Guide: Baby Type R Grows Up - a Historical & Technical Appraisal of the Honda Civic EP3 Type R
Background
Having initially struggled to make it as a mainstream auto maker, the first generation Civic launched in 1972 transformed Honda’s fortunes to the point that, by the early 1980s, it was one of the biggest car builders around.
Revamped Civics subsequently came on stream in 1979, 1983, 1987 and 1991, but it wasn’t until the sixth generation’s arrival in 1995 that Honda set about creating a true high performance iteration that would appeal to hardcore driving enthusiasts.
The resultant EK9 Civic Type R of 1997 followed a similar approach to Honda’s existing Type R-badged models: the NSX and Integra DC2 of 1992 and 1995 respectively. It was by this time a tried and tested formula that focused on improved dynamics, extra horsepower and an array of sporty exterior and interior enhancements.
Honda launched the seventh generation Civic in Japan during September 2000 for the 2001 model year. Initially only a five-door Hatchback was available for the Japanese Domestic Market (JDM) whereas other regions variously received a three-door Hatchback, a two-door Coupe and a four-door Saloon. To begin, a choice of inline four cylinder engines ranged from 1.5 to 1.7-litres and produced between 105bhp and 130bhp. Most variants were front-wheel drive but Honda also offered a four-wheel drive iteration.
With production underway, Honda turned their attention to a new Civic Type R that would not only be offered as a JDM special (as per the EK9) but also in export trim for Europe.
Because the five-door Hatchback manufactured at Honda’s Suzuka plant was not deemed a sporty enough platform, the Japanese firm elected to use the three-door version manufactured at the company’s Swindon plant in the UK.
A prototype Civic EP3 Type R was unveiled at the Geneva Motor Show in March 2001. Production got underway that September for the 2002 model year with slightly different versions produced for the European and Japanese markets.
Chassis
Like its predecessor, this latest Civic Type R was based around a seam welded steel monocoque bodyshell. To provide a little extra stiffness, a strengthening bar was also added behind the dash.
At 2575mm, the new car’s wheelbase was 45mm shorter than the outgoing EK9 version. The car was also 40mm shorter overall, but stood 65mm taller on account of its ‘New Bullet-Form’ design concept. Width was an identical 1695mm.
In addition to its monobox form, the seventh generation Civic generally offered a beefier structure than before with torsional rigidity increased by 95%.
As expected, a front-wheel drive layout was retained.
Instead of double wishbones all round, the new Civic adopted a MacPherson suspension layout up front and retained a double wishbone arrangement out back. Special Type R equipment included stiffer Showa shocks and shorter springs.
JDM versions were more stiffly set up than Euro market iterations.
Bigger brake discs were sourced from Brembo in Italy. The fronts had a 300mm diameter while those at the back were 260mm. Single piston calipers came from Nissin and were given a bright silver zinc finish.
As per the rest of the new Civic line up, Anti-Lock Brakes and Electronic Brakeforce Distribution were fitted as standard.
Seven twin-spoke alloy wheels were another unique Type R feature. They measured 7 x 17-inches all round and were originally shod with Bridgestone Potenza 050 205/45 R17 tyres.
A 50-litre fuel tank was located under the rear seat.
Engine / Gearbox
Under the hood was a transversely mounted dual overhead cam K20 inline four with Honda’s familiar VTEC variable valve timing and lift electronic control system that combined two different camshaft profiles above and below circa 5500rpm.
Whereas the outgoing EK9 Type R had displaced 1.6-litres, the K20 power units fitted to the EP3 had a two-litre capacity: 1998cc thanks to an 86mm bore and stroke.
The engine block was formed in cast-iron and the head was light alloy.
Both the JDM and European versions adopted an 11.0:1 compression ratio and used the latest iteration of Honda’s PGM-Fi engine management system.
The K20A2 motor fitted to Euro market Type R developed 197bhp at 7400rpm and 145lb-ft at 5900rpm.
These engines were produced in Swindon while the K20A unit fitted to JDM variants was shipped in for installation from Japan.
The K20A came with a host of trick parts over and above the ‘A2’ version. Among these were high-lift camshafts, high compression pistons, a fully-balanced crankshaft assembly, custom intake and exhaust manifolds, a lightweight chrome-moly flywheel and re-mapped ECU.
In this configuration, extra horsepower was traded for torque with a peak output of 212bhp at 8000rpm and 138lb-ft at 7000rpm.
For comparison, the outgoing EK9 Civic Type R had produced 182bhp at 8200rpm and 118lb-ft at 7500rpm.
Instead of the old five-speed gearbox fitted to the EK9, the EP3 used a close-ratio six-speed unit with a single-plate clutch.
In addition to the hot K20A motor, JDM variants also came with shorter gear ratios and a Torsen torque-sensitive helical limited-slip differential that was not available in other markets.
Bodywork
The new Civic’s upright styling did not initially receive a great reception and its extra height was immediately obvious compared to the comparatively low slung sixth generation variant that came before.
