Nowy Civic Type-R

[michal]

Honda Civic Type R and Type S

Source: Honda Motor Corporation

 

Fun-to-Drive practicality

New performance-orientated Civic derivatives combine practicality with more fun-to-drive character

3-door body shell retains 5-door silhouette with more assertive styling

Driver focused interior

Type S as sporting member of the Civic family

 

Two 140 HP engines: 1.8 i-VTEC petrol and 2.2 i-CTDi diesel

Sportier spring and damper settings, wider rear track

Comeback of the pulse accelerator – New Civic Type R is on the start line

 

Super acceleration: from 0 to 100 km/h in 6.6 secs.

Unlimited everyday usability

Newest evolution stage of the 2.0L DOHC i-VTEC engine even more agile

Stiffer bodywork and special chassis tuning

Lightweight version and special race version also available for the first time

Emphasized sporting versions expand Civic range

Individuality and practical use plus driving pleasure in pure culture. Its bold design, a thus far unequalled interior style in combination with the classic Honda virtues such as guaranteed driving pleasure together with brilliantly low fuel consumption – these are the factors that have made the hatch-back of the eighth Civic generation into the compact class success model.

 

“It is now time, ” explained Yasuhisa Maekawa, Honda R & D Europe Chairman, and Vice-Chairman of Honda Motor Europe, “to expand the family again with the sporting Type S and Type R variants.” And he promised: “Their names are in the program: S for Sport and R for Racing.” Both the new 3-doors differ from the 5-door by their own design, special driving settings, and in the case of the Type R a brilliant sporty engine – and guarantees an intoxicating blend of exhilarating driving pleasure accompanied by exemplary everyday usability.

 

“The expansion of the product range,” continued Maekawa, “is aimed at fulfilling the expectations of the younger and the young-at-heart customers, for whom an emphasized sporting vehicle character is of the greatest importance.” Since the “old” Civic Type R has achieved a huge circle of enthusiasts during the past years, with sales figures surpassing all forecasts, “And it would be foolish,” said Maekawa, “not to comply with the wishes of these faithful customers.” And on top of everything, this is sufficient reason for Honda to send the most extreme model of the Civic to the start line in three different versions for the first time.

 

Confident power and taut suspension settings

The Type S is powered by either a 1.8-litre petrol or a 2.2-litre diesel engine. Both engines are rated at 140 HP. The suspension is stiffer than the 5-door and has a rear track which is 20 mm wider for higher stability. The Civic Type S becomes available in January.

 

The power source of the new Type R is the newest development stage of the 2.0L DOHC i-VTEC engine. The extensively improved engine, with an output of 201 HP, is nearly as powerful as in the preceding model, but is even more responsive. The substantially stiffer body – even in comparison with the 5-door model – and the suspension settings with the emphasis on sporting adjustment will only help to guarantee that the hottest Civic ever is a driving experience of a very special kind. This top sports model is in the dealers from March 2007.

 

Emphasised coupé-like styling

The silhouette of the new model is similar to the current Civic 5-door. The individual personality has been realised not by a radical change of line, but rather is characterised by a series of unique details. A more sharply tapering rear side window emphasizes the coupé rear end. The tapering shape of the rear side windows also provides a sleek profile. Bold side skirts, the noticeably widened track and the large-dimensioned wheels (17-inch on the Type S and 18-inch on the Type R) considerably heighten the dynamic look of the two sports cars. In addition, the doors, the rear side panels and the front and rear bumpers have been remodelled.

 

The special character of the Civic Type R is highlighted by well drawn-down body-coloured front and rear skirts, a rear spoiler plus a radiator grille with enlarged air intake. Type R logos on the front brake callipers enhance the overall sporting picture.

 

Spacious interior

In the Type R and the Type S, the interior layout is based on the same approach as in the Civic 5-door. In all Civic eighth-generation models individual design also provides a generous amount of space for the passengers. The unique concept with the fuel tank located centrally under the front seat gives a low, flat rear floor in the back. With the rear seats folded down, the luggage compartment offers so much space that three mountain bikes (with their front wheels removed) can be accommodated. The stowage capacity behind the front seats amounts to 1,352 litres.

 

The rear seats feature special kinematics by which the back-rests can be lowered easily and with lightning speed. If the back-rest catch is released and the back-rest part moved forward, it is lowered so that a dead flat loading bay results. If required, even the luggage space can be partly enlarged. For this purpose, the rear seat bench is split asymmetrically (60/40). Thanks to an effective mechanism with easy-running joints, returning it to its original position takes no effort. Beneath the level boot floor is a secondary 70 litre storage area – a suitable place for items that should always be carried but are seldom needed.

 

The Type S and the Type R have a fascia that is just as modern and functionally laid out as that of the 5-door. The most essential information is placed at the very top of the display and relatively far forward, which distracts the driver less from the actual traffic situation and requires the eyes to adapt less. Secondary information is spaced around this central focus. It is also always in the field of vision but without distracting the driver though excessive dominance.

 

Compared with the previous generation Civic, the steering wheel is set at a more upright and ergonomically advantageous angle. Both driver and front-seat passenger profit from extra legroom and greater freedom of movement in general on the front seats. The steering wheel is adjustable for height and reach.

 

The front seats of the Type S have different foam thicknesses at various parts of the seat ensuring enhanced side grip with good seating comfort at the same time. The upholstery is covered with black Alcantara and decorated with silver-coloured stitching.

 

Honda Civic Type R

 

The Type R’s driver focused cabin

The interior of the Civic Type R combines elements from motor racing and from high-quality sports cars, thus providing a decent amount of comfort. Large black Alcantara bolsters with red stitching provide the driver and front seat passenger with both good side grip and an ergonomically perfect sitting position. With their red fabric, the seat cushions, backs and rear seats offer a visual contrast. The dials in the fascia are also red illuminated and set off by brushed metal switch panels. The steering wheel is covered in perforated leather with red stitching. The gear-shift knob, machined from aluminium, projects stylishly from a black leather boot – also with red stitching. An added touch of exclusivity is provided by the plaque engraved with the unique serial number of the Civic Type R.

