CTR 2007 - omdömen, recensioner
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- Namn: Anders Westlund
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All tänkbar info och Hondas egna ord om nya Civic Type-R
Väldigt lång post men ändå en hel del intressant.
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THE QUESTIONS ON THE TIP OF YOUR TONGUE…
What’s the general direction for the new Civic Type R?
Every manufacturer bangs on about ‘refinement’, but when we say the latest Civic Type R is more refined, we mean that it’s easier to use everyday. It’s still got the raw driving appeal of the outgoing model, but we’ve responded to feedback from customers and critics to make the car better in ‘real world’ conditions. It’s more comfortable, quieter and has more equipment – and the VTEC ‘power band’ is easier to reach more often.
The Civic Type R has matured and evolved into a more rounded performer that’s now just as good on the road as it is on a track.
So it’s more comfy, has some extra luxuries and is more refined. Haven’t you just made a soft Type R?
A Type R should provide an involving experience that is as near to driving a race car as possible. And the Civic Type R delivers just that. The engine is still a raucous, rev-happy screamer. The rigidity of the body and the suspension settings were developed especially for the Type R to provide responsive and communicative chassis dynamics. In short, the Type R is still raw, it still has an ‘edge’ and it still delivers a thrilling and involving driving experience – it’s just a bit easier to live with.
What’s with this Type R GT?
There are two grades of Type R, the standard Type R, and the GT model which has extra equipment, like cruise control, front fog lights and air con.
How many do you plan to sell in the UK?
Our plan is to sell 5,000 Civic Type Rs per year. But hopefully, the car will outperform the targets, just as the outgoing model did. We originally said that we’d sell 1,500 of the old Civic Type R, and we went on to sell over 35,000 in total…
What are the competitors to this Type R?
We are looking at ‘premium hot-hatches’ from other manufacturers for comparison (Golf GTi, Ford Focus ST, Volvo C30, SEAT Leon Cupra).
Why isn’t the Civic Type R more powerful and faster than other hatches – or indeed the last Type R?
It’s not all about raw figures and statistics. And it isn’t about building the fastest or most powerful car in the world. Cars carrying the Red ‘H’ badge promise to provide a well-engineered and exciting driving experience. Honda was not prepared to get involved in a “horsepower war” with other car builders – we could have chased higher power figures, but that would mean compromising the way the car feels to drive. We’ve also stayed true to the Type R philosophy of maintaining a normally-aspirated engine, to give smoother acceleration (so we haven’t just strapped a big turbo on, and then dealt with the problems sometimes associated with forced induction).
When developing this car, the aim was to make the driver feel totally integrated to give the most rewarding driving experience. From the driving position, to the engine note, to the steering feel – the Type R competes with the best.
Why has it got the same engine as the old car?
It’s the same 2.0-litre engine but it’s been further developed to give what our engineers call “a richer content”. This basically means we’ve changed the way the engine delivers its power to improve the driving experience. The switch to the high lift cam now comes in at lower revs and lasts longer (which means you can get to the ‘power band’ more frequently). Also, the revised drive-by-wire throttle gives smoother acceleration, especially at higher speeds.
Will there be a Type RR?
There are currently no plans for a more extreme, road-going Type R (in the same vein as Honda’s RR bikes), but there is a race-ready motorsport-prepared Civic Type R, which has been developed by Honda R&D in conjunction with JAS Motorsport.
Why doesn’t the car have independent rear suspension?
With this Type R, we wanted to create a better all-round car. That meant making it even more versatile and easy to use everyday. To free-up space in the rear (thus increasing room for suitcases, shopping, IKEA bookcases etc), we used torsion beam type suspension, as in the Civic 5-door. There are also some dynamic advantages gained by using torsion beam suspension, namely an increase in rigidity during cornering to a level higher than the lateral forces – which improves handling through tighter bends.
What will be the sales mix between Type R and Type R GT?
We’re expecting a 20/80 per cent split (Type R/Type R GT).
POSITIONING
We know there are hundreds of press packs that make this claim, but the new Civic Type R truly is an evolution, not a revolution. Our approach was to look at the outgoing Type R and analyse what we did right, and (perhaps more importantly) what we did wrong. We then set about creating a Type R with the best bits from the old car, while sorting the bits that weren’t so good.
To help us identify these areas, we looked to both you, the press, and our customers. Our engineers have kept their ears to the ground for the last seven years. Since the previous Civic Type R was launched to the press, they’ve listened and read comments, appraisals, criticism, applause and moans from the media and from customers. It’s something that Honda does very well: we’re good listeners. We’re constantly taking on board the views of experts and those in our markets, and we use that constructive feedback to build better cars. It’s a simple concept, but not many manufacturers do it as well as we do (for a great example, see ‘From petrolhead to production’).
So what did you say about the previous Civic Type R? Well, you said this:
“Ride comfort is firm, occasionally bordering on agitated.” Autocar
“The only real downside is that the ride is noticeably harsher around town – but it’s noticeable rather than uncomfortable.” Scotland on Sunday
“Below about 3,500rpm this variable valve-timed 2.0-litre, four cylinder VTEC unit feels and performs more like a 1.6, with passable but hardly hair raising performance... The ride’s firm, no getting away from it, while the test car had a decent helping of tyre noise that you might find wearying over longer trips.” Nottingham Evening Post
“Look at the figures: that 200bhp doesn’t peak until 7,400rpm, and the somewhat puny 145lb.ft of torque until 6,500 rpm. It’s brilliant once you get there – but at the price of frantic accelerator action, sticking in gears far lower than feels natural and having to go all out, all the time, to get remotely sporting responses at lower revs and lower speeds.” 4Car
“On country lanes, the ride from the Civic Type R is harsh, bumpy and noisy. In town, it’s fine, except for the odd crash down a pot-hole, with a thump that could remove your teeth…You just can’t drive permanently at over 6,000rpm on normal roads.” Daily Star
And we listened, then used your views to shape the direction for the new Civic Type R, identifying problem areas and those we wished to improve. The parts of the outgoing car you loved, we kept – partly the reason the engine remains the same unit, for example.
Our customers also had something to say. As well as agreeing with some of the press comments, they called for more comfort, less noise and extra equipment. In short, they wanted a better level of refinement. Here’s an example of just one comment from an owner:
“Lots of small things let the car down. Noise levels are pretty bad. I want to tear the arse off it on a B-road, but I also want to drive from London to Edinburgh without getting a headache!”
While existing customers were demanding a more refined Type R – so, vitally, were our target customers. In general, car buyers are now looking for comfort as well as performance from a hot hatch – and potential Type R drivers were put off by the ‘stripped-out’ character of the old car. Company car drivers, in particular, decided they couldn’t live with its hardcore nature. And many women also thought the car was a bit too extreme for regular use.
So the new Type R had to be easier to use everyday, and that became a key factor in the development of the car. But while we wanted it to be more usable and attractive to a broader group of drivers, we didn’t want to build a car that felt sterile and sanitised to drive. It had to follow the Type R philosophy, and therefore it had to offer a pure, involving, race-car-like experience. It had to remain raw.
Fans of the old car who appreciated the stripped-out, race-like feel won’t be disappointed. This new incarnation is still raw and edgy. It’s still a pure, exhilarating drive. In fact, it’s even more involving for the driver.
So Honda has created a car that aims to successfully combine two characters: the famed raw Type R appeal and a level of comfort and refinement. This Civic is both raw and refined. You could say, it’s rawfined…
Price comparison
Honda Civic Type R
Honda Civic Type R GT
VW Golf GTi
SEAT Leon Cupra
Ford Focus ST1
Volvo C30 T5 Sport
Price (OTR)
£17,600
£18,600
£20,360
£19,595
£17,995
£22,995
THE TYPE R PHILOSOPHY
Background
The Type R name was introduced by Honda Motorcycles, where the letter R was added to conventional bike names to indicate a performance derivative. For example, the CB – a standard 4-cylinder across-the-frame bike – became the CB-R, a sporting model.
The first Type R
The earliest Type R car was the Honda NSX-R, a stripped-down, lightweight version of the NSX supercar. This was developed in response to claims the NSX did not have enough power to compete with rival cars from Porsche and Ferrari. The key factor in this argument – and a point proved by the NSX-R – was the importance of the power to weight ratio.
The NSX-R epitomised Honda’s approach to creating high performance cars, and every subsequent Type R vehicle has been built to conform to certain principles. Each follows a certain Type R philosophy.
Philosophy
The Type R philosophy is not about building the most powerful, or fastest car in the world. It is about creating a car that provides a well-engineered, but exciting driving experience. To offer this, every Type R needs to have certain key characteristics:
· Racing
An exhilarating driving experience similar to that felt when piloting a racing car
· Involvement
High levels of feedback and involvement in terms of sound, steering response and handling. The driver should feel part of the machine
· Not just speed
Going fast is part of the Type R experience, but not everything. The Type R should have above average levels of performance in gear change quality, braking, steering and handling
· Pure
The driving experience should not be diluted or interfered with by intrusive driving aids or excessive sound proofing that could detract from the driver’s involvement
Engineering
To meet the aims set by the philosophy, a different approach is taken during the design and development of a Type R. Therefore, each car possesses a special set of engineering qualities.
· Normally aspirated
No bolting on of a turbocharger to give silly power figures. All Type R engines are normally-aspirated, which deliver smoother power delivery throughout the rev range, allowing power to be transferred through the chassis more easily, improving traction and acceleration
· Torsional rigidity
A stiffer chassis improves the handling of the car in terms of balance and adjustability. This makes for a more involving drive
· Simple technology
Each Type R is based on clever, but simple engineering solutions rather than relying solely on electronic gadgetry
ENGINE AND TRANSMISSION
The engine (it’s the same, but different)
The Type R continues to be powered by the naturally-aspirated, high-revving
2.0-litre DOHC i-VTEC engine, mated to a 6-speed manual. It produces 201PS at 7,800rpm. So why didn't we put a bigger, more powerful, turbocharged lump in there?
That question is answered in part by the Type R philosophy, a mantra followed in the approach to developing any new Type R. The philosophy says that all Type Rs must be pure, balanced and offer a smooth power delivery. For this reason, all Type R cars are supplied with normally-aspirated (i.e. not forced induction) engines under the bonnet.
The second part of the answer is just as simple: it’s not all about big power figures. While mighty PS claims might make the headlines (or win at Top Trumps), Honda is more concerned about creating a performance car with balance. There’s absolutely no doubt that our engineers could strap a huge blower on to the i-VTEC engine and get monster results at the flywheel – but it would likely be at the cost of its smooth power delivery or stable cornering under acceleration.
Take a look at the table below. It shows all of our potential rivals and their respective performance figures. Go on, take a close look – don’t mind us. We’re not ashamed of our ‘lowly’ power claims compared to the competition. Quite the opposite: we’re proud to stay true to our engineering beliefs, and proud to stick closely to the Type R philosophy.
Performance figures
Honda Civic Type R
VW Golf GTi
Ford Focus ST
SEAT Leon Cupra
Volvo C30
Engine
2.0 i-VTEC
2.0 FSI Turbo
2.5 Duratec 5-cyl turbo
2.0 FSI Turbo
2.5 Duratec 5-cyl turbo
PS
201
200
225
240
217
Torque (lb.ft)
142
207
236
221
236
0-62mph (secs)
6.6
7.2
6.8
6.4
6.2
Top speed (mph)
146
146
152
153
149
Combined (mpg)
31
34.9
30.4
32.8
32.5
CO2 (g/km)
215
194
224
214
208
The final part of the argument is unremarkable, but perhaps of most importance: we stuck with the 2.0-litre i-VTEC engine because it’s good. And you (and thousands of customers) told us so.
“Quite simply, this slightly gawky looking Japanese three-door possesses one of the most exhilarating and satisfying drivetrains of any car currently on sale, irrespective of price. With due allowance for size and power, its 197bhp 2.0-litre, four-cylinder VTEC engine is right up there with the power units of the Ferrari 360M, Porsche 911 GT3 and BMW M3 CSL.” – Autocar
“Thanks to its racing pedigree, the Civic’s engine is a real joy. While the driver will have to push it right up to the red line to access the best performance, the noise from the four-cylinder powerplant is incredible and the snappy gearchanges are faultless.” – Auto Express
But while it had its fans, we knew the engine wasn’t perfect. Enthusiastic drivers have always loved the rev-happy nature of the 2.0-litre Type R unit, but even they would argue that the high-rpm ‘power band’ couldn’t be reached often enough, given that the cam change was fixed at almost 6,000rpm. You had to really be pushing the car to make the engine work, and while that was fun on an open road with plenty of space – it wasn’t ideal for everyday driving. How many times would the engine reach peak rpm on a trip to the supermarket, for example?
Therefore, changing the characteristics of the engine to make the car easier to drive was an important part of the engineers’ brief. Of course, the real challenge was doing this while retaining the raw, high revving performance so loved by Type R fans. When Honda’s engine experts talk about their recent work on the 2.0-litre, they mention creating a “richer content” for the engine and a “different character”, while keeping the power and torque at similar levels.
Creating that “richer content” for the engine
Firstly, the high-rev VTEC range (that ‘power band’) was made broader and more accessible. ECU software adjustments have lowered the switch to high-lift, long-duration valve timing (the cam change), so that it takes place at a ‘within-reach’ 5,400rpm, and then continues all the way to 8,000rpm. And a new i-VTEC indicator just to the right of the digital speedometer is illuminated once the revs rise above 5,400rpm – not that you’ll have time to look at the dash!
The high speed cam itself has been given a more aggressive profile, increasing lift and contributing to an overall increase in torque. Meanwhile, techniques similar to those used on the engine in the Honda NSX have been used to smooth and polish the cylinder head ports, significantly improving flow.
The intake manifold from the outgoing Type R engine has been replaced with a new design that incorporates an air flow resonator. This complex shaping of the manifold helps to increase torque, especially at the point of the cam change, so there is less of a drop off in performance at this stage.
These engine modifications work together to increase maximum revs to an astonishing 8,000rpm. The engine screams to its peak power of 201PS at 7,800rpm (previously 200PS at 7,400rpm).
Well, we say scream, but the sound of the engine is now more of a guttural howl, that becomes a rasping shriek as the revs rise towards the red line. This enhanced aural pleasure is the result of tweaks to the internal structure of the air filter box, and the inclusion of an air flow meter. As well as improving the sound of the engine inside the cabin, air flow is increased, aiding overall performance.
Also new for the 2007 unit is drive-by-wire throttle control and a light-weight forged chrome molybdenum flywheel – both of which help make the engine more responsive. A new balancer unit is also employed to reduce vibration – thus contributing to a reduction in noise levels – and increase smoothness. VTEC variable valve timing and VTC variable inlet camshaft technology continue to underpin the engine structure.
