Honda Civic Type-R – The Last Samurai
HONDA CIVIC TYPE-R
THE LAST SAMURAI
Words by Marco Rallo / Photos by Andy Williams
The Type-R is one of those cars that knows how to do many things well, nevertheless you will end up driving like a man possessed from morning to night, always looking for its dynamic limit. But does it really have one?
It is legit to figure out that this road test would have delivered some fines to our mailbox, but I never expected that we would receive just one. I am almost satisfied, even if I consider myself more than wise for having avoided spending too much time on the motorway or on more civilized roads than usual – for the records, those invaded by speed cameras. The time had come for our face-to-face with the Civic Type-R, the last survivor of a battle almost spent as a spectator with a necessary distance and from which the cousins from Subaru and Mitsubishi pulled out definitively, at least for the moment. With the STI and Lancer Evo out of the games, the Type-R keeps the Japanese hot-hatches’ pride high, but it doesn’t do that with the same recipe as the two rally legends, but maintaining the ingredient that has always characterized the little Honda, ie with traction on the front axle only. It must be said that the horses have increased and that in a hypothetical firefight with the other two mangas mentioned above, it would be enough a handful of kilometers to make its absolute supremacy clear. Mark my words.
The look is one of those that will make your parents turn up their noses, which catch the eye everywhere you go and preview an aliens landing, which is why you feel more at ease once approaching some tarmac away from built-up areas. There is plenty of testosterone to be disqualified for doping, so angular muscles that seem to be the hyperbole of themselves, a three tailpipes exhaust in the middle of the rear bumper, but the reality is that the new Type-R doesn’t want to make fun of you. Under such an exasperated and extreme image, in fact, there is a mechanical and engineering divinity ready to disintegrate any preconception that may arise while observing its body full of angles and spikes. It seems to be looking at a weapon that comes from the future, an android with a high artificial intelligence that will soon take the most effective analogical resources to dispense assured heart attack driving moments.
The recipe is in fact those that are tempting the most, but that clash with the more traditional laws imposed by physics. The 2-liter 4-cylinder VTEC is among the architects of such a power deflagration, with the 320 horses being unloaded on the front axle, appropriately assisted by a mechanical self-locking differential, all through a 6-speed manual gearbox boasting short and so surgical shifts able to create immediate addiction. The Type-R is one of those cars that knows how to do many things well, nevertheless you will end up driving like a man possessed from morning to night, always looking for its dynamic limit. But does it really have one? Apparently not. But we are still talking about a hatchback with five doors, five seats, a decent trunk and a clutch pedal soft enough to not make you cramp if you find yourself stuck in the heart of the city coming back from the office. Yet, pushing this Civic to the edge of a ravine becomes one of those unhealthy ideas that starts to invade your mind as soon as you think ‘bout it, which turns to happen constantly.
The center of gravity is not as low as you might guess, the weight is around a ton and a half and after all it is still a front wheel drive car, with those two wheels that must take charge of grounding the power of the turbo engine, setting corners and get out of ‘em. Things are clear from the very moment you enter the cockpit and close the door, then hearing an empty sound, proof that the panels are light and in full contrast with what its massive shape can make people think. Comfortably seated on the fiery red sports seats, finished in Alcantara and fabric, I look for the ideal position, keeping the steering wheel close to me and appreciating the very short gear lever with aluminum knob, a real gem. I don’t care if the dashboard looks plasticky, I start the car and it already comes to life in Sport mode – hello! The 4-cylinder engine is quiet – a bit too much – it betrays the vulgarity of a pot ready to throw itself between obscene twisty routes and a constant race towards the rev limiter. Then using the +R mode there is a significant increase in steering feedbacks (harder) and throttle (more sensible), with the consequent color change (in red) of the digital instrumentation in front of the driver.
Every moment spent away from the road becomes a wasted moment. I move the first few meters which then become kilometers and the last Samurai joust from the future enters my brain. The Type-R is literally planted on the ground and if in first and second gear you have to make sure you have a pretty firm grip on the steering wheel, it’s when you go into a corner like a maniac that you really begin to understand what kind of car you’re dealing with. The rear is glued and follows as on a track the most sudden movements you can trim through a wheel precise like a laser scalpel. You engrave such perfect lines that they almost seem to incite you to increase the pace again and so what do you do? Time to obey. The turbo VTEC has a full-bodied delivery that starts at around 2,500 rpm, constantly increasing and forcing you to keep a steady eye on the rev counter. The 400 Nm are felt precisely, but ironically you find yourself driving as if you were on a naturally aspirated, downshifting an extra gear and getting everything out of the 320 horses available. Never as in this case, specs and technical sheets do not do justice to a car: 5.8 seconds from 0 to 100 kph seem a heresy, especially when compared to the effort that will have to be made to fight the force that the body exercises on the seat while accelerating, decelerating and above all facing bends as if they were the last things to do in your life.
Aerodynamics play a fundamental role as well here, with the enormous rear spoiler that in addition to peep in the rearview mirror every time your eyes moves slightly from the road in front of you, helps to hold the tail and when braking prevents any snug of the front maintaining the perfect balance of the weights while cornering. The same goes for the brakes, always up to the situation, especially considering that the Type-R takes you to keep too extreme paces for this kind of car. A further example of the maximum concentration of Honda engineers is also appreciated with the automatic heel-toe, a useful and practical solution that allows you to always have the ideal matching revs for aggressive driving. Moreover, the system is able to understand if you are the one to take charge of that and, in that case, it does not interfere.
I admit that I’ve also driven the Civic Type-R as a family man, taking advantage of the practical side that distinguishes it as it is based on a pretty good hatchback at ease in all circumstances, maybe in Comfort mode and trying to keep that little devil away from my shoulder. Okay, I’m lying. But in case you intend to take one home, know that it will be perfectly able to give you moments of civil coexistence. After all, however, you will know that it will be a one-way entrance to the most exciting Fight Club of the Rising Sun. It will not have all-wheel drive and for the moment it still does not feel the need, and after having lived with it for two weeks, I do not consider it just the best front-wheel drive on the market today, but one of the best sports car you could possibly drive.
HONDA CIVIC TYPE-R
Layout – front-engined, front wheel drive
Engine – 4 cylinder 1.996cc – turbo
Transmission – 6-speed manual gearbox
Power – 320 hp @ 6.500 rpm
400 Nm @ 2.500-4.500 rpm
Weight – 1.451 kg
Acceleration – 5,8 sec.
Top Speed – 272 kph
Price – from € 41.500