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2017 Honda Civic Si – The coupe we want but can’t get

 

Although the 306 horsepower Honda Civic Type R ranks high on every hot hatch fan’s want list, it’s realistically out of reach for a lot of us, considering its almost £30,000 price tag.  Luckily, Honda also makes something called the Civic Si.  Think of it as a toned down Type R.  It is to the Honda brand what the M135i is to BMW.  Unfortunately, it’s a U.S.-specific model, so if you’re anywhere in Europe or Asia, tough luck.  We won’t be getting it anytime soon.

Under the hood the 2017 Honda Civic Si gets the same 1.5-liter turbocharged four-cylinder found in the standard Civic, but here it’s been cranked up all the way to eleven.  The end result is nothing short of surprising.  Peak power stands at 205 bhp and it makes 192 lb-ft of torque between 2100 rpm and 5000 rpm.  It’s linear with plenty of grunt everywhere throughout the rev range, without sacrificing low insurance rates.  It’s impressive that Honda has been able to extract over 200 hp from something less than the size of a Coca-Cola bottle.

 

 

Offered in two-door coupe and four-door saloon versions, both versions are actually wider than before.  The weight has gone done and according to Honda, most of it is underneath the floorpan.  The center of gravity should therefore be significantly lower than the previous Si, resulting in improved handling characteristics.  Apart from the obvious advantage (or is it a disadvantage?) of having more doors, the saloon gets extra rear-seat heating vents.

The anti-roll bars have been revised and are now 30 percent stiffer at the front and 60 percent stiffer at the rear.  All of the bushings have been replaced with new more solid ones and the suspension’s upper control arms are the same ‘ultra-rigid’ ones found on the Type R.  Peak power comes at just 5,700 rpm, so it really doesn’t like to be revved out.  In Normal mode, it feels civil and slightly docile.  Ideal for everyday driving then.  Switch it to sport though, and it suddenly wakes up.  The adaptive dampers stiffen, the variable-ration power steering offers more feedback and precision and the throttle response feels a bit sharpened.

US prices begin at just $23,900 for the base model (£18,500), but sadly the Honda Civic Si won’t be coming to the UK or Europe.  Would you have this or a Ford Fiesta ST?  Let us know in the comments.

The post 2017 Honda Civic Si – The coupe we want but can’t get appeared first on Car Guy.

2018 Ford Mustang Details now on Website

 

Although we’ve all seen the facelifted 2018 Ford Mustang by now, apart from its looks, not a lot was known till a leaked brochure surfaced online.  Thankfully Ford now have a dedicated page to the 2018 Ford Mustang which gives more details of the upcoming sports coupe.  The design is an acquired taste, to say the least.  People seem to either like it or hate it, with no in-between.  The front headlights seem too smug and soft, nowhere nearly as aggressive as the previous car’s units.  The leaked brochure was causing quite the stir over the last week as various forums posted pages of the brochure where details of specs and optional extras were visible.  Both the 2.3 Litre eco boost and the 5.0 Litre V8 engines return for the new generation although power, torque and efficiency are increased according to Ford.

The LED headlights and a limited-slip rear diff are now standard, as is Ford’s excellent Sync 3 infotainment system with a 4.2” LCD screen.  Most of the advanced safety systems such as the Lane-Keeping System and Adaptive Cruise Control are optional, but really worth it.  The one optional extra we’d suggest to everyone is the MagneRide Damping System.  It makes the Mustang’s ride a lot better compared to the standard suspension.  It’s beautifully damped giving a lot more compliance on road, but stiffens up and reduces body roll in the corners.

 

 

Most cars will be equipped with the Black Accent Package as well as the Carbon Sport Interior Package.  We also get two new colors, called Orange Fury Tri-Coat and Crimson Metallic Tinder Clearcoat, forming an 11-strong color palette.  The fleet-only engine block heater should come in handy come winter time.

We’re not sure how many of the fleet options will transfer to the European-spec Mustang, which will be here later in the year.  The first cars will hit European dealers early 2018.  Ford’s official page still doesn’t give any specifics away with regards to power etc, but stay tuned as we share more 2018 Ford Mustang details as soon as we have them.

The post 2018 Ford Mustang Details now on Website appeared first on Car Guy.

SCG 003S at the Verge of Breaking the Nurburgring Record

 

If you’re an avid racing fan, you’re probably familiar with Scuderia Cameron Glickenhaus (or SCG for short).  They’ve been competing in GT championships for quite some time now, but the lack of any production cars means they’re not that well known it the car world.  Well, all of that is about to change thanks to this: the SCG 003S.  After winning several races and posting incredible lap times in all of them, they’ve decided to build a road-going version of their race car.

