2016 Civic Starts at $19,475 - Coupe Revealed

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Update: 2016 Civic

In LA, the Japanese carmaker introduced the sedan model that will kick off the range later this year, followed by a coupe, high-performance Si models, the aforementioned 5-door hatchback, and another first for the US market, a Civic Type R model to rival the Ford Focus RS. The latter is believed to carry a version of the European model's (built in Ohio) 306hp 2.0-liter turbo four.

Honda didn't give us much information on the new Civic's two engines. There's a 2.0-liter, naturally aspirated, VTEC four-cylinder as well as the first turbocharged Honda mill to come to the US, a 1.5-liter four. There will also be a pair of continuously variable transmissions. That, though, is just the stuff made in North America. We expect Honda to flesh out the powertrain lineup – including, we hope, a manual gearbox – at the big drive program, slated for later this month.


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Available only as a five-door, with two trim grades, the new Civic Type R goes on sale across Europe from July 2015.

At the heart of the car is the new direct-injected turbocharged 2.0-liter VTEC Turbo petrol engine which produces 310PS (306hp) at 6,500 rpm and 400Nm (295lb-ft) of torque between 2,500 and 4,500 rpm.

The engine revs all the way up to 7,000 rpm thanks to an advanced new turbocharging system which incorporates Honda’s Variable Timing and Lift Electronic Control (VTEC) and Dual-Variable Timing Control (VTC) technologies to boost low-end response while delivering sustained acceleration.

Mated to a six-speed manual transmission, the Civic Type R sprints from 0 to 100 km/h (62 mph) in 5.7 seconds and reaches a top speed of 270 km/h (167 mph). Still, it manages to return 7.3 l/100 km (38.7 mpg UK or 32.2 mpg US) on the combined cycle, with corresponding CO2 emissions of 170 g/km.

The new Civic Type R is available in five distinctive colors: Championship White, Crystal Black (pearlescent), Polished Metal (metallic), Brilliant Sporty Blue (metallic) and Milano Red.

Inside, the new hot-hatch gets exclusively designed high-backed sports seats, trimmed in suede-effect black and red fabric with red double stitching, a flat-bottomed steering wheel and the intelligent Multi Information Display (i-MID) which includes display information specific to the Civic Type R such as a G-meter and brake pressure / accelerator pedal position, boost pressure, water temperature, oil pressure and oil temperature, lap time, acceleration time (0-100 km/h or 0-60 mph and 0-100 m or 0-1/4 mile).

The new Civic rides on a new four-wheel Adaptive Damper System which enables continuous independent control of each wheel to enhance road holding performance. It also contributes to a more comfortable and supple ride in everyday driving and cruising.

Stopping power is delivered by a high performance Brembo brake package developed specifically for the Civic Type R. There are four-piston calipers and 350mm drilled discs at the front – the largest ever to have been installed on a production Type R model.

Standard features include the Android-based Honda Connect infotainment system, automatic climate control air conditioning and cruise control with speed limiter, among other things. Customers will be able to opt for an optional GT Pack, which includes styling, convenience, infotainment and safety technology enhancements, as well as accessory pack options including the Red Exterior Pack, Red Interior Pack, Carbon Exterior Pack and Carbon Interior Pack.


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300 ponies and still only 5.7 seconds?

Eh.
Yeah that surprised me too.

I think my stage 1 mk6 GTI can do at least a 6.1 and may infact be in the high 5s with good performance tires and thats at 250-260 horses. Maybe the civic needs a tune so it'll come down off the 30+ mpg and put some power to the low end
 
New Honda Civic Type R 2015 review


Verdict 4*


The new Honda Civic Type R is a return to form for the Japanese brand’s performance arm. Following the trend for turbocharging means this is the fastest, most accessible Civic ever and there’s a chassis underneath to match these talents. However, although it’s well equipped and more powerful, the Honda is pricier than its rivals and can’t quite match the Renaultsport Megane for old-school hot hatch thrills and feel.

The eagerly-awaited Honda Civic Type R is here - can it possibly live up to the hype?

We’ve had to wait an agonising five years for a new Honda Civic Type R, but finally we’ve driven the latest hot hatchback to hit the market – and although Honda might be a bit late to the party, it’s definitely been worth the wait.

First of all, there are some big changes under the new, bulging skin compared to the old hot Civic, including a new 2.0-litre turbocharged engine in place of the previous naturally aspirated high revving unit. Hardcore Honda purists might not be so pleased, as the old car’s character was defined by this feature, but the new Type R is a worthy successor.

Hot hatchbacks are all about mixing performance with real-world usability, and the Honda excels at both. But lets start with the former.

The new four-cylinder turbo engine kicks out a seriously muscular 306bhp and 400Nm of torque, which means extremely rapid performance. The 0-62mph sprint takes just 5.7 seconds, while the family hatch will top out at 167mph - but the first thing that strikes you is the engine’s mid-range.

