Honda Civic Type R 2007 Review

What we liked
>> Premium engine and gearbox
>> Presentation inside and out
>> Driver involvement

Not so much
>> Digital speed readout
>> Restricted rear view
>> Big turning circle

Overall rating: 4.0/5.0
>> Engine, drivetrain and chassis: 4.0/5.0
>> Packaging and practicality: 4.0/5.0
>> Safety: 4.0/5.0
>> Behind the wheel: 4.0/5.0
>> X-factor: 4.0/5.0

OVERVIEW
Honda's Civic Type R doesn't slot into any existing segment of the Australian market -- even if its $39,990 pricetag slams it up against some formidable turbo hot hatch and local performance car opposition. And because it doesn't rely on a turbocharger or cubic inches to do its thing, this can make it look almost like an also-ran on paper. Indeed, if you don't drive beyond its lack of low end torque, you could miss the rather special driving experience on offer.

It also comes as a three-door only when most of its European opposition offers five. Yet its funky, chunky styling can't be linked to cooking models that look the same and cost half the price. This leaves it with spades of extra presence and exclusivity.

Although the pricetag is a big ask, it is roughly $5000 cheaper ($9000 if you factor in the 10 per cent duty it carries here) than the equivalent model in the UK, its country of origin, where it has already generated a two-month waiting list. This would suggest that it's something of a local bargain especially when there won't be many around with just 100 deliveries per month.

Look beyond the skin and there is a special body that no cooking model Civic shares. Each example has extra reinforcement built in from the start for one of the stiffest shells in the business.

The engine is not lifted from a bigger everyday model and shoehorned into the Civic either. A special low-volume unit built in Japan, the engine is shared only with other exclusive Honda performance models. That means by any standard the Type R is extra special at the price.

While the Type R is not a specific race or rally build, it is heading that way with its unique shell and engine. It is hardly surprising that it is supporting a European race program with a special version for Groups A, N and R homologated with the FIA.

Because the Type R pedigree extends under the skin, the Civic Type R has extra focus and discipline over alternatives that rely only on tweaked suspension and bigger, turbocharged engines to distinguish them from lesser models. The good news is the Type R actually works on Australian roads and can entertain within our 100km/h speed limit. Indeed, under local conditions on secondary back roads, the Type R comes into its own. In short, judging the Type R outside the Australian context will sell it short.

The Type R has an unusually strong European, even British flavour to its dynamics. This is largely because the original 2001 model was built exclusively at Honda's UK facility in Swindon -- a leftover from the Honda-Rover tie-up that introduced Honda to European dynamics. As Honda UK has been forced to stand on its own feet building Honda models of interest to Europeans, it has become the sole supplier of the Civic hatch and more specifically, this Type R version.

Honda claims it is targeting tertiary-educated professional men in the 28-40 age group who want a sporty, fun to drive machine while seeking comfort and practicality. This might be too limiting when there are just as many women (and men) in the baby boomer age group who treasure great memories of icon two-door models such as the early AlfaSud and Golf models (before they were crippled by local emissions requirements).

Younger drivers who have since experienced the first Honda CRX, Peugeot 205 GTi or the benchmark 1985 Toyota Celica SX (among others) would also understand in an instant what the Type R is about. The Type R pokes a middle finger at turbo junkies and restores some purity to a world that seeks to isolate the driver from what's going on.

PRICE AND EQUIPMENT
Honda has kept it simple: a single, fully-equipped level for $39,990 with no options except metallic paint at $300. There are only three colours (Milano Red, Alabaster Silver and Nighthawk Black) and all get black Alcantara interior trim with red cloth seat inserts.

A full colour-coded body kit including front and rear spoilers, mesh grilles, side and rear skirts, triangular exhaust tips and big 18-inch alloys with extra trim pieces behind the rear discs to fill in the daylight behind the wheels, are typical of the standard detailing. For the Type R anorak, its red H badging appears only on Type R road cars and Honda racecars.

There is a tilt and reach adjustable steering column and driver's seat height adjustment. A brilliant leather-wrapped steering wheel houses audio and cruise control buttons. You heard that last bit right, at last a hot Eurasian hatch with standard cruise control where it is most needed.

There are some neat touches like the dual-zone climate control with the passenger temperature adjustment on the left door armrest. A titanium-look metal gearknob looks the goods but its cold metallic feel won't suit everyone. Power mirrors are heated with a fold-back function, essential when they poke out so far in narrow streets. Standard fog lights should be a hit for doof-doof night cruises.

