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Exterior Styling

The exterior styling of the Honda Civic Type-R is one of the most dividing I have ever experienced. From speaking to people during my week with the car the reaction was either absolute hatred, or fan-boy level of adoration.

To be fair, that’s completely understandable. There is just nothing subtle or understated about this car. Not least when finished in Racing Blue Pearl – this thing stands out a mile. So if you’re looking to inconspicuously go about your business, this isn’t the car for you.

The front end is aggressive and purposeful from every angle. There are several vents, from the bonnet to the bumper edges, designed to guide air to help cool the engine and brakes. The bumper is wide and muscular, and the gloss black detailing creates a striking image in the rear-view mirror of other motorists. A carbon-effect lower skirt with red pinstripe is a nice sporty flourish.

To the side you get gloss black 20-inch alloy wheels with a red pinstripe around the outer edge. The side skirts are the same carbon effect and red pinstripe as the front skirt, and there is a significant flare to the front wheel arch.

At the back there is lots going on. There is a rather large rear wing, but in addition there are also two fins at either edge of the roof, with smaller ridges in between. How much benefit they bring – aerodynamically-speaking – is not clear, but they do look impressive.

The rear bumper is as aggressive as the front, with sharp edges and a triple exhaust in the middle. Not quite sure why there are three pipes, but it certainly makes the Type-R stand out. There is also a carbon effect skirt and red pinstripe at the back, which unifies the styling from every angle.

Interior Finish

The lack of subtlety continues inside the Civic Type-R, too. Before you even open the door to climb in, you spot the very large, very red front seats. They are inviting, with huge side and leg bolsters that hold you firmly in place. What’s more, the alcantara finish is wonderfully sporty, and much more visually impressive than leather.

There’s more alcantara in the cabin – with the centre console, gear gaiter and steering wheel wrapped in the stuff. Whilst there may be questions about how an alcantara steering wheel will wear over time, there is no other material which feels as good to grip for spirited driving.

Also good to hold is the teardrop-shaped aluminium gear knob. It has a heaviness to it that feels good in the hand. Just watch out in the winter months as it gets very, very cold!

As would be expected in a Honda, the materials used in the cabin are of a high quality. The plastics are softer-touch, and these are complimented by a carbon-effect finisher and red pinstripe on the dashboard. It marries the exterior styling with the cabin, bringing that sportiness inside.

The infotainment display is neatly incorporated into the dashboard, although the interface isn’t the slickest-looking. It still feels a little aftermarket.

There’s not a great deal to say about the instrument cluster either. There is a very large rev counter with a digital speed readout and multifunction display in the centre, in which you can display a variety of dials and gauges. You also get shift lights which are cool.

But on the whole it is just nowhere near as aesthetically-pleasing as the virtual cockpits available from the likes of Seat, Audi and VW. But we can let the Honda off given the overall feeling in the cabin.

Engine/Performance

Powering the Honda Civic Type-R is a 2.0-litre, turbocharged VTEC petrol engine. Whilst purists would say that the turbo unit will never be as exciting as the older, higher-revving naturally-aspirated one; there is no denying that this is a seriously powerful engine.

With a maximum power of 320PS at 6,500rpm and peak torque of 400Nm available from as low as 2,500rpm the Civic Type-R is properly fast. 0-62mph takes 5.8 seconds, and the top speed is 168mph.

Now I know, on paper, 5.8 seconds doesn’t sound especially quick when compared to the likes of the Seat Leon Cupra 300 4DRIVE, which will do it in 5.2 seconds. But all of these VW/Audi group cars have all-wheel drive, and DSG gearboxes which include a launch programme. So inevitably they will be quicker in a straight-up 0-62mph sprint.

In reality, the Civic Type-R is blisteringly quick. The acceleration as you climb up the gears doesn’t let up. And you realise how much power this car has when the road is damp, or the tyres are cold. Because the Type-R will still be spinning its wheels in third gear.

The soundtrack is not the most exciting, but with the fakery of Active Sound Control you get a bit of atmospheric rumble in the cabin. It’s convincing enough for me, so there are no complaints.

There are three drive modes in the Type-R; Comfort, Normal and R+. These change characteristics such as throttle response, damping and steering weight. In the most hardcore R+ mode the Civic feels like dog pulling at its lead, eager to run off. It is incredibly lively, and this only enhances the sensation of speed.

Ride/Handling

Given how the Civic Type-R looks, nobody in their right mind would expect this car to have a supple and comfortable ride. It looks like spends its life on the track, and the painted-on 245/30/ZR20 tyres offer little in the way of bump absorption.

Nevertheless, you can’t knock the Honda for its efforts. In Comfort mode the steering is lighter, and the damping is on the softest setting available. It’s no Bentley, but it is tolerable on the motorway, helped by those comfortable bucket seats.

In R+ mode the car reacts to every little bump and undulation of the tarmac. I reckon in this mode running over a marble could potentially shatter your spine. But then a hardcore ride is exactly what you expect of this car.

Plus, the cornering ability with the firm setup is astounding. The Civic Type-R will corner at speeds you would not think possible. In the dry, with warm tyres and some driver bravery, you can take every corner at least 10mph than you’d expect would be safe.

The limited-slip differential works tremendously to tuck the front end in to the apex, and that 2.0-litre VTEC turbo launches you out of the other side like a maniac. The traction control is quite liberal – there is no excessive axle tramp – but I found this car most engaging with the electronic aids off, allowing you to become more in sync with the mechanics.

Rev-matching technology means that even the most aggressive downshifting is smooth, whilst the Brembo braking system with 4-pot front calipers is more than capable of ripping your face off.

There are two downsides with the Type-R. Firstly, it is hard to get the power down when wet and slippery. Secondly, R+ mode can be a little too firm and skittish for bumpier B-roads.

Economy

How good the fuel consumption on the Civic Type-R is depends largely on how you drive it. Stick to Comfort mode and take it easy, and you will be able to achieve the quoted combined 33.2mpg on the WLTP cycle. Certainly on gentler motorway stints this figure is achievable, if not beatable.

