junkyard racer

The Wait Is Nearly Over: New 2017 Honda Civic Type R Makes Global Debut at Geneva Motor Show - Honda News

2017 Civic Type R. - Honda News

Mar 7, 2017

• First Type R-badged Honda available in the U.S. goes on sale late spring
• Most powerful, quickest, fastest and most agile Civic ever
• 2.0-liter i-VTEC® DI TURBO: 306 horsepower and 295 lb-ft. of torque
• Major chassis and suspension upgrades for track-ready performance

GENEVA – Honda today took the wraps off one of the most anticipated models in its history with the unveiling of the production 2017 Civic Type R at the Geneva Motor Show. The long-awaited Civic Type R, slated to go on sale in the U.S. in late spring with an MSRP in the mid-$30k range, is the first ever Type R-badged Honda to be sold on American soil. The Type R will feature a high performance 2.0-liter turbocharged powertrain, substantially upgraded body and chassis, and other track-ready, Nürburgring-tuned and tested performance components. The 2017 Civic Type R will make its U.S. debut at the New York International Auto Show on April 12, 2017.

"The fastest, most powerful Honda ever sold in America, the Type R caps off the incredible success story of our 10th generation Civic lineup," said Jeff Conrad, senior vice president & general manager of the Honda Division, American Honda Motor Co., Inc. "We're happy to inform our U.S. enthusiasts that the long wait for the forbidden fruit of Honda Type R performance is nearly over!"

The new Civic Type R, sharing the body style of the 5-door hatchback variant of the tenth-generation global Honda Civic platform, will be powered by a U.S.-built 2.0-liter DOHC, direct-injected and turbocharged i-VTEC in-line 4-cylinder engine with peak ratings of 306 horsepower at 6,500 rpm and 295 lb.-ft. of torque from 2,500 to 4,500 rpm. The engine will be mated exclusively to a short-throw 6-speed manual transmission with rev matching capability – employing automatic throttle blips for smoother shifts and power delivery. A new single-mass flywheel reduces clutch inertia by 25 percent versus the previous (European) Type R and a lower final gear ratio is employed to improve acceleration response.

The Civic Type R chassis builds on the major upgrades undertaken for the 10th-generation Civic makeover with model-exclusive spring, damper and bushing settings, a new Dual-Axis front suspension setup with aluminum lower arms and steering knuckles for improved at-the-limit cornering and reduced torque steer; a new four-wheel Adaptive Suspension System with three-chamber dampers; a retuned and adaptive dual-pinion electric power steering system with variable gear ratio; and a helical limited-slip front differential. Mounted to the suspension are 20-inch aluminum alloy wheels shod with 245/30R 20 Continental ContiSportContact 6 performance tires. Decisive stopping power comes from Brembo 4-pot aluminum calipers squeezing 350mm (13.8-inch) cross-drilled rotors at the front. The rear braking system features solid 305mm (12-inch) rotors.

The Type R's scalpel-sharp responses are further enhanced by a body more rigid than the substantially improved Civic Hatchback on which it's based – with a 38 percent increase in torsional rigidity and 45 percent gain in bending rigidity versus the previous Civic Type R – enhancing steering response and cornering stability while mitigating body vibration and cabin noise. The improvements are made possible by the application of structural adhesive throughout the body. Ultra-high strength steel is used for 14 percent of the body structure, and the Type R has an aluminum hood, contributing to a 16 kg (35 lb) reduction in body weight versus the previous Type R, and a 7 kg (15 lb) reduction versus the base 2017 Civic Hatchback.

The 2017 Civic Type R is designed to reward the driver in all driving conditions, on the track and on the street, and features three driving modes: Comfort, Sport (default) and +R. The driver selectable modes adjust steering and throttle response, transmission rev-matching, Vehicle Stability Assist (VSA) and the Adaptive Damper System. Utilizing new, three-chamber dampers, individual stroke sensors and three vehicle-G sensors, the new damper system offers a wider range of variability for ride comfort and dynamic handling response.

The 2017 Civic Type R will launch this spring in a single, premium-contented Touring trim. A 7-inch Display Audio touchscreen interface with embedded Honda Navigation system has both Apple CarPlay™ and Android Auto™ compatibility; and should the driver ever tire of hearing the Type R growl, a 540-watt, 12-speaker audio system with SiriusXM 2.0, HD Radio and Pandora compatibility is also provided as standard.

Additional interior Type R features include heavily bolstered sports seats, leather-wrapped steering wheel and shift boot, aluminum shift ****, aluminum sport pedals, red Type R driver's meter and serialized Type R plate on the center console.

