1st – 29 Kielbasa Kids Racing

2nd – 11 Team Eliminators

3rd – 1 Schumacher Taxi Service 1

4th – 21 Team Pro-crass-Duh-Nation

5th – 07 Team Go Green

2009 Honda Civic Lineup Receives New Exterior Styling; Available Technology Features Now Include Bluetooth HandsFreeLink and USB Audio Interface
New LX-S and VP sedans expand variety
08/19/2008 - TORRANCE, Calif. -

The Honda Civic is enhanced inside and out for 2009 with new exterior styling, colors and available tech-friendly features like Bluetooth® HandsFreeLink® and a USB Audio Interface 1. An exclusively-equipped Civic LX-S Sedan debuts with alloy wheels and sportier interior styling. A new Civic DX Value Package (DX-VP) Sedan builds on the Civic DX Sedan's standard features by adding air conditioning and an audio system.

"The Civic lineup uniquely embraces traditional gasoline, hybrid, high performance and natural gas technologies like no other vehicle in the world," said Dick Colliver, executive vice president of American Honda Motor Co., Inc. "The exterior styling enhancements and newly-available features help strengthen Civic's position as one of the best-selling vehicles in a market that's embracing small cars more than ever."

All 2009 Civic sedan and coupe models boast redesigned exterior styling features, including a new front bumper cover and grille design and new headlight and taillight color combinations, featuring clear turn indicator lenses with amber bulbs. New alloy wheel designs are introduced on the Civic EX, Civic EX-L and Civic Si models, along with the addition of fog lamps for the Civic Si model.

Interior enhancements come by way of technology-friendly additions. Bluetooth® HandsFreeLink® is added to Navigation-equipped models and a USB Audio Interface added to Civic EX, EX-L, Hybrid and Si models. The Civic Hybrid gains the option of leather-trimmed seating surfaces with heated front seats and side mirrors. Additionally, new cloth materials and patterns on seats, door linings and armrests (when equipped) have been updated to further enhance the interior's look and feel.

New for 2009, Vehicle Stability Assist™ (VSA®), also known as electronic stability control, is now standard on the Civic EX-L and Civic Hybrid, in addition to the Civic Si. The entire line-up maintains a standard array of safety technologies including Advanced Compatibility Engineering™ (ACE™) body structure; side curtain airbags; driver's and front passenger's side airbags with a passenger-side Occupant Position Detection System (OPDS); and dual-stage, dual-threshold driver's and front passenger's airbags (SRS). Active front seat head restraints are designed to help reduce the likelihood of neck injury in the event of a rear collision. Standard active safety features include an anti-lock brake system (ABS) and electronic brake distribution, front seatbelts with an automatic tensioning system, and a pedestrian injury mitigation design incorporated into the front exterior of the vehicle. Driver and front passenger seatbelt reminders and daytime running lights are also standard equipment.

Four engine and four transmission choices range from a 140-horsepower, 1.8-liter i-VTEC engine (Civic DX, DX-VP, LX, EX and EX-L), with either a 5-speed manual or an available 5-speed automatic transmission, to a 197-horsepower, 2.0-liter i-VTEC engine (Civic Si) with a 6-speed manual transmission. The Civic Hybrid is powered by a 1.3-liter i-VTEC engine with Integrated Motor Assist (IMA) gasoline-electric hybrid technology to enhance both fuel economy and performance, and is equipped with a continuously variable transmission. The Civic GX is powered by a dedicated natural gas version of the Civic's 1.8-liter i-VTEC engine - and is equipped with a 5-speed automatic transmission. Both Civic Hybrid and Civic GX are classified as Advanced Technology Partial Zero Emissions Vehicles (AT-PZEV) by the California Air Resources Board (CARB). The Civic GX is classified by the EPA as an Inherently Low Emissions Vehicle (ILEV).

Built on a high-rigidity unit-body platform, the Civic is designed to deliver precise, sharp and refined handling performance with its MacPherson strut front suspension and multi-link rear suspension.