The result of the changes to the 2.0-litre i-VTEC is an engine that delivers its power more smoothly, cleanly and that feels more refined to drive. But it’s also retained those raw, race-car-like and on-the-limit qualities that make Type R such an exhilarating car to drive. It is as quick as the old car for example – an adjustment in gear ratios allowing for the heavier weight of the body (see transmission section) – but importantly, although it is easier to drive (and more comfortable), it still feels quick; it gives the driver a ‘racing experience’.
The engine in detail
The 2.0-litre K-series combines Honda’s VTEC system, which varies the timing and amount of lift of the valves, with VTC (Variable Timing Control). VTC is able to advance and retard inlet valve opening by altering the phasing of the inlet camshaft to best match the engine load at any given moment.
The two systems work together under the close control of the engine management system, delivering improved cylinder charging and combustion efficiency, reduced intake resistance, and improved exhaust gas re-circulation.
Honda’s clever i-VTEC technology can maximise engine potential over its complete range of operation, and a particularly flat, linear torque curve produced by this engine is testimony to its effectiveness: At just 2,500rpm, the engine delivers 90 per cent of the maximum torque available. As a result, acceleration feels smooth and progressive.
Under the control of the VTEC system, the valves remain open for a longer duration at high engine speeds to give the gases sufficient time to overcome their inertia. At low and mid range engine speeds, where valves opening for too long would allow intake charge to leak back out and exhaust gases to leak back into the cylinder, the valves remain open for a shorter duration. The result is optimised gas flows to provide good top-end output together with low and mid-range flexibility.
The switch to the high lift, long duration operation at high engine speeds is achieved by locking the rocker arms operating each pair of inlet and each pair of exhaust valves to a third high lift rocker arm (one on the intake side, one on the exhaust side) by means of a hydraulically-activated pin.
The VTC system takes into consideration engine load and involves the engine control unit varying the inlet camshaft position relative to that of the exhaust camshaft by means of a hydraulically driven, compact vane-type pump located on the front end of the inlet camshaft.
During periods of high engine load (i.e. acceleration), VTC is set at a relatively small degree of valve overlap which provides the optimum output, the valve opening angle fully utilising the inertia effect of the intake air. In addition, as engine speed builds, the VTEC mechanism switches from the low speed cam to the high speed cam (i.e. optimal torque to optimal power), but with the same degree of overlap.
In contrast, at high engine speeds in situations where the engine is not under heavy load, for example during motorway cruising, there is much greater valve overlap and this is advantageous in reducing pumping losses, maximising the exhaust gas recirculation effect for reduced NOx levels and providing the best balance between fuel consumption and output.
Finally, at idle and low engine speeds during light load conditions, inlet valve opening is retarded for minimal overlap, generating strong swirl and therefore good mixing. EGR is reduced and this stabilises combustion.
6-speed manual transmission
The DOHC i-VTEC engine is mated to a 6-speed close-ratio manual gearbox. Like the engine, all the best bits of the ’box have been kept, while designers and engineers have worked on improving certain areas to increase driver enjoyment.
The transmission is matched to a high performance clutch, which uses a light-weight flywheel for quicker response and fast changes between gears. These quick shifts are enhanced by triple cone synchronisers for the first and second gears, as well as carbonised synchronisers on third, fifth and sixth gears – ensuring gear changes are speedy and precise.
We also worked hard to improve the shift feel in the new car, so gear lever stroke has been shortened and lightened, to give a more ‘race’ feel to the transmission.
As well as the number of improvements made to the engine to make power more accessible, more often, the gearbox plays a vital role, as the final drive ratio has been lowered, from 4.764 to 5.062.
SO WHAT’S VTEC THEN?
The history
As is nearly always the case with a Honda innovation, VTEC (Variable Valve Timing and Lift Electronic Control System) was the result of a dream: a dream to achieve 100hp per litre.
The man with the dream was Ikuo Kajitani, Large Project Leader for Engine Development. At the time he was working on the next Honda Integra, but it was 1986, and his vision for such performance from a 1.6-litre engine seemed preposterous. It would mean raising the maximum rpm to 8,000 – thus increasing the forces and loads on internal engine parts – but the Integra still had to meet mass-production reliability targets. To say it would be a challenge was a huge understatement.
However, Kajitani’s team of engineers took on the challenge, and – after three years of research, development and testing – they combined to produce an engine with a complex, but tough and lightweight valve operating system. VTEC was born and Kajitani’s dream was realised. The 1989 Honda Integra DOHC VTEC had a 1.6-litre engine that produced 160hp at 7,600rpm and redlined at 8,000rpm.
The VTEC technology was later adapted for use in the NSX, Accord and Civic.
How does it work?
Most road cars spend a lot of their time at low rpm, and only occasionally at high rpm. The ideal engine then would suit both requirements, with valves that open wide for maximum performance at high rpm, and only open a fraction at low rpm to save fuel. And Honda’s VTEC technology does just that.
VTEC is an electronic and mechanical valve control system that effectively allows the engine to have multiple camshafts. As the engine moves into different rpm ranges, the engine's computer can activate alternate lobes on the camshaft and change the cam’s timing. In this way, the engine gets the best features of low-speed and high-speed camshafts in the same engine.
Each cylinder of a standard DOHC engine has four valves and thus four cam lobes, each directly operating a valve. But in a Honda VTEC engine, there are two more cam lobes, in between each pair of standard lobes. These ‘extra’ two are high rpm lobes, while the other four are the low rpm lobes.
As the engine accelerates through the rev range, it passes through the power peak of the low-rpm lobes. Then, at an engine speed and throttle position programmed into the car’s computer map, a signal is sent which electronically opens a valve to direct oil pressure to a mechanical sliding pin. This pin locks the rocker arms operating the valves to the cam follower on the high rpm cam lobe, meaning just this steeper, higher lift lobe is now the only one effective.
The valve timing and the engine’s power band are thus altered for maximum performance – and it all happens within milliseconds.
CHASSIS
As you may have read earlier in this pack, an important part of the Type R philosophy is to make the driving experience as involving as possible – and most responsibility for this lies in the chassis dynamics.
As with the development of the engine, the chassis was seen as an evolution: with the best handling characteristics from the old car retained and improved upon, and any problem areas addressed.
The new Type R had to be rewarding to drive, but it also had to be predictable and easy to adjust. Honda engineers often talk about the ‘balance’ of a car. And that’s exactly what Type R needed. It had to feel like a race car – but still be easy to drive every day. It needed to be as comfortable on a trip to the shops on bumpy British roads as it was on a smooth racetrack. It had to give the driver precise steering feel, but still be manoeuvrable. It required a precise balance.
Engineers from Honda R&D in Offenbach, Germany, studied the negative criticism aimed at past Type Rs and looked at rival hot hatches to see what else was offered – noting each car’s behaviour under certain conditions. They also looked at what made the previous Type R great to drive, and aimed to maintain these qualities in the new design (see Developing the chassis).
The chassis in detail
The Civic 5-door’s MacPherson strut/torsion beam chassis – a popular configuration in Europe – provides the basis for the Civic Type R. Much of the development of the chassis was carried out in Europe, with European drivers, to ensure ride and handling characteristics suited the roads and the customers. As the UK is by far the biggest market for Type R in Europe, much consideration and time was spent setting the car up for British roads.
Suspension
At the front is a MacPherson strut design featuring a high castor setting and a quick steering ratio for excellent response to driver input. The stiffness of the front end further reduces vibrations, thereby improving overall comfort and refinement.
At the rear the torsion beam configuration has been used to give sharper steering response and more stable cornering ability – arguably two areas of weakness on the outgoing Type R. High-response mono tube dampers are used, with coil springs, and both have been tuned especially for this Type R.
Torsion beam-type suspension was selected to maintain a good balance between the demands of packaging, performance and weight. Importantly, the torsion beam used on the Civic also makes the cabin a much nicer place to be as NVH levels are improved (the ‘old’ Type R was often criticised for being noisy). It also increases cornering rigidity, thus contributes to the overall improvement in stability in bends.
This stability is further enhanced by a lowering of the ride height by 15mm and an increase in the rear track to 20mm wider than that of the Civic 5-door. As well as making the car feel more balanced in the bends, it also means it’s more adjustable when cornering on the throttle.
Meanwhile, an advanced, efficient electric power steering system (EPS) has been given an advanced Type R setting to provide optimum steering feel and weighting at all speeds. Compared to a hydraulic system there are loads of benefits, including a lower inertia, increased rigidity, lower friction, improved NVH and lower fuel consumption.
Body
The 5-door Civic already offers one of the stiffest body structures in the C-segment. However, the Type R is even more rigid. There is extra strengthening of the floor cross member just ahead of the central fuel tank, around the upper front suspension mountings and in the lower cross member at the front of the engine bay, to create an even stiffer platform upon which the suspension can work to its full potential.
In addition, heavier and firmer steering feel, a quicker ratio and stiffer steering box mountings all provide more precise responses to steering wheel input.
As well as providing far more predictable handling characteristics than its predecessor, the damper and spring settings deliver enhanced ride comfort – in keeping with the need to make the car easier to use everyday.
Brakes
Perhaps the most important consideration when developing a performance car is the effectiveness of the brakes, and in the new Type R, Honda engineers have created a set-up that stops the car amazingly fast in both wet and dry conditions.
It’s down to a combination of large ventilated discs at the front (300mm), 260mm solid discs at the rear, and the application of Electronic Brake force Distribution, which adjusts front-to-rear brake effort to achieve maximum braking performance and stability. Further intervention is provided by a brake assist system, which functions during emergency braking. All Type Rs are also equipped with ABS.
VSA (Vehicle Stability Assist) is standard – but has an exclusive setting for Type R. The VSA system is designed to assist the driver in maintaining control during cornering, acceleration and sudden manoeuvres by applying brake force to the right or left hand wheels as necessary and managing the throttle and ignition systems. The system is calibrated to provide stability and predictability, without stifling the driving enjoyment of the carefully engineered chassis. The VSA system can be switched on or off using a button on the dashboard.
DEVELOPING THE CHASSIS
This graphic might look confusing at first, but on closer examination it’s a great insight into the targets of our R&D engineers. It’s called a spider diagram, and if you haven’t seen one before, the premise is fairly simple. The goals of the R&D team responsible for Type R are listed around the edge of the circle, and then points are placed around the rings of the diagram to indicate the actual performance of existing cars (e.g. rivals and current models). The closer to the outside of a circle the point is placed, the better the performance in that area.
This diagram on the Civic Type R shows the direction of the team when they approached the new car. It’s clear from the goals the team set, that early in the development they identified the need to retain the already fine performing characteristics, and improve on specific areas. It’s that evolution not revolution thing we were blathering on about earlier. The VW Golf GTi was just one rival used as a benchmark in the R&D stage, and is shown on this chart, alongside the 2004-spec Civic Type-R.
“THIS CAR HAD TO QUICKEN THE PULSE OF THE DRIVER”
Name: Isao Akimoto
Role: Dynamic Chassis Engineer
On the aims
“The aim of this car is to make people smile when they look at it, but for their smiles to widen and their hearts to beat faster when they drive it – this is the element we think is missing from cars from VW and Audi. The Type R makes you feel alive. It is fun to drive and invigorating.
We like to think of it as three stages of smile: one when you look at the car, two when you sit in it, and three when you drive – the smile should get bigger at each stage.”
On European demands
“Firstly, it was a challenge. It wouldn’t have been so difficult to create another VW Golf, for example, but we wanted to boost the positives of the previous Type R, and deliver the refinement demanded by Europe. And this Type R had to be a car that would quicken the pulse of the driver.”
On the steering
“As the Type R has outstanding engine performance, it needed to have good handling and sharp steering. When Honda developed the 5-door Civic, we started using a more expensive, more sophisticated high performance electric power steering system. It’s actually the same system as used in the Legend – which is a luxury E sector car, so it’s high standard.
“This EPS system enabled us to better modify the weight of the steering. We did a lot of endurance testing in Europe to determine the individual settings. As a guide, the Civic 5-door has the lightest feel, Type S is heavier, but Type R is the heaviest, which gives the most responsive feel.”
On the suspension
“The torsion beam type suspension works well during cornering and more spirited driving and the car feels well balanced. The centre of gravity is right in the centre of the vehicle, which reduces inertia movement and further improves handling performance. We think the handling of this vehicle is very responsive and well balanced.”
On the passion behind Type R
“Type R embodies Honda’s DNA – it represents our racing spirit and the fun-to-drive characteristics. All Honda engineers aim to create a vehicle they would enjoy driving, and so all engineers want to be part of creating a car like Type R. We love cars and driving, and to us, the job is an extension of our hobbies.”
“THIS CAR IS WORTHY OF THE RED ‘H’ BADGE”
Name: Toshiya Sakai
Role: New Large Project Leader, Civic Type R
On the feeling
“Looking at this Civic Type R, strong, aggressive, sporty and energetic images float through my mind.”
On living up to the name
“I believe this car is worthy of the red ‘H’ badge, which is a symbol of a true Type R. I think everyone will feel the same way once they have experienced the engine with much higher rpm compared to the previous model, and sharp and comfortable handling produced by a refined chassis set-up.”
On what’s next for Type R
“I would like to keep developing this Civic Type R to become a car which represents Honda’s sporty image. I think this Type R is a car that offers an exceptional blend of fast acceleration and ride comfort. I would like to continue developing the car to be much sportier, more like what Honda and Type R means.”
DESIGN AND STYLING
Let's face it, it wasn't going to be difficult to make the Type R look good – after all, it’s based on the body shape of the already stunning, extremely sporty 5-door Civic.
But the Concept vehicle still managed to draw a satisfying gasp from onlookers when it debuted at Geneva in 2006. The former Large Project Leader of Type R, Mikio Suzuki, talks about his aim to create “the ultimate sporting Honda”, and acknowledges that the look of the car is key to attracting the target customer for this new Type R. “Of course, how the car looks is very important,” he says. “The previous model used to attract mostly younger drivers, but with this new model we’ve developed a Type R that will attract a more mature driver as well. I’m very proud of the outcome.”
When Suzuki-san says ‘mature’, he doesn’t mean ‘pensioner’. What the LPL perhaps refers to is the more corporate customer, the grown-up buyer of hot hatches who appreciates the performance, and wants his or her car to look sporting, but not ‘boy racer’.
As a result, the unique styling features on Type R are subtle and fully integrated, and were considered when the shape of Civic was conceived. “The old Civic Type R looked like it had been thought about after the original design,” says Suzuki. “We were already thinking about Type R when this Civic was designed.”
It’s also the reason for more discreet Type R badging on this incarnation, although logos do feature throughout – most prominently on the front callipers and more subtly on the stainless steel door sill treads.
Exterior design
While the new Civic Type R shares the same silhouette as the Civic 5-door, it has a number of features that set it apart and further emphasise the coupé-like shape of the body shell in profile.
The doors, rear three-quarter panels, lower sills, and front and rear bumpers are unique to 3-door Civics. In particular, the lower edge of the rear side window tapers upwards more steeply for a more sporty profile.