 

Practical Storage Areas

Numerous storage areas and compartments enable you to accommodate driving accessories of various sizes. The glovebox itself has a capacity of 14 litres and contains a separate map pocket inside the damped lid. If required, the glove box can be provided with cold air from the air-conditioning unit, to keep snacks and drinks cool underway. The front door pockets are equipped to hold 500 ml bottles and maps.

 

The centre pocket is intended for smaller items such as a mobile phone, while there’s a double cup holder stored behind the cigarette lighter and ashtray. The centre console box is able to accommodate all sorts of small items, or a music library of up to 22 CDs.

 

Type S: Superior 140 HP output – a choice of petrol or diesel

The buyer of the new Type S can choose between two 140 HP (103 kW) engines. The petrol engine is a 1.8-litre SOHC i-VTEC one, which has already made its debut in the Civic 5-door. The diesel unit is a modern 2.2-litre i-CTDi engine. Both are combined with 6-speed manual gearboxes whose careful spread of ratios exploits their potential to the full. Optionally available on the 1.8 Type S is Honda’s 6-speed automated manual transmission, i-SHIFT which offers the choice of automated changes or manual changes also via steering wheel mounted paddles.

 

Among the rev-happy 1.8-litre engine’s technical highlights are comprehensive friction-reduction measures and an innovative intake valve timing arrangement. During cruising and low load conditions, closure of the intake valves is retarded and the throttle valve is opened wide to minimise pumping losses. This allows the power-reducing throttle loss to be reduced. Since an open throttle valve would normally cause fierce acceleration, a technical trick is used. Delayed intake valve closure allows some of the air/fuel mixture to be momentarily expelled back out of the combustion chamber, preventing the speed from increasing. In comparison with conventional engineering, the use of this device produces considerable fuel economy.

 

In other aspects the i-VTEC system operates as it has in the past and switches the valve timing during acceleration to achieve powerful, torquey performance. A drive-by-wire system provides precise control of the throttle while the valve timing is switched over, ensuring the changes are imperceptible to the driver.

These technical enhancements combine to achieve class leading performance that's on a par with a 2.0-litre engine. Acceleration from 0 to 100 km/h of 8.9 seconds (i-SHIFT 10.9 seconds) and fuel consumption of 6.6 l/100 km (i-SHIFT 6.8) Combined, mean it establishes new standards for this size of engine.

 

The diesel engine’s advanced design and construction delivers a maximum torque of 340 Nm at just 2,000 rpm. It's a transversely mounted, 4-cylinder unit, four valves per cylinder, balancer shaft, second generation common rail direct injection, and variable nozzle turbocharger with intercooler. Combined cycle consumption is just 5.2 l/100 km, while this auto-ignition engine gives acceleration from standstill to 100 km/h in 8.6 seconds.

 

Type R: high-revving 2.0-litre engine

 

The Type R’s 2.0 litre DOHC i-VTEC naturally–aspirated engine featuring VTC variable inlet camshaft technology has undergone extensive reworking. It is now more responsive and, thanks to the new electronic throttle valve and the addition of a balancer shaft, is more smooth-running.

 

The engine continues to offer the same high torque and exciting driving experience as before, but the high rpm VTEC range is now broader and more accessible. The switch to long duration valve timing in the reworked engine covers the range from 5,400 to 8,000 rpm up to the peak power output of 201 HP. With previous engines, this output was available up to a speed of 7,900 rpm. The driver is informed of the cam change via an i-VTEC indicator just to the right of the digital speedometer.

 

The 100 km/h sprint comes up in 6.6 seconds and top speed is 235 km/h, performance figures that are identical to the Civic Type R in its previous incarnation, yet the engine’s delivery is now more harmonic.

 

Improved aerodynamics in comparison with its predecessor, combined with a gear ratio that makes better usage of the high-revving engine, ensure that the somewhat greater kerb weight is completely compensated for.

 

Suspension settings Type S and Type R

The surefooted handling of the Civic 5-door’s MacPherson strut/torsion beam chassis provided the ideal basis for the more sporty requirements of the latest Civic derivatives.

 

The Type S introduces revised spring and damper settings which deliver sharper chassis dynamics, while a 20 mm wider rear track and 17” light alloy wheels shod with 225/45 YR17 tyres provide enhanced grip.

 

The Type R’s overtly sporting character is reflected in an even more highly-tuned set up, with unique spring, damper and bush characteristics as well as a 15 mm reduced ride height. In addition, it takes the already stiff Civic body structure and introduces extra strengthening in the forward floor area, around the upper suspension mountings, and across the front of the engine bay to provide a rock-solid platform for even more responsive handling.

 

The Type R’s 18” alloy wheels and 225/40 YR18 tyres and exclusive steering-assist setting contribute to the car’s pin sharp responses to driver input. The ventilated front brake discs are 282 mm diameter on Type S models and 300 mm on Type R models. Both feature 260 mm solid discs at the rear.

 

Extensive safety measures

Civic Type S and Type R are equipped with ABS, Electronic Brake force Distribution (EBD) and Vehicle Stability Assist (VSA), designed to assist the driver in maintaining control during cornering, acceleration and sudden manoeuvres by applying braking to the right or left hand wheels as necessary and managing the throttle and brake systems.

 

Passive safety has always been paramount at Honda and as well as front, side and curtain SRS airbags and double pre-tensioners on the front seatbelts, Civic models have an innovative seat belt reminder system for rear passengers displayed on the instrument panel. The SRS unit determines the status of each seatbelt buckle and sends the information to the display.

