This brief tease bodes well for the $43,990 Civic Type R's capabilities, and we'll have a more complete picture in the coming weeks. Just as we were becoming one with the Type R, the radio crackled, instructing us to give it a cool-down lap before rolling back to the pits. In slower corners, trail-braking all the way to the apex gets the tail to subtly rotate and you can maintain some oversteer once you get back on the gas-no need for those silly artificial drift modes, and the tires surrender grip progressively rather than in an instant. In some of the higher-speed bends, there's an initial whisper of understeer, but it's easy to predict and manage with a minuscule lift of the throttle and a nudge of the steering wheel. If you're like us and prefer to truly do the work yourself, rev matching can be disabled in the settings menu, and the pedals are placed perfectly for precise footwork. ![]() The rev-matched downshifts eliminate the finesse of heel-toeing the pedals since you only need to slam the shifter into gear and dump the clutch. It's a strong enough wiggle to keep you on your toes, but not so much as to feel out of sorts or to get you to dial it back. We didn't feel a hint of torque steer under hard acceleration, but there is a quick shimmy under threshold braking before the ABS kicks in. The ratios are well spaced to keep the power on tap, and in +R drive mode, the instrument cluster displays an F1-style rev indicator across the top to keep you from bouncing off the limiter. The shift throws aren't as toggle-switch short as a Miata's, but the shifter is equally easy and pleasurable to row up and down through the gears. ![]() As we venture out of the pits, the clutch has an appropriate amount of effort, and the engagement is as intuitive as it gets.
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