The goal, as if you had to ask, is to beat the current Nurburgring lap record for production cars.  Now, make no mistake, the road-legal SCG 003S is essentially a racing car in guise with headlights and a license plate, but it is legal nonetheless.  The racing version dubbed SCG003C recently blitzed the Nurburgring in just 6m 40s, leading the six-hour race from the very start before retiring late on in the race due to a brake failure.

Whereas the racing car has to make do with power limitations and weight ballasts, the road car does not.  Officially, the production-ready vehicle will have 200 horsepower and 184 lb-ft of torque more than its racing counterpart, in addition to weighing 100 kilograms less.  That puts the S at 1300 kg (with fuel) with over 800 horses of twin turbo V8 power providing the thrust; you don’t have to be a scientist to guess that equals lots of speed!  Unofficially, SCG could be on the verge of setting an all-time Nurburgring record, let alone the one for production cars.  The current record held by Stefan Bellof in a Porsche 956 Le Mans racer set in 1983 stands at 6m 11s.  If all goes well, the SCG could potentially dip below the 6m 10s mark.

To give you some idea as to just how fast that is, consider the following: a Porsche 918 laps the Nurburgring in 6m 57s, the Huracan Performante does it in 6m 52s, and the quickest of them all, the McLaren P1, does it in an unofficial 6m 47s.  The track-only Pagani Zonda R can only manage a 6m 47s lap time, and the SCG003C has already beaten that by a good 7 seconds.

We’ll be keeping an eye out for any updates and report them back here.  Consider us officially excited though.  If it doesn’t manage to beat the all-time record we’ll be really surprised.

The post SCG 003S at the Verge of Breaking the Nurburgring Record appeared first on Car Guy.

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Ferrari Race Cars – The 5 best racing cars from Maranello

 

Ferrari is a company which can trace its roots back to racing.  It’s what the founder, Enzo Ferrari, based the entire company on.  Lots of great racing cars have come out of Maranello, but a few stand out more than others.  Here are 5 of the best racing machines they’ve ever produced, in no particular order:

 

Ferrari 250 GT SWB Breadvan

 

 

 

You simply have to start a list of Ferrari race cars off with the one car based on the legendary 250 GTO.  It would be too cruel not to.  After failing to comply with homologation regulations for not producing 100 examples of the GTO, Enzo Ferrari switched the location of the existing cars in order to make it seem like there were indeed more than 100 cars scattered around the world.  The loophole in the FIA’s rules was found and Enzo took full advantage of it.  The 250 GT SW (short wheelbase) was a one-off racing car built to compete at the 24 Hours of Le Mans alongside the already-competing 250 GTO.  It was basically the same car underneath, even down to the front-mounted naturally-aspirated V12, but we thought it would be way cooler to mention a one-off rather than the ‘ordinary’ 250 GTO.

 

Ferrari 365 GTB/4

 

 

You may know the 365 GTB/4 by its other, more commonly used name: the Daytona.  The first racing versions came out back in 1969 and featured a full aluminium body along with fibreglass panels and Plexiglas windows for reduced weight.  The 4.4-liter V12 still churned out well over 450 horsepower, but Ferrari tweaked it to make it more reliable in endurance racing.  Although it never raced under official Scuderia Ferrari colours, as far as Ferrari race cars go, the Daytona still enjoyed a lot of success in the 24 Hours of Le Mans; entered by privateers.

 

Ferrari Berlinetta Boxer (BB) LM

 

 

In 1974, Luigi Chinetti and the North American Racing Team prepped a 365 GT4 BB for racing to replace the dated Daytona they were using at the time.  By the time Luigi debuted the car and entered it in its second ever race, Ferrari came out with their own racing version of the updated 512 BB.  Officially renamed to the BB LM by Ferrari themselves, it boasted a 1,200 kg dry weight figure and a healthy 440 horsepower from the flat-12 engine.  The car never won a Le Mans, but it did come close finishing fifth in 1981 and can still be considered as one of the great Ferrari race cars.

 

Ferrari F50

 

 

 

The F50 GT was a racing version of the standard road-going F50.  Intended to race in the BPR Global GT Series, it went head to head against GT1 cars such as the McLaren F1 and Porsche’s 911 GT1.  Having produced just 3 examples, the FIA deemed the series too dangerous and unsustainable, giving it the axe.  With the series coming to a close, Ferrari had no choice but to cancel the F50 GT program and sell the cars.  Today, they’re some of the most valuable Ferrari racing cars ever made.  You have more chances of winning the lottery than seeing one of these monsters on the streets in real life.

