Honda Malaysia hari ini mengumumkan bahawa tempahan kini dibuka untuk model yang dinantikan ramai – Civic Baharu, yang dijangka dilancarkan secara rasmi pada Januari 2025. Model baharu ini bertujuan untuk mentakrif semula segmen C dengan reka bentuk yang bergaya, prestasi tinggi, dan ciri-ciri inovatif, meneruskan tradisi kecemerlangan Honda dan meningkatkan pengalaman pemanduan.
Civic sentiasa memegang tempat istimewa di hati rakyat Malaysia. Sejak pelancaran generasi ke-11 pada tahun 2022, lebih 28,000 unit telah dijual di Malaysia. Hebatnya, Civic telah mendominasi segmen C bukan nasional selama lapan tahun berturut-turut sejak 2016, dengan pegangan pasaran yang kuat sebanyak 70% setakat Oktober 2024.
Honda Malaysia telah mencapai pencapaian penting dengan penghantaran Civic ke-170,000 dan HR-V ke-150,000 di Malaysia. Majlis perayaan ini diadakan di Honda Botanic Auto Mall Sdn. Bhd., dan menandakan kejayaan besar bagi kedua-dua model.
Pencapaian Bersejarah:
Civic ke-170,000: Diserahkan kepada Encik Lim Chin Hui, model 2.0L e:HEV RS.
HR-V ke-150,000: Diserahkan kepada Cik Asha Waheda, model 1.5L e:HEV RS.
Kedua-dua pelanggan menerima hadiah eksklusif dan aksesori tulen Honda bernilai RM10,000.
Honda Malaysia celebrated a major milestone today with the delivery of its 170,000th Civic and 150,000th HR-V in Malaysia. The event took place at Honda Botanic Auto Mall Sdn. Bhd., marking a double achievement for the popular models.
Historic Milestone
The 170,000th Civic, a 2.0L e:HEV RS, was handed over to Mr. Lim Chin Hui, while the 150,000th HR-V, a 1.5L e:HEV RS, was delivered to Ms. Asha Waheda. Both customers received exclusive gifts and Honda Genuine Accessories valued at RM10,000 as part of the celebration.
Sales and Growth
In the first half of 2024, Honda Malaysia reported total sales exceeding 39,200 units, a 16% increase from the same period in 2023. The HR-V led sales in the Non-National Compact SUV Segment, contributing 28% to Honda Malaysia’s total sales. The City model followed with 24%, and the CR-V contributed 15%.
The company also noted a growing demand for its e:HEV technology. The e:HEV variants, available in models like the City, City Hatchback, Civic, HR-V, and CR-V, accounted for 13% of sales in the first half of 2024, reflecting substantial growth for Honda’s hybrid models.
Future Commitment
Honda Malaysia continues to uphold its “How We Move You” tagline, focusing on creating mobility products and services that drive progress and enhance the joy and freedom of mobility for its customers. The company remains dedicated to advancing its offerings and meeting the evolving needs of the Malaysian market.
Expanding upon the success of the 11th generation Civic, crowned the 2022 North American Car of the Year, the refreshed 2025 Honda Civic introduces more style, enhanced technology, and significantly more power, particularly with the available two-motor hybrid powertrain. Positioned as the flagship model, the new Civic hybrid, available in sedan or hatchback configurations, is anticipated to achieve an EPA combined fuel economy rating approaching 50 mpg1, thanks to its integration of the award-winning Honda two-motor hybrid system.
The 2025 Civic will be offered in four trim levels, starting with the LX (sedan only) and Sport, and featuring the hybrid-powered Sport Hybrid and Sport Touring Hybrid variants. These new hybrid-electric models are projected to constitute approximately 40% of Civic sales, marking a pivotal step in Honda’s electrification strategy.
The new Civic hybrid-electric trims boast remarkable performance, featuring an anticipated combined 200hp and an impressive 315Nm of torque, making them the most potent non-Type R Civics ever produced. This enhanced power output, coupled with exceptional EPA fuel economy ratings, ensures quick and effortless acceleration. The Linear Shift Control enhances the driving experience by simulating the rev feel of a conventional drivetrain shifting gears under acceleration, resulting in even quicker performance than the outgoing 1.5L turbo-powered Civic.
