It was initially the color combination that lured me over to this DC2 Integra Type R when I saw it sitting in Tsukuba Circuit’s paddock at Battle Evome last weekend.
Fluro orange against Honda’s Championship White certainly makes a statement, but as I got closer I realised that the daring highlight color was the least of the car’s impressive list of modifications.
With the rear hatch open it was a perfect opportunity to take a quick look inside the Integra, and I was impressed by what I found. Or rather, what I didn’t find…
There entire interior space had been stripped back to bare metal and every joint and seam was reinforced by a mix of rivets and even little bolts as you can see around the suspension turrets. The bolts are are something I’ve not seen before; usually these areas just get seam or spot-welded to add stiffness and rigidity around the shell.
Riveting was done everywhere else.
There was no stock trim left and nothing in the cabin except for the bare essentials; a bucket seat, harness, and basic dash onto which a few instruments are fitted.
The overall feel of simplicity is very much carried over to the exterior where aero has been kept to a minimum; a lip spoiler/splitter boosting the car’s downforce at the front, and a hatch-mounted wing taking care of rear balance.
The Honda’s performance comes from the maniacal way in which weight has been stripped off, like that paper-thin carbon bonnet and the deleted headlights to further decrease mass.
Under the bonnet things have been kept largely true to the chassis with a B18C Type R engine in naturally aspirated guise.
But to simplify things further, the engine’s fuel injection has been replaced with Keihin FCR carbs; something you see a lot of on modified Toyota 4A-Gs, but not so much on Honda B-series.
It was quite funny to walk over to this Integra after having seen hugely powerful cars running massive calipers, only to find the smallest Sumitomo 4-pots taking care of the braking. But when you drop weight, everything else can be downsized too.
The result? A 1’01″634 lap – a very decent time to say the least.
Dino Dalle Carbonare
interesting build - some of it remains to be explained, but a 1.01 at Tsukuba without a full roll cage? Not sure what the Japanese motor sports rules are, but that wouldn't get on track here in Oz - as a non-roadable car, it must carry appropriate safety equipment, apart from the extra stiffness the cage would bring to a 20 year old piece of elastic...
isn't Daytona crashing at 180mph,Tsukuba max speed is 90mph and sand around the track can easily stop you in a while, roll cage if they don't use to stiff the chassis they won't use to safety, and Tsukuba isn't for beginners that's a other fact.
@Difinity Japan doesn't really care about safety. Hence this dude also having a window net mounted to his door.
Here is the first video that popped up of it for me - https://youtu.be/GC4sj-jH0U8
Japanese always have a method to their madness. The lap time shows this guy is doing something right. Love the carbs though, just cuz.
The ELF CRX with carbs
I remember in the early 90's Tony Fuchs ran a carb/nitrous setup in his drag integra.
@Speedhunters my car!!
As many have mentioned the rivets and the carbs, I believe we may be looking at quite an old car. I seem to remember seeing the rivets on many older Japanese tuner cars and was told they did that because very few people had welders in their shops and this was what they came up with.
As far as the carbs, well, it looks like the car has been stripped of every single thing it can, including cpu (no idea where it's gone or if he's on some small aftermarket unit). I wonder if he did go that far, therefore necessitating a move away from the normal EFI? Would love to actually get more in depth about this, and the art of stripping a race car down and just how far can you can take it.
Dino you could probably have your own site.
I think if your stuff wasnt on this site Id probably check it out half as often, maybe less.
Just some thoughts about the riveting....
1) Most air craft bodies are riveted so there must be a reason over welding....those things see way more forces than cars do.
2) How do you inspect welds to tell if they are broken
3) How much work is it to repair welds that are broken
4) How can you weld through an area that is within the center of the car...probably requires drilling...once this is done...see numbers 2 and 3.
I believe that the riveting/bolts are genius. Easily inspected and easily replaced....the work involved though..goodness. Lets see some more grassroots Honda racing content!
@Murph Comparing aluminum aircraft construction to stamped steel passenger car chassis does not really apply....
Solid rivets used for aircraft construction are very different than pop rivets, and are usually used in multiple rows to spread load instead of single rows. Stressed aircraft panels are made of aluminum, and stressed aluminum welds behave very differently in fatigue. And no, you can't really easily inspect pop rivets if chassis stiffness is your concern. How do you spot pop rivets that are loose enough to allow shear movement in the seams but not loose enough to feel loose or look loose? Why would you want to weld through an area in the center of the car, which is most likely at the neutral axis of whatever area you're talking about, and therefore has little strain or relative motion? Welds on sheet steel are easy to visually inspect, even if painted (the paint cracks) and easy to repair (remove the paint, repair, repaint). The only good thing about pop rivets is that they are very cheap and very easy to install.
There are reasons that racecars are generally constructed in certain ways for certain types of cars, and doing things differently is not necessarily doing things better.
@fabrik8 Thanks for the explanation...just figured I would throw out a few thoughts...of course I had no evidence to back it up :)
thanks again dude.
That engine must really scream with carb's when the vtec is on. A video would been nice.
Riveting the chassis must had been a bitch of a work... lol!! Im pretty sure they will avoid that route a second time....still very interesting.
@EliThanos I think there was a camera in there, maybe there's a video floating around...
@EliThanos vtec is locked on this motor. so its always in vtec basically, you can see the vtec solenoid block off plate.
@awesomefearwave Not when you hear it...
@fabrik8 me neither. with fuel injection, you have a computer to control how much fuel is injected, and you can control how much is injected at certain rpm ranges, and it's just more precise at making more power.
@fabrik8 @awesomefearwave Agree. when it comes to structural stiffness and rigidity no light decision should be taken. Yet it is an interesting project, it is not he usual!
@awesomefearwave Kinda kills some of the performance and drive-ability too. Carbs are always a compromise, and I don't know why anyone would choose them if given a perfectly good fuel injection system.
Between the carbs and the rivets, I'm not so sure about these people's decisions... Cheap pop rivets are for body panels, not structural seam reinforcement. I'm pretty sure by appearance that those are not Alcoa Aerospace rivets...
It takes real dedication to run a 20 year-old chassis on a race track, considering all the other options available. As a former DC2 owner, I salute their vigor!
@Matt_Redondo You know there was once a Honda called Vigor? lol Your comment just reminded me of it
Yeah...with a funky 5 cyl. Engine, just read Snoozin's post while typing this. He beat me to the thought.
@Matt_Redondo these cars have better suspension than all of the new hondas and most anything else out there with their double wishbone front suspension
After all these years I still get a little thrill from seeing a DC2R getting ready for a few hot laps.
Not sold on the riveting though, because I'm old enough to remember studded jackets (and faces) from the Punk era...
Finally! A Honda Integra (DC2) article! Hahaha. I just bought a DC2R a week ago, and on delivery it suddenly developed a spun bearing. Son of a bee-arch. I can't wait until I get it back from the workshop.
@kanadanmajava A lot more than if you just seam welded it...