Honda celebrates 25 years of Civic Type R

THE Honda Civic Type R holds an esteemed place in the realm of “fast fours” due in part to their superlative sub-2.0-litre four-cylinder engines. Early naturally aspirated Type Rs would rev all day to 8000rpm and gave near bulletproof service… many still are in various race car applications, proving just how reliable Honda’s engineering really is.

 

Force feeding (turbocharging) these engines did little to dent their reliability, lowered revs and dramatically increased power and torque. Driving a Civic Type R has always been a frenetic exercise of heavy throttle application, fast cog swapping and aggressive steering… to get the best from car and chassis.

 

It was and still is an intoxicating mix for any motoring or driving enthusiast.

 

Unfortunately, like all the truly exciting ICE powered sporty cars, the Civic Type R’s days are numbered – at least as we currently know them… it is not known if Honda has an EV version of the Civic Type R waiting in the wings.

 

In the meantime, it’s been 25 years since the first Civic Type R appeared, though not in Australia.

 

People have imported the first EK9 Civic Type R but it wasn’t a factory sanctioned import here. We missed out on quite a few factory-imported Civic Type R generations but thankfully a few slipped through and of course, we did get the CRX and Integra Type R that shared underpinnings and powertrains with the Civic.

 

It all started back in 1997, and ever since, Civic Type R has been continuously refined to deliver what Honda describes as “the ultimate front-engine, front-wheel drive experience.” The Type R name has been synonymous with an unmistakable mix of enthralling dynamics and high-performance engines.

 

The race-derived Type R variant has been credited with rewriting the rulebook on what a hot hatch should be, however that’s an assumption that may be disputed. Civic Type R variants embody the Type R ‘philosophy’ to the maximum thanks to exquisite engineering and engaging dynamics.

 

Over six generations, the formula has evolved to deliver the ultimate front engine, front-wheel drive performance hatchback to customers, one that can comfortably handle the daily commute from Monday to Friday, before tackling the circuit at weekends.

 

The Type R nameplate can be traced back to the 1992 Honda NSX Type R, which raised the bar on performance and dynamic ability, but was only available in extremely limited numbers.

 

The first EK9 (1997-2000) Civic Type R was built as an affordable, accessible Type R for all. Honda applied the NSX Type R and Integra Type R philosophy to the little three door Civic following a similar engineering ethic to give an engaging, rewarding drive.

 

The EK9 was offered to the Japanese market only and had a high-end specification, including a hand-ported 1.6-litre, DOHC VTEC engine that produced an impressive 116hp-per-litre, a lightweight seam-welded shell that contributed to a total vehicle weight of just 1050kg.

 

It was paired with a helical Limited Slip Differential (LSD) and specialised suspension components to completely transform the driving experience. Launched to outstanding reviews, the EK9 set in motion the pursuit of the ultimate front-engine, front-wheel drive performance hatchback.

 

The next cab off the Civic Type R rank was the EP3 (2001 – 2005) which was a European take on the Type R and also not sold here. As a result of the overwhelming success of the first-generation car, the second-generation was offered across Europe thanks, in part, to being manufactured in the United Kingdom.

 

The new car introduced an all-new and now iconic 2.0-litre DOHC i-VTEC ‘K’ series engine that redefined what a normally aspirated two-litre engine could do.

 

It too featured uprated brakes, a precise, close-ratio six-speed transmission and a shell that made extensive use of high-tensile steel to increase torsional static rigidity by 80 per cent over the EK9. Toe-control link strut suspension in the front and reactive-link double-wishbone suspension at the rear combined with new electric power steering (EPS) and variable gear ratio (VGR) for highly rewarding steering feel and feedback.

 

Finally, Australia got its first Civic Type R in the European built FN2 (2007-2011) – at the same time as Japan got the lighter (some say better) FD2 model … Civic Type R in two flavours.

 

The third generation Civic Type R was unique in that the European and Japanese models differed dramatically. Europe received the FN2-based hatchback, which retained the proven 2.0-litre engine, but introduced a new chassis that moved the fuel tank beneath the front seats to improve interior space and flexibility.

 

Japanese customers were instead offered the FD2 sedan, which offered an even more focused driving experience thanks to additional items such as a more powerful K20A engine, a helical LSD and powerful Brembo brakes. The increased weight of the sedan was countered by extensive use of structural adhesives instead of welding and aluminium in both the chassis and panels.

 

The Civic Type R FK2 (2015-2017) introducing a VTEC turbo engine and was not available here.

 

As market and regulatory expectations shifted, the move toward turbocharging was inevitable. Honda engineers worked meticulously to develop the K20C1 turbocharged 2.0-litre engine that offered explosive performance thanks to a 228kW output.

 

In order to better control that significant increase in power, Honda introduced its Dual Axis Strut Suspension paired with a limited-slip differential to counter the torque-steer encountered in high output front wheel drive cars.

 

The 2015 Civic Type R sprinted from 0-100km/h in 5.7 seconds and came equipped with large diameter (351mm) front discs that formed part of the high-performance Brembo braking system. The FK2 proved a formidable base for a competition car, winning several TCR Touring Car titles across the globe.

 

The bigger FK8 model ran from 2017-2021 and was spruiked by Honda as “The Ultimate Sports hatchback.” The FK8 was the ultimate evolution of the Civic Type R and a significant evolution of the FK2. The new car gained a host of new mechanical features such as adaptive dampers and further revisions to the K20C1 engine to boost power to 235kW.

 

The model also introduced downforce to the equation for an even more intense drive; the external aerodynamic package worked in unison with an advanced, almost flat underfloor, to actively contribute to negative lift. The model also made its debut in the United States, with the region leading global sales for the car.

 

And finally the FL5 (2022- ) what Honda calls the “Ultimate Sports 2.0”.

 

Due here in early 2023, the all-new generation Civic Type R further evolves, matures and refines technologies that have been developed over several generations. While new technologies and refined aerodynamics have helped set the bar higher once again, a clear lineage can be traced back to the FD2 generation with the incremental revisions resulting in the fastest, most rewarding and addictive Civic Type R ever built.

 

Already the track record holder at Suzuka, the new Civic Type R is a fitting way to celebrate 30 years of the Type R nameplate.