 

Active front seat headrests on Type S play a key role in protecting against the unpleasant consequences of a rear-end collision. They are shot forward by the movement of the body and protectively hold the rear of the occupant’s head.

 

The Type R features large supportive headrests that are integral with the backs of the bucket seats.

 

Long Live Sport

 

Lightweight Type R

 

A lightweight Type R will be available in the future especially for use in competition. To save weight, elements such as the audio system, rear load cover, engine undercover noise insulation material are deleted. The slimmed down version brings the weight down by an impressive 40 kilograms. In addition, the car can also be kitted out with a whole range of parts from JAS-Motorsport (see below).

 

Civic Type R race car

 

The Civic Type R has proved popular in European motor sport circles since its introduction in 2002. Honda is aiming for even greater success with the latest Type R and since June 2006, Italy-based JAS Motorsport, Honda’s official partner in customer racing support since 1998, has been working closely with Honda R&D to develop the new car to Group N, Group A and the new Group R specifications.

 

The programme has produced an exciting range of advanced racing parts for competition level racing, including the early availability of components for GrR, a new set of rules that FIA is intending to introduce in 2008, and which impose price restrictions on individual components for the first time. These components will also be homologated simultaneously in GrA, allowing drivers to race and gain experience in the GrA category in 2007 before the switch to GrR on 1 January 2008, without any additional cost.

 

In addition to this engineering relationship, JAS Motorsport continues to provide an extensive range of services to Honda racing customers, including a free of charge telephone advice facility and full racing support on race tracks and rally events.

 

Key components include suspension parts, 5 and 6-speed sequential gearboxes; reinforced driveshafts; an adjustable limited slip differential; a chrome molybdenum steel roll cage; lightweight carbon fibre interior parts (door panels, dashboard trims and floor panels); and a variety of engine components such as reprofiled camshafts and a programmable Engine Control Unit which also includes a competition data logger.

 

Honda Civic Type R

 

Sporting Design

Type S and Type R share distinctive silhouette and compact dimensions of Civic 5-door range

Fuel tank under the front seats

Fully integrated side skirts and wider rear track stance

Type R has even more assertive styling

Advanced Compatibility Engineering (ACE) body structure

Thanks to the compact external dimensions and flowing body lines the sporting Civic 3-door conveys a dynamic appearance at first sight. The silhouette is the same as the Civic 5-door range. Sporting accessories further emphasize the coupe character. The doors, the rear side panels, the skirts plus the front and rear bumpers have been remodelled. The tapering shape of the rear side panels also ensures a sleek profile.

 

The new models also feature side skirts which flare outwards and blend seamlessly into the front and rear wheel arch surrounds. These in turn flow into the front and rear spoilers to complete the body structure as if from a single casting. On the Type S the spoilers are finished in a gun metallic colour while they are body colour on Type R.

 

The deep front air intake, together with standard 17” alloy wheels and a wider rear track provide the Type S with a particularly muscular and planted look.

 

In a clear indication of its potent nature, the Type R possesses even more assertive looks. A 15 mm lower ride height, standard seven-spoke 18” alloy wheels and a deep front spoiler and black honeycomb radiator grille mean there is no mistaking Honda’s new superhatch, while a black honeycomb mesh grille sporting a red ‘H’ badge replaces the central glass panel of the Type S and Civic 5-door. Models with top of the range equipment feature large triangular front foglamps whose shape mirrors the large exhaust tailpipes at the rear. While more discreet than on the outgoing car, Type R logos feature on the front brake callipers and on the stainless steel door sill treads.

 

Civic family architecture

Uniquely in the segment, Civic models feature a centrally-mounted 50 litre fuel tank beneath the front seats, an elegant approach that affords excellent protection in the event of an accident. More free space is provided in the rear of the car for an optimized luggage compartment.

 

By this unique construction concept, the Honda Civic has a boot capacity of 485 litres – a top dimension in this class.

 

Because of its sporting vehicle dynamics and the strong motorization, the Type R requires a stiffer body structure than the normal Civic models. Therefore it has been given strengthened cross-members in the vehicle floor. Some are located directly in front of the fuel tank, another attached across the rear suspension mounting points. The front axle wheel suspension points are mutually supported by a diagonal tie.

 

Like all Civic models, the two sporting 3-doors have also been given a continuous under-floor coating for improving the aerodynamics. This helps to lower fuel consumption and reduces the vehicle noise considerably during fast driving. Because of the new profile of the external mirror and the aerodynamic edge shaping on the pillars, wind noise, which is particularly sensitive for the driver, has been cut to a great extent. New, flat wiper blades also contribute to noise reduction. They operate without rubbing and are noticeably quieter at high speeds. New, particularly lightweight synthetic and noise absorbing materials in cavities and on large areas of bodywork insulate against vibrations. Unwanted vibrations from the engine bay are reduced by an engine suspension system with a torsion bar-like support on the front subframe. This is optimized to the particular engine mass.

 

Easier Entry

In every modern 3-door car the doors are in principle wider than those in the 5-door models, so as to make it easier to get into the back seats. However, this limits the opening angle in tight parking slots – when cars are parked close together. To prevent unintentional damage when opening doors, Honda uses three-stage door rebound straps in the 3-doors. In the first notch (opening angle 24 degrees) the door has a 32.8 centimetre opening. In the second stage (opening angle 44 degrees) the door opens 72.2 centimetres. With the door fully open (opening angle 58 degrees) the entry width is an impressive 98.8 centimetres.

 

The electric tailgate release is opened by pressing a button and renders an external handle superfluous. This is convenient and enhances vehicle security: cars stopping at crossings can therefore not be quickly opened and the luggage boot robbed by thieves.

