Honda Civic Type R vs MINI Cooper S, Ford Focus ST and Renaultsport Megane 2007 group test review
We find out if the all-new Honda Civic Type R has what it takes to beat the very best in the hot hatch market
This is it. After more than a year of build-up, the all-new Honda Civic Type R has finally touched down. No more teasing pictures or technical hints, not even a foreign first drive – instead, our first taste of the Type R is a full group test on UK roads.
Over 35,000 examples of the previous-generation Type R were sold here – more than the rest of Europe combined, and far beyond what bosses expected. The UK market is so important to Honda that we’ve got the new car before any other country in Europe.
Order books are open and prices start at £17,600. The Civic has a normally aspirated 198bhp engine and, as with every other class competitor, channels its power through the front wheels via a six-speed manual gearbox.
Deliveries begin on 1 March – but should you join the queue? To find out, we have lined up an eight-car group test, with the new Civic, built in Swindon, Wiltshire, going up against all of the leading hot hatches currently on sale.
However, in order to cover the top contenders in more detail, we have had to whittle our shortlist down to a four-car final reckoning. So, some very talented metal has fallen at the first hurdle in our efforts to ensure the Honda faced the best possible mix of rivals.
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Cash £10,995Those that did get through the first round of judging are the new Renaultsport Mégane R230, with its limited slip differential, the MINI Cooper S (our reigning champ) and Ford’s Focus ST. The fact that the ST is the oldest car here, and only recently celebrated its first birthday, shows just how quickly this class is developing.
Verdict
Honda has fulfilled its promises. The Civic Type R is more easy-going than its predecessor, yet retains its sizzling driving experience. In fact, the newcomer is better to drive not only than the outgoing machine, but also than every other car here – it wins this test by some distance.
The genius of the Honda is that everything on it has been honed until it worked in perfect harmony. No single aspect of the hatch, from the engine to the suspension, dominates the others. Plus, the pricing is competitive.
Our runner-up is the MINI Cooper S. Its zest for life is backed up by a superb turbo engine and truly talented chassis. Sneaking into third spot is the Focus ST which, despite a laid-back approach, remains highly rewarding.
That leaves the revitalised Mégane R230 in fourth. It’s good in isolation, but couldn’t match what we predict may well be the best car of its generation.
Honda Civic Type R GT
Does Honda’s latest hot hatch have the thrills to match its wild looks?
Rawfined. It’s Honda’s latest buzzword, and apparently summarises the new Type R. OK, so it’s mostly marketing claptrap, but break it down and it does make some sense. The flagship needs to retain the uncompromising character which made its predecessor such a hit, but with added comfort and refinement. That’s a tall order – although if any manufacturer can pull it off, it’s Honda.
Mind you, the styling doesn’t suggest bosses were on a quest to find the middle ground. Sharp sills and striking spoilers beef up the visuals, blending perfectly with the three-door hatch’s dramatic lines. In fact, so well integrated are the alterations that it’s almost as though the eighth-generation Civic was designed as a Type R, and then toned down for the ordinary versions.
It’s a world away from its predecessor, which looked like a racing bread van. What’s even cleverer is that this version, with its cab-forward stance and compact dimensions, has the larger interior. Whether you’re lugging people or possessions, none of its rivals here compares.
And only the MINI comes close to matching the Civic’s sense of occasion in the front. Much of the clear and simple layout is carried over from the standard hatch, but the wraparound dashboard, metal pedals and gearknob, red stitching and central rev counter mean the Type R isn’t only interesting inside, but focused and sporting, too.
We do have criticisms, though. The doors are tinny, the dark red trim is questionable, the otherwise superb seats can prove numbing within a couple of hours and the stereo could sound richer.
But who cares when you’ve got this engine to listen to? The sound is pure touring car howl – hard-edged and intoxicating. As before, there’s the familiar VTEC step in the power delivery, but Honda’s engineers have worked hard to make the highly tuned 2.0-litre four-cylinder more usable.
True, you need to keep the engine spinning in the 5,400-8,000rpm band to get the best from it, but although the torque output is weak (193Nm at 5,600rpm), 90 per cent of that is available at 2,500rpm, so the mid-range is meaty.
This means the Type R is far more tractable than before, so there’s no need for frantic gearshifts. But while the 2.0-litre’s characteristics have changed markedly, the power outputs haven’t, and we can’t help being slightly disappointed that the Honda has ‘only’ 198bhp.