The drilled aluminium pedal caps look great when the left footrest shares the same finish and the Type R sill trims are reminders of what are too often missing these days. Rain sensing wipers, dusk sensing headlights, rear 12V outlet, chilled glovebox, ambient temperature readout, heaps of covered dash and centre console storage and cup holders, driver computer, front and rear speakers with tweeters are all welcome as is the built-in sound system.

There is a dash indicator that tells you when the i-VTEC (see below) is doing its thing, an item that looks suspiciously like it's consoling owners who must have an answer for a turbo boost gauge.

So what's missing? There is only a single CD (no longer such a big deal with MP3 compatibility and most examples will get some big audio upgrades anyway) and there is no sunroof option nor is there room for one.

The driver's seat has no cushion tilt adjustment but then the angle is already a good compromise. There is no leather option and there is a lot of shiny unprotected body work front, rear and sides.

The radical windscreen probably needs some heat treatment for Australia and there is no analogue speedometer but more of that shortly. There is a separate starter button but without the latest security systems that allow your keypad to stay in your pocket, there is no point to it.

MECHANICAL
This is where the money has gone. The all-alloy Type R engine is a further refinement of the engine already seen in Australia under Integra bonnets. It's heavily modified to improve the driveability when the previous one required 6000rpm to come alive.

The i-VTEC system refers to the combination of the VTEC variable valve timing (which varies the timing and lift of the valves) and VTC variable inlet camshaft technology (which advances and retards inlet valve opening at a different rate by altering the phasing of the inlet camshaft relative to the exhaust camshaft). Honda claims that the system flattens the torque curve to the point where the engine delivers 90 per cent of its torque at 2500rpm.

There is a revised inlet manifold to boost torque further and the cylinder-head ports are smoothed and polished. A drive-by-wire throttle control is new for the 2007 version of this engine and there is a lightweight forged chrome molybdenum flywheel that reduces inertia and makes the engine more responsive. It also means you need to be more careful about matching revs when moving off the line and during gear changes as with all semi-competition engines.

Its power output and delivery without a turbo places it in the same elite company as several atmo Ferrari and Porsche engines with 148kW at 7800rpm and 193Nm at 5600rpm from just 2.0-litres on 95RON Premium unleaded. At this level of tune, an HSV 6.0-litre should be delivering 444kW!

The Type R's combined fuel consumption figure is 9.3lt/100km. Claimed performance stats are: top speed -- 235km/h; 0-100km/h -- 6.6sec; and standing 400m -- 14.8sec.

The close-ratio six-speed manual has triple-cone synchonisers on first and second and carbonised synchronisers on third, fifth and sixth gears for slick changes. The final drive has been shortened from 4.764 to 5.062:1 making all gears useable under Australian speed limits. More importantly, like a racecar, the ratios are so close that when soaring in i-VTEC (which kicks in at 5400 then goes ballistic to 8000rpm), each gear drops you right into the middle of this warp mode without a hint of hesitation.

The Type R is a big departure from the choppy and harsh suspensions of past sporty Hondas. The body starts with a stronger floor cross member ahead of the central fuel tank, beefier upper front suspension mountings and an extra strength cross member at the front of the engine bay. Steering rack mountings and feel are upgraded although there is a limit with the electric power assistance that is the same system used in the Legend.

The basic MacPherson strut front end and torsion-beam rear axle shared with other Civic hatchbacks stay for an unusually deep and flat luggage area but both are finely tuned with high castor at the front and special coil springs with fast response monotube dampers all round. Ride height is lowered by 15mm over the standard UK-market Civic hatch and the rear track is 20mm wider. Because the torsion beam retains a constant rear track under duress, the Type R is refreshingly free from self-steering effects and road harshness can be better isolated.

Stock alloy wheels are 7.5 x 18-inch with 225/40R18 tyres. Brakes feature substantial 300mm front ventilated discs, 260mm solids at the rear with EBD and ABS. The Type R calipers are a neat touch. Switchable VSA (Vehicle Stability Assist or Honda's version of ESP) is also standard.

PACKAGING
This is where Honda goes it alone delivering sharp coupe/liftback styling that is not gender specific. Previous Integra and early CRX owners should also relate to it. As more buyers live life to the max with fancy bicycles and other sports equipment, Honda's adaptation of the Jazz's highly flexible and deep luggage area (including a 60:40 split folding rear seat and space under the rear seat) to such a hot hatch is timely.

