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With all of the vehicles on the road, in America so many have waited so long for the CTR (Civic Type R) to come to the shores. Our video should explain some of the good and bad of the vehicle but here is some of the technical specs and information.
Horsepower (SAE net)
306 @ 6,500 rpm
Torque (lb.-ft. @ rpm SAE net)
295 @ 2,500-4,500 rpm
Front Wheel Drive
6-Speed Manual with
Adjustable Automatic Rev Matching
EPA Fuel Economy Ratings1 (city / highway / combined)
22 / 28 / 25
Dual Axis Strut with Anti-Roll Bar and Adaptive Dampers
Mutli-Link with Anti-Roll Bar Adaptive Dampers
Dual-Pinion Variable-Ratio Electric Power-Assisted Rack-and-Pinion Steering (EPS)
Power-Assisted 4-Wheel Disc with Brembo 4-Piston Front Calipers, ABS, Brake Assist and Electronic Brake Force Distribution
20 x 8.5-Inch 10-Spoke Aluminum Alloy
245/30ZR20 Continental SportContact 6 Summer Performance
Engine Architecture and Features
Turbocharged i-VTEC 2.0-Liter In-Line 4 Cylinder
Assembled in Honda’s Anna, Ohio engine plant, the Civic Type R’s DOHC 2.0-liter engine is the most powerful engine ever offered in a production Honda in America. With 33-percent greater displacement than the other turbocharged engines offered in the Civic family, the Type R powerplant is engineered to deliver an increase of 101 horsepower and 103 lb.-ft. of torque when compared to the next most powerful Civic, the Civic Si Coupe and Civic Si Sedan. With direct injection, low-inertia high-flow mono scroll turbo system with electrical waste-gate and a maximum of 23.2 psi of turbocharger boost, the Type R powerplant develops the horsepower and torque of a far larger, normally aspirated engine.
The turbocharged Type R 2.0-liter engine is designed to operate on premium unleaded fuel and is rated at 306 horsepower at 6,500 rpm and 295 lb.-ft. of torque between 2,500 and 4,500 rpm. The Civic Type R is rated by the EPA at 22/28/25 mpg1 city/highway/combined.
Cylinder Block and Crankshaft
The Civic Type R’s 2.0-liter inline 4-cylinder engine has a lightweight die-cast aluminum block with reinforced main bearing caps to minimize weight. Centrifugally cast iron cylinder sleeves provide long-lasting durability. In the interest of engine responsiveness, a specially developed, super lightweight forged-steel crankshaft is used exclusively in the Civic Type R. Each journal on the crankshaft is micropolished to reduce operating friction.
Pistons and Connecting Rods
The 2.0-liter engine’s pistons have “cavity-shaped” crowns that help maintain stable combustion and contribute to improved efficiency. The lightweight pistons have a carefully optimized skirt design to minimize reciprocating weight, which minimizes vibration and increases operating efficiency. The pistons are cooled by oil jets directed at the underside of each piston crown and feature an internal “cooling gallery” like Honda Formula 1 engines that is designed to reduce temperature in the piston ring area. Ion-plated piston rings help reduce friction for greater operating efficiency. Special super lightweight, high-strength steel connecting rods are heat-forged in one piece and then “crack separated” to create a lighter and stronger rod with an optimally fitted bearing cap.
Cylinder Head and i-VTEC® Valvetrain
The direct-injected Civic Type R 4-cylinder turbocharged engine has a lightweight pressure-cast aluminum alloy DOHC cylinder head. With exhaust ports cast directly into the cylinder head, the need for a traditional separate exhaust manifold is eliminated, reducing engine weight and simplifying the assembly. The manifold is liquid cooled to help keep heat in check.
A low-friction, silent chain drives dual overhead cams and four valves per cylinder. The cam drive is maintenance free for the life of the engine. To further reduce weight, thin-wall hollow camshafts are used.
To benefit fuel efficiency, emissions and power, the turbo engine utilizes sodium-filled exhaust valves. A hollow chamber within the valve contains sodium that is cooled by the exhaust port cooling jacket. Since the chamber is close to the valve head, the sodium helps to cool the entire valve; and since the valve is internally cooled, it doesn’t need the enriched fuel mixture that is generally used in turbo engines to help cool exhaust valves. The resultant leaner mixture reduces emissions, increases fuel efficiency and increases power.
The Civic Type R's 2.0-liter DOHC 16-valve i-VTEC® engine uses an advanced valve control system to combine high power output with high fuel efficiency and low emissions. The system combines intake and exhaust VTC (Variable Valve Timing Control), which continuously adjusts the intake and exhaust camshaft phase, with Variable Valve Timing and Lift Electronic Control (VTEC), which changes valve lift, timing and duration of the exhaust valves.