 

Passive safety

Well protected

The vehicle nose is the most important area of the front crumple zone. In the event of a crash, the greatest possible amount of energy should be absorbed here by deformation. The greater the area and the more deformable material there is, the easier it is for this task to be performed. The short nose “cab forward” design of the Civic provided a tough challenge for Honda’s crash safety engineers, so there had to be special solutions.

 

One consists of using aluminium to make the front subframe and the torsion bar spring of the engine suspension system. Advantage: such a construction and material combination can absorb a large amount of energy in an impact. To protect the occupants, the lower dash panel covering, the C-pillar and the tailgate opening have been given additional bracing, which functions as a part of the occupant’s safety cage in the case of a crash.

 

A key element in Civic's outstanding crash performance is Honda's recently developed Advanced Compatibility Engineering (ACE) body structure. In a conventional body structure the loads from a frontal collision are generally concentrated through two bearers running longitudinally through the lower portion of the underbody. In the Civic, on the other hand, the impact loads branch and are lead around the passenger cell via various paths. While additional steel plates in the floor area, side panel and roof deform, and pre-notched extruded profiles fold up, the occupants stay for the most part spared from the hard impacts and the menacing energy. Since the tank is located centrally under the front seats it has to be especially well protected. As well as surrounding the tank by a special frame on all four sides, the front cross member has been specially strengthened directly ahead of the tank. Since the tank does not occupy the full width of the floor, the space either side of it is used as an energy absorption area. The frame structure is designed to direct the impact energy around it.

 

The passive safety features in the new Civic passenger compartment include retracting foot pedals, double pre-tensioners for the front seats and standard on most models, side-curtain airbags.

 

Responsibility for other road users

Honda attaches great importance to partner and pedestrian protection when it comes to new bodywork developments. In the case of the three-door Civic energy-absorbing, deforming wiper pivots and bonnet hinges that compress under impact are used. The front bumper with the rounded shape, the headlights and the H-badge are so designed that they slide back by 2 centimetres under a light impact. This will absorb energy so that it cannot damage the weaker party in the accident.

 

Children are also very well protected inside the Civic Type S and Type R sporting variants and naturally the rear seats have built in ISOFIX fixtures and tether anchor points for the secure attachment of child seats.

 

Optimum occupant protection

Active front seat headrests on Type S play a key role in protecting against the unpleasant consequences of a skid – which occurs frequently in rear-end collisions. They are shot forward by the movement of the body and protectively hold the rear of the occupant’s head. This reduces the forces affecting the throat and neck and also the risk of injury.

 

Type R models feature large supportive headrests that are integral with the backs of the bucket seats.

 

All new Civic models are fitted with a rear seatbelt warning system. In the display the driver can see a symbol for belted up occupants. If the seats are occupied but the belts are not fastened, the symbol switches to the warning function. The front seats are fitted with double pre-tensioners. One pre-tensioner is located on the B-pillar, the other on the inner buckle.

 

Honda Civic Type R

 

Sporting without renouncing comfort

Good space ratio thanks to the centrally-located fuel tank

Easy-to-use, dive down rear seats

Large boot with separate storage compartment

Dual Link fascia

Black Alcantara upholstery

Optional panorama sliding roof

Type R with emphasized sporting interior layout

Intelligent interior layout

In the Type S and Type R, the interior layout is based on the same approach as in the Civic 5-door. A visually exciting interior environment with simple to operate functional elements, all within easy reach.

 

Key to the spacious cabin is again the unique centre fuel tank layout which permits a low and flat rear floor which benefits both rear passengers and load carrying capacity. Clever: below the actual boot space is another deep storage compartment.

 

The cabin is focused around the unique and visually arresting ‘Dual Link’ concept fascia which has become such a distinctive feature on the 5-door model. The various operating and display elements are arranged so that the most important information is displayed in the very top area of the fascia and relatively far forward.

 

The design is particularly effective in presenting information without compromising the driver’s concentration on the road, since the eyes require a lower adaptation effort than with the conventional arrangement. Secondary information and controls are then spaced out around and below this central focus within an 'inner circle':

 

in the primary point of focus is a digital speedometer,

with a rev counter on the left,

in the Type S on the right is an economy display, showing current fuel consumption

on the same level and positioned away to the right is the digital audio display and clock.

The secondary 'inner circle' located within the lower level of the instrument panel features an analog tachometer, flanked on the left by the engine temperature display and on the right by the fuel gauge.

 

 

Contained within the centre of the tachometer is a multi-information display which informs the driver of:

the average speed,

trip time

the average and current fuel consumption,

the outside temperature,

the remaining fuel range

the rear seatbelt usage.

Various warning items such as low oil level, freezing temperatures outside, etc

Around the outside of this display are secondary controls such as those:

 

for the air conditioning, as well as

the engine start button.

On Type S models, numerals and letters are in white, some of them against a blue background, and there are red elements to provide a sense of dynamism, yet in a sophisticated way. The centre display backlighting is darker in order to create a floating effect to the information displayed.

 

In the Civic Type R, 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 is replaced by a new i-VTEC indicator which is illuminated once engine revs rise above 5,400 rpm, indicating the switch to high-lift, long duration valve timing.

 

A love of detail

High-quality interior surfaces are PVC-free, which contributes to environmental protection. Soft touch materials are used in the upper areas of the dashboard and the door panels, in order to enhance the overall interior quality.

 

The multifunction steering wheel with three metal spokes is covered in black leather with silver stitching on the Type S and red stitching on the Type R, corresponding to that used on the seats. Similarly, the central Honda logo is in chrome in the Type S and the Type R has the traditional red ‘H’ emblem exclusive to this grade.

 

Audio remote control switches are located on the left hand spoke, and, when so equipped, cruise control buttons on the right hand spoke. Similarly, the third, lower spoke can carry navigation system controls as well as multi-info display switches. All the buttons are illuminated at night.

