One thousand, five hundred dollars for a limited-slip differential. There are a few other things going on here, but that’s the essence of the new Championship White edition of Honda’s Civic Type-R. So is it worth it?

Yes, is the answer, although initially it’s hard to see what all the fuss is about because the standard Type-R isn’t a car that screams out for a diff in the first place; the unblown 2-litre’s high-rev, low-torque character means the Civic has never really suffered from an instant whip of wheelspin when powering out of roundabouts.

But nor was the diffless version a great hot hatch. The words ‘Why Honda misses the mark’ appeared on the cover of issue 002 of evo me. Inside, the then-new Type-R finished last in a six-car shootout, criticised for its ‘distinct lack of mechanical grip’, ‘inert chassis’ and ‘peculiar steering’. Three-and-a-half stars.

But now it can claim an extra half star. The new differential is Honda’s own, in fact it’s the same helical item fitted to our preferred Civic Type R, the Japanese domestic market version, and it’s a proper mechanical device, not a mocked-up electric version like that sported by the Mini John Cooper Works. Nor is it as unruly as the JCW’s set-up in a straight line. Despite its rigid suspension, the Type-R’s front wheels don’t tug, wrestle or fidget too much when you put the power down, even if you choose to flatten the throttle above 5400rpm, when the VTEC gets all frantic and excitable and goes ‘narghhh!’.

So you don’t really notice the presence of the diff until you turn into a corner. Like the greasy 90-right (or left, depending which way you’re going) we’ve chosen for our photography. Barrel in, lift off to tighten the line and the nose slithers wide of the apex. Another pass, different technique: keep the power on. The Civic is transformed. Now it bites and grips; you can feel it searching out the available traction, tugging the nose into the bend. It’s certainly effective. The diff sharpens up the front end and brings a more mechanical feel to the car, so you’re more aware of and involved in what the front wheels are up to.

Just as well, since the Civic’s electrically assisted steering doesn’t provide you with much information. And our other criticisms remain, too – not least a rear end that’s too faithful and well behaved, doing little to aid cornering. That still surprises us given the Type-R’s hardcore demeanour: this is a stiff car, bodyshell as well as suspension, and one that needs to be worked hard to get the best from it. But even when you do get the diff working properly, the experience isn’t as engaging, active and feelsome as that offered by the Mégane R26, its most comparable rival.

There’s a further catch. Championship White is not only a daft name for a car but shows a certain lack of imagination – it’s a Honda paint code. Can you see where this is going? Yep, if you want a Civic with a slippy diff you can have any colour you like as long as it’s white. The diff won’t be available on the standard Type-R (and neither will the white paint).

White 18in alloys, a plaque by the gearlever and a smoked finish for the badges, door handles and filler cap round off a package that’s otherwise identically equipped to the luxurious $ 28,100 GT-grade car that accounts for 90 percent of Type-R sales. There’s no denying it’s well kitted out, but surely the LSD-equipped Civic should be raw, edgy and stripped out? Well, Honda does offer an ‘S Grade’ Type-R  – 40 kilos lighter, no parcel shelf, no stereo, etc. And how many have been sold in two years? Single figures. Honda hopes to shift 600 Championship Whites in 2009, so the kit stays.