When Honda unveiled the new Civic Type R last week, it refrained from releasing any concrete technical specifications. We only got to learn that it's going to be the most powerful Type R and the most potent Honda-badged car sold in the United States. How much power does the 2.0-liter turbocharged gasoline engine actually deliver? Well, the juicy numbers might have emerged if we were to rely on a new report from Tire Meets Road.

It would appear Honda is already sending out brochures to future owners of the FL5-generation CTR in Japan, and one of them includes details about the engine's output. The four-pot in JDM flavor is supposedly making 326 hp (243 kilowatts) at 6,500 rpm and 420 Newton-meters (309 pound-feet) of torque from 2,600 rpm. If the numbers are legit, the new hot hatch is producing an extra 10 hp and 20 Nm (15 lb-ft) compared to the previous JDM-spec model.

As you may recall, the old FK8-gen CTR was 10 hp more powerful in Japan and Europe than in the United States. If that's going to be the case with the new model as well, it means the US-spec Civic Type R will be rated at 316 hp (236 lb-ft). Bear in mind this is an assumption based on an unconfirmed report, so take these figures with the proverbial pinch of salt.

Common sense tells us the 2.0-liter engine won't develop significantly more power than before, so that rumored 10 hp and 20 Nm (15 lb-ft) bump seems plausible. Nevertheless, we must patiently wait for Honda to release details about the power advantage the new FL5 has over the FK8. Whatever it makes, the engine routes its muscle exclusively to the front wheels via a six-speed manual as those rumors about going hybrid and AWD have been unfounded.

Power is not the only piece of the puzzle we're missing as we are also curious to find out how much the new Civic Type R weighs. When the car was revealed last week, Honda said something about a "new lightweight and highly rigid body," along with Type R-exclusive wider rear doors.

One tidbit worth pointing out is about the wheels, which are actually smaller than before. The new shoes measure 19 inches with wider 265/30 tires whereas the old car had a 20-inch set with 245/30 rubber. Honda has also swapped the Continental ContiSport 6 for stickier Michelin Pilot Sport 4S.

Full technical specifications and pricing details will be released closer to the car's launch this fall. As a reminder, the Civic Type R will be Honda's last ICE-only vehicle sold in Europe where deliveries are set to commence in early 2023.

Honda unveiled the new Civic Type R last week with a tried-and-tested hot hatch formula by combining a turbocharged gasoline engine with a six-speed manual gearbox and front-wheel drive. It thus put an end to those rumors claiming the FL5 model would go hybrid and even adopt AWD. However, there might've been some truth in those reports after all, at least when it comes down to the electrified powertrain.

Speaking with Autocar, Honda Motor Europe technical advisor Ko Yamamoto said the Civic Type R's platform can support electrification. While he ruled out the possibility of a fully electric CTR based on the current platform, he did leave the door a bit open for a hybrid setup further down the line:
​​​​​​​Asked whether an all-wheel-drive CTR is on the cards, Ko Yamamoto said it's definitely not on the agenda. Even though it is technically possible since the car shares its platform with the CR-V, the technical advisor doesn’t see the benefits: "It's not even necessarily quicker, but it is heavier."In related news, a new video has emerged with the VW Golf GTI Clubsport rival, showing a pre-production prototype painted in Rallye Red. It's one of the five exterior colors available, along with Historic Championship White, Crystal Black Pearl, Boost Blue and Sonic Grey Pearl.

Recent intel suggests the 2.0-liter gasoline engine makes 10 hp and 15 lb-ft (20 Nm) more than before while an optional carbon fiber wing shaves off 1 kilogram (2.2 pounds) on the JDM-spec Civic Type R. As you have probably heard, Honda is installing smaller wheels but with wider tires by going with a 19-inch set wrapped in 265/30 Michelin Pilot Sport 4S.

There are still quite a lot of technical specifications we don't know, and we can say the same about the essential pricing info. Honda will clear up the mystery in the coming months as the 2023 Civic Type R goes on sale in the United States this fall.

Honda is consolidating the Civic lineup upwards, dropping the longstanding base-model Civic LX in favor of the Civic Sport. The LX had a long run, but Honda is changing its strategy for its entry-level compact car and bumping customers into a slightly more expensive base model.

Honda has had more trouble building cars than most automakers. US sales for the Japanese automaker were down 50 percent year-over-year in July, and Honda dealer lots look emptier than ever. With those numbers come changes, especially considering the strong consumer demand for Honda products. The issue has been having cars on the lot rather than a lack of customers.

