94+ Integra * P72 Mt 5-speed Cruise Control Unit * Computer Module Relay Box Gsr on 2040-parts.com

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Title and photo says it all I think. I welcome any questions you may have about this item. All items listed are damage free unless noted in description and photo. Please review the information provided below to determine if this item will fit your vehicle before purchase. I do not know all interchange information. You are responsible to make certain this item will fit your vehicle before purchase.

Removed from:

1995 Integra hatchback GS-R model with 5-speed tranny, Black interior, Red exterior (Color code R-81).

If any discrepancy between photo and description of item please contact me before purchase. If you purchase such an item I have the right to void the sale. 

Service used to ship items with "free shipping" will be determined based on weight, size, cost and destination. Your item will be shipped using USPS Priority mail, parcel post or First class mail. If you prefer to have Priority mail I'll include the option at a small fee. 

Some information on the Integra from Wikipedia & Edmunds to help you determine if this item will fit your vehicle:

Third generation (1994–2001)

Third generation

Production	1993–2001
Body style	3-door hatchback 4-door sedan
Engine	1.6L ZC 1.8L B18B, B18B1 1.8L B18C
Transmission	5-speed close ratio manual 4-speed automatic (with 2000 rpm torque converter)
Wheelbase	Hatchback: 2,570 mm (101.2 in) Sedan: 2,620 mm (103.1 in)
Length	Hatchback: 4,380 mm (172.4 in) 1994-2001 Sedan: 4,525 mm (178.1 in) 2000-01 GS-R Hatchback: 4,425 mm (174.2 in)
Width	1,710 mm (67.3 in) 1998-99 Type-R Hatchback: 1,695 mm (66.7 in)
Height	1994-95 Hatchback: 1,290 mm (50.8 in) 1994-96 Sedan: 1,325 mm (52.2 in) 1996-99 Hatchback: 1,335 mm (52.6 in) 1996-2001 Sedan: 1,370 mm (53.9 in) 1998-99 Type-R: 1,320 mm (52.0 in)
Curb weight	2,643 lb (1,199 kg)

 DB6-DB9, DC1-DC2, DC4

Honda debuted the third generation model in 1993 in Japan. Acura followed in 1994. It had an unusual four headlight front end design which was dubbed "bug eyes" by some enthusiasts. Standard power from the B18B engine increased to 142 hp (105.9 kW).The top model was known in Japan as Integra Si, and it was powered by a B18C engine with a power of 178 PS (131 kW; 176 hp) . The bug eye headlights proved unpopular so the Integra was revised in 1996 with only minor cosmetic updates including elongated flat headlights and an optional bodykit, the top model was relabeled the Integra Si-RG.

Dealer installed options for the third generation Integra included: security system, alloy wheels, trunk mat, splash guards, fog lights, and CD changer.

Type R Trim Level (1995–2000)

The Type R was the pinnacle of the Integra line. It had many exclusive features not found on any other Integra. This trim of the Integra only came with a 5 speed manual transmission. The interior had red stitching and Recaro seats, a B18C engine outputting 200 PS (147 kW; 197 hp) , upgraded suspension and lightweight 15 inch rims. In 1998 the Type R got a facelift receiving a new exhaust manifold, carbon sparkplug cover, longer final drive ratio, 16 inch rims, HID headlights, a revised rear bumper and uprated brakes. The integra received much accolade in Japan during the late 90's regularly defeating the top Japanese sports cars of the day around the tight Japanese circuits. The '96 and '98 spec DC2 Type R was considered the best handling mass produced front wheel drive car ever made, a title it has since lost to the newer model DC5 Integra Type R.

The Type R's B18C5 engine was not merely a tuned version of the GS-R's B18C. The Type-R's head is a re-worked PR-3 head, with better valves, camshafts, stiffer valve springs and a red valve cover. During production, the B16A head would get a green marker line to signify a 'Hand porting'. Molybdenum-coated, high compression pistons and stronger-but-lighter connecting rods strengthened the reciprocating assembly. Extra counter-weights were installed on the crankshaft which altered its vibration modes to enhance durability at high rpm. The intake valves were reshaped with a thinner stem and crown that reduced weight and improved flow. Stiffer valve springs resisted float on more aggressive camshafts. Intake air was now drawn from inside the fender well, for a colder, denser charge. That intake fed a short-runner intake manifold with a larger throttle body for better breathing. An improved stainless steel exhaust collector with more gentle merge angles, a change to a larger, consistent piping diameter, flared internal piping in the muffler allowed easier exit of gases. A re-tuned engine computer also contributed to improved power output, which allowed the Type-R to accelerate from 0 to 60 mph (100 km/h) in 6.9 seconds (as opposed to the GS-R's 7.0).And its top speed is 135 mph

The transmission gearing used was very similar to that of the Civic Si from 1999–2000, which featured closer gear ratios in second through fifth gears, in order to take advantage of the additional rev range. However, the Type R transmissions featured stronger synchros in all 5 gears. The North American version retained the same 4.4 final drive throughout the Type-R's production run. The Japanese version changed to a 4.785 final drive in 1998 along with revised gearing, but maintained the 4th and 5th gears from the GSR transmission for easier cruising at higher speeds. Unlike the other model Integras with a open differential, The Type R came with a torque-sensing limited slip type.

The chassis received enhancements in the form of reinforcements to the rear wheel wells, roof rail, and other key areas. "Performance rods", chassis braces that were bolted in place, were added to the rear trunk wall and sub-frame. The front strut tower bar was replaced with a stronger aluminum piece. Honda marketed a rear strut tower bar as a dealer accessory as well, but it required cutting of the damper mount access panels. Camber rigidity was improved at the rear by increasing wheel bearing span by 10 mm (0.4 in). This rigidity was further improved in 1998 when the smaller upper suspension link was changed from a stamped steel part to a fabricated part with a more rigid bushing. The Type-R's body also received a new functional rear spoiler, body-colored rocker panels and front lip, and 5-bolt hubs with special lightweight Type-R wheels. Under those wheels was a much larger set of disc brakes, front and back. The tires were upgraded to Bridgestone RE010 summer tires.

The Type-R received very aggressive tuning in its suspension settings. All soft rubber bushings were replaced with much stiffer versions, as much as 5.3 times higher in durometer readings. The springs and dampers were much stiffer, with a 15 mm (0.6 in) reduction in ride height. The rear anti-roll bar diameter was initially increased to 22 mm (0.9 in) in diameter, and further enlarged to 23 mm (0.9 in) in diameter in the 1998 JDM model. The front anti-roll bar sized at 24 mm (0.9 in) for USDM models and 25 mm (1.0 in) for the 1998 JDM models. The end links were changed to a more responsive sealed ball joint as opposed to a rubber bushing on the lesser models. The result was a chassis with very responsive, racetrack-ready handling that ably absorbed mid-corner bumps. Mild oversteer was easy to induce with a lift of the throttle, and during steady-state cornering the car maintained a slight tail-out stance.

The interior was stripped down to reduce weight. The air conditioning system was optional in early models and nearly all the sound-dampening material was eliminated. This provided for a much noisier ride, but since the Type-R was marketed as a race car for the street, most owners didn't mind. The seats were also unique to the Type-R. For the U.S. market, the upholstery was done in Alcantara and mesh, with the bottom cushion made softer than the standard Integras to preserve comfort. The Japanese market cars used Recaro SRII seats—a slightly smaller variant of the Recaro SRD. This seat is actually heavier than the standard Integra seats. The S80 transmission on the Type-R was the same as the GSi Integra, with the Helical gear LSD ratios also being the same, except for the final drive.