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Which is what's just happened The Civic Type-R always used to be a Marmite car. You either loved it or loathed it - nobody thought it was simply OK. The tall, monobox, mini-MPV styling was either cool or weird; the 197bhp 2-litre engine was either a high-revving VTEC masterpiece or an annoying motor with a very small power-band; the handling was either uninvolving with numb steering, or grippy with a very positive front end.
When the Type-R arrived just over two years ago, priced at £15,495, it was a bit of a bargain, and its main competition was the similarly priced Renault Clio 172.
Sales of the CTR remained strong even when the bargain hunter's favourite, the Clio Cup, emerged. But the fast hatch market has been hotting up ever since, making it the perfect time for a subtle, mid-life facelift and tummy-tuck to freshen up the looks, and a refinement of the dynamics.
In fact, the whole of the Civic range has been under the surgeon's knife with new front and rear styling.The nose has been given sharper lines with a new front spoiler and funky triple-projector headlamps (which provide both a higher intensity and wider beam than those on the previous model), although it's blemished by a truck-sized Honda 'H' in the middle of the mesh grille. What is it with big badges? The tail-light clusters have been swapped for Lexus IS200-style units to match the front. Civic spotters will also notice the addition of door mirror-mounted indicators nicked from the Accord,while the brake callipers now sport the Type-R logo.
The car manages to look both smoother and more aggressive, but if you didn't like the slabby profile before, you won't like it now. Inside there's more red trimming on the seats, door panels and headrests.Of more consequence, then, are the changes made to improve the drive. The Type-R now has a lighter flywheel and clutch assembly and Honda claims this reduction in inertia knocks two-tenths off the 0-62mph time, dropping it to a scant 6.6sec. While we won't be able to confirm this without strapping on the timing gear, we can tell you throttle response is now even more direct. When you're in the VTEC zone between 6000 and 8500rpm, with the high-lift cam doing its manic, screaming thing, you'll notice little difference, but across the rest of range (which, let's face it, is where you are most of the time), it does give a useful boost in flexibility.
All 2004 model year Civics have stiffer mounts for steering and suspension, a new variable-ratio steering rack, increased steering castor angle and recalibrated spring, damper and anti-roll bar settings. Each of these new settings is matched to the model, which means the Type-R should now be crisper than before. And it is. The steering's wooliness that previously undermined high-speed cornering is now much reduced. It's not banished entirely, but lessened to the point where it's rarely a concern, while through tighter turns feel and feedback are now up there with the best in class. The chassis is also livelier. Ultimate grip is still very high but now once the limit of adhesion is breached slides are more progressive and fluid. Previously the Type-R was all about the front end, with the tail rarely settled and overly snappy. Now, although ultimately not as progressive as the Clio or as tidy as a Mini, it is exploitable and more easily adjustable on the throttle.
Honda has been working hard on reducing NVH and improving ride comfort, which highlights how priorities have changed in this sector. Hot hatch rawness makes way for a more 'executive' experience. Fret not, the CTR still rides sportily, and although its edges may have been softened and it's a little more bearable on longer journeys, the back-road fizz remains and the induction roar still dominates the cabin as you venture into the VTEC zone. The Civic Type-R is no longer a Marmite car. Honda has refined it to the point where it deserves to be ranked with the very best hot hatches. The narrow power-band
and styling remain an acquired taste, but at least you don't have to love it to think it's OK.
Honda Civic Type R A useful improvement in the drive Still looks like an MPV on your drive
Verdict :4.5/5
Engine: In-line 4-cyl, 1998cc, i-VTEC
Max power: 197bhp @ 7400rpm
Max torque: 145lb ft @ 5900rpm
0-60mph: 6.6sec (claimed)
Top speed: 146mph (claimed)
Price: £16,000
On sale: Feb 2004
Date de création : 25/01/2004 @ 16:51
Dernière modification : 24/01/2005 @ 23:25
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