But let that VTEC Turbo run free and you will see diminishing figures. Go for a good A-road blast and expect a figure in the low-20s. That being said, any car with this level of power will have the ability to empty its tank should you drive like a maniac. So the Type-R is by no means on its own.

CO2 emissions, again on the WLTP cycle, are 193g/km. That means your first-year VED will cost £1,345. Since this is absorbed into the on-the-road price of the car it is less of an issue. Subsequent VED will be charged at the standard rate; currently £155.

The Type-R GT should come in under £40,000 even with an optional extra or two, so you needn’t worry about the VED surcharge. That will help to keep the ongoing running costs of the Type-R down.

I don’t expect that many people choose a Civic Type-R as a company car. Hardly surprising either, given that it would attract a Benefit-in-Kind charge of 37%, which is the maximum possible.

Practicality

How well the Civic Type-R would perform in your day-to-day life, or if it would work at all for that matter, will depend entirely on what you need it to do.

The biggest drawback that I can see is that the rear bench, despite being the same size as in other Civic trims, only has two seatbelts. And whilst traveling in the middle seat is never the most pleasant, the ability to do so is something that some people simply require. If you have a family of two adults and three children, you’d have to pick your least favourite to stay at home. And that’s frowned upon.

But if you don’t need rear seats often, then having only two will be of little concern. In fact, it may mean that rear-seat passengers are actually more comfortable. Even more so if Honda had fitted a centre armrest to the rear, which it didn’t.

Boot space isn’t an issue – the 420 litres offered in the Type-R is more than enough for your shopping backs or a couple of suitcases. Plus you wouldn’t want to overload it anyway – the kerb weight of 1,380kg is a little lighter than rivals, so best to keep it that way!

Despite looking like it belongs on a race track, the Civic Type-R is actually a good car to live with. If you stick to comfort mode around town and on the motorway it is comfortable enough, and the engine has ample torque to make slow-speed driving effortless. The brakes behave themselves at low speed and the diff is well-mannered so it’s not overly grabby when using full steering lock.

Bottom line; there are more family-friendly hot hatches. But considering the Type-R is at the extreme end of its segment; it does very well indeed.

Equipment

There are three models in the Civic Type-R line-up. There is the ‘regular’ Type-R. Then there is the Type-R Sport Line, which is a little bit like a toned-down version: it doesn’t have the enormous rear wing, nor the bright red seats. Lastly there is the Type-R GT which is being tested here.

All models boast a generous standard specification. Creature comforts include keyless entry and go, climate control, adaptive cruise control, auto lights and wipers, heated electrically-adjustable door mirrors and a rear-view camera.

On the safety front you get Brake Assist, Vehicle Stability Assist, Deflation Warning System, Collision Mitigation Braking System, Lane Keeping Assist, Lane Departure Warning, Road Departure Mitigation, Intelligent Speed Limiter, Intelligent-Adaptive Cruise Control and Traffic Sign Recognition. That really is comprehensive, and has helped ensure the Civic Type-R achieves a 5-star Euro NCAP rating.

Infotainment comes in the form of Honda CONNECT with 7-inch touchscreen display. Apple CarPlay and Android Auto are standard, as are DAB digital radio, Bluetooth Connectivity and USB input.

Unfortunately the interface feels a little dated now. As does the instrument cluster. I also find the preset drive modes a little restrictive – there should be a ‘custom’ one like you get on VW/Audi Group vehicles. It would be great to be able to alter the damping, steering and throttle response to find the perfect setup.

Sport Line and GT models get an enhanced specification which includes Blind Spot Information with Cross Traffic Monitor, a high-power 11-speaker setup, wireless charging pad for your telephone, front and rear parking sensors, auto-dimming rear-view mirror, electrically-folding door mirrors and Garmin navigation on the Honda CONNECT system.

The only options available across the range are more stylistic – such as the carbon exterior styling pack, or the red ambient lighting pack.

Value For Money

The hot hatch segment is bursting with choices these days, with a wide variety of cars. That can make it difficult to compare like-for-like in looking at value.

It wouldn’t necessarily be fair, for example, to compare the Honda Civic Type-R GT to the Volkswagen Golf R. Yes, they have similar power, but the Honda is strictly manual and front-wheel drive whereas the Golf is strictly automatic and all-wheel drive. They are different beasts.

So let’s look at the Civic Type-R on its own for the time being. Prices start at £34,415 for the Type-R. The Sport Line costs from £35,400 and the GT from £36,415.

Rallye Red is the standard paint colour. All other colours are £550, with the exception of the Racing Blue Pearl you see here, which is £850.

There is an optional Carbon Exterior Pack. It costs £3,660 and includes Carbon Mirror Caps, Carbon B-Pillar Decorations, the Carbon Wing Spoiler and the Carbon Rear Diffuser Decoration. Personally, I’d save the money – the standard outfit has enough kerb appeal!

Moving to the inside you have two options. First, the Carbon Interior Pack; comprising Carbon Interior Panels and the Carbon Doorstep Garnishes. It costs £1,865 and again, I just can’t see the value in it. Strangely, the configurator doesn’t allow both the Carbon Interior Pack and Carbon Exterior Pack to be specified together, which makes little sense.

The second option is the Red Illumination Pack, which includes Red Front Ambient Footlight, Illuminated Doorstep Garnishes and Red Lining Illuminations. I like the idea of this pack, but wouldn’t want to pay £880 for the effect.

The Civic Type-R is still one of the best front-wheel drive hot hatches around, and will put a smile on your face. Guaranteed. Consider the Hyundai i30 N Performance for a cheaper alternative.

Facts and Figures

The post REVIEW – Honda Civic Type-R GT 2021 appeared first on Simply Motor.

Image Gallery

Exterior Styling

The fifth generation Honda CR-V has been around since 2017. It was then refreshed in 2019 to keep it looking sharp. This is a proactive approach by Honda, and helps the CR-V feel current on the outside.

At the front, there is a prominent grille which combines chrome trim and honeycomb mesh. It’s a nice balance – any more shiny trim at the front and it might have looked a bit like the bond villains Jaws or Mr Bullion.

