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2021 Honda Civic Type R Limited Edition will be sold in the US
2021 Honda Civic Type R Limited Edition will be sold in the US
Once upon a time, the Honda Civic Type R was the fastest front-wheel-drive car to lap the Nürburgring Nordschleife, laying down a 7-minute, 43.8-second lap of Germany's infamous track in 2017. But then Renault came along and broke the Civic's record by four whole seconds with the Megane RS Trophy-R. Whether or not the goal is to try and regain 'Ring bragging rights, Honda knew it had to eke more performance out of the Type R.
Making its debut in Milan, Italy on Wednesday, the unimaginatively named Civic Type R Limited Edition ups the hatchback's ante. Honda will sell this car around the world, with 600 examples earmarked for the US, 200 for Japan, 100 for Europe and 100 for Canada (1,000 total). All of them will be painted Phoenix Yellow and will have a serialized plaque on the center console.
Based on the updated 2020 Civic Type R, the Limited Edition doesn't get increased engine output; its 2.0-liter turbo-four produces the same 306 horsepower and 295 pound-feet of torque as the standard model. Instead, Honda is offering this car with specially tuned dampers, recalibrated steering and -- most importantly -- higher-performance tires. The car you see here rolls on Michelin Pilot Sport Cup 2 tires, which are some of the finest track-ready rubbers available today.
The European-spec Limited Edition won't have a radio or air conditioning, but all of the US-spec cars will.
Steven Ewing/Roadshow
The 2021 Limited Edition further improves performance by reducing weight. Thanks to things like lightweight, 20-inch BBS wheels, fewer sound-deadening materials and the removal of the hatch wiper, tonneau cover and rear heater ducts, the US-spec Limited Edition is roughly 46 pounds lighter than a stock Type R.
We have to make the "US-spec" distinction because the European version will actually be even lighter. These cars will have their audio systems and air conditioning stripped out, which will result in an additional 30-pound weight loss. Honda won't be offering this super-bare-bones example in the US; a spokesperson tells us there simply isn't any customer demand. For what it's worth, Honda offered an audio/HVAC-delete option for the S2000 CR in the late 2000s, and only a small percentage of buyers went this route.
Honda is planning to take the Civic Type R Limited Edition to the Nürburgring, but not necessarily with the intent of trying to set a new record.
The 2021 Civic Type R Limited Edition will go on sale in the US this summer, and Honda will release official pricing information closer to that time. The 2020 Type R costs $37,950, including $955 for destination, and we fully expect this limited-run variant to command quite a bit more coin than that.
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2023 Honda Civic Type R Specs and Features Revealed
2023 Honda Civic Type R Specs and Features Revealed
It's been just over a month since we first saw the 2023 Civic Type R, and on Wednesday, Honda released the official details about the US-spec car that'll go on sale this fall. Nothing here is particularly surprising, but honestly that's fine. The last-generation Civic Type R was a freakin' blast, so I'm happy Honda stuck to the old "if it ain't broke, don't fix it" adage when creating this one.
The new Type R hatchback builds off the clean-sheet design of the 11th-generation Civic, and the overall look is more mature. Sure, the huge wing and wider fenders are still there, but the new Type R looks a lot less like a roadgoing anime character than it used to. For better or worse, it's a car that looks like it was designed for adults.
Boost Blue is always a good choice.
Honda
Honda widened the Type R's front and rear tracks by 1 inch and 0.75 inches, respectively, and the 2023 model rides on 19-inch wheels with 265/30 Michelin Pilot Sport 4S summer tires. Interestingly, the old CTR rode on 20-inch wheels with narrower 245-section tires, so the new setup should help with overall grip, despite the smaller-diameter wheels. Ventilated 13.8-inch front and 12-inch rear brakes are standard, as are 4-piston Brembo aluminum front calipers. The new Civic Type R also has adaptive dampers like its predecessor.
Under the Type R's hood, you'll find the same turbocharged 2.0-liter I4 engine as before. Power increases slightly for 2023, with 315 horsepower delivered at 6,500 rpm and 310 pound-feet of torque available between 2,600 and 4,000 rpm. These are only gains of 9 hp and 15 lb-ft, so don't expect a noticeable bump in performance, but I've always loved the Type R's punchy K20C1 engine, so I'm not complaining. (Be sure to check out our spec comparison to see how the Civic Type R stacks up against its rivals.)