 

Sporting, ergonomic seating position

 

There’s a more upright, sportier steering wheel angle compared to the previous generation Civic. Driver legroom has been enhanced and the pedals – in a sporty aluminium finish - are now 978 mm from the hip point, compared with 970 mm before. Thanks to longer seat rails, the front seats can now be pushed further forwards and backwards and more greatly adjusted for inclination. The steering column is adjustable both for height and for distance from the driver.

 

A new folding mechanism makes it easier to collapse the seats and to get into the rear. Under the upholstery fabric there is now a high-quality, improved urethane material, which above all effectively cushions vibrations. The black Alcantara and the silver stitching emphasize the sporting feel of the Type S interior.

 

In keeping with the Type R’s more overt sporting character, front seats are racing style buckets with large black Alcantara bolsters and red stitching, red fabric seat cushions and backs. The two distinct rear seats adopt the same colour coordination and seat materials as the fornt seats. The gear shift knob is crafted from machined aluminium finish 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

 

High levels of equipment

The sporting 3-door models can be ordered with a DVD navigation system featuring a 7" display, voice recognition and a Bluetooth hands-free installation.

 

Top of the range equipment is available in the form of Xenon headlamps. A light sensor built into the windscreen detects the onset of dusk or a low level of daylight so that the headlamps are automatically lit as the car enters a tunnel or a garage. Similarly, there is also a rain sensor that activates the wipers when the first drops of rain fall.

 

Automatic air conditioning is fitted as standard. For vehicles with top of the range equipment there is dual zone climate control, allowing the driver and front passenger to set their own personal preferences with separate buttons.

 

Panorama glass roof

The Panorama sliding roof first introduced on Civic 5-door is also available on selected Type S models. The laminated and tinted glass roof panel runs from the top of the windscreen and stretches over the rear seat occupants, to create a particularly light and airy cabin. The sliding roof can be darkened using two electrically-operated panels when required. The reference material of the panels consists of the same fabric as the fixed part of the roof. This gives a harmonious and perfectly co-ordinated aspect.

 

Outstanding Interior Flexibility

In terms of cabin space and practicality, the Civic has established a benchmark in the competitive C segment. The tandem distance (measured from the hip point of the front seat passenger to that of the rear seat passenger and a key indicator of in-car roominess) is 803 mm, a figure on a par with some larger D-segment contenders as well as exceeding some station wagons in both C and D segments.

 

The rear seats offer outstanding flexibility: the rear seat bench is split asymmetrically (60/40) and the rear seat halves can be folded down with little effort and without exertion. When doing so they move down deep into the footwell, so creating a flat load floor. The rear headrests do not have to be removed for this. Returning the seats to their upright position is equally simple and effortless. Returning the seats to their raised position is equally simple.

 

The new Civic 3-doors share the same size luggage compartment as the 5-door model. The 485 litres of totally unobstructed space increases to 1,352 litres with the rear seats folded down, sufficient for three mountain bikes (with their front wheels removed), three EU Samsonite cases, or three 46 inch golf bags.

 

As well as offering ample volume, the load space also provides excellent flexibility by means of a clever two level storage configuration. Beneath the boot floor is concealed a secondary 70 litre storage area for smaller items. The panel that doubles up as both the boot floor and the cover for this storage area features a novel double hinge design that allows it to be either lifted to allow access, or to be lowered (assuming nothing is being stored) to create a single load space.

 

Naturally there are lots of practical storage areas scattered throughout the Civic's cabin, and these are provided with lids wherever possible to ensure everything is neatly concealed. The illuminated 14 litre capacity glove box includes a map pocket inside the lid, and a cooling feature for drinks and light refreshments. In the centre console there is a large 6.9 litre storage area which can hold the travel maps, cosmetics or up to 22 CDs.

 

 

 

Honda Civic Type R

 

Superior Power

The Type S optionally with 1.8 i-VTEC petrol engine or 2.2 i-CTDi diesel engine

Both engines develop 140 HP

6-speed gearbox as standard

i-SHIFT gearbox optional for the petrol-engined car

Reworked 2.0 i-VTEC engine in the Type R

The 1799 cc petrol unit is the new engine first introduced in the Civic 5-door, while the 2204 cc diesel engine is Honda’s familiar and highly regarded in-house designed unit. Both are combined with a 6-speed manual gearbox, while the petrol engine can also be combined with the automated manual i-SHIFT gearbox.

 

The Type R naturally aspirated 2.0L DOHC i-VTEC engine is particularly high-revving. For the new model generation the engine has been given drive-by-wire throttle control and a lightweight forging chrome molybdenum fly-wheel. In addition, by using a new balancer, vibrations are reduced and there is an increase in the smoothness of engine operations. VTEC variable valve timing and VTC variable inlet camshaft technology continue to underpin the engine structure

 

1.8 SOHC i-VTEC – 140 HP petrol engine

The 1.8L SOHC i-VTEC engine uses the Honda-VTEC technology for variable valve control. The technique of delayed intake valve closure with a wide open throttle valve during low-load driving conditions is new. Throttle loss are reduced considerably to the benefit of fuel economy.

 

Function: In conventional petrol engines, the accelerator pedal is directly connected to a throttle valve that opens and closes, adjusting the volume of intake air. Under low-load conditions (i.e. when the driver is pressing lightly on the accelerator pedal) the throttle valve is opened just slightly. This narrowing of the intake passage causes noticeable so-called throttle losses, and has a negative impact on fuel economy. The 1.8-litre i-VTEC engine adopts a different approach. Its two sets of cams – one designed for high output, the other for fuel economy – intelligently adjust valve timing and cam lift. During acceleration and other high-load conditions, the high output cams help deliver a superior driving performance. During cruising and other stable low-load driving conditions, the fuel economy cams retard the closure of the intake valves. The throttle valve is opened wide. In this position, the acceleration would normally be very high but since the intake valve closure is delayed, some of the air/fuel mixture is momentarily expelled back out of the combustion chamber, minimising unnecessary output and thus improving fuel economy.