 

Ferrari FXX-K

 

 

We could have mentioned the FXX Evoluzione, the 599XX Evo or any of the 458 and 488 GT3 and GT2 racing cars, but decided to end this list with Maranello’s ultimate racing proposition: the FXX-K.  If Formula 1 cars had body panels and proper windshields, they would look something like the FXX-K.  It’s an F1 car trapped in a road car-looking body.  Underneath it’s a LaFerrari, utilizing the same 6.3-liter N/A V12, except in this case it makes 1,036 horsepower, the body too is something of hybrid between the LaFerrari and original FXX.

The electric motor is purely there to aid performance, not increase fuel efficiency.  Oh, it also gets KERS just like its F1 cousin, so it regenerates electricity for the electric motor to use each time you brake.  Lucky Chris Harris from Top Gear got to take one round a track recently and it looks fantastic!  Aside from their F1 car, it’s the fastest thing Ferrari has ever made, the peak of Ferrari race cars and if you watch a video of it you’ll notice how orgasmic it sounds.

The post Ferrari Race Cars – The 5 best racing cars from Maranello appeared first on Car Guy.

4 of the Fastest Estate Cars – You can buy in 2017

 

If you need to move lots of stuff about but aren’t that enthusiastic about an SUV, an estate is your only option.  If you’re anything like us, you love really fast estate cars.  There’s just something so cool about seeing such a long, large vehicle cut through the air at mind-bending speeds.  It defies the laws of physics.  Such a large object shouldn’t move as quickly as it does.  Here are 4 of the fastest estate cars money can buy, in no particular order.

 

Mercedes-AMG E63 S

 

 

The new E63 in standard saloon guise is a rather ordinary-looking thing.  Sure it’s got flared arches and a different appearance package, but on the whole it’s quite stealthy.  The estate car on the other hand is a serious head turner.  You just don’t expect a wagon with a 4-liter twin-turbo V8 producing 603 bhp and a soundtrack to terrify most super cars.  The sprint to 62 mph is dealt with in just 3.4 seconds and completely unrestricted it will top 200 mph without breaking a sweat.  If ever there was a wolf in sheep’s clothing, this would be it.

 

Mercedes-AMG C43

 

 

Featuring the full-fat C63 would just prove too predictable.  Instead, we’ve opted for its baby brother, the C43.  It doesn’t get the large V8 but rather a smaller twin-turbo V6 and all-wheel drive, but it’s still incredibly brisk.  It will catapult to 62 mph in less than five seconds and hit the 155 mph limiter like it’s hitting a brick wall.  This ‘baby’ AMG C-Class is still one of the fastest estate cars on the road.

 

Porsche Panamera Turbo Sport Turismo

 

 

The Panamera was never the prettiest of saloon cars.  In fact, most people had an issue with the way it looked.  Somehow making an estate version of it made things ten times better.  The Sport Turismo still requires an acquired taste, but there’s no denying its presence and sinister appearance.  The Turbo version utilizes the same 550-horsepower turbocharged V8 the saloon car does, rushing to 62 mph in just 3.8 seconds and topping out just shy of 190 mph.  We’ve got more info on this beauty from when we covered the reveal.

 

Audi RS6 Avant Performance

 

 

As Q-car propositions, Audis make an excellent choice.  They’re fast and stealthy, but that’s more than what can be said for the latest RS6 Avant Performance.  Visually, it’s bustling with aggressiveness in a manner no other Audi is.  It won’t smoke the tyres like the Mercedes and its steering feel is rather numb, but with 597 bhp and a 0-62 mph time of just 3.7 seconds, who cares.  As an everyday runabout, it’s arguably even more competent than the E63 since it’s somewhat larger in size and it’s clearly one of the best looking and fastest estate cars in 2017.

The post 4 of the Fastest Estate Cars – You can buy in 2017 appeared first on Car Guy.

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The Honda Civic 1.0 VTEC – is it any good?

 

Want the short answer?  Yes, although not in a way you might have originally thought.  The Honda Civic 1.0 VTEC is as far removed from its Civic Type R brother as is possible.  They lie at the complete opposite ends of the Civic lineup, but weirdly, they’re both the best at what they do.  How?  Allow us to elaborate.

You see, as fast as the Type R is, it’s not exactly what you’d call usable.  Let’s be real, when are you ever going to unleash 306 horsepower on the public road?  The national speed limit comes up so quick that you get a few seconds of full throttle shenanigans before you have to back off or risk going to jail for several years.  Now, if stats are anything to go by, the smallest Civic is a large disappointment.  We were told downsizing would be a thing of the past, but the new Civic completely debunks that claim.  The old naturally-aspirated 1.8-liter unit has been replaced with a, wait for it, three-cylinder 1.0-liter VTEC unit.  So not only does it lose a cylinder in the process, but almost an entire liter from its entire displacement as well.  Surely it can’t be better then… right?

