The biggest car news and reviews, no BS

Our free daily newsletter sends the stories that really matter directly to you, every weekday.

Welcome to The Downshift, or TDS for short, The Drive’s morning automotive news roundup bringing you the biggest headlines from around the globe.

We hope you had a fine weekend. Here are the stories worth catching up on for Monday, June 8, 2026.

Honda is seemingly planning significant refreshes for the Accord and Passport for next year. One Honda executive teased a “substantially redesigned Accord that will feel like a new model,” while an anonymous source said the automaker is “giving [the Passport] more testosterone” and that “it’s a little more masculine.” [Automotive News]

Stellantis will sell the the new Dodge Charger in Europe, from gas-powered Sixpack models to the battery-electric Daytona, in two- and four-door varieties. [Stellantis]

Subaru has promised no less than three new manual-toting models for Japan: a new hatchback seemingly inspired by the Performance-B STI Concept from last year’s Japan Mobility Show; a WRX with the more durable TY85 manual from the prior-gen STI; and a leaner, sharper BRZ. It’s unclear if any of these vehicles will be sold in the U.S. [Carscoops]

Subaru also issued a rather odd press release over the weekend, “[announcing] that it is considering” selling the three-row Ascent in Japan, where it has not been offered to date. The Ascent is built in Indiana. [Subaru]

Toyota seemingly can’t crank out new RAV4s quickly enough, with less than five days’ worth of inventory in the U.S. at present, as the hybrid SUV has been selling fast due to rising gas prices. [Bloomberg]

⛐ Ford of Europe has continued playing coy on the prospect of a Fiesta and/or Focus revival, with its product chief saying, with respect to new ST or RS models, that, “To be credible and authentic, there needs to be some kind of performance series of our vehicles.” [Auto Express]

Uber has opened a waitlist for customers in London who want to use the company’s robotaxi service in the city first, though no prospective launch date has yet been given. [Bloomberg]

Weekend race results:

• NASCAR Craftsman Truck Series at Michigan: Corey Heim won for Tricon Garage
• British Touring Car Championship at Oulton Park: Dan Cammish, Ash Sutton, and Charles Rainford each won races
• MotoGP Hungarian Grand Prix: Marc Marquez won for Ducati
• Formula 1 Monaco Grand Prix: Kimi Antonelli won for Mercedes
• NASCAR Cup Series at Michigan: Denny Hamlin won for Joe Gibbs Racing
• IndyCar at St. Louis: Josef Newgarden won for Team Penske

Got a news tip? Reach out to tips@thedrive.com

The biggest car news and reviews, no BS

Our free daily newsletter sends the stories that really matter directly to you, every weekday.

Amphibious cars have never really taken off, and amphibious trucks are mostly limited to the military, but amphibious ATVs were once the core of the market. Before the seminal Honda ACT90 and later four-wheelers, six wheels and the ability to float were quite normal. So seeing this Ate 6×6 on Facebook Marketplace is kind of like seeing a dinosaur.

Offered with a $3,000 asking price by an Oklahoma seller, this ATV isn’t just cool because it has more than the typical number of wheels and can drive through water. The seller claims it also has a four-stroke Honda engine, which means it should be very reliable as well. This may not have been a factory option—Attex seemed to use a mix of engines from U.S. and Canadian manufacturers—but it definitely sounds like an improvement.

Whether it’s in a car, motorcycle, or ATV, a Honda engine is a good bet when it comes to reliability. This one sounds like it has plenty of power too. The seller claims “you can spin a 180 on a trail in no time” and that they use the Attex to move trailers and boats. Like most other six-wheeled ATVs, you steer by braking the wheels on one side like a tank, which also makes it easier to maneuver in tight spaces. Side-by-side seating was also a big advantage when Attex was in business, but modern UTVs offer that with even more space nowadays.