A six-speed manual is the only transmission offered, and it has Honda's excellent automatic rev-matching tech -- something I personally love, but can also be turned off if you insist. Honda says the shift lever is stiffer and the shift gate pattern was optimized for "hyper-precise" gearchanges. The CTR continues to use front-wheel drive, and a standard limited-slip differential helps put the engine's power to the pavement.
A 9-inch infotainment screen and 10.2-inch digital gauge cluster are standard.
Honda
Honda will only offer the Civic Type R one way: fully loaded. The 9-inch central display runs the same infotainment system as other Civics, with wireless Apple CarPlay and Android Auto, and there's a 10.2-inch digital gauge cluster, as well. You can only get a red-and-black interior scheme with Type R-specific seats, and Honda is keeping the Type R's color palette the same, with Rallye Red and Crystal Black as the standard colors and Championship White, Sonic Gray and Boost Blue offered at additional cost.
Unlike a lot of performance cars, Honda packs the Civic Type R with its full roster of driver-assistance tech. Forward-collision warning, lane-departure warning, automatic emergency braking, lane-keeping assist, blind-spot monitoring and adaptive cruise control are all standard. You'll find LED headlights and taillights, as well.
Honda won't release pricing information until closer to the Civic Type R's on-sale date, but a starting MSRP around $40,000 is a pretty safe bet. (The 2021 CTR cost $38,910 including destination.) All that's left to do at this point is drive Honda's new hot hatch, and if it's anything like the old one, we've got a lot to look forward to.
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2022 Ford Maverick: Is this pickup a Honda Civic and used-car rival?
2022 Ford Maverick: Is this pickup a Honda Civic and used-car rival?
Among us professional car reviewers, it's standard practice to lump new vehicles into classes composed of similar models in order to help consumers make sense of everything. We group similarly minded, similarly priced family sedans together, and we do the same with SUVs, minivans, sports cars, full-size pickups and luxury sedans, too. Every once in a while, though, while still helpful, this type of classification process doesn't really serve to put a vehicle's attributes in proper context, let alone help figure out who that vehicle is likely to be purchased by. That may just be the case with the new 2022 Ford Maverick compact pickup, because it's so jarringly different.
Ford's new compact unibody pickup truck carries a rock-bottom manufacturer suggested retail price of $21,490 ($19,995 plus $1,495 delivery), and it features a standard hybrid powertrain. That's right, America's least-expensive full hybrid is actually also America's least-expensive pickup. Said another way, that means the front-wheel-drive Maverick is priced like a rule-breaker, and with an estimated 40 mpg in city driving, it's an absolute curve-wrecker when it comes to pickup-truck efficiency metrics, too.
This little trucklet might just upend the pickup business -- at least on the more affordable end of the market.
Ford
Unibody pickups have traditionally been a very tough sell in the US, and today, the only other trucks on the market that aren't traditional body-on-frame construction that are even vaguely similar to the 2022 Maverick are the 2022 Hyundai Santa Cruz and the larger 2021 Honda Ridgeline. Neither model features an electrified powertrain, and neither line up all that cleanly in terms of size, capability and mission. We already know that the AWD-only Honda Ridgeline is much costlier and more powerful, starting at $37,665 ($36,490 plus $1,175 delivery), and while it hasn't been priced yet, the Hyundai Tucson-based Santa Cruz is likely to be thousands more, too. You can see how these trucklets match up in our spec comparison and judge for yourself -- this isn't F-150 versus Chevrolet Silverado versus Ram 1500, these are all very different vehicles.
I'm here to offer an alternative way to look at this truck. I think the 2022 Ford Maverick will actually end up frequently cross-shopped against econoboxes like the Honda Civic and Toyota Corolla by customers who never thought they'd be interested in a pickup truck in the first place. After all, the Maverick will actually be less expensive and more efficient to run in the city than either of those popular compacts. Additionally, lower-end, FWD Mavericks will likely also be cross-shopped by people -- especially young folks and first-time buyers -- who might otherwise look to the used-vehicle market for a traditional passenger car that's new enough to still be under warranty.
More than most new-car shoppers, entry-level vehicle buyers arguably tend to be much more pragmatic than consumers in other segments -- often because their limited finances and credit status mandate such practical, focused decision-making. Rather than inherently limit themselves to a particular vehicle type, these shoppers disproportionately look at factors like monthly payment, fuel efficiency and where they can get loan approval as key factors to getting a spot on their shopping lists.
I can relate.
