They felt delicate and shorn of flab, yet indefatigable and tough as piano wire. Every one was an intricate mechanism of magically accurate response. There have been diversions since, including the Accord saloon, perhaps the definitive Q-car – its Airbus boot wing was a delete option, see.
That laid the foundations, while the EP3 breadvan Civic put Type R into the mainstream consciousness. You’ll even ignore the excruciating road noise and jittery ride. Never mind the thin tyres and small engine, because when it’ll do zero to sixty in the sixes and rev into the high eights, you care little.
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Awesomely sharp, it was adjustable yet forgiving, and full of chatter. Really, though, it kicks off in Britain in 1998 with the four-headlamp DC2 Integra Type R, a worthy candidate for best-handling front-driver ever. Should the S2000 roadster have been a Type R? We say yes. Or indeed the amazing NSX Type R, of which a solitary example was brought in by Honda UK, but non-official ones also came because they’re transcendent and irresistible. There are a few non-official Japanese domestic market (JDM) Type Rs around, such as the little 1997 EK9 Civic, or the FD2 saloon, and Integras unknown to British eyes.
If a lightweight back seat, titanium gearknob, hand-balanced engine, braced shell or thinned soundproofing will help, that’s what they get. No, it’s a feast of detail-freakery most honourable. A Type R isn’t just a regular Honda with a bigger engine and crudely stiffened springs. Like Japanese knife masters or ryokan innkeepers, the people who develop Type Rs are borderline obsessive in tracking down engineering tweaks for driving precision.
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