Either side of this grille are headlights which incorporate sweeping LED daytime running lights. There are also LED fog lights in either corner of the front bumper.

To the side, the EX Hybrid model gets 18-inch allow wheels, finished in a two-tone silver and gloss black. This offered a nice contrast to the Modern Steel Metallic paint of our test car. There is a bit more chrome on the side skirts and the window surrounds, but again this is nicely balanced.

At the rear there is a subtle roof spoiler, and one more flash of chrome across the tailgate. The taillights are slim, and extend a fair way into the tailgate.

The overall image of the CR-V EX is a premium one – with the flashes of chrome, privacy glass and a more ‘elegant’ design approach. Should you wish for more aggression there is the optional Aero Pack, but in our view this doesn’t really suit the CR-V; neither visually nor characteristically.

Interior Finish

The cabin of the Honda CR-V is very much a tale of two halves. Let’s get the grumbles out of the way first, and finish on a more positive note.

Wood-effect trim is very much a 1990’s Rover thing. Real wood can be classy, and luxurious in the right setting. But there is no right setting for the stuff used here which, quite frankly, isn’t fooling anybody. It gives the cabin a dated feel, and at this price point we’d expect better.

Secondly, the infotainment interface and instrument cluster are still feeling very dated. Once you’ve seen the Honda e, and what Honda is capable of when it comes to cabin technology and design, you will see why the CR-V is a bit disappointing. Especially when this is, essentially, the flagship model in the current line-up.

That being said, the cabin is actually a nice place to be. I especially like the Ivory leather (a no-cost option on the EX). It gives the cabin a light, airy feel, and compliments the grey exterior. There are no issues when it comes to build quality either; everything feels solidly assembled and the materials used are high quality.

The panoramic roof on the EX model lets a lot more light into the cabin, but also gives an upmarket feel.

With some improved tech, and that wood-effect trim in the bin, the CR-V’s cabin would be in a whole other league. But as it stands, the overall feel is a bit old fashioned.

Engine/Performance

Honda has opted for a self-charging Hybrid powertrain in the CR-V. There is a 2.0-litre petrol engine which is joined to two electric motors – one for propulsion and the other for regeneration – and a small 1.4kWh battery pack.

The combined output is 184PS and 315Nm, and this is sent to an adaptive 4WD system via an eCVT gearbox. And truth be told it works rather well for the most part. The CR-V is smooth to drive, and you wouldn’t really know what the hybrid system was doing if not for a display which tells you where power is coming from, and going to.

What’s more, you can use this in conjunction with the battery level to really see the hybrid system work. Under more eager acceleration the battery will drain quite rapidly, but you can feel the extra power of the electric motor. Then when you are braking or coasting you can see the battery being replenished. And because it is a small battery it recharges quite quickly.

Performance is not what you’d call exciting. 0-62mph takes 9.2 seconds and the top speed is 112mph. And take those figures as a given, because any attempt to verify the 0-62mph time will unearth the CR-V Hybrid’s biggest problem: the eCVT gearbox.

As a rule, I avidly dislike CVT gearboxes. They are unpleasant under anything other than modest acceleration, causing the engine to rev hard for extended periods of time. Yes, the theory is that you can keep the engine at its peak power, but it just doesn’t seem like the natural progression that going up through the gears gives.

The CR-V suffers from this very problem. Floor the throttle and it will hold maximum revs until you lift off. And it’s not even fast, so don’t bother.

Ride/Handling

Honda has always put the driver at the forefront of its handling characteristics. The driving position, for example, is always spot on. All of the controls are easy to reach, with sufficient adjustability in the seat and steering wheel to find the perfect balance.

In a similar style, the steering is always direct, with a sharp response to input. It may lack feel and, at times, weightiness; but the responsiveness is to be admired.

With the CR-V Hybrid, both of these statements are true. I should also add that the suspension is set up well for this car. It is towards the softer side, which is more appropriate in this car.

The downside to this setup is that there is more pitch and roll when you throw the CR-V at a B-road. But the lack of pace, and eCVT transmission annoyance means you will probably not do this all too often.

Grip is plentiful thanks to the all-wheel drive system, which moves the power around to ensure it is put to best use, though with a mighty 184PS there’s not enough to get you into trouble. What it does mean however is that even in wet, greasy conditions the CR-V Hybrid is composed and drama-free.

Motorway cruising is enjoyable with the softer suspension setup. You can settle down into those comfortable leather seats and watch the miles rack up. Thankfully when cruising the eCVT and engine work together well, keeping quiet with little noise finding its way into the cabin.

Economy

When it comes to economy, expectations have to be managed. This is a self-charging hybrid system, so it is never going to compare to a pure electric, or plug-in hybrid system for out-and-out economy. But then neither is a 48V mild hybrid system, but that’s not to say those cars aren’t economical. It’s all relative.

With a 2.0-litre petrol engine and 4WD, the CR-V Hybrid achieves 39.2mpg on the WLTP combined cycle. Considering it weighs 1,743kg that’s not half bad. And it will achieve this sort of figure in the real world.

All things considered, that’s not bad at all. It shows that the clever electric motors in the CR-V do their job well, because a 4WD SUV with a petrol engine would never see that sort of return otherwise.

CO2 emissions of 163g/km on the WLTP cycle make for first-year VED of £545. The list price of most CR-Vs, including the EX, will be beneath £40,000 if you avoid the £2,500 Aero Pack. Avoiding the VED surcharge is a bonus, and means subsequent VED costs of £145 will be much easier to stomach.

Where this self-charging hybrid falls down is for company car drivers. The CO2 figure of 163g/km means the Benefit-in-kind (BIK) rate of this car is a whopping 36%. That means a monthly tax charge of £235 for a basic rate tax payer, and £470 for a higher rate tax payer. Ouch.

Practicality

Right now, the UK does not have a viable infrastructure to support a mass movement to electric cars. That’s especially true here, up North, where I have only a handful of charging points within a reasonable distance to home.

The result is that any pure electric vehicle has practicality limitations, which can make them a hard sell. To some degree, it’s the same story with plug-in hybrids, because you either rely on the non-existent charging network or plug it in at home for 5 hours to get 25 miles of range.

