When you first set eyes on the Honda Civic Type R, you wonder if this is for real or it is just a concept car. Then you realise that all the Civic hatchbacks sold in Europe look almost like this and you are even more surprised.
Honda took a real gamble in designing the Euro Civic with sports coupe lines, starting with the sloping hood and laid back windscreen, and the curved back with a spoiler built into the middle of the rear window. And the wheels are pretty near at the corners, too.
Surprisingly, all Euro Civics have plenty of room for passengers in the back, and for luggage in the trunk.
The Civic Type R retains those features, but goes a bit further, as you would expect, with a big air intake below the grille and a chin spoiler, just like the big boys have. Also, the car rides on 18 inch wheels, with low profile tires. Inside, the car is quite different, with bucket seats and its own trim.
The performance of the Civic Type R is competitive with the Ford Focus ST/XR5 and VW Golf GTI, although power delivery is completely different.
Unusual instrument layout -
Nor is the interior traditional. Right in front of you where you normally see a speedo and rev-counter is a large analogue rev-counter, with fuel and water temperature gauges alongside. The speedo is a large digital unit well forward at the base of the windscreen, which is as close you can get to a head-up display without the cost.
- And it works
The minor instruments for the radio, air conditioning and so on are in a panel alongside the speedo in the fascia.
As on the S-2000, you get a push-button engine starter. When you press it, the latest two-liter I-VTEC engine springs to life eagerly, and already you can feel the power waiting to be delivered.
A smidgen more power than before
Power output is hardly changed at 201 bhp (148 kW) at 7,800 rpm, with 142 lb ft (193 Nm) at 5,600 rpm. Those figures suggest this is a real racer, but the latest engine combines Honda's renowned VTEC system, which has low- and high-lift cams with variation in the valve opening point. Quite a few manufacturers rely just on variation in the valve opening point.
With this system, and complex electronics, the engine now gives a smoother torque curve and improved gas mileage.
Put your foot down as you take off from rest and you are soon scrabbling to get into second, and are up into third in what seems like no time at all. This is a superb engine, which races to 8,000 rpm with the excitement of an engine from a Ferrari or Lamborghini.
5,000-8,000 rpm for real performance
At lower speeds it is very quiet, but when you put your foot down, the exhaust note turns to a growl, and then rises to a screech when you get up around 7,000 rpm. Yes, the revs are there to be used, and you need to be in the 5,000-8,000 rpm range to get the most out of the car.
If you just want to take it easy, but still leave lesser cars in the dust, you can just take it up to 6,000 rpm, and still move ahead pretty briskly.
Overall, though you would not notice that this engine is different from the previous one in performance, but the fuel consumption is definitely improved, and good for a car of this type.
The latest six-speed box has good ratios, and although maybe not quite as slick as on the previous model, allows you to get the gear you need when you need it. And you do change gear a lot if you want to keep the engine on song.
Very pleasant cruiser
On the motorway or freeway, the Civic Type R cruises very quietly, and you can get pretty comfortable in special seats with good lateral support. These are trimmed in Alcantara, which hold you in place much better than the leather seats used on many cars these days.
Forward visibility is good, but rear visibility is poor, owing to the wide door pillars and small rear quarter lights. Also the big spoiler obscures vision more than I like.
You soon forget that grumble when you are on the road, as the steering is well weighted, with a build up of load around the straight ahead position which keeps the car from wandering. As soon as I turned into a corner, I could feel the directness of the steering, and the fact that the car turned in eagerly.
The Civic Type R loves twisty roads
Bends and twisty roads are where the Civic Type R starts to enjoy itself, and I had some fun. Mostly it corners with hardly any roll, the stiff but simple suspension keeping you online well. There is loads of cornering power in the chassis and the Bridgestone Potenza 225/40R18 tires, so you find yourself taking corners very fast indeed. The tires do squeal rather more than I would expect, though.
Both on long and fast corners, and short sharp ones, the Civic Type R turns in very smartly, more like a rear-driver, with little sign of understeer. This makes it a great hot hatch to drive on twisty roads, or fasts roads with plenty of curves. Great fun, in the Type R tradition.
To get the most out of the Honda Civic Type R, you need to enjoy an engine that loves high revs, and you need to use them to get you around the place fast. The advantage over a turbo is that the power comes in consistently and linearly, which is more intuitive.
So long as you enjoy revving an engine, then the Civic Type R is a great little hot hatch. This is also a fine engine to trundle through the towns with as it is so smooth at low speed. Unlike most new models, the latest Civic is not too heavy, being the lightest in the class.
If you want a smooth ride, this is not for you, as you feel every bump. The hard ride goes with that gokart style turn-in and handling that is one the talents of the Civic Type R, and makes it such fun to drive.
