2017 Honda Civic Si

2017 Honda Civic Si

Episode 3704
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

No doubt, the latest Honda civic is a winner. But it really became a winner in our hearts when Honda announced that new hi-output turbo SI and Type R were headed our way as well. And while the fast and furious crowd are surely salivating over the fact that we’re finally getting a real Type R here, it’s the more attainable SI that arrives first. And here’s why we’re so happy that that wait is finally over. 

“Sport Injected” Honda Civics are hardly new, having in some form or another, been available off and on here in the States for over 30-years. But, since the latest 10th generation Civic is clearly the best one yet; does it follow that the 2017 Honda Civic Si is the best of its kind as well? 

Well, for starters, our Si Sedan felt just as expertly put together as other Civic 4-doors. A Coupe is also available, but as of right now, no Si hatchback. 

Both bodies get their own unique updates, the sedan’s a little subtler in nature. There’s a distinctive fascia with gloss black trim and larger air intakes up front, 18-inch split-spoke alloys underneath, and central-mounted hexagon exhaust tip in back.  

It’s a great looking package that earned more than a few “that’s a Civic?” questions from casual observers. 

The engine is a 1.5-liter I4 turbo. True, it’s the same one in other up-level Civics, but now with cranked up boost to over 20-psi. So, horsepower rises 31, to 205; torque climbs 30, to 192 lb-ft. 

A 6-speed manual is the only transmission available. And, it’s a really good one.    

As is the Si in general, provided you have the proper perspective. It’s not meant to be a no holds barred performance car. That’s for the Type R. Rather, the Si is a much more interesting daily driver. 

And, it is a total pleasure to drive, not harsh or too “fast and furious”. And that’s where this car seems to have run afoul with many online haters. They clearly wanted more. 

V-TEC snobs are also bemoaning this new car’s lack of an on/off power switch, but it’s time to move on people. For better or worse, we’re in a new turbo-4 era, and this engine puts out more power, and delivers it sooner, than any Si before it. 

And allow Honda to introduce something the old 2.4 never had, it’s called mid-range torque, and there’s a decent amount of it here. Peak power is delivered at 2,100 RPM and it basically just stays there. 

Things can get a bit noisy inside, otherwise it’s very comfortable, with nicely supportive sport seats.

Steering has good weight to it, and there is a thick wheel for getting things in motion. 

This Si handles corners with ease; it’s nimble and light, and indeed it is almost 100-lbs. lighter than before. 

The suspension has of course been “sport tuned”, complete with new adaptive dampers. As before, a limited slip differential is included. 

Add in super sticky Good Year Eagle F1 summer tires and things stay very flat.

As for straight-line kicks, there’s decent grip at launch, provided you mind the revs. Torque steer was not a problem as we leapt to 60 in 6.5-seconds…about a half second better than the last 2.4. 

Maintaining peak boost from the little turbo is a delicate job however, but Honda has included some shift lights in the gauge pod to help. Just wait a beat after you see them, and you’re golden. Shift too soon and there’s a definite lag in boost. 

The shifter itself, is slick and precise, but we could sure use a little more clutch pedal feel. 15.2-seconds was our ¼ at 95 miles-per-hour. 

The brakes are even more impressive. We averaged 102-feet from 60 with no fade, no dive, no drama. Here, pedal feel is excellent. 

All that and it still delivers improved Government Fuel Economy Ratings; 28-City, 38-Highway, and 32-Combined on Premium.  

Si trim may not come as feature-packed as some might like, but then pricing starts at just $24,775, for both Sedan and Coupe. 

Clearly the base Civic has come a long way in recent years. Yet Honda has managed to take the 2017 Civic Si even further. Yes, it is the best Si yet. Still, as with many things new and improved, they lose a little soul along the way. But, don’t judge this Si until you drive it. And, we’ll bet, that if you love your current Si, you’ll want this one even more.

Specifications

  • Engine: 1.5 liter
  • Horsepower: 205
  • Torque: 192 lb-ft.
  • 0-60 mph: 6.5 seconds
  • 1/4 mile: 15.2 seconds @ 95 mph
  • EPA: 28 mpg city / 38 mpg highway
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

2024 Honda Prologue 4
2024 Honda Prologue 2
2024 Honda Prologue 3
2024 Honda Prologue 1
2024 Honda Prologue 5
2024 Honda Prologue 42024 Honda Prologue 22024 Honda Prologue 32024 Honda Prologue 12024 Honda Prologue 5

Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

2024 Honda Prologue 6
2024 Honda Prologue 10
2024 Honda Prologue 8
2024 Honda Prologue 7
2024 Honda Prologue 9
2024 Honda Prologue 62024 Honda Prologue 102024 Honda Prologue 82024 Honda Prologue 72024 Honda Prologue 9

And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW
2024 Ford Mustang Dark Horse Roebling

2024 Ford Mustang Dark Horse

Not Just a One-Trick Pony

Episode 4328
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

The Mustang name alone is about as nostalgic as it gets, but it seems like whenever Ford ups Mustang’s performance ante, they double down with throwback names like “Boss” and “Mach 1.” But now they’ve actually come up with something all-new for the seventh-gen pony car. It’s the Mustang Dark Horse… and around the race track, it’s anything but stealthy!

Recently, MotorWeek awarded the all-new, seventh generation Ford Mustang with two top honors in our Drivers’ Choice Awards: “Best Sport Coupe” and, even more impressive, our 2024 “Best of the Year.” There are lots of reasons for that ultimate decision, from the modernized take on the iconic profile, to Ford’s unwavering support of the V8 engine and manual transmission. but another reason is this, the 2024 Ford Mustang Dark Horse, the first new Mustang livery in decades.