The Honda Satellite-Linked Navigation System2, available on Civic EX, EX-L, Si and Hybrid models, has a 6.5-inch motorized display that opens and closes for access to the internal single-disc CD player, and a digital audio-card reader that can play MP3 and Windows Media®3 Audio (WMA) files from CompactFlash®4 cards (via a PC card adapter). The navigation system features more than 7 million points of interest and the voice activation can control the navigation menus and the audio system, along with entering city and street names. New for 2009, the system includes Bluetooth HandsFreeLink, a wireless telephone interface that works with Bluetooth-enabled mobile telephones for hands-free operation via steering wheel-mounted controls.

Auxiliary audio input jacks are standard equipment on Civic LX and above trim levels and allow for portable music device playback through the audio system. The Civic LX Coupe has a six-speaker 160-watt audio system with a CD player (four speakers for the LX sedan). All audio systems are capable of playing MP3 and WMA formatted CDs. Standard Speed-sensitive Volume Control (SVC) automatically adjusts the volume based on vehicle speed. Audio displays include CD/MP3 text readout, and all coupes (except for the DX) plus the Civic Si Sedan provide a customizable welcome screen (exclusively on models without the available navigation system).

Civic Sedan and Civic Coupe (1.8-liter i-VTEC 4-cylinder engine)

Providing Civic buyers with two new sedan options, the 2009 line-up presents the all-new Civic DX-VP and Civic LX-S. The Civic DX-VP Sedan adds air conditioning, an AM/FM/CD audio system and an auxiliary input jack, in addition to the standard 140-horsepower 1.8-liter SOHC i-VTEC 4-cylinder engine, 5-speed manual transmission (5-speed automatic available), power windows, 15-inch steel wheels with covers and P195/65R15 tires.

Standard features on the Civic LX include air conditioning, cruise control, power door locks, 16-inch steel wheels with covers, P205/55R16 tires, keyless entry, a 4-speaker 160-watt AM/FM Audio System with CD player (MP3/WMA enabled), auxiliary audio input jack, center console with sliding armrest, progressive blue illumination instrument panel meters, auto up and down driver's power window, and a folding rear seat.

In addition to the well-equipped Civic LX features, the Civic LX-S Sedan upgrades to alloy wheels, exclusive sport-trimmed black cloth seats with synthetic suede bolsters and silver stitching, leather-wrapped steering wheel, a rear deck spoiler and a chrome exhaust finisher.

The Civic EX Sedan and Coupe include newly-designed alloy wheels, a 60/40 split folding rear seat, a one-touch power moonroof, ambient console lighting, steering wheel-mounted audio controls and the availability of the Honda Satellite-Linked Navigation System with Voice Activation, which also includes XM Satellite Radio5. The Civic EX-L also comes standard with a leather-trimmed interior, heated seats and heated door mirrors to the Civic EX list of features. The Civic EX and EX-L Coupe exclusively feature a 7-speaker with subwoofer AM/FM audio system with CD player (MP3/WMA enabled). All Civic sedans receive a sporty three-spoke steering wheel for 2009, along with a rear chrome garnish bar above the license plate.

Civic Si Sedan and Coupe (2.0-liter i-VTEC 4-cylinder engine)

The Civic Si Sedan and Coupe serve as the performance cornerstone for the Civic line-up with a 197-horsepower, 16-valve, DOHC 2.0 liter i-VTEC 4-cylinder engine mated to a close-ratio, 6-speed manual transmission. A helical-type, limited-slip differential enhances traction in high-performance driving situations. The Civic Si sport suspension adds firm spring, damper and stabilizer bar tuning along with exclusive 17-inch alloy wheels and high-performance tires. Exclusive exterior features include a rear wing spoiler (low profile on the sedan) and Si emblems. The sports-oriented interior adds firmly-bolstered, performance-oriented seats with red fabric stitching and synthetic suede trim. Standard fog lights and a restyled alloy wheel design are new for 2009.

