Honda: Civic News
#4763
#4765
#4767
#4768
#4769
You'll Never Walk Alone
iTrader: (1)
Joined: Jun 2005
Posts: 9,524
Likes: 848
From: Vancouver, BC, Canada
Honda just released pricing and specs info for the Civic Si:
2017 Honda Civic Si Pricing and EPA Data - Honda News
2017 Civic Si Specifications & Features - Honda News
Key points:
Price: $23,900 (+$200 for summer tires) for both Sedan and Coupe
Weight: 2889lb for coupe, 2906lb for sedan
Boost pressure: 18.9psi (+2.4psi over normal Civic)
Fuel Economy: 28 / 38 / 32 mpg
Main Features:
2017 Honda Civic Si Pricing and EPA Data - Honda News
2017 Civic Si Specifications & Features - Honda News
Key points:
Price: $23,900 (+$200 for summer tires) for both Sedan and Coupe
Weight: 2889lb for coupe, 2906lb for sedan
Boost pressure: 18.9psi (+2.4psi over normal Civic)
Fuel Economy: 28 / 38 / 32 mpg
Main Features:
- Helical LSD
- Adaptive Damper System with 2 modes
- 235/40R18 Tires
- 450W sound system
- Android Auto/Apple Carplay, HondaLink with 7" screen
- Lane watch, multi-view back up cam
- Moonroof
- Heated front seats and mirrors
- Keyless entry
- Dual-Zone AC
#4771
#4773
Si has always been at the price of Civic EX-L but it had always had slightly bigger engine. 2.0L vs 1.8L and later to the 2.4L.
I still think the Si should have used a detuned 2.0T instead of a tuned 1.5T. But it is not going to make any difference in the decision making process for most of the Si buyers anyways.
I still think the Si should have used a detuned 2.0T instead of a tuned 1.5T. But it is not going to make any difference in the decision making process for most of the Si buyers anyways.
#4774
There won't be an SiR in the line up. There never has been an Si < SiR < Type R for any gen of civic, in the same market. Maybe Japan, but they're special and get a lot of cool cars the rest of the world doesn't.
Also, That's the same as the Ford ST vs RS.
If you want something sporty, get the Si. If you want all out performance, get the Type R. As it stands, I'm now more interested in the Si. A very nice "overall" package, at a good price, and especially since it comes with an LSD still. The fact the Si doesn't look as childish as the CTR is a big win for me, also.
Also, That's the same as the Ford ST vs RS.
If you want something sporty, get the Si. If you want all out performance, get the Type R. As it stands, I'm now more interested in the Si. A very nice "overall" package, at a good price, and especially since it comes with an LSD still. The fact the Si doesn't look as childish as the CTR is a big win for me, also.
The following users liked this post:
RPhilMan1 (05-15-2017)
#4776
Oh, for sure. Upgrade from a single scroll turbo, to a twin scroll. Update tuning for slightly more aggressive tune, and tune solely for premium gas, add full exhaust and intake...
Easily squeeze 250hp/250lbft out of that sucker. That's more than plenty for a DD civic, and plenty to have fun with on track days.
Easily squeeze 250hp/250lbft out of that sucker. That's more than plenty for a DD civic, and plenty to have fun with on track days.
#4777
You'll Never Walk Alone
iTrader: (1)
Joined: Jun 2005
Posts: 9,524
Likes: 848
From: Vancouver, BC, Canada
Si has always been at the price of Civic EX-L but it had always had slightly bigger engine. 2.0L vs 1.8L and later to the 2.4L.
I still think the Si should have used a detuned 2.0T instead of a tuned 1.5T. But it is not going to make any difference in the decision making process for most of the Si buyers anyways.
I still think the Si should have used a detuned 2.0T instead of a tuned 1.5T. But it is not going to make any difference in the decision making process for most of the Si buyers anyways.
There won't be an SiR in the line up. There never has been an Si < SiR < Type R for any gen of civic, in the same market. Maybe Japan, but they're special and get a lot of cool cars the rest of the world doesn't.
