![]() Switch to Sport or R mode to ruin the ride with no real handling benefit. Sharp impacts reverberate through the cabin, but the Type R sops up smaller hits. Left in Comfort, the adaptive dampers are docile. Above the HVAC controls is a 9.0-inch touchscreen that works quickly and intuitively and has wireless Apple CarPlay and Android Auto.Ī big part of respecting the drive to work is in the ride quality. ![]() The R gauges have a nonlinear tachometer that reminded a few of us of the legendary S2000's. The driver can select from two gauge clusters. Uncluttered and functional, the instrument panel looks expensive. Interior design and quality take a huge leap in this generation. Remember the Commute and Keep It Holyīeneath the fender flares, 3.5-inch-wider front and 1.9-inch-wider rear tracks, 9.5-inch-wide wheels, real hood vents, three exhaust tips, and 0.3-inch-lower body lies a Civic Sport hatchback. The only fade you'll find in a Type R is in the driver's hairstyle. Revisions to the brake booster reportedly improve feel, but the pedal doesn't seem any different. Hit the brakes hard at 70 mph and you'll be able to get out and walk 153 feet later stopping from 100 mph takes just 308 feet. Vents in the front bumper direct more cooling to the 13.8-inch front rotors, which are unchanged from the previous Type R. Function wins out over form in this round. Gone are the old Type R's fake vents and bodywork creases to nowhere. It technically works but could be quicker to respond, something more noticeable on the track than on the street. For those who want Honda to do it, there's a retuned automatic rev-matching program. A lighter flywheel makes the throttle slightly more alert than before, and a mere tap of the right pedal spins up the engine to match revs on downshifts. In more than 500 miles of abusively fast shifts, we never heard a crunch from the synchros as we upshifted just shy of the 7000-rpm redline. Light, direct, precise, and a joy to operate, the Type R's mostly carries over from its predecessor and has the same tight throws and positive action. Get it right and you'll move all 3183 pounds of Civic to 60 in 4.9 seconds, with the quarter falling in 13.5 seconds at 106 mph. The solution is to keep the wheels pointed straight in first. Turn the wheel slightly while hitting the gas in first and the front end eagerly hunts for the ditch or the oncoming lane as the differential tries to make the most of available grip. Boost arrives after a beat or two, but the torque surge at about 3000 rpm-310 pound-feet, available from 2600 to 4000 rpm-will have you on the phone to Tire Rack. Here, it's hooking up as in launching hard from a stop. It makes no sense that a front-driver can do this, so let's just add it to the list of things that don't make sense in 2022. As if some invisible string is holding the car, keeping it from leaving the road. That unit, coupled with a very crafty anti-torque-steer front strut, puts the engine's power to the Michelin Pilot Sport 4S tires and allows you to empty the 2.0-liter's magazine without widening the cornering line. Corner exits, which usually require the patience of Job in a front-wheel-drive car, are masterfully orchestrated by the Type R’s limited-slip differential. Go ahead and dive into an apex, because the steering is a mere 2.1 turns lock to lock and the Type R slips in without any drama.
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