The K20A came with a host of trick parts over and above the ‘A2’ version. Among these were high-lift camshafts, high compression pistons, a fully-balanced crankshaft assembly, custom intake and exhaust manifolds, a lightweight chrome-moly flywheel and re-mapped ECU.

In this configuration, extra horsepower was traded for torque with a peak output of 212bhp at 8000rpm and 138lb-ft at 7000rpm.

For comparison, the outgoing EK9 Civic Type R had produced 182bhp at 8200rpm and 118lb-ft at 7500rpm.

Instead of the old five-speed gearbox fitted to the EK9, the EP3 used a close-ratio six-speed unit with a single-plate clutch.

In addition to the hot K20A motor, JDM variants also came with shorter gear ratios and a Torsen torque-sensitive helical limited-slip differential that was not available in other markets.

Bodywork

The new Civic’s upright styling did not initially receive a great reception and its extra height was immediately obvious compared to the comparatively low slung sixth generation variant that came before.

Nevertheless, by the time Honda’s styling department had worked their magic, the EP3 Type R looked every inch the early noughties hot hatch.

Special bumper assemblies were installed along with deep side skirts that sported Type R emblems ahead of each rear wheel. At the back of the car, two chrome-plated exhausts poked out from underneath the rear apron.