According to current ATV manufacturer Mudd-Ox, which has dedicated part of its website to defunct ATV makers, Attex was founded in 1967 by David McCahill, heir to the Maytag washing machine fortune. McCahill wanted to start a business selling the Amphicat ATV but couldn’t get inventory, so he designed his own ATV with friend Roger Flannery.

That first Attex was allegedly something of a knockoff of the Amphicat, but the company gradually became more ambitious, competing in the NORRA Baja 500 and designing a range of two-stroke and four-stroke models, as well as an electric model called the Electrica that was available by-order only. It also built a prototype dually called the Spirit, and supplied an 8×8 to the U.S. military to train tank drivers.

The double whammy of Honda’s arrival on the ATV scene and the 1973 oil crisis affected nearly all U.S. ATV manufacturers—including Attex. Two years later the company also lost access to the Borg-Warner T-20 transmission that it and many other 6×6 makers had been using when the rights were purchased by rival firms Recreatives and Hustler Corporation. The company was sold multiple times, allegedly selling a few vehicles into the early 1990s before disappearing like so many other of its contemporaries.

The biggest car news and reviews, no BS

Our free daily newsletter sends the stories that really matter directly to you, every weekday.

Welcome to The Downshift, or TDS for short, The Drive’s morning news roundup bringing you the biggest automotive headlines from around the world.

The Downshift recaps news in a few short sentences, fit with links for the deeper story. Here’s the bulletin for Thursday, May 28, 2026.

The National Highway Traffic Safety Administration has opened a probe into Rivian regarding left rear toe links in the R1S SUV and R1T pickup. The automaker had recalled nearly 20,000 vehicles earlier this year for toe links that had been improperly reassembled in service; since then, two owners have reported the joint separating while driving, causing loss of control. NHTSA’s investigation will assess the part’s durability as well as Rivian’s protocols for repair. [Reuters]

In other Rivian news, the company plans to deliver the first batch of R2 SUVs to buyers on June 9. [TechCrunch]

Lamborghini CEO Stephan Winklemann reflected on the automaker’s decision to cancel its EV in development in the wake of the Ferrari Luce’s cold reception, saying that, “By observing the market … we saw that the acceptance curve [of EVs] for our type of customers is not increasing, and that therefore we decided to move away from a full-electric car into a plug-in hybrid.” Winklemann added that while its decision was right for Lamborghini, “every brand, every company has to decide for themselves.” [CNBC]

Toyota reports that while production globally increased by 2% in April versus a year ago, sales fell by 3.1%, marking the third-straight month of decline for the company. [Reuters]

American Honda sales VP Lance Woelfer said that he does not anticipate tariff-related price increases for Honda or Acura products this year, as the company’s existing production basis in North America has seemingly insulated it from damage due to tariff increases. [Automotive News]

Nio CEO William Li says that China is “no longer a growth market, but rather a saturated market,” for EVs, and that the “golden era” for the country’s automotive industry is over. [Reuters]

Got a tip or feedback for TDS? Send it to tips@thedrive.com

Overview

 

WHEN a car maker decides to reuse or revive a classic nameplate from its back catalogue, the result can be a blessing or a curse for whatever vehicle it’s applied to depending on execution.

 

Enthusiasts had plenty to say about the Mk5 Supra’s BMW DNA when Toyota decided to revive its iconic sports car nameplate and when Ford bestowed the Mustang moniker onto its battery electric Mach-E SUV.

 

Conversely, you could cite the Fiat 500 and Volkswagen Beetle’s revivals in the 2000s as case studies in capitalising on widespread nostalgia.

 

Honda is clearly willing to take advantage of historic brand equity and face potential pressure from enthusiasts with its 2026 Prelude.

 

Of course, the Japanese brand is no stranger to this strategy, having revived the NSX mid-engined supercar, which lasted from 2016 to 2022.

 

The first-generation Honda Prelude was introduced in late-1978, while the fifth-generation model was discontinued in 2001.

