1997 Acura Integra GS-R Sedan 4-Door 1.8L

1997 Acura Integra GS-R Sedan 4-Door Description

Clean 1997 Acura Integra GS-R

Grand Sport - Racing, 4Door. Equipped with the B18C1 DOHC VTEC engine outputting 170HP and 128ft.-lbs. of torque. Very Rare Engine, Very Hard Car to Find!

$8,799

189,218 mi.

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Vehicle Details

Notes:

Up for sale is an original owner, bone stock and unmolested 1997 Acura Integra GS-R sports coupe. Clean title and clean CARFAX vehicle history report! 189k original miles. leather upholstery. 1.8L 4-Cylinder DOHC VTEC engine with 5 speed manual transmission. Runs and drives great! All scheduled maintenance completed with preventative items, timing belt and water pump, clutch kit, slave, master all serviced recently. Does not leak or burn oil, indicating generally healthy state of piston rings and other seals and gaskets. Power windows and door locks, power steering, power moon roof, tilt wheel, am.fm.cd player, air conditioner, rear spoiler and cruise control. Garaged, treated like a Baby.Title in hand.VERY CLEAN.

Engine Specs & Details

B18C1 DOHC VTEC Engine (Dual Overhead Camshaft) (Variable Valve Timing and Lift Electronic Control)

• Displacement: 1,797cc (109.7cuin)
• Compression: 10.1.:1
• Bore: 81mm (3.2in)
• Stroke: 87.2mm (3.4in)
• Rod Length: 140.0mm (5.5in)
• Rod/Stroke Ratio: 1.58
• Power: 170hp (127kW) @ 7600 rpm
• Torque: 128lb·ft (174N·m) @ 6200 rpm
• Redline: 8000 rpm (Fuel Cut-off @ 8200 rpm)
• Secondary Runners Open @ 4400 rpm
• VTEC Engagement @ 5800 rpm
• the short block used for B18 engines has a deck height of 212mm.

VTEC is a system developed by Honda to improve the volumetric efficiency of a four-stroke internal combustion engine (i.e. improved economy). The VTEC system uses two camshaft profiles and hydraulically selects between profiles. It is distinctly different from standard VVT (variable valve timing) which advances the valve timing only and does not change the camshaft profile or valve lift in any way.

The VTEC system provides the engine with valve timing optimized for both low and high RPM operations. In basic form, the single barring shaft-lock of a conventional engine is replaced with two profiles: one optimized for low-RPM stability and fuel efficiency, and the other designed to maximize high-RPM power output. The switching operation between the two cam lobes is controlled by the ECU which takes account of engine oil pressure, engine temperature, vehicle speed, engine speed and throttle position. Using these inputs, the ECU is programmed to switch from the low lift to the high lift cam lobes when the conditions mean that engine output will be improved. At the switch point a solenoid is actuated which allows oil pressure from a spool valve to operate a locking pin which binds the high RPM cam follower to the low RPM ones. From this point on, the valves open and close according to the high-lift profile, which opens the valve further and for a longer time. The switch-over point is variable, between a minimum and maximum point, and is determined by engine load. The switch-down back from high to low RPM cams is set to occur at a lower engine speed than the switch-up (representing a hysteresis cycle) to avoid a situation in which the engine is asked to operate continuously at or around the switch-over point.

The older approach to timing adjustments is to produce a camshaft with a valve timing profile that is better suited to low-RPM operation. The improvements in low-RPM performance, which is where most street-driven automobiles operate a majority of the time, occur in trade for a power and efficiency loss at higher RPM ranges. Correspondingly, VTEC attempts to combine low-RPM fuel efficiency and stability with high-RPM performance.During production only 25 VTEC motors per day were produced by hand.

DOHC The dual overhead camshaft valve train layout is characterized by two camshafts, one operating the intake valves and the other one operating the exhaust valves. This design reduces valve train inertia more than is the case with a single overhead camshaft engine. The design permits a wider angle between intake and exhaust valves than do SOHC engines allowing for a less restricted airflow at higher engine speeds. Last, the DOHC multivalve design also allows for the optimum placement of the spark plug which, in turn, improves combustion efficiency.