Sculpted side skirts flare outwards and blend seamlessly into the front and rear wheelarch surrounds. These in turn flow into the front and rear spoilers to complete the lower body structure, all of which is finished in the body colour.
The deep front spoiler and large air intake are possibly the most aggressive styling features at the front end (although that intake does do a job, allowing a clearer flow of air to the induction system). Meanwhile, a black honeycomb mesh grille replaces the central glass panel of the Civic 5-door, and this houses the all important red ‘H’ badge.
To give another indication of its potency, the Type R sits on 18-inch seven-spoke alloy wheels, tucked under the wheelarches due to the 15mm drop in ride height.
Type R GT models feature large triangular front foglamps, the triangular shape of which mirrors the large exhaust tailpipes at the rear. At the back, a distinct body-coloured tailgate rear spoiler follows the kick-up line from the rear quarter windows, and provides added downforce, as well as giving the effect of a more aerodynamic shape.
Civic family architecture
All Civics feature an undercover extending from bumper to bumper for greater aerodynamic efficiency. The Civic also aims for best in class NVH characteristics, so the shape of the door mirror profile has minimised wind noise, while the new flat blade wipers are a key element in arriving at a very low windscreen noise. Further contributions come from the use of lightweight and noise absorbing materials and pillar shape.
NVH has also been significantly reduced by adopting a torque rod type engine mounting and a front sub-frame. Other noise suppression measures include a lightweight anti-noise body structure that integrates a foam agent in the lower sections, an anti-noise undercoat, an absorption roof lining and dashboard insulating material.
Easy access to and exit from the interior and good general usability are essential in a C segment car which is likely to be used for a wide range of purposes. Honda has therefore provided doors with three stage opening to assist in a variety of situations: an initial 24 degrees (328mm) opening; an intermediate 44 degrees (722mm) opening; and a class-leading 58 degrees (988mm) when fully open.
An electrically assisted tailgate release offers better operation, eliminates a release handle and enhances vehicle security since there is no cable.
FROM PETROLHEAD TO PRODUCTION
Three years ago, a group of Type R fans from the UK were invited to west London to meet a team of Honda designers and engineers. These ‘hardcore’ enthusiasts took part in a consultation meeting about a proposed Type R, based on the then forthcoming eighth generation Civic.
As usual, Honda listened to its customers, took the feedback on board, and incorporated the passionate ideas of real Type R nuts into the development of the latest performance Civic. Stuart Pridham was one of those fans consulted. He tells his story…
“When we were invited down to Honda, I was a bit sceptical at first, but they asked us to bring a few of our members’ modified Civic Type Rs for inspiration, so it was clear someone was quite serious.
“We met with several Japanese designers and R&D people, who didn’t speak any English but had a translator working with them. I gave a short presentation to them about the club and about what we liked about our Civics and what we’d done to them. We then had an open discussion about what we’d like to see on the new car. There were definitely some things we didn’t want to see as well.
“When we saw the concept car at Geneva [early 2006], we were pretty stunned. As I say, I was pretty sceptical, but we could see straight away that our ideas and suggestions were actually taken on board. I thought ‘Jeez, they’ve kept to their word!’.
“Some people think car makers are really insular and never listen, but this shows that manufacturers like Honda embrace enthusiasts, and can recognise and appreciate us.”
Those ideas that became a production reality
- The central rev counter
“The old Civic had a pretty standard dash, and we suggested looking at performance cars a little bit further up the ladder – things like the Subaru Impreza and Mitsubishi Evo. Those both had large rev counters as the central display in the dash board, and we liked that idea. We thought it would work perfectly with the Type R.”
- The i-VTEC indicator
“People have been adding these lights to VTEC-engined Hondas for years. They light up when the cam changes over. On the last Civic Type R a few of us put them in place of the hazard warning light. You can have them in all sorts of different colours. One of the cars we brought down to Honda had a VTEC indicator light fitted, and the designers were very interested in it. They took loads of photos, did a few sketches on their big A3 pads, and later the indicators appeared on the new car.”
- The start button
“This is obviously on every new Civic now, but the idea came from a modification that we do to tuned Civics. The cigarette lighter hole is the exact same size as the starter for an S2000. So we take the lighter out, poke a start button in and wire it up. Job done.”
- Not a 5-door hatch
“This was something we actually urged Honda not to do. A Type R can’t have five doors. Look back into history and you’ll see that apart from the Accord Type R [four door], all Type Rs have had three doors. The new Civic version couldn’t have a five-door variant. It would have been sacrilege.”
INTERIOR
Perhaps the key piece of design on all Civic models is the centrally-mounted 50 litre fuel tank beneath the floor, which is well-protected in the event of an accident, but more importantly it improves passenger and load space and allows the inclusion of a useful flat rear floor.
The interior in the new Type R is based on the same imaginative thinking from Honda’s design team. That means it’s functional, but stylish and more than a bit space age.
The cabin is focused around the unique ‘Dual Zone’ dash, which has become such a distinctive feature on the 5-door model.
The dash design places instrument panels and controls in a rational way, with the most essential information appearing at the very top of the fascia and far forward. The concept is particularly effective in displaying information without compromising the driver’s concentration on the road. Secondary information and controls are then organised around and below this central focus.
It’s clear to see the key colour inside the Type R is red, reflecting the ‘red H’ badge that adorns the front grille. The two-tier dash features red illuminated dials set off by gun-metal effect switch panels on either side of the central display. The Eco indicator (as seen on 5-door Civic models) is replaced by a new i-VTEC indicator which illuminates once engine revs rise above 5,400 rpm, indicating the switch to high-lift, long duration valve timing.
Red features again on the steering wheel, used for stitching around the black leather-wrapped item. It also features gun-metal colour spokes, which house audio and, when equipped, cruise control buttons. There’s also the traditional red ‘H’ emblem in the centre of the wheel.
Seats
A great deal of time and thought has been invested in the front seats for the new Type R to increase comfort and support for driver and passenger, but also to improve the car’s overall body rigidity.
The aim was to create seats that hug the driver, and provide superior lumbar support. The resulting race-style seats have wide, banked side bolsters for increased lateral support during cornering. The cushion material is also much better at absorbing vibration.
Finished in black Alcantara with red stitching, and a red fabric centre cushion and base, the seats match the look of the rest of the interior. A lever-type height adjuster is available on the driver’s seat. The front seats also have a greater range of fore/aft and reclining adjustment, while the steering column has both rake and telescopic adjustment, providing more room for taller drivers, as well as improved interior versatility.
The gear shift knob is crafted from machined aluminium and is fitted with a black boot with red stitching. Placed just ahead of it, and to make each Type R even more exclusive, is a plaque engraved with the car’s unique serial number.
Outstanding interior flexibility
As you’d expect in a modern Honda, the rear seats offer outstanding flexibility and convenience. The one-motion, dive down design is already familiar from the Civic 5-door. It only takes one easy lift to collapse either section of the 60:40 split rear seat completely into the deep footwell, without removing the headrests.
The Civic Type R shares the same largest-in-class luggage compartment as the 5-door model. The 485 litres (VDA) of unobstructed space increases to a massive 1,352 litres to the window line with the rear seats folded down.
Beneath the boot floor is a secondary 70-litre storage area for smaller items. The panel that doubles as both the boot floor and the cover for this storage area features a novel double hinge design that allows it to either be lifted to allow access, or to be lowered (assuming nothing is being stored) to create a single load space.
There are also loads of practical storage areas scattered throughout the cabin, and these are provided with lids wherever possible to ensure everything is neatly concealed. A small-mammal-smuggling 14-litre capacity glove box includes a map pocket inside the damped lid and in-box illumination. The GT model has a refrigerated glove box. There’s also a large centre box to fit maps or CDs. You could probably get a Chihuahua in there too (but you might have to take the CDs out first).
The front doors are equipped with storage that’s ideal for bottles (500ml) and maps (just how many maps do you need?), while the rear side panels are sculpted to form a fabric-covered armrest containing both a silver-rimmed cup holder and a rear audio speaker.
Safety
As well as the active safety equipment on Civic Type R (ABS, EBD, VSA etc), the car also has a number of passive safety features. Front and side SRS airbags are fitted to Type R base models, while the GT gets curtain airbags too. There are double pre-tensioners on the front seatbelts and an innovative seatbelt reminder system for rear passengers.
This consists of a graphic of the two belted occupants when seatbelts are in use, switching to a solid depiction when they are unfastened. The driver can be informed about rear seatbelt usage upon request via the multi-information display (unlike most competitor systems that only show such information once the engine has been started).
MOTORSPORT-PREPARED CARS
JAS race/rally car
Since its introduction into amateur racing in 2002, the Civic Type R has proved a popular and successful addition to the sport across Europe. However, Honda is aiming for even greater success with its new model and since June 2006, Italy-based JAS Motorsport – the official partner of Honda in customer racing support since 1998 – has worked closely with Honda R&D to develop the new Civic Type R in the GrN, GrA and GrR specifications.
This development programme has produced an exciting range of advanced racing parts for competition level racing, including the early availability of high performance components for GrR, a new set of rules the FIA is intending to introduce in 2008. Indeed, to protect the investment of its customers, Honda’s GrR components will be homologated simultaneously in GrA, allowing drivers to race and gain experience in the GrA category in 2007 before having to switch to GrR in 2008, without any additional cost.
The racing Civic Type R has been developed under the new GrR rules and features:
· A chrome molybdenum alloyed steel roll cage, designed using CAD and FEA (Finite Element Analysis). This lightweight structure is designed to offer maximum protection for driver and co-driver with additional torsional stiffness to the bodyshell
· A custom designed 6-speed sequential gearbox, created specifically for the new Civic Type R and rallying on tarmac or gravel. The gearbox is operated by the driver through an ergonomic lever, which is hidden below the dashboard and positioned next to the steering wheel. The drivetrain is completed by reinforced driveshafts and a state-of-the-art limited slip differential (plate type with adjustable preload)
· The engine has been further upgraded by means of re-profiled camshafts and other internals for competition use, all of which have been successfully tested in the challenging Nürburgring 24 hours race
· A programmable, custom-developed Engine Control Unit (ECU) which also includes a competition data logger
· Lightweight carbon-fibre interior parts (door panels, dashboard trims, floor panels)
The current production plans will allow the Civic Type R to obtain its FIA homologation in GrA & GrN on 01 April, 2007. Pricing for racing kits and parts can be found at JAS Motorsport (http://www.jasmotorsport.com), and orders can also be placed online.
Lightweight Type R
A lightweight Civic Type R is also available throughout Europe. Sold without a parcel shelf, stereo system and audio speakers, this roadgoing car weighs around 40kg less than the standard Type R. As this is a special order car, delivery time is approximately 20 weeks. Orders can be placed at any authorised Honda dealership, although we anticipate take up to be very low.
CIVIC TYPE R 2.0 i-VTEC: TECHNICAL DATA
Engine
Type
2.0 i-VTEC DOHC
Bore x stroke (mm)
86 x 86
Capacity (cc)
1998
Compression ratio
11.0:1
Max power (PS @ rpm)
201 @ 7800
Max torque (Nm/ lb-ft @ rpm)
193 /142 @ 5600
Fuel system
Honda PGM-FI`
Fuel rating
Unleaded 95 RON
Transmission
6 speed manual
Gear ratios
1st gear
3.266
2nd gear
2.130
3rd gear
1.517
4th gear
1.147
5th gear
0.921
6th gear
0.738
Reverse
3.583
Final
5.062
Clutch
Single dry plate, diaphragm spring
Electrical
Battery
12V-45Ah
Alternator
12V-105A
Suspension
Front
MacPherson struts, coil springs, gas pressurised dampers, anti-roll bar
Rear
Torsion beam, coil springs, gas pressurised dampers,
anti-roll bar
Steering
Gear type
Electric power steering (EPS)
Overall ratio
12.3
Turns lock to lock
2.29
Turning circle dia (m) at body / at wheel
11.8/11.2
Brakes
Front
300mm ventilated discs
Rear
260mm solid discs
Handbrake
Mechanical, acting on rear wheels
Wheels and tyres
Wheels
18 x 7½ JJ
Tyres
225/40 R18
Spare wheel
Instant Mobility System (IMS) repair kit
Dimensions, weights, capacities
Overall length (mm)
4276
Overall width including / excluding door mirrors (mm)
2046/1785
Overall height (mm)
1445
Wheelbase (mm)
2635
Track: front / rear (mm)
1506/1530
Ground clearance (mm)
134
Boot capacity to window, seat up / down (litres, VDA method)
485 / 1352
Kerb weight (kg)
1267
Max permissible weight (kg)
1700
Fuel tank (litres)
50
Max towing weight braked / unbraked (kg)
N/A
Max roof load (kg)
45
Performance and fuel consumption
Maximum speed (mph)
146
Acceleration 0-62 mph (sec)
6.6
Urban (mpg)
22.2
Extra urban (mpg)
40.4
Combined (mpg)
31.0
CO2 emissions (g/km)
215
Insurance group
16E
VED band
F
Service interval
12 months / 12,500 miles[/quote]
Väldigt lång post men ändå en hel del intressant.
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THE QUESTIONS ON THE TIP OF YOUR TONGUE…
What’s the general direction for the new Civic Type R?
Every manufacturer bangs on about ‘refinement’, but when we say the latest Civic Type R is more refined, we mean that it’s easier to use everyday. It’s still got the raw driving appeal of the outgoing model, but we’ve responded to feedback from customers and critics to make the car better in ‘real world’ conditions. It’s more comfortable, quieter and has more equipment – and the VTEC ‘power band’ is easier to reach more often.
The Civic Type R has matured and evolved into a more rounded performer that’s now just as good on the road as it is on a track.
So it’s more comfy, has some extra luxuries and is more refined. Haven’t you just made a soft Type R?
A Type R should provide an involving experience that is as near to driving a race car as possible. And the Civic Type R delivers just that. The engine is still a raucous, rev-happy screamer. The rigidity of the body and the suspension settings were developed especially for the Type R to provide responsive and communicative chassis dynamics. In short, the Type R is still raw, it still has an ‘edge’ and it still delivers a thrilling and involving driving experience – it’s just a bit easier to live with.
What’s with this Type R GT?
There are two grades of Type R, the standard Type R, and the GT model which has extra equipment, like cruise control, front fog lights and air con.
How many do you plan to sell in the UK?
Our plan is to sell 5,000 Civic Type Rs per year. But hopefully, the car will outperform the targets, just as the outgoing model did. We originally said that we’d sell 1,500 of the old Civic Type R, and we went on to sell over 35,000 in total…
What are the competitors to this Type R?
We are looking at ‘premium hot-hatches’ from other manufacturers for comparison (Golf GTi, Ford Focus ST, Volvo C30, SEAT Leon Cupra).
