The Features that Make the Honda Civic Type R EP3 Special
Via: Tokumeigakarinoaoshima, CC0, via Wikimedia Commons
And it’s not difficult to understand why. The first thing mentioned when it comes to the EP3 is usually its engine, and there’s a good reason for that. Honda followed its tried and tested formula with a screaming, high-revving engine — around 8,250 rpm, to be precise — codenamed the K20. The K2o is a 2.0 liter, four-cylinder unit and features Honda’s famous VTEC technology. VTEC — which stands for «Variable Valve Timing & Lift Electronic Control» — is a clever way of allowing better fuel efficiency at lower RPM and increased speed at higher RPM. This is because the engine comes with two cam profiles, one of which is unused at lower speeds. Get it up to around 6,000 rpm, though, and the second profile comes to life, allowing more air into the cylinder and thus generating more power — which is where that famous «VTEC just kicked in» phrase comes from. Power is at 197 bhp, and 0-60 can be reached in 6.4 seconds, which isn’t half bad at all, really, but it’s more how the power is delivered that makes the EP3 such a thrill to drive.
It isn’t just the engine that’s noteworthy, though. The EP3 shines in other areas, too, like the gearbox, which is dash-mounted for quicker changes to make chasing the VTEC easier. The ride is good, too, with Evo reporting that its independent, double-wishbone rear suspension means the EP3 is smooth and has good body control. Steering in earlier models wasn’t quite as sharp as enthusiasts would like, however, but Honda aimed to rectify this with a facelifted version in 2003.
Looks-wise, the EP3 is fairly understated, especially when you compare it to the look-at-me styling of the FK8. There is just enough for those in the know, though, with those famous Type R badges, 17″ alloys, and a twin-piped exhaust. But really, the EP3 doesn’t need big spoilers or aggressive design lines to impress, and it lets the way it drives do all the talking instead.
The interior isn’t a bad place to be, either, with comfortable bucket seats — which are Recaro in facelifted models — a leather-coated Momo steering wheel and, if selected as optional extras, sat-nav and air conditioning, making the EP3 nice to deal with as a daily. And really, this is where the EP3 shines. It’s reliable and practical. In fact, it could even be considered sensible. Well, at least when you want it to be, but push it to its limits, and it’ll turn into an animal. With such a good balance between everyday usability and performance, then, it’s easy to see why the Honda Civic Type R EP3 is a fan favorite.
Engine Mods
Next, the pair focused their attention towards that K20 motor under the bonnet. Biting the bullet and deciding to do things properly, Chris snapped up a Hondata ECU and an RBC inlet manifold, which he then adapted to fit at work. “Connor decided it should be black, so I did everything under the bonnet I could in wrinkle-effect black paint,” Chris adds, showing us another touch that Connor’s vision has helped to make look nothing short of awesome.
It was then off to Rob at TI Motorsport – one of the few people to tinker with the car aside from Chris and Connor – who had soon mapped a healthy 235bhp and 162lb/ft of torque out of the 2.0-litre lump.
“It drives totally differently now; VTEC comes in at 3,800rpm and it redlines at 8,900rpm! But mid-range is where the transformation is really noticeable. I was never looking for huge power figures, just more drivability, and that’s what I’ve got now,” Chris grins, clearly owning a car that now goes just as well as it looks.
Seeking Inspiration
It probably won’t surprise you to hear that less than a week later, this celebrated little hatch proudly sported a new set of wheels, springs and an exhaust system as Chris caved into the allure of endless EP3 aftermarket parts catalogues. Over the course of the next few years, more impressive-yet-sensible bits found their way onto the Civic. It became faster and much more appealing to look at, while never becoming too extreme to stop using comfortably on a daily basis, like some of his previous builds had managed. Though, perhaps a shift in priorities had something to do with that…
“I ended up losing interest in cars for a bit,” Chris remembers, as the mods soon dried up and interest in his trusty Honda began to dwindle. “I decided to keep it though and use it as a fairly fun daily like I’d always planned.” With passion for modifying his car at an all-time low, he’d clearly need a miracle if he was ever going to rekindle the love between himself and his VTEC-powered companion. And luckily, that’s exactly what he got…
Would we buy an EP3 Civic Type R?
One member of the team already has. Senior staff writer, Lawrence Cheung started hunting for one shortly after driving one for the first time.
‘I wasn’t that big a fan of this when it first came out, looking a bit slab sided and too much like a people carrier up front. But it’s aged well, in my mind, looking increasingly compact as everything else around it grows. The demise of the people carrier has also been a bonus as it no longer reminds me of them anymore!
