The 2023 Honda Civic Type R shares our beliefs – car and driver | CarTailz

are you a true believer Do you understand what summer tires can do for you, why a sunroof affects performance and that speed limits are just a starting point for negotiations? Do you feel persecuted by law enforcement because of your beliefs? Well, Honda just built a car for you with the new 2023 Civic Type R. Go ahead, spread the gospel of compact performance and live the Type R code of conduct.

I. Thou shalt not understeer

That imperative is impossible for a front-wheel drive car to obey, or so we thought. And yet this 11th-generation Civic follows the guideline from above, even though its 315-hp, 2.0-liter turbocharged inline-four hangs in front of the front axle and bears 61.4 percent of its weight on the nose. On the road, front-end grip seems inexhaustible as the Type R ducks left and right, forcing you into the seat bolsters.

Go ahead and dive into an apex, as the steering takes just 2.1 turns lock-to-lock and the Type R glides in without drama. Corner exits, which normally require Job’s patience in a front-wheel drive car, are masterfully orchestrated by the Type R’s limited-slip differential. This unit, paired with a very clever anti-torque steer front leg, transfers the engine power to the Michelin Pilot Sport 4S tires and allows you to empty the 2.0 liter magazine without widening the curve line. next corner. Try again. No understeer, just more initial speed. As if an invisible cord holds the car and keeps it from leaving the road. It doesn’t make sense that a front driver could do that, so let’s just add it to the list of things that don’t make sense in 2022.

II. Thou shalt not join

Not in the carnal sense; go crazy there. Here it connects like a hard start from a stop. Boost arrives after a hit or two, but the torque surge around 3000 rpm — 310 pound-feet, available from 2600 to 4000 rpm — will have you on the phone with Tire Rack. Spin the wheel slightly while hitting the throttle first, and the front end eagerly chases the ditch or oncoming lane while the differential tries to make the most of the available grip. The solution is to keep the wheels straight first.

III. You shouldn’t miss a shift

Honda manual transmissions are special. Light, direct, precise and a joy to use, the Type R carries over most of its predecessor and shares the same tight throws and positive action. In 500+ miles of abusively fast shifts, we never heard a crunch from the synchros when we upshifted just short of the 7000 rpm redline. We didn’t mess up any downshifts, either. A lighter flywheel makes the throttle a little more responsive than before, and a mere tap of the right pedal revs the engine to match revs when downshifting. For those who want Honda to do this, there’s a retuned automatic rev-matching program. It technically works but could be more responsive, which is more noticeable on track than on the road.

IV. Thou shalt not make fake vents

Gone are the old Type R’s fake vents and body creases to nowhere. Function wins over form in this round. Air vents in the front bumper direct more cooling to the 13.8-inch front rotors, which are unchanged from the previous Type R. Revisions to the brake booster are reportedly improving the feel, but the pedal doesn’t appear to be any different. Real vents work. The only fade you’ll find on a Type R is the driver’s hairstyle.

V. Remember the commute and hold it sacred

Beneath flared fenders, 3.5-inch wider front and 1.9-inch-wide rear tracks, 9.5-inch-wide wheels, true hood vents, three exhaust tips, and a 0.3-inch lower body hides a Civic Sport hatchback. Interior design and quality make a big leap in this generation. Tidy and functional, the instrument panel looks expensive. The driver can choose between two instrument clusters. The R gauges have a non-linear tachometer that reminded some of us of the legendary S2000s. Above the HVAC controls is a 9.0-inch touchscreen that works quickly and intuitively, and features wireless Apple CarPlay and Android Auto.

A big part of respecting the commute to work lies in the ride quality. Left in comfort, the adaptive dampers are docile. Sharp blows echo through the cabin, but the Type R absorbs smaller hits. Switch to Sport or R mode to ruin the ride with no real handling benefits. If you’ve lived more than 50 percent of your life in the last century, the cabin ambience will start to bother you after about 20 minutes. At the very least, rear-seat passengers can hear conversations happening up front, which wasn’t the case on the last Type R at 70 mph.

Michael Simari|car and driver

VI. Honor your family

Sharing common ground with the regular Civic gives the Type R great packaging and practicality. Civic Sport hatchbacks now have 99 cubic feet of passenger space and 25 cubic feet of cargo space, as does the Type R. In the eyes of the EPA, this is a big car. Head over to Costco and don’t be afraid to buy a second pack of 30 rolls. For even more portability, fold the rear seats down and take home the eight-drawer dresser you spotted on Facebook Marketplace. None of the Civic’s practicality is compromised here. Sure, it’s got blood red carpet and front seats with big side bolsters that might cause a little groan when you get out, but it’s a Civic nonetheless.

Out back, the Civic’s 107.7-inch wheelbase helps increase legroom by 1.4 inches, making the 60/40 split bench here as Uber-friendly as it is in the base 158-horsepower version. One downside to sharing so much with a sibling half its power is that Honda didn’t upsize the fuel tank for the Type R, so drive it as intended and you’ll be lucky enough to get over 250 miles from the gallon tank .

VII. Thou shalt not covet your neighbor’s Toyota GR Corolla

Eyes are unlikely to stray as the new Type R looks great on its 19-inch wheels and lowered stance. We’re not sure what happened to the previous Type R, but one of our theories is that an art student’s mixed media sculpture was swapped out for the 10th Gen Civic design proposal and the student’s project went into production. The real Civic design? It received an A– in Applied Mixed Media 401.

VIII. Thou shalt not overheat

Lapping the last-gen Type R multiple times around the track resulted in heat-related issues that sent the powertrain into limp mode. To solve this problem, the Type R now has a 48 percent larger grille opening that directs air into a larger radiator and 10-row (of nine) intercooler. You’ll have to wait a bit for the Lightning Lap results, but we didn’t experience any thermal issues with the Type R.

IX. You shouldn’t pay too much

What dealers will overwhelm for the Type R remains to be seen, but Honda sets the price at $43,990 and the only factory extras are paint colors and forged alloy wheels. Of course, retailers will be pushing a seemingly endless selection of accessories. Skip them all except maybe the $1780 Michelin Pilot Sport Cup 2 track tires.

X. Thou shalt not harbor false enthusiasm

Buyers who want to pose as car-loving enthusiasts will not want to own this one. It only comes with a manual gearbox, you can’t get leather seats, and Honda won’t sell you a sunroof. While the Type R has all the collision-avoidance nannies that unskilled workers and NHTSA crave, its buyers aren’t the type to cause accidents by texting in traffic. This is a car designed, tuned and built for the true believers.


It’s called a spoiler because it spoils the look of the car – only it looks great on the Type R: a fun surprise, an embroidered tiger on the back of a denim jacket. I liked the rough design of the previous model, but some people prefer driving a car that doesn’t look like a 12-year-old scribbled it on a math notebook. More importantly, while the sporty Civic may have dressed up in work-appropriate attire, it’s still a total party animal underneath. – Elana Scherr

Speaking in Honda tongue feels like coughing up alphabet soup. See you have your EP3s and your DC5s but the B18C never got into these – they got the lowly K20A3 here in the US. Riding on an FL5 chassis, the latest CTR is far wilder than the sedan-only FE1 Civic Si. However, it doesn’t take more than a spoonful of the upgraded 315hp K20C1 to get your heart rate racing. – Austin Irwin

No hand me down, K?

To squeeze nine more horsepower out of the K20C1 engine, Honda has made a number of improvements, including changing from a 9-channel air-to-air intercooler to a 10-channel intercooler and reducing turbocharger inertia by 14 percent while increasing intake flow by 10 percent and exhaust flow by 13 percent.

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