The CR-V Hybrid has neither of these issues. Its clever self-charging setup is enough to bolster economy to a reasonable level, all the time. Yes, it can only go about a mile in EV mode, and it won’t ever allow you to severely cut your fuel bill. But there is no driver effort needed. No cables, or charging stops. Just get in and drive. There’s something to be said for that.

And the CR-V is a great family car to live with day to day. Even with the Hybrid setup, the boot space is a very respectable 497-litres. Leg and headroom throughout the cabin is generous, and with goodies such as heated rear seats on the EX model, all passengers are going to feel like VIPs.

Unfortunately it’s not the same story when it comes to towing – the CR-V Hybrid is rated for a measly 750kg braked, which means the caravan has to stay at home. But considering how the eCVT would likely behave with a caravan in tow, that’s probably for the best…

Equipment

The Honda CR-V range as a whole is well-equipped, especially when it comes to safety. All grades get Honda Sensing safety technology suite, which helps the CR-V achieve a 5-star Euro NCAP rating.

The standard offering includes collision mitigation braking system, lane departure warning, road departure mitigation, lane keep assist, intelligent adaptive cruise control, traffic sign recognition and intelligent speed limiter.

For models with CVT transmission the adaptive cruise control also has low-speed following function, whereby the car can come to complete stop if the car in front does. Simply tap the accelerator once the car in front moves, and it will carry on as before.

All models get alloy wheels, LED headlights, auto lights, climate control, DAB radio, Bluetooth connectivity and driver lumbar support.

SE specification adds auto wipers, dual-zone climate control, Honda CONNECT with Garmin Navigation, Apple CarPlay and AndroidAuto.

SR trim adds privacy glass, leather upholstery, heated front seats, keyless entry and go, bling spot monitoring with cross-traffic alert and passenger lumbar support.

At the top of the CR-V line-up is the EX grade, which adds an opening panoramic roof, head-up display, heated steering wheel, heated outer rear seats, hands-free power tailgate and a power-adjust driver seat with memory function.

The way the range is set up is great; allowing you to select the model which has what you want, with a gradually-increasing standard specification. There are no huge options lists to worry about, either.

It would be good to see Honda introduce some of the more modern technologies into the car – the infotainment system could be slicker, there is no wireless charging pad for your telephone, and a digital instrument cluster would be nice.

Value For Money

The ‘normal’ CR-V range starts at £33,090 on the road, for the SR trim with 1.5-litre turbocharged petrol engine and CVT gearbox. But for £33,120 you can get the SE trim with the same engine, but a 6-speed manual gearbox. Personally this would be a wise choice, but then I really dislike CVT transmissions…

If you get into the Hybrid powertrain, the starting price is actually cheaper, at £30,880 for the S grade with 2WD. Unfortunately all Hybrid models have the eCVT transmission…

Moving up the trims there is a Sport Line which is 2WD only, SE and SR grades which are 2WD or 4WD, and the range-topping EX that is 4WD only.

The range-topper as tested here starts at £39,840, with all other models sitting somewhere between the 2WD S and this. Given there aren’t many optional extras available – bar a few styling packs – you simply have to decide which grade suits you best.

In that sense the CR-V is decent value for money; what you see is what you get, and there are no meaty options lists to send the price soaring.

The problem with the CR-V Hybrid is that there are a lot of cars in this segment, which means that buyers have a lot to choose from. Certainly the Kia Sportage – now available as a 48V mild hybrid – is strong competition with a very impressive specification for quite a bit less.

Ultimately it depends what you are looking for in a ‘Hybrid’. The Honda CR-V sits above the mild hybrid, but below the plug in, which gives it a somewhat of a niche.

Facts and Figures

The post REVIEW – Honda CR-V Hybrid EX appeared first on Simply Motor.

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Exterior Styling

There’s a new Honda CR-V on the block. It’s fresh-faced and ready to muscle its way into contention as a practical family SUV.

It’s been completely re-designed inside and out; rebuilt from the ground up. And, for the first time, there is now a 7-seat option for added practicality. We opted to test the 7-seat model, in SR trim.

The new body line is bold to say the least. This is the most muscular-looking it has ever been. The basic body shape is broad, with sharp lines to the lower edges of the car.

It is of note that our test car featured the £2,250 Aero Pack, and to be truthful we didn’t really care for it. Featuring Front Aero Bumper, Rear Aero Bumper, Running Boards and Tailgate Spoiler, it is aimed to give the CR-V a more dynamic look.

But it all looks a bit much. The spoiler looks aftermarket. The running boards are cumbersome and unnecessary. The front and rear bumpers aren’t so bad, but also don’t add enough visual appeal to justify the price.

It’s a similar story with the 19-inch, £2,490 optional alloy wheels. They still look too small in the arches – they are a 235/55 profile – so save your money and stick with the standard 18-inch wheels.

There are more flashes of chrome down the side and at the rear, and the twin tail pipes are a welcome addition. You can see how the Honda CR-V has space for 7 seats. It’s both long and tall; especially at the back.

Privacy glass is a nice touch, as is the shark-fin aerial. Our test car was finished in Modern Steel Metallic, which is one of the more sophisticated options. It would easily be our choice of colour.

Interior Finish

The SR trim is the highest grade for the 7-seat model, sitting above the SE model. As such, it features a lot of luxury in its cabin, both in terms of materials and build quality. In the 5-seat model there is also the EX trim, but most of the additions over SR trim are technology-based.

It’s not a stretch to say that the Honda CR-V is not aimed at 20-somethings. And perhaps the wood grain finishing trim further proves it. It wouldn’t be our first choice, but it actually grew on us over the week.

You see there are absolutely no issues of quality in the Honda CR-V cabin. All the plastics are soft-touch and pleasing on the eye. There’s a lovely soft leather throughout the cabin, including the steering wheel, centre armrest and even the dashboard.

This is complemented by gloss black trim, and the odd flash of silver plastic. All in all it’s a well-varied set of materials that stops the cabin feeling monotonous or gloomy

The multimedia screen is somewhere between being incorporated into the dashboard, and sitting on top of it. The result is a rather effective raised effect, without simply looking ‘perched’ as is the current trend.