Also, That's the same as the Ford ST vs RS.
If you want something sporty, get the Si. If you want all out performance, get the Type R. As it stands, I'm now more interested in the Si. A very nice "overall" package, at a good price, and especially since it comes with an LSD still. The fact the Si doesn't look as childish as the CTR is a big win for me, also.
Also, That's the same as the Ford ST vs RS.
If you want something sporty, get the Si. If you want all out performance, get the Type R. As it stands, I'm now more interested in the Si. A very nice "overall" package, at a good price, and especially since it comes with an LSD still. The fact the Si doesn't look as childish as the CTR is a big win for me, also.
I agree the Si is a really nice package. It's cheaper than the Nismo Sentra by quite a bit, while being lighter and more powerful, along with standard goodies like LSD and adaptive suspension.
Oh, for sure. Upgrade from a single scroll turbo, to a twin scroll. Update tuning for slightly more aggressive tune, and tune solely for premium gas, add full exhaust and intake...
Easily squeeze 250hp/250lbft out of that sucker. That's more than plenty for a DD civic, and plenty to have fun with on track days.
Easily squeeze 250hp/250lbft out of that sucker. That's more than plenty for a DD civic, and plenty to have fun with on track days.
But people who want GTI level of potential will be disappointed, granted it's quite a big cheaper.
#4781
Didn't realize Nissan had put a 6MT into the Sentra. I'd still have the Si over it though.
#4782
#4783
The Sentra is a joke. A friend of mine is a salesman for one of the Nissan dealers in town- I popped in for a visit and saw they had a Sentra Nismo in the showroom. What a joke- I can't believe Nismo put their name on that thing. It really is mostly just a cosmetic thing.
The Sentra Nismo features the MR16DDT 1.6T engine... puts out 188hp @6000rpm and 177lbft @ 3600rpm
Compared to the new Civic Si, it features the L15B7 1.5T engine, which puts out: 205hp @ 5700rpm and 192 lbft @ 2100rpm
On paper, just looking at the torque numbers, it appears the slightly bigger Sentra engine has much more lag in it... and still puts out less power than the Honda power plant. I wonder what the true power numbers are... as we know that turbo engines seem to be under rated from the factory.
As also mentioned, the Civic is lighter, has an LSD, adaptive suspension... it's the way better package, by a large margin-- at least on paper.
The Sentra Nismo features the MR16DDT 1.6T engine... puts out 188hp @6000rpm and 177lbft @ 3600rpm
Compared to the new Civic Si, it features the L15B7 1.5T engine, which puts out: 205hp @ 5700rpm and 192 lbft @ 2100rpm
On paper, just looking at the torque numbers, it appears the slightly bigger Sentra engine has much more lag in it... and still puts out less power than the Honda power plant. I wonder what the true power numbers are... as we know that turbo engines seem to be under rated from the factory.
As also mentioned, the Civic is lighter, has an LSD, adaptive suspension... it's the way better package, by a large margin-- at least on paper.
#4785
You'll Never Walk Alone
iTrader: (1)
Joined: Jun 2005
Posts: 9,524
Likes: 848
From: Vancouver, BC, Canada
^ I heard many dealers still haven't got the Si yet, no until may be another week later.
For those that wanna do some paper spec racing, here are links to the Civic Hatch 6MT and Nismo Sentra:
2017 Nissan Sentra NISMO Test | Review | Car and Driver
2017 Honda Civic Hatchback 1.5T Manual Test | Review | Car and Driver
Both do 0-60mph in 7 seconds, but the Civic Hatch requires 2 shifts. Both trap 94mph in the 1/4 mile. The Civic otherwise is slightly faster than the Nismo Sentra in every category. Heck, it even pulls 0.93g as opposed to 0.88g in the Nissan.
And that's the 180hp Civic Sport. The 205hp Civic Si should be quicker still.