Why isn’t the Civic Type R more powerful and faster than other hatches – or indeed the last Type R?
It’s not all about raw figures and statistics. And it isn’t about building the fastest or most powerful car in the world. Cars carrying the Red ‘H’ badge promise to provide a well-engineered and exciting driving experience. Honda was not prepared to get involved in a “horsepower war” with other car builders – we could have chased higher power figures, but that would mean compromising the way the car feels to drive. We’ve also stayed true to the Type R philosophy of maintaining a normally-aspirated engine, to give smoother acceleration (so we haven’t just strapped a big turbo on, and then dealt with the problems sometimes associated with forced induction).
When developing this car, the aim was to make the driver feel totally integrated to give the most rewarding driving experience. From the driving position, to the engine note, to the steering feel – the Type R competes with the best.
Why has it got the same engine as the old car?
It’s the same 2.0-litre engine but it’s been further developed to give what our engineers call “a richer content”. This basically means we’ve changed the way the engine delivers its power to improve the driving experience. The switch to the high lift cam now comes in at lower revs and lasts longer (which means you can get to the ‘power band’ more frequently). Also, the revised drive-by-wire throttle gives smoother acceleration, especially at higher speeds.
Will there be a Type RR?
There are currently no plans for a more extreme, road-going Type R (in the same vein as Honda’s RR bikes), but there is a race-ready motorsport-prepared Civic Type R, which has been developed by Honda R&D in conjunction with JAS Motorsport.
Why doesn’t the car have independent rear suspension?
With this Type R, we wanted to create a better all-round car. That meant making it even more versatile and easy to use everyday. To free-up space in the rear (thus increasing room for suitcases, shopping, IKEA bookcases etc), we used torsion beam type suspension, as in the Civic 5-door. There are also some dynamic advantages gained by using torsion beam suspension, namely an increase in rigidity during cornering to a level higher than the lateral forces – which improves handling through tighter bends.
What will be the sales mix between Type R and Type R GT?
We’re expecting a 20/80 per cent split (Type R/Type R GT).
POSITIONING
We know there are hundreds of press packs that make this claim, but the new Civic Type R truly is an evolution, not a revolution. Our approach was to look at the outgoing Type R and analyse what we did right, and (perhaps more importantly) what we did wrong. We then set about creating a Type R with the best bits from the old car, while sorting the bits that weren’t so good.
To help us identify these areas, we looked to both you, the press, and our customers. Our engineers have kept their ears to the ground for the last seven years. Since the previous Civic Type R was launched to the press, they’ve listened and read comments, appraisals, criticism, applause and moans from the media and from customers. It’s something that Honda does very well: we’re good listeners. We’re constantly taking on board the views of experts and those in our markets, and we use that constructive feedback to build better cars. It’s a simple concept, but not many manufacturers do it as well as we do (for a great example, see ‘From petrolhead to production’).
So what did you say about the previous Civic Type R? Well, you said this:
“Ride comfort is firm, occasionally bordering on agitated.” Autocar
“The only real downside is that the ride is noticeably harsher around town – but it’s noticeable rather than uncomfortable.” Scotland on Sunday
“Below about 3,500rpm this variable valve-timed 2.0-litre, four cylinder VTEC unit feels and performs more like a 1.6, with passable but hardly hair raising performance... The ride’s firm, no getting away from it, while the test car had a decent helping of tyre noise that you might find wearying over longer trips.” Nottingham Evening Post
“Look at the figures: that 200bhp doesn’t peak until 7,400rpm, and the somewhat puny 145lb.ft of torque until 6,500 rpm. It’s brilliant once you get there – but at the price of frantic accelerator action, sticking in gears far lower than feels natural and having to go all out, all the time, to get remotely sporting responses at lower revs and lower speeds.” 4Car
“On country lanes, the ride from the Civic Type R is harsh, bumpy and noisy. In town, it’s fine, except for the odd crash down a pot-hole, with a thump that could remove your teeth…You just can’t drive permanently at over 6,000rpm on normal roads.” Daily Star
And we listened, then used your views to shape the direction for the new Civic Type R, identifying problem areas and those we wished to improve. The parts of the outgoing car you loved, we kept – partly the reason the engine remains the same unit, for example.
Our customers also had something to say. As well as agreeing with some of the press comments, they called for more comfort, less noise and extra equipment. In short, they wanted a better level of refinement. Here’s an example of just one comment from an owner:
“Lots of small things let the car down. Noise levels are pretty bad. I want to tear the arse off it on a B-road, but I also want to drive from London to Edinburgh without getting a headache!”
While existing customers were demanding a more refined Type R – so, vitally, were our target customers. In general, car buyers are now looking for comfort as well as performance from a hot hatch – and potential Type R drivers were put off by the ‘stripped-out’ character of the old car. Company car drivers, in particular, decided they couldn’t live with its hardcore nature. And many women also thought the car was a bit too extreme for regular use.
So the new Type R had to be easier to use everyday, and that became a key factor in the development of the car. But while we wanted it to be more usable and attractive to a broader group of drivers, we didn’t want to build a car that felt sterile and sanitised to drive. It had to follow the Type R philosophy, and therefore it had to offer a pure, involving, race-car-like experience. It had to remain raw.
Fans of the old car who appreciated the stripped-out, race-like feel won’t be disappointed. This new incarnation is still raw and edgy. It’s still a pure, exhilarating drive. In fact, it’s even more involving for the driver.
So Honda has created a car that aims to successfully combine two characters: the famed raw Type R appeal and a level of comfort and refinement. This Civic is both raw and refined. You could say, it’s rawfined…
Price comparison
Honda Civic Type R
Honda Civic Type R GT
VW Golf GTi
SEAT Leon Cupra
Ford Focus ST1
Volvo C30 T5 Sport
Price (OTR)
£17,600
£18,600
£20,360
£19,595
£17,995
£22,995
THE TYPE R PHILOSOPHY
Background
The Type R name was introduced by Honda Motorcycles, where the letter R was added to conventional bike names to indicate a performance derivative. For example, the CB – a standard 4-cylinder across-the-frame bike – became the CB-R, a sporting model.
The first Type R
The earliest Type R car was the Honda NSX-R, a stripped-down, lightweight version of the NSX supercar. This was developed in response to claims the NSX did not have enough power to compete with rival cars from Porsche and Ferrari. The key factor in this argument – and a point proved by the NSX-R – was the importance of the power to weight ratio.
The NSX-R epitomised Honda’s approach to creating high performance cars, and every subsequent Type R vehicle has been built to conform to certain principles. Each follows a certain Type R philosophy.
Philosophy
The Type R philosophy is not about building the most powerful, or fastest car in the world. It is about creating a car that provides a well-engineered, but exciting driving experience. To offer this, every Type R needs to have certain key characteristics:
· Racing
An exhilarating driving experience similar to that felt when piloting a racing car
· Involvement
High levels of feedback and involvement in terms of sound, steering response and handling. The driver should feel part of the machine
· Not just speed
Going fast is part of the Type R experience, but not everything. The Type R should have above average levels of performance in gear change quality, braking, steering and handling
· Pure
The driving experience should not be diluted or interfered with by intrusive driving aids or excessive sound proofing that could detract from the driver’s involvement
Engineering
To meet the aims set by the philosophy, a different approach is taken during the design and development of a Type R. Therefore, each car possesses a special set of engineering qualities.
· Normally aspirated
No bolting on of a turbocharger to give silly power figures. All Type R engines are normally-aspirated, which deliver smoother power delivery throughout the rev range, allowing power to be transferred through the chassis more easily, improving traction and acceleration
· Torsional rigidity
A stiffer chassis improves the handling of the car in terms of balance and adjustability. This makes for a more involving drive
· Simple technology
Each Type R is based on clever, but simple engineering solutions rather than relying solely on electronic gadgetry
ENGINE AND TRANSMISSION
The engine (it’s the same, but different)
The Type R continues to be powered by the naturally-aspirated, high-revving
2.0-litre DOHC i-VTEC engine, mated to a 6-speed manual. It produces 201PS at 7,800rpm. So why didn't we put a bigger, more powerful, turbocharged lump in there?
That question is answered in part by the Type R philosophy, a mantra followed in the approach to developing any new Type R. The philosophy says that all Type Rs must be pure, balanced and offer a smooth power delivery. For this reason, all Type R cars are supplied with normally-aspirated (i.e. not forced induction) engines under the bonnet.
The second part of the answer is just as simple: it’s not all about big power figures. While mighty PS claims might make the headlines (or win at Top Trumps), Honda is more concerned about creating a performance car with balance. There’s absolutely no doubt that our engineers could strap a huge blower on to the i-VTEC engine and get monster results at the flywheel – but it would likely be at the cost of its smooth power delivery or stable cornering under acceleration.
Take a look at the table below. It shows all of our potential rivals and their respective performance figures. Go on, take a close look – don’t mind us. We’re not ashamed of our ‘lowly’ power claims compared to the competition. Quite the opposite: we’re proud to stay true to our engineering beliefs, and proud to stick closely to the Type R philosophy.
Performance figures
Honda Civic Type R
VW Golf GTi
Ford Focus ST
SEAT Leon Cupra
Volvo C30
Engine
2.0 i-VTEC
2.0 FSI Turbo
2.5 Duratec 5-cyl turbo
2.0 FSI Turbo
2.5 Duratec 5-cyl turbo
PS
201
200
225
240
217
Torque (lb.ft)
142
207
236
221
236
0-62mph (secs)
6.6
7.2
6.8
6.4
6.2
Top speed (mph)
146
146
152
153
149
Combined (mpg)
31
34.9
30.4
32.8
32.5
CO2 (g/km)
215
194
224
214
208
The final part of the argument is unremarkable, but perhaps of most importance: we stuck with the 2.0-litre i-VTEC engine because it’s good. And you (and thousands of customers) told us so.
“Quite simply, this slightly gawky looking Japanese three-door possesses one of the most exhilarating and satisfying drivetrains of any car currently on sale, irrespective of price. With due allowance for size and power, its 197bhp 2.0-litre, four-cylinder VTEC engine is right up there with the power units of the Ferrari 360M, Porsche 911 GT3 and BMW M3 CSL.” – Autocar
“Thanks to its racing pedigree, the Civic’s engine is a real joy. While the driver will have to push it right up to the red line to access the best performance, the noise from the four-cylinder powerplant is incredible and the snappy gearchanges are faultless.” – Auto Express
But while it had its fans, we knew the engine wasn’t perfect. Enthusiastic drivers have always loved the rev-happy nature of the 2.0-litre Type R unit, but even they would argue that the high-rpm ‘power band’ couldn’t be reached often enough, given that the cam change was fixed at almost 6,000rpm. You had to really be pushing the car to make the engine work, and while that was fun on an open road with plenty of space – it wasn’t ideal for everyday driving. How many times would the engine reach peak rpm on a trip to the supermarket, for example?
Therefore, changing the characteristics of the engine to make the car easier to drive was an important part of the engineers’ brief. Of course, the real challenge was doing this while retaining the raw, high revving performance so loved by Type R fans. When Honda’s engine experts talk about their recent work on the 2.0-litre, they mention creating a “richer content” for the engine and a “different character”, while keeping the power and torque at similar levels.
Creating that “richer content” for the engine
Firstly, the high-rev VTEC range (that ‘power band’) was made broader and more accessible. ECU software adjustments have lowered the switch to high-lift, long-duration valve timing (the cam change), so that it takes place at a ‘within-reach’ 5,400rpm, and then continues all the way to 8,000rpm. And a new i-VTEC indicator just to the right of the digital speedometer is illuminated once the revs rise above 5,400rpm – not that you’ll have time to look at the dash!
The high speed cam itself has been given a more aggressive profile, increasing lift and contributing to an overall increase in torque. Meanwhile, techniques similar to those used on the engine in the Honda NSX have been used to smooth and polish the cylinder head ports, significantly improving flow.
The intake manifold from the outgoing Type R engine has been replaced with a new design that incorporates an air flow resonator. This complex shaping of the manifold helps to increase torque, especially at the point of the cam change, so there is less of a drop off in performance at this stage.
These engine modifications work together to increase maximum revs to an astonishing 8,000rpm. The engine screams to its peak power of 201PS at 7,800rpm (previously 200PS at 7,400rpm).
Well, we say scream, but the sound of the engine is now more of a guttural howl, that becomes a rasping shriek as the revs rise towards the red line. This enhanced aural pleasure is the result of tweaks to the internal structure of the air filter box, and the inclusion of an air flow meter. As well as improving the sound of the engine inside the cabin, air flow is increased, aiding overall performance.
Also new for the 2007 unit is drive-by-wire throttle control and a light-weight forged chrome molybdenum flywheel – both of which help make the engine more responsive. A new balancer unit is also employed to reduce vibration – thus contributing to a reduction in noise levels – and increase smoothness. VTEC variable valve timing and VTC variable inlet camshaft technology continue to underpin the engine structure.
The result of the changes to the 2.0-litre i-VTEC is an engine that delivers its power more smoothly, cleanly and that feels more refined to drive. But it’s also retained those raw, race-car-like and on-the-limit qualities that make Type R such an exhilarating car to drive. It is as quick as the old car for example – an adjustment in gear ratios allowing for the heavier weight of the body (see transmission section) – but importantly, although it is easier to drive (and more comfortable), it still feels quick; it gives the driver a ‘racing experience’.
The engine in detail
The 2.0-litre K-series combines Honda’s VTEC system, which varies the timing and amount of lift of the valves, with VTC (Variable Timing Control). VTC is able to advance and retard inlet valve opening by altering the phasing of the inlet camshaft to best match the engine load at any given moment.
The two systems work together under the close control of the engine management system, delivering improved cylinder charging and combustion efficiency, reduced intake resistance, and improved exhaust gas re-circulation.
Honda’s clever i-VTEC technology can maximise engine potential over its complete range of operation, and a particularly flat, linear torque curve produced by this engine is testimony to its effectiveness: At just 2,500rpm, the engine delivers 90 per cent of the maximum torque available. As a result, acceleration feels smooth and progressive.
Under the control of the VTEC system, the valves remain open for a longer duration at high engine speeds to give the gases sufficient time to overcome their inertia. At low and mid range engine speeds, where valves opening for too long would allow intake charge to leak back out and exhaust gases to leak back into the cylinder, the valves remain open for a shorter duration. The result is optimised gas flows to provide good top-end output together with low and mid-range flexibility.
The switch to the high lift, long duration operation at high engine speeds is achieved by locking the rocker arms operating each pair of inlet and each pair of exhaust valves to a third high lift rocker arm (one on the intake side, one on the exhaust side) by means of a hydraulically-activated pin.
The VTC system takes into consideration engine load and involves the engine control unit varying the inlet camshaft position relative to that of the exhaust camshaft by means of a hydraulically driven, compact vane-type pump located on the front end of the inlet camshaft.