Weight is a reasonable 1345kg given the 4285mm length, 1785mm width and 1445mm height. With a 2635mm wheelbase and minimal overhangs, the cabin is bigger than any three-door Civic hatch before it. It looks compact and petite but it will swallow a mountain of luggage and big Aussies won't clash elbows.

The back seat despite the radical roofline is also habitable -- though as a four seater. There are only two rear lap-sash seat belts. The main packaging headache is the long reach back for the front seat belts.

A major departure from the norm is the two-tiered instrument display. The large tachometer in the centre of the instrument panel along with the supplementary gauges work a treat but above all this is a large digital readout for speed. In most sports models this is in addition to the normal analogue speedo but in the Type R it is the only speed reading..

There is a wealth of interesting textures and variations in colours throughout the cabin including plenty of red stitching and gunmetal highlights. Matches between door and dash trim are not quite to the usual Honda standard. Likewise for some of the fit of the plastics in the luggage area but this is nit picking in what is generally a finely crafted, interesting design.

Switch gear is innovative and the separate climate control adjustment on the passenger door is brilliant. It would be good if the various console storage areas were lined.

The Type R sports front seats are some of the best in the business even if the driver's seat is mounted a little high for big Aussies.

Outside, drivers will need to watch the unprotected panels especially the front spoiler and the vulnerable wheels that are propped well out there. The rear spoiler cuts across the rear vision of an average driver. Front vision is panoramic providing you don't need to see any panels ahead of the windscreen and the windscreen wiper sweep has to be seen to be believed, it is so effective.

The massive 12.3 metre turning circle is not a good match for all this unseen fancy panel and wheel work.

The main drawback, and it's a big one for appearance freaks, is the amount of clear plastic on the extremities of the body waiting to be scratched. If you are fussy about how your car looks, one visit to an abrasive car wash and you will be wanting to drive your Type R to the tip.

If the Type R's triangular exhaust tips don't spell an end to the bazooka tubes of previous small cars, then Honda has failed in defining the new cool. They look great when they match the front standard fog lights.

SAFETY
The base Civic five-door already scores four stars in Euro NCAP testing which suggests that the Type R with its stronger shell should do at least as well.

ABS with EBD is standard as is Vehicle Stability Assist which has Type R settings and is switchable as required.

Front, side and curtain airbags are standard and there are double pre-tensioners on the front seat belts. In the instrument panel, there is a seat belt warning system for the rear passengers. Note: there is no centre rear belt.

Honda lists the VW Golf GTi, Ford Focus XR5 Turbo, Holden Astra SRi, Mazda3 MPS, Mini Cooper S, Renault Megane Sport and Subaru Impreza WRX as rivals. We'd add the HSV Astra VXR and Citroen C4 VTS.

If you are looking for little more than a second car with extra fun, don't forget the Ford Fiesta XR4, Mitsubishi Colt Ralliart, Peugeot 207GT, VW Golf GT and VW Polo GTi as any loss of ability in everyday driving compared to the class above is incremental compared to the money you save.

The VW Golf GTi is still the benchmark starting from $38,490 (three-door, manual). The Ford Focus XR5 Turbo is the bargain at $35,990 but you can't get cruise control, it looks like the cheaper Zetec and feels more of a hot family car than sharp hatch. Both the Golf GTi and Focus XR5 Turbo are more expensive than the Type R on their home turf.

The Astra SRi ($34,990) and VXR ($42,990) are hugely competent in the chassis but lack soul under the bonnet and suffer by association with lesser Astra coupe models. The Mazda3 MPS ($39,990) is a competent hotrod but lacks the Type R's pedigree and evenness across the board. The Mini Cooper S ($39,900) is a highly emotional choice with limited rear seat room and luggage space. It's high on fun, let down only by its ride and torque-steer -- which for some boosts its raw appeal.

The Renault Megane Sport (from $37,990) is capable, roomy and refined and will double as a long distance family car at the cost of some immediacy in the handling and feel. You can't argue with the Impreza WRX's all-wheel drive and awesome performance ($40,440 for the hatch) but it is now feeling old and cheap. It's replacement is due soon anyway.

The Citroen C4 VTS Coupe ($36,990) is a standout design but without the driver focus of the Type R.

ON THE ROAD
The Type R's feel good factor starts at first sight. It looks great and the detailing is exquisite. The chrome door handle with its arrowhead and the down sweep in the front window line all point to pleasing the driver as a priority. It's one of those cars that will give its owners a buzz each time they walk past.

Inside, the seats simply hold you with the mildest of contact, the support is so even and complete. They are among the best sampled over the last year or so. The only drawback is the height of the cushion accentuated by the low header rail but (unlike the 207 for instance) it is far enough away not to be a big problem.

