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A Honda lança oficialmente a versão LXL do Civic. Versão esta que á intermediaria das versões LXS e a EXS. Com a chegada do LXL todas versões ganharam direção com assistência elétrica EPS (Electric Power Steering), novo ar-condicionado que consome menos combustível e atualização na Central Eletrônica que corrige a aceleração na troca automática de marchas.
A versão LXL traz de série, retrovisores elétricos dobráveis com indicação de direção, porta-malas elétrico com abertura inclusive na chave, rodas de 16 polegadas e bancos e revestimento interno em couro. O Volante vem com controle de áudio e acabamentos em prata. A nova versão terá dois tipos de transmissão: manual e automática com paddle-shift que era exclusiva da versão EXS.
Veja os preço do Honda Civic:
LXS MT Flex – R$ 65.745 LXS AT Flex – R$ 70.830 LXL MT Flex – R$ 66.405 LXL AT Flex – R$ 71.540 LXL MT com couro Flex – R$ 68.085 LXL AT com couro Flex – R$ 73.200 EXS AT Flex – R$ 85.610 Si MT – R$ 103.650
I am sure you have heard all the superlatives by now…like it’s quicker than the DC-5 Integra Type-R on track laps and that Malaysia is the only country where the JDM Type-R sedan is officially being exported to.
Truth be told, I wasn’t really enthusiastic about this dressed up (or stripped-down for that matter) 8th generation Civic in a white tuxedo, with matching white ‘socks’, not at least initially. Seeing that the new Lancer Evolution (X) was also up for sampling with its turbocharged output of 295ps/366Nm, the Type-R is ‘only’ worth a 'nerdy' 222ps and 215Nm. With Mitsu Evo’s WRC heritage plus an armamentarium of S-AWC, AYC, ACD, TC-SST, ASC, Sports ABS et al, I had a foregone conclusion that the relatively cheaper Honda will be a plain walkover, even before the ignition key or start button is turned or pushed on respectively. I guess you would too, wouldn’t you?
Now, almost a month after sampling the Honda Malaysia’s officially marketed Type-R, I am still like a kid yearning to able to toy around with it again someday, even if I have to beg, borrow or steal it! The sweetness of its K20A - in Spec-R state and tune - cannot be described in words. It never gets breathless and is probably the best N/A 4-pot in the world.This epitome of Honda’s internal combustion engineering (much like the NSX-R) sounded like it can spin and sing happily all day, all night, at its 8,400rpm redline. The scream of the wild-cam VTEC past 5000rpm was reminiscent of the facelifted 911 Carrera 4/4S - though on a toned-down, lightweight scale – and needless to say, an auditory delight. Along with the stripped-off insulation materials of the anterior wheel wells, firewall, dashboard and floorpan, I reckon this is about as connected as you can get - between man and machine - in a road legit car. Yes, in this sense the Type-R resonates a purer driving experience than the Mitsu in red.
And oh! The close ratio manual gearbox with its quick action, perfectly weighted short shifts definitely played a significant role as well. With gears 3rd through to 6th keeping the rev bumped up circa 4500rpm and beyond, the K20A-R is kept at its sweet spot, raring to rocket the Championship White (you can't have it in any other shade!) Civic at a moment’s notice of your right foot. These relatively low gearings apparently also kept the drive from hovering anywhere near the K20A-R’s inherent torque dip in the 3500rpm whereabouts. Neat.
The Civic Type-R’s steering is accurate and sharp off-centre but never jittery on a high speed run. In fact, the rack is very nicely weighted for a FWD set-up. I maxed out at an indicated 186km/h before the speed limiter kicked in by executing what felt like fuel starvation. Never have I ever imagined that a FWD vehicle can have such tremendous front grip, knowing the limitations of having both front donuts executing propulsion forces, apart form the obligatory steering and braking duties. The limited slip differential (LSD) is beautifully and discreetly working in keeping the FD2R faithful to its intended cornering line, with nary a tyre chirp or whimpering. Credit also has to go to the standard issue Bridgestone Potenza RE070A incorporating semi-slick tread compound. The traction is so enormous that I couldn’t ruffle the rear axle from its leeching claw to the ground.