During periods of high engine load (i.e. acceleration), VTC is set at a relatively small degree of valve overlap which provides the optimum output, the valve opening angle fully utilising the inertia effect of the intake air. In addition, as engine speed builds, the VTEC mechanism switches from the low speed cam to the high speed cam (i.e. optimal torque to optimal power), but with the same degree of overlap.
In contrast, at high engine speeds in situations where the engine is not under heavy load, for example during motorway cruising, there is much greater valve overlap and this is advantageous in reducing pumping losses, maximising the exhaust gas recirculation effect for reduced NOx levels and providing the best balance between fuel consumption and output.
Finally, at idle and low engine speeds during light load conditions, inlet valve opening is retarded for minimal overlap, generating strong swirl and therefore good mixing. EGR is reduced and this stabilises combustion.
6-speed manual transmission
The DOHC i-VTEC engine is mated to a 6-speed close-ratio manual gearbox. Like the engine, all the best bits of the ’box have been kept, while designers and engineers have worked on improving certain areas to increase driver enjoyment.
The transmission is matched to a high performance clutch, which uses a light-weight flywheel for quicker response and fast changes between gears. These quick shifts are enhanced by triple cone synchronisers for the first and second gears, as well as carbonised synchronisers on third, fifth and sixth gears – ensuring gear changes are speedy and precise.
We also worked hard to improve the shift feel in the new car, so gear lever stroke has been shortened and lightened, to give a more ‘race’ feel to the transmission.
As well as the number of improvements made to the engine to make power more accessible, more often, the gearbox plays a vital role, as the final drive ratio has been lowered, from 4.764 to 5.062.
SO WHAT’S VTEC THEN?
The history
As is nearly always the case with a Honda innovation, VTEC (Variable Valve Timing and Lift Electronic Control System) was the result of a dream: a dream to achieve 100hp per litre.
The man with the dream was Ikuo Kajitani, Large Project Leader for Engine Development. At the time he was working on the next Honda Integra, but it was 1986, and his vision for such performance from a 1.6-litre engine seemed preposterous. It would mean raising the maximum rpm to 8,000 – thus increasing the forces and loads on internal engine parts – but the Integra still had to meet mass-production reliability targets. To say it would be a challenge was a huge understatement.
However, Kajitani’s team of engineers took on the challenge, and – after three years of research, development and testing – they combined to produce an engine with a complex, but tough and lightweight valve operating system. VTEC was born and Kajitani’s dream was realised. The 1989 Honda Integra DOHC VTEC had a 1.6-litre engine that produced 160hp at 7,600rpm and redlined at 8,000rpm.
The VTEC technology was later adapted for use in the NSX, Accord and Civic.
How does it work?
Most road cars spend a lot of their time at low rpm, and only occasionally at high rpm. The ideal engine then would suit both requirements, with valves that open wide for maximum performance at high rpm, and only open a fraction at low rpm to save fuel. And Honda’s VTEC technology does just that.
VTEC is an electronic and mechanical valve control system that effectively allows the engine to have multiple camshafts. As the engine moves into different rpm ranges, the engine's computer can activate alternate lobes on the camshaft and change the cam’s timing. In this way, the engine gets the best features of low-speed and high-speed camshafts in the same engine.
Each cylinder of a standard DOHC engine has four valves and thus four cam lobes, each directly operating a valve. But in a Honda VTEC engine, there are two more cam lobes, in between each pair of standard lobes. These ‘extra’ two are high rpm lobes, while the other four are the low rpm lobes.
As the engine accelerates through the rev range, it passes through the power peak of the low-rpm lobes. Then, at an engine speed and throttle position programmed into the car’s computer map, a signal is sent which electronically opens a valve to direct oil pressure to a mechanical sliding pin. This pin locks the rocker arms operating the valves to the cam follower on the high rpm cam lobe, meaning just this steeper, higher lift lobe is now the only one effective.
The valve timing and the engine’s power band are thus altered for maximum performance – and it all happens within milliseconds.
CHASSIS
As you may have read earlier in this pack, an important part of the Type R philosophy is to make the driving experience as involving as possible – and most responsibility for this lies in the chassis dynamics.
As with the development of the engine, the chassis was seen as an evolution: with the best handling characteristics from the old car retained and improved upon, and any problem areas addressed.
The new Type R had to be rewarding to drive, but it also had to be predictable and easy to adjust. Honda engineers often talk about the ‘balance’ of a car. And that’s exactly what Type R needed. It had to feel like a race car – but still be easy to drive every day. It needed to be as comfortable on a trip to the shops on bumpy British roads as it was on a smooth racetrack. It had to give the driver precise steering feel, but still be manoeuvrable. It required a precise balance.
Engineers from Honda R&D in Offenbach, Germany, studied the negative criticism aimed at past Type Rs and looked at rival hot hatches to see what else was offered – noting each car’s behaviour under certain conditions. They also looked at what made the previous Type R great to drive, and aimed to maintain these qualities in the new design (see Developing the chassis).
The chassis in detail
The Civic 5-door’s MacPherson strut/torsion beam chassis – a popular configuration in Europe – provides the basis for the Civic Type R. Much of the development of the chassis was carried out in Europe, with European drivers, to ensure ride and handling characteristics suited the roads and the customers. As the UK is by far the biggest market for Type R in Europe, much consideration and time was spent setting the car up for British roads.
Suspension
At the front is a MacPherson strut design featuring a high castor setting and a quick steering ratio for excellent response to driver input. The stiffness of the front end further reduces vibrations, thereby improving overall comfort and refinement.
At the rear the torsion beam configuration has been used to give sharper steering response and more stable cornering ability – arguably two areas of weakness on the outgoing Type R. High-response mono tube dampers are used, with coil springs, and both have been tuned especially for this Type R.
Torsion beam-type suspension was selected to maintain a good balance between the demands of packaging, performance and weight. Importantly, the torsion beam used on the Civic also makes the cabin a much nicer place to be as NVH levels are improved (the ‘old’ Type R was often criticised for being noisy). It also increases cornering rigidity, thus contributes to the overall improvement in stability in bends.
This stability is further enhanced by a lowering of the ride height by 15mm and an increase in the rear track to 20mm wider than that of the Civic 5-door. As well as making the car feel more balanced in the bends, it also means it’s more adjustable when cornering on the throttle.
Meanwhile, an advanced, efficient electric power steering system (EPS) has been given an advanced Type R setting to provide optimum steering feel and weighting at all speeds. Compared to a hydraulic system there are loads of benefits, including a lower inertia, increased rigidity, lower friction, improved NVH and lower fuel consumption.
Body
The 5-door Civic already offers one of the stiffest body structures in the C-segment. However, the Type R is even more rigid. There is extra strengthening of the floor cross member just ahead of the central fuel tank, around the upper front suspension mountings and in the lower cross member at the front of the engine bay, to create an even stiffer platform upon which the suspension can work to its full potential.
In addition, heavier and firmer steering feel, a quicker ratio and stiffer steering box mountings all provide more precise responses to steering wheel input.
As well as providing far more predictable handling characteristics than its predecessor, the damper and spring settings deliver enhanced ride comfort – in keeping with the need to make the car easier to use everyday.
Brakes
Perhaps the most important consideration when developing a performance car is the effectiveness of the brakes, and in the new Type R, Honda engineers have created a set-up that stops the car amazingly fast in both wet and dry conditions.
It’s down to a combination of large ventilated discs at the front (300mm), 260mm solid discs at the rear, and the application of Electronic Brake force Distribution, which adjusts front-to-rear brake effort to achieve maximum braking performance and stability. Further intervention is provided by a brake assist system, which functions during emergency braking. All Type Rs are also equipped with ABS.
VSA (Vehicle Stability Assist) is standard – but has an exclusive setting for Type R. The VSA system is designed to assist the driver in maintaining control during cornering, acceleration and sudden manoeuvres by applying brake force to the right or left hand wheels as necessary and managing the throttle and ignition systems. The system is calibrated to provide stability and predictability, without stifling the driving enjoyment of the carefully engineered chassis. The VSA system can be switched on or off using a button on the dashboard.
DEVELOPING THE CHASSIS
This graphic might look confusing at first, but on closer examination it’s a great insight into the targets of our R&D engineers. It’s called a spider diagram, and if you haven’t seen one before, the premise is fairly simple. The goals of the R&D team responsible for Type R are listed around the edge of the circle, and then points are placed around the rings of the diagram to indicate the actual performance of existing cars (e.g. rivals and current models). The closer to the outside of a circle the point is placed, the better the performance in that area.
This diagram on the Civic Type R shows the direction of the team when they approached the new car. It’s clear from the goals the team set, that early in the development they identified the need to retain the already fine performing characteristics, and improve on specific areas. It’s that evolution not revolution thing we were blathering on about earlier. The VW Golf GTi was just one rival used as a benchmark in the R&D stage, and is shown on this chart, alongside the 2004-spec Civic Type-R.
“THIS CAR HAD TO QUICKEN THE PULSE OF THE DRIVER”
Name: Isao Akimoto
Role: Dynamic Chassis Engineer
On the aims
“The aim of this car is to make people smile when they look at it, but for their smiles to widen and their hearts to beat faster when they drive it – this is the element we think is missing from cars from VW and Audi. The Type R makes you feel alive. It is fun to drive and invigorating.
We like to think of it as three stages of smile: one when you look at the car, two when you sit in it, and three when you drive – the smile should get bigger at each stage.”
On European demands
“Firstly, it was a challenge. It wouldn’t have been so difficult to create another VW Golf, for example, but we wanted to boost the positives of the previous Type R, and deliver the refinement demanded by Europe. And this Type R had to be a car that would quicken the pulse of the driver.”
On the steering
“As the Type R has outstanding engine performance, it needed to have good handling and sharp steering. When Honda developed the 5-door Civic, we started using a more expensive, more sophisticated high performance electric power steering system. It’s actually the same system as used in the Legend – which is a luxury E sector car, so it’s high standard.
“This EPS system enabled us to better modify the weight of the steering. We did a lot of endurance testing in Europe to determine the individual settings. As a guide, the Civic 5-door has the lightest feel, Type S is heavier, but Type R is the heaviest, which gives the most responsive feel.”
On the suspension
“The torsion beam type suspension works well during cornering and more spirited driving and the car feels well balanced. The centre of gravity is right in the centre of the vehicle, which reduces inertia movement and further improves handling performance. We think the handling of this vehicle is very responsive and well balanced.”
On the passion behind Type R
“Type R embodies Honda’s DNA – it represents our racing spirit and the fun-to-drive characteristics. All Honda engineers aim to create a vehicle they would enjoy driving, and so all engineers want to be part of creating a car like Type R. We love cars and driving, and to us, the job is an extension of our hobbies.”
“THIS CAR IS WORTHY OF THE RED ‘H’ BADGE”
Name: Toshiya Sakai
Role: New Large Project Leader, Civic Type R
On the feeling
“Looking at this Civic Type R, strong, aggressive, sporty and energetic images float through my mind.”
On living up to the name
“I believe this car is worthy of the red ‘H’ badge, which is a symbol of a true Type R. I think everyone will feel the same way once they have experienced the engine with much higher rpm compared to the previous model, and sharp and comfortable handling produced by a refined chassis set-up.”
On what’s next for Type R
“I would like to keep developing this Civic Type R to become a car which represents Honda’s sporty image. I think this Type R is a car that offers an exceptional blend of fast acceleration and ride comfort. I would like to continue developing the car to be much sportier, more like what Honda and Type R means.”
DESIGN AND STYLING
Let's face it, it wasn't going to be difficult to make the Type R look good – after all, it’s based on the body shape of the already stunning, extremely sporty 5-door Civic.
But the Concept vehicle still managed to draw a satisfying gasp from onlookers when it debuted at Geneva in 2006. The former Large Project Leader of Type R, Mikio Suzuki, talks about his aim to create “the ultimate sporting Honda”, and acknowledges that the look of the car is key to attracting the target customer for this new Type R. “Of course, how the car looks is very important,” he says. “The previous model used to attract mostly younger drivers, but with this new model we’ve developed a Type R that will attract a more mature driver as well. I’m very proud of the outcome.”
When Suzuki-san says ‘mature’, he doesn’t mean ‘pensioner’. What the LPL perhaps refers to is the more corporate customer, the grown-up buyer of hot hatches who appreciates the performance, and wants his or her car to look sporting, but not ‘boy racer’.
As a result, the unique styling features on Type R are subtle and fully integrated, and were considered when the shape of Civic was conceived. “The old Civic Type R looked like it had been thought about after the original design,” says Suzuki. “We were already thinking about Type R when this Civic was designed.”
It’s also the reason for more discreet Type R badging on this incarnation, although logos do feature throughout – most prominently on the front callipers and more subtly on the stainless steel door sill treads.
Exterior design
While the new Civic Type R shares the same silhouette as the Civic 5-door, it has a number of features that set it apart and further emphasise the coupé-like shape of the body shell in profile.
The doors, rear three-quarter panels, lower sills, and front and rear bumpers are unique to 3-door Civics. In particular, the lower edge of the rear side window tapers upwards more steeply for a more sporty profile.
Sculpted side skirts flare outwards and blend seamlessly into the front and rear wheelarch surrounds. These in turn flow into the front and rear spoilers to complete the lower body structure, all of which is finished in the body colour.
The deep front spoiler and large air intake are possibly the most aggressive styling features at the front end (although that intake does do a job, allowing a clearer flow of air to the induction system). Meanwhile, a black honeycomb mesh grille replaces the central glass panel of the Civic 5-door, and this houses the all important red ‘H’ badge.
To give another indication of its potency, the Type R sits on 18-inch seven-spoke alloy wheels, tucked under the wheelarches due to the 15mm drop in ride height.
Type R GT models feature large triangular front foglamps, the triangular shape of which mirrors the large exhaust tailpipes at the rear. At the back, a distinct body-coloured tailgate rear spoiler follows the kick-up line from the rear quarter windows, and provides added downforce, as well as giving the effect of a more aerodynamic shape.
Civic family architecture
All Civics feature an undercover extending from bumper to bumper for greater aerodynamic efficiency. The Civic also aims for best in class NVH characteristics, so the shape of the door mirror profile has minimised wind noise, while the new flat blade wipers are a key element in arriving at a very low windscreen noise. Further contributions come from the use of lightweight and noise absorbing materials and pillar shape.
NVH has also been significantly reduced by adopting a torque rod type engine mounting and a front sub-frame. Other noise suppression measures include a lightweight anti-noise body structure that integrates a foam agent in the lower sections, an anti-noise undercoat, an absorption roof lining and dashboard insulating material.
Easy access to and exit from the interior and good general usability are essential in a C segment car which is likely to be used for a wide range of purposes. Honda has therefore provided doors with three stage opening to assist in a variety of situations: an initial 24 degrees (328mm) opening; an intermediate 44 degrees (722mm) opening; and a class-leading 58 degrees (988mm) when fully open.