For those that wanna do some paper spec racing, here are links to the Civic Hatch 6MT and Nismo Sentra:
2017 Nissan Sentra NISMO Test | Review | Car and Driver
2017 Honda Civic Hatchback 1.5T Manual Test | Review | Car and Driver
Both do 0-60mph in 7 seconds, but the Civic Hatch requires 2 shifts. Both trap 94mph in the 1/4 mile. The Civic otherwise is slightly faster than the Nismo Sentra in every category. Heck, it even pulls 0.93g as opposed to 0.88g in the Nissan.
And that's the 180hp Civic Sport. The 205hp Civic Si should be quicker still.
The following users liked this post:
justnspace (05-15-2017)
#4787
AutoNews
http://www.autonews.com/article/2017...ivic-sis-power
Why Honda put a lid on Civic Si's power
June 4, 2017 @ 12:01 am
CANTIL, Calif. — When the latest flavors of Honda's prolific Civic nameplate — this time it's the Si coupe and sedan — went on sale last month, two numbers stood out: 205 and 24,775.
The 1st number is the 2017 Civic Si's horsepower rating. Fans of the previous version will recognize that as the exact same output as before, but it's now coming from a new 1.5-liter turbocharged 4-cylinder engine that is becoming ubiquitous throughout Honda's lineup. Torque is also improved, now rated at 192 pounds-feet compared with 174 pounds-feet.
While 205 hp is nothing to sneeze at, the switch to a turbo engine had many Si fans hoping for more. And more is possible, according to Honda engineers. But there's a reason for the current number.
The engineers said "you can tune more power into it, but all of that takes away from the durability of the engine," Rob Keough, senior product planner on the Civic, told Automotive News at Honda's proving grounds. "Honda likes to build their engines to last hundreds of thousands of miles, so they're working toward that target."
Honda was also keen to keep the Civic Si affordable, and that's where the $24,775 comes in. It's the base price including destination for the coupe or sedan and includes such standard goodies as a sunroof, sport mode with adaptive suspension and a limited-slip differential.That price was made possible by the sheer volumes of 10th-generation Civics Honda has sold over the past 2 years — well over 500,000 — Keough said.
Using the larger 2.0-liter turbocharged 4-cylinder that's in the Civic Type R would have radically shifted what the Si was. Even tuned down from the Type R's 306 hp, such an Si would have cost closer to $30,000 — too rich for Honda's blood.
"The Si has always been in the [price] range that it's in," Keough said. "We wanted it to be attainable and affordable, so our target for Si was really to come in at this price point with this performance level."
But he didn't rule out a model to slot between the Si and the Type R, which is expected to start around $34,000. Such a variant could use the smaller 1.5-liter if needed.
"There's maybe other configurations and things that they can do with this motor," Keough said of his engineers. He also didn't rule out using a detuned Type R motor.
"The market will tell us and then we'll see what we can do about it," he added.
Honda's 2017 Civic Si has 205 hp, the same as the previous version.Send us a Letter
Have an opinion about this story? Click here to submit a Letter to the Editor, and we may publish it in print.CANTIL, Calif. — When the latest flavors of Honda's prolific Civic nameplate — this time it's the Si coupe and sedan — went on sale last month, two numbers stood out: 205 and 24,775.
The 1st number is the 2017 Civic Si's horsepower rating. Fans of the previous version will recognize that as the exact same output as before, but it's now coming from a new 1.5-liter turbocharged 4-cylinder engine that is becoming ubiquitous throughout Honda's lineup. Torque is also improved, now rated at 192 pounds-feet compared with 174 pounds-feet.
While 205 hp is nothing to sneeze at, the switch to a turbo engine had many Si fans hoping for more. And more is possible, according to Honda engineers. But there's a reason for the current number.
The engineers said "you can tune more power into it, but all of that takes away from the durability of the engine," Rob Keough, senior product planner on the Civic, told Automotive News at Honda's proving grounds. "Honda likes to build their engines to last hundreds of thousands of miles, so they're working toward that target."
Honda was also keen to keep the Civic Si affordable, and that's where the $24,775 comes in. It's the base price including destination for the coupe or sedan and includes such standard goodies as a sunroof, sport mode with adaptive suspension and a limited-slip differential.That price was made possible by the sheer volumes of 10th-generation Civics Honda has sold over the past 2 years — well over 500,000 — Keough said.
