In August, I waxed rhapsodic about the Acura Integra Type S, a sport sedan for grownups who might be put off by its little brother, the raucous and semi-flashy Honda Civic Type R hatchback. So here it is, the Type R. I must immediately point out that, at least in Championship White (instead of, say, Halloween orange) and with newly subdued bodywork, the only thing flashy about it is the enormous basket-handle spoiler on the trunk lid. As to the raucous part . . . well, that’s up to the driver.

Stand on the gas and as the Type R’s 315-horsepower turbo Four spools up, the exhaust blare from the three trumpets poking out under the back bumper can indeed make a “disturbingly harsh and loud noise” (the Oxford Dictionary’s definition of raucous). But if drivers temper their fervor, the Type R tempers its response—this is, after all, a Honda Civic. As in civil, or polite.

My wife, the blind lady, raised her eyebrows when I expressed enthusiasm for this car. “You’re excited about a Honda Civic?” (She can’t see the spoiler, the fat tires, the red brakes, the aggressive stance.) In a word, yep. After all, the everyday Civic is no less than a compact version of the Honda Accord, which has been a star in the awesome-but-understated-sedan class for decades; and the Type R shows us what a bunch of speed junkies with access to a world-class parts bin can do with a Civic.

For nearly 30 years, Honda has reserved the Type R badge for its most intense cars, from the Acura NSX to this potent Civic. Although the exotic mid-engine NSX was ranked a supercar in 1992, its 270 horsepower falls far short of the output of this not-so-humble present-day Civic. In fact, this sixth-generation CTR is the most powerful production vehicle ever sold in the US under a Honda badge.

This Type R comes with a 6-speed manual gearbox, a clutch pedal and a limited-slip differential. Compared to the previous, 5th-gen Type R, which appeared in 2015, the 2023 model has a lighter flywheel and faster rev-matching, to reduce inertia and speed up gear changes.

Honda has also been able to stiffen the chassis slightly while refining the suspension and its adaptive dampers further yet. The wheelbase has been stretched by 1.4 inches and the track by one inch at the front and three-quarters of an inch at the rear, for stability, and the new wheels are 20 millimeters wider, for better grip. Air flow around and through the car has been improved too, for better brake cooling on track days and better aerodynamics overall.

The Type R now offers four drive modes: Comfort, Sport, +R, and a new Individual mode, which lets the driver customize engine response and sound, steering assist, suspension damping, rev-matching and the electronic gauge cluster.

Even in tight corners under full throttle, torque steer is about non-existent. This is a feat of engineering on par with making a Porsche 911 handle despite its engine hung out behind the rear wheels. As proof of concept, the new Civic Type R holds the Nürburgring lap record for front-wheel-drive cars.

(Watch it here. The very busy driver does it in just under 7:45 and hits 160 miles per hour—note the LogR Performance app on the computer screen. On a very long straightaway and with no headwinds, the CTR should top out close to 185 MPH. At such speeds, the enormous rear spoiler becomes a crucial aerodynamic element.)

Nearly all CTRs, however, will rack up nearly all their miles on public roads, which means speed limits, traffic, nervous passengers, potholes and bad weather. This is where the practical, Civic side of the car shines, with plenty of easy-to-access connectivity, a premium sound system, seats and doors for four, and room for a week’s worth of groceries and then some under the rear hatch.

A basic Honda Civic LX hatchback (there’s a sedan too) starts at $24,950. From there, Civic trim levels climb through Sport and EX-L to Sport Touring and top out at $31,450. At $43,795, the Civic Type R exists on a different plane entirely, but that’s an all-in price. Our example stickers at $45,345, which includes a $455 premium for the white paint and the $1,095 destination and handling fee. As a Civic, the Type R is expensive; as a world-class sports car, the Type R is a bargain.   

Next week: Mercedes-Benz GLC300