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COMPLETE REPORT Honda Civic EX Sedan

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					                                COMPLETE REPORT


Welcome to our Decision Guide Complete Report. It puts all the information you need on
this vehicle at your fingertips. We give you objective test figures, and more. Our collective
expertise, combined with the most comprehensive testing program around, lets us truly
put vehicles in the proper context for you. The in-depth reviews, road tests, and
comparison tests included here don't just tell you what a vehicle can do. Our real-world
observations and judgments, based on our many years of experience with all types of
vehicles, help you to understand the qualitative nature of performance.




                             Honda Civic EX Sedan
                                    Base price: $17,750

              Vehicle type: front-engine, front-drive; 4-door 5-passenger sedan
                                      COMPLETE REPORT CONTENTS



Content                                                          Section

Detailed vehicle specifications                                       1

Capsule Review                                                        2

Road tests, reviews & related feature articles                        3

J.D. Power and Associates Power Circle Quality Ratings                4

NHTSA crash-test ratings                                              5

Kelley Blue Book detailed vehicle pricing & standard equipment        6
                         COMPLETE REPORT SECTION 1: Specifications




                                     Honda Civic EX Sedan
                                     Base price: $17,750
                                     Vehicle type: front-engine, front-drive; 4-door 5-passenger sedan


Base price:                                   $17,750
Vehicle type:                                 front-engine, front-drive; 4-door 5-passenger sedan
Interior volume, F/R/cargo (cu ft)            49-52/38-40/13 -
Cargo volume, seats up/maximum (cu ft)        41/170
Wheelbase                                     103.1 in
Length/width/height                           175.4/67.5/56.7 in
Turning circle                                34.1 ft
Curb weight                                   2400-2650 lb
EPA city/hwy mpg                              32/
Fuel-tank capacity/range                      13.2 gal/383-422 mi
Passive restraints                            driver and passenger front and side (opt) airbags
Bed capacity (cu ft)                          44.8-0


POWERTRAIN                                    1.7-liter SOHC 16-valve inline-4; 100, 115, or 127 hp; 110, 111, or 114
                                              lb-ft; 5-sp man


SUSPENSION
F                                             ind, struts, coil springs, anti-roll bar
R                                             ind, multilink, coil springs, anti-roll bar (opt)


BRAKES
F/R                                           vented disc/drum
ABS                                           optional




                                        Future Product Intelligence

2004 Honda Civic EX Sedan A redesign is expected.
                          COMPLETE REPORT SECTION 2: Capsule Review


                                            Honda Civic EX Sedan
The Civic is America's bestselling small car, and-consistent with Honda practice-the 2004 offerings get a front and rear
cosmetic freshening to sustain interest while the company readies the eighth generation, due next year. Besides new front
and rear fascias, the updates include interior detail changes and new colors. (Honda also added two new Civic models last
year, the sporty Si and the fuel-thrifty hybrid, covered elsewhere in this guide.) The Civic is comfortable, durable, agile,
and roomy by compact standards. Performance is adequate in DX and LX models-powered by a 115-hp, 1.7-liter SOHC
four-and a little better than that in the EX, with a VTEC version of the 1.7-liter rated at 127 hp. There's also a GX natural-
gas edition, with an ultra-clean SULEV (Super Ultra Low Emission Vehicle) rating from the California Air Resources Board.
              COMPLETE REPORT SECTION 3: Reviews, Road Tests and Features



Inside the Thunderhill 25
The race is on...

BY TONY SWAN

December 2005




Willows, CA, Dec. 3 — The dust and confusion of qualifying is over, and with the start of the third
                                                                                                            Watch Editor-
annual NASA Thunderhill 25-hour race at hand, we can report that your Car and Driver crew is
                                                                                                            in-Chief
strategically positioned to cover all the action from both ends of the starting grid.
                                                                                                       Csaba Csere and
                                                                                                       team as they
Editor-in-Chief Csaba Csere, for example, finds himself on the second row of the grid in a 2005        prepare, or check
Subaru WRX STi.                                                                                        out the start of the
                                                                                                       race and the first
Entered by Marshall Pruett, an engineer who served as last year’s last-minute Car and Driver crew      and second pit
chief, the Subie posted the fourth quickest time around the challenging 3.0-mile Thunderhill road      stops.
circuit.

With an alphabetic team name that sounds like it was conceived during the Roosevelt Administration — Team
ART/ESX/TCD/C and D — the Subie is reportedly capable of some 500 horsepower.

It’s also distinguished by a pair of zany front winglets, borrowed from an Indy car and grafted onto the hood, supposedly to
create aerodynamic downforce. And it’s also distinguished by a teen-aged driver.

Still 10 days away from his 15th birthday and unable to drive on public roads, Auston Harris is nevertheless a veteran racer
and one of the quicker of the four who share the car with our man Csere.
              COMPLETE REPORT SECTION 3: Reviews, Road Tests and Features



2005 Thunderhill 25-Hour
Hour Nine

BY TONY SWAN

December 2005




                                                                                                           Watch Editor-
Willows, CA, Dec. 3, 9 p.m. PST — The race is now nine hours old, the sun has long since gone              in-Chief
down behind the range of low hills to the west, the temperature is sinking, and so are the hopes of   Csaba Csere and
many of the teams competing in the 2005 NASA 25-hour race at Thunderhill Raceway.                     team as they
                                                                                                      prepare, or check
A good example of diminished expectations is the 2005 Team Honda R&D Civic Type R, co-piloted by      out the start of the
Car and Driver Tech Director Larry Webster.                                                           race and the first
                                                                                                      and second pit
                                                                                                      stops.
After a slow start, the hot rod hatchback Honda had begun a steady climb through the standings —
until the beginning of the sixth hour, when the Type R pulled into the pits with rear suspension
problems. Big ones.

It seems the exhaust pipe was routed a little too close to one of the rear control arm bushings, which responded by melting.
And this, in turn, led to disassembly and reassembly of the entire rear suspension.
              COMPLETE REPORT SECTION 3: Reviews, Road Tests and Features



2005 Thunderhill 25-Hour
A Stillness at Thunderhill

BY TONY SWAN

December 2005




                                                                                                             Watch as
Willows, CA, Dec. 4 — The checkered flag has waved, the thunder has rumbled down to an                       Editor-in-
occasional murmur, the crews are packing up, and the third annual 25 Hours of Thunderhill is in the    Chief Csaba Csere
record books.                                                                                          takes you through
                                                                                                       a lap of the track
As round-the-clock enduros go, it contained a typical mixture of mayehm and maintenance heroics,       at night. You can
two elements that are far from mutually exclusive in long-distance sports car racing.                  also check out
                                                                                                       Team Alphabet as
                                                                                                       they prepare, or
Some of the mayhem produced results that were beyond repair. In addition to the end-over-end
                                                                                                       check out the start of
night-time crash that eliminated the Team J.W. Motorsports Porsche 911 while it was leading, an
                                                                                                       the race and the first
early morning encounter between one of the Mazdaspeed Miatas and a Factory Five Cobra left both
                                                                                                       and second pit stops.
cars inverted.

Other repair efforts, while determined, didn't quite produce the desired result. For example, the 1998 Porsche 911 Carrera of
the Mindover Motosports team, the fastest car on the track through almost 19 of the 25 hours, failed to respond to
restoration efforts when its transmission locked in fifth gear during the early morning hours.
              COMPLETE REPORT SECTION 3: Reviews, Road Tests and Features



2005 Thunderhill 25-Hour
Braking news from Team Civic Si...

BY TONY SWAN

December 2005




                                                                                                             Watch as
Willows, CA, Dec. 4, 10:30 PST — Responding to criticisms concerning the brake systems of his                Editor-in-
fabulous motorcars, Ettore Bugatti said, “I build my cars to go, not to stop.”                         Chief Csaba Csere
                                                                                                       takes you through
But in Bugatti’s day, racers were accustomed to virtually non-existent brakes. Today, we depend on     a lap of the track
them. And when they don’t work, the driver is unhappy.                                                 at night. You can
                                                                                                       also check out
                                                                                                       Team Alphabet as
A case in point occurred for one of the Car and Driver cars early this morning, with your humble
                                                                                                       they prepare, or
narrator at the helm of one of the Team Civic Si cars.
                                                                                                       check out the start
                                                                                                       of the race and the
The brakes were smoking like a fire in a damp haystack when I climbed in for my Dawn Patrol stint,     first and second pit
and entering turn two on my out-lap it became alarmingly clear that there wasn’t much braking          stops.
power in the system.

The clarity came when I couldn’t get the car slowed down enough to get through the turn, and did a little driving on the grass
at the turn’s outer perimeter.

Okay, gotta watch the brakes.
              COMPLETE REPORT SECTION 3: Reviews, Road Tests and Features



Thunderhill Countdown
It’s December, and you know what that means...

December 2005




Well, yes, Christmas. But more important — and much sooner — it means the third annual
                                                                                               Be sure to check out
National Auto Sports Association (NASA) 25-hour sports car race at Thunderhill Raceway
                                                                                               Swan's race diary from this
Park in northern California.
                                                                                               year's event or find out
                                                                                               how we fared at last year.
And as in the first two of these unique around-the-clock-plus events, Car and Driver will be
in the thick of the action, providing updates as the hours tick by.

The car you’re looking at here—a race-prepared version of Honda’s nifty new Civic Si coupe — is being co-driven by C/D
executive editor Tony Swan, teamed with a trio of drivers from American Honda.

But that’s only one element of C/D’s three-pronged game plan for 2005. While the Civic is circulating the 3.0-mile Thunderhill
road course, two other C/D editors are competing in two other rides.

Editor-in-Chief Csaba Csere will be at the wheel of a Subaru WRX STi, an ideal car for the wet conditions expected this year.
Tech Director Larry Webster was slated to co-drive a Gale Banks turbo-diesel pickup truck with enough torque to spin the
earth backwards, but more on that later.

