2017 Honda Civic Type R

2017 is the launch year of the FK8 generation and the first Civic Type R officially sold in the US. Its 2.0L turbo K20C1 makes 306 hp in the single Touring trim, and no other engine is offered.

A broad 295 lb-ft plateau from 2,500 to 4,500 rpm is strong for a front-drive hatchback.

Instrumented tests of the launch-year FK8 put it at about 5.0 s to 60 mph, limited by front-drive traction. Honda publishes no official 0–60 figure.

Reviewers praise the K20C1's eager, linear pull with little lag above about 2,500 rpm. It is a little soft off boost at low revs and drones at highway cruise, and it lacks the Active Sound Control added in the 2020 refresh.

The close-ratio 6-speed manual with automatic rev matching is widely rated among the best shifters in production. The 2017 car has the original shifter, before the 2020 refresh shortened the throws and fitted an aluminum knob.

Front-wheel drive only, with a helical limited-slip differential. AWD is not offered, while period rivals such as the Golf R and Focus RS had it.

There is one powertrain, the 2.0L turbo with a 6-speed manual, in one trim. No automatic, hybrid or alternative engine is offered.

EPA rates the only 2017 configuration (2.0L turbo, 6-speed manual) at 25 mpg combined. That is low against the gas-hatchback band and typical for a 300-hp hot hatch.

22 mpg city from a high-output turbo four with no hybrid assist.

28 mpg highway trails efficiency-oriented hatchbacks by a wide margin.

A 12.4-gallon tank at 25 mpg combined gives roughly 310 miles, near the bottom of the hatchback band.

EPA estimates $3,300 a year at its current premium reference price. That is past the worst end of the hatchback band, driven by 25 mpg on premium fuel.

The high-boost 2.0L turbo requires premium unleaded, and there is no flex-fuel or electrified alternative.

NHTSA lists the 2017 Civic Type R as its own vehicle and never ran the frontal test, so it has no overall star rating, although it earned 5 stars for side and rollover. No FK8 year (2017–2021) received an overall rating, so there is no tested year to carry over.

The Civic 4-door hatchback body the FK8 shares rated Good in all five IIHS crashworthiness tests. The 2017 Civic hatchback earned a Top Safety Pick only with optional Honda Sensing CMBS, which the Type R cannot be ordered with, so the Type R does not qualify for the award.

The 2017 Type R cannot be ordered with Honda Sensing, so it has no AEB, forward collision warning, lane keeping, adaptive cruise, blind-spot monitoring or cross-traffic alert. Its only driver aid is a multi-angle rearview camera. Honda Sensing did not arrive until the MY2020 refresh.

The 2017 Type R has no automatic emergency braking. IIHS's Superior rating applies only to the optional Honda Sensing CMBS on other Civic hatchback trims.

The 2017 Type R has no blind-spot monitoring or rear cross-traffic alert, and it lacks the LaneWatch camera that some other Civic trims used instead.

The car has no lane departure warning, lane keeping assist or road departure mitigation, because Honda Sensing was not offered on the 2017 Type R.

The car has conventional cruise control only, paired with the 6-speed manual. Adaptive cruise is part of Honda Sensing, which was unavailable on the Type R until MY2020.

The car has no hands-free driving system, and not even adaptive cruise or lane keeping.

IIHS rated the 2017 Civic hatchback's headlights Poor across its three tested variants, including the LED reflector units, which had weak left-side reach. The Type R's LED headlights were not rated on their own, and the car has no auto high-beam.

The FK8's split rear glass and tall rear wing block the rear view, and thick C-pillars create blind zones. No blind-spot monitor or surround camera is fitted, so the multi-angle rearview camera is the only aid.

The Type R seats four, with two outboard rear seats that have LATCH and no center seat, so it takes at most two child seats. IIHS rated the Civic hatchback's LATCH Acceptable.

The FK8 Type R seats four, one fewer than the five-seat Civic Hatchback it is built on. MY2017 is the launch year of the FK8 generation (2017–2021) and the first Civic Type R sold in the US.

No moonroof is offered, so the car keeps the full 39.3 in of front headroom, near the top of the hatchback band.

Front legroom matches the regular Civic Hatchback and is mid-pack for a compact hatch.

Rear headroom of 37.4 in is mid-band for hatchbacks and enough for average-height adults under the fastback roofline.

Rear legroom of 35.9 in is adequate rather than generous. Adults fit for shorter trips, but the high-backed front buckets eat into knee room.

The Type R keeps the 10th-gen Civic Hatchback's cargo area. That is exceptional for a hot hatch and well ahead of the Golf GTI/R and Focus RS.

Storage follows the 10th-gen Civic layout: a large configurable center console, door bins and a wide hatch with a 60/40 split-fold seat. The 2017 car predates the larger console cupholders added for 2019, and it has only two front USB ports and no wireless charger.

Reviewers praise the deeply bolstered suede-effect sport buckets for support on track and on long drives. However, the bolsters pinch wider occupants, adjustment is manual only, and the two-place rear bench is flat.

