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iTrader: (2)

At the limit in Honda's British-built sport compact

It might only have 198 horsepower, but the 2007 Honda Civic Type R is smack in the middle of the hot European sport compact market that has enjoyed a revolution in recent years.

We say only 198 hp because the latest models from Ford and GM boast 222 hp and 237 hp, respectively. Forced induction is now the order of the day as European "hot hatchback" buyers find themselves drag-racing Porsches. But Honda's marketing mouths say the normally aspirated Civic Type R ducks the power struggle in pursuit of a purer driving experience.

Typical Honda. It's hoping European enthusiasts will eschew brute force in favor of fun and finesse. The strategy worked in the past with cars like the NSX and previous hot Civics, but this time around it sounds dangerously like an excuse.

The Type R philosophy
The Type R name was initially applied to Honda's motorcycles to denote a performance derivative. The first car to carry the nameplate was the wonderful NSX-R, a stripped-out version of Honda's NSX supercar. More affordable Type Rs followed, including the Integra Type R that was introduced to the U.S. in 2001.

Although no Civic Type R ever has been sold in the United States (including this latest example), the Civic Type R in Europe is an alternative to age-old favorites, such as the VW Golf GTI.

Each Type R model was bound by a common philosophy — to deliver a raw, edgy, race-derived driving experience. A high-revving, normally aspirated engine was a prerequisite, as was a quick-fire gearbox. The original Civic Type R delivered all of these things, but its harsh ride and poor refinement made long journeys a chore. The new model therefore seeks to offer a greater breadth of ability, without compromising the Type R philosophy.

Self-consciously radical
In Europe, Honda is determined to establish a more youthful image. While the old Civic was conservative, the new model is self-consciously radical. The aggressive wedge shape is defined by a narrow snout and a high waistline that culminates in an extravagant rear spoiler. There's also some unusual detailing, such as the triangular exhaust pipes and the red Honda badge that denotes a Type R model.

The cabin is no less radical. At first glance, it all seems a little overpowering. A 3D rev counter takes center stage in a binnacle framed by the three-spoke steering wheel. The speedometer has a pod of its own on top of, and set back from, the rev counter. The primary controls for the stereo and ventilation are mounted centrally but additional switches — including the one to turn off the standard stability control — are scattered randomly about the fascia.

You sit high — a little too high — on the sport seats and grasp a tiny three-spoke wheel. No passenger could be left in any doubt that this is the Type R, as there's "R" branding on the seats, the carpets and steering wheel. The pedal set and shift **** are carved from aluminum, and there's a bright-red starter buttonn, a gearchange indicator light beside the speedo and a plaque displaying the production number. Some might find it too garish, but at least it's different.

Si under the hood
The Type R's 2.0-liter four-cylinder engine is essentially the same engine used in the American-market Honda Civic Si where it is rated at 197 hp at 7,800 rpm and 139 lb-ft at 6,100 rpm.

It's an impressive power plant, revving happily to 8,000 rpm with the provocative, high-pitched engine note we've come to expect of a Honda i-VTEC. The system switches to the high lift cam at 5,400 rpm so the engine offers an effective power band of 2,600 rpm. The cam change has also been refined so the power delivery is now more linear.

But for all its high-tech trickery, it still struggles in the face of the turbocharged opposition. More significant than the power deficit is the Honda's chronic lack of torque. Whereas the 2.5-liter, turbocharged engine in the Ford Focus ST offers 236 lb-ft of torque from 1,600-4,000 rpm, the Honda musters just 142 lb-ft at 5,600 rpm. The 197-hp VW Golf GTI offers 207 lb-ft at 1,800 rpm.

That means the Civic needs to be thrashed to deliver its best. Six closely stashed ratios help its cause and the gearshift is both quick and positive, but the Honda's competition is less labor-intensive to drive quickly. The last Honda Civic Si we tested, a sedan, hit 60 mph in 7.1 seconds and reached the quarter-mile mark in 15.3 seconds at a little over 93 mph. Honda says the front-wheel-drive Civic Type R, which unlike the Si does not use the company's helical limited-slip differential or any other LSD, can hit 60 mph in 6.6 seconds.

Torsion beam in back
Whereas most of its rivals now boast sophisticated multilink rear suspension systems, Honda has opted for a torsion beam in the interests of packaging and, no doubt, cost savings. A more familiar MacPherson strut arrangement is employed at the front.

It only takes a few yards to discover that the ride quality is still on the solid side of firm. While the Ford or VW smother surface imperfections with well-judged damping, the Honda feels like a refugee from the racetrack. Die-hard enthusiasts will appreciate its raw-edged character, but a firm ride is not necessarily a prerequisite of exquisite handling — just ask Lotus.

The Civic turns in nicely and there's no shortage of grip from the 225/40R18 Bridgestone Potenzas. This car can carry big speed, but it lacks sophistication. The balance and poise of the VW or, to a lesser extent, the Ford, is missing here. You need to bully the Honda, but the experience is strangely unrewarding. On a track, this car would no doubt feel terrific, but on the road it often feels like it's trying too hard.

The steering undoubtedly improves on the old models, but it's still not perfect. The weighting is good but a Golf's helm is more talkative. The brakes are also nicely weighted and the pedals well placed.

