Honda Civic Type R (FD2) | PH Private Area
The future's bleak for Type R Hondas - time to remember a much-loved classic
What comes next for Type R Hondas? The recently announced Civic Ultimate Edition brings to an end production for the current FL5, after three years on sale and very limited availability. It’s hard to know where red-H Hondas go from here, really, with no other performance derivatives in the UK lineup and not even a suitable car for Type R treatment. Aside from the Civic, it’s HR-V, CR-V, ZR-V and e:N1. And Jazz.
The Prelude offers some hope, though it’s unlikely to boast any more pep than a regular Civic. We’ll live in hope, because the Honda innovation has delivered some brilliant cars over the years, though it’s hard to be enormously optimistic given the dearth of even vaguely affordable performance flagships out there. Once upon a time, you’d have bet on Honda to deliver a properly gratifying hybrid or electric hot hatch or sports car - not any longer.
The attachment is there because Type Rs have been so good for so long; the demise wouldn’t be so sad if there hadn’t been so many fantastic cars. The turbo Civics of recent years have been epic; the legend was established, however, with the naturally aspirated screamers of the '90s and '00s. Back then 8,000rpm or more was commonplace for super Civics, and it was just as normal for the very best versions to be kept for domestic customers.
The first EK9 Type R never came here officially, then a better EP3 (that was actually built in Britain) was only ever sold to Japanese customers. Then came this car, the FD2, a totally different proposition to the FN2 that was sold in the UK at the same time. Nothing so simple as a little extra power or a standard LSD this time around - it was a totally different car.
And a better one by all accounts: faster, more exciting, more capable, despite its slightly generic appearance. As such a steady stream of Civic Type R saloon imports have made their way over here since the late '00s; on PH right now there are 10 available, which says something about the popularity of these very special Hondas.
The reputation is reflected in the residuals as well. All the way back in 2012, we wrote about an FD2 that was £18k, which looked impressive given it was only £23k four years earlier. Now those cars, amazingly, are still from £18,000 or so, all these years later, and most £20k-plus. So they seem an extremely safe place for the cash, even if a few more come over; the Civic Type R saloon was the last hurrah for the most hardcore hot Hondas, and the appeal of that no-holds-barred attitude - VTEC revving to a million, stiff suspension, aggressive diff - will surely only have heightened in the years since its demise.
This one looks great in Championship White with the matching wheels; of all the companies to get an aerokit for a Honda from, Mugen must be one of the best. It’s one of facelifted, more desirable FD2s, though also one of the more affordable at £16,495. That can probably be attributed to its near-90,000 miles; it should be noted, however, that the majority of those have been in Japan, this Civic only landing in the UK last year. Cars are better looked after there, generally, and it wasn’t used last winter here. So the reality ought to be as good as the pics look.
It’s had a big service in the UK, as well as new pads, battery and aux belt. There’s an advisory-free MOT recently in place, and look at the condition, from wheels to bolsters - this is very far from the average 16-year-old Civic. Which ought to be exactly how it drives, too. There’s not much, after all, to rival like 9,000rpm in a four-door saloon.
It's lovely to see, though 
They are too stiff for Uk roads out the box. They are plain uncomfortable on our roads. This also means traction is an issue as they skip about the road.
Nice set of kw v3 set to match our roads and they become the best handling fwd car period.
The engine needs to be worked. The lack of low down grunt means they feel slower than their stats suggest. Again making pootling around tiresome as you constantly change gears to keep up with turbo cars.
When the road opens up and you can bounce it off the limiter the engine and chassis come alive. All the action is 5k and up. Its a quick car if you can keep it up the revs.
This one at 90k will need the timing chain doing in a bit. They tend to start having issues around the 100k mark. Also check the valve clearances have been done every 30k (I think).
Keep it topped up with oil and it will take all the abuse you can give them.
The k20 also takes to boost very well. The heads are magnificently free flowing and the bottom end very strong with a lot of bracing internally.
If you want to keep it NA then a relatively easy job of fitting a k24 bottom end with k20 heads will see you at 260-300 hp and crucially more torque.
Makes it much more useable every day but keeps the ethos of the car. Its like a fd2 turned up to 11.
Biggest concern with these is no under-seal from factory. Which is fine in japan where they mostly don't salt the roads (some areas they do). They will dissolve in front of your eyes if you don’t get them done in the uk. Or you only use it on dry days.
Also be aware of under-sealed cars from japan. Because of the value in these cars now. Some unscrupulous individuals plaster the underneath with black tar in order to hide rust.
If importing. Use a reputable importer or ask for loads of pictures of the underside.
All in these are fantastic cars and Honda would have sold thousands in the uk with a slight change in suspension to suit our roads.
I can't see them actually doing it though just because those cars all seem to have a non-hybrid NA 1.5 VTEC engine mated to either a CVT or manual (JDM nuts welcome to swoop in and tell me I'm wrong). That sounds like both an emissions nightmare and a long way from where the market is over here, alas.
They are too stiff for Uk roads out the box. They are plain uncomfortable on our roads. This also means traction is an issue as they skip about the road.
Nice set of kw v3 set to match our roads and they become the best handling fwd car period.
The engine needs to be worked. The lack of low down grunt means they feel slower than their stats suggest. Again making pootling around tiresome as you constantly change gears to keep up with turbo cars.
When the road opens up and you can bounce it off the limiter the engine and chassis come alive. All the action is 5k and up. Its a quick car if you can keep it up the revs.
