Honda Civic Type-RHonda's worldwide marketing strategy for the new Civic is a real mystery. In Japan, we only have the four-door sedan, while in the US, both the sedan and two-door coupe are available, albeit with a different front end. While Europe gets neither of these, they do get the three- and five-door hatchbacks with yet another face.
The sporty end of the Civic line-up is even more confusing. American buyers get just the Si trim level, no Type-R, and have the Mugen sedan to look forward to. Europe gets neither Si nor Mugen models, but receives the Type-S and Type-R three-door hatch. Japan gets the Mugen as the Type-R, but only in sedan trim-which, despite having a trunk and two extra doors, is far superior to the Euro Type-R.
Confused?
Instead of trying to make sense of Honda's twisted logic, all you need to know is that the JDM Civic Type-R is one incredible piece of machinery, maybe the best front-wheel drive compact sports car Honda has ever created. Let's start with the familiar 1998cc K20A engine, which has been significantly tweaked. According to Honda engineers, the intake and exhaust valve ports have been finished meticulously by hand. The end result is a mere 5bhp of extra power, but engine response and power delivery are greatly improved.
The car's acceleration is amazingly linear, and astonishingly quick. There is little wheelspin at launch-as soon as you get on the accelerator pedal, the Type-R seems to be in full stride. At high speeds, it is still comfortable humming at 6000rpm. On Motegi's oval, the Civic has no problem cruising at 140mph for long stretches.
The engine comes mated to a close-ratio six-speed gearbox. The feel and solidity of this box is like no other, and furthers the notion that Honda may well make the best manual gearboxes in the world. Because it's lighter than the stock Civic, and has a stiffer body structure, the car cuts like a Ginsu (yes, they sell 'em here) through twisty roads. The steering is fast and precise, with most of the understeer dialed out. The Type-R is especially adept at high-speed sweepers, where its flawless balance encourages you to stay flat on the throttle. The suspension has MacPherson struts up front and double wishbones at the rear (unlike the much-maligned Euro Type-R, which uses a twist beam rear).
Prices were not established at the time of writing, but it's safe to expect something in the $25,000 range. It may mean little to anyone living outside Japan, because Honda probably won't be exporting this any time soon. Then again, you never know with this company's odd global marketing plans.
2007 Nissan 350ZIt's odd Nissan didn't change the body shape of the 350Z in 2007, considering the myriad little aesthetic revisions and the 80-percent-new VQ35HR engine. But if there's a good example of 'don't fix what ain't broke', it's got to be the current 350Z. Despite having been available since 2003, the bulging fenders, sleek hatch and sloping lights keep the car looking futuristic four years on.
The new engine is different from the block up, despite a mere 6bhp difference in manual transmission models (19bhp in automatic models, for those who care). Nissan reports that 90 percent of the peak 268lb-ft of torque is available between 2000rpm and 7000rpm (the new engine will rev to 7500rpm). Of equal interest is the symmetrical twin intake system (dual throttle bodies). The offset single throttle body of the previous VQ35 always seemed awkward hanging off the engine.
By James Tate
Enjoyed this Post? Subscribe to our RSS Feed, or use your favorite social media to recommend us to friends and colleagues!