 

During its initial 23-year existence, the Prelude gained a reputation for being a technology leader for Honda.

 

For example, the first-generation model was the first Honda to offer an electric sunroof, the second debuted anti-lock brakes for the brand, the third was the first mass-produced car ever to feature active four-wheel steering, while the fifth generation brought with it an ATTS (Active Torque Transfer System).

 

So what does the sixth-generation Honda Prelude bring to the table?

 

Priced at $65,000 drive away, the Prelude finds itself sandwiched between entry-level sports cars like the Mazda MX-5 ($42,640 – $56,790 + ORCs) and the Toyota GR86 ($43,940 – $46,090 + ORCs) and more powerful six and eight cylinder models like the Nissan Z ($76,160 – $94,065 + ORCs) and V8-powered Ford Mustang ($84,990 – $93,666 + ORCs, not including the Dark Horse variants), although it still undercuts the four-cylinder Ecoboost model ($72,990 + ORCs) in the case of the latter.

 

Crucially, the Prelude is the only sub-$90,000 sports car offered in Australia with a hybrid powertrain.

 

Within Honda’s line-up, the Prelude is pitched as an everyday sports car, rather than an out-and-out performance weapon like the Japanese marque’s other halo car: the Civic Type R.

 

Specifically, it’s powered by Honda’s e:HEV powertrain, comprising a 2.0-litre four cylinder engine, a two-motor hybrid system, and an eCVT transmission, powering the front wheels.

 

Honda quotes power and torque figures of 135kW and 315Nm – allowing for a 0-100km/h dash of 8.2 seconds –  and a combined fuel consumption of 4.3 litres per 100km.

 

You’ll find the same powertrain with identical power and torque outputs in the base Civic and hybrid variants of the ZR-V.

 

However, the new Prelude debuts Honda’s new S+ Shift mode – pitched as this generation model’s innovative feature – which uses its paddle shifters (also used to manage regen’ levels) to replicate the shifting experience of an eight-speed transmission.

 

While the powertrain itself is of pedestrian origins its underpinnings are decidedly less so, sharing its dual-axis strut front suspension setup, adaptive dampers and four-piston Brembo brake callipers with the Civic Type-R.

 

Exterior features include LED headlights, tail-lights and daytime running lights, 19-inch black alloy wheels wearing Continental PremiumContact 6 tyres, piano-black B-pillars, heated and electrically adjustable and retracting door mirrors, flush door handles, and two-speed automatic rain-sensing wipers.

 

Inside, there’s a nine-inch infotainment touchscreen with wireless Apple CarPlay and Android Auto, and Google Built-In services, a 10.2-inch digital instrument cluster, a wireless phone charger, two USB-C ports, a 2+2 seating arrangement, leather front seats, a six-way manually adjustable driver’s seat, a four-way manually adjustable passenger’s seat, alloy pedals, ambient lighting, and an eight-speaker Bose sound system.

 

The driver can also select ‘Comfort’, ‘GT’, ‘Sport’, and ‘Individual’ drive modes on top of S+ Shift mode.

 

Safety features include 10 airbags, adaptive cruise control with low-speed follow, forward collision warning, collision mitigation braking, post-collision braking, front and rear parking sensors, a reversing camera, lane departure warning, lane keep assist, traffic jam assist, traffic sign recognition, and rear cross traffic alert. The Prelude is yet to receive a star rating from ANCAP.

 

Boot space is quoted at 264 litres with the rear seats up, and 663 litres with the rear seats down to the window (760 litres to the roof).

 

A spare wheel is not offered for the Prelude and it is instead offered with a tyre repair kit.

 

The Prelude comes with a five-year, unlimited kilometre warranty, an eight-year battery module warranty, a six-year rust perforation warranty, and five years of roadside assist.

 

Five low price services are also offered as standard with the Honda Prelude, each priced at $199. Service intervals are every 12 months or 10,000km.