Put your foot to the floor and it pulls with a great slug of torque, meaning you can leave it in gear. However, if you want to work the box, the six-sped manual is perfectly suited to the power unit, with a super short throw and a lovely, precise mechanical action.

You can’t feel the engine’s VTEC system kick in any more (it now performs its magic as low as 1,200rpm for better low down response), but there’s still a ferocious top end to play with and the engine will rev out to its 7,000rpm redline sweetly, so the traditional heady Type R character is still accessible. And with the added whooshes and whistles from the turbo, there’s a new element to the Honda’s engine note.

It’s not all good news, however – those four fat exhaust pipesemit a bassy blare at idle, but on the move the engine is more droney and the noise is quite intrusive if you’re on a long cruise.

The problem’s easily solved by turning off the motorway and onto a twisty back road though, as it’s here the Civic really starts to come alive. Push the +R button and the dash turns from white to glowing red, the suspension dampers get 30 per cent stiffer, while the throttle is more responsive and the steering weights up.

As a result the Type R takes on an extra hardcore, focused edge and feels even more lithe and agile. The big 350mm Brembo brakes have huge stopping power and nice feel, and the heftier steering is very precise. It’s not overflowing with feel, but it’s accurate enough for you to guide the Civic through a corner, adjusting your line with tiny movements of the steering and throttle. Floor the accelerator out of a bend and the traction from the limited-slip diff and super sticky low profile tyres is immense.

Honda has designed a clever new suspension system for the Civic’s front-end to give it this extra dynamic ability. By separating components with a new ‘dual axis’ strut design it means each can do their job better, reducing torque steer by as much as 50 per cent. It’s not completely gone, but the wheel wriggles less and doesn’t tug your hands quite so much under hard acceleration.

You can use all of the Civic’s power, too, as the chassis is so grippy and communicates what’s going on clearly. The adjustable dampers are noticeably stiffer in the +R mode, but the car still rides nicely. Body control is excellent, even if it is a bit bumpy on poor roads.

The Type R isn’t designed for cruising, but dial the chassis back to the normal mode and it’s surprisingly refined. The sporty bucket seats offer lots of support, but they’re comfortable, too, and mean you can find the perfect driving position.

There’s plenty of standard equipment, including Bluetooth, keyless entry, cruise and climate control, rear parking sensors, autonomous braking and Honda’s CONNECT multimedia system. It’s not the neatest unit and looks like an off-the-shelf part stuck in the dash, but it works well.

At £29,995 it’s more expensive than some of its rivals, but for another £2,300 you can spec the GT pack, which adds sat-nav and some extra safety systems, including blind spot, forward collision and lane departure warning, as well as cross traffic alert.

In either form the Civic is massively practical – visibility is good despite that huge rear wing, there’s plenty of space in the rear and, with the standard five-door hatchback’s clever Magic Seats, there’s a cavernous amount of luggage room on offer. There’s 498 litres of boot space with the rear seats in place, but fold them down with the clever one-movement operation and it increases to a massive 1,427 litres.

This real-world usability is supported by decent efficiency. Honda has not yet confirmed fuel economy or CO2 emissions, but it expects the Type R will return 38.7mpg and put out 170g/km, which is 4g/km less than the less powerful Renaultsport Megane.

Even the steroidal styling doesn’t affect practicality – it actually contributes towards performance and efficiency, with clever cut outs and vents to reduce drag over the Type R’s angular body. The jutting splitter, nearly flat underfloor, rear diffuser and huge wing also add ‘noticeable’ downforce to improve grip and balance in high speed turns, according to Honda’s engineers.

Overall then, the new Honda Civic Type R might have lost a touch of its old banzai rev-happy character, but it’s gained much more in terms of performance and practicality. The engine and chassis combine to make a devastatingly effective package that boasts surprising practicality to boot, but next to the best in the sector, the Civic lacks that last layer of feel.

Our pictures show a UK-spec car - but we drove a left-hand drive model. Look out for our full UK test.
 
The Honda Civic Type-R is already a 310-horsepower hot hatch nutjob. But maybe, just maybe, it’s not nutty enough, because the guy responsible for the car just said that Honda left just a little bit of room for more power on the table. Just in case.

The Civic Type-R already holds the record for front-wheel-drive powered cars on the Nurburgring, which, if you care at all and I don’t know why you would, is a Thing. But Honda Civic Type-R project leader Hisayuki Yagi, ever wary that they work in an industry full of people trying to take that record down, isn’t ready to give up the crown so easy.

If someone tries to take the record, Honda is adamant they’d take it back, according to Motor Trend. And Honda know hows how it would do it:

Modify the car, or simply drive faster? “We didn’t leave ourselves any margin of safety in that lap. We would have to modify the car.”


We ask how. “Weight, and power output. You’ve driven it,” Yagi-san said. “You can feel there is headroom for more power from the engine. It’s all about power to weight ratio.” MT suggested about 120 pounds and 20 horsepower. Yagi nodded.
 
They still making Civic type Rs but can't make a sport Accord coupe


Go home Honda
 
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