1996 Acura Integra Gs-r Rhd Turbo 611whp on 2040-cars
Body Type:Hatchback
Vehicle Title:Clear
Engine:1.8L 1797CC l4 GAS DOHC Naturally Aspirated
Fuel Type:GAS
For Sale By:Private Seller
Year: 1996
Number of Cylinders: 4
Make: Acura
Model: Integra
Trim: GS-R Hatchback 3-Door
Options: Sunroof, CD Player
Drive Type: FWD
Power Options: Power Locks, Power Windows
Mileage: 180,000
Exterior Color: Burgundy
Disability Equipped: No
Interior Color: Black
All custom work done by RameyBuilt, guys did unbelievable work on this car and is easily magazine acceptable
All receipts included Completely tucked and sprayed engine bay Description Engine B18C1 Fully Built and Sleeved(AEBS Sleeves) Bottom-end built by Inline pro Ferrera Valves Skunk2 Pro series valvetrain Skunk2 Pro 1 cams Skunk2 Pro cam Gears Full custom crankcase/catchcan system ATI Damper B16 Head was cleaned and inspected by Rameybuilt Much more parts that im probably forgetting... Fuel system Full Blown Double pump system with AN lines Aeromotive Rail and Regulator ID2000cc injectors Turbo Setup Custom one off manifold by Brian@Rameybuilt Precision 6266 turbo 44m Tial Wastegate 50m Tial BOV Bell intercooler core/ Atco Radiator(AN line setup) with custom made end-tanks all piping and hardlines(used throughout the bay) made at Rameybuilt 3in downpipe into MIL.Spec 100cell Catalytic Convertor Apexi WS2 muffler and Vibrant resonator Electronics Hondata S300 v2 tuned by Shawn Ramey Hondata 4Bar MAP Hondata Coil-On-Plug conversion Chasebays engine harness and all wiring has been properly covered Full Pioneer sound system/ InDash Nav DEFi boost gauge PLX A/F ratio system all interior wiring including Alarm was completely REDONE! Trans/Suspension/Brakes/Wheels S80 GSR w/phantom grip LSD SPEC Twin Disc Clutch DSS axles Function and Form Coilovers ASR subframe brace and swaybar All urethane bushings replaced throughout car Wilwood Brake setup CCW LM16 wheels(16x8.5) Nitto NEO-Gen tires 205/45 Exterior Converted to 98+ Front-end Type-R OEM lip Painted 3Q3 Salsa Red Pearl Interior Recaro RSX(integra) type-r seats Bride Rails Nardi wheel with NRG release All new carpet installed |
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Auto blog
Acura Precision Cockpit Concept is much more than a digital gauge cluster
Wed, Nov 16 2016Audi Virtual Cockpit is one of the single best pieces of technology on the market, bar none. It blends beautiful graphics, easy interaction, and loads of information in a way that similar all-digital gauge clusters from brands like Jaguar, Land Rover, and Cadillac can't match. Other brands might not stand even with Audi, but Acura is certainly going to try. The company is demonstrating its efforts at the 2016 Los Angeles Auto Show with the new Precision Cockpit. Like Audi, JLR, and Cadillac, Acura is using a 12.3-inch display in place of a traditional set of gauges that changes color schemes and animations based on the driving mode. A prominent central display joins the digital IP and features what looks like an evolution of the company's current infotainment software. But rather than a knob and dial or physical buttons, Acura is taking a page out of Lexus' book, using a touchpad to control the center display. View 7 Photos But before we lament the touchpad too much, it's worth pointing out how Acura says its arrangement is different. Using something called "absolute positioning," the touchpad behaves more like an actual touchscreen – tap a corner on the pad and whatever's in the same corner of the display responds. In that way, it sounds like Acura is trying to marry a touchscreen with a more ergonomically comfortable interface. Color us curious. Precision Cockpit also stands apart in how Acura optimized it, designing the system with semi-autonomous driving in mind. The company went as far as to use a real-time 3D graphics engine to display what the vehicle's sensors "see" inside the instrument cluster. There's even an advanced vision mode that allegedly shows "cars, pedestrians, cyclists, and other objects – even those obscured from vision – using artificial intelligence to predict future pathways." While Acura is calling Precision Cockpit a concept, the company confirmed in its official release that the Android-based system "will power future production cars." If it comes with all the tech Acura's promoting here, Precision Cockpit stands to be a significant step forward in the digitization of car interiors. Related Video: News Source: AcuraImage Credit: Acura LA Auto Show Acura Technology Emerging Technologies Infotainment Concept Cars Videos Original Video