The instrument cluster is digital. It’s no Audi Virtual Cockpit, make no mistake about that. But it has a wide array of information screens which can be chosen to sit below the rev counter and digital speedometer.

The leather seats are surprisingly supportive, with plenty of side bolstering for you to settle into. And as you spend more time in the car, you really grow to appreciate the craftsmanship that’s gone into it. There are no trim rattles, or flimsy-feeling switchgear.

Engine/Performance

There is, currently, a choice of one engine in the Honda CR-V. The car has been designed around the 1.5-litre VTEC Turbo petrol engine. This turns into 3 choices: 2WD manual, AWD manual and AWD CVT. Our test car had the latter.

The engine itself is pretty good. Churning out a respectable 193PS and 243Nm of torque, it’s more than enough to haul the Honda CR-V around. Not exactly at break-neck speed, mind you: 0-62mph takes 10.0 seconds and the top speed is 124mph.

The manual model is ever-so-slightly quicker – 0-62mph in 9.8 and a top speed of 129mph – but realistically it’s still not going to set your pants alight.

Despite these figures, the CR-V never feels underpowered. Being turbocharged, there’s enough acceleration in the mid-range. It’s best to avoid the higher realms of the rev range, as the VTEC Turbo is a little harsh-sounding as you get near the red line.

That may be over-emphasised by the CVT gearbox. I make no secret of the fact that I utterly detest them. In a world of super-slick DSG gearboxes, the CVT feels like a lazy relic. And it does its very best to try and ruin the Honda CR-V.

No, seriously. Automatics are supposed to be easy and relaxing to drive. A CVT is noisy, revvy and vague. It has a ‘manual’ mode with 7 preset ‘ratios’, but it never feels anywhere near slick.

Do yourself a favour and get the manual. Being a Honda, it will be a slick gearbox, and much nicer to drive.

Ride/Handling

The all-wheel drive system in our Honda CR-V test car was more than capable of handling the 193PS from that VTEC Turbo. It gives an abundance of grip in just about any conditions.

So whilst the Honda CR-V may be lacking in power, it makes up for that in being able to get it all down, whatever the weather.

Another thing to be said about Honda; they know how to make a driver-focussed car. The driving position is spot on. The steering, although lacking in feel, is perfectly weighted and wonderfully direct.

It’s only the size – more specifically, the height – of the Honda CR-V which spoils the handling. It leans quite a lot in the corners. It’s not surprising given the vehicle’s stature, and even the high-profile tyres.

On the flip side, those tyres help to make the CR-V comfortable. It soaks up potholes and other lumps and bumps well. On the motorway it’s trouble-free, and with a well-insulated cabin is quiet too. Well, except when the CVT decides to ask the engine to rev its head off…

And, when all is said and done, this is not the type of car you’d take to Oulton Park. It’s better suited to the local park. And it will get the kids, their toys and the family dog there in comfort. That’s what the Honda CR-V is all about.

Economy

With only a petrol engine on offer, high-mileage drivers may be a little concerned at how feasible the Honda CR-V would be to own. Understandably so.

The combined fuel consumption figure of 31.7mpg doesn’t fill you with excitement. But this is the WLTP figure, meaning that the reality is very close to these figures.

Still, fuel economy in the low-30s is nothing to write home about. The AWD system doesn’t help matters, although it is clever enough to send most of the power to the front wheels under normal driving.

CVT gearboxes aren’t the most efficient, either. And, rather perplexingly, there’s no start/stop technology on this car. Sitting in traffic you can’t help but feel like you could be saving a little bit of fuel.

CO2 emissions are 162g/km NEDC equivalent. That equates to a first year VED of £530, and subsequent rate of £145. Ordinarily that is.

You see with the aforementioned Aero Pack and 19-inch alloy wheels our test car costs in excess of £40,000. And that means the VED surcharge applies in years 2 to 6. This currently stands at £320, making the VED £465 a year.

The high CO2 emissions may also put company car drivers off. There may not be the 3% diesel surcharge, but the high list price still equates to a pretty hefty benefit-in-kind.

Practicality

The previous Honda CR-V was an enjoyable car to live with. Quite possibly the only thing missing from its repertoire was the ability to cater for those with four children. Or those that often look after all the grandchildren for the weekend.

Now though, the Honda CR-V is available with seven seats. Storing flat to the boot floor, the rearmost seats can be folded up and down in an instant.

These seats are best saved for children. That’s not to say that an adult couldn’t fit, technically speaking at least. But space for the third row is in limited supply, so an adult wouldn’t describe it as comfortable.

In the front, or on the middle row however, things are much different. There is an abundance of head and leg room. The middle row also slides backwards and forwards, allowing you to sacrifice a bit of leg room in the middle for the kids on the third row.

Flexibility runs throughout the DNA of the Honda CR-V. Adjustable back rests, plenty of storage, it’s the makings of a great family car.

The boot space is a very respectable 472 litres with the rearmost seats folded away. Even if you are carrying a full capacity of people, there’s a modest 150 litres for a few shopping bags, or a picnic.

There are no complaints from the driving seat either. Well-positioned controls, comfortable driving position and great visibility. This is the kind of car you never fully appreciate until you spend some time with it. But it’s one that you’ll be happy to live with.

Equipment

With a relatively high price – more on that in a moment – comes relatively high expectations. Thankfully, the Honda CR-V delivers an impressive specification to help justify the price.

Reassuringly, for a family car, there is plenty of safety equipment as standard. Forward Collision Warning with Collision Mitigation Braking System is at the forefront. Also present is Lane Keep Assist System, Lane Departure Warning, Road Departure Mitigation and Traffic Sign Recognition.

Other notable features include Adaptive Cruise Control, auto lights, and an alarm/immobiliser system. That’s just the standard ‘S’ model.

Next comes the SE model, adding dual-zone climate control, front and rear parking sensors, rear-view camera, Honda Connect with Garmin navigation, rain-sensing auto wipers and auto-dim rear-view mirror.

