RED BADGE ROYALTY: A BRIEF HISTORY OF THE HONDA CIVIC TYPE R ALONG WITH HOW THEY'RE MADE.
When you see a red Honda badge, you know it means business. It signals something special, something sharpened. For performance purists and front-wheel-drive fanatics, few nameplates stir the soul like the Civic Type R. Born from racing roots and bred for backroad brilliance, the Type R has become one of the most beloved hot hatches on the planet - a car that’s never chased trends but carved out a legacy of its own. Before we jump into the Civic, we need to talk heritage. The Type R badge debuted in 1992 on the NSX-R, a lightweight, stripped-out version of Honda’s already legendary supercar. Built for track work and driver purity, it established a formula: reduce weight, sharpen handling, and let the VTEC engine sing. In 1995, Honda applied the same formula to the Integra Type R, which gained a cult following for its razor-sharp chassis, screaming B18C engine, and raw, unfiltered driving experience. That car laid the groundwork for what would soon follow in the Civic lineup. The EK9 Civic Type R, launched in 1997, was Japan-only, but it instantly became a legend. Based on the sixth-generation Civic hatchback, it followed the Type R recipe to the letter: A high-revving 1.6-litre B16B VTEC engine, pushing 136 kW at a high 8,200 rpm, a close-ratio 5-speed gearbox with a helical LSD, a seam-welded chassis, stiffer suspension, Recaro seats, red carpet, and no sound-deadening. It was a hardcore, no-compromise hatch that redefined what a front-wheel-drive car could do. It weighed just over 1,050 kg and handled with razor precision. For years, it was a forbidden fruit outside Japan - a car known mostly through grainy Best Motoring clips and JDM fanboy forums.
With the seventh-gen Civic came the EP3 Type R, and this time, it went global - well, sort of. Built in the UK at Honda’s Swindon plant, the EP3 was aimed at Europe and marked a slight shift in character. Still powered by a 2.0-litre K20A/K20A2 engine (147 kW), it had more torque and a broader powerband than the EK9. The gearshift was famously mounted on the dash, right next to the steering wheel, an ergonomic stroke of genius. While not quite as raw as the EK9, the EP3 was a sharp-driving, high-revving delight with immense tuning potential. JDM versions got the hotter K20A with a limited-slip diff and a higher redline.
Enter the FN2, a design departure that once again split opinions. We love it, many rate it as the worst of the CTR cars, but obviously they’re wrong. This one featured a spaceship-like interior, triangular tailpipes, and a more GT-style approach to the Type R experience. Still built in Swindon and using the K20Z4 engine with 148 kW, the FN2 wasn’t as focused as its predecessors. It swapped out the independent rear suspension for a torsion beam setup, which dulled handling somewhat. But it still offered that unmistakable Type R zing - and in JDM markets, the FD2 Civic Type R sedan carried the torch with a stiffer chassis, independent rear, and a wild 8,600 rpm redline. Many enthusiasts consider the FD2 the "true" third-gen Type R.
After a short hiatus, Honda came back swinging in 2015 with the FK2 Civic Type R - the first one to finally get turbocharging. With it came 231 kW from a 2.0-litre VTEC Turbo K20C1 engine and a Nürburgring lap time that turned heads: 7:50.63, making it the fastest FWD car around the Green Hell at the time. It was extreme in styling, with massive wings, scoops, and vents, and only available as a 5-door hatchback. While a bit heavy and only sold for a couple of years, the FK2 reset the bar and showed Honda still knew how to make magic.
The FK8 is arguably where the Civic Type R hit its stride as a global performance icon. It looked like something from a Gundam series - all aggressive angles and aero - but underneath the wild styling was a car of serious capability. Still powered by the K20C1, now making 237 kW (or 228 kW in some markets), the FK8 delivered amazing balance, outstanding chassis control, and everyday usability, putting power down cleanly through the front wheels thanks to a sophisticated suspension setup, a mechanical LSD and oversized tyres.
That brings us to the latest and arguably greatest: the FL5 Civic Type R unveiled in 2022. The FL5 marked a maturation of the Type R. It’s still fast - 245 kW from a refined version of the K20C1, paired with a slick 6-speed manual and a helical LSD - but now it’s more grown-up. Less boy racer, more sophisticated assassin. The numbers back it up: in April 2023, the FL5 reclaimed the Nürburgring FWD crown with a 7:44.881 lap time. It's been praised for its sharper steering, better composure, and everyday drivability - it’s just as happy on the Autobahn as it is apex-hunting on a track day.
Now, thanks to the YouTube channel FRAME, this seldom-seen production line is shown off in a new video that only the folks from FRAME can put together. In fact, if you’re into the technical side of things, it’s a YouTube channel you should click that subscribe button on. This 18-minute look into the inner workings of how the iconic Honda Civic Type R is made is rather interesting. Let us know what you think.
Take a look at the YouTube video from the chaps at FRAME who clearly have some great access to behind-the-scenes things at the world's biggest automakers - this time they turn their cameras to the Honda Civic Type R production line: How They Build the Mighty Honda Civic Type R in Japan | FRAME
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