It’s not often you find someone whose defected from the AWD grip and Boxer growl of a STI to instead race a FWD platform, but that’s exactly what James Houghton has done. It all started when he did a JDM KLZE engine swap into his first car, a ’97 Mazda MX-6. That car posted a very respectable 13.6 in the quarter-mile, but after having gone as far as he could with it, James decided to make the jump to a Honda since all his buddies were modding and racing theirs. Like so many of us, James ended up with a B16-swapped EG hatchback.
After having some fun doing an ITR engine and trans swap into his EG and flogging it like a rented mule, James was seduced by the idea of AWD grip for the harsh Canadian winters and track-ready performance straight off the dealership floor. That resulted in a black ’07 STI ending up in his driveway, but after a broken piston (we’re guessing the dreaded ring land problem reared its ugly head yet again), James decided he needed Honda reliability and the goodness that is VTEC back in his life.
And so the search began for a clean ITR, ending when he found this ’98 Championship White beauty collecting dust after several years of garage confinement. Rescuing it from this cruel fate, James immediately began treating his R the way it’s meant to be — by attacking time in the Canadian Sport Compact Series. Here he discovered that the H&R springs were causing some serious understeer, a problem he quickly remedied with Eibach 600–lb-in race springs on the rear along with a 24mm ASR rear sway bar.
With parts support from friend and sponsor Eric Daoust at Teknotik, James’ Type-R was now pumping out a very healthy 206 whp and 144 wtq.
After a very successful ’10 time attack season, including setting a new CSCS FWD Street class track record at Toronto Motorports Park, James decided to up the ante further by having his buddy Eric Lavigne build him a high-compression B18C5. With parts support from friend and sponsor Eric Daoust at Teknotik, James’ Type-R was now pumping out a very healthy 206 whp and 144 wtq, more than enough jam to reset his FWD Street class track record and take home a box full of trophies in 2011.
Why We Picked It
Even bone-stock the DC2R shouts, “Please, sir, can I have some more?!” as you rev it to 8400 rpm and toss it into corners with impunity. And in the case of James’ Type-R, we respect the fact that he took a methodical approach to upgrading its already impressive performance capabilities, starting with suspension and then a built B-series before stepping up to a K24 (currently being installed). Now that he’s moving up to Unlimited class, we’re hoping to see some serious aero mods this summer (rumor has it there’s a Special Projects front splitter and Mugen Gen2 rear wing hibernating in James’ basement).
Specs & Details
'98 Acura Integra Type-R
Engine B18C5 1.8-liter DOHC inline-4 (w/ VTAK!)
Engine Modifications 12:1 pistons; 89mm crank & rods; Mugen head gasket; Skunk2 Pro 2 cams, pro series cam gears, valvesprings & retainers, 76mm exhaust; ported head; ported intake manifold; 68mm TB; S2000 fuel injectors; AEM CAI; PLM (Hytech replica) header
Engine Management Hondata S300; AEM wideband
Drivetrain Mfactory short gear set; Bully clutch; Exedy flywheel
Wheels, Tires & Brakes 15x8" Rota Slipstream wheels; 225/45R15 Hankook RS3 tires; EBC slotted rotors; Hawk HP+ pads
Suspension Bilstein HD shocks; H&R sport springs (f); Eibach ERS 600-lb springs (r); Skunk2 pro+ front upper control arms & rear camber kit; Mugen lower control arm bushings; ASR 24mm sway bar & endlinks (r); Prothane trailing arm bushings (r); Password:JDM toe adjusters (r)
Exterior 13-year old Championship White paint
Interior Sparco steering wheel & Evo2 racing bucket seats
Special Thanks Eric Lavigne for all the mad tight wrenching skillz, Eric at Teknotik for the support & Honda for the Type-R