Honda’s two-motor hybrid system optimises efficiency without compromising dynamic performance or interior space. Tailored for the Civic, this system delivers a sporty driving experience, incorporating two powerful electric motors. Furthermore, the new Civic hybrids offer four levels of regenerative-braking deceleration via selector paddles on the steering wheel, allowing for precise control during deceleration.
To enhance Civic’s renowned fun-to-drive spirit and ride comfort, the ride and handling dynamics of the hybrid models have been fine-tuned with unique spring and damper tuning, along with specially developed tires. Moreover, hybrid trims boast the lowest NVH levels in the Civic lineup, featuring a robust noise reduction package that includes Active Noise Control on all hybrids and wheel resonators on Sport Touring trims.
Continuing its commitment to affordability, Civic LX and Sport trims are powered by a responsive and efficient 2.0-litre 4-cylinder engine, while Sport Hybrid and Sport Touring Hybrid trims benefit from Honda’s potent yet efficient two-motor hybrid system. Drivers can seamlessly switch between selectable drive modes—Econ, Normal, and Sport (Sport and hybrid trims only)—to optimise the driving experience for various conditions. The Sport Touring Hybrid models also introduce a new Individual mode, enabling customisation of the driving experience.
In terms of design, every 2025 Honda Civic receives exterior enhancements, including a more aggressive front fascia and grille, along with darker taillights for a sharper appearance in the sedan model. The more-powerful hybrid-powered trims feature a distinct body-coloured headlamp garnish and front lower spoiler, further accentuating their sporty aesthetic. Additionally, all Sport trims retain dark trim and black 18-inch wheels, with a new machine-finished wheel design exclusive to the top-of-the-line Sport Touring Hybrid.
Introducing four new exterior colours—including Solar Silver Metallic, Urban Gray Pearl, Blue Lagoon Pearl (exclusive to Civic sedan), and Sand Dune Pearl (exclusive to Civic hatchback)—further enhance the visual appeal of the 2025 Civic.
Inside, the Civic’s interior is refreshed, offering a simple yet clean design. All hybrid models now feature a grey interior colour, while the Sport Hybrid includes standard amenities such as a moonroof, heated front seats, and dual-zone climate controls. The Sport Touring Hybrid adds premium touches like leather seating, a 12-speaker Bose premium audio system, and advanced technology, including a larger 9-inch touchscreen with wireless Apple CarPlay and Android Auto compatibility, along with a wireless smartphone charger. Additionally, all Civic models come standard with front USB-C ports.
The top-line Sport Touring Hybrid integrates Google built-in for the first time in a Civic, offering access to apps like Google Assistant, Google Maps, and more on Google Play. This feature enhances the driving experience with personalised and connected functionalities, supported by a complimentary 3-year unlimited data plan.
Safety remains a top priority for Honda, with the 11th-generation Civic equipped with advanced active and passive safety technology as standard across all trim levels. This includes Honda’s proprietary Advanced Compatibility Engineering (ACE) body structure, designed to enhance occupant protection in various frontal collisions, along with advanced supplemental restraint systems.
Civic’s driver and passenger front airbags are engineered to minimise the risk of severe brain trauma associated with angled frontal collisions, with innovative designs aimed at reducing rotation. Furthermore, all Civic models come equipped with the Honda Sensing suite of safety and driver-assistive technologies, featuring Collision Mitigation Braking System (CMBS) with Pedestrian Detection, Forward Collision Warning, Road Departure Mitigation (RDM) incorporating Lane Departure Warning (LDW), Lane Keeping Assist System (LKAS), and Adaptive Cruise Control (ACC). Additionally, all Sport models are now equipped with Blind Spot with Rear Cross-Traffic Alert.
The year 2024 is not a good time to be a car fan. Sure, you have some mega cars from the likes of Bugatti, Ferrari, Porsche and Aston Martin, but you have to have some deep pockets to be able to indulge in those.
The advent of technology has made it possible to create stratospheric power and aerospace levels of aerodynamics to ensure a car never leaves the ground. But all of this comes at a price, figures that would leave some rich folks short of breath.
On the other hand, the 90s and the noughties were probably the best times for car fans. Technologies from the 80s such as turbochargers and all-wheel-drive systems had been perfected and came together to create such monstrosities as the Nissan GT-R, the Lancia Delta Integrale and even Audi’s RS series of power-mobiles.
