New Civic Type R!!
Honda-Tech Member
Joined: Mar 2001
Posts: 3,468
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From: Weed Country, Holland, Netherlands
Re: New Civic Type R!! (MiraiZ)
I have 5 reviews here from UK magazines..
CIVIC TYPE "R" REVIEW (1)
HONDA's NEW CIVIC Type R AIMS SUCCESSFULLY AT THE HOT-HATCH MARKET, BUT WITHOUT ALIENATING ITS LOYAL
BLUE RINSED FOLLOWING.
Source: Independent - London
The roads are wet because near-horizontal rain is falling. Oddly, there's fog too, but the Isle of Man is well known for such
sporadic climatic inclemency. A road across the mountain, part of the TT course where many a Honda motorcycle race victory
has been scored, has been closed off for our benefit and we can drive as fast as we like.
Such is one of the joys of being, temporarily, on that curious thing, an essentially British road with no speed limit. The island's
police prefer it that way; they like to see people trusted to use their judgement.
The fog, however, dampens things. But we know there's nothing on the road, and that a police car has driven along it, at high
speed, just moments earlier.
A series of Honda Civic Type-Rs is being sent off at 10-second intervals. Overtaking, should the driver of the car in front be
unable to come to terms with the strangeness of using a road as though a rally stage, is allowed.
We're off. I'm in the passenger seat, my driver (a trusted friend) is possessed. She spins the wheels, makes a couple of abrupt
gear changes (so many gears, such short-legged ratios), then smooths out as we catch the car in front. We're past, then past
another, she's laughing and so am I. Then it's my turn.
The Civic Type-R has a 2.0-litre, 200bhp engine with a very sophisticated variable valve-timing system.
It pulls firmly from low speeds, but it really lights up at 5,800rpm. Then there's a torrent of power, delivered with the muted howl
that signifies an engine able to let rip without battering its surroundings, right up to 8,200rpm. How very Honda.
It's surprising how readily those sky-high revs fit into natural high- speed progress. I'm into fourth gear in no time, because
each ratio's work is so quickly completed; only in fifth and sixth does the Honda think about stretching its legs. So you'd expect
slithers and spinning wheels when powering out of these tight, wet bends. There are almost none, yet the Type-R has no
traction control. Clearly we're travelling in something special.
Downhill now, lots of momentum, the chance to feel the finer points of the steering and handling now that I'm not concentrating
so hard on the engine. Like the MG ZR tested a few weeks ago, the Civic proves that smooth, sensitive, precise and
transparently communicative steering can coexist with all that power coursing through the front wheels. It responds quickly but
not nervously, controlling a handling balance that is interactive - you can flick into a bend on a trailing throttle then power
through - but never malevolent.
I'm nearing the end of our banzai run, and both a hump and another Type- R are ahead. The racing motorbikes get airborne
here, but I'm not going fast enough. Too bad, but the Civic has proved itself already.
So, why does the Type-R exist? Honda is an odd combination of stereotypical ingredients: racing engines and blue-rinse
owners. And it's one with which the company is not entirely happy. So, thinks Honda, a hot hatchback would be a good idea,
especially as the breed has had a welcome renaissance of late.
Now, this Japanese company has always worn its engineering heart on its sleeve. If a sporty Honda looks as if it should be an
exciting drive, then it certainly will be. Fat wheels, spoilers, mesh-look air- intakes and such like are there only if they signal a
purpose that's true. The Type-R looks as though it would do at least 145mph, given the opp-ortunity. (Actually, it does 146.)
Not many people know about the Integra Type-R, a coupe sold here in limited numbers, but whose engine reached dizzy heights
of revolution speed and whose handling defied most of the physical laws that say you can't put that amount of power through
the front wheels without causing some very bad dynamic manners.
The Accord Type-R saloon, still current, is gentler but still a great drive. And now the Civic Type-R, built in Britain and based on
the new three-door version of the spacious, slightly MPV-like and successful five-door, brings the hot Honda idea to a new and
wider audience.
The three-door body is lower, 4in shorter in the wheelbase and not quite 6in shorter overall. It still has the snub-nose front, but
instead of suggesting well-packaged practicality its effect here is to give the stocky three-door the look of a magnified toy.
Inside, it retains the five-door's facia-mounted gearlever, but instead of being suggestive of spaciousness it now comes across
as sportily close to the driver's left hand. It all depends on mindset, guided here by white dials with red needles, racing-
influenced seats trimmed in Alcantara, and an aluminium gearknob. Don't expect lots of weight- adding equipment, though.
You'll find neither sunroof nor air- conditioning (the latter is an option). Your pounds 15,995 goes on more important things.
Such as that engine, based on the Honda Stream's unit and featuring both two stages of camshaft lift and variable valve timing
(rather like the system used in the latest Porsche 911, although Honda invented the idea).