The Civic Type R will be manufactured by Honda of the U.K. Manufacturing in Swindon, England, with its 2.0-liter turbocharged engine made by Honda of America Mfg. at its Anna, Ohio engine plant using domestic and globally sourced parts. Pricing specifics and additional details on the 2017 Civic Type R will be provided closer to launch.

Specifications and Features Overview
PowertrainEngine Type
L-4 2.0L DOHC i-VTEC turbocharged engine with dual valve timing control
Horsepower
306 horsepower @ 6,500 rpm
Torque
295 lb-ft of torque @ 2,500-4,500 rpm
Transmission
6-speed manual transmission
Chassis
Drivetrain
Front wheel drive with limited slip differential
Steering
Dual pinion electric power steering with variable ratio and active steering
Suspension
Dual axis front strut suspension and independent multilink rear suspension with adaptive damper system
Brakes
Front Brembo aluminum four piston calipers with drilled 350mm (13.8-inch) rotor brakes. Rear brakes feature solid 305mm (12-inch) rotors
Wheels
20-inch aluminum alloy wheels
Tires
245/30R 20 Continental ContiSportContact 6 performance tires
Driving Modes

• Three-mode driving dynamics control with Comfort, Sport (default) and “+R” modes adjust dampers, steering, throttle response, transmission (rev matching), VSA (vehicle stability assist) and traction control systems

Body

• Increased body stiffness over current Civic Hatchback and previous generation Type R

Exterior

• LED headlights, fog lights, brake lights and turn signals

Interior

• High-bolstered sport seats with red/black suede-effect fabric
• Leather wrapped steering wheel

• Leather wrapped shift ****
• Sport/racing pedals
• Illuminated visors

Features

• Display Audio with Navi
• Dual Auto HVAC
• XM and HD Radio

• 12 speaker 540-watt premium audio system
• Android Auto™ and Apple CarPlay™

Chance EG

So wait, is the redline at or around 6500 on the new Type-R? I really, really hope that's not the case for a 4 cylinder K from Honda... (Edit: Found out the redline is only 7K, still bad. Probably losing power post-6500 as well)

Otherwise, the torque figures and suspension tech looks very promising and interesting. The only other thing that really disappoints me about all post-2000 Civics is their ever increasing size and curb weight. I realize a lot of that is almost inevitable due to emissions and safety regulations though. New Miata still managed to be lighter in weight than it's successor despite that however.

"Meh" about sums up every consumer-sports related thing Honda has done since 2000, at least for my own preferences (with the obvious exceptions being the S2K and old NSX).

I just can't see any justifiable reason why a "nimble" 4 cylinder platform should weigh within only a couple hundred pounds of a C5/C6/C7 Corvette pushing a huge displacement V8 around, which also makes a lot more power and faster times....

The new MK7 Golf R weighs about the same as the new Civic Type-R and has AWD, same body shape/offerings, and significantly faster times. Also costs the same at around $35K.

I'm sorry but the more I look at the new Type-R's the more I just get disappointed.

itrdave

Would love to add another R to the collection, but a FWD STi is not exactly my cup of tea (neither is STi).

The driving experience in this thing would have to be earth-shattering for me to overlook the flaws (weight, styling, turbo).

If anybody could pull it off, it's Honda. Have to wait for the testing to begin...

itrdave

Forgot to mention I'm strictly opposed to cars that require $300/ea tires ! Holy crap, still getting used to paying $120/ea for Direzza ZII...

tony_2018

Where did you get the weight #'s? Those haven't been released.

Chance EG

Honda Civic Type R review, specs and photo gallery

2016 Honda Civic Type R (up to December 2016 for Europe ) specs review

https://en.wikipedia.org/wiki/Honda_...2.80.932016.29

Both the EP3 and FN2 hatches weighed about 2900lb, and this one is larger with a turbo and intercooler so I wouldn't doubt the 3000lb+ figure.

Civics are pigs now. To the reading impaired, the curb weight on the FK2 Type-R is about 3050lb.

ticaaal70

Have orders for the Type R already started? Anyone know?

tony_2018

Whats the current weight of others in the same class?

itrdave

Focus RS = 3,460
STi = 3,440

If CTR is about 3,000, will have similar lb/hp to Focus RS.

That would be quite impressive.

tony_2018

I know we're old school, kinda was discussed and said in GDD, and we like the lightweight of the ITR and CTR. Its the new gen, we need all the gadgets intact, including those heavy *** side airbags in the seats, aka the civic si.

Ryanthegreat1

First the Honda Prius and now the Honda STI. No thanks. Ugly as sin. I think Honda missed the mark with this one even if the performance is there.

junkyard racer

Actual orders with a build sheet, no. I don't think there is even anything completely official with colors yet, either.

US unveiling is next month at the New York Auto Show. I expect ordering will open shortly after.