Comfortably noted were the excellent bucket seats. Recaro-made or not, the pair in front is better sculpted to most of us Asians, as opposed to the more premium Recaros in the Evo X, which hugs tighter at the scapulas (shoulder) and thoracic rib-cage. Spotted in the big, proper sedan-size practical boot is an extra strut brace across the rear seat backrest.
The biggest bugbear of the FD2R has to the unyielding damping (read: stiffness) of its suspension. This translates into an utterly harsh ride across lumpy tarmacs. Sometimes to the extent of hopping over speed humps at its rear. Also, the Type-R can be choppy on some poor motorway’s undulating surface at speed. But the FD2R isn’t exactly made or tuned for straight line motoring. It’s actually quite track-ready and is utmost happy on B-roads. So will the driver ever be, with that silly glee on his/her face along with moist tears of joy, as he/she strings up the corners one after another. Savouring an experience that is going to be etched long and hard in the temporal lobe of his or her grey matter.
A shootout between a RM199k Honda Civic Type-R and the RM323k Mitsu Lancer Evolution? Possibly a mismatched duo or perhaps a comparo bordering on insanity, you may wonder.
Well, both of them are top-drawer, high performance halo models of their respective range, yes? One wears the the much-revered Type-R 'talisman' while the other has the iconic WRC-bred Evo heritage. Coincidentally (seriously!) both of them have ended up on the test platter of this writer over the last weekend. And the findings are rather baffling and outcome not as straightforward as A, B, C. Watch this space for more details soon...
I have always loved Honda's K20A engine for what it represents: smooth, willing and sweet to the redline; having owned the 7th gen Accord for quite a while back in 2004. However, I didn't quite subscribe to the early understeer tendency and easy chirping/squealing of its front tyres - which I blamed on the FWD dynamics (and maybe poor OE-grade tyres) - and decidedly switched to a rear-wheel drive sedan ever since.
In addition, my first car back in the 1990s was a Proton Wira 1.3GL manual, which was incidentally also in white. Thus, it was with a tinge of scepticism that I took out an 8th gen Civic Type-R (sedan) for my NST-CBT Car of The Year (COTY) 2008 review. Yep! It's another front wheel driven car equipped a stick shifter, albeit a 6-speed 'box. Also, having driven the Golf GTI Mk5 (DSG) countless times, I swored that this has to be one of the best FWD car around. Now I guess that the crown - in my book at least - will be taken over by the Civic Type-R, with another accolade added to it: the best front-wheel-drive AND manual tranny car I have ever driven so far!
Watch out for the full test report coming up soon and possibly a mini shootout with the new Lancer Evolution (X) :)
Honda Malaysia has launched the latest 3rd generation Civic Type R and 2nd generation Civic Hybrid, both based on the current 8th generation Civic. For the local market, the Civic Type R available now is the JDM four-door FD2 sedan form, unlike the hatchback version available in Singapore which is similar to the one for the U.K. market. Incidentally, Malaysia is the only country in Asia outside of Japan which is getting this version of the Type R, officially that is. You can have it in any colour as long as it’s Championship White!
Powering the new Civic Type R is Honda Motor Co.’s famous K20A DOHC i-VTEC engine pumping out 222bhp at 8000rpm and 215Nm of torque at 6100rpm, all from a 2.0L normally aspirated petrol motor. A six-speed close ratio manual transmission - equipped with a torque-sensitive, helical limited slip differential system - mediates the transfer of power to both front wheels.
Unique power-enhancing features that differentiates the Type R from the regular K20A-powered brethren are a straightened, short, single-tract and equal length intake manifold, a large diameter drive-by-wire throttle body, narrow angle exhaust manifold collector and full-length straightened dual exhaust pipe.
To handle those extra horses and pulling power, the Type R dampers have higher damping rates (1.25 times in front, 1.6 for the rear) than the previous Integra Type R, as well as an increased valve size and load capacity. The spring rates and ground clearance over the standard Civic have also been revised while the stabiliser bars for both front and rear are thicker and of course, stiffer.
Standard alloys for the sporty Type R are 18-inch of multi spoke design, wearing with 225/40 series Bridgestone Potenza RE070 tyres. Needless to say, the braking system is also uprated with four-piston Brembo aluminium calipers grabbing 320mm ventilated discs for the front, and 282mm discs for the rear. This ensure a shorter stopping distance and improved resistance to brake fade. Looking more aggressive than the Modulo bodykit, the Type R aero kit, with a large tail spoiler in tow, rounds off the sporty external detailing.