Back when I was in college, the above scenario described me to a "t" as a fixed-budget buyer hunting for my first new vehicle. The peace-of-mind promised by an affordable, new vehicle under warranty via low-interest, fixed monthly payment was preferable to buying a used car with a higher interest rate and the increased likelihood of variable monthly costs due to unscheduled repairs. Like many first-time new-car shoppers, I also found it easier to get financed on a new-vehicle loan than a used one, and I didn't have the cash to buy a decent used car outright anyhow.
While budding-car-enthusiast me wanted something entertaining like a Honda Civic Si or a Volkswagen GTI, my budget and an acute lack of credit dictated that I was consigned to shop leases on bargain-basement appliances such as the Dodge Neon and Ford Escort LX. I found that I could only afford base models with standard features like an AM/FM stereo cassette and a map pocket. I'm not even sure the Neon offered dual side mirrors, and I don't believe air conditioning was included with either model.
My shopping took a left hook when I realized that I could get a mid-grade 1999 Ford Ranger XLT, complete with an extended cab, V6 power, A/C and -- hold your breath -- a CD player. The pickup truck's significantly higher resale value helped keep the monthly lease price low, so even though its MSRP was thousands of dollars higher than a stripped-out economy car, the Ranger was actually going to be cheaper to own -- even with its higher fuel consumption. Plus, with its useful bed, I figured the Ranger would be great for toting mountain bikes and saving me on rental vans when the time came to annually decamp from a dorm room or apartment.
Despite never having been interested in a pickup before, my choice was clear. I became a truck-drivin' man and never looked back. All of the signs point to the 2022 Maverick having similar or even greater appeal over 20 years later.
In fact, the Maverick should be a much easier truck-shaped pill for traditional passenger-car shoppers to swallow than my Ranger was. For starters, the Ford's unibody construction (there's no heavy body on frame) means the Maverick should drive much more like a normal passenger car in terms of ride, handling and maneuverability, all of which should make this vehicle much easier to consider for buyers who have only driven things like a Civic or Corolla. Just as importantly, the Mav's 40 mpg city fuel economy rating actually significantly outperforms today's standard Honda Civic on the city cycle. Same for the Corolla. Ford has yet to release the base hybrid's highway fuel economy number, but I'm guessing it'll be significantly less impressive owing to its aerodynamic drag at higher speeds.
What's more, where my SuperCab Ranger got by with comically small, sideways-mounted second-row folding jump seats, the Maverick has four conventionally hinged doors that afford easy access to a five-seat cabin that's larger than many compact sedans and hatchbacks. The low step-in height is even quite car-like.
Plus, at 33 cubic feet, the Mav's bed offers a lot more cargo room and flexibility, although you'll need to source a good locking tonneau to keep everything as safe as you would in a traditional trunk. This is to say nothing of the truck's towing ability, which, while particularly modest in hybrid spec, is still a major benefit.
Now, it's certainly possible low-end Maverick trims like the base XL will have interiors whose features and materials leave something to be desired compared to one of today's better compact economy cars (I've only poked around a mid-level XLT cabin with options), especially as cars like the Civic and Corolla are can be surprisingly upscale inside. But many people will find the Ford's added utility worth it, and even the mid-grade XLT Hybrid is a considerable value at $23,775 ($22,280 plus delivery), priced just under a 2021 Civic Sport.
Not too shabby.
Ford
It won't just be ordinary individual consumers who take an interest in the Maverick. I can see the Maverick becoming a go-to favorite among fleet buyers, both government and private business. Ford used to sell hundreds of thousands of Ford Rangers back when that nameplate got you a basic, honest compact truck. The year I bought mine, the Blue Oval shifted nearly 350,000 Rangers, and a large percentage of those models were sold to municipalities, utility companies, rental fleets and so on. Boasting essentially double the urban fuel economy of today's Ranger, penny-pinching fleet managers should love what the Maverick does for their bottom line.
None of this is to say that the 2022 Ford Maverick will be a particularly good choice for traditional small pickup buyers who plan on doing substantial amounts of off-roading and towing. Ford will offer the Maverick with all-wheel drive and even a modest FX4 off-road package, but if you're into hardcore rock-crawling or overlanding, you're likely still going to want to step up to the Ranger or F-150 if you need your truck to have a Ford badge on the grille.
While those hardcore customers will likely be better off with something else, in the end, I think the the 2022 Ford Maverick is going to play to a very broad, very eager audience. If this little truck is half as good to drive as it is at first impressions, I could see sales zooming past the Ranger to become one of the Blue Oval's most popular offerings in a couple of years.
