Honda Civic Type R 2017 Review - International

Set to go on sale in Australia from October – and with a price tag of $50,990 – the fifth-gen Civic Type R is Honda’s fastest accelerating and quickest hot hatch yet. Powered by a 235kW/400Nm (detuned to 228kW locally), the 2.0-litre VTEC TURBO-powered five-door set a new lap record at Germany’s Nurburgring Nordschleife, and looks set to run out of dealership doors just as quickly. With 250 pre-order sales confirmed, and over 5000 expressions of interest, the Civic Type R looks set to become a new hot hatch sensation Down Under.

Arrested development
The road to reality for Honda’s dramatically-styled new Civic Type R has been nothing if not protracted. Heck, it’s taken longer to kick in than the VTEC, bro.

Since 2010 there’d been rumours of a turbocharged replacement to the high-revving hero of old. I even drove the prototype at Honda’s R&D facility in Tochigi, Japan, four whole years ago, such is the long-drawn-out nature of the Type R’s development.

So, like the rest of the hot-hatch-loving world, I was keen to pull on the flat-peaked cap and put the production model through its paces – and where better to do that than in speed-liberated Germany.

'Ring its neck
Even before its official unveiling the fifth-generation (FK8) Civic Type R had set a new front-wheel drive record at the Nurburgring Nordschleife.

Seven seconds quicker than the outgoing model the 235kW at 6500rpm and 400Nm between 2500-4500rpm direct-injected 2.0-litre VTEC TURBO-powered hatch cracked a 7:43.80 around the 20.83km ‘Green Hell’. That’s quicker than both Renault’s Megane RS 275 Trophy R (7:50.63) and Volkswagen Golf GTI Clubsport (7:49.21); a lot quicker. In fact, it’s so quick the Civic Type R averages 161km/h at the ‘ring, the seven-second difference equating to a distance advantage of 315m/lap on the outgoing model!

And its official acceleration times aren’t half bad either. Honda says the Civic Type R will hit 100km/h in 5.7sec on its way to a top-whack of 272km/h. Yes, the all-wheel drive Ford Focus RS is quicker to the tonne (4.7sec), but Honda wins the v-max match by 6km/h.

Honda insists these numbers make the Civic Type R the fastest-accelerating and quickest car in its class. We were keen to prove their claim.

Cling. Wrapped.
Like each and every Civic Type R before it, the body frame of the newbie shares its origins with the regular production model. Constructed ‘inside out’ the shell is torsionally stiffer (+37%), more rigid (+45%), lighter (-16kg) and quieter than the outgoing model. The centre of gravity is lower (-10mm) and the hip-point even nearer to the road (-25mm).

To ensure the whole lot clings to the road Honda wrapped the Type R’s body with aggressive aerodynamics; the longer (+165mm), wider (+2mm), lower (-36mm) five-door sculpted and clad with aero-friendly underbody panels, a front air curtain, rear wing, and vortex generators to ensure the best possible balance between lift and drag.

Those 20-inch Berlina Black alloys and 245/30 Continental SportContact6 tyres are pushed to the road by Honda’s new Dual-Axis MacPherson Strut (front) / multi-link (rear) suspension and three-mode, three-chamber electromagnetic adaptive dampers, and steered by a Dual-Pinion Variable-Ratio Electric set-up, also new to the Civic Type R.

It all ‘thinks’ via a series of G-force, steering angle and brake pressure sensors – and Honda’s Agile Handling Assist stability control system – to continually adapt the chassis to road and driving conditions, and act as a Torque Vectoring by Brake arrangement in – and out of – the bends.

Bespoke four-piston Brembo stoppers clamp 350mm rotors up front while larger 305mm (+9mm compared to the old model) jobbies halt the rear.

The 2017 Honda Civic Type R measures 4557mm from bumper to bumper, 2076mm from mirror to mirror, and 1434mm from road to roof-top. There’s 2699mm between the axles, 1599mm between the front wheels and 1593mm between the rear wheels. The whole package tips the scale at 1393kg (kerb) and offers a turning circle of 11.8m.

What’s inside counts
Although some of us would be happy with three pedals, a stick, a seat and a steering wheel, Honda says new-age hot-hatch ‘purists’ also want the finer things.

