| A Week at the Wheel | Cambs, England | Honda Civic Type R |

The Civic's brave styling is a familiar sight on our roads, but the Type R stands out as something different again. The basic coupe-like profile of the Civic lends itself well to beefing up with body addenda and some nice larger alloys. The front and rear also appear to have been conceived to accept such treatment from day one and the result is an aggressive looking car that stays on the right side of being crass.

Suitably sporting seats, an alloy gear knob, tailored mats and a sports steering wheel lend the interior a slightly less overtly sporting style than the outside, but still differentiated from the regular three-door Civic. There are few negatives to the Type R treatment overall; only the rear visibility (which was never a strong point anyway), which is restricted further by the Type R's wing. A glance in the rear view mirror always requires a confirmatory check in the door mirrors.

The dash lights used for economy in the regular Civics are replaced with a change-up light system, complemented by a red light on the opposite side of the dials to indicate when the engine is in VTEC mode. This may be one of the more superfluous lights ever fitted to a Honda dash; it is fairly evident whether the car is in the higher valve lift VTEC mode, even in the new i-VTEC engines; the dual personality is noticeable.

These new i-VTEC engines have been tuned to smooth the transition onto the high lift camshaft, but the switch is still easy to pick up and the more manic nature of the top end of the rev range remains one of the spine tingling elements of Honda's engines. This is one of the keys to the Type R experience. Whereas many rivals offer turbocharged engines with broad and flat torque curves that deliver more effortless and flexible performance the naturally aspirated Honda still demands work and commitment.

Perhaps surprisingly, the revised two-litre four-cylinder engine boasts only a single horsepower more than the outgoing car meaning the power to weight ratio is stunted slightly. Torque improvements feel more effective at negating the weight gain, but the highly strung engine is still not what you'd ever call torquey or flexible.

What this means is that you really have to drive the car and focus on doing so. A Mégane R26 probably offers a choice of two gears for any given corner in terms of optimum pace and rapid acceleration through and out of the bend. The Civic does not; you need to be in the right gear at the right time, or you lose momentum. Trying to hang on to the back of an R26 around a track or on a twisty road would be very hard work indeed, but you'd have at least as much fun as the R26 driver and probably be a deal more satisfied.

In order to aid this level of demand placed on the driver the controls are all set almost perfectly. The steering lacks a bit of feel, but is very accurate and direct, the nose going exactly where you want it to and understeer being all but absent. The cornering stance is flat and neutral with good grip, although some of the older car's mid-corner composure and body control is missing. The brakes are strong and fade free and the pedal placement is perfect for heel and toe downshifts, which are essential for smooth, rapid progress at the high revs the Type R thrives on. The wrist-snap gearchange remains as fast and slick as ever, although our test car did baulk once or twice when really rushed through the gate from second to third. It's a gearbox that complements the engine well with closely stacked ratios to really milk that screaming top-end performance.

Through all of this frenetic activity, there is something that does begin to niggle a little. The new Civic Type R has become a little softer. There is no extra pace over the old car, but there is extra size and bulk. Some of the scalpel edge has been blunted and the price has risen significantly too. It all adds up to a more refined and polite Type R; one that appeals to buyers that perhaps the older car wouldn't. It has shifted upmarket somewhat to stare at rivals such as the Golf GTI and Mégane R26 at almost the same price. In reality, specifying all the cars to identical equipment levels would leave the Honda a few thousand in credit, but it has moved much closer than the old model used to be.

Clearly there is room for a more extreme Type R. An appearance of a higher powered, more extreme four-door version in the Japanese showrooms pretty much confirms this and Honda engineers are rumoured to be working on a 'Type RR' for the UK market. That car will no doubt quench the thirst of the hardcore enthusiasts for pure Type R ethos thrills. In the short term this car's well judged, and deliberate, compromises will bring a broader appeal to the badge and tempt buyers away from less sporting cars, as well as from other brands.