2002 Honda Type R

Yes, You Want It. No, You Can't Buy It.Fog thick as gravy has the outskirts of Milan looking like London. Despite the taxi's navigation system, which has a voice like Sophia Loren, we're lost.

We're looking for J.A.S. Engineering, where we'll pick up a new Civic Type R, a car America lusts for, but Honda refuses to deliver. Located in a bleak industrial section of town, J.A.S. builds production-based Honda racecars, like the BTCC Accord. The Type R it will loan us is stock.

Finally, we arrive, and in total contradiction to Italian convention, the car is ready to go and the J.A.S. crew is hard at work on the upcoming Civic Type R Touring Car.

Unbelievably, the serial number plate riveted to the Type R's center console reads R-000000. Holy Honda geek material. I wonder how much I could get for this on eBay.

Before we roll, I'm taken by the aesthetic execution of the car. RWD cars aside, the Civic Type R is the only attractive car sold by Honda this year. The strangely proportioned Civic Si body style with the hippo-on-roller skates mini-minivan look does well slammed on big, great-looking wheels with tasteful body add-ons. The chin spoiler, side sill valences, rear under spoiler and an angular decklid spoiler add just the right amount of attitude. New Civic Si owners will be happy to hear the Type R's trick black-plated sub-reflector headlights should bolt onto their ride.

In the city, toothless old men and scooter-wielding adolescents alike ogle the Civic Type R. Honda is counting on this car to re-launch its image with young buyers, at least in Italy. Judging from the reception, success won't be difficult.

Where the Civic Si's interior does little to inspire, the Type R's office provokes spirited driving. Well-bolstered seats embossed with the "Type R" logo hold even my skinny frame in place, and smart use of Alcantara, accented with red stitching, is used on all seating surfaces. The interior is also eerily void of NVH. It's as if Honda hopes to entice businessmen as well as enthusiasts into the fold. At idle, I have to check the tachometer to avoid grinding the starter.

The Type R's white-faced gauges are easily read and well laid out. The tach needle is quick acting, reporting the oft-experienced wheelspin in first and second gear. Most characteristically un-Honda is the CD-equipped stereo, which is actually quite good, thanks to Alpine. Despite the expensive-looking materials, good stereo and power windows and locks, a close eye was kept on weight. Yep, air conditioning is an option.

One hundred forty six mph. Tested, not reported on a bulletin board. Not indicated, but bragged about by sober corporate Honda. If this top speed doesn't hint at this aerodynamic-as-a-shoebox vehicle's power, maybe the first gear wheelspin-before VTEC-does. With the K20C, as tuned for the RSX Type-S and Civic Type R, Honda finally stepped up and produced a powerband worthy of VTEC; fat, juicy torque where most of your time is spent and tire-smoking horsepower on top.

Despite only minor reductions in weight from the Type-S, with identical mechanical motivation, the Civic Type R feels much faster than the Integra replacement. Honda purports a 0-60 mph time of 6.4 seconds, which is entirely believable on the 95-octane gas we were able to buy at local pumps.

Still, the raw sporting attitude, which made the Integra Type R a favorite, is noticeably absent in this car. This isn't to say the new Civic Type R doesn't perform as well or better than the Integra Type R, it just goes about blowing doors off in a quiet, refined Supra Turbo sort of way.

Although the summer-biased Dunlop tires weren't thrilled with the near-freezing Tuscan temperatures or near-polished road surfaces, they still provide the grip you expect from anything with the Type R badge.

Although well balanced, tossable doesn't describe the new Civic Type R. With the reactive link double-wishbone rear suspension changing toe under load, nothing short of serious manhandling will incur serious tail wagging. Toss the car hard into a roundabout and breathe off the throttle, however, and the rear will rotate just enough to point the car. In addition to the firmer springs and dampers all around, the Type R is lowered 15mm. Preferable to the old Integra Type R is a minimal amount of body roll, which also makes for more stable and immediate transitions.

Much work was invested to ensure the already stiff new chassis was optimized. Increasing horizontal rigidity 17 percent up front is a strut brace that runs across the firewall side of the engine bay. Vertical rigidity in the rear is upped 23 percent by an additional support strut between the wheel arches.

Big power and 205/45R-17 tires mated with a helical limited slip make the Type R simply tear out of turns, letting even a conservative driving style be quite fast. A usable six speed, LSD and lots of power make this car a kosher companion for mountain roads. Imagine the Nissan SE-R Spec V with more power, better gearing and a better developed suspension. Despite the low-profile tires, the ride is quite tolerable, and even with struts in front, there's enough travel to absorb mid-corner bumps.

A problem endemic to every generation of Civic is the steering. Civics, including the new Type R, have always been plagued with extremely slow steering ratios, a serious dead spot on center and a Peterbilt-like turning radius. Once jamming through the corners, however, the electrically driven power steering is extremely responsive. However, we still think the old Integra's rack offers better overall feel.

No amount of pounding could incur fade in the Type R's excellent brakes. Larger front rotors offer more braking torque and a far sportier feel than those on the Civic Si. Typically European, pad choice is quite aggressive. Though the pads are good when cold, they squeak a bit. Once they hold some heat, however, they offer truly biting performance.

Depending on your European county of purchase, the Civic Type R will set you back between $20,000 and $22,000 U.S. If Honda is smart enough to bring it over, and we've heard rumors about 2003, it'll be interesting to see how it sets the pricing. Although the car's immediate competition doesn't produce the same kind of horsepower and performance numbers, cars like the SVT Focus and SE-R Spec V cost thousands less. And yes, it kicks the RSX Type-S' ass in every way, so it might make marketing difficult for Acura.