Wrong.  The 998cc engine feels, and we can’t believe we’re saying this, decently quick.  Actually, allow us to rephrase that.  It feels not slow.  It makes a rather measly 129 horsepower which allows it to ‘sprint’ to 62 mph in 11.2 seconds, but it genuinely feels faster than that, we promise.  It feels eager to rev, clinging on to the high rpms for as long as you ask of it.  It’s a revelation compared to the dull Golf 1.0 TSI, and right on the money with the old Focus 1.0-liter EcoBoost.  It’s a Honda though, so you get something you don’t with the other two: stellar Japanese reliability.

 

 

The chassis hasn’t been tinkered with too much, so it’s still as agile and nippy as any other Civic.  In fact, we’re going to argue that the turn in is miles better than any other Civic on sale (bar the Type R).  The lack of weight over the front axle makes understeer a nonexistent issue at regular speeds, livening up the entire car.  The main focus with downsized engines is economy and efficiency though, so you’ll be pleased to know that the Honda Civic 1.0 VTEC emits just 117 g/km and does a claimed 55.4 mpg.  We’d still prefer a larger engine, but as a fun runabout, it’s not bad.  Not bad at all.

The post The Honda Civic 1.0 VTEC – is it any good? appeared first on Car Guy.

The 2017 Seat Ibiza FR – A proper Supermini

 

The supermini market isn’t exactly lacking any competition at the moment.  If you’re after a small hot hatch, you’ve got plenty of choice.  Unlike proper hot hatchbacks which have to be decently quick, most superminis are about one thing, and one thing only: fun.  Naturally, they have to be practical, economical and cheap to run, but above else, exciting to drive even at regular speeds.  A supermini has to offer excitement without breaking the speed limit.  Trouble is, a lot of them lack in certain areas.  The Ford Fiesta is getting pretty dated these days, the Skoda Fabia, as great as it is, is slightly dull, and the VW Polo is less than a year from getting an entire overhaul.  The Kia Rio is not that appealing both in paper and in real life, and the same goes for the Hyundai i20.  So, where does that leave you?  Well, with the new 2017 Seat Ibiza FR of course.

The Ibiza FR is, at first glance at least, the perfect supermini.  Underneath it’s mostly a VW Polo, which you’ll all agree is no bad thing.  The best part is that the aggressive exterior is miles and light years ahead of the contemporary Polo.  Looks alone the Ibiza dwarfs every other competitor.  There’s just something so appealing and charismatic about it.  The sharp edges, hard creases and quirky angles.  It all makes sense.

Inside it gets a slightly revised cabin.  The materials have been somewhat updated and fit and finish is standard Seat (read VW).  Boot space is up by 63 litres thanks to a longer wheelbase (by 95 mm), making the new 2017 Seat Ibiza FR one of the most practical superminis in its class.  There’s ample amount of legroom and headroom, even for rear row passengers.

 

 

Now then, to the good stuff we all really want to know about: the engine.  The most powerful FR boasts a 1.5-liter four-cylinder TSI Evo unit with 148 hp.  Although no official figures are available as of yet, expect a mid-to-high seven second 0-62 mph time and a top speed somewhere north of 120 mph.  If we’re honest, the new unit isn’t as spritely or as willing to rev as the old 1.6.  It is quicker on paper, but it just doesn’t feel that way in real life.

Should that tempt you off buying one?  Absolutely not.  It still handles like an overgrown go-kart, and that’s the beauty of it.  It’s agile and nimble.  Light on its feet.  It is, for all intents and purposes, a proper supermini.

The post The 2017 Seat Ibiza FR – A proper Supermini appeared first on Car Guy.

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Mercedes-AMG SLC 43 – is it a true AMG?

 

These days the AMG badge is getting slapped to virtually anything. Mercedes’ tuning division has been tinkering with practically every Merc on sale, even the diesel variants.  From estate cars and limos to small A-Class shaped hatchbacks.  They’ve worked their magic on a lot of vehicles, but weirdly, a good bunch of them received criticism for not being proper AMG cars.  Trouble is, the old-school AMG we know is long gone.  In fact, AMG hasn’t been what it used to be for quite some time.  That’s not necessarily a bad thing, it’s just different.

