We put the 2024 Honda Civic Type R through progressively faster sudden lane-change runs (moose test style) to quantify stability control behavior and the real-world grip limits of its Michelin Pilot Sport 4S tires.
The latest Civic Type R pairs a 2.0-liter turbo four with 315 hp and 310 lb-ft, driving the front wheels through a helical limited-slip differential and a six-speed manual. Our test car rode on factory 265/30ZR19 Michelin Pilot Sport 4S tires, with adaptive dampers and Honda’s well-braced dual-axis front strut/multilink rear suspension. Curb weight is just over 3,150 lb, and braking is handled by 350 mm two-piece front rotors with four-piston calipers. We set a standardized double-lane-change course on a closed airstrip, ISO-style cone spacing, and increased entry speed in 2 km/h increments.
Ambient was 22°C with dry asphalt at 28–31°C. Tire pressures were set at 36 psi cold and stabilized at 38–39 psi hot after the first three runs. The car ran at half tank with a single 82 kg driver. Data logging via VBOX gave speed and lateral g; tire temps were spot-checked with an infrared pyrometer.
In Comfort (default ESC calibration), the Type R cleared cleanly from 74 to 79 km/h with minimal steering correction and no cone strikes. At 81 km/h, we felt a brief rear lateral slide on the second transition, followed by a subtle outside-rear brake nip that straightened the car without spiking understeer. Steering is quick off-center and consistent in build-up, so the driver can place the car accurately; the stability control’s first interventions are gentle and arrive late enough to preserve momentum. Switching to +R mode and disabling traction (long press) raises ESC thresholds and quickens damping response.
The car rotates more eagerly on the initial swerve, which shortens time to the second lane but demands cleaner hands. Best clean pass was 81 km/h; at 83 km/h we kissed an exit cone as yaw built faster than the default map would allow. Brake-based vectoring still intervenes, but later and lighter, letting skilled drivers trail a hint of brake into the first gate and apply early throttle to let the LSD pull the nose straight on exit. Tire behavior is the limiting factor beyond 80 km/h.
The PS4S warmed to 52–56°C across the outer shoulders after six back-to-back runs, with even heat spread and only light feathering evident. Peak lateral spikes registered 0.98–1.01 g through the second transition, accompanied by a clean, linear rise in slip angle and an audible, progressive howl that made the approach to the limit easy to read. Dropping hot pressures to 37 psi didn’t meaningfully change peak speed but smoothed the second-transition bite. Expect a 2–4 km/h lower threshold on cooler days or with all-season tires.
Bottom line: the Civic Type R’s ESC tuning is exemplary—transparent in Normal, permissive in +R—allowing useful rotation without tipping into instability. On stock PS4S rubber, the car feels planted and predictable up to roughly 80 km/h in this maneuver, with tidy recovery even when nudged past the limit. For daily safety, leave ESC in default; for autocross or track, +R rewards precision. Keep hot pressures around 38 psi and monitor outer-shoulder wear if you repeat high-energy transitions frequently.