Our test car was in ‘SR’ guise. With privacy glass, roof rails, and LED front fog lights, it’s a stylish offering. In terms of creature comforts you get a leather upholstery, front heated seats and keyless entry/start.

Adding to the already-comprehensive safety offering, the SR model features blind-spot information with cross-traffic monitoring, and active cornering lights.

There’s not much to mention in terms of optional equipment. Barring a few accessories inside and out, the equipment you get is dictated by the model you opt for.

It’s similar to the approach we see from the Korean brands, and it makes the job of a car reviewer a whole lot easier: what you see is what you get. There are no complex and expensive options list to contend with.

Value For Money

In a popular family SUV market, it takes a lot to stand out from the crowd. The Honda CR-V places itself well; offering plenty of practicality, generous specification and a 7-seat option.

Price wise however, it’s far from the cheapest. A basic 2WD ‘S’ model costs £26,310. The AWD, 7-seat SR we tested is at the upper end of the scale at £35,770.

Premium paint adds £550. The Aero Pack costs £2,250. Those 19-inch wheels are £2,490. That pushed the price of our test car to an eye-watering £41,060.

It’s one thing that the 19-inch wheels still look too small, and the Aero Pack does as much to spoil the sleek exterior lines as it does to improve them. But by pushing the price beyond £40,000 there will be a VED surcharge. Years 2-6 will incur an additional £320 per year, or £1,600 in total.

As a result, it’s impossible to recommend these option packs. You really don’t need them, and it will be much better on your wallet to not opt for them. You see at a shade under £36,000 for a well-equipped, practical 7-seat SUV is not altogether unreasonable.

Want another tip to save some money? Ditch the SVT gearbox in favour of a manual. You’ll find the Honda CR-V more enjoyable and engaging to drive and more pleasant to live with. Oh, and you’ll save yourself £2,000 in the process.

At this point you’re down to £33,770 plus £550 for metallic paint. That’s more like it!

Facts and Figures

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Image Gallery

Exterior Styling

When we tested the previous Civic Type R, we noted that it was one of the more extreme-looking hot hatches. This new model has built on that foundation, and the result is a car that is even more bonkers than the one it replaces.

Before we go on to talk about the extreme features, it is worth pointing out one significant statement from the brochure. “… the muscular shape is as dramatic as it is functional.”

The key word is “functional” because the last car was criticised (including by us) for having some superficial styling features, so Honda has made a point of adding functionality. That’s progress.

At the front, it’s vents galore. From the large bonnet scoop, to the brake cooling ducts in the bumper, it certainly is functional. And the angles on the front bumper are so harsh and blunt. The Civic Type R is muscular, in-your-face and comes with all the subtlety of a sledgehammer. The carbon-effect bumper lip has a racing feel to it.

To the side, the skirts are also finished in fake-carbon with red accent. The 20-inch black alloys also feature a red pinstripe. Their open design allows you to see the 350mm discs and red Brembo calipers in all their glory.

Move around to the back, where the Civic Type R is at its most bonkers. The rear bumper is as angular as the front. In the centre, are three (yes, three) exhaust pipes. There’s a rear spoiler that would make a Subaru WRX STi weep in a corner.

And in case one spoiler wasn’t enough (is it not enough?) there are two pointy wings, four aero bumps and a sharkfin aerial on the roof. But don’t worry, I’m sure it’s all functional…

Interior Finish

Whilst the exterior of the Civic Type R is a solid 10 on the extremity scale, the interior doesn’t quite reach the same heights.

Open the front door and you are greeted by big, red bucket seats. Brandishing the Type R logo, they are a fitting centrepiece for the Civic’s cabin. Red seatbelts are equally sporty.

The steering wheel is ever-so-slightly flat-bottomed, and finished in red and black leather. Look through it and you will spot the digital instrument cluster. Switch on the ignition and they are a nice, fresh white. Hit the R+ button and they instantly glow red.

The cluster itself is far from an Audi Virtual Cockpit, but you can select from different performance-based features. There’s a G-force meter, and even shift lights well, because hot hatch.

There are lashings of alcantara in the cabin, which creates a racing feel. Red stitching and trim accents match the detailing on the exterior, as does the carbon-effect finisher.

The plastics in the Civic are OK, but the interior doesn’t have the same premium feel as the likes of the Audi S3. Having said that the aluminium gear knob is a masterpiece.

There are two main problems with the interior of the Type R, aside from the odd scratchy plastic. The first is the centre console.

It’s essentially a hole in the centre, with no cover. The armrest slides out slightly, but not enough to cover it. So you end up with an unsightly, but useful, storage compartment.

The other problem is the rear seats. For all the red, sportiness of the front buckets, the rear seats are a plain black bench. Nondescript. They are made even more obviously boring by the carbon-effect back of the front seats.

Engine/Performance

The new Civic Type R develops an impressive 320PS from its 2.0-litre turbocharged petrol engine. That’s an improvement of 10PS over the previous model. Every little helps…

Torque remains the same at 400Nm, which is available from just 2,500rpm. This Civic Type R is very driveable, with plenty of low-end grunt. A far cry from the high-revving naturally-aspirated VTECs of yesteryear.

Power is sent to the front wheels only, through a 6-speed manual with a limited-slip differential. The diff has its work cut out, trying to harness that amount of power. In the most part it does ok; the Type R is ferociously fast in the dry.

Off the line, the Civic is never going to be as fast as its 4WD rivals; 0-62mph takes 5.8 seconds. That’s somewhat leisurely when compared to the sub-5 seconds of the Golf R, Focus RS, S3 and BMW M140i. Top speed is an impressive (but useless) 169mph.

The 6-speed manual gearbox has rev matching; one of our favourite features in a car. This is a clever bit of electronic wizardry. As you go for a lower gear, the engine revs increase before you complete the shift, resulting in a delectably smooth shift. Even the harshest, most aggressive downshifts are completed with race-like precision, which is both satisfying and engaging for the driver.

What’s sadly less satisfying is the audible experience. The engine note is a little harsh, and there’s no clever symposer to enhance its entry into the cabin. Worse still, none of those three exhausts make any interesting noise.