More updates as the race progresses. —Tony Swan
              COMPLETE REPORT SECTION 3: Reviews, Road Tests and Features



2005 Thunderhill 25-Hour
Dawn patrol

BY TONY SWAN

December 2005




                                                                                                             Watch as
THIS JUST IN: Never say “bulletproof.” Shortly after filing the update below, the C/D Honda Civic Si         Editor-in-
suffered brake failure. Although Team Honda effected repairs in about 12 minutes, the car dropped      Chief Csaba Csere
to 7th place overall, a position it still held at 10 a.m. Pacific time.                                takes you through
                                                                                                       a lap of the track
Willows, CA, Dec. 4, 6:30 a.m. PST — A racetrack looks different at dawn. This could have              at night. You can
something to do with the fact that sunlight has begun to creep over the landscape.                     also check out
                                                                                                       Team Alphabet as
                                                                                                       they prepare, or
But be that as it may, here’s how things look in the 2005 NASA 25 Hours of Thunderhill.
                                                                                                       check out the start
                                                                                                       of the race and the
Number one, the race for first overall is wide open.                                                   first and second pit
                                                                                                       stops.
As this is written, the Mind Over Motorsports Porsche 911 that led through the wee small hours is on
jackstands, with several guys underneath turning wrenches and hollering, which is part of the ritual that goes with changing
the car’s transmission.

The tranny stuck in fifth gear at about 5:30 a.m., and after driving with only that cog engaged, veteran racer Randy Pobst
and his team thought it prudent to effect the change.
               COMPLETE REPORT SECTION 3: Reviews, Road Tests and Features



2005 Thunderhill 25-Hour
Halfway home

BY TONY SWAN

December 2005




                                                                                                            Watch Editor-
Willows, CA, Dec. 3, 11:30 p.m. PST — How many races are only half-finished after twelve and a              in-Chief
half hours?                                                                                           Csaba Csere and
                                                                                                      team as they
Discounting multi-day grinds like the Paris-Dakar rally, only this one.                               prepare, or check out
                                                                                                      the start of the race
                                                                                                      and the first and
And it reinforces the old Yogi Berra theorem: "It's never over 'til it's over."
                                                                                                      second pit stops.

You could ask Joe Wong about this.

Up until about 9:45 p.m., Wong's J.W. Racing 1993 Porsche 911 was the car to beat, holding an eight lap lead over the
second-place BMW 325 of Team Hankook Motorsports, and pulling away at a steady five to ten seconds a lap.

In endurance racing, that's as close to bliss as it gets.

But quicker than you can say accident, racing bliss can evaporate. Which is precisely what happened to Joe Wong's pristine
Porsche.
              COMPLETE REPORT SECTION 3: Reviews, Road Tests and Features


Superfour Challenge
Among the high-horsepower brigade was at least one guy who brought something practical—a car he could
sleep in.

BY THE C/D STAFF

November 2005




Roll your cursor over the images above to see how a car placed in our front-wheel-drive competition, then click to find out
more about it. Click here to check out the how the rear- and four-wheel-drive cars placed.

Ross Converse's call seeking a spot in our annual hyper-horsepower shootout, the                   Web Exclusives
Car and Driver "Supercar Challenge," was a real surprise. We hadn't heard from           Get a complete list of pricing and
him since 1997, when he visited us from faraway Maine, where he had stuffed a           modifications, see the complete run
couple of Ford V-8s into two Volvo wagons. Apparently, it took some time for word        results for each vehicle, or take a
of our annual supercar event, now entering its fourth year, to penetrate the deep       virtual ride along the course in our
woods of Down East.                                                                     video with Memo Gidley courtesy of
                                                                                        Easy Street Motorsports/Advantage
Our shootout is a two-day cornucopia of excessive horsepower and speed that's as                Racing Technologies.
close as we can get to the wild and crazy era of the 1970s—when Yates unleashed
a flock of nutballs in a cross-country race called the Cannonball—without having to post a lot of bail bonds.
Roll your cursor over the images above to see how a car placed in our rear- and four-wheel-drive competition, then click to
find out more about it. Click here to check out the how the front-wheel-drive cars placed.

This year, we had two classes and lowered the 150-mph top speed. For the front-drive class, the maximum velocity was 130
mph; the rear- or four-wheel-drive class had to reach 140. We also borrowed an exhaust-gas analyzer from Horiba to test for
the presence of a catalytic converter. Our measurements were not intended to determine legality, since laws differ from state
to state, but we figured if a car had even a chance of being legal, it had to have a cat.

                                           As the event date approached, a few entries dropped out. Then Converse called
                                           back with a proposed entry: How about a modified Toyota Tacoma pickup truck with
                                           a turbocharged engine and independent rear suspension? That sounded like a sitting
                                           duck in a field that included Mitsubishi Evos, Lotus Elises, a triplet of Honda Civics,
                                           and a Subaru WRX STi, so we were hesitant. Then he told us he planned to drive it
                                           to the event with a camper on the pickup bed. How could you turn down that kind of
                                           enthusiasm? We couldn't. Could a turbo Tacoma camper compete? Read on to find
                                           out. —Larry Webster

                                           Explanation of Test Results

We define a "run" as a completed cycle of our test course. So a run begins when a car leaves the starting line and ends when
it comes to a stop. Each car is allowed five runs, and from each run we determine several other performance measures—
quarter-mile acceleration, braking distance, road-course time, etc. We base the car's performance on its best run, and that
means the lowest overall time wins. That best run and key data points are depicted graphically on pages 124 and 133.
Complicating things, we have found instances in which a car scored a quicker quarter-mile time, or a quicker road-course
time, in a run that was, nonetheless, slower than its best time. So for each car, we've also listed the best quarter-mile
acceleration time and speed, road-course time, and braking distance that the car performed in its five runs.

Check out the data for all the runs as well as detailed specifications.


 The Players                                                                                  price as           horsepower†
                                                                                              tested*

 2002    AEM Honda Civic Si                                                                   $59,724            396

 2004    Buschur Racing Mitsubishi Lancer Evolution RS                                        $52,084            393

 1997    Converse Engineering Toyota Tacoma                                                   $26,308††          250

 2005    Easy Street Motorsports/Advantage Racing Technologies Subaru Impreza WRX             $91,915            450
         STi Ali Afshar Signature Series

 2004    Flyin' Miata FM Speed Mazdaspeed MX-5 Miata                                          $49,752            380

 2005    Forcedfed Lotus Elise                                                                $95,183            400

 2002    Hasport Performance/Jackson Racing Honda Civic Si                                    $39,184            300

 2005    HKS USA Mitsubishi Lancer Evolution RS                                               $86,788            481

 2005    Hondata/Prototype Racing Lotus Elise                                                 $72,654            320

 2004    Howell Automotive Dodge SRT4                                                         $43,153            452

 2003    Mini-Madness Mini Cooper S                                                           $50,756            265

 2001    Powerworks Ford Focus ZX3                                                            $25,051            223
 2004       Skunk2 Racing Honda Civic Si RR                                                    $53,199            315

 2004       STaSIS Engineering Audi A4 1.8T Quattro Ultrasport                                 $52,670            340


*Calculated using 2005 new-car prices.
†Manufacturer's claim.
††Calculated using Kelly Blue Book used-car appraisal.

FRONT-WHEEL DRIVE

6th Place
2001 Powerworks Ford Focus ZX3
Street drivability:
1/4-mile: 15.2 sec @ 92 mph
Road course: 52.9 sec
120-to-0-mph braking: 542 feet
Total course time: DNF

If this had been a street-driving contest, the Powerworks Focus would have been a contender if not the winner. But this was
a performance gunfight, and the car turned out to be a pea shooter compared with the other small-caliber contestants.
Everyone agreed they could easily live with this car day in and day out, but it lacked the raw power of the competitors.

What power there was came from a stock Focus 2.0-liter engine with the $4750 Powerworks supercharger package that
blows 12 pounds of boost. Powerworks claims the juiced-up engine is good for 223 horsepower and 188 pound-feet of torque,
a vast 72-percent improvement over the stock mill. A Quaife limited-slip differential and a Centerforce clutch helped get the
power to the ground.

                                          Keeping the car well planted were an SVT Focus suspension and wider Ford Racing
                                          wheels with big 225/45ZR-17 BFGoodrich g-Force T/A KD tires. The chassis also
                                          benefited from front and rear SVT Focus calipers, rotors, and pads.

                                          On the street, the engine pulled strongly, the clutch was smooth and effortless, and
                                          the car rode comfortably and had sharp handling reflexes. We didn't like the loud
                                          whining of the supercharger, but we're aware that some youthful buyers might.

                                           At the track, the Powerworks Focus couldn't attain the 130-mph top-speed
                                           requirement on any of its runs, so it failed to score an overall official time and thus
finished last in class. Its best 0-to-60-mph and quarter-mile times of 6.4 and 15.2 seconds were a bunch quicker than a
standard Focus and 1.4 and 0.9 seconds quicker than the last three-door SVT Focus we tested. Used, inexpensive Foci are all
over the place. Add the Powerworks blower, and you could have a rice beater for not a lot of scratch. —André Idzikowski

Vehicle type: front-engine, front-wheel-drive, 5-passenger, 3-door coupe
Price as tested: $25,051 (base price: $24,646)
Engine type: supercharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, port fuel injection
MODS engine/transmission: $7190 suspension: $888 brakes: $1040 wheels/tires: $1378 body/interior: $405
Displacement: 121 cu in, 1988cc
Power (mfr's claim): 223 bhp @ 6500 rpm
Torque (mfr's claim): 188 lb-ft @ 4000 rpm
Transmission: 5-speed manual
Front brakes: Ford SVT Focus 12.0 x 1.0-in vented discs;
Ford SVT Focus 1-piston calipers
Rear brakes: Ford SVT Focus 11.0 x 0.4-in discs;
Ford SVT Focus 1-piston calipers
Brake pads: Ford SVT Focus
Wheelbase: 103.0 in
Length/width/height: 168.1/66.9/56.3 in
Curb weight: 2799 lb
Weight distribution, F/R: 62.4/37.6%
*Base price includes all performance-enhancing options.

