SCREAM IF YOU WANT TO GO FASTER (some text hidden) SECTIONED_new_hondacivictyper_131009

By Jonathan Crouch

Introductionword count: 104

Hot hatchbacks have a tougher balancing act to pull off than most performance cars. They've obviously got to be quick and they need to be seen to be quick - image and reputation being vital in this market - but they must also appeal to a wide audience. Honda Type-R enthusiasts were appalled when the fastest version of the eighth generation Civic was unveiled and the manufacturer freely admitted it was more refined, easier to use and not much faster than the previous model. Was Honda selling out, chasing mass appeal at the expense of the hardcore Type-R customer base? They needn't have worried.

Modelsword count: 9

Models Covered: 3dr hatch (2.0 petrol [Type-R, Type-R GT])

Historyword count: 218

Honda's Type-R sporting brand has a short but illustrious history. In 1992 Honda boffins teamed up with F1 great Ayrton Senna to improve the fortunes of the NSX supercar in competition. The NSX-R was born and the Type-R brand with it. Type-R versions of the Honda Integra, Accord and Civic followed, all following the formula of a more focused suspension set-up, lightweight components and a high-revving Honda VTEC engine. In 2006, the eighth generation Civic went on sale in the UK and by September of that year, the production version of the hot hatch Civic Type-R had been unveiled at the Paris Motor Show. The car was launched in the UK in January 2007. Both Type-R and Type-R GT models were offered from launch and Honda was immediately criticised for the poor specification of the standard version. For well over £17,000, you still didn't get hot hatch basics like front fog lights or air-conditioning, so most buyers stumped up the extra £1,000 for the GT which also, rather curiously on a car like this, threw in cruise control. In 2009, the Championship White version was launched into a range that had previously only included red, silver and black paint jobs. The car also featured a limited slip differential but at another £1,000 over the GT, it wasn't cheap.

What You Getword count: 343

When Honda launched the eighth generation Civic in 2006, it was hard to work out what the inevitable Type-R version would ultimately look like. The Japanese marque had everyone taken aback with the car's futuristic looks and intricate detailing. All models had the same dramatic wedge-shaped profile, a rear spoiler and those triangular exhaust pipes, so there didn't seem anywhere much for a sportier Type-R version to go styling-wise. When the car appeared, it did at least fill out its wheelarches more effectively with 18-inch alloys, but other than the badges and lots of detail tweaks, there isn't a huge amount of difference between this raciest Civic and its standard shopping three-door counterparts. Under the skin it's a different story. The Type-R retained the 2.0-litre i-VTEC petrol engine from the previous generation model, albeit with a small power upgrade from 197 to 198bhp. Further changes to the engine brought more useable torque to a lower point in the rev range. The sports suspension, lowered by 15mm, also upgraded performance on the road as did an enhanced braking system with 300mm ventilated discs on the front. Unlike the seventh generation Civic and leading rivals like the Golf GTI and Focus ST, this Type-R doesn't have independent rear suspension. Instead, it inherits the basic torsen beam set-up from the standard MK8 Civic. The interior design of the eighth generation Honda Civic was just as extrovert as the outside and the Type-R version inherits it. The Dual Zone, two tier dash presents you with a plethora of displays with red illuminated dials set off by gun-metal effect switch panels on either side of the central display. The driver grips a black, leather-covered steering wheel with red stitching and central 'H' logo, while the gear shift knob with aluminium-finish has a black boot with red stitching. And, to make each Type R even more exclusive, a plaque engraved with the car's unique serial number is placed just ahead of the gear lever. Practicality is better than you might think with acceptable rear legroom and a massive boot.

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