Why Doesn't The Honda Civic Type R Have Torque Steer?

Here's Why The 2017 Honda Civic Type R Doesn't Have Torque Steer

From The Honda Civic Type R Press Kit:
"Front and Rear Suspension - Specially equipped with an Adaptive Damper System (see below), the Civic Type R front and rear suspension systems provide exceptional handling that puts the new model at the top of its competitive segment, which includes benchmark American, European and Japanese sport-compact competitors.

In front, dual-axis struts contribute to the Type R's highly responsive steering, while also optimizing component packaging and crash performance. In back, a multi-link system provides exacting handling characteristics, while also helping maximize second-row seating and cargo space. Firmer spring and bushing rates, additional suspension camber and front steering caster, and stiffer front and rear stabilizer bars, sharpen turn-in response while minimizing body roll during cornering. The front and rear stabilizer bars are bonded to their mounting bushings and use low-friction connecting links for smoother operation.

While the new Type R suspension clearly has a keen sporting edge, it doesn't come at the expense of comfort. On the road, the Type R provides an accommodating cabin environment – along with the great cargo utility you would expect from its 5-door hatchback design.

Dual-Axis Strut Front Suspension
The dual-axis strut front suspension was designed especially for the Type R. It features aluminum knuckles, strut forks and lower arms, and has special geometry optimized for sport handling that includes more initial negative camber for crisper turn-in, and more caster, which adds stability. Although the front track is more than 2 inches wider than that of the Hatchback LX, a ¾-inch reduction in steering axis offset (each side) greatly reduces torque steer. The lower suspension arms are aluminum, and the Type R uses a 29.0mm tubular stabilizer bar.

The front spring rates are twice as stiff as those of the Civic Hatchback LX and the large diameter lightweight hollow stabilizer bar is 1.7-times stiffer. The specially tuned Adaptive Damper System (see below) helps the Type R excel on the street and track by allowing different, optimized damping curves that also adjust automatically to suit conditions while driving, based on steering input, lateral G and suspension stroke.

Multi-Link Rear Suspension
Specially tuned for the Type R, the multi-link rear suspension provides nimble handling in city driving, precise response for sport driving and emergency maneuvers, and the ultimate in track performance in the +R drive mode. Mounted on a rigid subframe, the system incorporates stamped-steel control arms, aluminum hub carriers and a 20.5mm solid stabilizer bar, which helps provide crisp turn-in along with body roll control.

Compared to the Civic Hatchback LX, unique rear suspension tuning for the new Civic Type R includes a 1.6-times higher spring rate, a 2.4-times higher stabilizer bar rate, and bushings that are over twice as firm. In addition, the Type R rear control arms are supremely rigid, the rear track is 1.2-inches wider, and more negative wheel camber is utilized – all to increase handling response, cornering agility and overall stability."

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[SIMKINETICS]

As a retired mechanical engineer, ex-hotrod/autocrosser and a gearhead for over 60 years, I appreciate Jason's excellent, cogent descriptions of engineering brought into real-life experiences we can relate to! I'm not too proud to learn from a much younger engineer who researches, learns and teaches like this. Sometimes I watch Jason's videos twice to mentally capture his analyses because engineering is about understanding systems, how the individual pieces comprise a functional whole. Young viewers who also appreciate this content should consider the profession for themselves. What appears to be an insurmountable job to novices becomes easier with experience that begins with knowing that knowledge builds on itself.

[derzzzz]

Funny how a video on torque steer helped me understand scrub radius better.

[OEMPlus]

im pretty impressed with honda's execution here. they're finally making the best FWD performance car again.

[kuraryuX]

Launching it with no hands, with zero tq steer!? That's impressive

[sithlordsoup]

I got lost but watched the whole thing anyway.

[markvicferrer]

I've been waiting on a technical explanation of this since reviews came out. Much appreciated. Now that Honda's figured out the best way to eliminate torque steer, do you picture a FF horsepower arms race? VW limited the Golf GTI with 210hp to reduce torque steer & it still consistently outperformed cars with high power but were hampered by torque steer.

[docfink]

Great explanation of how this car diminishes torque steer. As an owner of a Type R, I experience the same "hold-steer" effect in those high-speed turns/on-ramps, etc. It's amazing engineering and a blast to drive.

[BPEKSupraInteractive]

I get school girl giggles when I learn something new from Engineering Explained -- which is all the time.

[paulstandaert]

Great video.

Way back in the day, the marketing campaigns tried to tell everyone that torque steer was the result of inequal length drive axles. I've proved long ago that it is not true because it made no difference going from equal length to unequal length.

But in either case, I've driven some pretty fast front drive cars that were built 25 years before the 2017 Civic was even thought about, and it has never been a problem.

[klutzycarlover]

Would this have any advantages over double A-arm? Other than packaging of course. Thanks for another excellent video! Props for putting it on the lift and showing us in depth.

[hayksamvelyan]

It's interesting to see the side by side view of Type R vs Base Civic. Really shows how different the suspension is. In particular, what stood out to me is the double anti-sway bar links (never seen that before) on the Type R and the much beefier lower control arm, in addition to all the other changes.

[daemn]

That tendency to hold the steering angle under power coming out of a turn, is *not* steering geometry induced torque steer.
It's a side effect of the helical gear limited slip (really torque biasing) differential. Anyone who's had a Quaife, Peloquin or other torsen style differential on a high powered front wheel drive car will confirm this. I had one on my supercharged 98 GTI VR6 and it did exactly the same thing in turns. It did not do that before the diff. It also tends to hold the steering steady during hard straight line acceleration so you may be attributing a bit too much to their tricky steering geometry for that test as well.

[itsalgud]

I thought I had a pretty good understanding of torque steer since I had my 84 Dodge Daytona turbo, which had a lot of it, but this certainly explained it in much more detail. Thanks as always Jason!😊

[Dread]

The torque steer of a "normal" fwd car would have been cool to see in the video.

[SpartanX]

I found this video really interesting, I didn't understood how it works until you shown the lines, then I've seen howchanged is the steering axis. Thank you for your awesome content! Be careful on the road!

[eriktempelman]

Your best video yet. Awesome how crisp and clear you explain a truly difficult topic. Well done!

[jasonl]

Man I'm telling you. If they made a stealth edition where the styling is subdued, I will buy this car.

[mesfigas]

Really appreciate the explanation of handling while cornering the car and the phenomenon that feedback from the steering wheel starts to become softer.
Thumbs up mate.

[catsspat]

It also allows them to put a larger wheel/tire in the same size wheel well because the tire just rotates in the same spot, instead of moving around in an arc as you turn. But of course, this video isn't about that.

[ChanoWilliams]

I appreciate the visuals, especially the interior shots showing the steering wheel adjustments. Really helps to drive home the points you're making. Thanks!