The strong, though not silent, Type
Honda launches its latest Type R, so other hot hatches are swept aside
IT’S 25 YEARS since the first Type R landed, as a special lightweight version of the NSX. The first Civic Type R was introduced in 1997 on the fifth-gen Civic, and this version is the fifth generation of the Type R Civic. Its predecessor was on sale for only 18 months and, with sales of just 2500, it’s the rarest and shortest-lived version of this scorchio-hatch.
The all-new structure is much stiffer, glued as well as spot-welded to further increase rigidity. The aero kit – wings, diffusers on the roof and rear valance, and a front splitter guaranteed to split on sleeping policemen – was done before the concept was shown at Paris last autumn, which is why the production car already looks familiar. But it works. This is one of few hot hatches to create downforce at high speed.
Its 316bhp/295lb ft 2.0-litre turbo lump is a lightly revised version of the last, which was the first Civic Type R with a turbo. It screams to 6500rpm (low for a Type R: the third-gen car peaked with 222bhp at 8000!), delivering power to the front wheels via a six-speed manual transmission and limited-slip differential. It delivers a top speed of 169mph, 0-62mph in 5.8sec, and costs from £30,995.
Within, vivid red lighting, scarlet upholstery and ‘carbonfibre’ facia inserts look like a Brands Hatch brothel, yet the racing seats are supportive and comfortable. Set off and there’s no overwhelming rush of torque, just strong, hard-edged performance, building as the revcounter climbs and the digital speedo flashes ever-bigger numbers. The bee-in-a-biscuit-tin buzz of other Type R engines is slightly muted since a third exhaust pipe alters the pulsing at high revs, yet that remarkable power just keeps coming, and the short gearing (70mph in sixth shows 2700rpm on the clock) means you don’t miss the slight lack of low-down torque.
The ride is just comfortable enough that you won’t get a loyalty card at your chiropractor, and the reward comes on the track. Pin the throttle to the firewall and the Honda feels perfectly at home, its engine revving hard to the redline, where a change light flashes.
In Comfort mode, the steering feels too light and there’s too much body movement in rapid direction changes. Sport tightens things up, with better-weighted and more accurate steering, firmer damping and more instant throttle response. A pro driver might prefer the tea-tray ride in R+, but chassis compliance in Sport is about perfect. It turns in neatly and, if you find the nose sweeping wide of an apex, ease the throttle to tuck it back in. It’s great fun and forgiving, though to set a fast time you need to be committed and precise. Fortunately the huge Brembo brakes are progressive and powerful, allowing you to stop the Type R exactly where you want time after time.
Those bewinged looks define the car: this is the lairiest Civic Type R and, for some, the discreet quality of the VW Golf or the understated nature of Ford’s RS Focus are preferable, though they can’t quite keep up with the Honda’s searing pace. For the moment, Type R is the King of the Hill and it can’t help reminding you of that.