |
| 1994 (MaxR/RE11) | MaxRacingDC2 | Race | 170 | 200 RE11 | 205/45/16 | +6.14s |
| 2001 | Vegas Callaway | Heavy | — | — | — | +8.83s |
| 2000 (Pathidden) | pathidden | Medium | 170 | 200 RE11 | 225/45/15 | — |
| 1994 | seraph008 | Medium | — | — | — | — |
| 1998 | Ian Carrillo | Race | — | — | — | — |
Tamaños Populares de Cauchos
Pastillas de freno populares
| Modelo delantero | Modelo trasero | Vel. | Vueltas |
|---|---|---|---|
| DTC 60 | DTC 60 | +1.13% | 1 |