The lightweight hatch uses it well, though, trading acceleration times with the MINI. But more importantly, the Civic feels fast due to the stunning throttle response, snappy shift and short gearing. These factors should also make it a tiring car to drive, but although it pulls 3,400rpm at 70mph, the smooth engine doesn’t drone when cruising.
Admittedly, the unyielding ride means you can never forget what type of car you’re in, but while the tuned suspension is very firm, it’s brilliant at taking the edge off sharp bumps. There are no sudden jolts and the super-stiff frame not only ensures taut handling, but helps keep noise at bay. The Honda’s 72dB meter reading at 70mph was the same as in both the Mégane and Focus.
Details
Price: £18,600
Model tested: Honda Civic Type R GT
Chart position: 1
WHY: Its hard-edged predecessor had a cult following; the new car needs to be easier to live with.
Economy
The high-revving, low-geared i-VTEC doesn’t aid fuel economy, but our 25.8mpg overall figure was better than we expected. It also topped 32mpg on two motorway tankfuls.
Residuals
Demand is likely to outstrip supply initially, and while the Type R is not officially on sale until March, early indications suggest a superb retained value of around 50 per cent.
Tax
The Type R’s fresh 2.0-litre engine is a belter, yet only the five-cylinder ST has a dirtier output than its 215g/km figure. Mind you, an annual tax liability of £1,228 isn’t too excessive.
Insurance
Insurance costs may have killed off the last hot hatch boom, but now premiums are more manageable. The Type R sits in group 17, and its £565 quote is close to its rivals’.
MINI COOPER S
Is the MINI a victim of its own success? Ask most drivers to choose the most hardcore hot hatch in this line-up, and the Cooper S would be the last car they would point at. Cute retro bodywork, a trendy urban image and perky all-round appeal mean it has become a massive worldwide sales smash, so people tend to overlook the fact that it’s also one of the most gifted drivers’ cars in its class.
Telling old from new is tricky, however. While every body panel has changed, the noticeably higher bonnet is the only major alteration. If you want your MINI to look sporting, though, you must specify the £1,875 Chili pack. Normally, we urge buyers to steer clear of bigger wheels, as the ride deteriorates and the extra grip can upset the hatch’s balance.
But the 17-inch alloys, lowered suspension and bi-xenon headlamps add such a sense of purpose, we think they’re essential.
As with all MINIs, the vast range of options and colours means your car can fit any profile – from sophisticated city slicker to laid-back luxury hatch. The cabin is equally individual, not least because it’s so small. Although the rear chairs have Isofix mountings, even child seats will struggle to fit, and you can forget slotting a buggy in the boot.
From a driver’s perspective, it’s much more of a success. The MINI has such a unique ambience: the upright windscreen and A-pillars are a long way forward, you sit surprisingly low and we love the whole design strategy – the toggle switches, giant speedometer and round key are great.
But this individuality can’t disguise the faults. Our test model had more than £4,000 of options fitted, yet was still sparsely equipped inside, the air-con controls are cheap and nasty and the CD player sticks out obtrusively. The centre console isn’t particularly attractive.
The little 1.6-litre engine looks pretty plain, too. But aside from the fact the 175bhp unit appears weak on paper and doesn’t sound as intoxicating as the Type R’s motor, it’s arguably the most impressive performer here. The turbocharger spools up almost instantly, and with 260Nm of torque to shift only 1,205kg, we weren’t at all surprised that, at the track, the MINI proved every bit as fast as the Civic flat-out, and knocked it for six in our in-gear tests.
With pulling power peaking at only 1,700rpm, the Cooper S is never caught out on the road – not even the Focus responds as quickly and eagerly when an overtaking opportunity presents itself. What’s more, none of its rivals can touch the British baby around town. Compact, nippy, responsive, easy to see out of and with a tight turning circle, it ran rings round the opposition.
This ability to engage the driver in all situations is the MINI’s key strength. The Cooper S wears its heart on its sleeve, so even though its chassis isn’t as pure and sharp as the Civic’s, the car is just as much fun over fast cross-country roads. It does have a habit of spinning an inside wheel through slow corners, but you can specify an optional limited slip differential.
That’s likely to make the Oxford-built hot hatch even busier on the road, and further reduce its comfort and refinement. Yet while the small supermini frame does hamper its cruising ability at speed, noise levels are only marginally higher and the ride is undoubtedly better damped than on the previous machine.