2017 Acura NSX | 2017 Autoblog Technology of the Year Finalist
Tue, Jan 24 2017Like its iconic predecessor, the second-generation Acura NSX blazes trails. The old NSX proved that you could get reliability and daily use from an exotic car, and subsequently changed the automotive world. Acura's engineers pushed in a new direction for the prodigal successor: technology. And so the new NSX sets a new bar in the way technology is used to achieve speed. The highlight here is the Sport Hybrid SH-AWD system, which supplements the 500-horsepower twin-turbo V6 with three electric motors, making 573 peak ponies. The two front motors each act on a front wheel, doing all kinds of tricks to help the car corner faster, brake harder, and accelerate like the proverbial cannon shot. They help make the NSX more stable at high speed, and let you sneak up on unsuspecting video producers at low speed. Then there's the third motor sandwiched between the engine and nine-speed transmission, which never lets a shift go by without filling in the milliseconds with velvety torque. If the all-wheel-drive hybrid supercar sounds familiar, yes, Porsche did something similar with the 918 Spyder. But even when you load the options on the NSX (try not to, we dare you), it's never more than a fifth the price of the Porsche. Then there are the little details, like a new form of casting Honda engineers developed for the NSX's crash structure. Or the three-dimensional bend to the A-pillar and roof rail that makes it less obstructive to the driver and also stronger. Even the Marysville, Ohio factory gets some credit here, with 12 patents filed relating to the assembly process. There's only so much a driver can do with two hands and two feet. The NSX takes your inputs and figures out how to maximize the contribution from each individual wheel. This is a car that harnesses all the greatness of technology to change what's possible in a sports car.Related Video: 2017 Acura NSX | First Drive
We drive the Acura TLX-GT racecar
Fri, Jun 26 2015Don't break the car. As you can tell from the video, that's the theme of the day at Gingerman Raceway in South Haven, MI. After two short lapping sessions in the Acura TLX-GT fear gave way to familiarity, and a second theme emerged: this is awesome. The anxiety was appropriate. There are only two TLX-GTs in the world, and both were at Gingerman that day. A mishap would potentially put either Ryan Eversly and Peter Cunningham out of contention for the subsequent Pirelli World Challenge race. I did not want to be that guy. But back to the awesome part. The TLX-GT is barely TLX, but more Acura that you might expect. The wheelbase, roof, and doors are all stock dimensions, although all the bodywork is carbon fiber. Out go the front MacPherson struts, in goes a special double-wishbone suspension. All-wheel drive comes from an XTRAC six-speed sequential transmission originally developed for Dakar Rally vehicles. The side mirrors are stock. Under the hood lies a 3.5-liter twin-turbo V6 with a stock block, head, crank, and throttle body. "Under the hood" is a generous term, though, because half of the engine sits inside the cabin. The front end of the block is aft of the front axle - the rest of the hood is taken up with radiators and hoses. To service the turbochargers, the RealTime mechanics remove the top of the dashboard. The front-mid engine location pushes the driver's seat back to the B-pillar, so you sit like Hightower from Police Academy. Only with less visibility. This does not calm the nerves. Nor does the din of 600 or so unmuffled horsepower. My first laps were understandably timid. But the TLX-GT is actually easy to drive. You get used to the low, rearward seating position almost immediately. Once rolling you don't need the clutch for shifts - just bang the right and left paddles to go up and down. I even became accustomed to the acceleration. At more than 3,000 pounds curb weigh the TLX-GT is quick, but not as explosive as cars like the Chevrolet Corvette Z06. Where the TLX-GT blows away road cars is in grip and braking, neither of which I fully exploited. The brake pedal is so hard you feel like you're standing on it just to get the pads to bite. Once engaged, they're like an endless well of deceleration, with ABS somewhere down at the bottom of the abyss. Second lapping session over, car returned intact and adrenaline high in full effect. I had the uncontrollable urge to get back behind the wheel. I mean, I barely had time to get up to speed.
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