3rd
2nd
The one most would choose to live with. Quick
enough, accurate and agile but no Clubsport S and
doesn’t justify the TCR badge on days like this
Four-wheel steering needs finessing and can’t
match the Honda’s integrity, but spectacularly
quick and invigorating once you’re on its level
- the heavily bolstered seats feel as
t hou g h t he y ’r e b olt e d d i r e c t l y t o t he
f loorpan. Glorious. The high scuttle
and an instinctive awareness of the
Civic’s sloping tailgate and long
wheelbase mean the thing ceases to
feel like a hot hatch and takes on the
demeanour of something altogether
more serious – and ultimately more
interesting and satisfying.
On the move, the pedals’ weight
and positioning is noticeably good,
f lattering any heel-and-toe efforts.
Steering is heavy but quick – just
2.1 turns lock to lock – and the
wheel itself modest in diameter.
The surprisingly supple suspension
is less troubled along these cloud-
scraping rural Welsh highways than
the Mégane’s, and yet clinical body
movements are no more pronounced.
The power delivery from this
unusual, oversquare 316bhp 2.0-litre
V T EC i s mor e or ga n ic , sh ap e l y a nd
characterful than anything else here,
r e l y i n g le s s on e x h au s t t u n i n g a nd
more on induction roar; the shift
action is the best of any car in recent
memory; and the brakes feel race-car
firm compared with the others, and
are easier to modulate. It goes on, but
it isn’t complicated: a sense of tight
tolerances and mechanical integrity
i s w h at w e w a nt , a nd it ’s w h at t he
Honda gives us, in spades.
It’s the economy of movement that
truly startles, though. The resistive
controls invite precision and repay
it with interest, in stark contrast to
the rabid Renault. There’s also the
fact that you can throw the Civic intocorners in a way that would amount to
a dereliction of duty in most cars, and
yet the new independent rear axle
simply lifts for a brief moment then
sets itself firm. There’s no corruption
t o y ou r l i ne , no u nple a s a nt s u r pr i s e s ,
ju s t r e s olut e c omp o s u r e w it h go o d
adjustability should you desire it.
If McLaren built a hot hatch, you’d
e x p e c t it t o fe e l s ome t h i n g l i k e t h i s.
And the Golf? Supreme in the wet,
with a silken engine, and easily the
most versatile car of the three, but it
never has you laughing out loud or
leaves you wide-eyed in awe of its
cornering abilities. It’s a bit too polite
for this company, in truth, although
maybe that will see it top many
people’s shopping lists. But make
no mistake: it’s still the Civic Type R
y ou shou ld s av e up for, s o w e l l done
Honda. And good call, Twitter. L
GOLF GTI TCR vs RIVALS COMPARISON
24 APRIL 2 019 AUTOCAR.CO.UK 49
RATING
Price
Engine
Power
Torque
Gearbox
Kerb weight
0-62mph
Top speed
Economy
CO 2 , tax band
Volkswagen Golf
GTI TCR
Renault Mégane RS
300 Trophy
Honda Civic Type R GT
AAAAC
£31,835
4 cyls, 1798cc, turbo, petrol
296bhp at 6000rpm
295lb ft at 3200rpm
6-spd manual
1419kg
5.7sec
162mph
34.5mpg
WLTP figures tbc
AAAAB
£33,525
4 cyls, 1996cc, turbo, petrol
316bhp at 6500rpm
295lb ft at 2500-4500rpm
6-spd manual
1380kg
5.8sec
169mph
33.2mpg
WLTP figures tbc
AAAAC
£34,650
4 cyls, 1984cc, turbo, petrol
286bhp at 5400-6400rpm
280lb ft at 1950-5300rpm
7-spd dual-clutch automatic
1410kg
5.6sec
155mph (governed)
36.7mpg
175g/km, 37%
RENAULT SPORT MEGANE
The previous-gen Trophy R is
the most prized example of a
hot Renault, but it’s rare and
expensive. The standard item is
discerning enough, particularlywith the Cup chassis that gets
you firmer suspension and a
mechanical limited-slip diff. Early
2010 cars start from £8000, while
late-2016 versions can be bought
for around £16,000.
HONDA CIVIC TYPE R
The ninth-generation Type R
of 2015-17 had a long gestation
and a relatively short life but
still managed to snatch the
Nürburgring’s lap record for
front-drive cars from the Trophy R.Power output is almost the same
as the current Type R, too,
so performance won’t be a
problem. Expect to pay around
£19k for a decent one.
VW GOLF GTI MK6
It might be a decade old now, but
the Mk6 Golf GTI is still one of the
most well-rounded hot hatches
around. The standard 207bhp GTI
p r ov i d e d m o r e th a n e n o u g h fu n
for most, but thrill-seekers could
seek out the limited-run ‘Edition
35’ with 232bhp. Prices start at
a bargain-basement £5k for thecooking GTI, while the Edition 35
will set you back nearer £15k.
GOLDEN OLDIES