And car companies thought of the regular man as well. Ford created the Focus RS, Renault had the mighty Clio, Peugeot with its 308, Mazda its MX-5 and Honda had its Type R. Closer to home, even Proton had something that just about anyone could appreciate – the beloved Satria GTi.
And then something changed somewhere.
In the ever-evolving world of automotive tech, cars needed to produce more power, be faster, look better and stick to the road like a lizard to the wall. And unfortunately, this meant that cars that were once fun and affordable had become more expensive because evolution requires tech and tech is not cheap.
We wouldn’t go so far as to say that electric car’s stole all the fun, but there does lie some blame there. But that’s a debate for another time.
Back tracking to the time when cars were cheap and cheerful, the Civic Type R (CTR) was introduced in 1997 and was based on the EK9 Civic. While some of its competitors relied on force induction to create massive power, Honda went a different route and refined its popular VTEC technology.
The B16B engine of the EK9 Civic is still one of the finest small displacements, naturally-aspirated engines ever made and is still highly sought after by enthusiasts. It created most of its power at the upper end of the 8000rpm redline, which meant that you had to keep the engine on the boil to extract every bit of horsepower. That combined with a livewire chassis and grippy tyres provided a driving experience that is extinct in today’s cars.
Then came the evolution of Type R models such as the Integra Type R models with legends such as the DC2 and DC5. Arguably one of the most memorable of the Civic Type R’s is the 2007 FD2 which was very much a race car for the road with its ultra-stiff suspension, specially developed tyres and once again, an engine that screamed so loud that it would put your former lover to shame.
The subsequent iterations were softened a little as European legislations creeped in. Things like carbon and noise emissions began to threaten the purity of the Type R brand, but fortunately we Asians got none of those models except for in the parallel import market.
Then came the Civic Type R FK8R. It was the second CTR model that came with a turbo engine after the FK2. And despite being developed in Europe, it was heavenly.
But it was unlike older CTR’s, it was heavy, came with adaptive suspension and drive modes, and it was comfortable, a word that could never be used in the same sentence as a Honda Type R.
It did not forget the driver though, for the initiated, it offered one of the greatest manual gearboxes ever made and the turbocharger complemented Honda’s VTEC system perfectly.
Fans of Honda’s naturally-aspirated engines had a hard time faulting it. It also became the fastest front-wheel-drive car to lap the legendary Nurburgring-Nordschleiffe in Germany.
And just when fans and enthusiasts thought that it could not get any better, Honda took the wraps off the Civic Type R FL5 – arguably the greatest Type R, ever.
The new CTR FL5 shares a lot with its predecessors, particularly the powertrain and suspension components.
But while the older model had aggressive styling such as the double spoilers, fins and wings that just looked rude, the newer model is refined and socially acceptable. It looks more matured with its styling, which is every bit as functional. In fact, at 200km/h, the design of the CTR FL5 generates 100kg of downforce to further push the car down to maximise grip.
Just like before, there are several vents and fins that channel air in and around the car to also keep things like the engine and brakes cool.
The real spectacle though is inside the car and in the way it drives.
Current Honda Civic owners will find the interior to be quite familiar, but that is to be expected considering that all Type R’s are built upon the base Civics. So, your Civic Hybrid has the same dashboard as the Type R, except that the Type R has and only comes with a six-speed manual gearbox. So, you could spend RM80,000 on a body kit for your Civic, but it will never be a Type R.
On the topic of manual transmissions, the gear knob in the old FK8 is circular and made of aluminium. The one in the FL5 is also made of aluminium but is shaped like a teardrop and it weighs 230 grammes more.
The reason behind the heavier gearknob is that Honda apparently figured that by adding more weight to the knob, it makes the shifts feel more natural, sleeker even. And after jumping into the FL5 after hours behind the wheel of the FK8, the shifts are buttery and precise.
The steering column too has been reworked and this makes it feel lighter, faster and more communicative at the same time. The Alcantara wrapped steering wheel is always twitching and chatting with your palms, sending little nuggets of information back to your brain about what is happening with the tyres.
In comparison, the steering of the FK8 feels heavy and dull.