Proving our point, right on cue, is the Mercedes-AMG SLC 43.  The current SLC is a weird thing.  It shares a lot of its components with the old SLK (chassis, interior and electronics), but it somehow manages to feel new.  Then you have the AMG model we’re discussing today.  It’s a step-up above the standard SLC, making things even more confusing.  As of now, the SLC 43 is the most powerful SLC available, presumably until the SLC 55 comes along to take its crown.

Let’s start with the positives.  The 3.0-liter twin-turbocharged V6 engine is a real powerhouse.  It produces 362 bhp and a meaty 384 lb-ft of torque.  Power is naturally sent to the rear wheels, this time via the new 9-speed auto box.  There’s tons of power everywhere throughout the rev range.  Floor the loud pedal and it squats, catapulting towards the horizon.  It’s not frantic though.  Power delivery is linear and quite relentless.  The Mercedes-AMG SLC 43 certainly packs a decent punch for a 3-liter V6.  In Sport+ it even crackles and bangs on overrun, but you have to be outside the car to really enjoy it.

The pops and bangs are good, but the engine note itself isn’t.  At anything under 3,000 rpms it sounds cold and distant.  Perhaps we’re not used to anything less than spectacular engine noise from an AMG.  Rev it out past 3,000 rpm however and it wakes up.  It doesn’t help fuel economy but it certainly makes the car a lot more fun.

The SLC 43 is let down in several crucial areas.  For starters, the interior doesn’t feel anywhere near as special or as great as its price tag suggest.  This is a £47,600 car before options, but you wouldn’t be able to tell that just on interior alone.  It’s not bad, but it isn’t as good as, say, a C-Class coupe.  The roof mechanism makes quite the racket when it’s in motion, but at least it’s all over with quickly.

 

 

Is it a proper AMG then?  Well, if an AMG to you means a large, shouty V8 and generating tyre smoke everywhere, then no.  It is however, quite good.  Dynamically, the Mercedes-AMG SLC 43 is agile and light, despite the lack of steering feedback.  The engine is strong and we like the fact that it’s a proper little convertible.  As far as we’re concerned, the SLC 43 is alright.  If Mercedes can improve the interior just a tad, it’ll be neigh-on unbeatable for what it is.

The post Mercedes-AMG SLC 43 – is it a true AMG? appeared first on Car Guy.

Meet the Alpina B4 S Bi-Turbo – It’s M4 Rivaling

 

If you’re a fan of BMW, you’ve probably heard of Alpina.  The famous aftermarket tuner has been dealing with ‘enhancing’ BMWs for decades, and it’s all backed up by BMW themselves.  Now, we say ‘enhanced’, because Alpina isn’t your standard aftermarket company.  They don’t just make specific parts or focus on a single procedure.  No, they’re much more rounded than that.  What they do is take a fairly standard BMW, upgrade most of its vital components and then rebadge the car as an Alpina product.  Which, in fairness, is what it is.  A mostly new vehicle.

Their newest creation, the Alpina B4 S, is based on a 440i, but it’s as far removed from the 440i as is humanly possible.  Alpina’s base B4 model is replaced with this new B4 S Bi-Turbo edition, which is, amongst other things, a lot more powerful.  Power is upped form a pedestrian 410 bhp to 434 horsepower, while the torque figure spikes from 442 lb-ft to 487 lb-ft.  Although they seem like fairly minor gains on paper, it’s a whole different story in the real world.

 

 

The 3.0-liter inline six has been lifted straight from the 440i, but it’s been enhanced and tweaked in almost every aspect.  Alpina says that in the last two years they’ve fiddled with it so much that it could genuinely pass as an entirely different motor to the one they started with.  For starters, the large single twin-scroll turbo has been axed in favor of a new twin-turbo setup.  It gets a forged steel crankshaft, improved cooling and optimized air flow.  Although Alpina didn’t disclose the turbocharger type, they did mention they’re completely unique to the B4 S alone.

As is always with an Alpina, the numbers don’t tell the entire story.  The Alpina B4 S may not be that much more powerful than the old B4, but it feels like it has doubled its power.  Peak torque arrives at just 2,000 rpm and it’s available all the way to 5,000 rpm.  The engine revs to 7,000 rpm, it can hit 62 mph in just 3.9 seconds and maxes out at a mind-boggling 190 mph.  Power is sent to the rear wheels via the well-loved ZF eight-speed auto.

 

 

Alpina has been kind enough to add a limited-slip differential, beefier drive shafts and a lighter, better-sounding Akrapovic exhaust.  Prices start at £63,000 for the coupe and £67,000 for the hard-top convertible.  If you’re patient you’ll be able to buy a saloon and a Touring version in a couple of months.  We like it.  A lot.

The post Meet the Alpina B4 S Bi-Turbo – It’s M4 Rivaling appeared first on Car Guy.

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