For a car with such a striking appearance, it just doesn’t have the bark to match. A precise and decisive rasp would have given the Civic Type R some proper character. Come on, Honda.

Ride/Handling

The G-force meter on the dashboard comes in handy when trying to evaluate handling prowess. For example, those huge Brembo brakes can pull over 1g of stopping force. Wow.

In the dry, the grip level is astounding. You can use all the Type R’s 320PS, with the limited-slip differential ensuring none of it is scrubbed away.

The turn-in is razor sharp, with pin-point accuracy. Movements of the steering wheel translate to the nose darting precisely where you tell it to. At this point you’ll be glad the front seats are sufficiently bolstered to keep you firmly in position.

The adaptive dampers go from modestly sporty in ‘Comfort’ mode, to bone-jarringly firm in ‘R+’ mode. You’ll want R+ mode for enhanced throttle response and steering weight.

One of our qualms was the inability to independently control aspects of the drive mode. An ‘R Custom’ mode, so to speak. Because on bumpier B roads the stiff dampers result in a lack of composure, when a more forgiving setting would give the driver confidence.

Other than that, the only real issue comes when the road isn’t dry. At which point you realise just how much power 320PS is for the front wheels to deal with. Axle tramp is one thing, but the third-gear wheelspin is as impressive as it is frustrating: knowing that power is being wasted.

Honda developed the Civic Type R at the Nürburgring, where it was some seven seconds faster than its predecessor. It’s not hard to believe either; on a dry track I would bet the Civic could have a good scrap with its rivals.

The bottom line though, is that life in Britain isn’t a dry track. It’s often damp, and miserable. And that lends itself to the 4WD setup donned by several rivals.

Economy

For all the flaws of a front-wheel drive setup in this situation, you will be pleased when it comes to fuel consumption. It is, without doubt, a more fuel-efficient powertrain. But don’t underestimate the likes of the Golf R, with its clever adaptive 4WD system and efficient DSG gearbox.

On a combined cycle, the Civic Type R GT boasts 36.7mpg. Whilst not bad for a hot hatch with such performance capability, it’s not as good as a Golf R DSG’s 40.0mpg…

Realistically, you get what you give with the Civic Type R. Be gentle and considerate with the throttle pedal, and you’ll see a good return. Drive like a hooligan, and 36.7mpg will be nothing but a pipe dream.

CO2 emissions for the GT are 176g/km. That equates to a first year VED of £830, which is absorbed into the purchase price. Subsequent years’ are the fixed £140. With a list price far below £40,000, there’s no danger of the VED surcharge.

Despite a hardcore appearance, the Civic Type R is sensible in ways. It features start/stop technology, which is quite a grown up thing. There’s also a comfort drive mode, which eases the throttle response, and ensures the GT is anything but hardcore on a long motorway drive.

Practicality

Despite the flared arches, big spoilers and oversized alloy wheels, hot hatches need to be practical. First and foremost, they are family cars. So how does the Civic Type R GT perform once you’re out of ‘R+’ mode, heading to the local shops?

The boot is a reasonable size, at 420 litres. What isn’t reasonable? The parcel shelf. It pulls across from one side to the other, and just looks a bit naff. On the plus side, it’s lightweight and doesn’t need removing from the car when carrying bigger loads.

The biggest downside of the Civic Type R is that it is only a four-seater. We’re not entirely sure why, but it kind of dents the image of a practical family car. Put simply: if you have three children, look elsewhere.

It’s a shame, because you could quite easily live with the Honda Civic Type R. In comfort mode it’s forgiving and calm. So you can tootle round town at low speeds with no issue.

Despite the wide arches and pointy bumpers, car parks weren’t a problem either. Front and rear parking sensors, and a reversing camera, help alleviate any fears of a scrape.

Another pleasant surprise is the rear visibility. You’d be forgiven for thinking that outrageous rear spoiler would render the rear window useless. Actually, it is designed in such a way that it frames the rear window perfectly, so is no hindrance at all.

Equipment

In typical Japanese style, the Civic Type R is generously equipped. The only optional extras are special colours and exterior styling features; mostly carbon fibre in nature.

Standard equipment includes LED headlights, drive mode select with adaptive dampers, auto lights and wipers and privacy glass.

A DAB tuner and Bluetooth audio ensures you can have your favourite music whenever and wherever. For convenience, there’s keyless entry and go, adaptive cruise control and heated front seats.

Let’s not forget safety either; the Civic Type R has plenty of the latest technology. You get forward collision warning with emergency braking, lane departure warning with lane keep assist and road departure mitigation.

The Type R ‘GT’ adds further equipment in the form of blind spot monitoring system, dual-zone climate control, front and rear parking sensors, electric folding door mirrors, wireless charging and Garmin navigation.

You’ll notice the carbon-effect exterior styling, which is actually quite convincing. In particular the side skirts are brilliant. Whether this would look less convincing if you purchased the carbon exterior pack, where certain bits become real carbon fibre, remains to be seen.

You can also purchase a carbon interior pack, if carbon fibre is your thing. Or if you’re more into ambiance and illumination, then consider the red illumination pack. It brings some additional anger to the interior, filling the cabin with ambient red lighting.

Value For Money

When writing these reviews, it’s alarming how many cars are now around the £40,000 mark. Even the Audi Q2 was up there. As was the XC40. So in a world where you don’t seem to get as much for your money, the Civic Type R is a spot of light refreshment.

The ‘regular’ Type R without the extra goodies, starts at £31,525. For the Civic Type R GT, that rises slightly to £33,525. Throw in the premium paint, and our test car was £34,050.

All things considered, that’s not bad value at all. There is no doubting the performance capabilities of this car. In the dry, it is simply blistering.

Take a step back, and you can appreciate the amount of mechanical equipment you get for your money. The adaptive dampers, limited-slip differential and Brembo four-piston front brakes don’t come cheap.

So there you have it. Taken in its entirety, the Honda Civic Type R GT is great value for money. But, we can’t simply stop there, because the hot hatch market is hotly contested.

Even just sticking to the 300PS-plus club you have the Ford Focus RS, VW Golf R, Seat Leon Cupra, BMW M140i and Audi S3. Most of these have 4WD systems, bar the BMW which has rear-wheel drive.