It allows the engine to deliver 90 per cent of its pulling power by just 3,000rpm, banishing the peakiness that made past
manic-revving Hondas a tiring drive. The bodyshell is reinforced, too, with cross-braces by front and rear suspension to help
give the sharper response promised by the stiffer suspension.
Are there any snags? The suspension is a touch unyielding over sharp bumps, the turning circle is poor and traffic-crawling
uncovers an annoying ****** as you come on or off the accelerator. You soon learn to drive around it, just as a generation of
Peugeot 205 GTI owners had to do. It's worth the effort. Here, for now anyway, is the most satisfying hot hatchback you can
buy.
SPECIFICATIONS:
Model: Honda Civic Type-R
Price: pounds 15,995
Engine: 1,998cc, four cylinders, 16 valves, 200bhp at 7,400rpm
Transmission: six-speed manual gearbox, front-wheel drive
Performance: 146mph, 0-60 in 6.6sec, 27-32mpg, 212g/km CO2
CIVIC TYPE "R" REVIEW (2)
(Source: Which Car)
Performance:
The hot Civic is powered by a storming 2.0-litre VTEC engine which screams out 197bhp at a stratospheric 7400rpm. It lays
rubber to tarmac via a close ratio six-speed gearbox, and scorches from a standing start to 62mph in under seven seconds and
on to a blistering145mph top speed.
Ride & handling:
The Type R has extra stiffening front and rear and firmer springs and dampers, although its ride is still supple and controlled.
Despite a total lack of electronic drivers aids there's next to no torque steer. Equally, hurtle into a bend too quickly and backing
off the throttle produces no tail-wagging, instead there's grip and loads of steering feedback.
Refinement:
The Type-R proves remarkably refined on the move. Despite the blunt nose and high roof, there's no great problem with wind or
road noise and the engines is impressively smooth. There's a change in exhaust note and a hike in power as the VTEC cuts in at
5500rpm but the Civic is a lot quieter than previous R models.
Buying & Owning:
This is another area where the Type-R scores over its rivals. You can confidently expect it to hang on to a higher proportion of
its value over the course of time. What's more, there are no sacrifices. CO2 emissions, fuel economy and insurance costs are,
at worst, a match for its rivals and, in many cases, better.
Quality & reliability:
Although the car may not use the very highest quality materials, it's all well constructed. Honda is renowned for its engineering,
and it shows in the Type-R. Its cars are acclaimed for their longevity and this model is no exception.
Safety & security:
The Type-R is not as well equipped as the rest of the Civic range, missing out on side airbags. However, it gets four disc brakes
with anti-lock and a limited slip differential. There's no traction control but security is good, with standard deadlocks and an
alarm.
Behind the wheel:
Despite the lack of steering wheel reach or seat height adjustment the driving position is excellent. Alcantara-covered sports
seats with shoulder-hugging supports cosset the driver and front passenger while white dials and a titanium centre console and
dash-mounted gear **** sparkle against the simple yet elegant interior.
Space & practicality:
Inside the Type-R there's plenty of room for four and their luggage. The rear seat backs split 60/40, but the seat base is fixed.
Our main gripes are reserved for the lack of head rests for the rear passengers and there's no centre seat belt, also the drivers
seat does not slide to aid access to the rear.
Equipment:
Available in red black or silver the Type-R takes a minimalist approach to standard equipment. Driver and passenger airbags, an
alarm and front electric windows and a CD player are standard, and that's it. There's no options other than air-conditioning,
which will set you back a further £850.
CIVIC TYPE "R" REVIEW (3)
HONDA HOT-HATCH LAUNCH
Source: The Herald - Glasgow
In October, when the new three-door versions of the Honda Civic are added to the five-door cars already on sale, the range will
include one of the sportiest British-made performance hatchbacks.
Built in the Swindon factory, the Civic Type-R is intended as both quick road transport and a potential competition machine.
Honda will be homologating it for international Group N racing and/ or rallying in 2002. Suitable competition modifications are
already being developed.
Honda may be in Formula One with the likes of BAR and Jordan, but it wants the Type-R as a new model for its programme of
European touring car racing. Tested on the Nurburgring in Germany, the latest Type-R is fitted with one of those engines Honda
really enjoys developing. It's a two-litre with automatic variable timing control on the inlet valves, and a power output of 196bhp.
That's very close to the magic 100bhp per litre. In fact, in Continental units, where the power output is calculated as 200bhp, the
1998cc engine does beat the mark.
In standard road trim, with a six-speed manual transmission, the Type-R hits 62mph in 6.8 seconds, and has a test track
maximum of 146mpg. But high performance engines of this kind are also extremely efficient, and the extra urban fuel
consumption is just on the high side of 40mpg.