Adaptive dampers with a Comfort mode make the FK8 surprisingly livable for a hot hatch. But 20-inch wheels on 245/30 tires keep the ride firm over sharp impacts, and the 2017 car predates the 2020 damper and bushing retune.

Road roar from the wide, low-profile summer tires is the main highway complaint, and the car is clearly louder than a regular Civic Hatchback.

The single trim gets dual-zone automatic climate control and rear-seat heater ducts. It has no heated or ventilated seats, no heated steering wheel, no power seats and no remote start, which is thin for a car near $35k.

MY2017 is the launch year of the FK8 generation (2017–2021, facelifted for 2020) and the first Type R officially sold in the US, on sale from mid-June 2017 in one fully equipped trim.

There was exactly one 2017 configuration (FWD, 6-speed manual, Touring-level equipment), so the volume trim is the base car; paint was the only choice.

Upkeep runs well above a regular Civic because of 20-inch summer tires, Brembo brake service, clutch wear and the premium-fuel turbo K20C1, though Honda parts pricing keeps it below European hot hatches. No FK8-specific 5-year figure is published, so this brackets published Type R figures for the same hardware family.

Nine years on, launch-year 2017 FK8s still average slightly above their original sticker on listings, buoyed by first-US-Type-R collectibility and the manual-only spec; private-party transactions run lower, so 90% is recorded as a conservative figure — exceptional retention for the segment.

Honda's standard New Vehicle Limited Warranty with no Type R enhancement — matches the GTI, Golf R and Focus RS of the day.

Standard Honda 5/60k powertrain coverage, in line with mainstream rivals but short of Hyundai/Kia 10/100k coverage.

2017 Hondas came with no complimentary scheduled maintenance (Honda Service Pass began with eligible 2023 models); perks were limited to 3 yr/36k roadside assistance and a HondaLink trial.

$34,775 volume-trim price minus its estimated resale value after 5 years (90% retained, or about $31,298) leaves about $3,478 in depreciation. Add the projected $6,400 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $9,878 in total.

2017 is the launch year of the FK8 Type R, the first Type R sold in the US, and the start of the FK8 generation (2017–2021). No rating covers the Type R on its own. J.D. Power gives the 2017 Civic 77/100 (Average) for quality and reliability, and Consumer Reports calls it about average for its model year. The manual-only Type R avoids the 10th-gen CVT complaints but shares the climate and electrical hardware, and a first model year carries some launch risk, so the signals are mixed and average.

Around 2017, Honda ranked in the upper-middle tier of mainstream brands. It trailed Toyota/Lexus and Mazda in Consumer Reports' brand rankings and sat near the industry average in J.D. Power VDS. The 1.5T oil-dilution issue (2017–2018 CR-V/Civic) and the 10th-gen Civic's CR dip held the brand back slightly.

Only one NHTSA campaign reaches the 2017 Type R: the 2026 front-passenger occupant-classification (seat weight) sensor recall. It is a safety-relevant airbag fault, fixed by replacing the sensor. The 2018–2020 fuel-pump campaign does not cover the 2017 model year, and no recall touches the engine or transmission.

The K20C1 2.0L turbo (306 hp) and 6-speed manual hold up well when maintained. The 2017 car predates the 2020 cooling upgrade (larger grille opening and radiator), so heat soak on track days is a known limit. Common complaints such as rev-hang and clutch wear under hard use reflect how the car behaves or is driven, not a tendency to break.

The 10th-gen Civic cabin is solid but uses a lot of hard plastic. The red suede sport buckets, serialized plaque and aluminum shift knob lift it. The 2017 car lacks the Alcantara wheel added in 2020, and its 7-inch touchscreen with no volume knob draws criticism at this price.

Honda's Swindon, UK plant built the US-market FK8, and road tests report generally tight assembly. Owners cite occasional interior rattles and paint chips on the low aero pieces.

Honda's US network of about 1,000 dealers makes warranty and routine service easy to reach. Type R expertise and stocked performance parts vary by dealer, and heavy markups at the 2017 launch marred the buying experience.

Body, electrical and many chassis parts are shared with the high-volume 10th-gen Civic, and the K20C1/FK8 aftermarket is huge. Type R-only Brembo brakes, adaptive dampers, 20-inch wheels, aero pieces and UK-sourced panels cost more.

A 7-inch WVGA touchscreen is standard on the single 2017 trim. That is the bottom of the hatchback band.

The 2017 Display Audio has no physical volume knob or tuning buttons, only a touch slider, which reviewers widely criticized. The software is also laggy and low-resolution; Honda fixed the controls for 2019.

Apple CarPlay and Android Auto are standard but wired only; wireless projection was never offered on the FK8.

Garmin-based navigation with voice recognition is standard. It works, but most owners bypass it for phone projection, and voice recognition was only improved for 2019.

A 540-watt, 12-speaker system with a subwoofer is standard. It is decent but unbranded, and the loud cabin blunts it at highway speeds.

A full-TFT gauge display is standard, and its layout changes with drive mode; it adds boost, G-force, lap-timer and throttle/brake readouts. It is less configurable and less crisp than VW's Digital Cockpit.

The 10th-gen Civic has no over-the-air vehicle or infotainment updates. Map and software updates go through a dealer or USB.

