Honda Civic Type R (2022 - ) review

The Civic Type R is faster, more sophisticated and rounded than its predecessor but it’s also an awful lot more expensive to buy, with a bottom-line price closing on £50,000. Honda will say this reflects the efforts making this the best Type R yet, but it’s a tough pill to swallow when the Hyundai i30 N offers a comparably exciting driving experience for a fraction of the price. Premium alternatives from Audi, VW, BMW and Mercedes-AMG will all look more prestigious at this level, the fact the Honda puts its power down through its front wheels while they benefit from all-wheel drive likely counting against it in the eyes of many buyers. Perhaps unfairly, given the reality of how it actually drives on the ragged edge. If there’s one glimmer of hope it’s that restricted supply and the expected demand from those who do appreciate the Type R for what it is should help keep residual values strong and finance costs down as a result, though the projected monthly figures Honda showed us still look pretty steep.

As a brand Honda has a typically very strong reputation for reliability across the board, and given the pride the engineers behind the Type R have lavished on this car you can justifiably expect this to be even more true with this very special Civic. As such we wouldn’t be too concerned at the industry standard three-year warranty, Honda offering further options like fixed price servicing packages and extended cover if you want it.

Honda is a tech-focused brand and the standard Civic on which the Type R is based already comes with a generous range of driver aids and safety technology. Meanwhile, those intending to push the Type R’s limits can rest assured it’s an incredibly predictable car on road and track, with fantastic grip from the fat tyres, brakes that can stand up to lap after lap of flat out-driving and lots of clever engineering to help get that power down however hard you’re pushing. Indeed, even on a soaking wet track we didn’t feel hampered by the lack of all-wheel drive, the quality of the set-up shining through even in these incredibly challenging driving conditions.

This new Type R may look a little less yobbish than its predecessor but fans will be glad to hear it’s lost none of that rawness in its driving manners, the adjustable suspension still pretty firm in its most comfortable setting around town, the engine always egging you on with its piped-in noise and the hyper-alert steering meaning it reacts to your inputs in the blink of an eye. Suffice to say, it’s a very different experience from the electrified refinement of the standard Civic on which it is based. But that’s what the Type R has always been about and what the fans expect, so we’re not going to criticise it for that. We also loved the grippy, figure hugging racing seats in the signature bright red fabric, the sporty driving position and the grippy suede-like material on the steering wheel intended to help you keep your grip when your palms are getting a bit sweaty. As well they might if you are driving the Type R as intended. At a more practical level the Type R, like any Civic, has decent space in the back, a big boot and is just as usable as any regular hatchback. It’s worth noting that the Type R specific rear bench loses its centre position, though, meaning it’s only a four-seater. So, for all that, if you’re looking for a hot hatch that does you for the everyday rather than track days the Golf R, A35 AMG, M135i and S3 are all going to be easier to live with.

Unfortunately, the Civic Type R’s really standout features will only be of interest to the superfans and those with an appreciation of the engineering rigour Honda’s team have lavished on it. If that’s you then, suffice to say, there is surprise and delight in every last geeky detail. In terms of stuff you actually interact with day to day there’s lots of additional Type R specific content for the infotainment screens, including a bewildering array of motorsport style readouts and telemetry if you take it on the track. Back on the daily commute you may find the central screen and its controls feels a little behind the times in terms of size and glitziness, while we experienced some issues with our Google Maps test route dropping out thanks to the phone losing its connection with the car. This can just as often be an issue with the phone, though the fact it we tried it with both an Android handset and an iPhone and suffered the same fault was a concern. Given there’s only one trim and it includes most of what you’d want as standard there aren’t many options, though the expensive carbon trim package may prove desirable and helps the Type R look that bit more exotic.

Type R traditionalists were horrified when Honda dropped its traditional high-revving ‘VTEC’ engines for more modern turbocharged ones, the 2.0-litre unit in this new Type R an evolution of the motor used in the two previous generations and now packing a formidable 329 horsepower. It’s much more charismatic than the engines in the German rivals thanks to its boisterous power delivery and pairing with a lovely, fast-shifting manual gearbox. Most modern hot hatches use automatics of one type or another these days but Honda is sticking to its traditions here, which is no bad thing as it’s all part of the experience, automatic rev matching smoothing out your shifts with slick-sounding blips. True, all-wheel drive rivals might get their power down better for more impressive 0-62mph times but the Type R will run rings round them in the corners, given the relative lack of weight and finely-tuned chassis. Even in its supposed Comfort mode the Civic feels pretty fierce, the quick steering, urgent response and fidgety suspension all making sense as the speeds rise while the +R mode is the automotive equivalent of downing a can of Red Bull and gets your pulse racing in much the same way. We preferred selecting a more nuanced balance of settings via the new Individual mode.