Honda is developing the Type-R performance sub-brand quite vigorously. It's a division in which selected young engineers often
serve, either before or after periods of secondment to the Grand Prix teams. There's already an impressive Accord Type-R on
the UK market, although we don't get the Integra version.
The Civic Type-R will sell for (pounds) 15,995 at its lauch next month.
CIVIC TYPE "R" REVIEW (4)
CIVIC PERFECTLY CIVILISED AT A MEAN 140 mph
Source: The Scotsman
BARRELLING along a public road at speeds of over 140mph is not generally approved of in the British Isles except, of course,
by the government, which has discovered that persecuting drivers is the best little earner since the window tax.
However, police on the Isle of Man not only turn a blind eye to such antics, but last week actually encouraged it by closing off
the famous mountain road on the TT circuit and instructing me to "give it some" as I set off.
So I did, as you do and, as a quick inspection of the windscreen confirmed later, I didn't harm so much as a fly.
That may, however, have something to do with the slippery aerodynamics of the Honda Civic Type-R that I was driving. That's
right, no mistake, a three-door Honda Civic that can give a Ferrari a serious fright all the way to 146mph.
Acceleration to 60mph from rest in six and a half seconds might not be up to that of a Modena, because of the difficulty of
finding initial traction when putting over 200bhp through the steering wheels, but, then again, no Ferrari ever can match the
little Honda's 32mpg.
That's actually remarkable economy considering that my wife's old 1.4 Civic rarely turned in better than 35mpg.
There should be no surprise, of course, that extracting so much useable power from just two litres, and without resorting to a
turbo or supercharger, means a Honda badge - because that is the one thing that the Japanese company can do better than any
rival.
That's been a fact of life for the motor industry since that famous day. Exactly 40 years ago when the late Mike (the Bike)
Hailwood won the first of 113 TT races for the company.
The actual bike on which he did it can be seen and, unusually for an exhibit, actually touched in the museum which lies near the
top of the mountain road. It was presented to the islanders by Soichiro Honda himself. And that special relationship between the
company and the island is, basically, why they closed off the road for me.
THE new Civic is the fastest Type-R to date and, at just GBP 15,995, is probably the biggest performance bargain in history.
Standard equipment is geared towards performance rather than luxury in the interests of saving weight and marshal power.
That means that air conditioning is an added cost, but actively discouraged because it saps power. But you do get alloys,
electric windows, the best front seats that money can buy and even CD stereo. Not that I even bothered to switch it on when I
hit the mountain road because the sound of the Type-R's engine between 6,000rpm and 8,000rpm is something be to relished.
THANKS to a carefully chosen ratios in the six-speed gearbox it is possible to keep the engine on the boil between 6,000 and
8,000rpm in each gear so that the VTech, which gives a massive power boost at the higher end of the rev range, arrives without
interruption.
Power without good braking and road holding would be irresponsible, but the Civic's other dynamic qualities are well up to the
task. Stand on the brake pedal and the little car shrugs off speed in an admirably short distance thanks, presumably, to big
brakes and small mass.
It corners well, courtesy of ultra-low-profile (and expensive) tyres, but it also handles well, thanks to a well-sorted chassis and
accurate, electrically powered steering.
When attacking the Isle of Man course I found myself braking too early for the corners and not carry enough speed through
them.
This, I worked out later, is because previous experience of a car with this level of performance had tuned my instincts to the
space and time needed to brake and corner a bulkier machine.
Yet, for all the ferocity of the Type-R's performance when you let it free, it remains perfectly civilised at town speed even, as
found out, in sixth gear at little more than 30mph.
I did detect some jerkiness in the throttle action when driving at low speeds in high gears but, as most drivers will use third or
fourth in town, this should not be a problem.
This means that you can use the car for everyday shopping or commuting transport without any fear of somehow wasting it as
you might, for instance with a Porsche or a Ferrari. There's a normal Honda servicing routine with the Type-R and the same
three-year warranty as the rest of the range.
But just let the car sniff half an overtaking chance on the open road and, provided you pick the right gear, it's out, away and
past.
There's a good case to be made that, such is the performance per GBP 1 of this new car, Honda is being anti-social, even
reckless, by offering it for sale.
It is in answer to this, though, that the company is offering a free high-performance course to everyone who buys one, an
exercise in advanced driving that many would like to see introduced across the whole Honda range.
Though it is not officially compulsory for buyers to undergo the advanced course, demand is expected to so outstrip supply
that those who don't agree to the course might find the paperwork to complete the transaction and gain delivery of their car
takes an awfully long time to arrive, if it ever does.
CIVIC TYPE "R" REVIEW (5)
Courtesy of Auto-Express
Contradictions. Life is full of them. And pretty soon so will be all of Honda's showrooms.