An electrically assisted tailgate release offers better operation, eliminates a release handle and enhances vehicle security since there is no cable.
FROM PETROLHEAD TO PRODUCTION
Three years ago, a group of Type R fans from the UK were invited to west London to meet a team of Honda designers and engineers. These ‘hardcore’ enthusiasts took part in a consultation meeting about a proposed Type R, based on the then forthcoming eighth generation Civic.
As usual, Honda listened to its customers, took the feedback on board, and incorporated the passionate ideas of real Type R nuts into the development of the latest performance Civic. Stuart Pridham was one of those fans consulted. He tells his story…
“When we were invited down to Honda, I was a bit sceptical at first, but they asked us to bring a few of our members’ modified Civic Type Rs for inspiration, so it was clear someone was quite serious.
“We met with several Japanese designers and R&D people, who didn’t speak any English but had a translator working with them. I gave a short presentation to them about the club and about what we liked about our Civics and what we’d done to them. We then had an open discussion about what we’d like to see on the new car. There were definitely some things we didn’t want to see as well.
“When we saw the concept car at Geneva [early 2006], we were pretty stunned. As I say, I was pretty sceptical, but we could see straight away that our ideas and suggestions were actually taken on board. I thought ‘Jeez, they’ve kept to their word!’.
“Some people think car makers are really insular and never listen, but this shows that manufacturers like Honda embrace enthusiasts, and can recognise and appreciate us.”
Those ideas that became a production reality
- The central rev counter
“The old Civic had a pretty standard dash, and we suggested looking at performance cars a little bit further up the ladder – things like the Subaru Impreza and Mitsubishi Evo. Those both had large rev counters as the central display in the dash board, and we liked that idea. We thought it would work perfectly with the Type R.”
- The i-VTEC indicator
“People have been adding these lights to VTEC-engined Hondas for years. They light up when the cam changes over. On the last Civic Type R a few of us put them in place of the hazard warning light. You can have them in all sorts of different colours. One of the cars we brought down to Honda had a VTEC indicator light fitted, and the designers were very interested in it. They took loads of photos, did a few sketches on their big A3 pads, and later the indicators appeared on the new car.”
- The start button
“This is obviously on every new Civic now, but the idea came from a modification that we do to tuned Civics. The cigarette lighter hole is the exact same size as the starter for an S2000. So we take the lighter out, poke a start button in and wire it up. Job done.”
- Not a 5-door hatch
“This was something we actually urged Honda not to do. A Type R can’t have five doors. Look back into history and you’ll see that apart from the Accord Type R [four door], all Type Rs have had three doors. The new Civic version couldn’t have a five-door variant. It would have been sacrilege.”
INTERIOR
Perhaps the key piece of design on all Civic models is the centrally-mounted 50 litre fuel tank beneath the floor, which is well-protected in the event of an accident, but more importantly it improves passenger and load space and allows the inclusion of a useful flat rear floor.
The interior in the new Type R is based on the same imaginative thinking from Honda’s design team. That means it’s functional, but stylish and more than a bit space age.
The cabin is focused around the unique ‘Dual Zone’ dash, which has become such a distinctive feature on the 5-door model.
The dash design places instrument panels and controls in a rational way, with the most essential information appearing at the very top of the fascia and far forward. The concept is particularly effective in displaying information without compromising the driver’s concentration on the road. Secondary information and controls are then organised around and below this central focus.
It’s clear to see the key colour inside the Type R is red, reflecting the ‘red H’ badge that adorns the front grille. The two-tier dash features red illuminated dials set off by gun-metal effect switch panels on either side of the central display. The Eco indicator (as seen on 5-door Civic models) is replaced by a new i-VTEC indicator which illuminates once engine revs rise above 5,400 rpm, indicating the switch to high-lift, long duration valve timing.
Red features again on the steering wheel, used for stitching around the black leather-wrapped item. It also features gun-metal colour spokes, which house audio and, when equipped, cruise control buttons. There’s also the traditional red ‘H’ emblem in the centre of the wheel.
Seats
A great deal of time and thought has been invested in the front seats for the new Type R to increase comfort and support for driver and passenger, but also to improve the car’s overall body rigidity.
The aim was to create seats that hug the driver, and provide superior lumbar support. The resulting race-style seats have wide, banked side bolsters for increased lateral support during cornering. The cushion material is also much better at absorbing vibration.
Finished in black Alcantara with red stitching, and a red fabric centre cushion and base, the seats match the look of the rest of the interior. A lever-type height adjuster is available on the driver’s seat. The front seats also have a greater range of fore/aft and reclining adjustment, while the steering column has both rake and telescopic adjustment, providing more room for taller drivers, as well as improved interior versatility.
The gear shift knob is crafted from machined aluminium and is fitted with a black boot with red stitching. Placed just ahead of it, and to make each Type R even more exclusive, is a plaque engraved with the car’s unique serial number.
Outstanding interior flexibility
As you’d expect in a modern Honda, the rear seats offer outstanding flexibility and convenience. The one-motion, dive down design is already familiar from the Civic 5-door. It only takes one easy lift to collapse either section of the 60:40 split rear seat completely into the deep footwell, without removing the headrests.
The Civic Type R shares the same largest-in-class luggage compartment as the 5-door model. The 485 litres (VDA) of unobstructed space increases to a massive 1,352 litres to the window line with the rear seats folded down.
Beneath the boot floor is a secondary 70-litre storage area for smaller items. The panel that doubles as both the boot floor and the cover for this storage area features a novel double hinge design that allows it to either be lifted to allow access, or to be lowered (assuming nothing is being stored) to create a single load space.
There are also loads of practical storage areas scattered throughout the cabin, and these are provided with lids wherever possible to ensure everything is neatly concealed. A small-mammal-smuggling 14-litre capacity glove box includes a map pocket inside the damped lid and in-box illumination. The GT model has a refrigerated glove box. There’s also a large centre box to fit maps or CDs. You could probably get a Chihuahua in there too (but you might have to take the CDs out first).
The front doors are equipped with storage that’s ideal for bottles (500ml) and maps (just how many maps do you need?), while the rear side panels are sculpted to form a fabric-covered armrest containing both a silver-rimmed cup holder and a rear audio speaker.
Safety
As well as the active safety equipment on Civic Type R (ABS, EBD, VSA etc), the car also has a number of passive safety features. Front and side SRS airbags are fitted to Type R base models, while the GT gets curtain airbags too. There are double pre-tensioners on the front seatbelts and an innovative seatbelt reminder system for rear passengers.
This consists of a graphic of the two belted occupants when seatbelts are in use, switching to a solid depiction when they are unfastened. The driver can be informed about rear seatbelt usage upon request via the multi-information display (unlike most competitor systems that only show such information once the engine has been started).
MOTORSPORT-PREPARED CARS
JAS race/rally car
Since its introduction into amateur racing in 2002, the Civic Type R has proved a popular and successful addition to the sport across Europe. However, Honda is aiming for even greater success with its new model and since June 2006, Italy-based JAS Motorsport – the official partner of Honda in customer racing support since 1998 – has worked closely with Honda R&D to develop the new Civic Type R in the GrN, GrA and GrR specifications.
This development programme has produced an exciting range of advanced racing parts for competition level racing, including the early availability of high performance components for GrR, a new set of rules the FIA is intending to introduce in 2008. Indeed, to protect the investment of its customers, Honda’s GrR components will be homologated simultaneously in GrA, allowing drivers to race and gain experience in the GrA category in 2007 before having to switch to GrR in 2008, without any additional cost.
The racing Civic Type R has been developed under the new GrR rules and features:
· A chrome molybdenum alloyed steel roll cage, designed using CAD and FEA (Finite Element Analysis). This lightweight structure is designed to offer maximum protection for driver and co-driver with additional torsional stiffness to the bodyshell
· A custom designed 6-speed sequential gearbox, created specifically for the new Civic Type R and rallying on tarmac or gravel. The gearbox is operated by the driver through an ergonomic lever, which is hidden below the dashboard and positioned next to the steering wheel. The drivetrain is completed by reinforced driveshafts and a state-of-the-art limited slip differential (plate type with adjustable preload)
· The engine has been further upgraded by means of re-profiled camshafts and other internals for competition use, all of which have been successfully tested in the challenging Nürburgring 24 hours race
· A programmable, custom-developed Engine Control Unit (ECU) which also includes a competition data logger
· Lightweight carbon-fibre interior parts (door panels, dashboard trims, floor panels)
The current production plans will allow the Civic Type R to obtain its FIA homologation in GrA & GrN on 01 April, 2007. Pricing for racing kits and parts can be found at JAS Motorsport (http://www.jasmotorsport.com), and orders can also be placed online.
Lightweight Type R
A lightweight Civic Type R is also available throughout Europe. Sold without a parcel shelf, stereo system and audio speakers, this roadgoing car weighs around 40kg less than the standard Type R. As this is a special order car, delivery time is approximately 20 weeks. Orders can be placed at any authorised Honda dealership, although we anticipate take up to be very low.
CIVIC TYPE R 2.0 i-VTEC: TECHNICAL DATA
Engine
Type
2.0 i-VTEC DOHC
Bore x stroke (mm)
86 x 86
Capacity (cc)
1998
Compression ratio
11.0:1
Max power (PS @ rpm)
201 @ 7800
Max torque (Nm/ lb-ft @ rpm)
193 /142 @ 5600
Fuel system
Honda PGM-FI`
Fuel rating
Unleaded 95 RON
Transmission
6 speed manual
Gear ratios
1st gear
3.266
2nd gear
2.130
3rd gear
1.517
4th gear
1.147
5th gear
0.921
6th gear
0.738
Reverse
3.583
Final
5.062
Clutch
Single dry plate, diaphragm spring
Electrical
Battery
12V-45Ah
Alternator
12V-105A
Suspension
Front
MacPherson struts, coil springs, gas pressurised dampers, anti-roll bar
Rear
Torsion beam, coil springs, gas pressurised dampers,
anti-roll bar
Steering
Gear type
Electric power steering (EPS)
Overall ratio
12.3
Turns lock to lock
2.29
Turning circle dia (m) at body / at wheel
11.8/11.2
Brakes
Front
300mm ventilated discs
Rear
260mm solid discs
Handbrake
Mechanical, acting on rear wheels
Wheels and tyres
Wheels
18 x 7½ JJ
Tyres
225/40 R18
Spare wheel
Instant Mobility System (IMS) repair kit
Dimensions, weights, capacities
Overall length (mm)
4276
Overall width including / excluding door mirrors (mm)
2046/1785
Overall height (mm)
1445
Wheelbase (mm)
2635
Track: front / rear (mm)
1506/1530
Ground clearance (mm)
134
Boot capacity to window, seat up / down (litres, VDA method)
485 / 1352
Kerb weight (kg)
1267
Max permissible weight (kg)
1700
Fuel tank (litres)
50
Max towing weight braked / unbraked (kg)
N/A
Max roof load (kg)
45
Performance and fuel consumption
Maximum speed (mph)
146
Acceleration 0-62 mph (sec)
6.6
Urban (mpg)
22.2
Extra urban (mpg)
40.4
Combined (mpg)
31.0
CO2 emissions (g/km)
215
Insurance group
16E
VED band
F
Service interval
12 months / 12,500 miles[/quote]
-
Ejan
- Inlägg: 98
- Blev medlem: 25 juli 2004, 17:09
- Bil: Ford Fiesta 2010
- Namn: Erik Leander
- Ort: Dalarna/Blge
"Company car drivers, in particular, decided they couldn’t live with its hardcore nature. And many women also thought the car was a bit too extreme for regular use"
WTF <!--emo&:wacko:-->
<!--endemo--> vet dom inte vad dom ger sig in på ??
ska bli kul och se vad den går för sen iaf..utseendet har den redan
WTF <!--emo&:wacko:-->
<!--endemo--> vet dom inte vad dom ger sig in på ??ska bli kul och se vad den går för sen iaf..utseendet har den redan
#738
------------------------------------------
1999 Honda Integra Type R - 208bhp - SÅLD
------------------------------------------
Kör numera Ford Fiesta ST´05
------------------------------------------
1999 Honda Integra Type R - 208bhp - SÅLD
------------------------------------------
Kör numera Ford Fiesta ST´05
Snygga bilder i massor. Bra bakgrundsbilder.
<a href='http://www.netcarshow.com/honda/2007-civic_type_r/' target='_blank'>http://www.netcarshow.com/honda/2007-civic_type_r/</a>
<a href='http://www.netcarshow.com/honda/2007-civic_type_r/' target='_blank'>http://www.netcarshow.com/honda/2007-civic_type_r/</a>
Antonio Pozzi
-
fonzeka
- Inlägg: 3491
- Blev medlem: 25 juli 2004, 04:17
- Bil: S2000
- Namn: Anders Westlund
- Ort: Avesta
- Has thanked: 7 times
- Been thanked: 58 times
<a href='http://www.evo.co.uk' target='_blank'>Evo Magazine</a> har gjort ett grupptest där nya CTR också är med.
Betygen lyder som följer:
Renault R26 - 5*
Golf Gti - 5*
Astra VXR - 4*
Leon FR - 4*
Focus ST - 4*
FN2 CTR - 3.5*
Här är varvtiderna från bantestet:
Megane R26 1:36.05
Astra VXR 1:38.25
Leon FR 1:40.00
Golf GTi 1:41.00
Civic Type R 1:41.45
Focus ST 1:42.15
Bra jobbat Honda <!--emo&:wallbash:-->
<!--endemo-->
Betygen lyder som följer:
Renault R26 - 5*
Golf Gti - 5*
Astra VXR - 4*
Leon FR - 4*
Focus ST - 4*
FN2 CTR - 3.5*
Här är varvtiderna från bantestet:
Megane R26 1:36.05
Astra VXR 1:38.25
Leon FR 1:40.00
Golf GTi 1:41.00
Civic Type R 1:41.45
Focus ST 1:42.15
Bra jobbat Honda <!--emo&:wallbash:-->
<!--endemo-->Varvtider och Evo... <!--emo&:)-->
<!--endemo-->
Om jag kommer rätt ihåg så var många här på HPC irriterade på mig för 2-3år sedan när jag kommenterade många gånger att Honda börjar så småningom lämna/tappa sitt Race och Sport-ursprung, och att de snart hör till tillverkarna med de långsammaste bilarna. Stämmer det redan ? Finns det någon tillverkare som har så långsamma bilar som Honda ? Toyota kanske ?
Nu vet vi att Renault och VW är snabbare, de har ingenting att säga till om i Familjebilsklassen, i superbilsklassen ingenting...
Hmm...mitt hjärta är med Honda, men kanske mitt hjärta blir grönt någon dag, av den kärlek som räddar jorden <!--emo&;)-->
<!--endemo--> hahah... inte motorsport.