 

Thanks to this synchronised operation of the intake and throttle valves, output is optimised and pumping losses are minimised. Meanwhile, the drive-by-wire throttle mechanism functions highly precisely without loss of comfort for the occupants.

 

In pursuit of even higher fuel economy, the new 1.8 i-VTEC engine also incorporates the latest friction reducing technologies:

 

the piston skirts are coated with molybdenum disulphide, and

an ionizing process reduces piston ring friction.

Plateau honing of the cylinders results in smoother surfaces and

improved oil film retention.

Friction is reduced by approximately 10 per cent as a result.

 

For the intake system variable length intake manifolds are implemented. Controlling the effective length of the intake manifold depending on rpm, ensures a mixture formation appropriate to demand.

 

Through this combination of new VTEC technology and comprehensive friction reduction measures, the new engine realises a 6 per cent improvement in fuel economy. Performance is improved at all engine speeds to ensure lively response, while special attention has been paid to increasing low to mid-speed torque.

 

Another feature of this new engine is piston cooling, more normally associated with high performance engines. The oil, which is injected from below on the piston head, reduces engine knocking and allows the engine to run with a relatively high compression ratio of 10.5:1.

 

These technical enhancements combine to achieve class leading performance that's on a par with a 2.0-litre engine: maximum output of 140 HP (103 kW) at 6,300 rpm and a maximum torque of 174 Nm (17.7 kgm) at 4,300 rpm. With acceleration from 0 to 100 km/h of 8.9 seconds for the petrol-engined Civic Type S. With the i-SHIFT gearbox 10.9 seconds is required. Average fuel consumption of 6.6 l/100 km for this type of sports car (6.8 l/100 km i-SHIFT) is astonishingly low.

 

Along with improved fuel economy, the new engine offers cleaner emissions performance. The airflow meter and linear airflow sensor, together with the latest control technology, achieve extremely precise control over the air/fuel ratio and contribute to cleaner exhaust emissions. The catalytic exhaust gas cleaning starts early through catalytic converters positioned by the exhaust manifold.

 

To keep engine weight down, Honda uses a light alloy engine block. Plastic is used in the valve cover, chain guard and chain tensioner arm. Aluminium rocker arms and high strength cracked connecting rods provide a significant reduction in the inertial mass of moving parts.

 

The integration of the cylinder head with the exhaust manifold both saves space and generates a weight reduction of 0.58 kg. The combined assembly of the manual transmission bracket, the chain cover and the oil pump further reduce the engine's weight by0.3 kg. Due to these and other measures, overall the engine is both lighter (5 kg) and shorter (13 mm) than a conventional 1.7-litre engine.

 

2.2 DOHC i-CTDi – Diesel with 140 HP

The acclaimed 2.2-litre i-CTDi diesel engine is a further evolution stage for Honda’s first in-house developed diesel engine. The compact aluminium engine has a displacement of 2204 cc and delivers 140 HP 4,000 rpm. The maximum torque is 340 Nm at just 2,000 rpm. The four valve unit has a balancer shaft which convinces with sophisticated smooth running in all speed ranges. Fuel-metering is by 2nd. generation common rail direct injection and variable nozzle turbocharger with intercooler. This makes the engine simultaneously nippy and thrifty. The Honda Civic Type S accelerates from a standing start to 100 km/h in 8.6 seconds and manages the EU cycle with only 5.2 litres of diesel for 100 kilometres.

 

Like in the Civic 5-door, the inlet and outlet system has had to be modified for the engine to fit beneath the low engine hood of the Civic Type S. The front design without the normal radiator grill presents a certain challenge for the diesel. The charge cooler is normally located between the bumper and the radiator. In this case, due to lack of space, it must be built into the mudguard. Advantage: in this position, the noise of the inlet does not get into the interior.

 

The highlights of the 140-HP auto-ignition engine include:

 

a variable swirl valve,

the second generation common rail high-pressure injection,

variable turbocharger and

electrically-controlled exhaust-gas return valve (EGR valve).

Among the noise and vibration reducing technologies, which achieve extraordinarily smooth running, are:

 

offset cylinders,

a second balancer shaft and

an acoustic damping valve cover.

The engine-internal friction loss is reduced by modern roller rocker arms.

 

The common rail injection system, providing pressures up to 1,600 bar, allows close regulation of injection pressure and optimized injection timing. A small amount of fuel introduced prior to the main injection – the pilot injection – helps lower combustion noise. This common rail system closely interacts with the variable nozzle turbocharger to ensure optimum control over intake pressure, facilitating higher intake pressures at a lower speed, as well as better fuel economy and fewer harmful emissions through lean burn combustion.

 

2.0 DOHC i-VTEC – the heart of the athlete

Given the outstanding performance credentials of its predecessor, Honda made further refinement in the new Type R. It therefore continues to be powered by a naturally-aspirated 2.0 litre DOHC i-VTEC engine with similar output, but reworked for greater refinement and responsiveness thanks to a drive-by-wire throttle control and a light-weight flywheel. The 201 PS maximum is now reached at 7,800 rpm (previously 200 PS at 7,400 rpm). This increase in high revolutions was made possible by the introduction of cylinder head port and an interior manifold dedicated to Type R.

 

While the headline performance figures are identical to the 6.6 second 0 to 100 km/h time and 235 km/h top speed of the Type R in its previous incarnation, the engine enhancements mean the new car is more responsive to commands from the accelerator pedal. Slightly lower gearing compensates for a small increase in kerb weight.

