First Drive: Honda Civic Type-R
AdvertisementWhat: Honda Civic Type-R
Where: Goodwood, UK
Date: January 2007
Price: £17,600 - £18,600
Available: 1 March 2007
Key rivals: Volkswagen Golf GTi, Ford Focus ST, Seat Lean Cupra, Renault Megane RenaultSport, Vauxhall Astra VXR, Volvo C30 T5, Skoda Octavia vRS, Mazda 3 MPS
Summary
With all the opposition packing high power and high torque turbo engines, Honda’s naturally-aspirated Civic Type R aims to win you over with involvement and an 8,000rpm redline, rather than all out backroad pace. It’s an appealing package with loads of character – and keenly priced – but may not provide the instant adrenaline rush many are looking for.
Full spec and pricing on the new Honda Civic Type-R
Our likes and dislikes
Likes: Sharp handling, engineering prowess, engine note
Dislikes: Lack of torque, in-yer-face styling, interior plastics a bit naff
Youthful exuberance…
Click photos to enlarge - more at bottom
When the new Civic first started appearing on our roads it was like spaceships had landed – instantly everything else looked old fashioned. Modern and freshly packaged, Honda desperately sought a younger audience before their current clientele literally died away. It seems to be working, too, as the average age of the Civic buyer has already dropped a decade since the new car went on sale. The swooping angular shape certainly has a distinctly sporty look about it – far more so than the boring practicality of the previous version. And given that car still spawned one of the most hardcore hot hatches of its generation, the original Civic Type-R, the anticipation over its replacement has been understandably intense.
Short-changed in the horsepower department?
But looking at the raw numbers, you might find yourself feeling a little disappointed by the new Civic Type-R’s vital statistics. 198bhp is nothing by today’s hot hatch standards – and only a single solitary little pony more than its predecessor. So you’re momentarily left scratching your head and wondering what’s happened to progress. Honda, however, isn’t even slightly flummoxed by this apparent inadequacy – you see, while no-one was looking it’s nipped out and repositioned the goal posts. Honda claims it’s no longer interested in pursuing raw speed and attention-grabbing power figures. Been there, done that.
Instead, the new Type-R focuses on balanced performance, driver involvement, and even – sharp intake of breathe – improved refinement. At this point we could be cynical, and suggest it’s just making excuses, but if Honda’s got it right it could bring a breath of fresh air to a market that’s certainly figured out how to go quickly but has seemingly forgotten how to make the most of the experience. Brave, brilliant, or… nonsense? Time to find out.
Subtle it ain’t
Eyeballing the new Civic Type-R for the first time, it’s immediately apparent that subtle is not a word we’ll be using for the outside. Not quite so in your face as the previous version, but make no mistake, people will still wave at you to slow down even if you’re absolute in your adherence to the speed limit. Annoying inconvenience or badge of honour (such kind hearted fellows do the same thing to the Mitsubishi Evo), only you can decide. Either way, it looks better on the road than in the pictures.
On the inside you’ll find Type-R branded sports seats, a leather multifunction steering wheel, and an alloy gearknob for the six speed ‘box. There are also alloy pedals, branded door sills, and air conditioning as standard. More exciting are the shift lights, starter button, and big central rev counter that doesn’t redline until 8,000rpm. That starter button’s a bit of a gimmick, but you quickly realise the other two are essential items of equipment. The engine is so smooth and spins up so quickly that if you’re in any kind of a hurry it’s incredibly easy to wallop the limiter before you’ve even thought about changing the snappy, short-throw gearchange.
What, no turbo?
While virtually every other hot hatch on the market relies on turbocharging to boost engine power, Honda’s 198bhp is naturally aspirated. The sacrifice for this is a peaky power delivery and comparatively little torque. As with the previous Type-R, the new one uses variable valve timing with a low and high speed cam to balance performance against drivability and economy. The point at which it hits maximum power has actually moved up the rev range, to a faintly absurd 7,800rpm, but lowering the point at which the cams switch-over from 6,000rpm to 5,400rpm and massaging the engine management has resulted in a much smoother transition.
Compare the performance stats of the Honda Civic Type-R, Ford Focus ST, Renault Megane R26 and VW Golf GTi
The result is still 0-62mph in just 6.6 seconds, which sounds quick on paper. The problem is that although these changes have helped with refinement – also reflected in the lower road and wind noise, and slightly more pliant suspension – they haven’t helped with the engine’s natural lack of torque. The Type-R’s 142lb ft peak is 65lb ft less than the similarly powerful Golf GTi, and while 90% of this is available from just 2,500rpm, in the real world the Golf’s low down turbocharged urge should see it waltz away with ease, leaving the Honda driver stirring the gearbox.
Incomplete package?
But this does seem to be rather missing the point. The Honda’s steering, while initially seeming a little light, actually delivers plenty of feel. Turn-in is accurate, if not razor sharp, eventually washing into gentle understeer if you’ve over-cooked it. The ride is firm, but not unduly so, and while this does mean that the car’s body control is ultimately slightly reduced compared to the previous version, the result is an easy ride around town. Honda really has got the complete package to work – especially when you consider the added practicality of class-leading bootspace, and an entry level asking price of just £17,600.
Compare the interior equipment of the Honda Civic Type-R with the Ford Focus ST, Renault Megane R26 and VW Golf GTi
The MSN Cars Verdict: ****
The new Honda Civic Type-R addresses many of the old car’s faults, and even improves on the characterful rev-happy nature that defined its hardcore predecessor. Still not quite the all-round proposition of Volkswagen’s Golf GTi, the compromises are fewer that before, and the balance of performance, feel and engineering makes it a genuinely worthy alternative.
Need to know
Engines petrol
2.0 i-VTEC
Engines diesel
na
Power
198
Torque
142 lb ft
0-62 mph
6.6 secs
Top speed
146mph
Combined fuel economy
31mpg
CO2/Tax
215g/km/30%
Out of 5
Performance
****
Ride and handling
****
Interior
****
Safety
****
Price
****
Practicality
***
Fuel economy
**
MSN Cars verdict
****
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First Drive: Honda Civic Type-R
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