<!--endemo-->Om jag kommer rätt ihåg så var många här på HPC irriterade på mig för 2-3år sedan när jag kommenterade många gånger att Honda börjar så småningom lämna/tappa sitt Race och Sport-ursprung, och att de snart hör till tillverkarna med de långsammaste bilarna. Stämmer det redan ? Finns det någon tillverkare som har så långsamma bilar som Honda ? Toyota kanske ?
Nu vet vi att Renault och VW är snabbare, de har ingenting att säga till om i Familjebilsklassen, i superbilsklassen ingenting...
Hmm...mitt hjärta är med Honda, men kanske mitt hjärta blir grönt någon dag, av den kärlek som räddar jorden <!--emo&;)-->
<!--endemo--> hahah... inte motorsport.[b]Profile to be deleted[/b]
<!--QuoteBegin-fonzeka+3 Feb 2007, 21:16:03--><div class='quotetop'>QUOTE(fonzeka 4 3 Feb 2007, 21:16:03)</div><div class='quotemain'><!--QuoteEBegin--><a href='http://www.evo.co.uk' target='_blank'>Evo Magazine</a> har gjort ett grupptest där nya CTR också är med.
Betygen lyder som följer:
Renault R26 - 5*
Golf Gti - 5*
Astra VXR - 4*
Leon FR - 4*
Focus ST - 4*
FN2 CTR - 3.5*
Här är varvtiderna från bantestet:
Megane R26 1:36.05
Astra VXR 1:38.25
Leon FR 1:40.00
Golf GTi 1:41.00
Civic Type R 1:41.45
Focus ST 1:42.15
Bra jobbat Honda <!--emo&:wallbash:--><!--endemo-->
[right][snapback]371831[/snapback][/right]
<!--QuoteEnd--></div><!--QuoteEEnd-->
Vilken bana körde de på?
Betygen lyder som följer:
Renault R26 - 5*
Golf Gti - 5*
Astra VXR - 4*
Leon FR - 4*
Focus ST - 4*
FN2 CTR - 3.5*
Här är varvtiderna från bantestet:
Megane R26 1:36.05
Astra VXR 1:38.25
Leon FR 1:40.00
Golf GTi 1:41.00
Civic Type R 1:41.45
Focus ST 1:42.15
Bra jobbat Honda <!--emo&:wallbash:-->
<!--endemo-->[right][snapback]371831[/snapback][/right]
<!--QuoteEnd--></div><!--QuoteEEnd-->
Vilken bana körde de på?
Ingemar Olsson
Mazda RX-8 -05
Nissan Micra 1,2 -04
Tidigare bilar:
Civic Type-R -04
Traktor S40N 2.4i -04
Traktor S60 2.4T -02
Alfa Romeo 75 2.0TS -89
Traktor S80 2.4i -00
Mazda RX-8 -05
Nissan Micra 1,2 -04
Tidigare bilar:
Civic Type-R -04
Traktor S40N 2.4i -04
Traktor S60 2.4T -02
Alfa Romeo 75 2.0TS -89
Traktor S80 2.4i -00
<!--QuoteBegin-8500rpm+3 Feb 2007, 23:14:38--><div class='quotetop'>QUOTE(8500rpm 4 3 Feb 2007, 23:14:38)</div><div class='quotemain'><!--QuoteEBegin-->Varvtider och Evo... <!--emo&:)--><!--endemo-->
Om jag kommer rätt ihåg så var många här på HPC irriterade på mig för 2-3år sedan när jag kommenterade många gånger att Honda börjar så småningom lämna/tappa sitt Race och Sport-ursprung, och att de snart hör till tillverkarna med de långsammaste bilarna. Stämmer det redan ? Finns det någon tillverkare som har så långsamma bilar som Honda ? Toyota kanske ?
Nu vet vi att Renault och VW är snabbare, de har ingenting att säga till om i Familjebilsklassen, i superbilsklassen ingenting...
Hmm...mitt hjärta är med Honda, men kanske mitt hjärta blir grönt någon dag, av den kärlek som räddar jorden <!--emo&;)--><!--endemo--> hahah... inte motorsport.
[right][snapback]371851[/snapback][/right]
<!--QuoteEnd--></div><!--QuoteEEnd-->
Mmm, håller med.. Går i bilköpartankar, och tyvärr finns det inte mycket hos Honda som lockar mig. Nya CTR är ju sådär lagom spännande, kändes nästan som att gå in i en toyota-handel.. Bara en massa tråkiga bilar..
Accorden är väl den som känns roligast <!--emo&:blink2:-->
<!--endemo-->
Aja, lutar åt Mazda för min del <!--emo&:(-->
<!--endemo-->
<!--endemo-->Om jag kommer rätt ihåg så var många här på HPC irriterade på mig för 2-3år sedan när jag kommenterade många gånger att Honda börjar så småningom lämna/tappa sitt Race och Sport-ursprung, och att de snart hör till tillverkarna med de långsammaste bilarna. Stämmer det redan ? Finns det någon tillverkare som har så långsamma bilar som Honda ? Toyota kanske ?
Nu vet vi att Renault och VW är snabbare, de har ingenting att säga till om i Familjebilsklassen, i superbilsklassen ingenting...
Hmm...mitt hjärta är med Honda, men kanske mitt hjärta blir grönt någon dag, av den kärlek som räddar jorden <!--emo&;)-->
<!--endemo--> hahah... inte motorsport.[right][snapback]371851[/snapback][/right]
<!--QuoteEnd--></div><!--QuoteEEnd-->
Mmm, håller med.. Går i bilköpartankar, och tyvärr finns det inte mycket hos Honda som lockar mig. Nya CTR är ju sådär lagom spännande, kändes nästan som att gå in i en toyota-handel.. Bara en massa tråkiga bilar..
Accorden är väl den som känns roligast <!--emo&:blink2:-->
<!--endemo--> Aja, lutar åt Mazda för min del <!--emo&:(-->
<!--endemo--><span style='color:blue'>_____________________________</span>
[b]<span style='color:red'>Henrik Jonsson #999</span>[/b]
<span style='color:green'>[i]HPC Team Solna[/i]</span>
[b]<span style='color:darkblue'>Honda CRX VT -91</span>[/b]
<span style='color:blue'>_____________________________</span>
[b]<span style='font-size:9pt;line-height:100%'><span style='color:yellow'>"Liverpool came here with 4000 man and ran. AIK-Stockholm came with 500 and fought" (Sparta Prag fans 1993)</span></span>[/b]
[b]<span style='font-size:9pt;line-height:100%'><span style='color:gray'>Kanske för dom stora cojones mellan benen..</span></span>[/b]
[b]<span style='font-size:9pt;line-height:100%'><span style='color:gray'>Kanske för jag är VIP bakom scenen..</span></span>[/b]
[b]<span style='font-size:9pt;line-height:100%'><span style='color:gray'>Kanske för era döttrar vill ha mig...</span></span>[/b]
[b]<span style='color:red'>Henrik Jonsson #999</span>[/b]
<span style='color:green'>[i]HPC Team Solna[/i]</span>
[b]<span style='color:darkblue'>Honda CRX VT -91</span>[/b]
<span style='color:blue'>_____________________________</span>
[b]<span style='font-size:9pt;line-height:100%'><span style='color:yellow'>"Liverpool came here with 4000 man and ran. AIK-Stockholm came with 500 and fought" (Sparta Prag fans 1993)</span></span>[/b]
[b]<span style='font-size:9pt;line-height:100%'><span style='color:gray'>Kanske för dom stora cojones mellan benen..</span></span>[/b]
[b]<span style='font-size:9pt;line-height:100%'><span style='color:gray'>Kanske för jag är VIP bakom scenen..</span></span>[/b]
[b]<span style='font-size:9pt;line-height:100%'><span style='color:gray'>Kanske för era döttrar vill ha mig...</span></span>[/b]
Vem blir först med att beställa nedan? Står ju dock inte om den går att beställa i Sverige. Någon som har kollat upp det?
"Lightweight Type R
A lightweight Civic Type R is also available throughout Europe. Sold without a parcel shelf, stereo system and audio speakers, this roadgoing car weighs around 40kg less than the standard Type R. As this is a special order car, delivery time is approximately 20 weeks. Orders can be placed at any authorised Honda dealership, although we anticipate take up to be very low."
"Lightweight Type R
A lightweight Civic Type R is also available throughout Europe. Sold without a parcel shelf, stereo system and audio speakers, this roadgoing car weighs around 40kg less than the standard Type R. As this is a special order car, delivery time is approximately 20 weeks. Orders can be placed at any authorised Honda dealership, although we anticipate take up to be very low."
<a href="http://www.welavracing.com" target="_blank">[Wëlav] R a c i n g</a>
-
Vtec_Lambo
- Inlägg: 289
- Blev medlem: 26 april 2004, 12:06
- Bil: CR-V PHEV 2024
- Namn: Mathias Beijer
- Ort: Trelleborg
Mazda 3MPS är ju ruskigt het, grym potential helt klart.
Synd att Honda har gått bakåt istället för fram...
Synd att Honda har gått bakåt istället för fram...
Honda CR-V PHEV
Här har ni ett test som beskriver en del av problemen med 3 MPS:
<a href='http://driving.timesonline.co.uk/articl ... 25,00.html' target='_blank'>http://driving.timesonline.co.uk/articl ... 00.html</a>
Om dom tycker den är såå jobbigt att köra på våta vägar, hur går den då på våra vintervägar? Då tror jag hellre på 6 MPS, men då är vi inne på en helt annan bilklass.
Lite synd att dom inte gjorde 3:an med 4wd, då hade jag haft den överst på listan...
<a href='http://driving.timesonline.co.uk/articl ... 25,00.html' target='_blank'>http://driving.timesonline.co.uk/articl ... 00.html</a>
Om dom tycker den är såå jobbigt att köra på våta vägar, hur går den då på våra vintervägar? Då tror jag hellre på 6 MPS, men då är vi inne på en helt annan bilklass.
Lite synd att dom inte gjorde 3:an med 4wd, då hade jag haft den överst på listan...
<!--coloro:blue--><span style="color:blue"><!--/coloro-->R32<!--colorc--></span><!--/colorc--><!--coloro:#696969--><span style="color:#696969"><!--/coloro--> - tills vidare<!--colorc--></span><!--/colorc-->
www.toloweb.se
www.toloweb.se
-
tantgron
- Inlägg: 89
- Blev medlem: 26 maj 2005, 14:55
- Bil: EP3 K24
- Namn: Rikard Jarvinen
- Ort: Mariehamn/Åland
- Kontakt:
Jag ska ärligt säga att jag vet för lite om Mazda 3 MPS, men hur mycket snack har det inte varit om att "fwd-bilar kan inte ha mera än 200 hk"? Vi är en klubb av majoritet framhjulsdrivna bilar och inte har jag hört att någon av oss nöjer sig med 200 hk eller viktförhållande på ~ 6,5 kg/hk? <!--emo&:)--><!--endemo-->
Tyckte den resentionen var rent ut sagt löjlig och partisk. Mazda 6:an är enligt mig en bra bil, och för bankörning så tror jag att 3:an kan göra minst lika bra ifrån sig.
<!--endemo-->Tyckte den resentionen var rent ut sagt löjlig och partisk. Mazda 6:an är enligt mig en bra bil, och för bankörning så tror jag att 3:an kan göra minst lika bra ifrån sig.
<a href="http://www.motorportalen.net/?car=18" target="_blank">Want to slide into something warm and japanese?</a>
[i]Rikard "tantgron" Järvinen, CTR -03, medlemsnr 1559, [/i] <a href="http://img220.imageshack.us/img220/8941/bild0369dn.jpg" target="_blank">w00t?</a> <a href="http://www.urbandictionary.com/define.php?term=w00t" target="_blank">w00t!</a>
[i]Rikard "tantgron" Järvinen, CTR -03, medlemsnr 1559, [/i] <a href="http://img220.imageshack.us/img220/8941/bild0369dn.jpg" target="_blank">w00t?</a> <a href="http://www.urbandictionary.com/define.php?term=w00t" target="_blank">w00t!</a>
Jag tror de flesta här håller med om att artiklar & vad hyenorna i journalistkåren skriver inte alltid kanske överrensstämmer med vad man själv tycker om en bil/produkt? <!--emo&:)--><!--endemo-->
Blir att provköra en Mazda 3 mps, helt klart.. Men självklart kommer nya CTRen få en chans den med..
Men det är jävligt trist att Honda verkar gå mot samma spår som Toyota..
Hoppas verkligen inte att det fortsätter såhär, för då kommer Hondas bilhallar vara lika mycket sömnpiller som Toyotas bilhallar är idag =/
Liksom, t-sport? *fnissar*
Ne, jag tror och hoppas på Mazda 3:an.. Den bilen ger mig en hatch som har bra med krut under huven, sen om den är X antal sekunder/minuter efter CTR, GTi o.s.v på ringen, det bryr jag mig inte särskilt mycket om.. Bara det är pulver under huven & det går köra hyfsat snabbt i kurvorna så är jag nöjd.. Jag kan ändå inte med mina kunskaper bakom ratten pressa bilen till max.. <!--emo&:)--><!--endemo-->
Det viktigaste är dock att det är en hatchback & att jag finner den rolig att köra.. Sen ska den fylla mina & tjejens framtida önskemål, vilket gör att 3D hatches går bort <!--emo&:(--><!--endemo-->
Aja, får hoppas CTRen visar sig vara riktigt trevlig, för jag vill helst inte lämna Honda..
<!--endemo-->Blir att provköra en Mazda 3 mps, helt klart.. Men självklart kommer nya CTRen få en chans den med..
Men det är jävligt trist att Honda verkar gå mot samma spår som Toyota..
Hoppas verkligen inte att det fortsätter såhär, för då kommer Hondas bilhallar vara lika mycket sömnpiller som Toyotas bilhallar är idag =/
Liksom, t-sport? *fnissar*
Ne, jag tror och hoppas på Mazda 3:an.. Den bilen ger mig en hatch som har bra med krut under huven, sen om den är X antal sekunder/minuter efter CTR, GTi o.s.v på ringen, det bryr jag mig inte särskilt mycket om.. Bara det är pulver under huven & det går köra hyfsat snabbt i kurvorna så är jag nöjd.. Jag kan ändå inte med mina kunskaper bakom ratten pressa bilen till max.. <!--emo&:)-->
<!--endemo-->Det viktigaste är dock att det är en hatchback & att jag finner den rolig att köra.. Sen ska den fylla mina & tjejens framtida önskemål, vilket gör att 3D hatches går bort <!--emo&:(-->
<!--endemo-->Aja, får hoppas CTRen visar sig vara riktigt trevlig, för jag vill helst inte lämna Honda..
Senast redigerad av ironm den 4 februari 2007, 17:33, redigerad totalt 1 gånger.