Nevertheless, by the time Honda’s styling department had worked their magic, the EP3 Type R looked every inch the early noughties hot hatch.
Special bumper assemblies were installed along with deep side skirts that sported Type R emblems ahead of each rear wheel. At the back of the car, two chrome-plated exhausts poked out from underneath the rear apron.
A meshed front grille improved airflow to the radiator and a large spoiler was added at the trailing edge of the roof.
In typical Type R fashion, red-backed Honda emblems were fitted at either end. Type R badges were added to the front grille and tailgate.
Body panels were fabricated exclusively from steel with the exception of the bumper and mirror assemblies, the side skirts and rear spoiler (all of which were polyurethance).
Only one body style was available: a three-door Hatchback.
JDM versions could uniquely be specified in Championship White (with matching wheels), a colour not available in other markets.
Interior
Inside, Honda fitted special Recaro bucket seats, a leather Momo three-spoke steering wheel, a titanium alloy shift knob and custom white instrument faces with red typeface.
The instrumentation itself was housed in a three-gauge cluster directly behind the steering wheel. Located centrally was a 150mph speedometer (260kmh for left-hand drive and 180kmh for JDM variants). Off to the left was a 9000rpm rev counter and to the right a combined water temperature / fuel gauge.
The gear lever was positioned unusually high up having been located at the base of a large delta-shaped central control panel complete with natural aluminium fascia. Above were a series of circular switches, some rotary knobs for the ventilation system and a cavity for the audio / navigation system.
Different types of Recaro bucket seats were fitted to JDM and European market versions. Addiitonally, the JDM iterations featured red fabric upholstery while for Europe a mix of grey fabric was used with Type R emblems embroidered below the headrests.
The JDM version also came with no rear headrests and just two as opposed to three rear safety belts making Japanese versions strict four instead of five seaters.
Dual airbags, electric windows and electric mirrors were fitted as standard and most markets outside of Japan came with a single CD audio system.
Options
Initially only a limited range of options was offered to include air-conditioning with outside temperature gauge function, leather upholstery, an uprated audio system, satellite-navigation, rear privacy glass and front fog lights.
Weight / Performance
At 1204kg, the EP3 Type R was 164kg heavier than the EK9 variant it replaced.
In JDM trim, 0-62mph took 6.2 seconds and top speed was 146mph.
In Euro market trim, 0-62mph took 6.4 seconds but 152mph was possible on account of its taller gearing.
For comparison, the old EK9 had a 6.2 second 0.62mph time and 140mph top speed.
30th Anniversary Edition
To celebrate 30 years of Civic production, a 30th Anniversary Type R was produced for the UK market in a limited run of 300 cars.
100 were built in each of Nighthawk Black, Satin Silver and Milano Red with all 300 cars receiving red-trimmed JDM-style Recaro seats, red carpet and door trim, air-conditioning and rear privacy glass.
2003 Model Year Production Changes
In September 2003, Honda made a series of updates for the 2004 model year.
Externally, the latest variant could be identified on account of its revised front bumper assembly and new halogen projector headlights (with the option of an HID self-levelling units for Europe). The tail lights were updated to predominantly clear units.
Inside, two-tone red and black seat upholstery was adopted for all markets.
Under the skin, the electronic power steering system was re-calibrated to provide greater feel and the suspension settings were adjusted to reduce understeer.
The lightweight flywheel assembly from the JDM version became standard in Europe.
C Package
Another introduction for the 2004 model year was the C Package (Comfort Package) made available for Japanese Domestic Market versions.
Customers that selected the C Package automatically received a car with air-conditioning, HID lights, rear privacy glass and keyless entry (remote central locking).
Premier Edition
Towards the end of the 2005 model year (the last year of production for the EP3 Type R) two run out variants were released albeit not in limited numbers.
The Premier Edition was a UK market special that came with Recaro Trendline seats that featured a new upholstery pattern, darker rear seat centre fabric, red carpet with matching door panel inserts, rear privacy glass and front brake calipers embossed with a Type R logo.
Four colours were available: Milano Red, Nighthawk Black, Satin Silver and Cosmic Grey.
Production numbers had not been published at the time this article was written.
Vivid Blue Pearl Edition
For the European mainland there was the Vivid Blue Pearl Edition named after its special exterior colour.
These cars also came with HID self-levelling lights, rear privacy glass and a headlight washing function.
132 were made.
End of Production
EP3 Type R production ended in August 2005.
A believed 35,190 examples were completed of which 18,033 remained in the UK, 12,422 were exported to mainland Europe and 4735 were dispatched to Japan.
The car was replaced by two alternative versions based on the eighth generation Civic: an FN2 three-door Hatchback for Europe and Oceania and a four-door FD2 Saloon for the Japanese Domestic Market.
Text copyright: Supercar Nostalgia
Photo copyright: Honda - https://global.honda/