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Buying a used Honda Civic Type R EP3
‘The seating position is compromised, the windscreen wipers judder and refinement is rubbish, but I bought it for the noise and its handling. It’s still practical though, with plenty of boot and rear passenger space.
‘Apart from a flat battery during lockdown it’s never failed to start. Costs for insurance and road tax are a little pricey compared to newer hot hatches, but this is cheaper to buy in the first place. If you avoid using VTEC, you might see 300 miles to a tank, which is still better than what I used to get from a 2.2 Defender 90, I guess!
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Honda Civic EP3 jump start
‘Running costs? Wear and tear items really. The brake pads and discs are new while the callipers were refurbished at the same time. This one also came on new budget tyres and they were awful, so I eventually changed to Michelins – this should’ve been the first thing I’d done!
‘MOT failures have been due to the rear brake lines corroding and the centre pipe for the exhaust rusting away. This had fused to the catalyst so I had to replace that too.
‘The timing chain is just starting to stretch, so replacing that will be the next thing to do just for peace of mind.’
EP3 Honda Civic Type R Information
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2001 EP3 Honda Civic Type R The main features of the 2001 EP3 Honda Civic Type R:
Engine type K20A
Exterior |
White Wheels
The problem that many owners do have is managing the brake dust deposits in the corners of the wheels. The only thing that can be done about this is very regularly wash on a weekly basis at the least. But as you can see here on this car, the wheels are in great condition.
It’s a suave little hatch that evokes the spirit of the original NSX Type R. The closest resemblance I’ve seen from anything nowadays is probably the Fiat 500 Abarth which had white 16″ Oz wheels, and white-on-white on that car looks fantastic too.
Of course, part of what contributes to the prudent styling decision made by Honda is the decision to go with a simple 7-twin spoke design. It’s proportionate, simple and minimalistic yet complements the car very well.
In fact, if you hadn’t a clue, you would most probably mistake these white alloys for aftermarket offerings, which I reckon speaks volumes about the selection of wheels here. The other contributing factor is ardent owners that meticulously maintain and tend to their cars as to prevent scuffs and stubborn mucks.
Conclusion
It’s unsurprising that the FK2 represents a leap forward from the EP3, but what shocks is just how big the jump is. The new Type R feels positively weapons grade to drive. With all the clever tech, the mechanical bits like the diff and the suspension, plus all the aero, it smashes through any road you put before it like a bloody great sledge hammer.
It feels more special too; many think the aero bits give the new Type R a particularly ugly aesthetic, and to an extent I agree with that, but there’s something great about pulling up somewhere and having the most bonkers motor in the car park. It’s a feast for the eyes, and when the car was dropped off at my house recently, it looked like a lightly watered down touring car had been deposited on my driveway.
It’s the one I wanted to drive the most and after handing both cars back to Honda, I didn’t miss the EP3, but I did pine for more time behind the wheel of the shockingly relentless FK2. But, we mustn’t be too down on the EP3. It was the leftfield hot hatch of its day, and remains unique today with that tremendously revvy N/A four-pot. It requires a more considerate touch than the pretty much foolproof FK2, and that does have its own appeal. Plus, these cars are bargains on the used market, offering a hell of a lot of car for the sub-£3000 starting prices.
Today, though, the new Type R is a hugely impressive beast. After driving one for the first time, I was pretty sure I’d rather have the Renaultsport Megane or a Seat Leon Cupra, but now, I’m starting to think the lairy Honda is the one to go for. It’s one hell of a return to form.
TECH SPEC: Tuned Honda Civic Type R EP3
STYLING
Carbon fibre Airwalker front splitter; carbon fibre Mugen-rep radiator duct; BYC rear bumper air release diffuser; custom side skirt extensions; Tegiwa OEM-shape carbon fibre bonnet; carbon fibre boot lid; carbon fibre Mugen-rep rear spoiler on custom tilt bracket with polished Downstar hardware; carbon fibre fuel cap; BLOX mini aerial; orange side repeaters; rear wiper delete.
TUNING
2.0-litre K20A2 i-VTEC DOHC engine; K-Tuned custom induction kit with pipe and 3in filter; RBC inlet manifold with thermal gasket and relocated brake booster; Tegiwa throttle body adapter; K-Tuned MAF plug; K-Tuned fuel rail with pressure gauge; Tegiwa 4-2-1 exhaust manifold; stainless steel unsilenced exhaust system with HKS back box; K-Tuned coupling hoses; Downstar rocker cover spikes; 6two1 oil cap; flush-fi t dipstick and spark plug cover; BuddyClub radiator cap; Hondata KPro V4 ECU.
