Dial R for Racing: Honda Teases Next Hot Civic

dial r for racing honda teases next hot civic

With some copies of the existing Civic Type R trading for exorbitant sums, it should come as no surprise that the Big H has been working on a new iteration based on the latest-gen Civic introduced earlier this year. While there are still plenty of details up in the air – powertrain and price to name just two – these official images give us a great indication of what the thing will look like.

Spoiler alert: It won’t be as startling as the last one.

Actually, we could have used ‘spoiler alert’ for the pithy headline of this post since the next Type R will continue to wear an enormous one, despite its seemingly toned-down exterior style. The present model has been accused of dipping too much into the so-called Boy Racer school of thought, appended with all manner of fins and wings and angry headlights. Your author will freely admit he enjoys such visual excess, a damning indictment on his level of vehicular taste or eyesight acuity (Ed. note — or level of maturity. I kid, I kid). Perhaps a bit of both.

Nevertheless, the development mule shown here tones down the volume, adopting a smoother look to its front and rear fascias. It’s as if the teenager who favored wild apparel grew up and traded their wardrobe for something fit to wear on an office Zoom call. It’s not all sober, of course, with a giant wing sprouting from the hatchback area like an overgrown basket handle. Some signatures don’t vanish, no matter now much we mature.

These phots were apparently taken at the Suzuka Circuit, a logical place for development of Honda’s hottest hatch. High-speed validation tests are underway, fine-tuning the car’s package for its debut sometime in the 2022 calendar year. Peep the trio of exhaust outlets in the second photo, indicating not everyone at Honda has lost their sense of humor. While the overall look has been dialed back, those large front intakes should shovel plenty of cool atmosphere into the Civic’s lungs.

Lungs which have yet to be described, we hasten to add, since Honda is mum on what will power the next Type R. Expect an evolution of the current 2.0L turbo, a mill which makes 306 horsepower in its present form. A leap to 310 would not be surprising, and we will note the new Golf R makes a hearty 315 ponies. Perhaps this car will be rated at 316hp just to put a thumb in the eye of Ze Germans.

[Images: Honda]

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  • Dal20402 Dal20402 on Dec 15, 2021

    I'd really like a tweener, somewhere between the crazy bewigged R and the just-slightly-too-tame Si. If I could get one that looked just like the Si but had the Accord variant of the 2.0T, that would be perfect.

  • Jeff S Jeff S on Dec 17, 2021

    The Japanese took Deming seriously but GM, Ford, and Chrysler thought he was a kook. It took the import invasion of Japanese vehicles with their better quality to get the Big 3s attention and obviously they still haven't learned. MBAs and accountants have destroyed quality by constant cost cutting and cheapening products.

  • MaintenanceCosts The sweet spot of this generation isn't made anymore: the SRT 392. The Scat Pack is more or less filling the same space but it lacks a lot of the goodies, including SRT suspension, brakes, and seats. The Hellcat is too much and isn't available with a manual anymore.
  • Arthur Dailey I am normally a fan of Exner's designs but by this time the front end on the Stutz like most of the rest of the vehicle is a laughable monstrosity of gauche. The interior finishes suit the rest of the vehicle. Corey please put this series out of its misery. This is one vehicle manufacturer best left on the scrap heap of history.
  • Art Vandelay I always thought what my Challenger really needed was a convertible top to make it heavier and make visability worse.
  • Dlc65688410 Please stop, we can't take anymore of this. Think about doing something on the Spanish Pegaso.
  • MaintenanceCosts A few bits of context largely missing from this article:(1) For complicated historical reasons, the feds already end up paying much of the cost of buying new transit buses of all types. It is easier legally and politically to put capital funds than operating funds into the federal budget, so the model that has developed in most US agencies is that operational costs are raised from a combination of local taxes and fares while the feds pick up much of the agencies' capital needs. So this is not really new spending but a new direction for spending that's been going on for a long time.(2) Current electric buses are range-challenged. Depending on type of service they can realistically do 100-150 miles on a charge. That's just fine for commuter service where the buses typically do one or two trips in the morning, park through the midday, and do one or two trips in the evening. It doesn't work well for all-day service. Instead of having one bus that can stay out from early in the morning until late at night (with a driver change or two) you need to bring the bus back to the garage once or twice during the day. That means you need quite a few more buses and also increases operating costs. Many agencies are saying for political reasons that they are going to go electric in this replacement cycle but the more realistic outcome is that half the buses can go electric while the other half need one more replacement cycle for battery density to improve. Once the buses can go 300 miles in all weather they will be fine for the vast majority of service.(3) With all that said, the transition to electric will be very good. Moving from straight diesel to hybrid already cut down substantially on emissions, but even reduced diesel emissions cause real public health damage in city settings. Transitioning both these buses and much of the urban truck fleet to electric will have measurable and meaningful impacts on public health.
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