Bred as the next evolution of Mustang performance, the Dark Horse takes that pony car formula and really kicks it up a notch. It roars to life with Ford’s fourth-gen 5.0-liter, naturally-aspirated “Coyote” V8, cranked up to 500 horsepower–14 ponies more than a GT with active exhaust which is, by the way, standard here. This modern “five-oh” cranks out 418 lb-ft of torque, sent to the rear wheels through your choice of transmission: six-speed manual or, in our case, 10-speed automatic. Note that six-speed is the same Tremec used in the last Shelby GT350 and Mustang Mach 1, an upgrade from the GT’s MT-82.

2024 Ford Mustang Dark Horse 3/4 Front
2024 Ford Mustang Dark Horse Grill
2024 Ford Mustang Dark Horse Hood Decal
2024 Ford Mustang Dark Horse Profile
2024 Ford Mustang Dark Horse 3/4 Rear
2024 Ford Mustang Dark Horse Rear Detail
2024 Ford Mustang Dark Horse Wheel
2024 Ford Mustang Dark Horse Hood Graphic
2024 Ford Mustang Dark Horse Badge
2024 Ford Mustang Dark Horse Splitter
2024 Ford Mustang Dark Horse 3/4 Front2024 Ford Mustang Dark Horse Grill2024 Ford Mustang Dark Horse Hood Decal2024 Ford Mustang Dark Horse Profile2024 Ford Mustang Dark Horse 3/4 Rear2024 Ford Mustang Dark Horse Rear Detail2024 Ford Mustang Dark Horse Wheel2024 Ford Mustang Dark Horse Hood Graphic2024 Ford Mustang Dark Horse Badge2024 Ford Mustang Dark Horse Splitter

On track, our drivers certainly would have preferred the six-speed, as the 10-speed felt more reactive than proactive, with automatic downshifts rather unaggressive. Manual mode using wheel mounted paddle shifters does improve things, allowing us to find better footing through all nine corners of Roebling Road Raceway.

However, for acceleration runs, there’s no doubt about it: this 10-speed rips! After a few trips to warm up the tires, we caught grip for a 0-to-60 time of 4.3-seconds. We have no doubt sub-4.0 seconds with this 10-speed is doable in ideal conditions.

But, the 40-degree air temps didn’t slow us down too much, racing down Roebling’s front straight to hit a 12.7-second quarter-mile at 117 miles-per-hour. Talk about warming us up!

And the day’s fun didn’t stop as we wrung out this 5.0-liter V8 to its 7500 rpm redline. Like Coyotes that came before, the Dark Horse’s V8 loves to rev, and with an exhaust note like this you’ll be compelled to oblige. We managed to hit 147 miles-per-hour before pulling back the reins: six-piston front Brembos that made easy work of hard stops. Joined by four-piston calipers clamping on the rear discs, these brakes were remarkable.

We enjoyed interrogating them lap after lap, but it took a lot for the Dark Horse tires to squeal: grippy Pirelli P Zero Trofeo RS rubber; 305’s in front and 315’s in back, both wrapping 19-inch wheels. Those wheels and tires are part of the available Handling pack, as are adjustable top strut mounts and revised chassis tuning. This $5,000 upgrade also adds the performance rear spoiler and Gurney flap– low enough to not limit visibility, but big enough to show you mean business.

And on the topic of appearance, the Dark Horse, despite the name, will stand out from your neighbor’s fresh-off-the-line GT. Available only as a coupe, it wears bespoke “Dark Horse” badging and graphics. The front end is almost evil with large nostrils sending air directly to the dual intakes, bookended by the seventh-gen’s tri-bar headlights. Opting for a bright color will show all these blacked-out elements even more, but we think it’s rather appropriate in this Blue Ember Metallic paint, reserved for Dark Horse Premiums.

2024 Ford Mustang Dark Horse Dashboard
2024 Ford Mustang Dark Horse Center Display
2024 Ford Mustang Dark Horse Shifter
2024 Ford Mustang Dark Horse Backseat
2024 Ford Mustang Dark Horse Engine
2024 Ford Mustang Dark Horse Dashboard2024 Ford Mustang Dark Horse Center Display2024 Ford Mustang Dark Horse Shifter2024 Ford Mustang Dark Horse Backseat2024 Ford Mustang Dark Horse Engine

The interior isn’t too far removed from the GT Premium. All models come with two large displays, a 12.4-inch instrument panel and a 13.2-inch infotainment touchscreen, mounted in one continuous housing. The Deep Indigo cloth seats can be swapped for these leather-trimmed RECAROs; quite comfortable on the street and very supportive on the track.

And although that’s where this machine truly shines, the Dark Horse is perfectly capable of gallivanting you around town too, as the standard MagneRide adaptive suspension means great handling in both scenarios.

Government Fuel Economy Ratings are on-par with a GT running on Regular, 14 city, 22 highway and 17 combined.

The Mustang Dark Horse pricing starts at $61,080, stepping up to $65,075 for a Dark Horse Premium. Add all the bells and whistles, and you can easily exceed $70,000.

But that still smacks us as a supercar-style bargain. So, is Dark Horse worthy of a permanent slot on Ford’s high-performance mantle? Or, does it simply live in the shadow of 60 years of Mustang greats?

Well, its name is “Dark Horse.” That’s far from “Black Sheep.” It’s loud, proud, and does everything a 5.0-liter Mustang should, and a lot more. So, our answer is undeniably… yes!

Specifications

As Tested

  • Engine: 5.0-liter NA V8
  • Horsepower: 500
  • 0-60 mph: 4.3 seconds
  • EPA: 14 City | 22 Highway | 17 Combined
  • Transmission: 10-speed automatic
  • Torque: 418 lb-ft.
  • 1/4 Mile: 12.7 seconds at 117 mph
  • Starting Price: $61,080