TRANSMISSION
Six-speed manual gearbox; Revo Technica short shift kit; Tegiwa solid shifter bushes; Acuity stiffer select springs; HEL Performance braided clutch line.
CHASSIS
9x17in Japan Racing JR7 alloy wheels; 15mm hubcentric spacers all-round; 215/40×17 Nankang NS2 tyres; MeisterR adjustable coilovers; Powerflex camber bolts; rear camber arms; Energy Suspension polybush kit including engine mount inserts; Powerflex gearbox mount insert; Skunk2 lower control arms; Comptech tie bar with 24mm anti-roll bar; JDM EP3 front anti-roll bar; Tegiwa front strut brace; Carbing rear strut brace; custom C-pillar brace; K-System Brembo four-pot front brake conversion with 324mm discs and Brembo pads; OEM rear brakes.
INTERIOR
Stripped rear sprayed satin black; Safety Devices half roll cage; black headlining; Sparco Grid II fixedback bucket seats; M2 Motorsport super-low seat rails; Persona Neo Grinta Alcantara 350mm steering wheel with snap-off boss; Alcantara gear gaiter; weighted gearknob; Broadway rear-view mirror; carbon fibre-dipped trim pieces.
What’s it like to live with?
When it comes to practicality, the standard version of this generation Civic was already known for its generous interior space and none of that is lost here.
There’s enough space for four adults and the absence of a transmission tunnel means a fifth passenger shouldn’t complain too much either. The boot is big and there are enough storage areas up front.
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Honda Civic EP3 Type R interior
The interior plastics are cheap but durable, and the minimalist design means it’s easy to use. Air conditioning and fog lamps are among the few optional extras available, so keeping an eye on your ideal spec is easy, too.
For a car to cover long motorway journeys in, it’s quite noisy with the engine spinning quite fast, despite the sixth gear ratio. Road, wind and engine noise is high for today’s standards and you don’t have the option of cruise control. The stereo is quite weak, and the turning circle is quite large too.
Exterior Design And Styling
I am very aware that car styling appreciation is all in the eye of the beholder. But I love the look of the EP3 Type R and more especially this JDM example with its nice modifications.
You can look at it from any angle and the car’s lines all seem to make sense and have an aggressive look to them. I love the wedge shape of this car and in Championship White, it stands out from the more common, black and red Honda Civic Type Rs.
After all, the hue that truly represents Honda’s historical racing pedigree is Championship White with the red Honda emblem. The white is such a clean, understated shade yet the contrasting red details subliminally hint that it’s not just a basic grocery runner Honda hatchback.
While some may argue that white cars are dull, for some inexplicable reason the shade of Championship White just marries so well to the Honda EP3 JDM Type R. I do think that this insipid nature of this industrial background accentuates this particular EP3 better though.
The best thing is that it not only looks good, but it’s also very practical. It’s still a hatchback after all, albeit a 3-door one. In its standard form, the EP3’s rear seat is limited, but usable for people of smaller stature.
Most people, like the owner of this EP3 here, delete the rear seats either way. This, of course, boosts the cargo space dramatically. The hatchback styling is quite faithful to the original Civic Type R, the EK9, too.
Сохраняя спокойствие
В остальном Honda не добилась успеха. Да, двигатель развивает немного больше мощности, чем раньше — теперь 315 лошадиных сил, что на девять больше, но это скорее оптимизированная настройка, чем какое-либо революционное обновление. Мощность по-прежнему постепенно увеличивается с увеличением оборотов, двигатель становится все сильнее и сильнее по мере приближения к красной линии. Если мы испытываем запаздывание турбонаддува, то только потому, что включили неправильную передачу и позволили оборотам упасть слишком низко.
Инженеры Honda правильно определили, что старому CTR не нужно больше мощности, чтобы быть лучше, и вместо этого сосредоточились на кривой мощности — потому что, на самом деле, с передним приводом просто придется бороться с высоким крутящим моментом и тягой. CTR был бы значительно хуже, если бы он был значительно мощнее.
Точно так же инженеры не теряли времени, пытаясь улучшить механизм переключения передач. Когда приходится идти «ноздря в ноздрю» с Porsche за лучшие на рынке ручные коробки передач, над чем тут работать? Рычаг переключения передач, коробка передач и расстояние между педалями нового CTR такие же совершенные, как и у старого автомобиля.
