Overview
HONDA’s tweaked Civic Type R arrived last year with a touch more of everything… and a big price hike of about $5000 to $79,000 driveaway.
The latest incarnation of the front-wheel drive FL5-series Civic Type R now lists within shouting distance of cars like BMW’s M125i xDrive (from $84,700) and the Mercedes-AMG A 35 AMG 4Matic (from $87,900) all-wheel drives.
Beneath those are the lower-priced all-wheel drive Toyota Corolla GR (from $67,990) and Volkswagen Golf R (from $71,990) or perhaps the Hyundai i30 N (from $52,000) and Volkswagen Golf GTI (from $59,890) front-wheel drives.
Heck, you can even get into a base Subaru WRX for under $50K.
In the face of these tempters, does the low-slung, angry looking Honda have enough guile to carry it off and justify the extra dosh?
After a week punting the startling Racing Blue test car the answer is “yes” as the fun factor involved here can’t be ignored despite the questionable affordability factor.
The Type R is possibly the quickest front-wheel drive sporty hatch on the planet, exemplified in its ownership of the FWD lap record at the fearsome 21km Nürburgring race track in Germany.
Added to this is the Honda’s reliability record that is second to none among those who know in the motorsport fraternity. They (Type Rs) simply don’t break unless you do something really stupid.
The freshened model is available in a standout Racing Blue colour that joins carryover colours including Championship White, Crystal Black and Sonic Grey. Red seems to have disappeared.
Power from the turbocharged K20C-series VTEC 2.0-litre petrol engine is up to a handy 235kW at 6500rpm and 420Nm (+7kW/20Nm) from 2600-4000rpm making the latest model the most powerful yet.
As usual, drive is to the front wheels via a six-speed manual transmission after passing through a lighter (by 18 per cent) flywheel and revised rev-matching system that is said to ensure “hyper precise” shifting.
Subtle changes to the engine focused on a higher flow exhaust, a plastic turbo inlet baffle and enhanced longevity (component strength).
The model also benefits from increased rear body strength for improved handling, changes to front suspension camber rigidity and a stronger steering column torsion bar to reduce deflections.
Honda says it has retuned the Civic Type R’s dual-axis strut front and multilink rear suspension to improve straight-line stability and steering feel.
The 1380kg Type R rides on 19-inch matte black alloy wheels shod with 265/30 profile Michelin Pilot Sport 4S tyres.
Weight is shaved via wider use of aluminium body parts including the bonnet, but the brakes remain as before – high-performance Brembos with 350mm two-piece front discs.
Standard equipment is generous, and includes individual drive modes, an active exhaust valve, 10.2-inch digital driver display, a 9.0-inch infotainment array with wireless Apple CarPlay, wireless phone charger, Honda LogR telemetry system, sat nav, folding door mirrors, and ambient door and footwell lighting.
Safety kit includes the usual ADAS array and a full complement of airbags.
The cockpit features the requisite Type R’s red seats, carpet and trim, a redesigned aluminium shift knob, and a build plate on the dash.
Our test vehicle was fitted with the optional carbon-fibre rear wing at $5300 extra.
All-new Honda vehicles are backed by a five-year/unlimited-kilometre warranty with included roadside assistance and capped-price schedule servicing.
Driving Impressions
We are familiar with the FL5-series Civic Type R as it’s a tough customer when encountered at the track providing plenty of straight line poke, fade free brakes, precise steering, and high cornering speeds.
Often, we’ve found ourselves looking straight up the three exhaust pipes unable to make an impression on the distance between us and the Civic Type R – dropping back even.
Prowess at the track doesn’t necessarily make a great road car as the two environments are pretty much diametrically opposed but, in this case, we are happy to report the Type R makes a good fist of both with a few compromises biased more towards the motorsport side of the ledger.
They are the firm ride and the small, heavily bolstered front seats both of which are great for cutting hot laps but pall in the daily drudge.
The beast likes a drink, too (98RON PULP is mandatory), but cranking out this amount of power from just 2.0-litres must exact a toll.
During the week of our test drive which coincided with a spike in fuel prices from the Middle East conflict, we saw an average of 12.1 litres per 100km which is somewhat excessive.
Driven really carefully you might see it into the 10s or less but that questions why you’d buy the Civic Type R in the first place.
It’s not built as an economical urban runabout, it’s a hot hatch with the emphasis on “hot” exemplified in rapid 0-100km/h times, flat cornering at ridiculous speeds, direct steering, unfadable brakes and super grippy tyres – all to the accompaniment of a turbo four symphony trumpeting out the back.
Yes, it’s quick; tempered a tad by front-wheel drive traction limitations moderated in this case by electronic interventions.
Once it’s off the mark, the Civic Type R blitzes forward with brutal acceleration across a wide rev range extending to about 7000rpm all exquisitely accessed by the car’s rifle bolt, close ratio six-speed manual transmission – the only transmission available.
It’s a case of snick, snick, snick as you rip up the tarmac through the Type R’s sticky Michelin rubber. Flicking back for corners is facilitated by the handy rev matching function that blips the throttle to synchronise wheel speed with gearbox revolutions.
The idea is to prevent compression lock-up coming in hot… and it works a treat.
Same thing for driving around town as the rev match function not only makes you feel like a proper racer, it smooths the transition between gear changes.
Engine performance is never lacking as long as you are in the right gear although plenty of torque is available low down if you go one too high or feel lazy.
We like the fact that its manual only as the Civic Type R is built for people who love driving and want maximum control over the vehicle instead of letting it look after the more difficult bits.
It is the kind of car that makes you actively seek out winding roads to enjoy its razor-sharp reflexes and that raunchy exhaust note (no bangs on the overrun though).
The tight cabin envelops its four occupants in close fitting seats and firm squabs. The driver’s cockpit is built for speed offering up a chunky multi-function wheel, sporty driving position, well-spaced pedals and easy to read information via a liveable HMI on the centre touchscreen.
Some critical switchgear can be used without looking.
The low ride height can be an issue parking, and the pronounced seat bolsters can give you a touch-up exiting the car.
Living with it on a day-to-day basis is not a problem apart from the above as the five-door Civic Type R is almost as practical as it is fast. There’s plenty of luggage space down the back and it’s happy to tootle around the ‘burbs’ in a relaxed manner.
It’s jiggly on the softest setting which might be a deal breaker for some but if you’re after a shopping trolley, buy one. And there is a chunk of road noise to live with on the open road.
Among pretty much everything else, we love the “in ya face” looks, the striking new blue, the big red four piston brake callipers how it drives and the triple exhaust outlets.
On reflection, the name says it all, “Honda Civic Type Aaaahhh”. No pesky plug-in electrification, no weighty electric motors or battery, no over-the-top driver assist tech, no artificial exhaust note, and no slurring CVT transmission.
It’s one of a few cars left for the driving purist, and we’d own one in a heartbeat.