Get a complete list of pricing and modifications or see the complete run results for this vehicle.



5th Place
2002 Hasport Performance/Jackson Racing Honda Civic Si
Street drivability:
1/4-mile: 14.3 sec @ 101 mph
Road course: 52.6 sec
130-to-0-mph braking: 627 feet
Total course time: 121.5 sec

Making its second appearance in our competition, Hasport's canary-yellow Honda Civic buzz bomb finished fifth two years ago
and limped into second-to-last place this year on a broken front shock absorber. While it ran, the Civic Si was fearsome on
many levels.

Hasport is in business to facilitate Honda engine swaps, and this company-owned Civic Si has had a few. It arrived at our
competition having recently swallowed a Honda K24a2 2.4-liter i-VTEC motor from an Acura TSX (made available when a rail
shipment of new TSXs overturned en route to dealers). The i-VTEC system adds variable intake-cam timing to Honda's
stepped variable timing-and-lift system. Two years ago, Hasport attained slightly more horsepower but with much greater
effort by dropping an Acura RSX Type-S i-VTEC cylinder head on a K24 block.

This time, a Jackson Racing supercharger running twin Eaton rotors packs 6.0 pounds of nonintercooled boost into the K24a2,
good for 300 horsepower, Hasport claims. A Jackson Racing header feeds into a MagnaFlow cat-back exhaust, and an RSX
Type-S six-speed puts the twist to the front 17-inch 5Zigen wheels and BFGoodrich g-Force T/A KDs.

                                          Stab the gas pedal and hold fast. The Civic squirts forward like a startled silverfish,
                                          and its nose sways back and forth like a drunk Labrador's. The blown K24a2 twisted
                                          the steering so vigorously that the car's path became an alarming sine wave.
                                          Caution was mandated in turns; midcorner stomps caused the Civic to widen its line
                                          as if blown by a hurricane gust. Unfortunately, that evil behavior was likely caused
                                          by the broken shock, which was discovered after two white-knuckle runs on the
                                          track.

                                           Otherwise, the hyper Hasport was an easy drive with smooth clutch takeup and a
                                           rapping snarl that softened to a hum in sixth gear at 70 mph. Before Hasport
parked the Civic, its best quarter-mile time of 14.3 seconds beat its 2002 performance by 0.2 second. Even with the busted
shock, its road-course time was only about one second off that of the leaders. On that day, the heart was willing but the legs
were shaky. —Aaron Robinson

Vehicle type: front-engine, front-wheel-drive, 5-passenger, 3-door coupe
Price as tested: $39,184 (base price: $35,184)
Engine type: supercharged DOHC 16-valve inline-4, aluminum block and head, port fuel injection
MODS engine/transmission: $9360 suspension: $1886 brakes: $2115 wheels/tires: $1988 body/interior: $4000
Displacement: 144 cu in, 2354cc
Power (mfr's claim): 300 bhp @ 7500 rpm
Torque (mfr's claim): 237 lb-ft @ 3800 rpm
Transmission: 6-speed manual
Front brakes: Fastbrakes 12.2 x 0.8-in vented, cross-drilled,
and grooved discs; Fastbrakes 4-piston calipers
Rear brakes: Acura RSX Type-S 10.2 x 0.4-in discs; Acura RSX Type-S 1-piston calipers
Brake pads: F: Cobalt Friction spec(B), R: Acura RSX Type-S
Wheelbase: 101.2 in
Length/width/height: 165.7/66.7/56.7 in
Curb weight: 2800 lb
Weight distribution, F/R: 60.3/39.7%
*Base price includes all performance-enhancing options.

Get a complete list of pricing and modifications or see the complete run results for this vehicle.



4th Place
2004 Skunk2 Racing Honda Civic Si RR
Street drivability:
1/4-mile: 13.9 sec @ 104 mph
Road course: 51.5 sec
130-to-0-mph braking: 555 feet
Total course time: 117.5 sec

It was good to see a naturally aspirated combatant in this field heavy with turbos and superchargers, but we have to wonder
if it's worth $15,850 to avoid having a blower feeding the intake system. That's what you'd pay, including $4900 labor, to
duplicate this powertrain package. The Skunk2 crew yanked the stock Civic Si engine and substituted an Acura TSX 2.4-liter
block ($2000, including the six-speed manual) and a CNC-ported Acura RSX head ($2400). Other upgrades included a
Hondata K-Pro ECU flash ($995), Skunk2 Stage 1 cams ($850), Cunningham forged con rods ($800), Wiseco forged
aluminum pistons ($500), RC Engineering fuel injectors ($450), Megapower exhaust system ($490), and Skunk2 exhaust
header ($520), forged valves ($380), and titanium valve retainers ($150).

                                          There was more, but the welcome news here is that a customer can treat this long
                                          list as a menu. Moreover, the Skunk2 car was quicker to 60 than either of the
                                          boosted Civics, with a best of 5.4 seconds, trailing only the Howell SRT4. The
                                          Skunk2 guys claim 315 horsepower, delivered with less torque steer than the other
                                          Civics, and we're here to tell you their Civic was terrifically entertaining to drive.
                                          Our only street-drive complaints were lofty noise levels at full throttle and the
                                          vision-limiting wraparound head bolsters of the Sparco driver's seat. Save the $700.

                                           If the driver hadn't made a critical mistake during the fourth run, the Skunk2 car
                                           would have placed higher. During that run, Webster tried to shift from fourth to fifth
but moved the shifter too far to the right and went into the plane where reverse gear lies. In the ensuing fumbling, he got
third instead of fifth and consequently overrevved the engine when he let out the clutch. A costly mistake in more ways than
one. In Webster's defense, the six-speed was awfully vague, and the Skunk2 guys hadn't installed the reverse-gear lockout
solenoid that both the AEM and Hasport cars had. The Skunk2 car did, however, post the second-best road-course time in its
class, a testament to its smooth power delivery and good handling. —Tony Swan

Vehicle type: front-engine, front-wheel-drive, 5-passenger, 3-door coupe
Price as tested: $53,199 (base price: $46,944)
Engine type: DOHC 16-valve inline-4, aluminum block and head, port fuel injection
MODS engine/transmission: $15,850 suspension: $4660 brakes: $3055 wheels/tires: $3544 body/interior: $6255
Displacement: 144 cu in, 2354cc
Power (mfr's claim): 315 bhp @ 7800 rpm
Torque (mfr's claim): 230 lb-ft @ 6400 rpm
Transmission: 6-speed manual
Front brakes: Brembo 12.9 x 1.1-in vented,
cross-drilled discs; Brembo 4-piston calipers
Rear brakes: Acura RSX Type-S 10.2 x 0.4-in discs;
Acura RSX Type-S 1-piston calipers
Brake pads: F: Brembo High Performance,
R: Acura RSX Type-S
Wheelbase: 101.2 in
Length/width/height: 165.7/66.7/56.7 in
Curb weight: 2657 lb
Weight distribution, F/R: 60.2/39.8%
*Base price includes all performance-enhancing options.

Get a complete list of pricing and modifications or see the complete run results for this vehicle.



3rd Place
2003 Mini-Madness Mini Cooper S
Street drivability:
1/4-mile: 14.5 sec @ 101 mph
Road course: 51.2 sec
130-to-0-mph braking: 568 feet
Total course time: 117.2 sec

Of the front-drivers, only the Mini-Madness Cooper S ran all five heats without a single DNF. Chalk it up to American
ingenuity, or British fortitude, or German practicality. The M-M Cooper S represents all three.

Packing the blown SOHC 1.6-liter motor under that half-gallon hood required compromises in the stock air-to-air intercooler
design. Mini-Madness attacks the BTU surplus by subbing in a higher-efficiency air-to-liquid intercooler. A custom-fabricated
intake draws more air from the cowl vents rather than from the heated engine compartment. Both the intake and exhaust
valves were upsized by one millimeter, and a Schrick 270-degree cam bumps up the lift and duration for better mid- and
high-rev breathing. A smaller supercharger pulley accelerates the blower speed by 15 percent and pushes boost from the
stock 10.5 psi to about 14 psi. All of that alters the horsepower readings from 168 to a claimed 265. The power heads for the
pavement through a Mini-Madness low-mass flywheel, Stage 3 six-puck clutch, and Quaife limited-slip differential.

                                          In the basement, M-M installed a Tein Competition coil-over suspension with 16
                                           settings ranging in firmness from corner crusher to "Coupe de Ville." It's a luxury at
$1999, but it makes this massaged Mini's ride livable on street pavement. The StopTech big-brake kit stands the 2634-pound
Mini on its nose. A solid structure and cheetah reflexes seduce one to reckless corner speeds. The extra power hurls the Mini
out of turns with a hearty supercharger whine but only a faint torque tug on the steering. Grip is colossal, especially in the
Sparco Milano bucket seats.

The Mini's best quarter-mile was 14.5 seconds, a full second and change more than M-M's 2003 entrant, and the road-course
time ranked tops among front-drivers at 51.2 seconds. It was the run from 100 to 130 mph where the brick-like Mini bled
time. When they return in two years, the M-M boys say they'll have the new Mini with its new twin-cam engine. To that we
say, "Yo, that's bloody ausgezeichnet!" —Aaron Robinson

Vehicle type: front-engine, front-wheel-drive, 4-passenger, 3-door coupe
Price as tested: $50,756 (base price: $44,487)
Engine type: supercharged and intercooled SOHC 16-valve inline-4, iron block and aluminum head, port fuel injection
MODS engine/transmission: $13,624 suspension: $3896 brakes: $2818 wheels/tires: $3199 body/interior: $6269
Displacement: 98 cu in, 1598cc
Power (mfr's claim): 265 bhp @ 7200 rpm
Torque (mfr's claim): 225 lb-ft @ 6600 rpm
Transmission: 6-speed manual
Front brakes: StopTech 12.9 x 1.1-in vented,
grooved discs; StopTech 4-piston calipers
Rear brakes: stock 10.2 x 0.4-in discs; stock 1-piston calipers
Brake pads: F: Pagid Orange, R: Ferodo Racing DS2500
Wheelbase: 97.1 in
Length/width/height: 143.9/66.5/55.8 in
Curb weight: 2634 lb
Weight distribution, F/R: 61.8/38.2%
*Base price includes all performance-enhancing options.