Civic Hybrid (1.3-liter i-VTEC 4-cylinder engine with IMA)

The Civic Hybrid with advanced IMA hybrid technology achieves an EPA-estimated city/highway fuel economy of 40/45 miles per gallon and is updated for 2009 with the addition of Vehicle Stability Assist (VSA) and the availability of leather-trimmed interior which includes heated front seats, leather-wrapped steering wheel and heated side mirrors. The Civic Hybrid is certified by the California Air Resource Board (CARB) as Advanced-Technology Partial Zero Emissions Vehicle (AT-PZEV). A continuously variable transmission (CVT) is standard equipment. The Civic Hybrid can deactivate all four of its cylinders and operate using only the electric motor in certain low-speed cruising situations. Power for the Civic Hybrid is provided by a 1.3-liter i-VTEC 4-cylinder engine and a 15 kilowatt electric motor, producing a combined 110-horsepower @ 6000 rpm and combined 123 lb-ft. of torque @ 1000-2500 rpm.

Civic GX (1.8-liter i-VTEC engine, dedicated natural gas vehicle)

The ultra-clean Civic GX produces near zero emissions, enables owners to become eligible for a $4,000 federal tax credit and can refuel with an available, first-of-its-kind "Phill" home refueling appliance by FuelMaker Corporation (available through qualifying Honda dealers in California). The 2009 Civic GX is the only dedicated natural gas-powered passenger car available to retail customers in the United States and achieves an EPA estimated city/highway fuel economy of 24/36 miles per gasoline-gallon equivalent 6. Currently, natural gas is approximately 35 percent less expensive than gasoline when purchased at a refueling station, and can be more than 50 percent cheaper than gasoline when supplied by a Phill home refueling appliance. The Civic GX is the only vehicle certified by the EPA to meet both Federal Tier 2-Bin 2 and Inherently Low Emission Vehicle (ILEV) zero evaporative emission certification standards. The Civic GX is available to consumers at qualified Honda dealers in the states of California and New York and is also available to fleet customers nationwide from qualified Honda dealers. An updated NGV logo is added for the new model year with a prominent display on the rear doors.

Manufacturing

The majority of Civics are produced and assembled in the United States and Canada using domestic and globally sourced parts. Civic Coupe and Civic Si models are solely produced and assembled at the Honda of Canada Manufacturing plant in Alliston, Ontario. Civic Sedan models for the U.S. are primarily produced and assembled at the Honda of America Manufacturing plant in East Liberty, Ohio. Civic Sedans are also produced and assembled at Honda of Canada Manufacturing in Alliston, Ontario. Some Civic Sedans and all Civic Hybrid models are produced and assembled in the Honda Motor Co., Ltd., Suzuka, Japan, manufacturing facility. In fall 2008, Honda's new manufacturing plant in Greensburg, Indiana, will begin Civic production and will have an annual capacity of 200,000 units.

1 The USB Audio Interface is used for direct connection to and control of some current digital audio players and other USB devices that contain MP3, WMA or AAC music files. Some USB devices with security software and digital rights-protected files may not work. Please see your dealer for details on compatibility.

2 Certain functions that rely on a satellite signal will not work correctly in Hawaii and Alaska. These functions include but are not limited to automatic clock updates and time zone adjustments. The Bluetooth word mark and logos are owned by the Bluetooth SIG, Inc., and any use of such marks by Honda Motor Co., Ltd., is under license.

3 Windows Media® Audio is a registered trademark of Microsoft Corporation.

4 CompactFlash® is a registered trademark of the Compact Flash Association.

5 Required XM® Radio monthly subscription sold separately after 90 day trial period. Other fees and taxes may apply after initial trial period, including a one-time activation fee. Subscription fee is consumer only. All fees and programming subject to change. Subscriptions subject to Customer Agreement available at xmradio.com. XM service only available in the 48 contiguous United States. The XM name is a registered trademark of XM Satellite Radio Inc.

6 Based on 2009 EPA mileage estimates, reflecting new EPA fuel economy methods beginning with 2008 models. Use for comparison purposes only. Do not compare to models before 2008. Your actual mileage will vary depending on how you drive and maintain your vehicle.

