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Written by dynomite43
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Tuesday, 23 February 2010 10:30 |
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There have been some visitors coming in and spamming our forums here at civic.com. We are working very hard to implement preventative measures to make sure this is kept at a minimum. Our apologies for this, we are aware of the problem and are working on resolving this.
-Civic.com Admins |
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Written by dynomite43
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Sunday, 08 November 2009 21:10 |
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 Maybe you've heard of Mugen, the Japanese tuning outfit that specializes in making street-legal Hondas hotter when it's not building race car engines. Founded in 1973 by Hirotoshi Honda, son of Soichiro, Mugen (the name means 'infinite' or 'unlimited' in Japanese) has earned a solid reputation in its homeland. From 1991 to 2000, for example, Mugen built and prepped engines for a number of Formula One teams, including Tyrell, Prost, Ligier and Jordan. Despite such achievements, the Mugen name isn't yet as well known as, for example, Mercedes-Benz's go-fast division AMG.
With the recent confirmation that Mugen's European division, based in Northampton, England, is to build a limited run of super-quick, ultra-exclusive and hyper-expensive Civic Type Rs (with Honda's full approval), it seems that the brand is seeking a little long-overdue recognition outside Japan.
Moving into uncharted territory, Mugen was cautious. Although it had earlier sold every one of 300 Civic Type RR sedans it built for the Japanese market in a six-minute online frenzy, Mugen dipped its toe in British waters with a 'concept'. This was exhibited at shows and loaned to key media outlets over period of several months, and the reaction carefully gauged. The Mugen men must have liked what they heard and read, because the decision to build a run of "up to 20" duplicates during 2010 was announced in late October.
Based on the 2.0-liter, 198-hp Civic Type R three-door hatchback built in Honda's British factory, Mugen's engine modifications up the already impressive max power figure by 20 percent.
It's a classic tuner job; high-compression pistons, new cams, free breathing induction system, totally new stainless steel exhaust system, and a Mugen ECU that permits a 500 rpm increase over the standard Honda H20A engine's 8000-rpm ceiling.
Read more: Click here to read more.
Source: Motortrend.com |
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Written by CivicAdmin
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Wednesday, 20 May 2009 09:51 |
The FlashPro allows full user tuning and datalogging of late model performance Civics. It includes Windows based software called FlashProManager.
The FlashPro connects from your laptop's USB port to your vehicles diagnostic port to provide 90 second programming with a variety of calibrations with extensive real time and stored datalogging capabilities.
Supported vehicles
2006 + US Civic Si
2007 + European Civic Type R
2007 + Japanese Civic Type R
Price and availability
$795 in June 2009
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Written by dynomite43
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Friday, 17 April 2009 12:04 |
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Follow Civic.com on Twitter!
http://twitter.com/civicdotcom
-Civic.com |
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Written by Civic Admin
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Sunday, 15 March 2009 19:29 |
The Specs
The top Civic model is the Type-R, an explosive device that uses Honda's 2.0-liter four-cylinder twin-cam engine, with its patented i-VTEC camshaft switching device. The raw numbers are 198 hp and 142 lb-ft of torque with a top speed of 146 mph, 0 to 60 mph in 6.6 seconds and a combined fuel economy of 25.8 mpg (U.S.).
Inside, the Type-R version gets sport seats that trade comfort for increased support. There are a load of natty go-faster extras like drilled aluminum pedals, Type-R doorsill plates, a red-stitched leather steering wheel and Alcantara seat insets and a cold and clammy bare-aluminum gearshift knob. The rear-seat practicality remains, with lifting rear-seat bases for the those "Do you mind if my St. Bernard comes along too?" days. The trunk is large as well; instead of a spare you get a pump and a bottle of gloop, and there is a secret lower compartment.
The Drive
Start the engine via the ludicrously large red starter button and the mildly buzzy engine note confirms that, yes, this is indeed a performance Honda. Not that you'd notice it initially. The engine's torque might be spread further down and more evenly than in the old car, but with the scales tipping at 2793 pounds, the Type-R's engine has quite a lot to do. As a result the car feels brisk rather than fast. By the time the rev counter is indicating 5500 rpm, the engine feels asthmatic and is making a lot of noise, to no particular avail. Then something remarkable happens: inside the engine, the management computer engages a set of race-cam profiles, the exhaust adopts a spine-tingling scream and the charge starts all over again. Not that the performance is quite as ludicrous as the engine's note, but with a full 8000 rpm capability and the snappiest six-speed gearbox you'll find this side of a Hewland race-car transmission, you'll be having so much fun you'll barely notice the slight lack of urge.
Steering was the old car's bête noir; Honda has improved the new Type-R's helm immeasurably. A slight lack of feedback, yes, but positive and easy-to-judge corner entry speed. The ride, however, is simply appalling. You need to be careful you don't drive around with your tongue between your teeth in the Type-R—one big bump and you'll be lisping for the rest of your days. In fact, the ride is tiresome and after a while, painful, but it doesn't seem to affect the handling that much.
The Type-R is a very distinctive take on a performance car and unmistakably Honda. It's attractive and, for the most part, well-made, although the way the door skins flex when the electric windows close speaks of Honda cost-cutting in little areas we are not supposed to notice.
(www.popularmechanics.com) |
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