Interiorly, you get Honda's trademark Type R dual-tone black and red trim on seats (front bucket-type) and door trim. The Civic dual-layer instrument panel has been made sportier, most obviously is the Type R face tachometer that redlines at 8400rpm plus shift lights ala Formula 1. There are also lots of aluminium bits and inserts inside: pedals, footrest, side step garnish, gear shift knob, serial number plate (located on the gear console) to make this top-of-the-line Civic exclusive to own.
The Civic Type R is priced at RM199,800 on-the-road, inclusive of road tax and insurance. At the time of writing, all 42 units of the Type-Rs allocated to Malaysia for the remaining months of 2007 have found future owners who can’t wait to collect them.
On the opposite of this 8th gen Civic spectrum, the new Civic Hybrid voices a green theme, which comes in the shade of Fluorite Silver Metallic. Honda Malaysia is hoping this will appeal to a selected niche of motorists who are environmentally conscious and as such value efficiency, fuel economy and lower CO2 emissions. Sitting under the bonnet of this Honda petrol hybrid sedan is Honda’s Integrated Motor Assist (IMA) technology system, first seen in 1999 and then extended to the Civic family in 2003.
The Civic Hybrid draws its power from a 1.3L i-DSI engine equipped with 3-stage i-VTEC variable valve timing, assisted by a secondary power source in the form of a fourth generation IMA system to offer improved power output, better fuel efficiency and lower emissions. The IMA system consists of an ultra-thin DC brushless electric motor mounted between the engine and the Continuously Variable Transmission (CVT) drivetrain; this provides additional torque and power by engaging during vehicle acceleration. At low speed cruising (about 40kmh), the electric motor solely powers the vehicle.
All the electric power created by the motor is stored in a compact battery box called the Intelligent Power Unit (IPU) - consisting of a rear-mounted compact nickel metal hydride battery and power control unit - which controls the flow of electricity to and from the electric motor. Recharging takes place when braking, slowing down or traveling downhill; battery life is claimed to be about five to seven years, which should be a relief to those contemplating ownership of this tech marvel of higher energy efficiency.
The Civic Hybrid is going for RM162,800 on-the-road, inclusive of road tax and insurance. Honda Malaysia is targeting an annual sales figure of 60 units each of the new Civic variants. Apparently, not every Honda dealers have the new Civic Type R on display. For example, not even Malaysia’s top Honda dealer in sales volume, Peringgit Sri Motor in Old Klang Road, Kuala Lumpur has a sample showroom unit. Hmm…strange.
Honda Malaysia has been busy training its dealers' sales advisors of late, for two new products to be launched in the near future. Details are sketchy and kind of 'classified' at this stage. But For Wheels do know that the new Civic Type-R slated for official introduction to the local market is the sedan version. Thank goodness it's not the odd-ball hatch shape!
Meanwhile, the new Civic Hybrid is also reportedly being planned for mainstream sales, unlike the last 7th gen Civic. It would be interesting to see how well the electric airconditioning works at traffic stops (when the petrol engine shuts down).
Honda's IMA electric motor together with its 1.3L 8-valve SOHC petrol engine produces 116bhp at 6000rpm and 170Nm of torque at a low 2500rpm. All these are transmitted to the front wheels via CVT. No 5-speed torque converter 'box here.
Update: Prices are guess-timates at this stage, with the Civic Type-R ranging from RM200k to RM210k. The greener Civic Hybrid is rumoured to be circa RM160k.
Honda Malaysia has 'refreshed' the 8th generation Civic 2.0S, with a set of larger 17” alloys and better Michelin Pilot Preceda tyres to match. The new updated Civic goes on sale with immediate effect for RM128,800 OTR. Newly available is an added exclusive 2.0S paint choice: Sparkle Gray Pearl.
While some Honda fans will lament the +RM4000 increase, For Wheels is of the opinion that this sum more than pays for the original Honda light alloys plus the premium Pilot Preceda rubbers at near-RM700 each! Moreover, potential buyers will get to lump this sum into their car loans at the time of purchase, and not further burden their wallet or credit cards!
Honda Motor Co., Ltd. announced the release of the all-new Civic Type R, a pure sports edition of the Civic sedan, with further enhanced driving performance. The new Civic Type R will go on sale throughout Japan on Friday, 30th March 2007.