There are no connected-car remote functions such as remote start or remote lock, and the Honda LogR datalogger app did not arrive until 2020.

There are only two USB-A ports, rated 1.5 A and 1.0 A, both up front. There is no USB-C, no wireless charging and no rear ports.

Smart Entry with Walk Away Auto Lock and push-button start are standard. There is no remote start and no phone-as-key.

Only a multi-angle rearview camera with dynamic guidelines is fitted. There are no parking sensors, no surround view and no LaneWatch.

No head-up display is offered.

It has four doors, LATCH in both rear seats and a big 25.7 cu ft hatch for strollers. But it seats only four, rear legroom is a modest 35.9 in, and the low ride height makes loading car seats awkward.

The shared Civic hatchback body earned Good IIHS crash ratings. But the 2017 Type R gets none of the Honda Sensing driver aids (no automatic emergency braking, adaptive cruise or lane-keep), and NHTSA never issued it an overall rating.

Luggage space is excellent for the class and rear heater ducts are fitted. However, the firm ride, tire roar, lack of rear USB ports and four-seat limit make long family trips tiring.

A light clutch, slick rev-matched shifter and Comfort damper mode make it docile in town. But the manual-only gearbox in stop-and-go traffic, the firm ride and the wide turning circle add fatigue.

EPA 22/28/25 mpg is reasonable for 306 hp. Premium fuel and short-lived 20-inch summer tires still push per-mile costs above a regular compact.

The compact footprint helps. But the 39.5 ft turning circle is large for a compact, there are no parking sensors, the wing cuts rear visibility, and the low front lip must be watched on curbs.

There is no tow rating, and the car is front-drive on track tires. Only the large hatch gives it any light-hauling use.

The K20C1 drivetrain is robust, but the low suspension, aero splitters, suede-effect seats and expensive 20-inch wheels and tires do not suit hard use.

There is no power outlet beyond 12V, no hitch and no roof-rail provision.

The supportive seats and a 12.4-gallon tank good for about 340 highway miles help. But there is no adaptive cruise or lane-keep, and tire roar and the firm ride limit endurance.

It is a low-slung front-drive car on summer tires with no tow rating or roof rails, so it is pavement-bound. The hatch can still hold camping gear.

With 25.7 cu ft seats up and 46.25 cu ft folded, plus a 60/40 split seat, it hauls bulky luggage better than most hot hatches. It has no roof rails or hitch.

The FK8 is widely regarded as the benchmark front-drive chassis. Its dual-axis strut front suspension kills torque steer, and the helical LSD and adaptive dampers give huge grip.

The dual-pinion variable-ratio steering is quick, precise and free of torque steer, though electric assist filters some feedback.

Brembo four-piston front calipers give a firm pedal and strong, consistent stops. The 2017 car uses one-piece front rotors; lighter two-piece rotors arrived for 2020.

The 306-hp K20C1 turbo four pulls hard from low revs with little lag, and the close-ratio 6-speed with automatic rev matching is among the best shifters on sale.

The triple-outlet exhaust is subdued, and reviewers find the engine note uninspiring. The powertrain is audible but never coarse.

The wide 245-section tires and dual-axis front strut limit steering lock, giving a turning diameter near the worst of the hatchback band.

The low-mounted bucket seat, tilt/telescopic wheel and well-placed shifter and pedals give an excellent driving position. The 2017 car's touch-only audio controls (no volume knob until 2019), big rear wing and thick pillars cost points.

Enthusiasts and the press widely rank the FK8 as the best hot hatch of its era, and the 2017 launch car was the first Type R ever sold in the US.

The single Touring-level trim came fully equipped: adaptive dampers, Brembo front brakes, a helical LSD, 20-inch wheels on summer tires, dual-zone climate, navigation and a 7-inch touchscreen with CarPlay/Android Auto. Gaps were the knob-less touchscreen (fixed for 2019) and no Honda Sensing driver assists (added with the 2020 refresh).

At $34,775 it delivered 306 hp, class-leading chassis dynamics and track ability with a full standard spec, undercutting the Golf R and Focus RS while matching or beating them — standout bang for the buck, tempered by heavy launch-year dealer markups that pushed real transaction prices well above sticker.

Exactly one configuration: FWD, 6-speed manual, single Touring-equipped trim. No automatic, no AWD and no cheaper entry point.

A niche enthusiast model on sale for only about half of the 2017 calendar year, with demand far outstripping allocation but volumes of only a few thousand units — well below the regular Civic and GTI.

The Type R badge carries deep enthusiast heritage, amplified by the FK8 being the first Type R officially sold in the US and its 2017 FWD Nürburgring lap record; the halo shows in above-sticker used listings nine years later.

Launch-year cars carried no Honda incentives and many dealers added markups of several thousand dollars or more over sticker; there were essentially no deals to be had in 2017.

MY2017 was the all-new launch year of the FK8 on the then-new 10th-generation Civic platform, with the 2020 refresh three years off.

Widely hailed at launch as the best-driving FWD car on sale and a frequent hot-hatch comparison winner over the Golf R and Focus RS; the Civic line was a Car and Driver 10Best pick.