Almost 30 years later, the Civic Type R has finally learned all the Integra Type R's tricks.
represented everything Honda knew about making a front-drive street car fast and fun to drive. The 1.8-liter B18C5 engine was stuffed with motorsports tricks and one of the few naturally aspirated engines of the day to break the vaunted 100 horsepower per liter mark, pushing 195 horsepower at 8,000 rpm and 130 pound-feet of torque at 7,300 rpm.
It's the controls that really grab you, though. The hydraulically assisted steering feels exactly as heavy as it ought to be in a car this light, no more, no less. It weights up proportionally to your input and never lessens or loses its road feel. The brake pedal responds immediately and telegraphs precisely how much stopping power you have left before lockup.
That would be enough to make it an entertaining front-drive car, but the Integra has more to give. Throw too much weight on the nose as you fling it into a corner and the stiffened up rear end will start to come around on you like an old Porsche. Get it right and you'll point the car right down to the apex and even initiate a little four-wheel drift. Overdrive it, though, and the car will try to swap ends on you same as that Porsche if your hands aren't quick enough.
It's when you push the Civic's considerably higher limits the soul of the Integra begins to shine through. The electric power steering neither loads nor lightens like as much as Integra's hydraulic rack, but the car it's connected to still behaves similarly. Enter a tight corner with too much speed and unload the rear end and unlike the previous model, the new Civic Type R will step the rear end out gently, just enough to let you point the car at the apex.
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