 

Furthermore, provided that servicing is completed regularly at a Honda Servicing Centre, the Prelude is eligible for the Honda Extend program, extending the warranty and roadside assist for an additional three years.

 

Driving Impressions

 

Aesthetically, there is a very little family resemblance between the sixth generation Prelude and its forebears. For instance, the new Prelude’s silhouette is very different to any previous model in its lineage, adopting a sleek, sloping roof line as opposed to the notchback design of its predecessors.

 

However, unlike many new cars, it hasn’t grown substantially compared to earlier iterations. Compared to the fifth generation it is the new car is 130mm wider and 40mm taller, but is actually 23mm shorter in length.

 

It looks small too as the new model doesn’t appear to dwarf even a first-gen Prelude when parked next to it.

 

The design is wonderfully simple and gets a lot correct proportionally. It’s sleek and pretty rather than deliberately striking.

 

Those with an appreciation for physical buttons will likely greatly appreciate the Prelude’s cabin.

 

Physical implements include a conventional HVAC control panel complete with fan speed and temperature dials, controls on the dashboard for drive mode selections, a selection of steering wheel controls, and ‘Home’, ‘Back’, and media track selection as well as a physical media volume dial to assist in interacting with the infotainment touchscreen,

 

Speaking of which, the touchscreen is simple and easy to navigate – aided by the aforementioned physical buttons – however it perhaps isn’t the crispest looking display we’ve ever interacted with. The same could also be said for the digital instrument cluster.

 

The immediate physical touchpoints feel of reasonable quality, if not plushest or the most luxurious. For instance, the door card uppers feel a little polystyrene-adjacent and not all that expensive. However, the metal paddle shifters are certainly a pleasant touch.

 

Overall, the cabin quality feels robust and well put together. Touch or prod any surface and it won’t flex too much or emit any undue creaks.

 

There’s also a helpful selection of charging and storage amenities in the cockpit, including two USB-C ports and a 12V socket, a wireless phone charger nestled in the dashboard, a modest centre console armrest container, two cupholders, and doorbin storage large enough for a small water bottle.

 

The front seats are supportive, comfortable, and well-bolstered, perfect for a car of this type. One might notice the lack of ventilation and electric adjustability, but we’ll excuse it, as its cheaper main rivals – such as the Toyota GR86, Subaru BRZ, and Mazda MX-5 – are not equipped with either feature.

 

Forward visibility is good, so is visibility directly out of the rear window, however visibility over your shoulder is a little limited on account of the Prelude’s thick B-pillars and small rear side windows.

 

The Prelude is able to deliver on the “everyday sports car” brief, with surprising levels of practicality to boot.

 

Speaking of the boot, look at the Prelude from the rear and one might think its load area hatch is nothing more than a small flap. However, the entire back window lifts up when the boot is opened, revealing a fairly wide, easily accessible load area, especially with the rear seats folded down.

 

The rear seats themselves will likely be suitable only for small children, or very, very short trips for adults. Headroom in the second row for adults is virtually non-existent, but thankfully there’s enough space for your feet underneath the seat in front and the backs of those seats have enough give to accommodate your knees.

 

Unsurprisingly, the driving experience of the Prelude takes centre stage.

 

We drove the 2026 Honda Prelude out from Adelaide’s city centre into the twisting roads just outside of South Australia’s capital.

 

Around town, with the drive mode set to ‘Comfort’, the Prelude’s ride is soft but not underdamped. Allow the adaptive cruise control to do most of the heavy lifting in traffic and it works as expected. Lane centring interventions are also light yet appropriate.

 

The Prelude does seem to suffer from a bit of tyre noise, even at relatively low speeds, detracting from an otherwise refined daily driving experience.

 

When the going gets twisty and the GT or Sport modes are engaged, the Prelude really comes into its stride.