High price, low torque
Honda's U.K. pricing for the Type R is curious. The company regards itself as a quality rival to VW and even Audi. It seems strange, therefore, that at £17,600 ($34,278), the Type R should be pitched below the Ford Focus ST ($35,047) and the VW Golf GTI ($40,082). This is surely a tacit acknowledgement that the Honda doesn't have the firepower to command a premium.

The Type R is by no means a bad car. It's distinctively styled and when you're in the mood and on the right road, it can be great fun. On these occasions, its slightly rawer character will give it an edge over its most obvious European rivals.

But for all Honda's talk of increased civility and all-round appeal, the Type R lacks the performance or the depth of quality of its European rivals. The game has moved on since the Integra wowed us in the 1990s and Honda needs to play catch-up. The Civic needs torque, not talk.

DarkBrew

Not a fan of the interior or exterior looks.

XDEEDUBBX

japan gone euro piece of crap..though i still wouldn't mine daily driving one.

CarAndDriver

Honda has overstyled the Civic interior...the car is okay, but it better handle like a dream to make up for the lack of ooopmh. The 8000+RPM redline can only take you so far when you're getting beat by V6 Accords and Camrys.

rotaryWizard

i actually kind of like the interior and even the little detail with the dispaly panel and the start button, i wouldn't mind having a vtec hatchback like that.

ChuLooz

im not that a big fan of the civic, but im gunna say that there is very little styling to complain about IMO, they might, just might have something going here.

sunilseru

I would buy one. I am sure it will handle very very well.

And, I want that shift ****!

map

The hatch styling is worlds better than the coupe and sedan versions we get here. Still, it's only ok, and I'm not a fan of the interior either.

toxin440

rear looks like *** to me (no pun intended) in my mind it has this "prius" look to it from the back.

oh well to each their own.

BlueEyes

10+ years later and this is still just as fast, if not faster...

<gratuitous picture of my new car >

sunilseru

^ WOW!

awesome car, awesome color. I would love to own one of those...

playdoh43

the new type r civic has not been very well received considering that it had gained quite a bit of weight yet very little hp to make up for it. the verdict is still out though until they start tracking this baby, cant wait to see it on BMI

(its likely going to be racing the rx8 again, the last gen type R civic and integra both beat the rx8 on tsukuba)

Jacques79

Do you prefer driving the RX-8 or the ITR when you feel like just flooring it and having some fun?

Sephiroth

Slow and Ugly, what else is new?

dillsrotary

it's most likely as fast or a very small tad slower than the 6 speed manual rx8's.

BlueEyes

I don't have an 8.

The ITR, RX-8, and a handful of other cars were on my shortlist. I really wanted an 8, but couldn't find a used example in the condition I expected for the $$ I was willing to spend. I have had a lot of seat time in the car, however.

If I could have gotten an 8 for the same price, and same condition as the ITR, I would have picked the 8 hands down. I do a lot of commuting, in fact, that's how I spend most of my driving time (100 miles/day). The 8 just makes more sense for that duty. It's a lot more refined, and more comfortable while delivering the same performance.

If I had to choose either of them just for the fun of it, I think I'd choose the ITR. I love the rawness of the car; it's so focused. I get in it and just want to hammer on it, and it'll take it all day long. Another bonus, parts are dirt cheap. It does wear on me a bit for my commutes. It's loud at highway cruise, it has no convenience features, and that stereo...I would have rather they left the thing out, it's that bad. Another negative is the image:- I'm not too concerned about it, but I have clients and business partners that find the sight of me stepping out of it in a suit humorous. I don't know if it'll hurt me with new clients.

I think both cars are close in the fun to drive category, but the ITR gets the edge IMO because of how raw and mechanical it all feels.

As an all-round car, I'd be happier with an Rx-8, however I am still grinning ear to ear with the ITR. Both great cars, they just go about their business in different ways.

Razz1

Are you sure the type R is not out in the USA?

I swore I have seen one several times.

playdoh43

3rd gen was released in the US in very limited numbers

sunilseru

BlueEyes, don't forget the ITR has one of the best resale values (probably only second to the R32) while the 8 is one of the worst. You are lucky to find an ITR in the same price range and good condition...

Razz1

Well I must be lucky as I have seen quite a few.

BlueEyes

Yeah I lucked out with this thing. It's only got 13,000 miles on it. It's in near perfect shape. As long as I keep it in good shape and keep any stock parts I remove, it should hold its value well. I'm in Canada too, so the 2001's had the red interior, which seems to help their value.

CarAndDriver

Hopefully they bring the Type R to the US--we have been so deprived of Honda's R models except for the 3rd gen Integra.

MadRonin

I had a GSR before I bought the 8. The Integra was a scrappy little car that was fun to throw around. Both it and the 8 are fun cars to drive , but the 8 is so much better in creature comforts department.

I wanted a Type R, but couldn't find one, so I bought the GSR. Every time I came across a Type R for sale I'd make it a point to drive it, but I never traded up for some reason. I loved the added oomf the Type R had, but coming from an RX-7 I knew the day I bought the GSR that my next car was going to be a rotary. I just had to wait five years...

bbybmrzmr

yes they did come out in the US in 1997 with ONLY about 320!They were made also made in 98,00,and 01 with very few numbers . i prefer driving the ITR because it an all around car with ECONOMY!

Riggs

I drove the US Si recently and it was a quick and fun overall car. Real nice ride.

I would prefer the new GTI though with the 2.0T FSI.