 

 

 

Honda Civic Type R

 

The engine in detail

The engine 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 in concert under the close control of the engine management system delivering improved cylinder charging and combustion efficiency, reduced intake resistance, and improved exhaust gas recirculation among the benefits. i-VTEC technology offers tremendous flexibility since it is able to fully maximise engine potential over its complete range of operation.

 

A particularly flat torque curve is testimony to its effectiveness: at 2,500 rpm the engine delivers 90% of its maximum torque.

 

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 of 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 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.

 

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.

 

A stainless steel exhaust manifold mounted on the back of the engine means the distance to the catalytic converter is reduced, for rapid heating on start up. The 4-2 exhaust manifold also flows into an exhaust pipe structure which features an ‘e-pattern’ cross section rather than a dual pipe construction, which is even more heat efficient.

 

6-speed manual transmission (Type S)

The Type S's 6-speed manual transmission features an improved shifting action thanks to a shorter synchro sleeve stroke, a linkless rotation select structure, detent bearings for reduced friction and higher capacity bearings. Other upgrades include a variable lever ratio shift arm and a new gear specification with better inter-meshing from 3rd to 6th gears.

 

Each component has undergone careful analysis, and – where possible – optimized in size and weight. The result: the Honda 6-speed manual transmission is more compact than the 5-speed transmissions of most other manufacturers.

 

Honda i-SHIFT 6-speed automated manual transmission (Type S)

Type S 1.8 models can also be equipped with a Honda’s i-SHIFT automated manual transmission. The clutch and change actuator ensure good fuel economy compared with a conventional manual transmission. The choice of unfavourable shift points is excluded. Paddle shift allows quick and sporty gear shifting. Operation: the transmission module is in direct control of the hydraulic clutch. There is no clutch pedal. Changing gear with this system is particularly smooth without compromising the system's sportiness.

 

Different shift maps are employed depending on the driving conditions so when the Type S is being driven downhill, the system will shift down to provide engine braking. Similarly, the system will not shift through a corner if there is any possibility of upsetting the car's balance. The shift lever requires only a short – 13.5 mm – movement to select the next gear so emulating a sporty driving feel.

 

Sporty 6-speed manual transmission in the Type R

The six-speed gearbox is perfectly matched to the Type R’s DOHC i-VTEC engine. High performance synchronisers and the high efficiency changing mechanism allow extremely quick and precise gear changes.

 

The transmission is matched to a high performance clutch. The clutch uses a light-weight flywheel which features quick response and gear operations. Furthermore, the transmission features triple cone synchronisers on both first and second gears as well as carbonised synchronisers on third, fourth, fifth and sixth gears, which offer speedy shift changes. The shift knob machined finished in aluminium, the shorter stroke in length of the gear lever and the lightness of the gear change itself, all contribute to offer an exhilarating shifting feel as well as superior packaging.

 

 

 

Honda Civic Type R

 

Chassis and active safety

Type S suspension set up for sportier driving experience

Type S with wider rear track and 17-inch alloys

Type R with refined handling characteristics

Type R with lowered ride height and 18” wheels

The Civic Type S and Type R take as their basis the chassis of the Civic 5-door model, much of the development of which was carried out for Europe on European test tracks. At the front is a MacPherson strut unit featuring a high castor setting for excellent response to driver input. A front sub-frame stiffness further reduces vibrations transmitted on the bodywork. In the search for the optimum compromise between dimensions, power and weight Honda opted for a rear axle with single-wheel suspension and torsion bar springs. This rear set up also increases cornering rigidity thus improving stability.

 

The electrical power steering (EPS) ensures a sporty feeling to the steering. Higher output, lower inertia, increased rigidity, lower friction, enhanced controllability, improved NVH and lower consumption are among the key benefits when compared to a hydraulic system. Compared to a hydraulic system, the new Honda power steering scores with less inertia, improved rigidity and lower friction, thus ensuring improved vehicle control.

 

The Type S chassis

The Civic Type S uses the same basic chassis as the Civic 5-door model. The 3-door settings have been modified in favour of driving pleasure. The spring and damper settings are stiffer and the rear track is 20 mm wider. The Civic Type S drives on 17-inch light alloy wheels with 225/45 YR 17 tyres.

 

Unique Type R chassis

The Type R takes those modifications to the next level. Dampers, springs and bearings have been specially developed for the Type R, and the whole chassis lowered by 15 mm for cornering stability.

 

Civic already offers one of the stiffest body structures in the C-segment. However, in Type R extra strengthening of the floor cross member attached across the rear suspension mounting points and in the lower cross member at the front of the engine bay create an even stiffer platform upon which the suspension can work to its full potential.

 

In addition, firmer steering, a quicker ratio and stiffer steering box mountings all provide pin-sharp responses to steering wheel input.

 

The Honda Civic Type R is fitted with seven-spoke 18-inch alloy wheels and 225/40 YR 18 tyres as standard. This means that the new Type R offers far more predictable handling characteristics than its predecessor. At the same time the new damper and spring settings deliver enhanced ride comfort in keeping with the increased refinement of the new car.

 

All models are equipped with ABS and Electronic Brake force Distribution (EBD). At the rear, a select-low braking strategy is also used to help maintain directional stability over slippery roads. In the event of a rear wheel beginning to lock-up, triggering a pressure modulation at that wheel, brake pressure is also diminished at the adjoining wheel to help preserve the rear axle's lateral stability.

 

Further intervention is provided by the standard brake assist system which automatically increases braking output when emergency conditions are detected from the manner of the driver's input to the pedal, ensuring an optimum short braking distance.

 

The ventilated front brake discs are 282 mm diameter on Type S models and 300 mm on Type R models. All feature 260 mm solid discs at the rear.