 

The steering is precise and direct, and coupled with a sharp front end and an abundance of grip, the Prelude feels agile and confidence inspiring. It takes a lot to unsettle it, and it makes attacking a winding road easy at whatever speed you feel comfortable with.

 

However, we found the steering slightly lacking in road texture feedback. More information about the road surface coupled with its impressive precision would allow for a more engaging experience.

 

While both the front-wheel drive hybrid powertrain’s origins and outputs are humble, we never found ourselves wanting more.

 

Its responsiveness and ample potency paired with a highly capable chassis allows the Prelude to deliver usable performance in the real world. On the right road, it’s enjoyable without its driver finding themselves on the wrong side of the law.

 

Our rather spirited drive from Adelaide’s city centre and through the twisting backroads of the hills yielded a fuel number of 8.0 litres per 100km, although it remains to be seen what kind of efficiency can be recorded in more realistic daily driving.

 

As previously mentioned, the Prelude’s paddle shifters can be used either to adjust regen’ settings or to interact with the S+ Shift mode, the latter activated by the press of a button on the centre console.

 

There are seven levels of regen’ to choose from, with short pulls of the paddles temporarily increasing or decreasing the regen’ while pulling and holding the paddle will allow the driver to select a fixed regen’ level of their choosing.

 

The S+ Shift mode – while seeming conceptually gimmicky before you’ve experienced it – replicates the shifting experience of  an eight-speed transmission with uncanny levels of accuracy and is quite enjoyable to use. In fact, we often found ourselves forgetting momentarily that it wasn’t actually real.

 

Ultimately, the sixth generation Prelude lives up to the innovative reputation of its predecessors. However, this isn’t necessarily just due to the S+ Shift mode despite Honda praising it as its headline feature.

 

Honda has brought an attractive, surprisingly practical, enjoyable-to-drive hybrid offering to a segment in which a HEV wasn’t previously offered.

 

It leverages its Type-R derived chassis to deliver and experience more exciting than its pedestrian-sourced powertrain might suggest on paper, all while still being usable on a daily basis.

 

We believe that the new Honda Prelude is a worthy successor to its predecessor and that, given the chance, enthusiasts will appreciate what it has to offer.

 

Overview

 

HONDA Australia has introduced its updated CR-V mid-sized SUV into the local market this week, the range broadened to offer more hybrid variants and a lower entry price, the refreshed line-up now priced from $44,900 driveaway.

 

Front- and all-wheel drive drivelines are available alongside five- and seven-seat passenger configurations, the updated CR-V range centred around a diversified e:HEV (petrol-electric hybrid) offering that sees more variants available with the dual electric motor / 2.0-litre four-cylinder petrol powerplant.

 

Honda claims the e:HEV arrangement can offer over 1000km driving range on the combined cycle, the system meeting what it says is growing demand for a technology that requires no behavioural change from its customers.

 

e:HEV CR-V variants output 135kW/335Nm via a continuously variable transmission while petrol variants develop 140kW/240Nm courtesy of a turbocharged 1.5-litre four-cylinder petrol, again transmitting drive via a CVT and with the choice of front- or all-wheel drive.

 

Honda lists combined cycle fuel consumption at 5.5 litres per 100km for the e:HEV and 7.1L/100km for the petrol. All-wheel drive configurations add 0.2L/100km in both instances.

 

Petrol power remains the most cost-effective entry into the CR-V range with the five-seat VTi-X grade available from $44,900 d/a. The cheapest hybrid option is the five-seat e:HEV X from $49,900 d/a.

 

One additional petrol-powered grade is available, with the seven-seat VTi-L7 priced from $54,900 d/a.

 

Otherwise, it’s a hybrid run to the top of the range with the five-seat e:HEV L from $53,900 d/a, the five-seat e:HEV LX AWD from $58,900 d/a, and the flagship five-seat e:HEV RS, now with all-wheel drive, from $64,400 d/a.

