The “charged” Honda Civic Type R hatchback, shown in serial form at the Geneva Motor Show, has finally reached European dealers. So, there was an opportunity to examine more closely the design of the machine and its technical characteristics.
0–60 times of Honda Civic Type R — from 5.7 to 6.8 sec. source — http://autotk.com/0-60-times/honda/civic-type-r/
Like the base Civic, the new “R” has become longer and lower than the previous model. Aerodynamic resistance is reduced by 3%, and the center of gravity is now 10 mm lower than before. Torsional stiffness of the body increased by 37%.
However, the curb weight with the change of generations has not changed: the same 1380 kg. But moving the gas tank from under the front seats to a more familiar place at the rear axle resulted in improved weight distribution: the rear axle now accounts for 3% more weight than before. In addition, the Type R has an aluminum hood, while the conventional Civic is equipped with a steel part.
For the first time in the last 11 years, the Civic-Hatchback has got a rear multi-link suspension instead of a twisting beam. The same architecture went to the “erke”, but the characteristics of the shock absorbers and the spring stiffness were changed, the geometry of the McPherson front struts was revised to reduce power steering, and more rigid levers were used in the rear multi-link. Shock absorbers, as before, have electronic adjustment, and with them the operation mode of the power steering and the sharpness of reactions to the accelerator pedal change.
There are three modes available: Comfort, Sport and Track + R. Four-piston brakes with ventilated discs are installed in the front, although their diameter is the same (350 mm). But the rear brake discs are now larger: 305 instead of 296 mm.
Under the hood — the same turbo 2.0 VTEC, as the model of the previous generation. Its power has been increased from 310 to 320 hp. at the same 6500 rpm, but the torque remained unchanged — 400 Nm at 2500–4500 rpm. The six-speed manual gearbox has been upgraded: it now has its own liquid cooling circuit, and the clutch has got a new single-mass flywheel. Electronics can “adjust” the engine speed when shifting gears to reduce jerks. And the gear ratio of the main pair is also increased: 4.11: 1 instead of 3.84: 1. Limited slip differential.
If you look at the dry figures of dynamic indicators, then there is practically no progress compared to the previous Erkoy. Acceleration time to 100 km / h is the same (5.7 s), and the maximum speed increased from 270 to 272 km / h. But, first, most of the competitors are still behind. A similar acceleration time among front-wheel drives can be boasted except for the Seat Leon Cupra with a 300-horsepower turbo engine: 5.7 seconds with the DSG “robot” and 5.8 with the “mechanics”, and the maximum speed is limited by electronics at 250 km / h. Opel GTC OPC, Peugeot 308 GTi and Volkswagen Golf GTI do not leave from six seconds.
