00 Honda civic si vs 96 Acura integra GSR

just a lil race nothing that big 00 honda civic si vs 96Acura integra Gsr hater comments can go fuck off i don't need ur shit talk about how big ur white trash v8's are. thank and enjoy

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00 Honda civic si Vs Acura integra Gsr
this is a different video now. in the video it is a Black 00 em1 vs same Gsr from the first video. em1 (b16a2) vs Dc2 (Gsr motor) hater comments can go fuck off and white people with v8s and go talk trash on some other video. enjoy and thank you

Civic Si (EM1) vs Integra GSR (DC2)
b16a2 em1 - intake, header, Exhaust (stock p2t) b18c1 dc2 (cam car) - intake, header, Exhaust (stock p72) both cars have 1 passenger

K20 Turbo Integra VS Honda Civic EF TURBO

1998 Civic Hatchback vs 1992 Integra GSX
The second generation Integra was introduced in 1989 and in this generation, one of the first VTEC engine ever manufactured by Honda was installed in a JDM Integra DA series. The B16A engine is a 1.6-litre naturally aspirated engine with a specific power output of 160 PS (118 kW; 158 hp). VTEC engagement is at 4800 rpm on the B16A engine, redline for the XSi is 8200 rpm. All Japanese models remained exclusive to Honda Japanese dealership network called Honda Verno. There were two variants of the top DOHC VTEC model, the RSi, and the XSi. The RSi was the base model without any options, while XSi was the fully optioned variant with climate control and optional sunroof and ABS. The XSi had a 0–100 km time of 7.2 seconds and completed a standing quarter mile in 15.1 seconds. This top spec DOHC VTEC model was complemented by more docile models that used dual-carburator or PGM-Fi versions of the versatile ZC engine but in the more compact SOHC configuration. Similarly there were base and full options variants of these SOHC engine Integras coded RX/RXi and ZX/ZXi respectively. All vehicles sold in Japan had their width dimensions slightly reduced so as to be in compliance with Japanese government regulations concerning exterior dimensions so that the car would be officially recognized as a "compact" and not incur yearly taxes for being wider. According to Hondatuningmagazine.com Less than 5,000 units produced for both the U.S. and Canada, the 1992-93 Integra GS-R is considered by Honda enthusiasts to be a true classic. It was a standout amongst the influx of hot hatches and sport compacts that seemed to assault the U.S. market in 90s. In 1992-93 the Integra received minor cosmetic changes and updates. In the US a GS-R(DB2) model was added to the line up. It received a DOHC VTEC B17A1 engine with a slightly longer stroke then the B16A. The B16A engine received new intake manifold and cams and raised the VTEC engagement point (now 5500 rpm). The B17A1 engine found in the '92-93 GS-R model featured a 1.7L, DOHC VTEC powerplant that produced 160hp/117lbs-ft tq with an 8,000rpm redline and a VTEC crossover point of 5,500rpm. A rather conservative 9.7:1 compression ratio was employed and is typically increased by enthusiasts interested in harnessing more naturally aspirated power. HONDA CIVIC HATCH BACK EK Hatchback: Trims available in the hatchback body style were the EJ6 (US CX and DX, Canadian CX/CX-G/DX/SE), EJ9[1] (1.4L SOHC model), EK1 (1.5L SOHC VTEC-E model), EK2 (1.3L model), EK3 (1.5L SOHC VTEC-E model), EK4 (Japanese SiR, European SiR and/or VTi), EK6 (Japanese 1.6L SOHC model), EK7 (Japanese 1.6L SOHC model) and the EK9 (Japanese Type R). All US CX, DX, Value Package, and LX trim packages used the D16Y7 I4. It produced 106 hp (79 kW) at 6,200 rpm, 103 lb·ft (140 N·m) of torque at 4,600 rpm, with a compression ratio of 9.6:1. Fuel injection was multi-point, with SOHC (single overhead camshaft) and four valves per cylinder. The US HX trim package had the D16Y5. It produced 115 hp (86 kW) at 6,300 rpm, 104 lb·ft (141 N·m) of torque at 5,400 rpm, with a compression ratio of 9.4:1. Fuel injection was multi-point, with SOHC, four valves per cylinder, and VTEC-E (electronically controlled variable valve timing, tuned for economy). The US EX trim and Canadian Si had the D16Y8. It produced 127 hp (95 kW) at 6600 rpm, 107 lb·ft (145 N·m) of torque at 5500 rpm, with a compression ratio of 9.6:1. Fuel injection was multi-point, with SOHC, 4 valves per cylinder, and VTEC (electronically controlled variable valve timing, tuned for power). The US Si trim package and Canadian SiR used the B16A2. It produced 160 hp (119 kW) at 7600 rpm, 111 lb·ft (150 N·m) of torque at 7000 rpm, with a compression ratio of 10.2:1. Fuel injection was multi-point, with DOHC (dual overhead camshafts), 4 valves per cylinder, and VTEC. Most trim packages (DX, LX, EX, Si) were available with a standard 5-speed manual transmission with a hydraulic clutch, or an optional 4-speed automatic transmission. Various gear sets and final drives were used between trims and model years, resulting here are 4 different manual transmission combinations: CX/DX hatchback, HX Coupe: Tall gearing with a 3.722 final drive DX/LX coupe/sedan: Same transmission gearing as CX/DX hatchback and HX coupe but with a 4.058 final drive EX hatchback/coupe/sedan: Shorter gearing than all the variants save for the Si with a 4.25 final drive Si Coupe: Shortest gearing of all the 6th generation Honda Civics, 4.266 final drive, available in manual transmission only. The Strip is a Drag Strip at the Las Vegas Motor Speedway in Las Vegas, NV- 3500+ D/A Temperature 95 Degrees+ Fahrenheit 1998 Honda Civic Hatchback Quarter mile time: 14.99 @ 92.68 mph vs 1992 Acura Integra GSX Quarter mile time: 17.02 @ 80.77