Road test | Honda Civic Type R: the idol of a generation

Although it may have aroused the disdain of some who described its – young – owners as “upside down caps”, the Honda Civic was a driving force for democratization during the 1990s and 2000s. With it, a whole vibrant culture of tuning crystallized, fed by a considerable amount of components. At the top of the pyramid sat the mythical Type R, which has long been a forbidden fruit for North America. Many things have changed since then, but the aura of its second generation to be offered here shines brighter than ever.

Design

The previous-generation Civic Type R drew ridicule because of its design, which could have caught the attention of many ufologists. Her descendant is still extravagant, but is much more measured and balanced. Stockier and leaving aside the oblique front optics, it exudes a strength that has gained in wisdom. Admittedly, its three-outlet exhaust system remains, as well as the front spoiler/skirts/diffuser assembly, but there is much more cohesion in their meeting. Honda also claims that this new design increases downforce for more stability at high speeds while reducing drag. Its curved fenders expose a stretched track width of 25 mm at the front and 19 mm at the rear while the wheelbase gains 36 mm. Longer by 31 cm than a Volkswagen Golf R, this Civic is also quite imposing, overflowing on the side of the intermediates.

On board

Reaping the benefits of its exterior dimensions and the polish that the 11^e Civic, the interior of this Type R is the example to follow in the segment… provided you like red. The carpet just like the front buckets welcome us with their carmine hue, an obvious genetic link with the ancestors. The dashboard is the standard measure in the arena, combining sleek and efficient design with faultless ergonomics. The honeycomb mesh fixed in all the brand’s models breaks the monotony in addition to adding a rawer element of material. A number of soft-textured parts make up the assembly, the assembly and feel of which are of high quality. The space itself impresses us with its expanse, favoring clearance at head and leg level. The large 696 L trunk would also make many SUVs blush.

Under the hood

The load of this Type R is still led by a turbocharged 2.0L four-cylinder engine whose power climbs to 315 hp and torque to 310 lb-ft. To obtain these figures, the engineers improved the efficiency of the exhaust system and the turbocharger, capable of increasing the pressure to a remarkable 25.2 psi (1.7 bar). Its flexibility is captivating, but the star of the duo is its manual transmission. Fitted with a six-speed fork whose guidance is unequaled in vehicles with front-wheel-drive chassis, it blends in fascinating harmony with the engine it guides. The clutch bites confidently with every gear change. Rev synchronization happens naturally with a lighter flywheel. The only fly in the ointment is the engine speed, which is sometimes slow to drop when climbing the tachometer, a “rev hang” phenomenon which remains generally well controlled, moreover.

Behind the wheel

Observing from the driving position the air extractor cut out of its abnormally long hood for a compact, we appreciate the support provided by the furniture at the front as much for the new thighs as for the sides. The seat can also be lowered, which makes it easier to become one with the machine. The first gear change reveals the intentions of this Civic Type R in all the firmness of its damping. On Quebec roads, the Japanese stamps its feet under strong acceleration and manhandles its passengers, a character trait that becomes almost unbearable when you engage the “+ R” mode which automatically firms up the shock absorbers. Never mind, the scalpel is still as sharp as before. Its wide 265 mm espadrilles made by Michelin (Pilot Sport 4S) bite fiercely, ensuring, with its stiffened frame, neutral and extraordinary hold in turns. The steering is almost telepathically progressive, ensuring constant driver involvement. It’s high-flying, but it’s also pretty sharp.

Embedded technologies

Very few buyers will care about the technological offer of this Type R. It is a purchase generally guided by passion. However, it remains correctly provided in this sense. Its multimedia system does not have the definition of that of the latest Honda Accord, but offers a logical layout, good responsiveness and flawless readability. GPS is built in, as is wireless Apple CarPlay and Android Auto. The configurable digital instrumentation interface is among the best of any manufacturer. A Bose stereo is also part of the standard features, ensuring an acceptable sound for the mission, without really shining. In a completely different vein, note the absence of heated seats and heated steering wheel, despite the price demanded, which will make chilly mornings less pleasant.

The verdict

With the birth of this seventh-generation Civic Type R, the arrival of the Toyota GR Corolla and the recent redesign of the Volkswagen Golf R, sports compacts are living happy days. They are also threatened with extinction – at least in their current form – as the industry continues on the path to electrification. The Type R is therefore an important and necessary work that puts driving at the forefront of its design philosophy. However, this approach is a double-edged sword: the harshness of its damping and its summary soundproofing make it a much sharper vehicle than a Golf R, for example. Its two front drive wheels also limit its ease when the asphalt becomes icy or snowy. So you probably have to approach it as a three-season vehicle. In this mission and in that of awakening the senses, the Honda Civic Type R excels in a way that very few cars manage to do.