Next-gen Civic brutally fast
Nile Bijoux gives his verdict on one of the most anticipated and exciting cars for this year.
The Honda Civic Type R has entered its 11th generation, bringing a nameplate that has rarely underdelivered into 2023, with new looks, more power and that same beautiful manual transmission.
I really liked the previous model, but it was far from perfect, so let’s see how Honda has refined the formula.
Outside
Well, where to start? The new Type R inherits the design of the regular Civic, which brings a more mature look with slim LED headlights connected with a mesh grille and a red Honda badge in the centre.
The corner fog lights of the Civic have been replaced by corner intakes, moulding into flared wheel arches filled by 19-inch wheels, designed to look like 20s.
There’s a large vent in the bonnet, which helps feed the turbo-charged engine beneath and enable better airflow through the nose. It is about the only vent you’ll spot. The wheelbase has been lengthened by 35mm for better stability as well.
Around the back are normal Civic rear lights, another red Honda badge along with Type R lettering on the right-hand side of the boot, and the same triple exhaust setup as the previous model, although now the centre exit is larger than the two either side.
There’s also a rather large rear wing, but this one looks much more intentional than the last one.
The old Type R’s main spoiler was functional but it looked a bit too Need for Speed-y. This one looks proper, and it is, because Honda tested it at speeds of 270kph to make sure it didn’t flex in any weird ways.
Inside
There are big changes inside too. The dash gets the same full-width mesh grille as the normal Civic, with the same easy-to-use vents.
It’s odd focusing on something like the air-con vents, but being able to point the air at your face without spending half an hour tracing the airflow with your hand is underrated.
The steering wheel is redesigned, again from the regular Civic, now slimmer and squarer with better controls. The brilliant Type R-only bucket seats are back and better than ever, and there’s even special Type R carpet in the footwells.
Honda’s new touchscreen and infotainment system is here too, a massive improvement on before but with the same rather poor reversing camera.
One interior carryover from the last Type R is the manual shifter, shaped like a teardrop. I’ll wax on about how it feels like a well-oiled rifle bolt soon (it’s the law as a motoring journalist), but even just looking at it is nice.
Flanking it is a mode selector, which toggles between Comfort, Sport and Individual, and a special +R button to make everything as racy as possible.
Under the bonnet
Honda has continued with its turbocharged four-cylinder, now producing 235kW and 420Nm.
I expected more of a power bump here, considering other hot-hatches are pushing more than 300kW now. But, to be fair, those are all-wheeldrive monsters, not front-drive like the Type R.
In terms of wheels driven, Honda is targeting the likes of the Hyundai i30 N or Golf GTI, but the speed of the Type R is such that it’s better suited
fighting the Golf R or Mercedes-AMG A 35, or even the limited Toyota GR Corolla.
There is a more powerful version of the engine in Japan making 243kW, but we don’t get that one.
Anyway, Honda has given the engine some attention, with a more refined turbo-charger, tweaked engine controlled unit (ECU) and a lighter flywheel coming among other small tweaks. The result is a stronger mid-range and better throttle response.
If you’ve got an older FK8generation Type R, the engine changes aren’t hugely noticeable, but they are there. I’d assume the reason for the rather meagre power bump is that this is the last time we’ll see this engine in a Type R. Logically, if Honda does another one, it’ll be a hybrid or even fully electric, but that’s a while away yet.
On the road
Driving the Type R is, and always has been, a fantastic time. The suspension is just pliable enough for daily driving without compromising anything, and the clutch is nice and light, so shifting gears isn’t a problem.
Every drive mode has revmatching enabled by default (you can turn it off if you choose), helping downshifts, and the steering is easy to use even in +R mode thanks to a variable rack making turns at low speeds easier.
The transmission is, as mentioned, as slick as a bolt-action rifle, gorgeous to slot in and out of gears. Paired with the new-found mid-range of the engine and fettled suspension, shifting from third to fourth after a corner results in huge exit speed.
Compared to the Golf R or AMG A 35, the Type R runs rings around them. And it’s more enjoyable, because it’s a manual.
I’d leave the Active Sound Control system off, it adds a fake engine noise that’s painfully obviously fake. I wish Honda would take advantage of that third exhaust pipe and give the engine a proper howl, as well as a beefier blow-off valve on the turbo.
I mean, we don’t get the VTEC crossover any more, give us something!
Although the guts of the car might be more or less identical to before, Individual mode is new and thoroughly appreciated. It lets you combine Comfort suspension (best for Kiwi roads) with +R steering and engine characteristics, instead of tolerating looser steering or a backbreaking ride.
Verdict
The FL5 Type R is vastly improved
over its predecessor, with better looks, updated tech and the same brutal ferocity in the drive.
It’s also probably the last time Honda will offer such a car, as the next model will likely be electrified to an extent, if there’s another one at all.
However, the naff, artificial sound of the car takes away from the theatre, something the Hyundai i30 N has in spades. Plus, the Hyundai is cheaper (from $62,990), not all that much slower, and a real hatchback (the Type R is a hatchback only technically, it’s so long now).
For sheer fun, I’d take the Hyundai. But if you want the ultimate lap time, you’ve gotta go with Big Red.