 

Elsewhere, changes to the 2026 Honda CR-V include the adoption of Google built-in and Honda Connect technologies, a 360-degree camera system, head-up display, a heated steering wheel, ventilated front seats, heated rear seats, LED cornering lights, LED ambient cabin lighting, and DAB+ digital radio reception – though most are reserved for higher grade variants.

 

The Honda CR-V wears a four-star ANCAP safety rating despite the inclusion of extensive active and passive safety technologies (dubbed Honda Sensing).

 

It is important to note that the lower ANCAP rating stems from a lower Safety Assist score (68 per cent) and lower Vulnerable Road User Protection score (76 per cent) and not its Adult Occupant Protection score (88 per cent) or Child Occupant Protection score (also 88 per cent).

 

As standard, the CR-V is equipped with 11 airbags, adaptive cruise control with low-speed follow and traffic jam assist, autonomous emergency braking, auto high beam, blind-spot monitoring, lane departure warning, lane keeping assistance, rear cross-traffic alert, and traffic sign recognition to name but a few.

 

As well as offering a national driveaway price on its model range, Honda continues to back its vehicles with a five-year/unlimited-kilometre warranty, five years’ roadside assistance, and five years’ capped-price servicing (at $199 per service).

 

Scheduled maintenance increments are set at 12 months or 10,000km (whichever comes first), 5000km lower than most segment entrants.

 

Driving Impressions

 

The updated CR-V range is almost impossible to distinguish from its predecessor. For most buyers, that’s neither here nor there, the increase in value and equipment a more compelling reason to buy Honda’s mid-sized SUV than made-over looks or flashy new alloys.

 

Still, a little more differentiation might have been nice…

 

What hasn’t changed – we say breathing a sigh of relief – is the experience the CR-V delivers inside the cab, and most importantly, from behind the ‘wheel.

 

The Honda CR-V remains an absolute pleasure to get in and drive.

 

The hybrid’s shift between petrol and electric drive is almost imperceptible, and at the same time very intelligent.

 

Not once did we find ourselves pushing the throttle to “wake the system up”, the e:HEV driveline almost pre-emptive of corners and changes in topography, choosing the right drive source and the right gear ratio for the job.

 

As well as being smooth, the driveline is also surprisingly peppy. Honda quotes 135kW/335Nm from its petrol-electric hybrid offering, a number that feels pessimistic, given the enthusiasm with which the e:HEV offerings accelerate.

 

The petrol range is less energetic, but still remarkably well-polished. There’s no flaring on upshifts or awkward CVT ‘clunk’ when coming to rest, the system simply delivering predictable and acceptable performance regardless of the driving environment.

 

That ability to feel at home whether dawdling around town or weaving down a country back road also applies to the CR-V’s ride/handling blend. The vehicle feels planted over a range of surfaces and remains controlled over upsets, recovering quickly when challenged.

 

Honda’s variable speed electrically assisted steering arrangement is well weighted, but arguably not as feelsome as it could be. Still, this is a family hauler, and the compromise is one that pays off in close confines, helping to make the CR-V an obliging partner in daily duties.

 

The cabin is well-laid out with sensible ergonomics and supportive seating. Oddment storage, device charging, cup-holders and so forth are well placed and sufficient in number, without being overdone.

 

Our only caveat to the “sensible” part of the CR-V’s cabin layout equation is the shift-by-wire selector that arguably takes up just as much room as a traditional lever, while at the same time being quite unintuitive to use.

 

We found the ratio of space between the front seat, back seat, and cargo area is close to ideal, though seven-seat variants are best thought of as a 5+2 solution suited to smaller children and/or temporary use.

 

While the CR-V lacks a spare wheel, it features just about everything else Australian family buyers expect. The driver assistance technologies are well-calibrated and simple to use, the switchgear and touchscreen menus are straightforward, and the instrument panel is both slick and concise, making it very easy to read while on-the-go.