Some are indicating on other forums that several dealers are taking deposits. Not sure that I would go this route, but some seem to be doing so.

DaIll1

The real question is, who's going to be the first to put the R top end and turbo on a 2.4 Acura?

Chance EG

No one, for a long time I bet. It wouldn't be just a pick n' drop swap, would actually take a lot of work and cash for probably minimal return when compared to just an aftermarket turbo setup.

TheSeaIsSilent

I heard through the grapevine they're going to have a couple different type r packages available. Sounds like the sti... the styling is overdone and I wish the Si was in hatchback form... I have a lot of "wishes" with this new civic platform. It is sexy though.

DaIll1

So you don't think having a CARB approved turbo system would entice anyone?
I guess I am jumping the gun on this, we don't yet know if Cali gets them.

Chance EG

Ah, I didn't think about that as a possibility. Do you think you could retain the CARB legality with the swap? It may require additional steps/components from the K20C/Type-R to still be considered the same "system" and qualify.

I don't know much about CARB legality. I have never lived in California and never intend to lol.

TheShodan

iTrader: (14)

I can empathize. However, on the RPM limit, remember, it's turbocharged, which means it doesn't need the super "high revs" to try and maximize torque at a higher rpm. The turbo size that their using would have started to drop with rpm increase. It wouldn't have mattered.

It's like we tell people at the dyno. "so what if it only goes to 8000? Does it do what you want it to do on the street/course that you need it to? If yes, then STFU and enjoy the car. You should always have the redline just above where it stops making power anyway."..

tony_2018

Make good point. The man

Chance EG

Yeah... I mean, I realize the cut off is there because Honda realizes that's where the engine is at peak power. I just disagree with Honda's decision to design an engine that behaves like this.

I just wish they would have done a lot of things differently with this car. That being said, I was never likely in the target audience for this generation anyway, so my bitching is somewhat irrelevant.

TheShodan

iTrader: (14)

Please elaborate... Curious. What would you have changed, besides the RPM limit?

Chance EG

Once again, I say this realizing that I was never part of Honda's target audience with this car anyway. But personally, any of these combinations would have been much more interesting to me:

1. Honda has always been known for their high revving, naturally aspirated, bullet proof 4 cylinder engines. I would have rather seen a car similar to the EK9 (or even taking a page out of the new Miata's book) where the car had less weight, physical mass, and a higher displacement NA engine (performance K24 from the factory). People on K20A have already proven that 250+WHP can be quite easily attainable with a NA K24 build using only Honda parts and components, and I have no doubt that Honda is aware of that and could have expanded on it... Less weight would leave the car more responsive and nimble as well, which is what a "light weight" FWD car should be.

2. If sticking with the addition of a turbocharger and the added weight and size, I think Honda may as well have made the car AWD. Yes, we would quite literally be dealing with another STI at this point but I'd be more interested in a revamped Civic drivetrain rather than just a new turbo.

3. Anything RWD.

I'm just saying, if Honda was set to make a mark of innovation on their newest CTR, and trying to shock the market and announce their re-entry into the performance market, I think they had a lot more exciting options on the table to choose from. I look at the new CTR and see the influence and mark of every Odyssey, Accord, CRZ, Pilot, etc that Honda was selling between 09 and now when they had no performance cars left in production. This doesn't give me a message saying "Honda is back", it just makes me think "Honda has changed and is never going back."

And for the company, and a lot of others, that may be completely fine. That may be great. I'm just saying why I don't appreciate it.

tony_2018

I believe Honda was known for its vtec valvetrain, back then nobody believed it would work.

itrdave

The VTEC faithful will not appreciate a 7k rpm turbo engine. Unfortunately, emissions regulations have driven high-revving NA engines out of existence.
Fans of 2,000-2,500 lb Hondas will not appreciate any new Hondas (Fit included - happen to have a 2011).
Putting 306 hp through the front wheels is not the sharpest move - have to see if all the effort to manage torque steer has worked.

That said, a 3,000-ish lb, 306 hp CTR capable of thrashing a LOT of high-dollar performance cars on the Ring, is not without considerable merit.

I would have preferred a 2,500 lb, 250 hp 9k rpm banshee DC2R successor, but that just isn't in the cards anymore. In this era of turbo-powered 3,200-3,500 lb sport compacts, this CTR stands out as 'light' and very track-capable.

Compared with the competition of today, it will, no doubt, be the weapon of choice for hard-core enthusiasts.

If it turns out to be too much like STi (etc), there is always the Toyota 86...

Chance EG

Also true. Honda wasn't the first company to use variable timing/lift in production vehicles (I think Mitsubishi was?), but Honda was definitely the first company to do it well and with a great amount of success.

ITR Dave also brings up a lot of good points, and I agree with pretty much everything he said as well.