Honda Civic Type R Mugen

The standard Civic Type R’s talents are undisputed on a twisty road. And with its limited-slip differential, this new Mugen 200 version has even more ability. But Honda’s world-renowned engine tuner hasn’t been allowed to lay a finger on the Civic’s feisty i-VTEC engine – which means you’re effectively paying a £3,265 premium for the styling extras, diff and the exclusivity. The standard £21,105 Type R GT is as much fun – although there’s a lot of talented competition in the hot hatch market.

HONDA’S dedication to improving the Civic Type R is limitless! The firm has turned to its official tuning partner, Mugen – which means infinite in Japanese – to squeeze a little extra performance from the hot hatch. And the result is the Type R Mugen 200 Edition.

Confusingly, Honda has already released a Type R Mugen. But while that was a stripped-out, more powerful £39,000 touring car in disguise, the model you see here focuses on visual tweaks and replaces the Championship White special edition, which has now sold out.

Only 200 examples will be available, so exclusivity is guaranteed. Each gets a unique bodykit, which features
a low splitter, extended side sills and a reworked rear bumper incorporating a diffuser.

As well as Honda’s signature Championship White paint, Mugen versions boast stylish 19-inch alloy wheels, plenty of extra badges and a pair of gloss black wing mirrors.

The 198bhp 2.0-litre i-VTEC engine is untouched – the only mechanical addition is a limited-slip differential.

Aside from a plaque on the centre console, which bears the build number of each car, the interior is unchanged. That means body-hugging Alcantara seats, a round alloy gearlever
and a sports steering wheel.  

Talented

Familiar Type R flaws are carried over, too. The seats are set too high, so while forward visibility is good, tall drivers can’t see the top of the speedometer. Rear visibility is poor as the wing splits the back window in two.

Around town, the Civic is very stiff, so potholes and speed bumps need to be negotiated with care. The low-profile tyres don’t offer much shock absorption, either, sending crashes through the cabin. But despite its high-revving nature, the engine is still easy to use at low speeds.

Once you’re out on the open road, the Honda begins to reveal its talents. The i-VTEC really comes alive from 5,500rpm, and the slick, snappy gearshift helps make the most of the unit’s top-end power.

The ride is still firm, but grip is very impressive, especially when combined with the limited-slip differential, which enables you to rip through corners and change direction at speed with total confidence.