The overall Type R experience is still centred on a blaze of revs and lightning-fast gearchanges. That’s the reason, according to Honda, why there’s been little change in the drivetrain spec of the Type R.
We’re told big turbocharged power outputs ruffle the Zen-like pursuit of handling purity, and familiarity with the likes of the Astra VXR and Mazda 3 MPS suggests there’s more than a little truth in that. So what Honda has done is broaden the effectiveness of the motor, with a wider band of VTEC thrills (now stretching from 5400 to over 8000rpm) and a less pronounced step during the changeover of the cam profiles.
This has been achieved by adjusting the ECU software, giving the high-speed cams a more aggressive profile and smoothing the cylinder head intake ports. The air intake manifold now has an airflow resonator to optimise the charge for torque, there’s an electronic throttle and a trick lightweight flywheel, and a new balancer unit helps ease the vibrations inherent in a four-cylinder motor.
An impressive-sounding 90 per cent of peak torque is available at just 2500rpm, but then that peak is only 142lb ft at a sky-high 5600rpm. In comparison, a Focus ST cranks out a mighty 236lb ft from down in its boots.
Drive is again fed through a close-ratio six-speed ’box, with the final drive lowered to combat the 134kg increase in kerbweight, much as Renault did with the Clio 197. For the Type R’s bodyshell, Honda has strengthened the cross member across the floor and the one at the bottom of the engine bay, and reinforced the area around the front suspension turrets. The car sits 15mm lower on its suspension than a regular Civic, with a 20mm wider track. The springs and dampers have been tuned, too.