Under the vented aluminum hood of the 2023 Honda Civic Type R is a more powerful version of Honda’s legendary K20C1 2.0-liter four-cylinder turbocharged engine. Horsepower is up to 315 at 6,500 rpm and torque is 310 pound-feet through a huge window of 2,600 to 4,000 rpm.

Contributing to its increased performance are a new turbocharger, intake and exhaust system. With a maximum boost of 25.2 psi, the new mono-scroll turbocharger has 10 percent better intake flow. Direct fuel injection and variable cam timing for both of its chain driven cams bring ultimate power output to the machine under almost any driving condition.

With exhaust ports cast directly into the cylinder head, the need for a traditional separate exhaust manifold is eliminated, reducing engine weight and simplifying the assembly. The manifold is liquid cooled to help keep heat in check, reduce emissions, increase fuel efficiency and power.

A new a high-flow active value exhaust system with a straight-through design has an increased flow of 13 percent. With its signature center mounted three round exhaust outlets it can run relatively quiet or open up for a loud throaty roar when you put the hammer down.

Engine cooling is also improved with the expansion of the grille opening, a larger radiator and a new large-diameter fan. The larger grille opening also allows for a larger low-restriction intercooler to help bring intake charge temperatures down.

In that way, the intake charge starts at the front of the engine bay where an intake snorkel seals against the hood to assure fresh cool air to start with. From there it travels down into the large-diameter throat and into the filter box and then through a tube over to the turbocharger mounted high at the front of the engine.

From there it travels through a tube to down low to the aforementioned air-to-air intercooler mounted behind the front fascia, then back up to the composite plastic intake manifold at the rear of the engine. Pulling over the top of the head with its decorative red cover removed, you can see all four spark-plug coil packs easily accessible.

Once combustion has taken place, exhaust exits through the turbocharger which features an electronically controlled wastegate and then directly down into the catalyst system of the exhaust.

Maintenance is relatively straight forward here. Engine coolant can be found at the passenger side of the engine bay near the strut tower. The oil filler cap is located on the top of the engine near the left hand side, the black square handled oil dipstick just to its right. The oil filter has to be accessed from below.

Brake fluid can be checked and topped at the driver side firewall, its reservoir sitting atop a conventional master cylinder and brake booster setup, something increasingly rare in today’s car world of electronically controlled brake pump systems.

The 12-volt battery is just to the right of the brake apparatus and the fuse box just ahead of that. The fuses are easily accessed by popping a couple of clips and inside the box you will find an included fuse removal tool. The engine computer is mounted between the fuse box and the 12-volt battery.

Under the hood you will see a plastic shroud for the vent assembly which is designed to extract heat from the engine bay while also preventing water spray from pouring in an uncontrolled manner.