[8thCivic via Autoblog]

2,033 pounds. That's right, this car barely weighed one ton, and it would haul four passengers and plenty of cargo. With only 69 horsepower, lots of wind noise, and no cupholders, a car with the same specs as the '83 Civic wagon would be laughed out of the showrooms by car buyers today... but you'd get into the 40 MPG range on the highway with it. The price: $6,349 ($13,948 in 2008 dollars).


I don't understand why lovers of vintage Japanese cars seem lukewarm at best on the early Civics- why, I didn't see a single example at the Motoring J Style show. Is it the front-wheel-drive?

Experian claims 47% of hybrid buyers choose another car from the same manufacturer, as opposed to 35% of buyers overall. Sounds like good news, but for whom? While the report may seem like a boost for Honda and Toyota — and it no doubt is — there's also a silver lining for GM and Ford. While the General doesn't have the best name recognition on its hybrid lineup, it does have two new hybrid trucks in the market starting second quarter of next year, which potentially could allow them to capitalize on the trend — especially considering over 30% of pickup buyers buy another pickup. That compares to only 25% of hybrid buyers. Similarly, the Ford Escape Hybrid has a following of its own among green-conscious buyers needing more space, arguably leading to the potential for halo sales of additional Ford products — including other SUVs of the non-hybrid variety.

Jalopnik Snap Judgment: Maybe it's not all roses, but there's an opportunity for domestic manufacturers to build a few more sales off hybrid pickup and SUV purchases. Of course, they'll both need to sell more than the token few hundred (in GMs case) or the token few thousand (in the case of Ford). [Detroit News]

The car with the overall quickest lap of the entire race was the 50th-place Superkak Racing '94 Mustang GT, with a time of 1:06.610. While there's some dispute about the legitimacy of their sub-$500 build (I believed their paperwork, my colleague on the LeMons Supreme Court didn't), you can't deny that this car was fast. Black-flag penalties brought Superkak Racing down to earth.


The Kudzu Kommandos' BMW 325e had the second-fastest lap, with a blazing 1:06.728. They finished 54th overall.


Third-fastest time was the Honda Civic raced by Team We-Todd. Time: 1:06.931, 28th place overall.


The anti-Obama-themed Hong Norr Racing CRX made it around CMP's track in 1:07.266, for the fourth-best time. They finished 30th.


The car known in the pits as "the rusty Miata," run by Team Hammer Down, scored the fifth-best time, at 1:08.160. Hammer Down finished 17th.

Jalopnik Snap Judgement: As with GM and especially Ford, Honda is buoyed by sales in other Asian markets and South America. The company also has motorcycle sales to lean on. But the biggest difference, though, is something we've mentioned earlier that Ford and GM both need. That's right, it all comes down to product. Honda has a strong portfolio of smaller, affordable and fuel-efficient cars in the Fit and Civic — and they don't have to significantly realign their mix or offer crazy incentives to maximize profitability. [Source: Honda Motor Company, MarketWatch]

Lincoln is also getting some new product to make up for Odyssey/Pilot decreases, as Honda Ridgeline pickup production will be consolidated there from Alliston, Ontario. The Ontario plant will then concentrate on cranking out more Civics.

Jalopnik Snap Judgement: Honda has one thing going for them the U.S. automakers don't have — a lineup that includes a wider variety of small, fuel-efficient vehicles. Boosting Civic production is the right move at the right time. But, how far over the "comfort line" is Honda with Odyssey/Pilot supply? Automotive News claims, as of July 1, they have a 78-day supply of Odysseys and a 99-day supply of Pilots. The company wants between a 45- and 60-day supply. In contrast, the F-150, one of the vehicles hit hardest by the truck slowdown, had about a 104-day supply. In other words, Honda screwed up its production forecasts almost as much as Ford. USA! USA! [Automotive News (Sub. Req.)]