 

In addition, an electronic vehicle dynamics control system, which Honda calls VSA (Vehicle Stability Assist), is designed to assist the driver in maintaining control during cornering, acceleration and sudden manoeuvres. If the car tends to break away, then brake force is applied to the right or left hand wheels as necessary to bring the car under control. And as it should be for a real athlete, the driver can deactivate the VSA when necessary.

 

Insurance Ratings, Warranties & Maintenance

Considerable effort has gone into designing front and rear body structures for these sporting Civic models that do not result in expensive repair bills in the event of slow speed impacts. This caused the Kasko classification evaluation to be relatively positive, which pays off in more favourable insurances classes.

 

 

[Milek]

a teraz wszystko ladnie przetlumacz

Auto swietne jednak te dane producenta sa troche naciagane. Auto przytylo i za sprawa tylko krotszej skrzyni osiagi maja pozostac na niezmienionym poziomie? Watpie. Na pewno musi sie swietnie prowadzic jednak nie zrezygnowano z tylnej belki, nie ma takze szpery - Ameryka polnocna jest pod tym wzgledem lepsza. 'Stare' EP3 bylo liderem w swojej klasie i wykrecalo lepsze czasy na torze niz mocniejszy Leon CupraR czy Megane Sport nie wspominajac o GTI.

Przyjelo sie, ze kazda nowa generacja jest lepsza od poprzedniej..... w przypadku CTR '07 ciezko stwierdzic. Jest ciezszy, naladowany elektronika, mocno wyposazony itd.

EP3 bylo mocno spartanskie, w serii nie miales nawet klimy nie wspominjac o kotroli trakcji z ESP - auto mialo dostarczac niesamowitych emocji kierowcy i tak bylo. Czy nowy CTR to zapewni? Pewnie bedzie rownie szybki (moze minimalnie mniej) ale nie bedziesz czul w nim takiej adrenaliny co w 7generacji. Auto stalo sie bardziej ucywilizowane, wygodniejsze a troche to przeczy calej filozofii Type-R.

Z checia bym porownal swoje Si z nowym CTRem. W koncu to praktycznie "blizniacy" w innej sylwetce

Jeszcze przed przerejestrowaniem:

[Simon]

Wyglada prawie jak koncept car nowej imprezy, choc mam nadzieje, ze sie chlopaki z Subaru jednak rozmysla i ten maly potworek nie wejdzie w faze realizacji...

[Legacy96]

Podobno zawieszenie z tylu jest dosc kiepskie, jesli chodzi o prowadzenie. Bodajze belka skretna...

[owoc666]

Kiedy bedziesz tym jezdzil?

[michal]

Kiedy bedziesz tym jezdzil?

 

14 lutego jest prezentacja, w polsce bedzie kwiecien/maj

[GRAF]

Podobno zawieszenie z tylu jest dosc kiepskie, jesli chodzi o prowadzenie. Bodajze belka skretna...

belke tez ma Ibiza Cupra i poprzedni Leon Cupra i jakos dawaly rade na torze wiec tragedi nie ma

[Milek]

Podobno zawieszenie z tylu jest dosc kiepskie, jesli chodzi o prowadzenie. Bodajze belka skretna...

belke tez ma Ibiza Cupra i poprzedni Leon Cupra i jakos dawaly rade na torze wiec tragedi nie ma

 

Podobno ma takze belke Astra OPC i jakas mocna renowka (albo clio albo megane)

[Korton]

Wszystko fajnie, ale ciezko wyglada ten nowy civ type-R, a tylek juz ma mega masywny. Milka wersja zdecydowanie ladniejsza :wink:

[Milek]

dzieki Korton a tak w ogole to poczekajmy az zobaczymy CTRa na zywo. Wiele razy juz tak bylo, ze auto na zdjeciach wygladalo 'tak sobie' a na zywca czlowiek zmienial zdanie (patrz nowa 'seatowa' Impreza ) Dla mnie osobiscie nowy Civ hatch podoba sie glownie dlatego, ze jest wyjatkowy i nie podobny do zadnego innego auta

[maciekSubru]

To,że każda następna generacja samochodów jest cięższa to już norma.

 

W/w Type-R ładny ale z tą belką skrętną i 201 KM (podobno) to już nie to samo

 

Jak pamietamy Honda miała problemy z utrzymaniem deklarowanej mocy 200 km u poprzedników.

[GRAF]

mi sie duzo bardziej podobala poprzednia generacja civa - szczegolnie w wersji sport lub type-r, na lato i rowne drogi super auto

[Dawide-GP]

Miłka Coupe Si jest o niebo ładniejsza (bardzo mi się podoba)- nawet bez porównania! Takie ociężałe krówsko z tego nowego Civic'a type-R :neutral:

[Xavier]

Nowy CTR to już nie jest to samo, co kiedyś. Zamiast iść do przodu to wkładają belki itp. zamiast wzmocnić silnik zostawili go bez zmian.

To ja już wole swojego VTi

[michal]

Podobno zawieszenie z tylu jest dosc kiepskie, jesli chodzi o prowadzenie. Bodajze belka skretna...

belke tez ma Ibiza Cupra i poprzedni Leon Cupra i jakos dawaly rade na torze wiec tragedi nie ma

 

Podobno ma takze belke Astra OPC i jakas mocna renowka (albo clio albo megane)

 

Wszystkie te sprzety maja belke skretna z tylu i daja rade. Wielowahacz mial poprzedni Civic i nowe Civici 2d/4d, a w tej klasie tez Golfy V, czyli Golf GTi, Leon FR/Cupra, Octavia RS, Audi A3/S3.

[FAZA666]

Szkoda tylko, że trochę mocy nie dorzucili :wink:

[Ninja]

o zesz :shock: ale samolot. podoba mi sie :!: