The year 2000 was a weird time for car culture. We were all obsessed with neon underglow and massive fiberglass body kits thanks to a certain movie franchise that hadn't even come out yet, but was already bubbling under the surface. But in Japan, something much more serious was happening. Honda was finishing off the production run of what many purists—myself included—consider the high-water mark for front-wheel-drive engineering. I’m talking about the EK9. Specifically, the honda civic type r 2000.
It wasn't a powerhouse. Not on paper, anyway.
If you grew up playing Gran Turismo, you know the drill. You start with a handful of credits, buy a used hatchback, and dream of the Championship White beast with the red "H" badge. But driving one in real life? That’s a different story. The honda civic type r 2000 wasn't just a commuter car with a wing. It was a factory-built race car that happened to have a radio. Most people look at the 185 horsepower figure and laugh. They shouldn't.
The B16B engine is basically a masterpiece
To understand this car, you have to understand the heart of it. The B16B engine. It’s a 1.6-liter naturally aspirated four-cylinder. Honda engineers took the block from the larger B18C found in the Integra Type R and essentially de-stroked it. Why? Because they wanted a rod-to-stroke ratio that would allow the engine to scream.
And scream it does.
The redline sits at a dizzying 8,200 RPM. When VTEC kicks in—usually around 5,800 or 6,000 RPM depending on the specific ECU map—the car changes personality. It goes from a polite, slightly buzzy economy car to a frantic, metallic banshee. It’s visceral. You feel it in your teeth.
Back in 2000, achieving over 100 horsepower per liter was something reserved for supercars. Honda was doing it in a Civic. They hand-polished the intake ports. They used lightweight aluminum oil pans. They even used thinner glass in some versions to save weight. It was an obsession with the tiny details that most manufacturers today would ignore because it's too expensive to justify to a board of directors.
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It’s not about the speed, it’s about the "feel"
Honestly, a modern minivan could probably beat a stock honda civic type r 2000 in a drag race today. That’s just the reality of 25 years of turbocharging progress. But speed is a boring metric when you’re talking about driver engagement.
The EK9 Type R weighs roughly 1,050 to 1,090 kilograms. That’s nothing. Because it's so light, the double-wishbone suspension—a design Honda sadly moved away from in later generations—works magic. It stays flat. It darts into corners with a level of precision that makes you realize how numb modern electric power steering has become. In the 2000 model year, you got a limited-slip differential (LSD) as standard. This is the secret sauce. Instead of the car pushing wide (understeer) when you get on the gas in a corner, the LSD pulls the nose inward.
It feels like the car is clawing at the pavement.
Inside, the experience is just as focused. You’re sitting in red Recaro SR3 seats that hold you tighter than a long-lost relative. There’s a titanium shift knob that gets freezing cold in the winter and burning hot in the summer. No sound deadening. You hear every pebble that hits the wheel well. You hear the fuel pump. You hear the mechanical chatter of the valvetrain. It’s loud, it’s cramped, and for a specific type of person, it is absolute heaven.
What people get wrong about the 2000 model year
A lot of folks confuse the 2000 EK9 with the later EP3 (the "bread van" shape). The 2000 was the final year of the first-generation Type R. Because it was the "facelift" or Kouki version, it had some distinct differences from the 1997-1998 models.
- The headlights are longer and more tapered.
- The front bumper doesn't have those little "fog light" cutouts.
- The dashboard layout was updated to a more modern climate control setup.
- The ECU was slightly different to meet changing emissions standards.
One common misconception is that the 2000 model was "softer" than the early ones. Not really. It was just more refined in the ways that didn't kill the performance. You still didn't get torque. Like, at all. If you try to pass someone on the highway in 5th gear at 3,000 RPM, nothing happens. You have to drop it to 3rd, wait for the crossover, and then you're moving. That’s the "Type R Tax." You have to work for the speed. If you’re lazy, this isn't the car for you.
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The market is getting absolutely ridiculous
If you’re looking to buy a honda civic type r 2000 right now, I have some bad news for your wallet. These cars have transitioned from "cheap used tuners" to "blue-chip collectibles."
For a long time, the US market couldn't touch these because they were never sold here. We got the Civic Si, which was great, but it wasn't a Type R. Now that these cars are hitting the 25-year import rule, prices are skyrocketing. I've seen clean, low-mileage examples going for upwards of $40,000 or $50,000. For a Civic.
Is it worth it?
Well, if you're looking for a daily driver, absolutely not. It's too noisy, people will try to steal it every time you park at a grocery store, and parts for the B16B are becoming harder to find. But as an investment and a weekend toy? There isn't much else that provides this specific feeling. It’s the end of an era. After 2000, Honda switched to the K-series engines. While the K20 is objectively a "better" engine—more torque, more potential—it doesn't have that same raw, high-pitched scream of the B-series.
Living with an EK9: The reality check
Let’s talk about the stuff the YouTube influencers don't mention. The honda civic type r 2000 is small. Really small. If you’re over six feet tall, you’re going to be very cozy with your passenger.
The theft issue is real. In the car community, "Type R" is basically a neon sign for thieves. If you buy one, you aren't just buying a car; you're buying a high-end alarm system, a kill switch, a removable steering wheel, and probably a GPS tracker. It’s a stressful car to own if you don't have a locked garage.
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Then there’s the maintenance. People say Hondas are "bulletproof." And they are, mostly. But a B16B has been living its life at 8,000 RPM. Valves need adjusting. Synchronizers in the transmission get crunchy because people shift them like they're in a movie. If you buy a "cheap" one, you’re basically buying someone else's unfinished project, and that’s a recipe for a headache that no amount of VTEC can cure.
Things to check before buying:
- Rear Quarter Panels: Look for rust. If you see bubbles, run. It’s like icebergs; what you see is only 10% of the problem.
- Matching Numbers: Ensure the B16B is still in the car. Many have been swapped out for B18s or K-swaps.
- The "Type R" seam welds: The chassis of the EK9 was specially reinforced from the factory. Look for the extra welds in the engine bay and door jams. If they aren't there, it’s a fake.
- The Syncros: Shift into 3rd gear at high RPM. If it grinds, the transmission needs a rebuild.
Why it still matters in 2026
We are moving toward a world of silent, heavy electric cars. They are fast, sure. They do 0-60 in three seconds and make your neck hurt. But they don't have a soul.
The honda civic type r 2000 is the antithesis of the modern car. It’s light. It’s loud. It requires you to be a good driver to get anything out of it. You can't just mash the pedal and let the computer figure it out. You have to manage the traction, time your shifts perfectly, and keep the engine in that tiny power band.
When you get it right, it’s one of the most rewarding experiences you can have on four wheels. It’s a reminder that "more power" isn't always the answer. Sometimes, the answer is just a perfectly balanced chassis and an engine that sounds like it’s trying to tear itself apart for your entertainment.
If you ever get the chance to drive one—a real one, not a replica—take it. Don't worry about the stats. Don't worry about the lack of torque. Just find a winding road, drop it into second gear, and keep your foot down until the shift light blinks. You'll get it.
Next Steps for Potential Owners and Enthusiasts
If you're serious about tracking down a honda civic type r 2000, start by researching reputable importers who specialize in Grade 4 or higher auction cars from Japan. Avoid "modified" examples; look for a stock airbox and original exhaust, as these indicate a car that hasn't been abused on a circuit its whole life. Finally, join the EK9.org forums—it’s an older site, but the technical archives there are the most comprehensive resource for torque specs and part numbers you'll ever find.