Get a complete list of pricing and modifications or see the complete run results for this vehicle.



2nd Place
2002 AEM Honda Civic Si
Street drivability:
1/4-mile: 13.9 sec @ 105 mph
Road course: 52.5 sec
130-to-0-mph braking: 560 feet
Total course time: 113.0 sec

The AEM Civic Si seemed like an effective recipe for speed, with its claimed 396 horsepower (second only to the Howell
Automotive SRT4) and its 2525-pound weight making it the lightest in class. Not surprisingly, its $59,724 price was also the
most expensive.

AEM started by installing a 2.0-liter RSX Type-S engine sleeved by Cosworth, then added a Garrett turbo putting out 14
pounds of boost, a six-speed tranny from the RSX, and a Quaife limited-slip differential. But by the time the company
finished upgrading the half-shafts, clutch, fuel-delivery system, and exhaust, the Civic Si's powertrain added a whopping
$17,267 to the pay line.

Next came a Progress coil-over suspension and anti-roll bars, super-sized brakes, and up-sized wheels and tires. To lose
weight, the interior was completely gutted—out went the rear seat, the A/C, and almost all sound-deadening material.

                                          The engine's surprisingly linear power delivery stood out in this boost-crazy field.
                                          However, the lack of sound deadening, combined with extreme levels of torque
                                          steer, a very narrow Sparco Corsa seat with no adjustments, and an ultra-stiff
                                          suspension that clomped over every road imperfection, resulted in a worst-in-class
                                          two-star street-drivability rating.

                                        At the track, the AEM Civic ran a respectable 13.9-second quarter-mile (losing only
                                        to the Howell SRT4) but beat only two competitors with a 52.5-second road-course
                                        time. It made up ground with a second-best 100-to-130-mph time and a 130-to-
                                        standstill braking number that was 190 feet shorter than the SRT4's, but AEM's best
overall run (113.0 seconds) ended up just 0.7 second shy of the $9000-cheaper class-champ SRT4. —Dave VanderWerp

Vehicle type: front-engine, front-wheel-drive, 2-passenger, 3-door coupe
Price as tested: $59,724 (base price: $49,625)
Engine type: turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, port fuel injection
MODS engine/transmission: $17,267 suspension: $2789 brakes: $4674 wheels/tires: $2410 body/interior: $12,749
Displacement: 122 cu in, 1998cc
Power (mfr's claim): 396 bhp @ 7500 rpm
Torque (mfr's claim): 324 lb-ft @ 4750 rpm
Transmission: 6-speed manual
Front brakes: Brembo 12.9 x 1.1-in vented, cross-drilled
discs; Brembo 4-piston calipers
Rear brakes: Power Slot 12.3 x 0.4-in grooved discs;
stock 1-piston calipers
Brake pads: AEM
Wheelbase: 101.2 in
Length/width/height: 165.7/56.7/66.7 in
Curb weight: 2525 lb
Weight distribution, F/R: 63.5/36.5%
*Base price includes all performance-enhancing options.

Get a complete list of pricing and modifications or see the complete run results for this vehicle.



1st Place
2004 Howell Automotive Dodge SRT4
Street drivability:
1/4-mile: 13.4 sec @ 112 mph
Road course: 52.0 sec
130-to-0-mph braking: 750 feet
Total course time: 112.3 sec

We had conflicting expectations for the Howell Automotive SRT4—big power, but big torque steer, too—but the front-drive
champ didn't quite measure up on one of those items. The shortfall wasn't in the power department. Howell claims 452
ponies and 476 pound-feet of torque from the turbocharged and intercooled 2.4-liter twin-cam four, which sounds a little
optimistic. But there was certainly enough to make this the quickest ride in its class—4.9 seconds to 60, 13.4 seconds at 112
mph in the quarter. The surprise was the dynamic element. With all that locomotive torque, we expected a wrestling match
at the steering wheel every time we tramped on the gas. But that wasn't the case. There was a little tugging in the first three
gears, but nothing to rival the antics of the two boosted Civics, and no worse than a stock SRT4. Howell attributes this
relatively civilized street behavior to a Quaife limited-slip differential ($1200). The little Dodge could certainly put the power
on the pavement, and aside from a slightly stiff ride, plus an exhaust note sure to offend your girlfriend's father, the SRT4
was surprisingly acceptable by everyday ride standards.

                                          Most of the cost in this setup—$15,404—is under the hood, and Howell admits the
                                          primary clientele tends toward drag racing. But there was enough attention to the
                                          suspension—Vogtland coil-overs ($1000), a Progress rear anti-roll bar ($175),
                                          Prothane bushings ($130)—to get the Dodge through the road-course section with a
                                          decent time. The combination of respectable handling and serious go power was
                                          enough to overcome indifferent braking performance and capture the class trophy.
                                          One logbook scribbler summed it up as "rice with an American flavor." —Tony Swan

                                         Vehicle type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
                                         Price as tested: $43,153 (base price: $40,499)
Engine type: turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, port fuel injection
MODS engine/transmission: $15,404 suspension: $1465 brakes: $719 wheels/tires: $1716 body/interior: $2654
Displacement: 148 cu in, 2429cc
Power (mfr's claim): 452 bhp @ 5500 rpm
Torque (mfr's claim): 476 lb-ft @ 4000 rpm
Transmission: 5-speed manual
Front brakes: Wilwood 12.2 x 0.9-in vented discs;
Wilwood 4-piston calipers
Rear brakes: stock 10.6 x 0.5-in discs;
stock 1-piston calipers
Brake pads: F: Wilwood PolyMatrix Q compound, R: stock
Wheelbase: 105.0 in
Length/width/height: 174.4/67.4/56.0 in
Curb weight: 2934 lb
Weight distribution, F/R: 62.5/37.5%
*Base price includes all performance-enhancing options.
Get a complete list of pricing and modifications or see the complete run results for this vehicle.



REAR- OR FOUR-WHEEL DRIVE

8th Place
1997 Converse Engineering Toyota Tacoma
Street drivability:
1/4-mile: 14.4 sec @ 98 mph
Road course: 57.7 sec
140-to-0-mph braking: DNF
Total course time: DNF

Ross Converse says it happened this way: Some 20 years into his third or fourth career—dropping Ford V-8s into older Volvos
and selling conversion kits out of his garage in Naples, Maine—a friend came into some cash by way of inheritance. This
friend, perhaps hammered at the time, offered to underwrite the construction of a vehicle for this year's C/D competition.

A Volvo was out. They're all five-bangers now and way too expensive. So Converse spent the first $4000 acquiring a
120,000-mile 1997 Tacoma pickup and $390 for a piggyback camper. Yes, weird. Then things got weirder. Converse cut the
rear frame above the axle and reshaped it to accept the independent rear suspension from a 1989 Toyota Supra. The
installation went smoothly; the tangle of links and shafts and Koni coil-over shocks that replaced the old leaf-spring log
looked like a factory option. Converse reassembled the 2.7-liter four using LC Engineering pistons, rods, head, and cams. He
also bolted on LC's Garrett turbocharging kit, the air taking an express route from the compressor to the intake. Even without
an intercooler, Converse claims 250 horsepower. The motor bill ran $15,300. By now, the friend had dried out and money
(and time) was running short. Converse sold off his snowplow to get the truck pieced together just in time for a 900-mile
nonstop blast to Michigan. He and daughter Ellen, 21, arrived within minutes of our entry cutoff.

                                          The Tacoma steered straight, absorbed bumps, and tracked through corners with
                                          newfound grip and body control. It was declared one of the best-riding vehicles.
                                          When poked, the engine whistled and whooshed with a heavy tug of torque. A
                                          better combination of street racer/sod hauler couldn't be imagined.

                                          Converse figures the high level of grip incurred on the road course sloshed the oil
                                          around and starved one of the cylinders. On its maiden run, the Tacoma DNF'd after
                                          making just 114 mph, and the engine was clanking like a rock tumbler. Lacking the
                                          budget for a 900-mile tow, Converse loaded up camper and daughter and took his
                                          chances on the highway, topping up the oil liberally along the way. Astoundingly,
they made it home. —Aaron Robinson

Vehicle type: front-engine, rear-wheel-drive, 2-passenger, 2-door truck
Price as tested: $26,308 (base price: $25,868)
Engine type: turbocharged DOHC 16-valve inline-4, iron block and aluminum head, port fuel injection
MODS engine/transmission: $15,300 suspension: $4853 brakes: $520 wheels/tires: $1020 body/interior: $440
Displacement: 164 cu in, 2694cc
Power (mfr's claim): 250 bhp @ 6000 rpm
Torque (mfr's claim): 275 lb-ft @ 3000 rpm
Transmission: 5-speed manual
Front brakes: stock 9.9-in vented discs; stock 1-piston calipers
Rear brakes: 1989 Toyota Supra 11.5 x 0.7-in vented discs;
stock 1-piston calipers
Brake pads: EBC 6000 Series Greenstuff
Wheelbase: 103.3 in
Length/width/height: 180.5/66.5/61.8 in
Curb weight: 2823 lb
Weight distribution, F/R: 54.0/46.0%
*Base price includes all performance-enhancing options.

Get a complete list of pricing and modifications or see the complete run results for this vehicle.