​​​​​​​It’s something of a shame because the LX was actually a great value for money. If you didn’t care about it having steelies and being generally a bit basic, you still get the impressive 11th-generation Civic refinement, styling, and driving experience for about $1,500 less than the Sport. But there is a lot of logic to dropping the LX, especially in the modern debt-friendly market where buyers seem unconcerned about the purchase price.

Honda also did a general price increase to the entire Civic lineup, which is fairly standard for the next model year of a car. The Sport sedan starts $25,745 and the Sport hatchback starts at $26,545, an increase of $2,100 and $1,900 respectively compared to the LX. At the top end, the Civic retains the EX and Touring trim, while the hatchback loses the EX-L mid-level trim.

It looks like Honda doesn’t want to produce base models anymore, and consumers aren’t interested in them either. In all fairness, the slight price bump from the LX to Sport is something most buyers would consider, and consolidating production helps Honda save money. So we bid the LX trim adieu.

They say to never meet your heroes. Put someone on a pedestal and they’ll only disappoint you, so by keeping your distance you can live in your brightest fantasies rather than heartbreaking reality. Of course, this isn’t always true – I’ve met the previous-generation FK8 Civic Type R, built from 2017 to 2021, and the reality of that car more than matches the dream.

What’s more concerning is watching your heroes age. After all, what’s more terrifying than the unknowable future? As the years and generations go by, will your dream car barrel forward unimpeded? Or will it step back, fade from public life, and let the good times dance across its mind? With a Civic Type R key in my hand, and six laps of Harris Hill Raceway ahead of me, I sought to find out.

Most notably, the chassis. The new FL5 Type R rides on the11th-generation Civic platform, making it longer, wider, and stiffer than the old FK8. After driving this chassis in the new Civic Si and Acura Integra, I have enough seat time to make a final judgment: it’s unequivocally good.

Of course, there’s more than just the chassis distinguishing the FL5 Type R from the FK8. The new Type R uses the same 2.0-liter engine, but it’s been upgraded with a new turbo, giving it nine more horses and 15 more lb-ft of torque. That means 315 horsepower, peaking at 6,500 RPM, and 310 lb-ft holding flat from 2,500 all the way up to 4,000 RPM.

That engine’s sound reaches the outside world through a revised exhaust, now featuring an electronically-actuated valve controlling the flow through the center of its three tips. Honda claims the new Type R is quieter than the old one with that valve closed, but louder than before with it open – a welcome change from the old car’s single understated tone. Inside, Honda claims more engine sound regardless of drive mode.

The FL5 Type R has a larger grille and hood vent, to combat the previous car’s on-track cooling issues. The steering system was re-engineered with plenty of new parts, which Honda says should bring more front-end feel to the driver’s hands.

In standard trim, the FL5 Type R comes with 265/30-19 Michelin Pilot Sport 4S tires, though my test car had the dealer-upgrade Pilot Sport Cup 2s in the same size instead. The Type R is, as always, available only with a six-speed manual transmission – the same gearbox as the FK8, upgraded with a lighter flywheel and quicker electronic rev-matching. The old car’s helical limited-slip differential is back, as are the four-piston front Brembos – which, somehow, feel even more confidence-inspiring in the new chassis.

The last number worth mentioning is the price: $42,895, plus $1,095 in destination fees. If you’re looking to shell out that sum, you can do so tomorrow – the Type R officially goes on sale on October 28.

The previous Type R was, in a word, divisive. Some people thought it looked over-styled and dumb, like a Gundam, while others thought it looked interesting and mean, like a Gundam. For my part, I disliked the FK8 on launch but grew to adore it after seeing the car in person. The new Type R is subtler, less out-there, but no less aggressive than the old one.

Most of the body panels on the Type R are unique, from the wide front fenders and vented hood to the diffuser out back. Only the lights, front doors, roof, rear hatch, and glass are shared with the base Civic – even the rear doors had to be widened to flow into those flared rear fenders. There’s no mistaking this Type R for a standard Civic.

This is, of course, the big question. The last Type R offered an incredible driving experience, and the current-generation Civic Si is a massive improvement over its predecessor. Does the new Type R follow the same trend, outdoing its past self?

Kind of.

The last Type R was incredible in just how manicit was. It constantly pushed you to go faster, turn harder, brake later. It was a bad influence, in the best way, always goading you on.