We caught Honda testing a prototype for a facelifted Civic Hybrid in the California desert. The revamped Civic gets a new front bumper, with a three-intake design in place of the current model's single central intake. A redesigned, more angular grille-opening surrounds the Civic's familiar chrome bar containing the Honda "H." It also appears that the headlights' internals have been ever so slightly restyled. Although the changes to the Civic Hybrid's nose are quite subtle, the overall effect is significantly more sporty than today's model, which looks a bit soft by comparison.

This Civic's rear will also see some very minor changes to the tail-lights, and a new trim piece protrudes between the rear lamps. The rest of the Hybrid's rear-end appears unchanged.

1 - 1995 Honda Civic

2 - 1991 Honda Accord

3 - 1989 Toyota Camry

4 - 1997 Ford F-150 Series Pickup

5 - 1994 Chevrolet C/K 1500 Pickup

6 - 1994 Acura Integra

7 - 2004 Dodge Ram Pickup

8 - 1994 Nissan Sentra

9 - 1988 Toyota Pickup

10 - 2007 Toyota Corolla

Apparently this happened along some tollway in New York; no word on the involvement of Larry, Curly and Mo. [Loqu]

If you're looking to get the most bang for your hybrid buck, it's best to avoid the Honda Civic hybrid, Toyota Prius and Toyota Camry hybrid—the tax credit on the latter two have already been reduced to zero. There's a good number of eligible hybrids, but at the rate people are snatching up these vehicles, don't expect the full tax credit to last. [LA Times]

(Image via XKCD)

Automobile Magazine's Best Road Trip Vehicles By Category

Best Seats: Volvo S80

Most Versatile: Chrysler Town & Country

Most Cargo Space: Dodge Sprinter

Best Entertainment System: Infiniti M35/M45

Best Fuel Economy: Toyota Corolla/Honda Civic Hybrid (tie)

Best To Sleep In While Moving: Lexus LS460L/LS600hL

Despite still holding the title of Honda sales champ, the Accord's only sold 122,430 through the month of April. With Civic output up at all three of Honda's production centers — providing a total production run for the first four months of over 144,000 units — Honda's looking at a 48-day supply of the budget sedan, a position that's forcing a look at squeezing out as many of the little buggers as they possibly can. Given that growth curve, the Civic could very well pass the Accord this month or next in sales.

Which is funny to us, because it's not like the Civic sedan gets that much better gas mileage. We mean, this ain't the diesel Euro-spec Civic we played with back in February. No, the EPA numbers on the Civic are a mere 25/36 for city/highway. The Accord on the other hand has numbers of 21/31 for city/highway. While yes, that's a decent-sized difference, it's not enough to account for a 14.8% increase in sales on the Civic. Oh wait, we forgot — the Civic weighs in at a bargain-basement price of $15,645 for the four-banger with a five-speed slushbox. The Accord, with the same configuration, in comparison goes heavyweight on the price scale, selling for $20,995. Wethinks maybe this has as much to do with general economic fears as it has to do with specific economic fears on the price at the pump. It's a lot easier to pay off a car loan that's five grand cheaper when your house goes into foreclosure, ain't it?

Whatever the reason, we'll be watching for Honda's numbers later to see how the Civic fares, and whether it can beat it's big brother. Better yet for Honda, could the F-150 be much farther ahead (or behind)? [via Automotive News (sub. req.)]

Honda was still branding the CRX with Civic emblems in the mid-80s, but the little two-seater felt like a totally different car. The HF got a mere 58 horses from its 8-valve 1300 (compared to 91 in the hot Si's fuel-injected 1500), but 58 horses is plenty with a 1,713-pound car.


I've had a couple of these cars, and they'll keep going forever if you don't blow the head gasket (i.e., don't overheat it), change the timing belt when the time comes (interference engine), and can get it to pass the smog test (mind-bogglingly complicated emissions gear). The two-seater part is somewhat limiting, but it will haul plenty of stuff; I've used a CRX to bring home large items of junkyard loot, including a Chevy 350 short block and a variety of transmissions, and you can fit 8' long 2x4s in the car with nothing sticking out (run them from left rear corner to right front corner, between the seats).