The real show begins when you drive. Both cars have drive modes – Comfort, Sport and R. But the newer CTR has an individual mode that lets you customise how you want the car to feel, you can have the suspension set to comfortable, the steering set to sport and the engine set for maximum response.
The new car also feels more eager to get off the line. Both are powered by the same 2.0-litre, four-cylinder, turbo-VTEC engine, except that the new CTR produces 319 and 420Nm while the previous one offered 310PS and 400Nm.
That’s not a lot of power difference but the FL5 has other tricks up its sleeves. The turbocharger for one has been re-engineered and now responds quicker. The flywheel is also 18% lighter and this helps to reduce inertia by 25%, which ultimately results in a car that feels more eager and accelerates harder.
In terms of numbers, the new model reaches 100km/h from a dead stop in just 5.5 seconds, while its predecessor took 5.7. You may think that 0.2 seconds can barely be felt, but the FL5 just feels wilder from the moment you take your foot off the clutch.
The FL5 is a bigger car too, much bigger than a Golf R or a Mercedes-Benz A45S AMG, and perhaps closer in size to a BMW 3-Series. But in Sport or R mode, it dances at the edge of grip and rarely feels like it is about to edge into an understeer.
Some describe the FL5 as a grip gorilla; we can understand why as it can charge into corners with the rear neatly tucked in and slingshot out where previous models would just slide into the barriers when you overload the tyres.
But you can also take it easy with the new CTR, and that makes us think that Honda has made a sports car for those 90s kid that are growing old but never want to grow up. These people need space for the family, so Honda fitted a huge booth with foldable rear seats.
These people also need space for the family, so the rear seats come with ISOFIX mounts and cupholders. They need to keep the family comfortable, so the suspension does a great job at keep the occupants comfortable, though the very audible tyre roar is a clear indication of what this car really is underneath.
And on Sundays when the kids and the wife are asleep, these people wake up at 6am to go barrelling down their favourite roads with the rev-match function making them feel like driving gods as they carve corner after corner, appreciating the decades of engineering that has gone into making one of the finest driver’s cars this decade has seen.
By 11am, they are back with the family, and the car has mellowed down and is ready for Sunday lunch with the family at the local banana leaf shop. On the way, the wireless Apple Carplay or wired Android Auto keeps the occupants entertained. There are safety systems to keep the family secure while features like adaptive cruise control and ultra-comfortable sport bucket seats make long journeys bearable.
It is a pity that the world has evolved into a place where such cars may soon go the way of the Dodo, but we can all be thankful that there are manufacturers like Honda who still care about driving pleasure. The only thing that stands in the way is the RM399,900 asking price.
Honda telah mendedahkan Prototaip Honda Civic RS 2024 di Tokyo Auto Salon, memberikan gambaran ringkas mengenai versi hatchback yang lebih sporty dengan kotak gear manual. Varian baru ini bertujuan untuk memberikan pengalaman memandu yang lebih menarik kepada pelanggan Jepun, menyelit di antara versi standard dan Civic Type R yang berprestasi tinggi.
Civic RS Prototype menonjol dengan reka bentuk luaran yang keseluruhannya hitam, memberikan penampilan yang sporty dan ganas. Bumper depan telah direka semula dengan garis yang lebih tajam dan saluran sisi yang lebih ramping, dipertingkatkan oleh emblem RS merah untuk kontras. Walaupun badan kereta dan rim aloi kekal serupa dengan Honda Civic Hatchback standard, peningkatan visual memberikan prototaip ini penampilan yang lebih sporty dan terinspirasi oleh Type R.
Di pasaran Amerika Syarikat, Honda Civic sudah menawarkan kotak gear manual enam kelajuan, tetapi pelanggan Jepun terhad kepada transmisi automatik CVT. Di pasaran kami, kami mempunyai RS turbo 1.5L dengan CVT dan 2.0L e:HEV RS dengan e-CVT. Honda Civic RS baru dengan transmisi manual dijangka dilancarkan di Jepun pada September 2024, memberikan pengalaman memandu yang lebih praktikal kepada peminat kenderaan.
Walaupun maklumat terperinci mengenai enjin belum diumumkan, kemungkinan ia akan menampilkan enjin petrol turbo 1.5 liter yang tidak elektrik. Honda memberi petunjuk mengenai “penambahbaikan lebih lanjut kepada kegembiraan memandu,” mencadangkan penyesuaian potensi kepada susunan chassis untuk melengkapkan estetika yang lebih sporty.
Civic RS Jepun dijangka berkongsi ciri-ciri prestasi dengan Civic Si versi Amerika, termasuk differential terhad, teknologi rev-matching, spring yang lebih keras, absorber yang direka semula, bar stabiliser yang lebih tebal, brek yang lebih besar, dan enjin turbo 1.5 liter menghasilkan 200hp. Pengenalan Civic RS Jepun yang dilengkapi dengan manual selari dengan komitmen Honda untuk menyediakan pelbagai pilihan untuk peminat memandu.
Honda has showcased the 2024 Honda Civic RS Prototype at the Tokyo Auto Salon, providing a preview of a sporty trim for the hatchback featuring a manual gearbox. This variant aims to fill the gap between the standard versions and the high-performance Civic Type R, offering Japanese buyers a more engaging driving experience.
The Civic RS Prototype comes with a striking full-black livery, contributing to its stealthy and sporty appearance. The redesigned front bumper with sharper surfacing and slimmer side intakes stands out, complemented by red RS emblems on both ends for added contrast against the black paint. While maintaining the bodywork and alloy wheels from the standard Civic Hatchback, the visual enhancements give the new trim a softer, Type R-inspired look.
In the US market, the Honda Civic is already available with a six-speed manual gearbox, but Japanese customers are currently limited to the CVT automatic transmission. In our market, we have the 1.5L turbocharged RS with the CVT and the 2.0L e:HEV RS with an e-CVT. However, Honda has announced that the manual-equipped Civic RS will launch in Japan in the fall of 2024.
While the company has not provided details about the powertrain, it is likely to feature the non-electrified turbocharged 1.5-litre gasoline engine. Additionally, Honda has hinted at “further refinements to the joy of driving,” suggesting a revised chassis setup to complement the sportier aesthetics.
The Japanese-spec Civic RS is expected to align with the US-spec Civic Si in terms of performance features. The US model includes a limited-slip differential, rev-matching technology, stiffer springs, revised dampers, thicker stabiliser bars, larger brakes, and a turbocharged 1.5-litre engine producing 200hp. The introduction of the manual-equipped Civic RS in Japan reflects Honda’s commitment to offering diverse options for driving enthusiasts.
The Blind Spot Monitoring system is arguably one of the must have safety systems in modern cars.
It works by using ultrasonic sensors embedded in the side or at the bottom of a vehicle’s rear bumper to detect other vehicles present in the blind spot. This then alerts the driver either through visual or auditory alerts.
Some systems also use side-mounted cameras which are mounted in the side view mirrors.
The Blind Spot Monitoring system was developed by Volvo who first called it BLIS, and was first shown in the Volvo Safety Concept car (SCC) in 2001 (shown below).
It was later shown again at the 2004 North American International Auto Show in Detroit, Michigan and was available as an option on the XC70 wagon and the S60 sedan of the same year.
These days the Blind Spot Monitoring system (BSM) is available in a number of cars as well as the likes of the Perodua Myvi and the Axia.
Curiously though, Honda cars in Malaysia have been sold with an alternative system to BSM called the Lane Watch System (LWS).
The LWS has the same objective as the BSM system where it alerts the driver of obstacles in the blind spot of the car.
However, it works by using a camera placed on the left side mirror (seen below) and then displays a video image of the left rear quarter of the car.
This only works when the turn signal is used or when a button placed on the turn signal stalk is pressed. There is no other visual nor auditory alert and neither does it alert you of other vehicles on the right side of the car.
And the other problem is that it only works best during the day when the sun is shinning at its brightest, as can be seen in the image below. This is because the camera that is used sends back a grainy image onto the centrally-placed monitor that often also shows the GPS map.
It does not work well in low light conditions, at night, or worse, in the torrential Malaysian monsoon rain where barely anything can be seen at all.
Often times, two motorcycles riding side by side at night can be misinterpreted as a single car.
Curiously though, Honda does offer Blind Spot Monitoring system in other markets, just not in Malaysia. Not yet at least.
We recently got the chance to ask why this is so during a private media interview with Eisuke Sato, the Large Project Leader of the newly launched sixth-generation Honda CRV. Sato-san flew in from Japan for the Malaysian introduction of the new CRV.
When asked by Piston.my on why Malaysian Honda’s still use Lane Watch rather than the Blind Spot Monitoring system, Sato-san said, “In other regions, we do apply BSM and in the CRV globally, we do apply BSM as well.”
“However, specifically in Asian and in Malaysia, we consider how motorcycles are often used and we believe that Lane Watch is more effective.”
“Because Lane Watch can actually visualise where a motorcycle is and how many motorcycles there are, the Lane Watch system can provide for more accurate information for drivers.”
When asked about the grainy image and how the use of a high-definition camera would probably make the system more effective, Sato-san replied, “If we look at competitors, there are those who utilise higher-definition cameras but we did verify and confirm that the current spec used in the CRV is sufficient to capture the presence of motorcycles.”
“We also do understand that in dark situations and when it is raining drivers will need more visibility, so we will continue monitoring the situation and will consider an upgrade for the next models,” he added.
There is no doubt that Blind Spot Monitoring system works better in low light and in bad weather, and it is great that Honda Malaysia has an ear on the ground and listens to feedback.
So will we see the Blind Spot Monitoring system making an appearance in upcoming models. If there’s anything we took away from that interview, we can confidently say yes, it is just a matter of time.
Few cars define the passion for driving like Honda’s iconic Type R. Some of the cars that can be put into the same category include creations by BMW’s M division, Mercedes AMG, Audi’s RS, Nissan’s Nismo, Toyota’s GR, and a few others.
While all those brands mentioned above might be fierce competitors, the one thing that all of them share is the ability to stir emotions. While their parent companies create cars for general transportation, the sub-divisions are more than just a means of transport, they are meant to create a connection between the car and one’s soul.
The Type R started off life as just that, a division meant to make one of Honda’s most iconic models into something that would seize the world – the Honda NSX Type-R. Or otherwise known as the Ferrari killer.
Back in the 80s and 90s, Ferrari made cars that were amazing to look at, but not so great to drive and worse to own (besides the F40). And it is quite safe to say that the NSX shook up the Maranello based establishment (with due credit to Nissan’s GTR of course).
Honda had the legendary Ayrton Senna on their side when the late Brazilian raced for the Mclaren-Honda Formula One team, which whom he won three World Championships with.
Senna had his way with the NSX and helped to improve the handling and overall dynamics of the car, most notably at the Suzuka circuit in Japan, which is owned by Honda.
Honda later created a wilder version of the NSX, christening it the Type R, which made the NSX Type R the first of its kind. This was the beginning of what would later command a cult like following of the Type R brand.
Type R models are generally treated to a distinct weight loss program that includes a lack of sound insulation. The entire air-conditioning system will also be removed for earlier models (Honda realized this was not practical and re-installed it in later year models), as well as the complete removal of the power steering system. The glass around the car was also generally thinner for specific Type R cars. This resulted in lighter cars that were a joy to drive.
Some of the icons from the Type R family includes the NSX Type R, the Integra Type R and of course, the Civic Type R.
But not all of them were greats though. Honda thought it would be a good idea to offer an Accord Type R but that turned out to be the least exciting of all Type R models. There is also the Civic FN2R which is considered quite ‘soft’ when compared to other JDM and Asia specific models. Good thing then that those two were only offered for the European market.
One of the greatest Type R’s is the Civic FD2R. With a 2.0-litre naturally-aspirated engine producing 225PS and 215Nm of torque, the car came with a slick-shifting short-throw 6-speed manual gearbox. This combined with an 8,400rpm rev limit and semi-slick Bridgestone tyres, made the car feel like a race car for the road.
The FD2R is a true icon of the Type R family and one that will always be remembered with affection. Honda faced an uphill task to create a successor. With the rising demand for efficient and cleaner engines, it simply was not feasible to continue to build naturally-aspirated engines.
So, Honda had to step into the world of forced-induction and created a turbocharged successor to the FD2R, much to the dismay of Type R fans around the world since a naturally-aspirated engine was considered a hallmark of all Type R’s.