The "intelligent" portion of the system is its ability to continuously vary the timing of the intake and exhaust camshafts using variable valve timing control (VTC). This helps increase power and also provides a smoother idle (allowing idle speed to be reduced). The cam timing is varied based on input from sensors that monitor rpm, timing, throttle opening, cam position and exhaust air-fuel ratio. The result is increased fuel efficiency and lower emissions.
The cylinder head includes small M12 sparkplugs, down from the more common M14, to save space and weight. The head also includes direct-injection multi-hole fuel injectors with a small-diameter bore. Higher-pressure direct injection optimizes fuel atomization, allowing for more efficient combustion. To provide a high-tumble intake charge that further enhances combustion efficiency, both the intake port and piston crown have special designs.
Direct Injection System
The direct-injection system enables increased torque across the engine’s full operating range along with higher fuel efficiency and low emissions. Multi-hole injectors deliver fuel directly into each cylinder (not to the intake port, as in conventional port fuel injection designs), allowing for more efficient combustion. The system features a compact, high-pressure, direct-injection pump that allows both high fuel flow and pulsation suppression, while variable pressure control optimizes injector operation.
High-Flow Exhaust System
The Civic Type R features a specially designed high-flow exhaust system with a unique triple-outlet design centered in the rear of the car. The center outlet is a key factor in the sound of the exhaust note in the Type R interior, helping to enhance sound quality while minimizing unpleasant booming noise. The system is engineered to offer a stirring exhaust note under acceleration, coupled with quiet cruising at low power settings.
Low Inertia Mono Scroll Turbo System with Electric Wastegate
The turbocharged Civic Type R engine employs a small-diameter, low-mass turbine for maximum responsiveness. The mono scroll housing design helps the turbo build boost even at relatively small throttle openings and low rpm. The electrically actuated wastegate allows boost pressure to be precisely controlled. The Type R’s maximum boost pressure, at 22.8 psi, is up from the 16.5 psi found in 1.5-liter Civic turbo models and 20.3 psi in the Civic Si Coupe and Civic Si Sedan.
A large low-restriction intercooler is positioned low in the front of the car where it receives unobstructed airflow when the vehicle is in motion. Intake air travels from the air filter, to the turbo compressor, on to the intercooler, then to the engine’s intake ports. The intercooler helps reduce the temperature of air entering the engine, making it denser for greater performance. To reduce weight, the turbo system is plumbed with rigid, lightweight resin composite inlet pipes to carry intake air to and from the intercooler.
Friction Reducing Technology
The Civic Type R engine makes use of a range of friction-reducing technologies designed to improve engine efficiency:
Front and Rear Suspension
Specially equipped with an Adaptive Damper System (see below), the Civic Type R front and rear suspension systems provide exceptional handling that puts the new model at the top of its competitive segment, which includes benchmark American, European and Japanese sport-compact competitors.
In front, dual-axis struts contribute to the Type R’s highly responsive steering, while also optimizing component packaging and crash performance. In back, a multi-link system provides exacting handling characteristics, while also helping maximize second-row seating and cargo space. Firmer spring and bushing rates, additional suspension camber and front steering caster, and stiffer front and rear stabilizer bars, sharpen turn-in response while minimizing body roll during cornering. The front and rear stabilizer bars are bonded to their mounting bushings and use low-friction connecting links for smoother operation.
While the new Type R suspension clearly has a keen sporting edge, it doesn’t come at the expense of comfort. On the road, the Type R provides an accommodating cabin environment – along with the great cargo utility you would expect from its 5-door hatchback design.
Dual-Axis Strut Front Suspension
The dual-axis strut front suspension was designed especially for the Type R. It features aluminum knuckles, strut forks and lower arms, and has special geometry optimized for sport handling that includes more initial negative camber for crisper turn-in, and more caster, which adds stability. Although the front track is more than 2 inches wider than that of the Hatchback LX, a ¾-inch reduction in steering axis offset (each side) greatly reduces torque steer. The lower suspension arms are aluminum, and the Type R uses a 29.0mm tubular stabilizer bar.
The front spring rates are twice as stiff as those of the Civic Hatchback LX and the large diameter lightweight hollow stabilizer bar is 1.7-times stiffer. The specially tuned Adaptive Damper System (see below) helps the Type R excel on the street and track by allowing different, optimized damping curves that also adjust automatically to suit conditions while driving, based on steering input, lateral G and suspension stroke.
10/7/2018 08:11:17 am
Hello, this information is extremely well stated and organized, thank you very much for publishing it with a link from your videos; however I do have a question, is the block in the CTR an open or closed deck design? The recent trouble with the RS has me wary of an open deck design now unfortunately.
1/5/2021 09:44:09 pm
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