Using the larger 2.0-liter turbocharged 4-cylinder that's in the Civic Type R would have radically shifted what the Si was. Even tuned down from the Type R's 306 hp, such an Si would have cost closer to $30,000 — too rich for Honda's blood.
"The Si has always been in the [price] range that it's in," Keough said. "We wanted it to be attainable and affordable, so our target for Si was really to come in at this price point with this performance level."
But he didn't rule out a model to slot between the Si and the Type R, which is expected to start around $34,000. Such a variant could use the smaller 1.5-liter if needed.
"There's maybe other configurations and things that they can do with this motor," Keough said of his engineers. He also didn't rule out using a detuned Type R motor.
"The market will tell us and then we'll see what we can do about it," he added.
#4788
https://www.topgear.com/car-reviews/...17/first-drive
Honda Civic Type R review: mad 315bhp hot hatch tested
Bring us up to speed, as if we really need it…
Honda’s on/off love affair with hedonistic high performance is firmly back on. Barely two years since the ‘FK2’ Civic Type-R blew in like a teeth-rattling typhoon, the new one – ‘FK8’ – is here, promising an extra dose of civility without blunting the performance.
A couple of other stats for you: Honda has sold in excess of 20 million Civics since 1972, and this year celebrates the 25th anniversary of the Type-R sub-brand. So there’s an extra bit of pride at stake here, too. The new car also rides in, somewhat inevitably, on the back of a new Nürburgring lap record for a front-drive car: 7mins 43.8 seconds.
Ah, the cult of the ’Ring. Dare we challenge the significance of this in the real world?
Not according to Hideki Kakinuma, the Civic Type-R’s chief engineer. “It’s basically a development tool for us,” he tells me. “It brings all the weak points of a car to the surface. The lap time is basically a verification that every department has achieved its objectives. Having said that, even we were quite surprised when we managed the lap time we did…”
So how does it stack up driven by someone who doesn’t eat, drink and sleep the ruddy Nordschleife?
Well, TopGear.com is in Germany, but nowhere near the Green Hell. But having just done eight laps of the Lausitzring – opened in the early Noughties for Champ Car racing – we’re going to stick our bits on the block and name this the new hot hatch king. The Civic Type-R is fast, has electrifying turn-in, superb mid-corner balance and adjustability, and is wonderfully stable under high speed braking.
Better than the Focus RS? Surely not…
Clearly, it gives away a chunk of power to its main rivals, and it’s not quite as urgent as the Ford, AMG Merc’s A45, or the Audi RS3. It uses the same 2.0-litre VTEC turbo as before, but with some useful alterations. Power is up from 306bhp to 315bhp at 6500rpm (the shove is mainly thanks to reduced back pressure in the exhaust), and its 295 torques are on hand from 2500rpm.
A new single-mass flywheel improves engine response and reduces clutch inertia by 25 per cent, and the – very cool looking – triple exhaust system has an improved flow rate. Honda says the smaller middle pipe enhances noise as revs build, but also reduces boominess at motorway speeds. It may not be a very hot hatchy thing to say, but improved NVH levels are always welcome.
Anything else to declare at this stage?
Yes. The car’s structure is 16kg lighter. Torsional rigidity has been improved by 38 per cent. Oh, and drive-by-wire throttle appears for first time, as well as electric power steering.
Not sure we like the sound of the last two developments…
We didn’t either, until we drove it. Even some really fast hatches can become dynamic ditherers on a tricky circuit, but the new Civic Type-R genuinely does summon the spirit and tenacity of the WTCC car whose aero package heavily influenced its configuration.
Although the ’Ring lap record was set on Michelin Pilot Sport rubber, our test car was wearing the Continental Sport Contact 6s developed specifically for the CTR (245/30/R20s all-round, so an inch bigger than before), and they’re extremely impressive. Honda’s ‘Agile Handling Assist’, meanwhile, effectively fulfils a torque vectoring function, and there’s a helical limited-slip diff, so there’s no shortage of traction. The Lausitzring mixes some fairly easy high-speed corners with twiddly technical bits, but the Type-R just digs in. It’s front-wheel drive, remember, yet there’s only the merest sniff of torque steer under full-bore acceleration.