That settles it- I'm going shopping for an HF right now... and I'm gonna convert it to run on propane!

I've driven many of these Civics, and they're actually pretty fun to drive. Noisy and bouncy, sure, and other vehicles tower over you, but the late-70s Civic didn't feel stricken by the same level of Malaise that was hammering American and European cars of the time.


The CVCC engine meant Honda didn't have to put catalytic converters on this car until later than most manufacturers, which meant you could run leaded gas in your new Civic. Of course, by the mid-80s the smog-control system for the Civic had become somewhat complicated.


The late-70s Civic hatchback could fit four full grocery bags in the back, in addition to four passengers, weighed only 1,700 pounds (250 pounds less than the late-70s VW Beetle), and cost $4,500. You could get a Chevette hatchback for $3,794 (or $3,299 for the barebones Chevette Scooter), so the Civic wasn't anywhere near the cheapest gas-sipper you could get in 1979.

So what do you call a flat black 1991 Honda Civic with a truck bed, upgraded interior, and a turbo helping the motor deliver 220 HP? Civicamino? Civichero? Civicline? Civic Ute? Gentlemen, make your arguments. (Thanks Morgan) [Craigslist]

On the "dislike" side, a measly 15 HP boost over the standard Type-R and no additional torque has us scratching our heads, as does the 100 MPH speed limiter. We're assuming since the cool new trend in Japan seems to be unlocking a performance car's true potential only at a racetrack, there's some sort of GPS enabled cheat code system for race days. Anyway, head on over for the full review and some nice video. [NihonCar]

I'll get to the car: hold your horses. This pertains.

I bought my motorcycle new in 2003: a Honda 919, aka Hornet in other markets. Most of a CBR900RR performance and mechanical foundation, but with EFI and as is common with "naked bikes" a fatter midrange and slightly emasculated top end. 105 hp at the rear wheel, 65-ish ft. lbs of torque.

Within 3 months of purchase I had my most expensive speeding ticket ever ($455) and was leaving every stop light on one wheel. Often riding in jeans, a tank top, and shades. Stupid at any age, stupider at 39. It wasn't my first bike, but it was the most liberating to my inner hooligan of any bikes I've owned.

My dad died that autumn and left me a little inheritance. Although I had never seen photos and he never owned a bike after he "settled down" I just know that he passed on his love of bikes to me. He had owned a 1928 and a 1935 Harley when he was in his twenties. They would have been WELL used ratbikes by the time he got them. I think he paid $5 for the '28.

I decided that I was going to go drag racing, partly in homage to my dad. After all, I could never have afforded to do it properly without his parting gift to me. I first commissioned an extended swingarm: if I'm going drag racing, I'm NOT going to be "the guy who looped the bike off the line that time." Because Honda never sold a large number of 919's in America and the 919 is not a design that lends itself to modifications, increasing the engine output in any significant way is difficult. VERY restrictive porting, very limited availability of big bore kits, high lift cams, NO turbo kits whatsoever on the market...I was running out of options for achieving my goal of a nine second quarter mile on this bike. If I knew I was going racing when I bought a bike, I certainly wouldn't have started with this one. A CBR1000 STARTS with 50 more h.p. , and has many options for pursuing greater performance.
After engineering and installing what I believe is the world's only wet nitrous system in this application, as well as a few other little mods, I was ready to take it to the track and see what The Tinman could do. I'd rarely ever finished off a can of whipped cream, never mind tuned a nitrous system in my life. And after getting caught in the rain and nearly ruining the most expensive suit I'd ever own (Alpinestars) I HAD to come up with an alternative way of getting to the track.