The FK8R is the spiritual successor to the iconic FD2R, but in reality, the two are only connected with each other in name and not so much in spirit.
There are things that the two share though, such as the short-shifting 6-speed manual transmission, the large rear wing, and a driving experience that will shake your internals. But the method of delivering that experience is vastly different.
While the FD2R will engage your attention by keeping you fixated as the engine screams, demanding that you bang home every gear ratio until the car reaches its electronically programmed 180km/h top speed. The FK8R on the other hand requires that you pay attention to the speedo meter, because it has a tendency of piling on speed without you knowing it. It is clinical yet refined in its power delivery.
Embracing forced-induction has allowed Honda to offer much more power than previous generation Type R’s. The Civic FK8R produces 310PS and 400Nm of torque. It does the 0-100kmh in just 5.8 seconds and will not stop accelerating until it reaches its 272km/h top speed. That is just about 100km/h faster than previous generation models.
For reference sake, the NSX Type R, which is widely regarded as the greatest Type R ever produced makes just 290hp and 304Nm of torque. Though there are some reports suggesting that those numbers were under declared.
But before you start to think that the NSX Type R is slower compared to the FK8R, it is worth remembering that the project leader for the NSX Type R was once quoted as saying, “the idea behind the R was not to create a swan song rendition with a massive dose of additional power, but to go back to basics.”
And the ‘basics’ in mention means the removal of some of the items that add to the overall weight. As such the NSX Type R was a full 84kg lighter than the standard NSX and this resulted in an impressive power to weight ratio of 220bhp per tone. With the NSX Type R weighing in at 1,274kg, we will let you do the math.
On the topic of the FK8R, it is a sublimely different machine as compared to its predecessors. While the words of choice for older Type R’s would be aggressive, noisy, engaging with a borderline trashy drive character, the FK8R is more refined, friendly yet boisterous when the road allows, and yet as engaging as previous models. To put it simply and in modern language, the FK8R is what you get when a Type R has to take on the responsibilities of an adult.
The FK8R comes with adaptive suspension, which is a first in the history of the Type R. This and the electronic steering allow Honda to offer driving modes, of which the FK8R has three – Comfort, Sport and +R mode.
The +R mode is where the car is at its best, with the suspension set at its stiffest (not so great for passenger comfort), the steering wheel at its chattiest and power is delivered with no turbo lag.
And because of the forced-induction, you can even accelerate in fourth or fifth gear on the highway with the car responding immediately. Even the interior noise is at an acceptable level, while older Type R’s were notorious for being noisy.
This is not achieved by using heavy sound deadening material but with clever trick involving the triple exhaust tips. The two exhaust tips on the sides still work like any other exhaust, but the one in the centre gives the car its sporty sound. At low speed it gives it an aggressive sound which can be heard from the inside and out. But at higher speed such as on the highway, it channels air towards the outer two pipes to keep the interior quiet and comfortable.
This makes the FK8R incredibly well placed as a comfortable touring machine, which is something the other Type R models could never achieve.
The driving modes together with the 2.0-litre turbocharged engine are the defining features of the FK8R. These features give it its character and its general purposefulness. But its four-seats, interior spaciousness and features like Apple CarPlay make it a family friendly machine, like a Doberman that always has the family’s best interest at heart.
Except that this time, that best interest in question is driving pleasure, of which the FK8R offers in abundance, and this singularity makes it a definite future classic.
It’s been a busy year for Honda Malaysia, having started with the launch of the new Honda Civic and then the HR-V, two popular models that presently have long waiting lists. And to end the year, the company has launched an additional variant for the Civic in the form of the Civic e:HEV Hybrid today.
This is no surprise, of course, as it was already announced a month ago and Honda Malaysia even allowed us to get the first drive impressions at the Sepang circuit. We were able to show you what the car looks like and the only things that were not known then were the interior (under embargo) and of greater interest to the public, the price.
So first off, here’s the price: RM166,500 (without insurance) for the single RS version and this is around RM15,800 more than the Civic RS with just a 1.5-litre turbocharged engine. So, by virtue of its price, the Civic e:HEV would be the flagship of the range which includes the 1.5V and 1.5E versions. Malaysia is one of only three countries in the world to have the e:HEV version of the Civic Sedan, the others being Thailand and China.