That's because October sees the debut of a hatchback wearing the Civic badge yet packing a 200bhp engine. And it will boast a
DM 44,000.-- in Germany, £15,995 in UK, NLG 60,000.-- in the Netherlands, price tag that will make it one of the performance car
bargains of the year.
Inside, there's the usual family-sized cabin that can accommodate five people with ease. In front, though, are race car-like
bucket seats which grip you tighter than a wrestler's bear hug.
And as the salesman boasts about the reliability of Hondas, you may spot that the rev counter's red line is at a mighty 8,000rpm.
Meet the Civic Type R, forerunner of several hot Hondas set to bear the prestigious Type R badge.
The Swindon-built model is charged with achieving much higher sales than its Accord and Integra Type R counterparts. But can
it really rewrite the performance car rulebook and be all things to all buyers? Judged on looks alone, it has not made the best
start. To our eyes, the three-door body looks top heavy, although skirts, spoilers and massive alloy wheels give the impression
that this car is something special.
It's a similar story inside. The sensible, humdrum design of the standard Civic three-door has been livened up with superb sport
seats, silver trim on the centre console and doors, an alloy gearknob, chunky steering wheel and black-on-white instruments.
Any Type R worth its salt has to do more than look flash; it must drive as though it's alive. With a new 2.0-litre 16-valve i-VTEC
engine kicking out an impressive 200bhp at 7,400rpm and 196Nm at 5,900rpm, it certainly seems promising. An updated
six-speed gearbox feeds power to the front wheels and, with 90 per cent of torque available at only 3,000rpm, it's not likely that
you'll be left at the traffic lights.
Those familiar with the current high-output VTEC engines will find using the new one an eerie experience. Unlike previous Type
R units, the i-VTEC version delivers a generous helping of power throughout the rev range.
Rather than leaving you wondering where the performance has gone, it pulls cleanly from 1,500rpm, hauls strongly from
3,000rpm and goes ballistic at 6,000rpm. Overall, the Civic is smoother than the Integra and Accord.
Enthusiasts will be pleased to learn that the crisp snarl of Honda's four-cylinder engines is much in evidence here. Better still,
performance is kept well and truly on the boil, thanks to the new gearbox. Although the lever looks awkward, sprouting like an
unwanted weed from the dash, it works superbly, being within easy reach and snapping through the gate with a razor-sharp
action. The ratios are well spaced, too, and capable of holding the engine in that all-important VTEC zone.
On the track, pocket-rockets trying to keep up with this Type R's pace will, we suspect, be left trailing. Weighing in at 1,200kg,
the Civic hits a 146mph top speed and sprints from 0-60mph in a Subaru Impreza-rivalling 6.8 seconds. In fact, the Honda is in a
league where it will find itself competing with cars such as the Audi S3 and Ford's forthcoming Focus RS. However, both of
these will cost you thousands more.
Unlike its sister Type R models - the Integra in particular - the Civic is a hospitable companion. It doesn't wear you down, having
exactly the right balance of exhilarating soundtrack and refinement. But does this mean that you must do without that addictive
hit of adrenaline from the Integra Type R's awesome abilities?
Ultimately, the answer isn't clear-cut. Yes, the Civic has a stiffer bodyshell and boasts superior ride comfort and bump
absorption, together with superb body control at speed. Potentially, it's faster across country than the Integra, because it's
more capable when driven on demanding and undulating roads.
The engine/gearbox combination has upped the Type R ante, too, as have the brakes, which deliver astonishing fade-free
stopping power. Yet despite all this, hardened enthusiasts may not be totally convinced. Sadly, the Civic is lacking the raw,
instinctive reactions of the Integra, partly because it's heavier and also because its electric power-steering isn't as satisfying to
use when pushing on.
However, the poise of the Civic's chassis, regardless of road and conditions, is something to be admired. This British-built hot
hatchback boasts all the finest ingredients, including precise and immediate turn-in, perfect balance between front and rear
axles, astonishing grip and progressive loss of adhesion right at the limit. And when it finally begins to let go of the tarmac, it
lets you know through your fingertips, and eagerly tightens its line when you ease off the throttle.
In addition, it's one of the biggest three-door hatches, having masses of front and rear legroom, loads of headroom and a big
boot. Do you need any more reasons to be convinced?
Honda's new Civic Type R puts in such a strong performance on the road and in the price war that we can't help but be
impressed - even though we haven't been able to drive it in the UK yet. This is a cracking car that takes the Type R brand to a
new level of sophistication, ensuring it appeals to as many new buyers as there are existing fans. It's difficult to see anything
coming along to better it.
CIVIC TYPE "R" REVIEW (1)
HONDA's NEW CIVIC Type R AIMS SUCCESSFULLY AT THE HOT-HATCH MARKET, BUT WITHOUT ALIENATING ITS LOYAL
BLUE RINSED FOLLOWING.