Its high speed balance is down to some genuinely trick aero: it has side vanes like the Ferrari 458 Speciale, and front air curtains clean up turbulent air around the wheelarches. The extra-slim rear wing features vortex generators. Honda says it’s the only hot hatch that actually generates negative lift, and it certainly feels extremely stable, even if you throw in a sudden direction change, and stand on the brakes. They’re Brembos, 350mm at the front, 305mm at the rear. Personally, I’d like more feel at the top of the pedal, but they remained consistent during a 30-minute session. The CTR also has rev-matching function that works much better than I’d expected, and the gearbox, while not right up there with Honda’s rifle-bolt best, still has a nicely machined feel. It’s massive fun, quite simply.
OK, so it’s good on the track. But what about the roads we actually spend 99.9 per cent of our time on?
It would be an understatement to declare the previous model a challenge in this department. But because the new CTR was part of the product plan from the very start, it feels much more holistic. The suspension uses MacPherson struts at front with aluminium lower control arms and knuckles, the rear end is a multi-link set-up, and the adaptive dampers use electromagnetic coils.
The upshot is a car that rides perfectly acceptably, whether in Comfort, the default Sport setting, or +R modes. The CTR’s centre of gravity is 25mm lower, its H-point (where the driver’s hips are) reduced by 15mm, and even the Recaro seats are thinner and lighter. It’s one of those cars that feels spot-on the moment you get in. With one caveat…
Which is?
The cabin’s decidedly average. Not for the first time, this is a Honda interior that looks as though it was designed by a group of people on different continents who never talked to each other. There’s a 7in touchscreen, a crummy sat nav, and although the Type-R gets an LED gearshift indicator light, boost pressure gauge, G-meter, and lap time recorder, the cabin architecture is, um, disharmonious.
No issues with the build quality – and props to the good people of the ex-Supermarine factory in Swindon where all Civic five-doors are constructed to an excellent standard – but it’s well off the pace in terms of graphics and user interfaces.
But that’s not a deal-breaker, right?
No way. The previous Civic Type-R was a bolder, more coherent design statement, and the new one is clearly not a car for shrinking violets or anyone who likes to fly under the radar. But it’s a vastly more rounded proposition, and loses nothing to its rivals for its lack of a driven rear axle or the power deficit.
Great value too, with prices starting at £30,995 (the GT pack costs £2k more and adds blind spot assist, parking sensors, dual climate control, wireless charging and sat nav). Once upon a time, Honda made the world’s greatest front-drive car in the shape of the Integra Type-R. Well, they’ve done it again.
Bring us up to speed, as if we really need it…
Honda’s on/off love affair with hedonistic high performance is firmly back on. Barely two years since the ‘FK2’ Civic Type-R blew in like a teeth-rattling typhoon, the new one – ‘FK8’ – is here, promising an extra dose of civility without blunting the performance.
A couple of other stats for you: Honda has sold in excess of 20 million Civics since 1972, and this year celebrates the 25th anniversary of the Type-R sub-brand. So there’s an extra bit of pride at stake here, too. The new car also rides in, somewhat inevitably, on the back of a new Nürburgring lap record for a front-drive car: 7mins 43.8 seconds.
Ah, the cult of the ’Ring. Dare we challenge the significance of this in the real world?
Not according to Hideki Kakinuma, the Civic Type-R’s chief engineer. “It’s basically a development tool for us,” he tells me. “It brings all the weak points of a car to the surface. The lap time is basically a verification that every department has achieved its objectives. Having said that, even we were quite surprised when we managed the lap time we did…”
So how does it stack up driven by someone who doesn’t eat, drink and sleep the ruddy Nordschleife?
