Honda Civic Typer

THE CIVIC TYPE R FN2 LIVED IN THE SHADOW OF ITS JDM CONTEMPORARY, BUT OWNERS (AND CANNY MODDERS) KNOW BETTER

WHILE THE SPECIALIST press rounded on the FN2 Civic Type R for undermining the previous EP3 version, it was more sinned against than sinning. In GT form, it was more luxurious and practical than any other Civic Type R, but the Australian car’s rear suspension downgrade to a torsion bar rankled when the Japanese market Type R (FD2) sedans retained double wishbones. Three colors were offered locally – red, white and black – with red being the most popular ahead of black. Production ended in 2011, just before Euro 5 emissions standards arrived.

ENGINE Retained from the EP3, the FN2’s twin-camshaft 2.0-liter K20A engine with variable inlet timing is, in the words of specialists who would know, “basically bulletproof”. Make sure timing chain intervals have been adhered to, though.

Honda set the K20A’s VTEC transition (from one camshaft profile to another) lower down the rev range for the FN2 to make overtaking slightly more relaxed. Still, valve clearances need to be checked every other service. People don’t check them, and engines way out of adjustment can clatter if abused enough, specialists are likely to advise.

Oil is another key item. VTEC engines love using the black stuff, and K20As are no exception. Usefully synthetic 5W/40 every 20,000 kilometers and you should be fine. That, and spark plugs. As the cars are getting cheaper, cars are more likely to be driven by less doting owners who don’t change plugs, which really dents the performance.

Any creaks from the subframe normally come from the bolts holding it in: removing, greasing and refitting them will help to quell the racket.