<span style='color:blue'>_____________________________</span>
[b]<span style='color:red'>Henrik Jonsson #999</span>[/b]
<span style='color:green'>[i]HPC Team Solna[/i]</span>
[b]<span style='color:darkblue'>Honda CRX VT -91</span>[/b]
<span style='color:blue'>_____________________________</span>
[b]<span style='font-size:9pt;line-height:100%'><span style='color:yellow'>"Liverpool came here with 4000 man and ran. AIK-Stockholm came with 500 and fought" (Sparta Prag fans 1993)</span></span>[/b]
[b]<span style='font-size:9pt;line-height:100%'><span style='color:gray'>Kanske för dom stora cojones mellan benen..</span></span>[/b]
[b]<span style='font-size:9pt;line-height:100%'><span style='color:gray'>Kanske för jag är VIP bakom scenen..</span></span>[/b]
[b]<span style='font-size:9pt;line-height:100%'><span style='color:gray'>Kanske för era döttrar vill ha mig...</span></span>[/b]
[b]<span style='color:red'>Henrik Jonsson #999</span>[/b]
<span style='color:green'>[i]HPC Team Solna[/i]</span>
[b]<span style='color:darkblue'>Honda CRX VT -91</span>[/b]
<span style='color:blue'>_____________________________</span>
[b]<span style='font-size:9pt;line-height:100%'><span style='color:yellow'>"Liverpool came here with 4000 man and ran. AIK-Stockholm came with 500 and fought" (Sparta Prag fans 1993)</span></span>[/b]
[b]<span style='font-size:9pt;line-height:100%'><span style='color:gray'>Kanske för dom stora cojones mellan benen..</span></span>[/b]
[b]<span style='font-size:9pt;line-height:100%'><span style='color:gray'>Kanske för jag är VIP bakom scenen..</span></span>[/b]
[b]<span style='font-size:9pt;line-height:100%'><span style='color:gray'>Kanske för era döttrar vill ha mig...</span></span>[/b]
Jo en 5 dörrars CTR hade inte varit fel för oss som vägrar växa upp...
Men va f-n bryr jag mig? Det är kärring & barn som får krypa in dit bak <!--emo&:biglaugh2:-->
<!--endemo-->
Men va f-n bryr jag mig? Det är kärring & barn som får krypa in dit bak <!--emo&:biglaugh2:-->
<!--endemo-->Antonio Pozzi
<!--QuoteBegin-Antonio+4 Feb 2007, 21:38:29--><div class='quotetop'>QUOTE(Antonio 4 4 Feb 2007, 21:38:29)</div><div class='quotemain'><!--QuoteEBegin-->Jo en 5 dörrars CTR hade inte varit fel för oss som vägrar växa upp...
Men va f-n bryr jag mig? Det är kärring & barn som får krypa in dit bak <!--emo&:biglaugh2:--><!--endemo-->
[right][snapback]372099[/snapback][/right]
<!--QuoteEnd--></div><!--QuoteEEnd-->
Har för mkt samvete för att låta tjejen krypa dit bak <!--emo&:P-->
<!--endemo-->
Edit: Ska sluta tjata om Mazdan, denna tråd handlar om CTR.
Men va f-n bryr jag mig? Det är kärring & barn som får krypa in dit bak <!--emo&:biglaugh2:-->
<!--endemo-->[right][snapback]372099[/snapback][/right]
<!--QuoteEnd--></div><!--QuoteEEnd-->
Har för mkt samvete för att låta tjejen krypa dit bak <!--emo&:P-->
<!--endemo-->Edit: Ska sluta tjata om Mazdan, denna tråd handlar om CTR.
Senast redigerad av ironm den 4 februari 2007, 21:58, redigerad totalt 1 gånger.
<span style='color:blue'>_____________________________</span>
[b]<span style='color:red'>Henrik Jonsson #999</span>[/b]
<span style='color:green'>[i]HPC Team Solna[/i]</span>
[b]<span style='color:darkblue'>Honda CRX VT -91</span>[/b]
<span style='color:blue'>_____________________________</span>
[b]<span style='font-size:9pt;line-height:100%'><span style='color:yellow'>"Liverpool came here with 4000 man and ran. AIK-Stockholm came with 500 and fought" (Sparta Prag fans 1993)</span></span>[/b]
[b]<span style='font-size:9pt;line-height:100%'><span style='color:gray'>Kanske för dom stora cojones mellan benen..</span></span>[/b]
[b]<span style='font-size:9pt;line-height:100%'><span style='color:gray'>Kanske för jag är VIP bakom scenen..</span></span>[/b]
[b]<span style='font-size:9pt;line-height:100%'><span style='color:gray'>Kanske för era döttrar vill ha mig...</span></span>[/b]
[b]<span style='color:red'>Henrik Jonsson #999</span>[/b]
<span style='color:green'>[i]HPC Team Solna[/i]</span>
[b]<span style='color:darkblue'>Honda CRX VT -91</span>[/b]
<span style='color:blue'>_____________________________</span>
[b]<span style='font-size:9pt;line-height:100%'><span style='color:yellow'>"Liverpool came here with 4000 man and ran. AIK-Stockholm came with 500 and fought" (Sparta Prag fans 1993)</span></span>[/b]
[b]<span style='font-size:9pt;line-height:100%'><span style='color:gray'>Kanske för dom stora cojones mellan benen..</span></span>[/b]
[b]<span style='font-size:9pt;line-height:100%'><span style='color:gray'>Kanske för jag är VIP bakom scenen..</span></span>[/b]
[b]<span style='font-size:9pt;line-height:100%'><span style='color:gray'>Kanske för era döttrar vill ha mig...</span></span>[/b]
<!--QuoteBegin-fonzeka+3 Feb 2007, 20:16:03--><div class='quotetop'>QUOTE(fonzeka 4 3 Feb 2007, 20:16:03)</div><div class='quotemain'><!--QuoteEBegin--><a href='http://www.evo.co.uk' target='_blank'>Evo Magazine</a> har gjort ett grupptest där nya CTR också är med.
Betygen lyder som följer:
Renault R26 - 5*
Golf Gti - 5*
Astra VXR - 4*
Leon FR - 4*
Focus ST - 4*
FN2 CTR - 3.5*
Här är varvtiderna från bantestet:
Megane R26 1:36.05
Astra VXR 1:38.25
Leon FR 1:40.00
Golf GTi 1:41.00
Civic Type R 1:41.45
Focus ST 1:42.15
Bra jobbat Honda <!--emo&:wallbash:--><!--endemo-->
[right][snapback]371831[/snapback][/right]
<!--QuoteEnd--></div><!--QuoteEEnd-->
Pinsamt <!--emo&:shock1:-->
<!--endemo--> <!--emo&:crybaby:-->
<!--endemo-->
Inte ens värd och kallas Type R. <!--emo&:whip:-->
<!--endemo-->
Borde heta Type S. <!--emo&:wallbash:--><!--endemo-->
Betygen lyder som följer:
Renault R26 - 5*
Golf Gti - 5*
Astra VXR - 4*
Leon FR - 4*
Focus ST - 4*
FN2 CTR - 3.5*
Här är varvtiderna från bantestet:
Megane R26 1:36.05
Astra VXR 1:38.25
Leon FR 1:40.00
Golf GTi 1:41.00
Civic Type R 1:41.45
Focus ST 1:42.15
Bra jobbat Honda <!--emo&:wallbash:-->
<!--endemo-->[right][snapback]371831[/snapback][/right]
<!--QuoteEnd--></div><!--QuoteEEnd-->
Pinsamt <!--emo&:shock1:-->
<!--endemo--> <!--emo&:crybaby:--><!--endemo--> Inte ens värd och kallas Type R. <!--emo&:whip:-->
<!--endemo--> Borde heta Type S. <!--emo&:wallbash:-->
<!--endemo-->Only M Matters
Verkar som om oron var befogad
"What’s with this Type R GT?
There are two grades of Type R, the standard Type R, and the GT model which has extra equipment, like cruise control, front fog lights and air con."
Vart tog "Race" versionen vägen som skulle vara lättad och hardcore? (Nej inte BAN bilen utan den som man får lov att köra på gatan <!--emo&;)--><!--endemo--> )
"What’s with this Type R GT?
There are two grades of Type R, the standard Type R, and the GT model which has extra equipment, like cruise control, front fog lights and air con."
Vart tog "Race" versionen vägen som skulle vara lättad och hardcore? (Nej inte BAN bilen utan den som man får lov att köra på gatan <!--emo&;)-->
<!--endemo--> )
Senast redigerad av CTROliver den 5 februari 2007, 21:26, redigerad totalt 1 gånger.
James Oliver Könsberg - Malmö
-
EcciBaka
- Inlägg: 41
- Blev medlem: 25 juli 2004, 14:48
- Bil: Civic Aerodeck 1,8vti -00
- Namn: Alexander Rothberg
- Ort: Åland
- Kontakt:
Pinsamt :S vad hände? vad hände med honda? lägger ner nsx, det enda som ryktats om den är en bil med frontmonterad maskin.
lägger ner s2000, degraderar ctr från kung på banan till narr.
hoppas fortfarande på mirakel o mer tester. men.. ser ju definitvt mörkare och mörkare ut.
lägger ner s2000, degraderar ctr från kung på banan till narr.
hoppas fortfarande på mirakel o mer tester. men.. ser ju definitvt mörkare och mörkare ut.
------------------------
"Fighting in forums is like competing in the special olympics,
eaven if you win, you are still retarded..."
------------------------
"Fighting in forums is like competing in the special olympics,
eaven if you win, you are still retarded..."
------------------------
Oliver: Den lättade versionen är fortfarande tillgänglig, men den måste specialbeställas. Dock tycker jag att dom lättat fel saker. Stereo vill man ju ha. Likaså AC.
Tunnare rutor, lätta recarostolar, magert baksäte, lättviktsfälgar osv hade passat bättre.
Tunnare rutor, lätta recarostolar, magert baksäte, lättviktsfälgar osv hade passat bättre.
Senast redigerad av ToLo den 6 februari 2007, 17:57, redigerad totalt 1 gånger.
<!--coloro:blue--><span style="color:blue"><!--/coloro-->R32<!--colorc--></span><!--/colorc--><!--coloro:#696969--><span style="color:#696969"><!--/coloro--> - tills vidare<!--colorc--></span><!--/colorc-->
www.toloweb.se
www.toloweb.se
<!--QuoteBegin-Charly+6 Feb 2007, 21:27:21--><div class='quotetop'>QUOTE(Charly 4 6 Feb 2007, 21:27:21)</div><div class='quotemain'><!--QuoteEBegin-->ja skojigt nog har de lättat på saker man i princip själv kan plocka ur... skrattretande att det då tar extra tid(?) att beställa ett sådant ex.
[right][snapback]372814[/snapback][/right]
<!--QuoteEnd--></div><!--QuoteEEnd-->
Borde ju gå snabbare eftersom det blir mindre att montera <!--emo&:hmm:-->
<!--endemo-->
[right][snapback]372814[/snapback][/right]
<!--QuoteEnd--></div><!--QuoteEEnd-->
Borde ju gå snabbare eftersom det blir mindre att montera <!--emo&:hmm:-->
<!--endemo-->Ingemar Olsson
Mazda RX-8 -05
Nissan Micra 1,2 -04
Tidigare bilar:
Civic Type-R -04
Traktor S40N 2.4i -04
Traktor S60 2.4T -02
Alfa Romeo 75 2.0TS -89
Traktor S80 2.4i -00
Mazda RX-8 -05
Nissan Micra 1,2 -04
Tidigare bilar:
Civic Type-R -04
Traktor S40N 2.4i -04
Traktor S60 2.4T -02
Alfa Romeo 75 2.0TS -89
Traktor S80 2.4i -00
Jag sålde precis BMW:n och köpte en ny Audi igen fy <!--emo&:)--><!--endemo--> , men den är väl bra 2-3år tills Honda är tillbaks på fötter och jag äntligen investera i min 4-Sports eller Sports-4 eller vad den nu heter... i min drömvärd har den en 4:a eller 6:a på 250hk och väger inte mer än dagens Accord... samt att man kan välja ett "J-Button upgrade kit" till den, vilket innebär en fin ratt, påkostad fjädring och något annat roligt... drömmer drömmer... men en dag så... Honda forever <!--emo&:)--><!--endemo-->
<!--endemo--> , men den är väl bra 2-3år tills Honda är tillbaks på fötter och jag äntligen investera i min 4-Sports eller Sports-4 eller vad den nu heter... i min drömvärd har den en 4:a eller 6:a på 250hk och väger inte mer än dagens Accord... samt att man kan välja ett "J-Button upgrade kit" till den, vilket innebär en fin ratt, påkostad fjädring och något annat roligt... drömmer drömmer... men en dag så... Honda forever <!--emo&:)--><!--endemo-->[b]Profile to be deleted[/b]
8500rpm : Varför köper du inte nya Legend?
Only M Matters
<!--endemo-->Hahah...Nej, för har inte råd, eller, låt oss säga... att sätta mer än 400tkr på en bil, hmm, det är snuskigt mycket det... igentligen allt över 300tkr är alltför mycket, men om Sports-4 kostar 401tkr i Jenson Buttom edition så låt gå... men 450tkr för en 7,5sekunders chefsvagn...hmm, då kan tyskarna bättre, alltså inte kvalitet, men att skapa lite glädje för 100tkr mindre.
Var det tillräckligt dålig redovisning Smacke <!--emo&;)--><!--endemo--> ?
Var det tillräckligt dålig redovisning Smacke <!--emo&;)-->
<!--endemo--> ?
Senast redigerad av 8500rpm den 6 februari 2007, 22:53, redigerad totalt 1 gånger.
[b]Profile to be deleted[/b]
-
Andreas79
- Inlägg: 2447
- Blev medlem: 25 juli 2004, 00:47
- Bil: Honda Accord Coupé V6 3.0
- Namn: Andreas Jönsson
- Ort: Ystad
- Been thanked: 1 time
En till Type-R video missa inte att se hela
<a href='http://www.pistonheads.tv/clip1161' target='_blank'>http://www.pistonheads.tv/clip1161</a>
Bild på en annan - svart (förmodligen ps men snygg iallafall)
<a href='http://www.pistonheads.tv/clip1161' target='_blank'>http://www.pistonheads.tv/clip1161</a>
Bild på en annan - svart (förmodligen ps men snygg iallafall)
Senast redigerad av Andreas79 den 7 februari 2007, 01:00, redigerad totalt 1 gånger.
www.FotografAndreas.se
^ Foto från bilträffar ©Andreas Jönsson
Medlem i Hondaklubben #909 简体中文版
E-post: info@fotografandreas.se | Mobil: 0708 - 76 17 44
^ Foto från bilträffar ©Andreas Jönsson
Medlem i Hondaklubben #909 简体中文版
E-post: info@fotografandreas.se | Mobil: 0708 - 76 17 44
Den sista bilden ser ju rent ut sagt förjävlig ut.. :S
http://www.fotoi.se