Source: Independent - London
The roads are wet because near-horizontal rain is falling. Oddly, there's fog too, but the Isle of Man is well known for such
sporadic climatic inclemency. A road across the mountain, part of the TT course where many a Honda motorcycle race victory
has been scored, has been closed off for our benefit and we can drive as fast as we like.
Such is one of the joys of being, temporarily, on that curious thing, an essentially British road with no speed limit. The island's
police prefer it that way; they like to see people trusted to use their judgement.
The fog, however, dampens things. But we know there's nothing on the road, and that a police car has driven along it, at high
speed, just moments earlier.
A series of Honda Civic Type-Rs is being sent off at 10-second intervals. Overtaking, should the driver of the car in front be
unable to come to terms with the strangeness of using a road as though a rally stage, is allowed.
We're off. I'm in the passenger seat, my driver (a trusted friend) is possessed. She spins the wheels, makes a couple of abrupt
gear changes (so many gears, such short-legged ratios), then smooths out as we catch the car in front. We're past, then past
another, she's laughing and so am I. Then it's my turn.
The Civic Type-R has a 2.0-litre, 200bhp engine with a very sophisticated variable valve-timing system.
It pulls firmly from low speeds, but it really lights up at 5,800rpm. Then there's a torrent of power, delivered with the muted howl
that signifies an engine able to let rip without battering its surroundings, right up to 8,200rpm. How very Honda.
It's surprising how readily those sky-high revs fit into natural high- speed progress. I'm into fourth gear in no time, because
each ratio's work is so quickly completed; only in fifth and sixth does the Honda think about stretching its legs. So you'd expect
slithers and spinning wheels when powering out of these tight, wet bends. There are almost none, yet the Type-R has no
traction control. Clearly we're travelling in something special.
Downhill now, lots of momentum, the chance to feel the finer points of the steering and handling now that I'm not concentrating
so hard on the engine. Like the MG ZR tested a few weeks ago, the Civic proves that smooth, sensitive, precise and
transparently communicative steering can coexist with all that power coursing through the front wheels. It responds quickly but
not nervously, controlling a handling balance that is interactive - you can flick into a bend on a trailing throttle then power
through - but never malevolent.
I'm nearing the end of our banzai run, and both a hump and another Type- R are ahead. The racing motorbikes get airborne
here, but I'm not going fast enough. Too bad, but the Civic has proved itself already.
So, why does the Type-R exist? Honda is an odd combination of stereotypical ingredients: racing engines and blue-rinse
owners. And it's one with which the company is not entirely happy. So, thinks Honda, a hot hatchback would be a good idea,
especially as the breed has had a welcome renaissance of late.
Now, this Japanese company has always worn its engineering heart on its sleeve. If a sporty Honda looks as if it should be an
exciting drive, then it certainly will be. Fat wheels, spoilers, mesh-look air- intakes and such like are there only if they signal a
purpose that's true. The Type-R looks as though it would do at least 145mph, given the opp-ortunity. (Actually, it does 146.)
Not many people know about the Integra Type-R, a coupe sold here in limited numbers, but whose engine reached dizzy heights
of revolution speed and whose handling defied most of the physical laws that say you can't put that amount of power through
the front wheels without causing some very bad dynamic manners.
The Accord Type-R saloon, still current, is gentler but still a great drive. And now the Civic Type-R, built in Britain and based on
the new three-door version of the spacious, slightly MPV-like and successful five-door, brings the hot Honda idea to a new and
wider audience.
The three-door body is lower, 4in shorter in the wheelbase and not quite 6in shorter overall. It still has the snub-nose front, but
instead of suggesting well-packaged practicality its effect here is to give the stocky three-door the look of a magnified toy.
Inside, it retains the five-door's facia-mounted gearlever, but instead of being suggestive of spaciousness it now comes across
as sportily close to the driver's left hand. It all depends on mindset, guided here by white dials with red needles, racing-
influenced seats trimmed in Alcantara, and an aluminium gearknob. Don't expect lots of weight- adding equipment, though.
You'll find neither sunroof nor air- conditioning (the latter is an option). Your pounds 15,995 goes on more important things.
Such as that engine, based on the Honda Stream's unit and featuring both two stages of camshaft lift and variable valve timing
(rather like the system used in the latest Porsche 911, although Honda invented the idea).
It allows the engine to deliver 90 per cent of its pulling power by just 3,000rpm, banishing the peakiness that made past
manic-revving Hondas a tiring drive. The bodyshell is reinforced, too, with cross-braces by front and rear suspension to help
give the sharper response promised by the stiffer suspension.
