2018 Honda CIVIC TYPE R Prototype OFFICIAL Trailer

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The new Honda Civic Type R Prototype has been revealed at the 2016 Mondial de L’Automobile in Paris (located in Hall 3), offering an insight into the styling of the next-generation Civic Type R which will be officially unveiled in 2017.

Based on the low and wide proportions of the new Civic hatchback, the Type R Prototype is enhanced by muscular body styling and modifications to aid aerodynamic performance. The exterior is clothed in a highly reflective, finely-grained brushed aluminium-effect finish unique to the show car.

Carbon fibre side skirts run the length of the wheelbase, between 20-inch piano black alloy wheels with red accents and 245-section high-performance tyres. Enlarged arches accommodate the new wheels.

A substantial carbon fibre diffuser runs below the wider rear bumper, which frames three fully-functional tailpipes with a pair of directional strakes at each side. The central tailpipe is of a smaller diameter and is highlighted in bright metallic red. Unique peaks at the roof flanks point backwards towards a dramatic, visually striking rear wing.

The Type R will be exported to markets around the world, including the US – which will mark the first time that any Honda-badged Type R has been officially sold in North America.

How do 2014 regs compare between Le Mans Prototypes and F1?

LMP1 and Formula one both have new technical regulations in 2014 but how does two completely different styles of motor racing compare and contrast when it comes to a new regulation change.


In 2014 Formula One will move to a 1.6 turbocharged 15,000 RPM engine produced by Ferrari, Mercedes and Renault at current with Honda joining in 2015 producing around 600hp.

Meanwhile the FIA/ACO moves to an open cubic size engine formula for the ACO’s LMP1 Manufacturer entries in theory meaning an engine designed for the 2014 formula one season could find its way into the back of the Le mans Prototype.
For privateers entries , the upper cubic capacity of 5.5 litres in imposed.


Diesel and Petrol is allowed in LMP1 as is currently used. Currently Audi run Diesel whilst Toyota run Petrol, Porsche have confirmed the 2014 contender from them will be Petrol.


The weight of a 2014 F1 car will be 690 KG inclusive of the driver meanwhile LMP1 cars will have weight of 830 KG for Privateer LMP1 and 850 KG for LMP1 manufacturers. All LMP1 cars will be closed cockpit.

Energy Recovery Systems

Both series of course have started implementing and developing ERS systems over the previous few seasons however both have a radical overhaul approaching for the 2014 regulations.

Formula one will allow the current KERS system through regenerative braking as it currently does, as well as allowing the use of gathering power from the turbo charger’s waste heat generated.

The power will also increase to allow 4MJ of energy to be delivered per lap in a period of 34 seconds throughout a lap allowing around 160hp of additional power.

LMP1 is far more complicated. Privateers do not have to include ERS systems as standard and can be entered solely on having a standard Petrol/Diesel powerplant.

However Manufacturers have to include an ERS system which at current The LMP1 manufacturers do anyway in two very different ways.

The size of the recovery unit affects how much fuel flow is allowed. For example, if a manufacturer opted for the ability to have an ERS system capable of an output at 8MJ of energy per lap of le mans, It’s fuel flow is restricted to 4.42 litres per lap in petrol powered cars. However if you run a diesel powered car. The Maximum fuel flow is limited to 3.56 litres per lap

Going to the other end of the scale, if your hybrid system can allow a maximum output of 2 Mega Joules per lap of le mans. Then the fuel flow for petrol is 4.8 litres a lap whilst for diesel it is 3.93 litres. The fuel tank capacity is the same regardless of Energy recovery systems fitted at 64.4 litres for Petrol and 53.3 litres for Diesel.

I haven’t compared shape and style regarding LMP1 and F1 from 2014, You can’t draw a direct comparison between the two as both have very different visual styles.

So with two very different approaches to rule changes with both looking towards improving energy recovery technologies for relevance whilst maintaining distinctive differences in the approach to the overall sport.

It isn’t possible for me to decide which has made the right choices at this point as both offer different purposes and relevance in different areas of the sport and industry but it will certainly be interesting to see over the next few seasons.