People love rooting for the underdog. It's the disruption of establishment and predictability; a trend as old as David and Goliath.
It's the reason there's always been such a buzz and expectation around anything that wears the Type R badge. And, even in all of its hyper-aggressive glory, the new FK8-generation Honda Civic Type R — the first sold new in New Zealand — is still that underdog.
It walks into what is a rather crowded segment, coming up against the bubbly Ford Focus RS, the mature Volkswagen Golf R, and the rally-bred Subaru WRX STI. And it takes on these rivals with one arm tied behind its back; they are all-wheel drive, while the Civic is still merely front-wheel drive.
Photo / Richard Opie
But, things get spicy when you compare numbers. At $59,900 and 1413kg it's the cheapest and lightest of them all — a significant $13,090 cheaper and 144kg lighter than the Focus RS segment king. It also has the highest top speed (271km/h), and the best drag coefficient.
That final point is indicative of something that some of the Type R's loudest critics would scarcely like to admit; all of those wings, vents, and scoops make a difference.
Well, most of them anyway.
Photo / Simon Chapman
Two stacks of portals that sit on the flanks on the front bumper help channel air around the front wheels, while the aggressive upswept side skirts do the same for the rear wheels, and a group of fish finger-sized "vortex generators" on top of the hatch guide wind into that greedy rear wing ... and that's just a tiny snapshot.
The level of meticulous aerodynamic intricacy is impressive, but the obvious trade-off of this wind wizardry is that it results in a car that's blissfully ugly.
Not that I mean that in a bad way. Function is well and truly ahead of form. The nerds and purists will love that stuff.
Inside, well-bolstered seats complement a driving position that's just about perfect. The stubby gear lever is topped by the traditional metal knob, and just below it lies a stamped serial number unique to each car. But, not much else about the cabin ranks a mention. It's well equipped, but the materials disappoint, and the infotainment system is of the "too fiddly" variety.
The engine should be familiar to Honda fans. It's the latest iteration of the ever popular 2.0-litre K-Series. Honda has used a version of this engine in every generation of Civic Type R it's made, barring the first one. Its latest application produces 228kW and 400Nm of torque, slotting it above the Golf R and STI, and below the RS.
Photo / Simon Chapman
Of course, there are those out there who — even in the midst of the numbers — will still scream "but it's FWD!" If you count yourself among them, I implore you to hop out of your armchair, eat a Snickers, and sample one of these cars for yourself.
It might be FWD, but the Type R feels like it could easily be AWD. Brake-based torque vectoring and a helical limited-slip differential help with stability and turn-in. It'll also blip the throttle for you on downshifts, although those who would prefer to heel and toe themselves can turn the function off.
Photo / Richard Opie
The only time you're truly aware of the FWD format's shortcomings is during launches. In this area it's quintessential; requiring a tempered right foot and some patience to get off the line without the jarring sensation of wheel spin and hop.
This explains why the Civic is a second slower than the Focus RS and Golf R to 100km/h. But, acceleration off the line is a misnomer in this segment anyway. Hot hatches, all the way back to their roots, are about carving up back roads and race tracks.
And in this application, the Type R is exceptional.
Photo / Simon Chapman
This is a car that feels natural at speed, even with all the technology underneath. The gearshift is surgically precise, to the point that you'll find yourself just shifting for the sake of it.
Despite an innate feeling of lightness, it's a car that feels incredibly stable — hunting for and finding grip through every corner, while carrying speed that would flummox some of its rivals.
Steering is weighted on the heavy side, and dripping in feel.
Photo / Richard Opie
The engine and suspension are the cherry on top. Honda's Adaptive Damper System is exceptional, not only for how it keeps the Civic planted, but also for how surprisingly soft the car feels on open roads.
We were lucky enough to drive four previous generations of Civic Type R during our test, and the newest model was easily the most comfortable.
The engine? It's punchy down low thanks to the turbo, but thankfully still makes its peak power up high at 6500rpm. This ensures that, to get the most out of the car, you still have to rev the living daylights out of it — a fact I'm more than happy to accept.
Photo / Richard Opie
The downside is that bark doesn't match the bite. The engine's relatively quiet, and Honda's revised VTEC calibration also means that you no longer get to enjoy that sweet, tonal scream the K20 engine used to make when it came on cam in the middle of the rev range in the older models.
But, because of fun-sucking emissions laws, we're unlikely to see Honda make cars like those again. Instead, we have this new FK8 — a record breaking, athletic, single-minded track warrior.
And, maybe that's enough.
2017 HONDA CIVIC TYPE R (FK8)
PRICE: $59,900 plus ORC
PROS: The most capable Civic Type R ever, bang for buck
CONS: Not the quickest off the line, interior lacks polish, styling not for everyone