Well, TopGear.com is in Germany, but nowhere near the Green Hell. But having just done eight laps of the Lausitzring – opened in the early Noughties for Champ Car racing – we’re going to stick our bits on the block and name this the new hot hatch king. The Civic Type-R is fast, has electrifying turn-in, superb mid-corner balance and adjustability, and is wonderfully stable under high speed braking.
Better than the Focus RS? Surely not…
Clearly, it gives away a chunk of power to its main rivals, and it’s not quite as urgent as the Ford, AMG Merc’s A45, or the Audi RS3. It uses the same 2.0-litre VTEC turbo as before, but with some useful alterations. Power is up from 306bhp to 315bhp at 6500rpm (the shove is mainly thanks to reduced back pressure in the exhaust), and its 295 torques are on hand from 2500rpm.
A new single-mass flywheel improves engine response and reduces clutch inertia by 25 per cent, and the – very cool looking – triple exhaust system has an improved flow rate. Honda says the smaller middle pipe enhances noise as revs build, but also reduces boominess at motorway speeds. It may not be a very hot hatchy thing to say, but improved NVH levels are always welcome.
Anything else to declare at this stage?
Yes. The car’s structure is 16kg lighter. Torsional rigidity has been improved by 38 per cent. Oh, and drive-by-wire throttle appears for first time, as well as electric power steering.
Not sure we like the sound of the last two developments…
We didn’t either, until we drove it. Even some really fast hatches can become dynamic ditherers on a tricky circuit, but the new Civic Type-R genuinely does summon the spirit and tenacity of the WTCC car whose aero package heavily influenced its configuration.
Although the ’Ring lap record was set on Michelin Pilot Sport rubber, our test car was wearing the Continental Sport Contact 6s developed specifically for the CTR (245/30/R20s all-round, so an inch bigger than before), and they’re extremely impressive. Honda’s ‘Agile Handling Assist’, meanwhile, effectively fulfils a torque vectoring function, and there’s a helical limited-slip diff, so there’s no shortage of traction. The Lausitzring mixes some fairly easy high-speed corners with twiddly technical bits, but the Type-R just digs in. It’s front-wheel drive, remember, yet there’s only the merest sniff of torque steer under full-bore acceleration.
Its high speed balance is down to some genuinely trick aero: it has side vanes like the Ferrari 458 Speciale, and front air curtains clean up turbulent air around the wheelarches. The extra-slim rear wing features vortex generators. Honda says it’s the only hot hatch that actually generates negative lift, and it certainly feels extremely stable, even if you throw in a sudden direction change, and stand on the brakes. They’re Brembos, 350mm at the front, 305mm at the rear. Personally, I’d like more feel at the top of the pedal, but they remained consistent during a 30-minute session. The CTR also has rev-matching function that works much better than I’d expected, and the gearbox, while not right up there with Honda’s rifle-bolt best, still has a nicely machined feel. It’s massive fun, quite simply.
We’re going to stick our bits on the block and name this the new hot hatch king
It would be an understatement to declare the previous model a challenge in this department. But because the new CTR was part of the product plan from the very start, it feels much more holistic. The suspension uses MacPherson struts at front with aluminium lower control arms and knuckles, the rear end is a multi-link set-up, and the adaptive dampers use electromagnetic coils.
The upshot is a car that rides perfectly acceptably, whether in Comfort, the default Sport setting, or +R modes. The CTR’s centre of gravity is 25mm lower, its H-point (where the driver’s hips are) reduced by 15mm, and even the Recaro seats are thinner and lighter. It’s one of those cars that feels spot-on the moment you get in. With one caveat…
Which is?
The cabin’s decidedly average. Not for the first time, this is a Honda interior that looks as though it was designed by a group of people on different continents who never talked to each other. There’s a 7in touchscreen, a crummy sat nav, and although the Type-R gets an LED gearshift indicator light, boost pressure gauge, G-meter, and lap time recorder, the cabin architecture is, um, disharmonious.
No issues with the build quality – and props to the good people of the ex-Supermarine factory in Swindon where all Civic five-doors are constructed to an excellent standard – but it’s well off the pace in terms of graphics and user interfaces.
But that’s not a deal-breaker, right?