In my driveway sat an unused 1999 Honda Civic HX; the VERY tall-geared, 43 mpg rated, lesser-engined version of their coupe that I had bought new. It had served me well, ferrying me across Alaska for my inspection business to the tune of 147,000 miles in the first two years of ownership. I got mine back from the insurance company virtually for free after totaling it in 2002, and band-aided it back together with a plywood front bumper and some judicious tugs on the "frame" from a come-along anchored to a concrete parking garage support. I drove it for a few years before I found a clean old BMW 320i and parked the Civic. Because it had 210,000 miles nobody would be too interested in salvage parts, and because it had been totaled and was still not titled, it was unsellable as a car.

I began thinking of cutting the car up and making it into a trailer before I got the brilliant (ahem) idea of making it into a self-propelled trailer, or "truck" as they are sometimes called. I took a few measurements, checked my stock of Sawzall blades (if only I'd had my air compressor and die grinder/cutter then!), bopped down to the liquor store for a rack of Alaskan Amber, and got to drinking...I mean, re-manufacturing.

I started by removing the trunk lid and gutting the interior of carpeting and basically everything but the driver's seat. I removed the back glass, cut out the package shelf, and sawed out the center of the rear bumper and everything between the taillights. The floor was poorly shaped for truck duty, and a hump for the fuel tank was going to cause my bike "deck" to sit much higher than I wanted. I hacked out the floor above the center of the gas tank, and quite proudly only sawed through one vapor return hose/valve assembly in the process! I got skills! Somehow, the fuel tank still held fuel and I was still not engulfed in flames at this point. But I was pretty s-faced now, so really, I was amazed that I hadn't wound up in the E.R. yet nor spilled any...okay, MUCH blood. There is a high-strength steel crossmember in the area under the former back seat, so this served as the main anchor of the ramp/deck for the bike and provides a surprising amount (ANY is surprising, right?) of structural integrity.

Because The Tinman is stretched and slammed he cannot negotiate much of a ramp without high-centering, so the deck is mounted nose-high and El Civico is MUCH more accommodating than would be a pickup truck or trailer. This car, albeit somewhat odd, is the best way I could hope to transport the bike without spending an arm and a leg. Or really, more than $50, as is the case.

As you can imagine I get some looks on the highway on the way to the track. I'm simply amazed that with the dozens of cameras that I've seen hanging out of passenger windows, I've never come across a picture of my rig on the internet.

After a passing rain shower last year, track management allowed spectators to take their cars down the track to assist drying. Slapped on my helmet, fired up El Civico (sans Tinman in back) and high-tailed it to the staging lanes. With 216,000 miles on the original clutch (and everything else but the front brakes and timing belt) I bounced it off the rev limiter in the burnout box for 15 seconds, released the ebrake, and sidled up to the tree. My reaction time wasn't great; this WAS the first time I'd ever drag raced a car, but I left the line around 6,000 rpms with a taste of equal parts clutch slip and tire spin: exactly what this tall-geared car wanted. Second gear is good for 72 mph, a quick slam into 3rd and we crossed the finish line with a 16.84: one hundredth quicker than I'd just seen for a new Mini !

El Civico has no problem keeping up with highway traffic, or any other kind really. I had it up to 95 on the Old Glenn Highway, a lovely meandering old two-lane, following a WRX on the way home from the track and all hopped up on adrenaline and Diet Rockstar. Thankfully the peace officers up here don't seem too concerned about the car and technically, they don't need to be. It has all its safety equipment besides a license plate light, but thanks to the late sunsets of summer here that's not really an issue.

Okay, so El Civico ain't too fond of washboard bumps: the torsional rigidity obviously does leave something to be desired. But I seriously doubt it's less safe than just riding the motorcycle. Granted, once I get into an accident in this car I'll be in for a world of hurt. Do I have any other mods planned? Probably an ejection seat for just such an occasion. I'll want to get some distance between me and the bike should the 's' hit the fan.

But until the doors stop working due to body flex, or the front half says 'Adios' to the back half, El Civico will remain the workhorse that keeps me in the racing game. In fact, working as a team last year, The Tinman, El Civico, and I took home the top trophy of Alaska drag bike racing.

My apologies to DeWalt, but their heavy duty reciprocating saw turned out to be less heavy duty than a drunk with an old Civic. May it rest in peace.