But MINI hasn’t improved its pricing policy. A standard Cooper S still has a miserly kit tally.
Details
Price: £15,995
Model tested: MINI Cooper S
Chart position: 2
WHY: The second-generation MINI proves that the best things come in small packages.
Economy
If economy is a priority, buy the MINI. Light, clean and torquey, the Cooper S has no trouble returning well over 30mpg, and rarely dipped under 25mpg even when driven hard.
Residuals
Thanks to its desirable image and features like the tlc servicing package, the MINI is one of the most sought after used cars around. A 49.1 per cent residual is the best on test.
Tax
Pick the MINI for a truly affordable company hot hatch. With the cleanest engine (164g/km) and lowest price, its tax bills are about half as much as any rival’s.
Insurance
You'd be forgiven for expecting the group 15 MINI to be cheap to insure. But premiums are only £29 less than the Renault’s. The new clamshell nose hasn’t cut repair costs much.
Ford Focus ST-2
The MINI may have captured our hearts when we tested it back in Issue 935, but our verdict was conclusive – if you wanted more practicality and maturity, the Focus ST couldn’t be beaten. Nothing has changed since last November.
TeamRS, Ford’s UK-based racing and performance arm, can be proud of its achievements. And considering how plain the standard car is, the outfit is also to be congratulated for making the hot version look suitably purposeful – even the five-door tested here. Intended to echo the Focus WRC car, it has added visual weight low-down to give a ground-hugging stance.
The extra doors undoubtedly make it a practical choice, too. The large front seats don’t intrude on rear legroom too much and the rear bench is well shaped. Even better are the chunky front chairs – the big Recaros lock you tightly in place. If only they could be adjusted lower.
We wish Ford’s stylists had worked a bit harder on the interior, though. There’s no denying it’s well built and ergonomically excellent, but you don’t get the impression you are driving something special. This is where the Type R and Cooper S score, providing plenty of excitement as soon as you get in. Aside from the aftermarket dash-top gauges and ST badging, the Focus is pretty tame.
This means the ST could easily end up feeling anonymous during everyday driving. But it doesn’t – and that’s down to the controls and the engine. The positive pedals, slick steering and meaty six-speed gearbox are free from slack, and respond crisply and precisely to inputs. Meanwhile, the 2.5-litre powerplant is sure to raise a smile every time. The Volvo-sourced five-cylinder has been tuned to provide a suitable soundtrack – and the result is a wonderful warble from the word go.
The turbocharged motor has a lazier engine note than the Civic – and that’s reflected in the way the power is delivered. Rather than the frenetic Type R’s peaky characteristics, the ST pulls like a train from tickover. Maximum torque (at 320Nm, the highest here) arrives at a mere 1,600rpm, so although the Ford weighs in at 1,437kg, it’s even faster in-gear than the MINI.
However, we used our long-term test car, and it proved a bit off-colour in the maximum acceleration tests. Previous STs have matched or bettered the Mégane R230’s times. But instead of being the fastest of our quartet, the Focus was the slowest on the day, taking 7.0 seconds to cover the sprint from 0-60mph. It’s due a service soon.
The car’s handling talents are undiminished, though. Ford didn’t take a half-hearted approach with the ST: compared to the standard Focus, it has an extra front cross brace, has been dropped 25mm and fitted with 30 per cent stiffer springs, plus the rear anti-roll bar is 5mm thicker.
Yet while these upgrades are comprehensive, they have done nothing to ruin the level of comfort the Ford offers. Better controlled than the Mégane and more soothing than the Civic, it flows over bumpy ground effortlessly.
At the same time, the Focus manages to provide detailed feedback through the steering wheel and chassis, so you know exactly what’s going on. It’s not as immediate and involving as the Type R – in fact, it feels woolly in comparison – but it’s never less than engaging.
The five-door ST-2 is our favourite model in the hot Focus range for its blend of equipment and versatility. And prices start at only £17,995.
Details
Price: £19,595
Model tested: Ford Focus ST-2
Chart position: 3
WHY: Our favourite full-size hot hatch. Every model in the six-strong range is a driver’s delight.
Economy
The Ford doesn’t fare so well here. Unfortunately, the ST’s charismatic five-cylinder unit likes a drink – as our overall average figure of 23.9mpg demonstrates.
