We instrumented a stock 2024 Honda Civic Type R to quantify real-world braking: 100–0 km/h and 60–0 mph stopping distances, pedal feel, modulation, and fade over repeated stops. This is a focused brake evaluation drawn from controlled testing rather than a general road review.
Our test car is a U.S.-spec 2024 Civic Type R (FL5) on factory 265/30ZR19 Michelin Pilot Sport 4S tires, with Brembo four-piston front calipers clamping two-piece 350 mm vented rotors and single-piston rears on 305 mm vented rotors. Curb weight as tested with half a tank: 3,210 lb (1,456 kg). Brake fluid was factory DOT 3/4 spec, pads were OEM with 3,100 miles. Testing took place on a closed, level runway (0.3% grade), 72°F ambient, light 5–8 mph crosswind.
Tire pressures were set cold to 35 psi front/33 psi rear, equalized warm to 37/35. We used a Racelogic VBOX for distance, speed, and longitudinal g, and an IR thermometer on rotor faces between runs. Each series began with two moderate 70–20 mph scrubs to seat the pads and bring tires to operating temperature. Best single-stop results: 60–0 mph in 104 ft (31.7 m) and 100–0 km/h in 108 ft (32.9 m).
Averaging the best three consistent runs yielded 60–0 mph in 106 ft (32.3 m) and 100–0 km/h in 110 ft (33.5 m). Peak deceleration hit 1.07 g with an average of 0.99–1.01 g across the braking window. The car remained arrow-stable with minimal ABS vibration and only modest forward pitch; brake balance felt neutral with no early rear lock or squirm on the PS4S. Pedal feel is reassuring: firm initial bite with a progressive ramp-up, making it easy to brush off small increments of speed and to lean into full ABS without a cliff-edge transition.
The pedal stroke is short, with a clearly defined pressure point, and the ABS cadence is fine-grained enough that you can ride just beneath it on high-grip surfaces. Trail-braking into a second-gear corner showed excellent modulation—pressure changes translate linearly to decel without unpredictable spikes. Fade resistance was tested with 10 consecutive 100–0 km/h stops, spaced 30 seconds apart. Distances grew from 110 ft (33.5 m) on the first to 116 ft (35.4 m) by the eighth, stabilizing at 117 ft (35.7 m) on the tenth—a 6% increase.
Peak rotor face temps reached 360–380°C front and 240–260°C rear. We noted a slight increase in pedal travel after the sixth stop but no sponginess or loss of bite; ABS performance remained consistent, and there was mild brake odor but no smoke. A five-minute cooldown returned the pedal to its original height. Overall, the Civic Type R’s stock system delivers short, repeatable stops with excellent modulation and modest fade in street-appropriate abuse.
For heavy track use, a high-temp fluid (e.g., DOT 4 racing), stainless lines, and a track-focused pad compound would add thermal margin. On the road, the OEM package is confidence-inspiring and predictable, provided tires are fresh and pressures are set correctly.