 

Our launch drive was more challenging than the average day-in-the-life of a CR-V, meaning our fuel consumption returns might be higher than should be reasonably expected. Still, with numbers around the 6.3L/100km mark in the e:HEV and 8.1L/100km in the petrol, it is safe to say the quoted economy numbers are not too far from reality.

 

In our view, the Honda CR-V stands tall as a sensible, almost-premium offering in a very crowded segment. It offers most of what Aussie buyers expect, without resorting to novelty and needless tricks. The pricing is fair, the aftersales bundle straightforward, and the car itself an attractive and pleasurable one to live with.

 

Perhaps Honda didn’t need to make it look any newer after all.

 

Overview

 

HONDA’s tweaked Civic Type R arrived last year with a touch more of everything… and a big price hike of about $5000 to $79,000 driveaway.

 

The latest incarnation of the front-wheel drive FL5-series Civic Type R now lists within shouting distance of cars like BMW’s M125i xDrive (from $84,700) and the Mercedes-AMG A 35 AMG 4Matic (from $87,900) all-wheel drives.

 

Beneath those are the lower-priced all-wheel drive Toyota Corolla GR (from $67,990) and Volkswagen Golf R (from $71,990) or perhaps the Hyundai i30 N (from $52,000) and Volkswagen Golf GTI (from $59,890) front-wheel drives.

 

Heck, you can even get into a base Subaru WRX for under $50K.

 

In the face of these tempters, does the low-slung, angry looking Honda have enough guile to carry it off and justify the extra dosh?

 

After a week punting the startling Racing Blue test car the answer is “yes” as the fun factor involved here can’t be ignored despite the questionable affordability factor.

 

The Type R is possibly the quickest front-wheel drive sporty hatch on the planet, exemplified in its ownership of the FWD lap record at the fearsome 21km Nürburgring race track in Germany.

 

Added to this is the Honda’s reliability record that is second to none among those who know in the motorsport fraternity. They (Type Rs) simply don’t break unless you do something really stupid.

 

The freshened model is available in a standout Racing Blue colour that joins carryover colours including Championship White, Crystal Black and Sonic Grey. Red seems to have disappeared.

 

Power from the turbocharged K20C-series VTEC 2.0-litre petrol engine is up to a handy 235kW at 6500rpm and 420Nm (+7kW/20Nm) from 2600-4000rpm making the latest model the most powerful yet.

 

As usual, drive is to the front wheels via a six-speed manual transmission after passing through a lighter (by 18 per cent) flywheel and revised rev-matching system that is said to ensure “hyper precise” shifting.

 

Subtle changes to the engine focused on a higher flow exhaust, a plastic turbo inlet baffle and enhanced longevity (component strength).

 

The model also benefits from increased rear body strength for improved handling, changes to front suspension camber rigidity and a stronger steering column torsion bar to reduce deflections.

 

Honda says it has retuned the Civic Type R’s dual-axis strut front and multilink rear suspension to improve straight-line stability and steering feel. 

 

The 1380kg Type R rides on 19-inch matte black alloy wheels shod with 265/30 profile Michelin Pilot Sport 4S tyres.

 

Weight is shaved via wider use of aluminium body parts including the bonnet, but the brakes remain as before – high-performance Brembos with 350mm two-piece front discs.

 

Standard equipment is generous, and includes individual drive modes, an active exhaust valve, 10.2-inch digital driver display, a 9.0-inch infotainment array with wireless Apple CarPlay, wireless phone charger, Honda LogR telemetry system, sat nav, folding door mirrors, and ambient door and footwell lighting.

 

Safety kit includes the usual ADAS array and a full complement of airbags.

 

The cockpit features the requisite Type R’s red seats, carpet and trim, a redesigned aluminium shift knob, and a build plate on the dash.

 

Our test vehicle was fitted with the optional carbon-fibre rear wing at $5300 extra.

 

All-new Honda vehicles are backed by a five-year/unlimited-kilometre warranty with included roadside assistance and capped-price schedule servicing.