Are there any snags? The suspension is a touch unyielding over sharp bumps, the turning circle is poor and traffic-crawling
uncovers an annoying ****** as you come on or off the accelerator. You soon learn to drive around it, just as a generation of
Peugeot 205 GTI owners had to do. It's worth the effort. Here, for now anyway, is the most satisfying hot hatchback you can
buy.
SPECIFICATIONS:
Model: Honda Civic Type-R
Price: pounds 15,995
Engine: 1,998cc, four cylinders, 16 valves, 200bhp at 7,400rpm
Transmission: six-speed manual gearbox, front-wheel drive
Performance: 146mph, 0-60 in 6.6sec, 27-32mpg, 212g/km CO2
CIVIC TYPE "R" REVIEW (2)
(Source: Which Car)
Performance:
The hot Civic is powered by a storming 2.0-litre VTEC engine which screams out 197bhp at a stratospheric 7400rpm. It lays
rubber to tarmac via a close ratio six-speed gearbox, and scorches from a standing start to 62mph in under seven seconds and
on to a blistering145mph top speed.
Ride & handling:
The Type R has extra stiffening front and rear and firmer springs and dampers, although its ride is still supple and controlled.
Despite a total lack of electronic drivers aids there's next to no torque steer. Equally, hurtle into a bend too quickly and backing
off the throttle produces no tail-wagging, instead there's grip and loads of steering feedback.
Refinement:
The Type-R proves remarkably refined on the move. Despite the blunt nose and high roof, there's no great problem with wind or
road noise and the engines is impressively smooth. There's a change in exhaust note and a hike in power as the VTEC cuts in at
5500rpm but the Civic is a lot quieter than previous R models.
Buying & Owning:
This is another area where the Type-R scores over its rivals. You can confidently expect it to hang on to a higher proportion of
its value over the course of time. What's more, there are no sacrifices. CO2 emissions, fuel economy and insurance costs are,
at worst, a match for its rivals and, in many cases, better.
Quality & reliability:
Although the car may not use the very highest quality materials, it's all well constructed. Honda is renowned for its engineering,
and it shows in the Type-R. Its cars are acclaimed for their longevity and this model is no exception.
Safety & security:
The Type-R is not as well equipped as the rest of the Civic range, missing out on side airbags. However, it gets four disc brakes
with anti-lock and a limited slip differential. There's no traction control but security is good, with standard deadlocks and an
alarm.
Behind the wheel:
Despite the lack of steering wheel reach or seat height adjustment the driving position is excellent. Alcantara-covered sports
seats with shoulder-hugging supports cosset the driver and front passenger while white dials and a titanium centre console and
dash-mounted gear **** sparkle against the simple yet elegant interior.
Space & practicality:
Inside the Type-R there's plenty of room for four and their luggage. The rear seat backs split 60/40, but the seat base is fixed.
Our main gripes are reserved for the lack of head rests for the rear passengers and there's no centre seat belt, also the drivers
seat does not slide to aid access to the rear.
Equipment:
Available in red black or silver the Type-R takes a minimalist approach to standard equipment. Driver and passenger airbags, an
alarm and front electric windows and a CD player are standard, and that's it. There's no options other than air-conditioning,
which will set you back a further £850.
CIVIC TYPE "R" REVIEW (3)
HONDA HOT-HATCH LAUNCH
Source: The Herald - Glasgow
In October, when the new three-door versions of the Honda Civic are added to the five-door cars already on sale, the range will
include one of the sportiest British-made performance hatchbacks.
Built in the Swindon factory, the Civic Type-R is intended as both quick road transport and a potential competition machine.
Honda will be homologating it for international Group N racing and/ or rallying in 2002. Suitable competition modifications are
already being developed.
Honda may be in Formula One with the likes of BAR and Jordan, but it wants the Type-R as a new model for its programme of
European touring car racing. Tested on the Nurburgring in Germany, the latest Type-R is fitted with one of those engines Honda
really enjoys developing. It's a two-litre with automatic variable timing control on the inlet valves, and a power output of 196bhp.
That's very close to the magic 100bhp per litre. In fact, in Continental units, where the power output is calculated as 200bhp, the
1998cc engine does beat the mark.
In standard road trim, with a six-speed manual transmission, the Type-R hits 62mph in 6.8 seconds, and has a test track
maximum of 146mpg. But high performance engines of this kind are also extremely efficient, and the extra urban fuel
consumption is just on the high side of 40mpg.
Honda is developing the Type-R performance sub-brand quite vigorously. It's a division in which selected young engineers often
serve, either before or after periods of secondment to the Grand Prix teams. There's already an impressive Accord Type-R on
the UK market, although we don't get the Integra version.
The Civic Type-R will sell for (pounds) 15,995 at its lauch next month.