Residuals
You shouldn’t be surprised that the Focus performs so well second-hand. The Ford has limited availability, which keeps used values buoyant at 47.2 per cent.
Tax
As it has the worst CO2 emissions – at 224g/km – and the highest price, it was no surprise the ST is the most costly company choice. Lower-rate drivers pay £1,336 a year.
Insurance
We were quoted £566 to cover the Focus. Although it’s cheap to fix due to its mass-market approach, our analysts say the ST’s boy-racer image makes it a larger theft risk.
Renaultsport Megane R230
Meet the 230 F1 Team R26. Now, we can understand Renault’s desire to attract as much publicity as possible from its two consecutive Formula One constructors’ and drivers’ championships, but surely it could have come up with a snappier name for the latest road car to draw inspiration from its on-track exploits?
Anyway, the arrival of this machine boosts the Renaultsport Mégane range to three models: the stripped-out 225 Cup, the standard 225 and now the R230 (to give it a more manageable title). And while it’s a special edition, there’s more to it than a gaudy paintjob and a set of decals. That’s just as well considering the original hot Mégane was a real letdown – poorly controlled, loose and vague.
The latest Renaultsport variants (fitted with a stiffer front sub-frame, among other modifications) are much better, but the engineers in the sporting department obviously believe there’s still room for improvement. The R230 has a more powerful, but cleaner engine, new chassis and suspension settings, recalibrated steering, beefier brakes and a limited slip differential. It’s a far more comprehensive revamp than VW carried out on its Golf GTI Edition 30, and is part of the reason why the R230 secured a place in our four-car final.
The Mégane has never enjoyed the same passionate following as the hot Clio, but it’s still an individual choice – not least because of its eye-catching styling. That stands out even more here thanks to the Liquid Yellow colour. Last seen on the Clio V6, it’s a £1,200 option.
The boot is modest, with a 330-litre capacity, and there’s no spare wheel; as with the Honda, you have to make do with a can of sealant. Rear legroom is at a premium, too, but there is extra stowage under the floor and in the door armrests. Of course, practicality isn’t exactly crucial in a hot hatch – but the driving environment is.
Initial impressions are good as you take in the chunky Recaro seats and metal pedals. But you soon realise that, although the special chairs are figure-hugging, they offer no height adjustment, while the pedals are flimsy underfoot and build quality is relatively poor. What’s more, the cabin isn’t as attractive or well executed as the Clio’s.
But the R230 packs more punch than its little brother. Strong winds at the test track affected all our cars, yet the Renault still dispatched 0-60mph in 6.5 seconds. Its turbo engine takes longer to get into its stride than the Ford or MINI’s, and the Mégane’s in-gear times were slower as a result. But there’s a wide powerband – and that means you don’t have to use the loose gearlever too often. The Brembo brakes disappointed, with long stopping distances and not enough bite.
Those criticisms stand out simply because the rest of the driving experience is so impressive. It’s not as edgy and aggressive as the Civic, but the Mégane flows along rough roads nearly as well as the Focus ST. And while the ride is still a bit lumpy in comparison, the stiffer suspension undoubtedly improves reactions and body control.
What has made the biggest impact on the R230, though, is the limited slip differential. Not only has this really boosted low-speed traction, but the slight torque steer gives you a better idea of what the front wheels are up to, and as a result the Renaultsport is more engaging to drive.
The R230 is generously equipped considering its £19,570 price. But with the emphasis on its sporting ability, the options list is rather sparse.
Details
Price: £19,570
Model tested: Renaultsport Mégane R230
Chart position: 4
WHY: Will it be third time lucky for the Renault? Previous fast Méganes have failed to shine.
Economy
While the R230’s turbo engine isn’t the most efficient in the class, an average return of 26.1mpg is reasonable, and the 60-litre tank means more than 340 miles per fill.
Residuals
The Renault has the weakest resale figures here. Predicted to retain a mere 41.8 per cent of its value, it would be worth £8,189 – over £1,000 less than the Focus.
Tax
It's not only more powerful than before, but the Renault’s engine is also cleaner, at 200g/km. Sitting in the 27 per cent bracket, it costs less to tax than the Civic or Focus.
Insurance
The Mégane also sits in group 17, and the Renault’s plastic front wings no doubt help to minimise repair costs. That said, the £19 advantage over the Civic is tiny.