The instrument panel is a welcome contrast to the sterile Germanic approach currently dominating the industry. All the knobs and controls are still there but cleverly positioned flush with their background so they don't clutter. The driver's footwell is far better than most front-drive models with a monster left footrest that allows the driver's foot to simply slide across and back to the clutch pedal.

Dash vents are close to ideal and the covers over the centre console bins are neat. There is plenty of storage in the door bins and centre console to allow two occupants to store their own items, so rare in today's European models. The steering wheel is a work of art.

The gearshift is angled towards the driver, like an early Mini or Porsche with a short, well-defined gate. Not as tightly packed as some six-speed gates, the Type R's shift leaves enough space between gear slots to allow a driver to skip between two or three gears at a time without fear of selecting the wrong gear.

The metal ball which serves as a gear knob was always cold throughout the test and didn't quite match the tactile feel of the rest of the cabin. Even if it is an improvement on those silly leather knobs with raised seams, there are better ways of doing it.

The main instrument panel is clever with its special effects that light up the tacho so it looks like a full moon floating in a black sky with pinpricks of light defining the minor gauges. Clear and legible -- it works…

But the digital speed readout is an aberration in this setting… Overshoot a speed limit even by 3-5 km/h on our roads and the fines are stiff. By omission, the Type R highlights how we Australians survive this regime -- we anticipate the rate of climb in a speedo needle and back off before we break a speed limit. Conversely, the rate of drop in a speedo needle tells a driver whether a rate of deceleration is going to be enough to bring the car down to a lower speed limit to avoid a fine. The digital readout in the Type R will leave a driver driving clueless on speed especially under hard acceleration until the numbers settle. It's at this point he or she might discover that the awesome midrange acceleration has shot the Type R into instant license disqualification territory or worse.

Coming down from 100km/h into a 60 zone is also a nightmare when you don't know until the digital readout settles whether you've decelerated in time. When there is so little margin for such a mistake, the Type R's sole digital speed readout is a liability.

For a skilled driver who anticipates speed changes without stomping on the brakes or accelerator, it also makes the Type R harder to drive smoothly. Watching other drivers on the launch, it was obvious they were having to constantly brake or accelerate, after their initial speed adjustment, until the right speed display came up.

It also ensures the cruise control gets more of a workout than in most cars. In a constantly changing environment, having to second guess the next digital readout with no visual cues or reference point is a nightmare that no driver needs in this Big Brother world.

The Type R is extremely quick once on the move and performance is effortless. It is a joy around town when there is no turbo arcing up threatening to launch you into the car in front.

Accessing its top end performance on Australian roads requires a little more planning than usual when the digital speed readout can't keep up. After I made a mental note of where the tacho needed to be in each gear to stay within the speed limit, it proved to be one of the most wonderful and engaging of cars with every gear useable on Australian roads.

The engine is a jewel. Although the relaxed torque delivery is just about perfect for tight city motoring, it's not ideal for a blistering launch. Get it moving, then plant it and you are in for the ride of your life when it takes on another personna after 5400rpm.

This power delivery reminded me of my own 1973 Torana GTR XU-1 Group C car and a genuine GT-HO Phase III back in the 1970s when these cars only came alive once on the move with plenty of revs on the tacho. It is for this very reason, not the investment potential, that makes the Phase III so special. The Type R has the same racebred feel.

That the Type R manages to combine such a frenetic delivery with an easy-going everyday nature and outstanding economy is an awesome achievement. Superbike riders would know exactly what I am describing here. It's rare to get such a pure feel under $40K on four wheels.

All of this would be academic, however, if the chassis was out of its depth… It's not! Chassis rigidity is immediately obvious and the steering has plenty of weight and accuracy despite the artificial feel. Brakes meantime are reassuring and progressive.

It's the suspension that was the standout surprise, however. Yes, it is firm, even unyielding in some cases (as you would expect with 18-inch alloys and 40 profile tyres on such a light car), but the lack of low-speed impact harshness is quite sophisticated. It felt less jittery than a Mazda CX-7, for example, and that means no bump steer on remote roads where you can explore its performance. It is this aspect that makes the Type R so appealing and far more useful than the earlier Integra Type R.

In fact, the Type R is much closer to the first CRX two-seater hatch than any Civic. With its uncompromised sports coupe feel, muffled low-speed ride, kart-like handling and big heart, it is indeed one of 2007's standout performance cars. That it offers mainstream hatchback luggage and seating capacity is literally a bonus.

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