7th Place
2004 STaSIS Engineering Audi A4 1.8T Quattro Ultrasport
Street drivability:
1/4-mile: 13.4 sec @ 102 mph
Road course: 51.3 sec
130-to-0-mph braking: 482 feet
Total course time: DNF

Refined, that's what describes the STaSIS Engineering A4. It's the adult in this wild-child gang of competitors. Quiet and
understated is the recipe STaSIS used for its entry: no wings, bulges, or scoops.

The Audi really shined on the street part of our challenge. Its Öhlins coil-over shocks and adjustable rear anti-roll bar
improved the roll stiffness of the car and minimized any body gyrations under hard cornering. Although the overall ride
quality was stiff, it was also smooth and comfortable. So, the STaSIS earned a five-star rating on the street-drivability
portion of the challenge.

Like most turbocharged cars, the STaSIS A4 felt weak at the low end of the rev spectrum, but once the engine got above
3500 rpm, it produced a strong, grin-inducing surge of power. An APR Stage 3+ turbo kit that includes a larger Garrett turbo,
an APR front-mount intercooler kit, and an APR high-flow exhaust system bumped the engine's output to a claimed 340
horses and 332 pound-feet of torque. That's exactly double what a stock A4 1.8T puts out. Bigger Alcon brakes and sticky
Yokohama Advan Neova tires made stopping quickly as easy as going fast.

                                          The boost in power didn't help the STaSIS at the track. It couldn't go 140 mph, so
                                          its official times were calculated from 130 mph, and that put it in seventh place in
                                          its class. That's not surprising considering it was more than 450 pounds heavier and
                                          141 horses short of the winning HKS Evolution.

                                          So although the STaSIS didn't do well at the track, we'd say it's a great
                                          interpretation of a sports sedan that will satisfy a wannabe racer and still cart the
                                          family to the grocery store. —André Idzikowski

                                         Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 4-door sedan
Price as tested: $52,670 (base price: $52,670)
Engine type: turbocharged and intercooled DOHC 20-valve inline-4, iron block and aluminum head, port fuel injection
MODS engine/transmission: $12,342 suspension: $4465 brakes: $4070 wheels/tires: $2923 body/interior: stock
Displacement: 109 cu in, 1781cc
Power (mfr's claim): 340 bhp @ 6100 rpm
Torque (mfr's claim): 332 lb-ft @ 4100 rpm
Transmission: 5-speed manual
Front brakes: Alcon 14.0 x 1.3-in vented, grooved discs;
Alcon 4-piston calipers
Rear brakes: Track Sport 12.0 x 0.5-in grooved discs;
stock 1-piston calipers
Brake pads: SBS Pro Track
Wheelbase: 104.3 in
Length/width/height: 179.0/69.5/56.2 in
Curb weight: 3581 lb
Weight distribution, F/R: 57.7/42.3%
*Base price includes all performance-enhancing options.

Get a complete list of pricing and modifications or see the complete run results for this vehicle.



6th Place
2004 Flyin' Miata FM Speed Mazdaspeed MX-5 Miata
Street drivability:
1/4-mile: 13.1 sec @ 112 mph
Road course: 51.0 sec
140-to-0-mph braking: 608 feet
Total course time: 113.4 sec

After driving some of the more outlandish cars gathered here, the Flyin' Miata MX-5 felt, well, normal. As proof of just how
livable a modified car can be, owner Bill Cardell drove about 1500 miles from Colorado to this bash. But a first drive gave the
impression that this turbocharged roadster was a little too tame. Hey, where's the boost? A glance underhood revealed a
loose intercooler hose blowing the forced air away from the engine. Once the hose was secured (and it did not come loose
again), the Miata felt quite powerful, especially above 4000 rpm.

It's no surprise that creating a Miata capable of running a 13.1-second quarter-mile at 112 mph requires extensive
modifications. Flyin' Miata starts with the Mazdaspeed 1.8-liter engine, enlarges it to 2.0 liters with new internals, and adds a
larger-than-stock turbo and intercooler that churn out a claimed 13.5 psi of boost. For our competition, the stock Mazdaspeed
4.1:1 rear end was combined with the five-speed manual and its slightly taller top gear so the Miata could get to 140 mph,
which the 2451-pound car had no trouble achieving.

                                          Tweaks to the chassis include wider wheels and tires, coil-over shocks, and a stiffer
                                          front anti-roll bar. At first, the turn-in feels too fast—the Miata would dive for the
                                          inside of a corner—but it only took a couple of turns to gain confidence and revel in
                                          the grippy tires. Better yet, the Flyin' Miata has a more gentle ride than did the last
                                          stock Mazdaspeed Miata we drove. We weren't surprised when Cardell drove the
                                          Flyin' Miata car back to Colorado after the competition. When a tuner car is faster
                                          and more fun than the original, wouldn't you? —Tony Quiroga

                                         Vehicle type: front-engine, rear-wheel-drive, 2-passenger, 2-door roadster
                                         Price as tested: $49,752 (base price: $49,662)
Engine type: turbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, port fuel injection
MODS engine/transmission: $17,210 suspension: $2349 brakes: $1607 wheels/tires: $2156 body/interior: $90
Displacement: 122 cu in, 1996cc
Power (mfr's claim): 380 bhp @ 6300 rpm
Torque (mfr's claim): 350 lb-ft @ 4500 rpm
Transmission: 5-speed manual
Front brakes: Wilwood 11.8 x 1.0-in vented, grooved discs;
 Wilwood 4-piston calipers
Rear brakes: Wilwood 11.8 x 0.4-in grooved discs;
stock 1-piston calipers
Brake pads: F: Performance Friction PFC97,
R: Carbotech Panther XP8
Wheelbase: 89.2 in
Length/width/height: 155.7/66.1/48.0 in
Curb weight: 2451 lb
Weight distribution, F/R: 53.6/46.4%
*Base price includes all performance-enhancing options.

Get a complete list of pricing and modifications or see the complete run results for this vehicle.



5th Place
2005 Easy Street Motorsports/Advantage Racing Technologies Subaru Impreza WRX STi Ali Afshar Signature
Series
Street drivability:
1/4-mile: 13.5 sec @ 106 mph
Road course: 49.1 sec
140-to-0-mph braking: 615 feet
Total course time: 112.4 sec

When pro racer Memo Gidley arrived to drive the Easy Street Motorsports (ESX) Ali Afshar Signature Series STi, the little
Subaru suddenly became one of the odds-on favorites to take the crown. After all, with more than 30 large in powertrain
modifications—including a Cosworth engine—and nearly 20 grand spent on suspension, brake, and wheel-and-tire
enhancements, the slammed STi, with a claimed 450 horsepower, had enough go-fast goodies to make a monkey look like
Speed Racer. With Gidley behind the wheel, the car seemed like a sure thing.

But it finished fifth, and its shortcomings had to do with straight-line performance. It posted the second-slowest 0-to-60 time
(5.4 seconds) and second-weakest quarter-mile (13.5) in its class, the former just 0.9-second quicker than Converse's
curious pickup.

The main problem was weight. The STi came in at a porky 3309 pounds, 184 more than the HKS Evo and 338 greater than
the Buschur Evo. Plus, Gidley conceded that he had no experience launching the car from a standstill, a tough task with a
high-powered four-wheel-driver.

                                          Nevertheless, the ESX car, replete with Öhlins dampers, Cusco tower braces, and
                                          Hotchkis links, anti-roll bars, and camber plates, did post the third-quickest road-
                                          course time—49.1 seconds—proof that Gidley and the aforementioned suspension
                                          bits were a solid combination.

                                          Around town, the ESX earned a four-star drivability rating, garnering several raves
                                          for its ease of use, including one from tech director Webster, who described it as
                                          "tractable, with a very good suspension." There wasn't much turbo lag, and the car
                                          felt lighter than it was.

So although the ESX wasn't as fast on the track as it was on paper, it did impress us with its everyday livability, especially
since it had functioning A/C and a kickin' Pioneer DVD navigation/stereo system. And despite the opinions of some critical of
the ESX's over-the-top looks, most of us found it to be clean and cool. Now if only the track performance were less cool and
more sizzling—then the $91,915 price tag wouldn't need to be put on ice. —Ron Kiino

Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 4-door sedan
Price as tested: $91,915 (base price: $83,647)
Engine type: turbocharged and intercooled DOHC 16-valve flat-4, aluminum block and heads, port fuel injection
MODS engine/transmission: $30,704 suspension: $14,750 brakes: $2856 wheels/tires: $2317 body/interior: $8268
Displacement: 150 cu in, 2457cc
Power (mfr's claim): 450 bhp @ 7000 rpm
Torque (mfr's claim): 420 lb-ft @ 4700 rpm
Transmission: 6-speed manual
Front brakes: StopTech 14.0 x 1.3-in vented, grooved discs;
 StopTech 4-piston calipers
Rear brakes: stock 12.3 x 0.8-in vented discs;
stock 2-piston calipers
Brake pads: F: Pagid Orange, R: AXXIS Ultimate
Wheelbase: 100.0 in
Length/width/height: 173.8/68.5/56.3 in
Curb weight: 3309 lb
Weight distribution, F/R: 59.2/40.8%
*Base price includes all performance-enhancing options.

Get a complete list of pricing and modifications or see the complete run results for this vehicle.



4th Place
2004 Buschur Racing Mitsubishi Lancer Evolution RS
Street drivability:
1/4-mile: 12.0 sec @ 116 mph
Road course: 49.8 sec
140-to-0-mph braking: 692 feet
Total course time: 109.8 sec

Witnessing the Buschur Evo RS launch from a standstill never failed to prompt an astonished head shake or dumbfounded
giggle from onlookers taking in the action at MIS's pit lane. It was akin to watching a cougar catapult after a bunny on Animal
Planet—full acceleration was instantaneous, with all four contact patches tenaciously ripping up the tarmac with a claimed 393
horsepower and 380 pound-feet of torque.