Nevertheless, all are quicker 0-62 than the Honda, some by a full second. So think carefully when making your choice.

Facts and Figures

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Last seen in 2010, the Honda Civic Type-R has always had a sizable following. So you can imagine the anticipation when Honda announced it would be making a return. The new Civic is 5-door only, so this would be the most practical Type-R to date. Don’t think for one second that this would be a tame, grown-up family car though, because the billboards showcased a humongous rear spoiler as a sign this car would in fact be the most bonkers Civic to date. Dubbed as Honda’s “race car for the road” I couldn’t wait to push the engine start button and go for a drive.

Looks – 8/10

Take a look at the pictures. Anybody still think that a 5-door Civic Type-R could be a bit sensible and understated? No, didn’t think so. This car is bonkers. Finished in Championship White (a classic Type-R colour) my test car looked great. At the front the gloss black contrast and red accent on the lower spoiler showcase an aggressive stance. The LED daytime running lights are angular and, like the pointy front end, have an aerodynamic flair to them. The red edge to the black wheels match the rather large Brembo callipers, and black door handles and wing mirrors again offer contrast the white paint. I’m not sure about the axe wound to the front wings, which doesn’t seem to do anything. At the rear there are four waste-paper-bin-sized exhausts, and a spoiler that looks like something out of The Fast and the Furious. The sizeable diffuser in the rear bumper is accented by a red trim, and ensures the rear looks as aggressive as the front.

Inside the Civic Type R is a tale of two halves. The front is the good half. There are huge, body-hugging bucket seats. In bright red they are as striking as they are inviting. The steering wheel also has red accents, and I really like the brushed aluminium gear knob. The dials are crisp white, but turn an evil red when you push the R+ button. The dashboard sweeps in front of the driver, with a digital speedometer and information screen (one of the options is a G-force meter; cool, right?). Sadly the rear of the cabin is a let-down. It almost feels forgotten, with some plain black seats, lacking any form of pattern or body-hugging shape like the front. The only bit of colour comes from the red seatbelts, and I think that’s a shame.

Handling/Performance – 8/10

Economy – 8/10

Practicality – 8/10

Concluding Remarks

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The Honda HR-V is back. Last seen in 2005, you wouldn’t recognise it now. This is an all-new model, and has arrived to spoil the party for the likes of the Nissan Juke and Mazda CX3. Compact crossovers are becoming a popular choice of family cars, especially for those not wanting something as large as a Qashqai or CR-V. So how would the revised HR-V stack up? I grabbed a volume-seller in the SE Navi for a week to see how it stands up as a practical family car. Read on to see what I thought.

Looks – 8/10

The biggest change from the last CR-V is the styling. No longer is it straight-edged and, frankly, ugly. The HR-V is curvaceous, sleek and blends nicely in an urban environment. The lines seem to sweep from the centre of the grille round to the headlights. The top of the doors forms a large arc, and hiding the rear door handles allows for a smoother rear quarter. 17-inch black and silver wheels fill the arches nicely, whilst the black plastic around the windows and along the bottom edge of the car offered a nice contrast to the White Orchid Pearl of my test car. Privacy glass would have been nice, as would LED daytime running lights. Both of these are standard on the EX model.

To compliment that stylish exterior is a funky interior. There’s a raised centre console, which makes the short gear knob easy to reach. The gloss black trim with silver accent gives a premium feel, as does the stitch effect on the dashboard. The multimedia system and heating controls are touch-operated, as well as being slightly angled toward the driver. For some reason there are three heater vents in front of the passenger, which looks a bit odd. The seats are a bit bland as well; lacking any real pattern or shape. I don’t like the rear door cards, which are large and a bit ungainly. From behind the wheel though everything looks good, with crisp dials and multifunction display.

Handling/Performance – 6/10

Economy – 10/10

Honda’s i-DTEC engine is very frugal indeed. It features start/stop technology to save fuel in traffic. You can also push a button for an Eco mode, which encourages more efficient driving and reduces fuel usage. You do notice reduced throttle response, but when used in conjunction with cruise control you see better mpg figures on a longer run. You are also scored on how economical your driving is, with hard acceleration and braking lowering your score. It all works though. Combined fuel consumption figures of 68.9mpg mean you will spend less time at petrol stations, and CO2 emissions are 108g/km put the HR-V in VED band B. Road tax is free in the first year, and £20 thereafter.

Practicality – 10/10

As a family car, the HR-V is faultless. Passenger leg and head room is generous, and the boot is especially spacious. The HR-V features ‘magic seats’ in the rear. The bases fold up to make room for taller items. Alternatively the backs fold flat to create a brilliant load area for those trips to Ikea or for chucking a couple of bikes in the back. In addition to this you can tow up to 1,400kg braked. The HR-V is easy to live with too; the SE Navi model I tested came with satellite navigation, cruise control with speed limiter, auto wipers, auto lights and dual zone climate control as standard. There are two USB ports (and even a HDMI input) under the centre console so you can charge and connect devices as you please.

Fun – 6/10

When it comes to putting a smile on your face, the Honda does well. The styling is trendy, without being as ‘out there’ as the Nissan Juke. With an impressive list of kit there are plenty of gadgets to get the hang of, and things like the magic seats will impress your friends. Unfortunately the HR-V is let down somewhat by the driving experience. The steering is lively but the suspension leaves a little to be desired. A few more horsepower from that diesel engine wouldn’t go amiss either. There is no doubt that the HR-V will satisfy your needs when it comes to family and practical matters. But as for the enjoyment of driving? Possibly not.

Concluding Remarks

And there you have it, my week with the Honda HR-V. Given the rise in popularity of the compact crossover, I can see it being successful. The current model range seems to appeal to a much younger audience than has been stereotyped in the past, and the HR-V would certainly make a brilliant choice for a family car. It’s not perfect, but there is a lot to like about it. I would certainly think it worthy of due consideration. And if you wish to do so, then why not pop into a local dealer or visit the Honda website. The HR-V; making the hustle and bustle of family life a little easier.

Total Score – 40/50

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