THE FINAL SHIFT: Honda’s new Civic Type R is an endangered species

LAUNCHES: Nissan Qashqai, Jaguar i-pace, Hyundai Grand i10, VW Polo

The man on my left, Benjamin Habig, just 20 and already a veteran of circuit racing, couldn’t say enough about the new Type R’s nimbleness as I got to grips with the tight, tricky Dezzi Raceway in KZN. I like to think he was being a chatterbox out of politeness, not because we were once again heading far too quickly for a 90 ˚ left-hander. It’s not surprising that the Type R feels so at home on the track: this is what it was bred for. It’s now well known that around the fabled Nürburgring it smashed its predecessor’s lap time to record the fastest time yet by a front-wheel drive. Yet, if you reach down to the centre console of this hardcore hot

hatch, to tailor suspension, steering and throttle response by selecting the default Sport or track-focused +R mode, you’ll find a Comfort setting. It’s just possible, Honda notes, that you might feel pressured by the car’s relentless track- oriented persona. Who knew?

Here’s the thing: no amount of Type R button pushing will allow the car to shift the gears for you. Because the Type R, a rarity in contemporary hot hatches, comes with just one gearshift option: manual.

When everyone else is adopting various flavours of double- clutch automated gearboxes, even all-wheel drive, Honda has stuck to a six- speed manual shift and power exclusively to the front wheels for the halo model of its Civic range. It’s more manic Renault Megane RS than gobsmacking VW Golf R. The dedicated six- speed transmission incorporates a 7 percent lower final gear ratio than previously. “We achieved much better acceleration than the previous version in all speed ranges,” says Honda Africa’s GM of research and development, Toshiba Hasegawa. Engine response is further improved by a lightweight single-mass flywheel that, in combination with active rev matching for the first time, helps achieve Honda’s goal of improved drivability.

Active rev matching is on by default. It blips the throttle when you downshift and prevents revs dropping when you upshift. Matching engine speed to the selected ratio this way is supposed to make shifts smoother (possibly prolonging clutch life), hence the familiar blip of automated doubleclutch transmissions when you flap the paddles, jog the auto- shift lever or simply slow down. In the Type R, you activate that blip by depressing the clutch pedal and downshifting. The system operates within specific rev ranges and is adapted to the drive mode selected. In normal cars, skilled drivers manage to achieve the same effect and brake at the same time by toeing the brakes while nudging the accelerator pedal: heeling and toeing. ( This can be a problem if you wear size 13s.)

For the rest, there’s little that’s understated about the Civic Type R, from its bonnet scoop to its outrageous rear wing – thinner for improved aerodynamics – and triple tailpipes. The car’s aggressive look is at least partly the result of a need for more stability at high speed, no small

Rev matching like this limits shift shock, Hasegawa says. “There is no need for heeling and toeing, therefore it is easier for the driver to focus on braking.” If you prefer to do things absolutely manually, active blipping can be switched off.

consideration in a compact vehicle that’s capable of 272 km/ h. The central tailpipe, by the way, houses the resonator responsible for the sporty exhaust note.

Compared with the previous version, weight distribution has been changed from 65:35 frontto-rear to 62,5:37,5. The body is slightly lighter than before; with torsional stiffness increased by 38 per cent compared with the previous model. The sophisticated dual-axis front suspension set-up uses a strut exclusively designed for the Type R to cope with the challenges of channelling 228 kw through the front wheels, taming torque steer and soaking up the bumps without losing poise. A conventional strut has one axis to handle both steering and suspension movement.

Another unique Type R feature is its helical limitedslip differential, designed to enhance traction during cornering, even at high speeds. At the same time, the lower centre of gravity, wider track and new rear layout are said to allow later braking at higher cornering speeds. Honda has recalibrated its adaptive damping system to cater for a wider range of conditions, from outright traction and handling to comfort. Which brings us to the official line that the weight of an automatic transmission would disturb the delicate balance that’s at the heart of the Type R’s dynamics. There’s also a view that the manual shift makes it more of a driver’s car. “The Type R customer is primarily male, probably 30- plus, but what is really going to stand out is that this person is going to be an enthusiast,” says Honda SA’S Graham Eagle.

Since its 1997 launch, the Type R’s mission has been “ultimate performance” and circuit driving performance is a key part of that. Yet, Hasegawa says, the company is mindful of comfort and practicality – excluding, for the moment, the comfort and practicality of an autobox. It’s true that, as automatics get smarter and more capable of handling powerful engines, they’re able to shift – and anticipate shifts – much better than humans. But some would say the automatic is less involving, and they’d be right. Nothing beats simply nailing a gearshift.

The all-new Civic Type R makes key improvements to many of the features introduced in the preceding model. A lower final gear ratio, more intelligent suspension and, most notably, a more adaptive (flexible) rear wing.