Hurtling toward the quarter-mile as if it were prey, the Buschur blew past the marker in 12.0 seconds at 116 mph—third
quickest of the day—and 0 to 60 whiffed by in 3.5 seconds, second quickest behind the HKS Evo's 3.3. The Buschur's best
overall run of 109.8 seconds—good enough for fourth overall—did not include its best 0-to-60 or quarter-mile performance;
nor did it reflect its top 140-to-0-mph braking distance of 692 feet or quickest road-course time of 49.8 seconds; yet it was a
mistake-free run whose numbers were only slightly behind those best segments.

                                          With an as-tested price of $52,084, the Buschur was considerably cheaper than this
                                          contest's other Evo, the winning $86,788 HKS. Fortunately, cheaper didn't mean
                                          lacking modifications. Save for the stock turbo, engine mods to the 2.0-liter were
                                          extensive and included upgraded camshafts, fuel injectors, cylinder heads, and
                                          pistons, and ported intake and exhaust manifolds. And despite a DMS North America
                                          strut and spring kit, as well as 17-inch SSR wheels wearing 40-series BFGs, the
                                          Buschur's ride was no more jarring than a stock Evo's—a big reason the Buschur
                                          received a four-star drivability rating.

                                         Easy on the street, fast at the track, and reliable to boot—Dave Buschur should feel
good about his car's performance, even if it didn't land him on the podium. —Ron Kiino

Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 4-door sedan
Price as tested: $52,084 (base price: $51,984)
Engine type: turbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, port fuel injection
MODS engine/transmission: $12,555 suspension: $5200 brakes: $2335 wheels/tires: $2800 body/interior: $100
Displacement: 122 cu in, 1999cc
Power (mfr's claim): 393 bhp @ 5700 rpm
Torque (mfr's claim): 380 lb-ft @ 4700 rpm
Transmission: 5-speed manual
Front brakes: StopTech 13.1 x 1.3-in vented, grooved discs; StopTech 4-piston calipers
Rear brakes: stock 11.8 x 0.9-in vented discs; stock 2-piston calipers
Brake pads: F: Pagid Orange, R: AXXIS Ultimate
Wheelbase: 103.3 in
Length/width/height: 178.5/69.7/57.1 in
Curb weight: 2971 lb
Weight distribution, F/R: 60.7/39.3%
*Base price includes all performance-enhancing options.

Get a complete list of pricing and modifications or see the complete run results for this vehicle.



3rd Place
2005 Forcedfed Lotus Elise
Street drivability:
1/4-mile: 11.9 sec @ 121 mph
Road course: 51.6 sec
140-to-0-mph braking: 525 feet
Total course time: 107.6 sec

Around our office the Lotus Elise polarizes the staff's vision like a good set of Revos. Add more power with a turbocharger,
and the varied opinions start to get delivered with a bit of heat. Some felt the Forcedfed Elise delivered its power violently
and was a lot of work to drive. Others thought the power delivery was tractable and far from insane, like a regular Elise with
twice the power.

After the event, we came up with some theories as to why we couldn't agree. Early in the day, few problems were reported.
But as the day wore on and the summer heat increased, the logbook began to fill with drivability issues. Part-throttle burps,
stumbles, and sneezes that weren't present in the morning were rife by afternoon.

It might have been the heat coupled with an aggressive engine-control map. Or could it have been a claimed missed shift
that zinged the engine toward the rev limiter? (Still, a few complaints of stumbling made it into the logbook before the
alleged missed shift occurred.) Either way, the turbocharged Elise was never as friendly as it was that morning, and neither
was the Forcedfed crew.

                                          Even with its drivability issues, the Forcedfed Lotus managed to post some
                                          impressive acceleration numbers. The 121-mph trap speed in the quarter-mile was
                                          the highest of the day, and the 0-to-100-mph and 100-to-140-mph times were the
                                          best of the day. Braking was equally impressive with a best-in-test stop of 525 feet
                                          from 140 mph, thanks to larger rotors all around and four-piston calipers up front.
                                          Brake feel was excellent, far better than the Hondata Elise's stock setup.

                                          If one were to put together all the Forcedfed car's best numbers, it would have won.
                                          Unfortunately, this Lotus was as inconsistent as were our opinions of it. —Tony
                                          Quiroga

Vehicle type: mid-engine, rear-wheel-drive, 2-passenger, 2-door targa
Price as tested: $95,183 (base price: $86,023)
Engine type: turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, port fuel injection
MODS engine/transmission: $29,978 suspension: $2800 brakes: $5290 wheels/tires: $2620 body/interior: $9160
Displacement: 110 cu in, 1796cc
Power (mfr's claim): 400 bhp @ 8000 rpm
Torque (mfr's claim): 280 lb-ft @ 6200 rpm
Transmission: 6-speed manual
Front brakes: Alcon 12.9 x 1.1-in vented discs;
Alcon 4-piston calipers
Rear brakes: Alcon 12.9 x 1.1-in vented discs;
stock 1-piston calipers
Brake pads: Ferodo Racing
Wheelbase: 90.5 in
Length/width/height: 149.0/67.7/43.9 in
Curb weight: 1990 lb
Weight distribution, F/R: 39.0/61.0%
*Base price includes all performance-enhancing options.
Get a complete list of pricing and modifications or see the complete run results for this vehicle.



2nd Place
2005 Hondata/Prototype Racing Lotus Elise
Street drivability:
1/4-mile: 12.2 sec @ 116 mph
Road course: 48.7 sec
140-to-0-mph braking: 594 feet
Total course time: 105.9 sec

As good as it is, the Lotus Elise isn't immune to improvement, and the Hondata version is proof. The key element is a simple
engine swap by Prototype Racing—a Honda (Acura RSX) K20A 2.0-liter DOHC 16-valve aluminum four and six-speed manual
transmission in place of the stock 1.8-liter Toyota four and six-speed. The engine swap alone ($11,000) would enhance the
Elise's hustle, but the addition of a Jackson Racing supercharger ($3000), Hondata ECU ($1000), Prototype Racing intercooler
($1000), and limited-slip differential make it a formidable street fighter.

The sum of these mods was a claimed 320 horsepower, at 9 psi of boost, yielding a succession of sub-four-second 60-mph
runs and low-12-second quarter-miles. We were also impressed by this car's tractability on the street. Power delivery was
linear, plentiful, and easy to manage. There was only one downside, but it was highly audible: At full song, the supercharger
could be heard in the next county. One tester thought it sounded like "a Stuka flying a raid over Warsaw, circa 1939." This
spawned love or hate in all who experienced it: the gratification of boost tempered by a deluge of decibels.

                                          Although the Hondata car gave a good account of itself, in the end it seemed
                                          something of an unfinished symphony. The Elise was equipped with a $6000 set of
                                          Öhlins adjustable shocks, but the spring rates were stock. Similarly, a set of
                                          Yokohama Advan Neova tires enhanced grip, but stock wheels limited the contact
                                          patch, and worse, stock brake pads limited braking performance. This last was the
                                          Elise's undoing. Only the HKS Evo was quicker through the road course, but vast
                                          stopping distances, as well as a fourth-place high-speed-acceleration time, kept the
                                          Hondata entry off the top spot on the podium. —Tony Swan

                                         Vehicle type: mid-engine, rear-wheel-drive, 2-passenger, 2-door targa
Price as tested: $72,654 (base price: $71,804)
Engine type: supercharged and intercooled DOHC 16-valve inline-4, aluminum block and head, port fuel injection
MODS engine/transmission: $20,840 suspension: $6270 brakes: stock wheels/tires: $834 body/interior: $850
Displacement: 122 cu in, 1998cc
Power (mfr's claim): 320 bhp @ 8500 rpm
Torque (mfr's claim): 220 lb-ft @ 7200 rpm
Transmission: 6-speed manual
Front brakes: stock 11.3 x 1.0-in vented, cross-drilled discs;
stock 2-piston calipers
Rear brakes: stock 11.3 x 1.0-in vented, cross-drilled discs;
stock 1-piston calipers
Brake pads: stock
Wheelbase: 90.5 in
Length/width/height: 149.0/67.7/43.9 in
Curb weight: 1935 lb
Weight distribution, F/R: 38.6/61.4%
*Base price includes all performance-enhancing options.

Get a complete list of pricing and modifications or see the complete run results for this vehicle.



1st Place
2005 HKS USA Mitsubishi Lancer Evolution RS
Street drivability:
1/4-mile: 11.8 sec @ 116 mph
Road course: 48.3 sec
140-to-0-mph braking: 567 feet
Total course time: 102.9 sec

The HKS Evo had all the makings we expected of a worldbeating Evo: $35,464 in powertrain mods, including a more efficient
turbo that pumps 21 psi of boost, engine displacement stroked from 2.0 to 2.3 liters, and all the necessary beefing up of the
differentials and clutch to withstand the force of 481 claimed horses. A stiffer suspension, larger brakes, and sticky 265/35R-
18 Yokohama Advan Neova tires on Volk Racing wheels added up to $14,478. Finishing it off were various carbon-fiber pieces
and a set of racing seats, pushing the price to $86,788.

But as it turned out, the most important part of the HKS Evo was driver Nobuteru (Nob, for "No One Better") Taniguchi—
HKS's lanky D1 drift champ who was still en route from Japan while we were trying out this Evo that he had not yet driven.

                                          We appreciated the massive bite of the brakes and the seemingly unending amount
                                          of grip from the wide Yokos. But we noted a violent shaking of the steering wheel at
                                          idle, an extremely grabby clutch, and a laggy engine that didn't wake up until about
                                          4000 rpm, so we settled on a three-star drivability rating.

                                          Amazingly, Taniguchi, who had the least amount of familiarization with the course—
                                          and usually drives sideways—beat all other drivers' first runs. Furthermore, he could
                                          have retired after his first run and still finished second overall. But during his five
                                          attempts, Nob finished the day with the best times from 0 to 60 mph and in the
                                          quarter-mile (3.3 and 11.8 seconds); he was quickest on the road course (48.3
seconds), and his overall time of 102.9 seconds was three seconds better than the second-place Hondata Elise.

