THE Type R has an aluminium cylinder-head and a double overhead cam, four-valves-per-cylinder valve train incorporating the new i-VTEC system. The Type R shares its VTEC design with the NSX, a three-rocker-arm system that varies the lift and duration of both the intake and exhaust valves. At low rpm, the valves follow low lift, short duration camshaft profiles to help boost low-end torque. At higher rpm, the intake and exhaust valves are operated by high-lift, long-duration cam profiles, for maximum high rpm power. Honda's combined VTEC and VTC provide continuously variable camshaft phasing across the engine's entire power band. As engine rpm builds, a VTC actuator controlled by a unit that monitors cam position advances or retards the intake cam to a maximum of 50 degrees, optimising engine output. For the first time, Integra achieves LEV status, countering emission levels via positioning the exhaust at the rear of the engine. The shorter distance between the engine and catalyst means more complete conversion of exhaust gases. The Type R engine uses high-strength connecting rods and crankshaft as well as high-compression cast-aluminium pistons. It also has a short, high-performance single-stage manifold to help boost high-rpm power as well as a stiff, cast-aluminium oil pan. Exhaust resistance has been reduced by 13 per cent, while the Type R has a nine per cent reduction.