The new one, by contrast, is more composed – it’s grown up, beginning to take itself a bit more seriously. This makes for a driving experience that’s less raucous, more focused. The new car is faster around a track (at least, around Suzuka), and more stable and composed despite my less-than-stellar inputs.

But this focus comes at a cost: the new Type R lacks some of the excitement of the old car. The steering is more numb than the prior generation at commuting speeds, only waking up once you move from Exceeding the Posted Limit to Reckless Endangerment. The car is most at home on track.

The FL5’s wheelbase is nearly an inch and a half longer than the FK8’s, which makes for both benefits and detriments. On the straights, it’s planted and composed, but like its little brother it can’t hide the extra size when taking a tight corner.

That’s not to say the new Type R isn’t entertaining. While the front end may have lost some emotion, the rear has gained it in spades. This car wants nothing more than to rotate, diving into apexes under braking with conviction that some rear-wheel-drive sports cars can only dream of. Bring your BRZ, your Miata, or your Focus RS, and let the Civic Type R show them all what it means to turn in.

The power is solid; it doesn’t feel particularly stronger than the old car, and the numbers reflect their similarities. Like to the last generation, you’re treated to a massive swell of low-end torque that carries through into the perfect amount of top-end power. The new car does seem to run out of steam before redline, and a look at Honda’s dyno chart shows that peak power confirms it – peak power comes at 6,500 RPM, then drops off as the needle approaches redline.

In all, the new Civic Type R is still a joy to drive. It may tone down the frenetic front end I loved so much in the last car, but balances that out with a wildly entertaining rear axle. Of course, the Michelin Cup 2 tires play into the new character, but the 2023 car still feels meaningfully different from the prior one.

The Type R’s interior is a great place to spend your time, with all the right touch points in all the right places – made from all the right materials. The seats, already a benchmark in the FK8, have been improved with better lumbar support and a slightly revised shape. They also feature the Type R logo embossed in the headrest, a wonderfully dorky detail that I now want in every car.

The shift lights on the dash, conspicuously absent from the U.S.-spec Civic Si, make a triumphant return here. They’re accompanied by an audio shift notification, which is helpful when you’re looking at your apex cones rather than the instrument cluster ahead of you. The steering wheel, bare metal Type R shift knob, and pedals all just feel goodto use – nothing’s rubbery or cheap.

With only six laps in the car, I’m hesitant to make any sweeping conclusions. We’ll have more time in the car soon, including time spent on normal roads, which will make for a more well-rounded experience to compare against. But with all those qualifications aside, how does it stack up?

The big competitor is the Volkswagen Golf R. It’s a natural comparison – they have identical horsepower, near-identical prices, and similarly practical body styles. The Civic is the racier of the two, with its high bolsters and bright-red interior, while the Golf claims to be more civilized. But the new Type R makes strides towards civility, with its toned-down steering and longer wheelbase, meaning it could be the best of both worlds.

There’s also the GR Corolla to consider, with its $35,900 starting price making it considerably cheaper than the Civic Type R. That money even gets you all-wheel drive, though the Toyota has 10 fewer horsepower than the Honda. If you want the Corolla with limited-slip differentials — and, for track use, you do — that brings the Toyota’s sticker up to $37,080. Still a hefty savings, but the Civic’s interior is a nicer place to spend your time.

There’s also the oddball competitor, the Elantra N, which sits in a weird place in the market — more powerful than the Civic Si, but out of its league against the Type R. Personally, I’d take either Civic over the Hyundai on looks alone, but maybe the Elantra’s wide-mouthed grille grows on you once you live with it.

So we return to our original question. As your heroes age, what becomes of them? Is the FL5 Type R a new peak for the model, or is it too staid and mature to wear the red R badge? The answer is complicated.

Had Honda combined the front-end freneticism of the previous Type R with the newer model’s lively rear end, the result would have been the perfect car. Shut down every other production line, convert them all to build that perfect imaginary Type R. But Honda didn’tdo that, which makes our questions harder to answer.

Instead, the company reined in the leash-tugging enthusiasm of the last Type R, creating a more focused car for the track day enthusiast. By any objective metric, the new Type R is surely better, and it’s just as entertaining as the old one at its new, higher limits. The 2023 Type R may be more restrained at legal speeds, more bored with the daily commute, but such is the tradeoff for a car that keeps its composure around Harris Hill. Which matters more to you?