As it turns out, Taniguchi's nickname is quite appropriate. —Dave VanderWerp

Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 4-door sedan
Price as tested: $86,788 (base price: $79,476)
Engine type: turbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, port fuel injection
MODS engine/transmission: $35,464 suspension: $4030 brakes: $6640 wheels/tires: $3808 body/interior: $7852
Displacement: 139 cu in, 2283cc
Power (mfr's claim): 481 bhp @ 6600 rpm
Torque (mfr's claim): 465 lb-ft @ 4250 rpm
Transmission: 5-speed manual
Front brakes: Endless 13.6 x 1.2-in vented, grooved discs;
Endless 6-piston calipers
Rear brakes: Endless 13.0 x 1.2-in vented, grooved discs;
Endless 4-piston calipers
Brake pads: Endless CCR
Wheelbase: 103.3 in
Length/width/height: 178.5/69.7/57.1 in
Curb weight: 3125 lb
Weight distribution, F/R: 61.2/38.8%
*Base price includes all performance-enhancing options.

Get a complete list of pricing and modifications or see the complete run results for this vehicle.



THE TUNERS

AEM
310-484-2322
www.aempower.com

Buschur Racing
440-839-1900
www.buschurracing.com

Converse Engineering
207-693-4822
www.converseengineering.com

Easy Street Motorsports
818-764-9800
www.esxmotorsports.com

Flyin' Miata
800-359-6957
www.flyinmiata.com

Forcedfed
925-371-2288
www.forcedfed.com

Hasport Performance
602-470-0065
www.hasport.com

HKS USA
310-491-3300
www.hksusa.com

Hondata
310-782-8278
www.hondata.com

Howell Automotive
800-531-2184
www.howellautomotive.com

Jackson Racing
888-888-4079
www.jacksonracing.com

Mini-Madness
503-466-6463
www.mini-madness.com

Powerworks
248-473-9675
www.powerworks.net

Prototype Racing
310-320-3611
www.prototyperacing.com

Skunk2 Racing
951-808-9888
www.skunk2.com

STaSIS Engineering
888-978-2747
www.stasisengineering.com
               COMPLETE REPORT SECTION 3: Reviews, Road Tests and Features



2006 Charting the Changes — Honda
Honda

October 2005




Honda is bringing out an all-new Civic coupe and sedan, which will include a hybrid four-door version (see Technical
Highlight below), with a newly designed engine, and a sporty Si model with a 197-hp engine. The Accord gets a nose and
deck redo and a bit more power for its V-6 and four-banger engines. The S2000 is upgraded with drive-by-wire throttle
control and a vehicle stability system. Breaking into the truck segment, Honda introduced the '06 Ridgeline earlier this year.
The Pilot adds a two-wheel-drive version with Honda's Variable Cylinder Management.

Unchanged: CR-V, Element, Insight, Odyssey.

TECHNICAL HIGHLIGHT
 The renewal of Honda's Civic lineup extends to the hybrid sedan, which receives
several upgrades that enhance performance and fuel economy. Although the
Integrated Motor Assist is fundamentally the same as introduced in the Insight two-
seater—an electric motor bolted between the car's internal-combustion engine and
transmission, providing acceleration assist on demand—the latest version
incorporates two new wrinkles. First, the system now allows the Civic to run on
battery alone for brief periods (one to five minutes) at low speeds (10 to 30 mph).
Since the electric motor is always coupled to the engine, the key to this electric-
only operation is a new system that seals the engine's cylinders to reduce pumping
losses. Honda also improved the electric motor's output (from 13 to 20
horsepower) and regenerative capability without increasing its size by using flat
copper wires, rather than round, for the windings. This allows more wire to fit in the same space, hence the stronger motor.

Select another manufacturer
               COMPLETE REPORT SECTION 3: Reviews, Road Tests and Features


Honda Civic Si
Overfed pussycat gets its claws back.

BY TONY SWAN

October 2005




There will be a few benighted souls who will view this as just another econo coupe. But this
                                                                                                      Civics Lesson
is nothing less than the new Honda Civic Si, one of the hottest small-scale street tigers ever
                                                                                                  The rest of the family
to claw the pavement. Of course, the Si hasn't been a tiger in every renewal. The current
edition is a swoopy little hatchback that falls more into the realm of pussycat-overdomesticated and overfed.

But here's its replacement—the sixth generation in the Si tradition—and it's a predator, with more power, more feline grace,
and more feline agility. More mass, too. Like almost every new car these days, this Si is heavier than its predecessor. But if it
ain't lean, it is mean and hungry.



There are other elements that make this the coolest Si yet: an exhaust note tuned
as carefully as a modern audio system, a new bilevel instrument panel with a digital
speedo readout and upshift warning light up top, raceworthy bucket seats, and a
quicker version of Honda's electric power rack-and-pinion steering.

You know you'll be seeing more of this car in future issues, so let's cut to the key
question: What's it cost? When the curtain officially goes up on the new Civic at the
Las Vegas SEMA show November 1, Honda says the price will be "under $20,000."

HONDA CIVIC Si
Vehicle type: front-engine, front-wheel-drive, 5-passenger, 2-door coupe
Estimated base price: $19,500
Engine type: DOHC 16-valve inline-4, aluminum block and head, port fuel injection
Displacement: 122 cu in, 1998cc
Power (SAE net): 197 bhp @ 7800 rpm
Torque (SAE net): 139 lb-ft @ 6200 rpm
Transmission: 6-speed manual
Wheelbase: 104.3 in
Length/width/height: 174.8/68.9/53.5 in
Curb weight: 2900 lb
Performance ratings (mfr's est):
Zero to 60 mph: 7.3 sec
Top speed (redline limited): 136 mph
Projected fuel economy (mfr's est):
EPA city driving: 22 mpg
EPA highway driving: 31 mpg

Civics Lesson: The Rest of the Family

The seventh-generation Civic didn't make much of a blip on the C/D radar screen during its five-year run. But we expect
much better from its replacement, generation eight of a line that dates to 1973. Although it's impossible to forecast quality
based on a brief running of preproduction cars, the ingredients are all there: sexier styling, improved body structure (a 35-
percent increase in torsional rigidity), first-rate safety features (standard front, side, and curtain airbags; standard ABS and
electronic brake-force distribution), quieter operation, improved fuel economy, more power, more room, more refinement.

The new lineup consists of two body styles and four models: the Civic sedan in three trim levels (DX, LX, EX); the coupe (LX,
EX); the gas-electric hybrid; and the Si, our primary preview subject. Summaries of the sedan, coupe, and hybrid follow.

Sedan
The wheelbase has been extended 3.2 inches to 106.3, and front (59.0 inches) and
rear (60.2 inches) track dimensions have expanded by 1.1 and 2.0 inches,
respectively. Overall length (176.7 inches) is up by 1.3 inches, as is width (69.0
inches). At 56.5 inches, the height is down 0.2 inch.

A new 1.8-liter aluminum SOHC i-VTEC 16-valve four replaces the previous 1.7-liter
engine. Lighter and more compact, it's offered in one state of tune: 140
horsepower, 128 pound-feet of torque, mated with either a five-speed manual
gearbox (standard) or an optional five-speed automatic, replacing the old four-
speed. Fuel economy is rated at 30 mpg city, 38 to 40 highway. Honda also plans to continue offering a natural-gas option.

Coupe
The coupe shares the sedan's powertrains, but the wheelbase is two inches shorter,
the roofline has been lowered 3.2 inches to 53.5, and the windshield has an even
steeper rake-21.9 degrees, a faster angle than even the old Acura NSX sports car.
Suspension tuning (strut front, multilink control-arm rear) is slightly more
aggressive than the sedan's.

Hybrid
Honda sticks with its philosophy (and consequent cost saving) of keeping the hybrid
in stylistic step with the rest of the sedan family, so the only big visual distinctions
are turn-signal repeaters on the outside mirrors and hybrid-specific wheels designed to reduce aerodynamic drag. The basic
setup is the same, with an electric motor cum generator sandwiched between the gasoline engine and the continuously
variable transmission, but output of the 1.3-liter SOHC eight-valve four is up 8 horsepower to 93, and the electric motor can
add 20 horsepower, up from 13. This hybrid is also capable of running for brief spurts as an electric-only (see Technical
Highlight), and fuel-economy ratings are projected at 50 city and 50 highway, up 3 and 4 mpg, respectively.

                                          Honda was not specific about pricing, other than to say the basic DX sedan will start
                                          at about $14,000, with the numbers ranging up to about $21,000 for the hybrid.
                                          Honda will also offer a nav system, a Civic first and a stand-alone option expected
                                          to cost "below $2000." Civic sedans and coupes were due in showrooms September
                                          15, with hybrids due the middle of this month.
                     COMPLETE REPORT SECTION 4: Vehicle Quality Ratings




Power Circles were designed as an easy-to-use system for rating products and services.Please note: Power Circle ratings are
based on surveys sent to more than 50,000 new-vehicle owners nationwide. These ratings do not include all information
used to determine J.D. Power and Associates awards.



                            OVERALL           MECHANICAL           BODY AND INTERIOR         FEATURE AND ACCESSORY
YEAR MAKE MODEL
                            QUALITY            QUALITY                  QUALITY                     QUALITY
2004 HONDA       CIVIC


LEGEND
          Among the best
          Better than most
          Does not really stand out
          The rest



About J.D. Power and Associates
Since 1968, J.D. Power and Associates has been conducting quality and customer satisfaction research based on survey
responses from millions of consumers worldwide. We do not rely on "expert opinion." Our product and service rankings in no
way reflect the opinions or preferences of the firm, and we do not review, judge or test products and services ourselves.