No way. The previous Civic Type-R was a bolder, more coherent design statement, and the new one is clearly not a car for shrinking violets or anyone who likes to fly under the radar. But it’s a vastly more rounded proposition, and loses nothing to its rivals for its lack of a driven rear axle or the power deficit.
Great value too, with prices starting at £30,995 (the GT pack costs £2k more and adds blind spot assist, parking sensors, dual climate control, wireless charging and sat nav). Once upon a time, Honda made the world’s greatest front-drive car in the shape of the Integra Type-R. Well, they’ve done it again.
The following users liked this post:
KaMLuNg (06-19-2017)
#4795
2017 Honda Civic Si First Drive Review – VTEC, No; All ‘Bout That Turbo, Yo
Still, compared to the outgoing, naturally aspirated Si, the new model offers a net change on the horsepower ledger of naught, which makes you wonder if Honda’s taken the same road Subaru’s traveled with the WRX over the last 10 years. Why not just get a normal sedan or coupe and buy a tune from Hondata?Thankfully, the new Si receives a generous heaping of torque thanks to its newfound ability to gobble copious cubes of atmosphere — up 18 lb-ft of torque to 192 over its previous generation. Now pair that bump in torque with a 120-pound lighter chassis, a wider track, longer wheelbase, and the Si’s first-ever adaptive damper system. It all starts to make a bit more sense — and maybe just enough to stop you from opting for a tuned turbo Civic.
#4796
You'll Never Walk Alone
iTrader: (1)
Joined: Jun 2005
Posts: 9,524
Likes: 848
From: Vancouver, BC, Canada
Civic 1.5T EX-T 6MT: $21500
Civic 1.5T Si 6MT: $23900
For about $2400, you get quite a lot of upgrades: a more powerful stereo system, larger rims, wider tires, adaptive dampers, driving modes, a different turbocharger, LSD, lap timer, spoiler, upgraded brakes, sportier interior, Type R front upper control arms, upgraded chassis, etc.
Civic 1.5T Si 6MT: $23900
For about $2400, you get quite a lot of upgrades: a more powerful stereo system, larger rims, wider tires, adaptive dampers, driving modes, a different turbocharger, LSD, lap timer, spoiler, upgraded brakes, sportier interior, Type R front upper control arms, upgraded chassis, etc.
#4797
The Type R control arms help to reduce torque steer, if I'm not mistaken. Once again, the addition of an LSD is an excellent choice and adaptive dampers is crazy. I wonder if you can pair them with lowering springs though with out much issue, or if it will kill them significantly faster.
#4799
Civic 1.5T EX-T 6MT: $21500
Civic 1.5T Si 6MT: $23900
For about $2400, you get quite a lot of upgrades: a more powerful stereo system, larger rims, wider tires, adaptive dampers, driving modes, a different turbocharger, LSD, lap timer, spoiler, upgraded brakes, sportier interior, Type R front upper control arms, upgraded chassis, etc.
Civic 1.5T Si 6MT: $23900
For about $2400, you get quite a lot of upgrades: a more powerful stereo system, larger rims, wider tires, adaptive dampers, driving modes, a different turbocharger, LSD, lap timer, spoiler, upgraded brakes, sportier interior, Type R front upper control arms, upgraded chassis, etc.
The following users liked this post:
RPhilMan1 (06-14-2017)
#4800
Civic 1.5T EX-T 6MT: $21500
Civic 1.5T Si 6MT: $23900
For about $2400, you get quite a lot of upgrades: a more powerful stereo system, larger rims, wider tires, adaptive dampers, driving modes, a different turbocharger, LSD, lap timer, spoiler, upgraded brakes, sportier interior, Type R front upper control arms, upgraded chassis, etc.
Civic 1.5T Si 6MT: $23900
For about $2400, you get quite a lot of upgrades: a more powerful stereo system, larger rims, wider tires, adaptive dampers, driving modes, a different turbocharger, LSD, lap timer, spoiler, upgraded brakes, sportier interior, Type R front upper control arms, upgraded chassis, etc.