То же самое с тормозами. Просто глядя на них, можно задаться вопросом, не следовало ли Honda немного увеличить колеса, но после вождения можно сделать вывод, что дополнительный неподрессоренный вес того не стоил. CTR — легкий автомобиль, и он может развивать такую высокую скорость в поворотах, что не нужна тонна тормозной мощности, чтобы снизить его для медленных поворотов, а охлаждение настолько хорошее, что тормозам не нужно быть огромными, для выделения достаточного количества тепла перед следующей зоной торможения.
Здесь работает немного старой философии Lotus: сделайте машину легче, и не нужно будет переусердствовать с мощностью или тормозами, чтобы добиться волшебства.
Tracking a Civic Type R down
Parker’s cars for sale section usually has a small number of EP3 Type Rs available – about a dozen or so – so these aren’t particularly plentiful, and finding the one you want might take a little time.
This is particularly true if you want one as standard as possible, as plenty of owners will have fitted varying degrees of modifications to them – considering the car’s reliability and how affordable parts can be, it doesn’t take long for owners to start shopping.
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Honda Civic EP3 Type R handling, rear
You’ll soon learn to look for the standard-fit twin exhausts, original air intake box in the engine bay and whether the car sits on lowered suspension.
If you are struggling to find one, don’t be disheartened, these cars can go through a high turnover of owners as some find it doesn’t suit their needs as well as expected, so new listings do crop up frequently.
If you want a specific colour, there’s red, black, silver or grey. White ones are imported from Japan – and these ‘JDM’ (Japanese Domestic Market) models may be harder to insure with your existing insurer, though ultimately shouldn’t cost more once you find the right specialist. Look for a bracket in the passenger footwell to hold a small emergency flare, as well as instruments recording in km/h to spot an import.
Уличные виды автоспорта
На улицах в вождении мало что отличается от гоночной трассы, даже с установленными стандартными шинами Michelin Pilot Sport 4S. CTR легко управляется на высокой скорости. Резкие ускорения? Нет проблем. Ускорения в середине скоростного поворота? Также никаких проблем. Что бы мы ни делали, у CTR один ответ — Нет проблем!
Как бы то ни было, шины компенсируют один недостаток CTR: чрезмерно жесткие амортизаторы. Очевидно, настроенный на гоночные трассы с гладкой поверхностью, в любом, кроме комфортного, режиме они слишком жесткие для улицы. В режиме полной мощности + R автомобиль скользит по ухабам, как старый Ford Focus RS. Там так много вертикального движения, что более высоким водителям нужно следить за головой.
Это единственная область, где этот автомобиль откатился назад, от поколения к поколению. В старом CTR мы могли запрыгнуть, нажать кнопку «+ R» и ехать. Не имела значения поверхность дорожного полотна. Авто был настроен идеально для чего угодно. Но мы не можем сделать так же с новой версией. Сперва нужно зайти в информационно-развлекательную систему, найти меню настроек автомобиля, затем меню помощи водителю, затем настроить «Индивидуальный» режим вождения. Таким образом можно перевести двигатель в режим «+ R», а амортизаторы — в режим комфорта, и, возможно, рулевое управление — в режим комфорта, поскольку, как и слишком многие автомобили, руль становится излишне тяжелым в более спортивных режимах. Пока мы в меню, прокрутим до нижней части и отключим функцию автоматического подбора оборотов для шестиступенчатой механической коробки передач..
Неприятно, что, прежде чем все это настроить, нужно не только полностью остановиться, но и включить стояночный тормоз. Мы могли бы принять это в качестве меры предосторожности, если бы не тот факт, что любые настройки, не связанные с вождением, могут быть изменены во время движения автомобиля. Можно буквально сбросить информационно-развлекательную систему до заводских настроек по умолчанию во время движения, но нельзя отключить функцию регулировки оборотов, если не включен стояночный тормоз. Это особенно неприятно, потому что рядом с переключателем режимов привода есть неиспользуемая кнопка, которая могла бы быть переключателем регулировки оборотов
Преимущество системы в том, что при перезапуске она запомнит наш режим привода и настройки оборотов. За исключением режима «+ R», автомобиль перезапустится в той же конфигурации, в которой он был при выключении, так что не придется менять кучу настроек каждый раз. При правильной настройке новый CTR может быть жестче, чем старый, но это разумно.