To that end the Civic Type R delivers. Its piano-black Technology Centre console – complete with machined titanium gear knob – includes an integrated wireless smartphone charging pad, and HDMI, USB and 12-volt connectors. It’s topped by a 7.0-inch touchscreen for infotainment and dual-zone climate control functions, and also incorporates a reversing camera, digital radio, Bluetooth, Apple CarPlay and Android Auto connectivity.

In front of the driver, the 7.0-inch colour instrument panel is configurable with Type R-specific virtual gauges, mode-specific illumination, gear-shift indicator, turbo boost pressure gauge, G-meter and a lap timer.

Honda offers all of its SENSING electronic driver assistance technologies in the Civic Type R, many of which are expected to feature in Aussie-spec models. These include Adaptive Cruise Control, Collision Mitigation Braking System, Forward Collision Warning, Intelligent Speed Assistance, Lane Departure Warning, Lane Keeping Assist System, Road Departure Mitigation, Traffic Sign Recognition, and a Tyre Pressure Monitoring System.

Oh, and in case you’re interested in using the boot, the Civic Type R offers 414 litres’ space and 60:40 split-fold rear seats. There are no Magic Seats on the Civic Type R owing to the relocation of the 47-litre fuel tank.

The new hot hatch standard?
Being an Aussie in Germany to drive a British-built Japanese car speaks of the Civic Type R’s global appeal. It’s the kind of car front-drive hot-hatch purists the world over have waited a long time to sample – and though many have parted with their cash without so much as a test drive, we think $51k is a lot to ask for a front-wheel drive hot hatch, and understand it must deliver plenty.

Taking to the Lausitzring outside of Dresden we quickly found a very different Type R. Gone is the high-revving powerplant of old. A new, more eager ‘heart’ in its place. The engine develops revs more quickly than before, and though it isn’t as peaky, it does have a very definite limit, around 600rpm before the indicated redline.

Delivery is strongest over 3500rpm, the mono-scroll turbocharged taking time to develop full boost – though we wouldn’t say it’s an issue. You just need to work at keeping the engine in its sweet spot, keeping the gearbox busy. In this way a dual-clutch transmission would serve the Civic Type R better, but as promised the manual gearbox is engaging, and the rev-matching function hard to fault.

Throttle response is more linear than before. It’s a balance that gives the Civic Type R a progressive, more deceptive sensation of speed, but it feels as quick as the claim.

It does, however, also feel like a larger car. It’s not as ‘chuckable’ as some in its class, and feels proportionally bigger from that sexy, red, low-slung seat. There’s a tendency for the Civic Type R to push its nose (understeer) progressively toward the limit of adhesion, giving plenty of notice you’re trying too hard. It’s easily countered with the throttle, of course, and can even get a Megane-esque wag of the tail if you leap off the gas too quickly.

If there’s any negatives to the Civic Type R it’s the steering. While perfectly accurate and wonderfully weighted it ultimately lacks communication, and is a little sharp off-centre. We also found the gate between fourth and fifth gear a little further space than the throw between second and third… let’s hold fire on that issue until we change gears with our left hand.

The Brembo brakes are phenomenal, though the pedal stroke lacks the assistance of some rivals. Give the pedal a decent push, however, and the deceleration is rapid and repeatable, lap after lap after lap.

The verdict
The Civic Type R delivers on its many promises, and for that reason alone has been worth the wait.

It’s a refined hot hatch, with stability and speed in equal measure. Sure, there are more chuckable, aggressive and faster-accelerating (0-100km/h) competitors out there, but on the maturity front it’s a big step forward for Honda.

Think better-than-Euro levels of ride compliance, predictable handling, and exploitable power. It’s a driver’s car that has ripened to meet buyer expectations – and one we think discerning hot hatch buyers are bound to appreciate.

Maybe it's time to throw away the flat-peaked cap.

2017 Honda Civic Type R pricing and specifications:
Price: $50,990 (plus on-road costs)
Engine: 2.0-litre four-cylinder turbo-petrol
Output: 235kW/400Nm (228kW/400Nm locally)
Transmission: Six-speed manual
Fuel: 8.8L/100km (ADR 79/04 Combined)
CO2: 200g/km (ADR 79/04 Combined)
Safety Rating: Unrated

Related reading:
>> Honda Civic Type R 2013 Prototype Drive
>> Honda Civic Type R 2016 Review
>> Honda Civic Type R 2017 pricing and specifications