Meanwhile, there’s a new four-wheel Adaptive Suspension System with three-chamber dampers, along with a new Dual-Axis front suspension setup with aluminum lower arms and steering knuckles to benefit high-speed cornering while also cutting torque steer. Honda gives the Civic Type R its own spring, damper, and bushing settings, and there’s a retuned, adaptive electric power steering system with variable gear ratio.
Under that NACA duct on the hood is a 2.0-liter, DOHC, direct-injected, turbocharged, i-VTEC inline-four that makes 306 horsepower and 295 pound-feet of torque. (Random thought: If this car was released in the 1980s, every one of those engine features would be emblazoned in decal form on the rockers. The script would have to be tiny!) Since that engine packs a turbo, the torque band is relatively low and flat: peak torque is available from 2,500 to 4,500 rpm. While the setup is new to Americans, it’s fairly similar to the last-gen Euro-spec Civic Type R.
As we expected, the Type R will be front-wheel-drive only, and the only transmission option is a six-speed manual–just as the hot hatch deities intended. Compared with the previous, European-market Civic Type R, the new one offers automatic rev-matching, a new single-mass flywheel, and a lower final-drive ratio.
The Civic Type R, which will be built at Honda’s plant in Swindon and exported around the world, will go on sale in the UK this autumn, with prices expected to rise slightly over the £30,000 entry point for the current model.