We represent the voice of the customer by translating survey responses into information that companies worldwide use to
improve quality and customer satisfaction, as well as to help consumers make better decisions. J.D. Power and Associates
has developed and maintains one of the largest, most comprehensive historical customer satisfaction databases in
existence, which includes feedback on virtually all aspects of the shopping, buying, and product and service ownership
experience.
                          COMPLETE REPORT SECTION 5: Crash Test Ratings




Each year, the National Highway Traffic Safety Administration’s New Car Assessment Program (NCAP)crash tests cars,
light trucks, sport-utility vehicles, and vans that are new, popular, redesigned, or have improved safety equipment. These
vehicles are then rated on how well they protect drivers and passengers during frontal and side collisions. NCAP uses a five-
star system for rating vehicles, with five stars indicating the highest safety rating and one star the lowest. Although it is
impossible to assess how well a vehicle provides protection in all circumstances using a single test, NCAP ratings provide a
useful basis for comparing vehicle safety.

For more information, visit http://www.nhtsa.dot.gov/



                           FRONTAL STAR RATING*             SIDE STAR RATING**
    MAKE & MODEL                                                                        ROLLOVER RESISTANCE RATING
                            Driver          Passenger      Front Seat     Rear Seat

2004 HONDA CIVIC


*   Legend for NHTSA Frontal Star Rating                       ** Legend for NHTSA Side Star Rating
5   stars - 10% or less chance of serious injury               5 stars - 5% or less chance of serious injury
4   stars - 11% to 20% chance of serious injury                4 stars - 6% to 10% chance of serious injury
3   stars - 21% to 35% chance of serious injury                3 stars - 11% to 20% chance of serious injury
2   stars - 36% to 45% chance of serious injury                2 stars - 21% to 25% chance of serious injury
1   star - 46% or greater chance of serious injury             1 star - 26% or greater chance of serious injury


Note: Frontal tests should be compared only within the same weight class or within a range of 250 pounds of the vehicle
weight.


                           FRONTAL STAR RATING*             SIDE STAR RATING**
    MAKE & MODEL                                                                        ROLLOVER RESISTANCE RATING
                            Driver          Passenger      Front Seat     Rear Seat

2004 HONDA CIVIC


*   Legend for NHTSA Frontal Star Rating                       ** Legend for NHTSA Side Star Rating
5   stars - 10% or less chance of serious injury               5 stars - 5% or less chance of serious injury
4   stars - 11% to 20% chance of serious injury                4 stars - 6% to 10% chance of serious injury
3   stars - 21% to 35% chance of serious injury                3 stars - 11% to 20% chance of serious injury
2   stars - 36% to 45% chance of serious injury                2 stars - 21% to 25% chance of serious injury
1   star - 46% or greater chance of serious injury             1 star - 26% or greater chance of serious injury


Note: Frontal tests should be compared only within the same weight class or within a range of 250 pounds of the vehicle
weight.




About the NHTSA:
The National Highway Traffic Safety Administration is responsible for reducing deaths, injuries and economic losses resulting
from motor vehicle crashes. This is accomplished by setting and enforcing safety performance standards for motor vehicles
and motor vehicle equipment, and through grants to state and local governments to enable them to conduct effective local
highway safety programs. NHTSA investigates safety defects in motor vehicles, sets and enforces fuel economy standards,
helps states and local communities reduce the threat of drunk drivers, promotes the use of safety belts, child safety seats
and air bags, investigates odometer fraud, establishes and enforces vehicle anti-theft regulations and provides consumer
information on motor vehicle safety topics. NHTSA also conducts research on driver behavior and traffic safety, to develop
the most efficient and effective means of bringing about safety improvements.
                            COMPLETE REPORT SECTION 6: Kelley Blue Book




Honda Civic EX Sedan
                                                                                       BASE INVOICE           BASE MSRP
ES2574MW Sedan 4D (Manual) (w/o Side Air Bags)
Price With Destination Charge and Required Equipment                                      16,264.57            17,750.00


                              PRICING DETAILS AND REQUIRED MINIMUM EQUIPMENT


                                                                                           INVOICE               MSRP
Base Pricing                                                                              15,774.57            17,260.00
Destination Charge                                                                          490.00              490.00
Required Minimum Equipment                                                                   0.00                 0.00
Price with Destination Charge and Required Minimum Equipment                              16,264.57            17,750.00


Note: Base price does not include optional equipment, advertising or other dealer costs. See links above to view and select
optional equipment.

For more detailed pricing please visit www.kbb.com.


                                                 OPTIONAL EQUIPMENT
Engines
-- \EX                                                                                       STD                  STD
- (N/A DX, Value, LX, GX, SI or Hybrid)
-- \EX                                                                                       STD                  STD
- (N/A DX, Value, LX, GX, SI or Hybrid)
No data for this vehicle.
No data for this vehicle.


Tires
No data for this vehicle.
No data for this vehicle.
-- (4) P195/60HR15 \LX, EX                                                                   STD                  STD
- (N/A DX, Value, HX, GX SI or Hybrid)
-- (4) P195/60HR15 \LX, EX                                                                   STD                  STD
- (N/A DX, Value, HX, GX SI or Hybrid)


                                                 STANDARD EQUIPMENT

Antenna, Integrated Glass
Brakes, Power Front Disc
Clock, Digital (w/Radio)
Cup Holders, Front
Defroster, Rear Window
Drivetrain, Front Wheel Drive
Drivetrain, FWD
Engine Immobilizer
Fuel Filler Door Release, Remote Control
Fuel Tank, 13.2 Gal Cap
Light, Cargo Comp't
Mirrors, Dual Remote Control
Mirrors, Dual Visor Vanity
Moldings, Body Side
Power Outlet, (1)
Radio, AM/FM Stereo
Restraint System, Dual Front Air Bag
Restraint System, Front Side Impact Air Bag (w/Side Air Bag Models Only)
Seats, Cloth Bucket w/Split Folding Rear
Steering Wheel, Tilt
Steering Wheel, Tilt
Steering, Power
Tire, Limited Use Spare
Trunk Entrapment Release
Trunk Release, Remote Control
W/S Wipers, Intermittent
Axle Ratio, 5.81
Air Conditioning, Dual-Zone Automatic
Axle Ratio, 4.11
Engine: 4-Cyl, 1.7 Liter
Tires, (4) P195/60HR15 BSW
Trans, 5-Spd Manual w/Overdrive
Trans: Manual, 5-Spd w/Overdrive
Wheel Covers
Wheel Covers, Locking
Axle Ratio, 4.41
Cargo Net
Cargo Net, Front
Cup Holders, Rear
Engine: 4-Cyl, 1.7 Liter, VTEC
Engine: 4-Cyl, VTEC, 1.7 Liter
Moon Roof, Power
Moon Roof, Power Glass
Cup Holder Delete, Rear
Axle Ratio, 3.84


Special fees, credits and incentives
No data for this vehicle.
No data for this vehicle.
No data for this vehicle.
No data for this vehicle.




Honda Civic EX Sedan
                                                                           BASE INVOICE   BASE MSRP
ES2584JW Sedan 4D (Manual) (w/Side Air Bags)
Price With Destination Charge and Required Equipment                         16,492.62    18,000.00


                             PRICING DETAILS AND REQUIRED MINIMUM EQUIPMENT
                                                                                           INVOICE               MSRP
Base Pricing                                                                              16,002.62            17,510.00
Destination Charge                                                                          490.00              490.00
Required Minimum Equipment                                                                   0.00                 0.00
Price with Destination Charge and Required Minimum Equipment                              16,492.62            18,000.00


Note: Base price does not include optional equipment, advertising or other dealer costs. See links above to view and select
optional equipment.

For more detailed pricing please visit www.kbb.com.


                                                 OPTIONAL EQUIPMENT
Engines
-- \EX                                                                                       STD                  STD
- (N/A DX, Value, LX, GX, SI or Hybrid)
-- \EX                                                                                       STD                  STD
- (N/A DX, Value, LX, GX, SI or Hybrid)
No data for this vehicle.
No data for this vehicle.


Tires
No data for this vehicle.
No data for this vehicle.
-- (4) P195/60HR15 \LX, EX                                                                   STD                  STD
- (N/A DX, Value, HX, GX SI or Hybrid)
-- (4) P195/60HR15 \LX, EX                                                                   STD                  STD
- (N/A DX, Value, HX, GX SI or Hybrid)


                                                 STANDARD EQUIPMENT

Antenna, Integrated Glass
Brakes, Power Front Disc
Clock, Digital (w/Radio)
Cup Holders, Front
Defroster, Rear Window
Drivetrain, Front Wheel Drive
Drivetrain, FWD
Engine Immobilizer
Fuel Filler Door Release, Remote Control
Fuel Tank, 13.2 Gal Cap
Light, Cargo Comp't
Mirrors, Dual Remote Control
Mirrors, Dual Visor Vanity
Moldings, Body Side
Power Outlet, (1)
Radio, AM/FM Stereo
Restraint System, Dual Front Air Bag
Restraint System, Front Side Impact Air Bag (w/Side Air Bag Models Only)
Seats, Cloth Bucket w/Split Folding Rear
Steering Wheel, Tilt
Steering Wheel, Tilt
Steering, Power
Tire, Limited Use Spare
Trunk Entrapment Release
Trunk Release, Remote Control
W/S Wipers, Intermittent
Axle Ratio, 5.81
Air Conditioning, Dual-Zone Automatic
Axle Ratio, 4.11
Engine: 4-Cyl, 1.7 Liter
Tires, (4) P195/60HR15 BSW
Trans, 5-Spd Manual w/Overdrive
Trans: Manual, 5-Spd w/Overdrive
Wheel Covers
Wheel Covers, Locking
Axle Ratio, 4.41
Cargo Net
Cargo Net, Front
Cup Holders, Rear
Engine: 4-Cyl, 1.7 Liter, VTEC
Engine: 4-Cyl, VTEC, 1.7 Liter
Moon Roof, Power
Moon Roof, Power Glass
Cup Holder Delete, Rear
Axle Ratio, 3.84


Special fees, credits and incentives
No data for this vehicle.
No data for this vehicle.
No data for this vehicle.
No data for this vehicle.

				
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