CIVIC TYPE "R" REVIEW (4)
CIVIC PERFECTLY CIVILISED AT A MEAN 140 mph
Source: The Scotsman
BARRELLING along a public road at speeds of over 140mph is not generally approved of in the British Isles except, of course,
by the government, which has discovered that persecuting drivers is the best little earner since the window tax.
However, police on the Isle of Man not only turn a blind eye to such antics, but last week actually encouraged it by closing off
the famous mountain road on the TT circuit and instructing me to "give it some" as I set off.
So I did, as you do and, as a quick inspection of the windscreen confirmed later, I didn't harm so much as a fly.
That may, however, have something to do with the slippery aerodynamics of the Honda Civic Type-R that I was driving. That's
right, no mistake, a three-door Honda Civic that can give a Ferrari a serious fright all the way to 146mph.
Acceleration to 60mph from rest in six and a half seconds might not be up to that of a Modena, because of the difficulty of
finding initial traction when putting over 200bhp through the steering wheels, but, then again, no Ferrari ever can match the
little Honda's 32mpg.
That's actually remarkable economy considering that my wife's old 1.4 Civic rarely turned in better than 35mpg.
There should be no surprise, of course, that extracting so much useable power from just two litres, and without resorting to a
turbo or supercharger, means a Honda badge - because that is the one thing that the Japanese company can do better than any
rival.
That's been a fact of life for the motor industry since that famous day. Exactly 40 years ago when the late Mike (the Bike)
Hailwood won the first of 113 TT races for the company.
The actual bike on which he did it can be seen and, unusually for an exhibit, actually touched in the museum which lies near the
top of the mountain road. It was presented to the islanders by Soichiro Honda himself. And that special relationship between the
company and the island is, basically, why they closed off the road for me.
THE new Civic is the fastest Type-R to date and, at just GBP 15,995, is probably the biggest performance bargain in history.
Standard equipment is geared towards performance rather than luxury in the interests of saving weight and marshal power.
That means that air conditioning is an added cost, but actively discouraged because it saps power. But you do get alloys,
electric windows, the best front seats that money can buy and even CD stereo. Not that I even bothered to switch it on when I
hit the mountain road because the sound of the Type-R's engine between 6,000rpm and 8,000rpm is something be to relished.
THANKS to a carefully chosen ratios in the six-speed gearbox it is possible to keep the engine on the boil between 6,000 and
8,000rpm in each gear so that the VTech, which gives a massive power boost at the higher end of the rev range, arrives without
interruption.
Power without good braking and road holding would be irresponsible, but the Civic's other dynamic qualities are well up to the
task. Stand on the brake pedal and the little car shrugs off speed in an admirably short distance thanks, presumably, to big
brakes and small mass.
It corners well, courtesy of ultra-low-profile (and expensive) tyres, but it also handles well, thanks to a well-sorted chassis and
accurate, electrically powered steering.
When attacking the Isle of Man course I found myself braking too early for the corners and not carry enough speed through
them.
This, I worked out later, is because previous experience of a car with this level of performance had tuned my instincts to the
space and time needed to brake and corner a bulkier machine.
Yet, for all the ferocity of the Type-R's performance when you let it free, it remains perfectly civilised at town speed even, as
found out, in sixth gear at little more than 30mph.
I did detect some jerkiness in the throttle action when driving at low speeds in high gears but, as most drivers will use third or
fourth in town, this should not be a problem.
This means that you can use the car for everyday shopping or commuting transport without any fear of somehow wasting it as
you might, for instance with a Porsche or a Ferrari. There's a normal Honda servicing routine with the Type-R and the same
three-year warranty as the rest of the range.
But just let the car sniff half an overtaking chance on the open road and, provided you pick the right gear, it's out, away and
past.
There's a good case to be made that, such is the performance per GBP 1 of this new car, Honda is being anti-social, even
reckless, by offering it for sale.
It is in answer to this, though, that the company is offering a free high-performance course to everyone who buys one, an
exercise in advanced driving that many would like to see introduced across the whole Honda range.
Though it is not officially compulsory for buyers to undergo the advanced course, demand is expected to so outstrip supply
that those who don't agree to the course might find the paperwork to complete the transaction and gain delivery of their car
takes an awfully long time to arrive, if it ever does.
CIVIC TYPE "R" REVIEW (5)
Courtesy of Auto-Express
Contradictions. Life is full of them. And pretty soon so will be all of Honda's showrooms.
That's because October sees the debut of a hatchback wearing the Civic badge yet packing a 200bhp engine. And it will boast a
DM 44,000.-- in Germany, £15,995 in UK, NLG 60,000.-- in the Netherlands, price tag that will make it one of the performance car
bargains of the year.
Inside, there's the usual family-sized cabin that can accommodate five people with ease. In front, though, are race car-like
bucket seats which grip you tighter than a wrestler's bear hug.