This one at 90k will need the timing chain doing in a bit. They tend to start having issues around the 100k mark. Also check the valve clearances have been done every 30k (I think).
Keep it topped up with oil and it will take all the abuse you can give them.
The k20 also takes to boost very well. The heads are magnificently free flowing and the bottom end very strong with a lot of bracing internally.
If you want to keep it NA then a relatively easy job of fitting a k24 bottom end with k20 heads will see you at 260-300 hp and crucially more torque.
Makes it much more useable every day but keeps the ethos of the car. Its like a fd2 turned up to 11.
Biggest concern with these is no under-seal from factory. Which is fine in japan where they mostly don't salt the roads (some areas they do). They will dissolve in front of your eyes if you don t get them done in the uk. Or you only use it on dry days.
Also be aware of under-sealed cars from japan. Because of the value in these cars now. Some unscrupulous individuals plaster the underneath with black tar in order to hide rust.
If importing. Use a reputable importer or ask for loads of pictures of the underside.
All in these are fantastic cars and Honda would have sold thousands in the uk with a slight change in suspension to suit our roads.
Poster above is right in all regards, it is relatively hard work compared to a modern turbo car. But when it's on song on a great road and you're heal and toe shifting up and down the superb gearbox, there's not much better.
Gratuitous pic:
Got one for the Mrs in 2015 from one of the celebrated Importers. Had to sell at a relative discount in 2021, as it was rusting around the filler cap and rear arches. They’d just sprayed the Dinitrol in the bits you could see.
Got one for the Mrs in 2015 from one of the celebrated Importers. Had to sell at a relative discount in 2021, as it was rusting around the filler cap and rear arches. They d just sprayed the Dinitrol in the bits you could see.
In an ideal world all the underside mechanicals would be removed. All plastic covers removed. Ice blast the underside to remove and dirt and grease the. Apply the coating of choice. If done properly it should last a 5ish years but with a yearly topup on the drive in high contact areas you should be good for a decent amount of time longer.
Poster above is right in all regards, it is relatively hard work compared to a modern turbo car. But when it's on song on a great road and you're heal and toe shifting up and down the superb gearbox, there's not much better.
Gratuitous pic:
Regardless - lovely car you have there
They are too stiff for Uk roads out the box. They are plain uncomfortable on our roads. This also means traction is an issue as they skip about the road.
Nice set of kw v3 set to match our roads and they become the best handling fwd car period.
The engine needs to be worked. The lack of low down grunt means they feel slower than their stats suggest. Again making pootling around tiresome as you constantly change gears to keep up with turbo cars.
When the road opens up and you can bounce it off the limiter the engine and chassis come alive. All the action is 5k and up. Its a quick car if you can keep it up the revs.
This one at 90k will need the timing chain doing in a bit. They tend to start having issues around the 100k mark. Also check the valve clearances have been done every 30k (I think).
Keep it topped up with oil and it will take all the abuse you can give them.
The k20 also takes to boost very well. The heads are magnificently free flowing and the bottom end very strong with a lot of bracing internally.
If you want to keep it NA then a relatively easy job of fitting a k24 bottom end with k20 heads will see you at 260-300 hp and crucially more torque.
Makes it much more useable every day but keeps the ethos of the car. Its like a fd2 turned up to 11.
Biggest concern with these is no under-seal from factory. Which is fine in japan where they mostly don't salt the roads (some areas they do). They will dissolve in front of your eyes if you don t get them done in the uk. Or you only use it on dry days.
Also be aware of under-sealed cars from japan. Because of the value in these cars now. Some unscrupulous individuals plaster the underneath with black tar in order to hide rust.
If importing. Use a reputable importer or ask for loads of pictures of the underside.
All in these are fantastic cars and Honda would have sold thousands in the uk with a slight change in suspension to suit our roads.
Ep3 ex owner and had the fk8 and now the fL5. Id like to think the fL5 in plus r mode which is insanely stiff is the engineers having a last final nod back to this bad boy
Ep3 ex owner and had the fk8 and now the fL5. Id like to think the fL5 in plus r mode which is insanely stiff is the engineers having a last final nod back to this bad boy
All this talk of the FD2 ride being hard - I don’t think it was as hard as people are suggesting. I had a completely standard one and I’d say whilst firm, it was also incredibly well damped so I never found it an issue at the time.
I’d even suggest my current FL5 is only slightly less firm even in comfort settings.
Having said that, maybe 25 year old me in the FD2 didn’t notice the ride as much as 40 year old me in the FL5……
Wonderful cars though. Probably my favourite car I’ve ever owned and I’d put it above my FL5 as a pure drivers car and a few Porsches I’ve had since.
The engine and gearbox combination is pure heaven.
Bought it to replace my S2000 but it just wasn't as fun to drive. Sold it after 6 months and got an FK8 instead. Just as boring to drive as the FD2 but at least it has modern tech 😅
Embrace that, or see past it, and they are great fun. I got in to Honda s after being awed at the performance of a friend of a friends Integra at Oulton Park. I was in my Elise and the speed his Integra carried through corners was very impressive.
As a result, my first Honda had to be an Integra. I adored the characterful VTEC.
I then sold my BMW M2 to buy a supercharged FD2R. Performance wise it was a step up from the Integra. As a previous poster has said, a good set of adjustable coilovers kept everything mostly civilised on the road and they were easily adjusted for the track where the car really came alive.
My summary would be a really great engine in a well engineered car . Ostentatious - yep!
Gratuitous Integra photo. Another great day on track.
Gassing Station | General Gassing | Top of Page | What's New | My Stuff