We spent a week evaluating the Civic Type R’s ride and NVH where it matters most: cratered city streets, patched county roads, and jointed freeways. Here’s how its secondary ride, wheel impact harshness, and suspension noise stack up in daily use.
Our test car is a 2024 Honda Civic Type R (FL5) on factory 19x9.5-inch wheels with 265/30ZR19 Michelin Pilot Sport 4S tires. Power comes from a 2.0-liter turbo four making 315 hp and 310 lb-ft, driving the front axle via a helical LSD. Suspension is dual-axis strut front and multi-link rear with adaptive dampers, plus rigid subframes and bushings that prioritize precision. Testing covered a 42-mile urban/suburban loop with broken asphalt, sharp-edged potholes, railroad crossings, and concrete expansion joints, plus a 25-mile highway stretch.
Ambient temps were 68–73°F; tire pressures were set to placard and checked hot. We sampled Comfort, Sport, and +R damper modes at typical city speeds (20–45 mph) and highway pace (65–75 mph) with one adult onboard and light cargo. Secondary ride on broken pavement is disciplined but busy. In Comfort, the dampers control body motion well, so you don’t get float or aftershocks, but there’s constant high-frequency vertical patter over closely spaced imperfections.
Pitch and heave are well checked; the body settles almost immediately after a series of hits. Sport increases body control marginally at the expense of more patter. +R is best kept for smooth roads—it sharpens control further but transmits too much texture on scarred surfaces. Wheel impact harshness is where the 30-profile tires show.
Short, sharp inputs—pothole lips, recessed manhole covers, and bridge joints—arrive as hard-edged thwacks through the seat base and steering column, even in Comfort. The structure feels stout, so you don’t get cowl shake, but the lack of tire sidewall means limited primary compliance. On the highway, low-amplitude expansion joints are acceptable; larger gaps send a distinct slap. Dropping speeds by 3–5 mph over known rough patches noticeably improves composure.
Reducing pressures slightly within the recommended range softened impacts a touch without hurting steering precision. Suspension noise is present but generally well damped. Over big, squared hits you’ll hear a muted front strut thump and a firmer rear axle report as the bump stops engage; there were no metallic clanks or top-mount knocks during our test. On coarse aggregate, wide-tire road roar tends to mask most mechanical suspension sounds above 40 mph.
Diagonal ridges can provoke a brief rear “drumming” as the multi-link works through its travel, but it’s short-lived and rattle-free. Overall, the Type R prioritizes precision over plushness. For enthusiasts, the tightly controlled secondary ride and honest feedback will feel purposeful; for commuters on frost-heaved urban routes, the impact harshness may wear thin. If you live with broken pavement, stick to Comfort mode, avoid low temperatures on max pressures, and consider a winter setup with a taller sidewall.
Those seeking a calmer everyday ride should sample a Golf R on 18s or an Integra A-Spec; if you accept the trade-offs, the Type R remains an outstanding driver’s car.