This new Civic Type R was developed to make the driver feel at one with the car for the ultimate driving experience in all driving conditions, even for track use. Equipped with a specially tuned 2.0-liter normally aspirated engine matched to a 6-speed manual transmission, it promises an engaging drive. A lighter, more rigid body shell, specially tuned suspension, 18-inch tyres and large 17-inch front disc brakes contribute to the Civic Type R’s ability ensures this. Newly developed aerodynamic devices further enhance high-speed performance while giving the wide and low form a more aggressive look. Front bucket seats, a unique instrument panel and other performance accessories contribute to a high performance experience.Type R models are specially tuned to take full advantage of the potential of the base model and provide a racing car-like driving feel. First offered on the NSX in 1992, the Type R range was extended to the Integra in 1995, and the Civic in 1997. This latest all-new Civic Type R is the distillation of 15 years of technological progress and the latest expression of Honda’s “Challenging Spirit.”
The exterior employs a pure sports one-motion form design with aerodynamically advanced surface treatment and sharp edges. Newly developed aerodynamic devices include a large air intake in the front bumper and grille, a rear bumper with built-in rear diffuser, a high-mount rear spoiler, and extended side sill garnishes, giving the car an aggressive overall appearance.
The overall black colour scheme gives the interior cockpit a racing car-like appearance, bringing the driver closer at one with the car. The front bucket seats are specially designed for Type R. Separate centre plus side construction with high side bolsters and optimized cushion rates help hold the body in place, helping the driver concentrate on driving.
The multiplex i-VTEC engine revolution indicator alerts the driver that engine speed is approaching maximum allowed revolutions. Self-illuminated, lit with red-colored flashing lights and is strategically located for minimum eye movement in circuit and other high speed driving conditions.
Other performance-oriented features include a small-diameter, genuine leather oval steering wheel, an aluminum ball-type shift knob, a short stroke sports shift linkage, metal sports-type pedals and footrest, and a separate, button-type engine starter.
Engine:
A higher compression ratio and improved breathing efficiency help the naturally-aspirated K20A 2.0L i-VTEC engine output a maximum of 225PS @ 8,000 rpm and a maximum torque of 215Nm @ 6,100 rpm. NSX production methods contribute to smoother port surfacing, improving intake/exhaust airflow. Drive-By-Wire (DBW) provides for finer tuning of throttle response and power output. Optimum tuning of intake and exhaust manifolds provides for high output at high engine speed while also improving torque characteristics over a broad engine speed range.
Transmission:
• A close-ratio 6-speed manual transmission is matched to the Type R engine. • Optimized gear ratios offer superior accelerations at high speeds, providing exhilarating performance. • New features include a highly rigid aluminum transmission case while the addition of a baffle plate helps mitigate oil starvation at high cornering speeds. • A short stroke shift linkage contributes to a sporty shifting feel.
Lightweight Body/Chassis:
• The highly rigid Civic body and its advanced layout serves as the basis for an even more highly rigid, yet lightweight Type R body. Measures to enhance body rigidity while reducing weight have translated into a body that is 50% more rigid than in the Integra Type R of model year 2001 to 2006. • Specially tuned suspension, high performance 18-inch tyres, a torque-sensitive helical limited slip differential, large disc brakes for improved fade resistance and other performance-enhancing features contribute to higher cornering performance and stability. • The specially tuned suspension boasts revised spring and damping rates, and thicker stabilizer bars for improved vehicle stability. • 225/40R18-sized high-performance Bridgestone Potenza RE070 tyres. • Brembo 17-inch disc brake with 4-pot aluminium front calipers. • Specially-tuned ABS/EBD system. • Special lightweight 18-inch aluminium wheels are matched to black wheel nuts.
Source: Honda Motor Co. Press Release
On the local scene, it is unlikely that Honda Malaysia will offer this top-spec Civic sports sedan in the future.
A Honda lança oficialmente a versão LXL do Civic. Versão esta que á intermediaria das versões LXS e a EXS. Com a chegada do LXL todas versões ganharam direção com assistência elétrica EPS (Electric Power Steering), novo ar-condicionado que consome menos combustível e atualização na Central Eletrônica que corrige a aceleração na troca automática de marchas.