And as the salesman boasts about the reliability of Hondas, you may spot that the rev counter's red line is at a mighty 8,000rpm.
Meet the Civic Type R, forerunner of several hot Hondas set to bear the prestigious Type R badge.
The Swindon-built model is charged with achieving much higher sales than its Accord and Integra Type R counterparts. But can
it really rewrite the performance car rulebook and be all things to all buyers? Judged on looks alone, it has not made the best
start. To our eyes, the three-door body looks top heavy, although skirts, spoilers and massive alloy wheels give the impression
that this car is something special.
It's a similar story inside. The sensible, humdrum design of the standard Civic three-door has been livened up with superb sport
seats, silver trim on the centre console and doors, an alloy gearknob, chunky steering wheel and black-on-white instruments.
Any Type R worth its salt has to do more than look flash; it must drive as though it's alive. With a new 2.0-litre 16-valve i-VTEC
engine kicking out an impressive 200bhp at 7,400rpm and 196Nm at 5,900rpm, it certainly seems promising. An updated
six-speed gearbox feeds power to the front wheels and, with 90 per cent of torque available at only 3,000rpm, it's not likely that
you'll be left at the traffic lights.
Those familiar with the current high-output VTEC engines will find using the new one an eerie experience. Unlike previous Type
R units, the i-VTEC version delivers a generous helping of power throughout the rev range.
Rather than leaving you wondering where the performance has gone, it pulls cleanly from 1,500rpm, hauls strongly from
3,000rpm and goes ballistic at 6,000rpm. Overall, the Civic is smoother than the Integra and Accord.
Enthusiasts will be pleased to learn that the crisp snarl of Honda's four-cylinder engines is much in evidence here. Better still,
performance is kept well and truly on the boil, thanks to the new gearbox. Although the lever looks awkward, sprouting like an
unwanted weed from the dash, it works superbly, being within easy reach and snapping through the gate with a razor-sharp
action. The ratios are well spaced, too, and capable of holding the engine in that all-important VTEC zone.
On the track, pocket-rockets trying to keep up with this Type R's pace will, we suspect, be left trailing. Weighing in at 1,200kg,
the Civic hits a 146mph top speed and sprints from 0-60mph in a Subaru Impreza-rivalling 6.8 seconds. In fact, the Honda is in a
league where it will find itself competing with cars such as the Audi S3 and Ford's forthcoming Focus RS. However, both of
these will cost you thousands more.
Unlike its sister Type R models - the Integra in particular - the Civic is a hospitable companion. It doesn't wear you down, having
exactly the right balance of exhilarating soundtrack and refinement. But does this mean that you must do without that addictive
hit of adrenaline from the Integra Type R's awesome abilities?
Ultimately, the answer isn't clear-cut. Yes, the Civic has a stiffer bodyshell and boasts superior ride comfort and bump
absorption, together with superb body control at speed. Potentially, it's faster across country than the Integra, because it's
more capable when driven on demanding and undulating roads.
The engine/gearbox combination has upped the Type R ante, too, as have the brakes, which deliver astonishing fade-free
stopping power. Yet despite all this, hardened enthusiasts may not be totally convinced. Sadly, the Civic is lacking the raw,
instinctive reactions of the Integra, partly because it's heavier and also because its electric power-steering isn't as satisfying to
use when pushing on.
However, the poise of the Civic's chassis, regardless of road and conditions, is something to be admired. This British-built hot
hatchback boasts all the finest ingredients, including precise and immediate turn-in, perfect balance between front and rear
axles, astonishing grip and progressive loss of adhesion right at the limit. And when it finally begins to let go of the tarmac, it
lets you know through your fingertips, and eagerly tightens its line when you ease off the throttle.
In addition, it's one of the biggest three-door hatches, having masses of front and rear legroom, loads of headroom and a big
boot. Do you need any more reasons to be convinced?
Honda's new Civic Type R puts in such a strong performance on the road and in the price war that we can't help but be
impressed - even though we haven't been able to drive it in the UK yet. This is a cracking car that takes the Type R brand to a
new level of sophistication, ensuring it appeals to as many new buyers as there are existing fans. It's difficult to see anything
coming along to better it.
Trending Topics
Honda-Tech Member
Joined: Apr 2001
Posts: 12,746
Likes: 1
From: Funfax
Re: New Civic Type R!! (FBP_1171)
I think this new CTR is going to be more than a match for the new ITR, given a little time. The old CTR couldn't compare because of its smaller engine, but this is only a 17hp difference in an engine of equal size and a lighter car. I want one.
Honda-Tech Member
Joined: Feb 2000
Posts: 236
Likes: 0
From: Nor, Cal, USA
Re: New Civic Type R!! (RagingAngel)
Man..I've got to drive one of those new hatches.....that shifter is really damn odd looking...
