Supposedly that's the Honda ECU being too conservative.

 

A friend of mine bought one at sticker. He had to get red, but not bad. CW versions are still $3-5k over, from what he found.

 

What's interesting is that I see a lot of people selling their Type Rs. There's about the same amount of used Type Rs for sale as there are Evos within a 50 mile radius of me.

 

I'm hoping to get in on that in the next year. Getting one at a discount = hells yes.

 

What price range do you think they'll be in?

 

I don't think these two cars (Veloster N and Civic Type R) are really competitors but here's the comparison road test by the dudes at Car & Driver:

https://www.caranddriver.com/reviews...t-hatch-battle

 

No idea, but I'd pay MSRP, so any discount is a good discount. Mileage can't be too bad after a couple of years.

Straight Pipes also reviewed the car. Good competition for the GTi, and Focus/Fiesta ST.

 

I traded my Golf R in on a leftover 2018 new 12 mile Championship White CTR a few days ago. Way less markup that way! (no ADM, but forced window tinting and CF mirror caps that I can resell) I missed having a visceral car and rowing my own gears.


Here's my 200 miles of ownership impressions:
-Car is so balanced stock, I'm not sure I want to modify it at all in concern of ruining that.
-Best FWD car I've ever driven by a mile.
-Aftermarket is sparse and unexciting at the moment. There's not a lot of headroom for gains from simple bolt on mods and tuning.
-Car is super lightweight for its large footprint. You can feel the lack of weight in every action behind the wheel. The handling in particular is fantastic. The LSD really helps put down power in corners.
-Stock wheels have a stupid 60mm offset because they have a nearly perfect scrub radius. The only downfall to that is they are ridiculously heavy at 29 lbs each, considering how light everything else is. I want to change them to something lighter, but not sure with that offset.
-I haven't revved it over 4800, but midrange passing power on the interstate is surprisingly good for only 306hp.
-The brakes are insane.
-After coming out of a VW, the radio could use some help. Too bad everything is integrated through the HU making that a nearly impossible feat.

 

...and nearly 300ftlbs @ 2500RPM. Woot.

 

MCS makes coilovers for it (in my book, the M stands for Magic)

the wheel this was the biggest thing I was wondering about in the aftermarket... Honda did a bunch of fancy engineering to be able to pull of the whole no torquesteer thing (going off reviews), but the scrub radius has to be a big portion of that... and then given the 5x120 PCD... choices are pretty limited, maybe just a few outside of made only for the CTR wheels. and most of the "made only for the CTR" wheels are in the 30-45 offset range for some reason... thats well into screw up your scrub radius range... I did find these at +50, but I don't think they'd look that good on a CTR...

https://www.evasivemotorsports.com/s...t-50-ctr-spec/

then there are places like Forgestar and BC Forged (there are others) which will make custom offset wheels for no additional cost

 

did you have an MK7 Golf R/ DSG? Wondering what made you change from the golf to the CTR and are you happy with the switch? How do they compare for you?

 

FWIW: Quaife just came out with a CTR sequential gearset that goes in the stock trans box. It uses the stock cables/linkage, etc and It's only about $7k. WTF?!

 

I did. I was a downpipe + intercooler + tune car for power mods. For handling, it was DCC, but also had Eibach springs and some front camber tops to take camber to -2-4 degrees up there. It was proper quick in a straight line and acceleration would hurt the CTR's feelings. I never drag raced it, but that upgrade path is good for 11.80s@114mph. The stereo and overall fit and finish was lots better in the Golf R than the CTR. On the bad side, Golf R felt very disconnected in comparison to the Type R. Understeer ruled the day, which is pretty much modus operandi over at VW and Audi sans R8. It was more grand tourer and warm hatch than hot hatch.

The CTR is much more sharp and its responses feel telepathically connected to the driver's wishes. Immersion is deeper having more control with a nice-feeling manual gearbox. The seats are lots better. Turn-in is insanity for a stock car. The brakes are so much stronger. In short, I drove Evos for years, and missed being behind the wheel of a machine that values handling first. I have no doubt that even with the modifications on the Golf, the CTR stock would waste it on track.

The overall good parts of the Golf R sans AWD are not far away from me, though. My wife's DD is a 2017 GTI DSG. It's in the car hospital right now from a battle with a deer last week, but we're hoping to get it back on Friday.

The one thing I'm not sure about on the CTR is modifying it. FWD and torque suck. This car stock is definitely quicker than a stock Evo, but has nowhere near the modification potential of one. The turbo is small. Tunes with bolt on mods yield 60ish whp, but well over 100 torque, which is stupid. Spinning isn't winning, and the small turbo with a tune falls over and dies at high rpm, requiring shorter shifts which hampers gearing. To add insult to injury, lots of tuned cars throw codes, and my state is pretty tough on emissions.

The car is so nice and balanced stock, and although not very fast like some of the current domestics and more expensive German cars, it's still properly quick. I think the best bet here is to leave it alone and just enjoy it as-is.

 

I used to road and drag race FWD cars. Torque steer obviously isn't desirable, but it's not that bad. Definitely not a big enough deal to keep me from buying a car. We can always man up and learn to compensate.


Now, snap overseer on a '00 Mustang GT....that is downright dangerous. LOL

that being said, wheels and tires are all I'd swap out. The CTR is good as-is, IMO.

 

are these canned tunes, same flash sent out to everyone? or is it a custom tune for each individual car? if they're doing custom tunes, you can ask the tuner to keep the stock power delivery characteristics instead of going max gain everywhere in the rev range... I mean there's a reason why all these new gen turbo cars are seeing ridiculous torque gains, manufacturer's don't max out (max out for oems that is) at every rpm... then a tuner comes in and "OMG 100 WHEEL TQ GAINZ!!!" at 3000rpm... I'd look at what the gain is throughout the last 1000rpm and ask the tuner to make the same torque gain throughout the rev range... well maybe same +10%