 

Driving Impressions

 

We are familiar with the FL5-series Civic Type R as it’s a tough customer when encountered at the track providing plenty of straight line poke, fade free brakes, precise steering, and high cornering speeds.

 

Often, we’ve found ourselves looking straight up the three exhaust pipes unable to make an impression on the distance between us and the Civic Type R – dropping back even.

 

Prowess at the track doesn’t necessarily make a great road car as the two environments are pretty much diametrically opposed but, in this case, we are happy to report the Type R makes a good fist of both with a few compromises biased more towards the motorsport side of the ledger.

 

They are the firm ride and the small, heavily bolstered front seats both of which are great for cutting hot laps but pall in the daily drudge.

 

The beast likes a drink, too (98RON PULP is mandatory), but cranking out this amount of power from just 2.0-litres must exact a toll.

 

During the week of our test drive which coincided with a spike in fuel prices from the Middle East conflict, we saw an average of 12.1 litres per 100km which is somewhat excessive.

 

Driven really carefully you might see it into the 10s or less but that questions why you’d buy the Civic Type R in the first place.

 

It’s not built as an economical urban runabout, it’s a hot hatch with the emphasis on “hot” exemplified in rapid 0-100km/h times, flat cornering at ridiculous speeds, direct steering, unfadable brakes and super grippy tyres – all to the accompaniment of a turbo four symphony trumpeting out the back.

 

Yes, it’s quick; tempered a tad by front-wheel drive traction limitations moderated in this case by electronic interventions.

 

Once it’s off the mark, the Civic Type R blitzes forward with brutal acceleration across a wide rev range extending to about 7000rpm all exquisitely accessed by the car’s rifle bolt, close ratio six-speed manual transmission – the only transmission available.

 

It’s a case of snick, snick, snick as you rip up the tarmac through the Type R’s sticky Michelin rubber. Flicking back for corners is facilitated by the handy rev matching function that blips the throttle to synchronise wheel speed with gearbox revolutions.

 

The idea is to prevent compression lock-up coming in hot… and it works a treat.

 

Same thing for driving around town as the rev match function not only makes you feel like a proper racer, it smooths the transition between gear changes.

 

Engine performance is never lacking as long as you are in the right gear although plenty of torque is available low down if you go one too high or feel lazy. 

 

We like the fact that its manual only as the Civic Type R is built for people who love driving and want maximum control over the vehicle instead of letting it look after the more difficult bits.

 

It is the kind of car that makes you actively seek out winding roads to enjoy its razor-sharp reflexes and that raunchy exhaust note (no bangs on the overrun though).

 

The tight cabin envelops its four occupants in close fitting seats and firm squabs. The driver’s cockpit is built for speed offering up a chunky multi-function wheel, sporty driving position, well-spaced pedals and easy to read information via a liveable HMI on the centre touchscreen.

 

Some critical switchgear can be used without looking.

 

The low ride height can be an issue parking, and the pronounced seat bolsters can give you a touch-up exiting the car.

 

Living with it on a day-to-day basis is not a problem apart from the above as the five-door Civic Type R is almost as practical as it is fast. There’s plenty of luggage space down the back and it’s happy to tootle around the ‘burbs’ in a relaxed manner.

 

It’s jiggly on the softest setting which might be a deal breaker for some but if you’re after a shopping trolley, buy one. And there is a chunk of road noise to live with on the open road.

 

Among pretty much everything else, we love the “in ya face” looks, the striking new blue, the big red four piston brake callipers how it drives and the triple exhaust outlets.

 

On reflection, the name says it all, “Honda Civic Type Aaaahhh”. No pesky plug-in electrification, no weighty electric motors or battery, no over-the-top driver assist tech, no artificial exhaust note, and no slurring CVT transmission.

 

It’s one of a few cars left for the driving purist, and we’d own one in a heartbeat.