04 May 04
That's not the only shortcoming, unfortunately. Look at the figures: that 200bhp doesn't peak until 7400rpm, and the somewhat puny 145lb ft of torque until 6500 rpm. It's brilliant once you get there - but at the price of frantic accelerator action, sticking in gears far lower than feels natural and having to go all out, all the time, to get remotely sporting responses at lower revs and lower speeds.
Take this example scenario: cruising in sixth gear on a fast dual carriageway at around 85mph (not really, officer) an early 1970s P6 Rover loomed in my rearview mirror and flashed its lights. I moved over as soon as I could to let it pass, noted it was the 3500 with one of the ol' Buick V8s (170-oddbhp, though possibly modified), and pulled back out to try and stay with it for a while. Nailing the throttle to the floor, I waited for the Civic to start shifting... and nothing. Zilch. It took a drop down to second gear and tinnitus for the next three days to get any acceleration whatsoever, and by that time, the Rover was long over the horizon. Its aggressive owner was driving like a pillock, but I'd have swapped cars with him right then to feel some of that slow-build torque and proper performance car muscle. Conclusion? The Type-R takes a different technique which won't suit everyone's style, you really have to learn how to get the most out of it, and it's certainly an acquired taste.
Driving a Civic Type-R can ultimately be a frustrating experience. It is one of those cars that sounds fantastic in theory, is initially an absolute blast to drive and has vast reserves of talent - if you can find them in everyday driving. It's less of a long-term real-life prospect, as once the novelty of the engine's characteristics has worn off, the ordinariness of the rest of the package becomes apparent. Nope - they may be less powerful in outright terms, but I'd argue that the similarly priced Ford Focus ST170 and cheaper Renault Clio Sport 182 are both more rewarding to drive and own. Or a £1500-ish P6 Rover 3500...
