🌟 Type R is widely known, but how much do you know about Civic's early racing history? 🚗💨

 Original by Honda Journal, Japanese Car Fans Journal, 2024-03-12 14:13:06 Filed under topic #Honda Civic 🏁

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EK9 Type R is Honda's third vehicle to receive the Type R treatment. While many Honda enthusiasts are familiar with EK9’s specifications, one question may still linger: after creating a Type R variant of the flagship NSX, why was Civic chosen next, rather than another model? 🤔 Although Honda did not produce many models, there were other possibilities like Today, City, or even the larger Accord. So why specifically Civic? 🚗💨

First, there’s no official answer, so the following is purely my own speculation. Civic’s selection for Type R treatment, apart from its affordable nature, might largely be attributed to its extensive racing history. Civic has a rich motorsport heritage 🏎️ with several iconic race cars, some of which even astonished Europe—like the EG Civic battling against E30s and AMGs on the Guia Circuit. Older fans likely still recall this epic race. 🏁 Now, let’s delve into Civic’s racing history.

The first-generation Civic entered racing very early on. Though it wasn’t a factory effort, Honda’s own engineers formed the team, using race experience to inform future developments, such as the creation of Type R models. 🔧🏆

This car was equipped with a 1300cc EJ-series engine, originally rated at just 68 hp. After extensive modifications by the engineers, its output doubled to 150 hp. 💪⚙️

Besides boosting power, weight reduction was also critical. They reduced the car's weight from 680 kg down to 600 kg. 🏋️‍♂️

Civic’s racing history spans several generations, starting with the first-gen Civic. The first Civic racing team wasn’t external but rather Honda’s R&D lab engineers. In 1978, seeking a freer research environment, these engineers formed their own racing team, TEAM YAMATO. 🔧 They modified a first-gen Civic SB1 for racing, despite limited budgets and after-hours schedules. The original EJ-series engine was heavily modified, including adding four-throttle direct injection and significantly increasing the rev limit. These upgrades boosted the EJ engine from its original 68 hp @5500 rpm to an impressive 150 hp @7800 rpm. Weight reduction also occurred, from the original 680 kg to 600 kg. 🚗💨

After SB1 retired, Honda officially raced the third-gen Civic (AT), collaborating with Mugen for engine preparation. 🔥

This car, famously nicknamed "big television" 📺 due to its large rear window, dominated the JTC in 1983, winning both driver and team championships. 🥇🏆

Initially competing at Fuji Speedway, the SB1 faced rear-wheel-drive competitors like Nissan B310 Sunny and Toyota KP47 Starlets, which had aerodynamic and handling advantages. Despite this, the SB1 distinguished itself competitively from 1978 until it retired in 1984, unable to fit new Group A regulations introduced in 1985.

This Civic used the DOHC ZC engine, tuned by Mugen, boosting it from 110 hp to 225 hp, while still at 1600cc. 🛠️🔥

In 1985, following the introduction of FIA Group A rules, the series became known as the Japanese Touring Car Championship (JTC). Regulations stipulated production appearance, offering great promotional opportunities. Honda officially entered the third-gen Civic Si (AT) with a DOHC ZC engine against Toyota’s AE86, turbocharged and highly competitive. 🚗💥 Mugen significantly enhanced the ZC engine to 225 hp, driven by renowned F1 driver Satoru Nakajima. However, limited participation prevented overall championship success.

Two models raced during the EF era: the early EF3 and later EF9. EF9, the Civic SiR, featured the potent B16A engine. 🚗💨💨

In 1986, Toyota switched to the front-wheel-drive Corolla FX (AE82), again dominating until 1987. Honda adjusted their third-gen Civic, with drivers Osamu Nakako and Hideki Okada, achieving a clean sweep of all six races in 1987, winning both driver and team titles. 🎖️🏁 The third-gen Civic retired after the launch of the fourth-gen (EF) in 1987.

In the EG era, the powerful B16A engine combined with suspension and body design made the Civic nearly unbeatable in its class. 🚗🔥

In 1988, Honda began racing the fourth-gen Civic EF3, initially with the ZC engine. In 1990, they upgraded to the EF9 Civic SiR, equipped with a DOHC VTEC B16A engine, competing against Toyota's AE92 and AE101. 🏎️💨 While Honda did not dominate like in 1987, they still secured the manufacturer's title.

With Mugen enhancements, the B16A engine exceeded 230 hp, combined with double wishbone suspension, making it virtually peerless, even against larger displacement cars. 🔥🏅

Mid-1992 saw the debut of the fifth-gen Civic (EG), marking a peak in Civic’s racing history. The EG6 SiR, powered by an upgraded B16A engine exceeding 230 hp, dominated competition. 🥇💨 Its only real challengers were other EG-based vehicles (EG6, EG9).

With rule changes, EG6 no longer met regulations, leaving only the EG9 competing.

EG9 competed impressively against larger 2000cc-class rivals. 💪🏁

In 1994, JTC became JTCC, introducing rules restricting entry to four-door sedans. Thus, the three-door EG6 stepped aside for the four-door Civic Ferio (EG9). Though still powered by the B16A engine, EG9 competed in the 2000cc category due to its outstanding performance. Despite the unfair classification, Honda learned from this and subsequently switched to the CD6 Accord.

Gathers EK9 did not compete in JTCC but participated in Japan’s other racing events. 🚗💨

Though the EG9 continued, regulation changes forced EG6 out, leaving EG9 to carry the Civic banner.

From first-gen beginnings to EG9, Civic's early racing journey illustrates its growth into a formidable competitor. 🏎️🔥 Given this racing heritage, the Civic’s selection as Honda's second Type R model becomes clear.