Stop! Stop the video right now. I know it's tempting to run it, but we need to tell you exactly what we did first, by the numbers, so you can fully grasp the dramatic results. On the way to and from the Chicago Auto Show—overlooking the comedic jackassery Ray provided—our mission was to see how high we could push the mileage on these cars while driving them in the manner of a your average skinflint consumer. We hacked nothing off the cars to reduce weight, and we added no special taping or streamlining to enhance the aerodynamics. In fact, we really didn't do nuthin' to enhance the mileage capabilities of these rides. As for go juice, the newly de rigeur low-sulfer diesel fuel, as sanctioned by the EPA, was used in all tests. Same stuff you get when you pull up to the pump.

The 2007 Honda Civic 2.2 i-CTDi was tested under what we considered a "normal use" situation, one occupant (myself), with a weekend suitcase and a computer bag. The 2007 Audi Q7 4.2 TDI was tested with myself as the driver and the same cargo setup, but with the addition of our esteemed videographer, Mr. Mark Arnold, and his gear. Again, we recognize we didn't subject these vehicles to precisely the same conditions, but to conditions we consider the average load for each.

The route to Chicago we chose testing the Civic was notably unexciting. We set aside a roughly 105 mile path between the easternmost convenience plaza after the I-69, Toll Road 80/90 interchange, and the Portage convenience plaza. For reasons of personal incompetence, the eastbound return trip occurred between the same Portage convenience plaza and the first northbound I-69 exit after the the 80/90 to I-69 interchange. The only techniques in play where a judicious use of the gas pedal, coasting (for the manual-transmissioned Civic), and drafting behind semis, which was done at a safe but useful two-to-three car lengths. Jalopnik and Gawker Media in no way endorse tailgating semis, so copy this experiment at your own risk.

Now, restart the video.
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Yes, we know, 72.4 mpg is batshit cazy, but settle down, 'cause you haven't heard the Q7 numbers. Would you believe that a power plant capable of 550 lb.ft. of torque and a 6.4s 0-62 mph time, lugging around 5100 lbs and two svelte bloggers, returned 33.2 mpg? What was that about not handling the truth? Below are the conditions and calculations:

We are aware the gallons of fuel on the video for the Civic doesn't match with the calculation above, but we gave it a second squeeze and the final result was what you see. We have the goddamn receipts, skeptics. Soooo, the upshot? Here we have two stock vehicles you can't get in the US, delivering what everybody in their right mind would call impossible mileage, with little effort under less than ideal conditions. What does that mean to us? Well, it means all that bellyaching from automakers about unachievable CAFE targets and the less competitive, unsafe vehicles that would come from high targets is total, unadulterated bull-pucky. The solution to this pressing mileage-target legislation is an absolute no-brainer: Drop a diesel in everybody's lap and call it a day. 35 mpg from a passenger car should be child's play, if done right. This test only confirms—and frankly stokes—our burning desire for good, fun-to-drive, economical diesels on American roads. So where are they? They're elsewhere in the world. But here in the land of freedom and opportunity, the righteous and patriotic boosters of decent mileage numbers are forced to make do with runty gas-burners and do-gooder hybrids that don't exactly reward on the performance front. The times, they gotta change, and there's no reason they can't change like, um, right now.

Video production and voice over credit to Mark Arnold

The Euro spec Honda Civic 5 door we got looks like nothing on the road. Slightly alien, a little bizarre, suspiciously exciting, it's a mix and match of gentle curves and ridiculous angles that all work together to form something that really stands out. Park this at your local Wally World and you're not going to have a hard time finding it. We got comments after pulling into a Taco Bell at two in the morning. Not that the swoopy shape doesn't have it's drawbacks. The giant C-pillars take some getting used to, and while they aren't as bad as the black holes on the Toyota FJ Cruiser, it's advisable to get used to looking twice. The steep, sloping A-pillars do their part to block vision at intersections, but they don't present to much opportunity for trouble. What we don't like at all is the spoiler bump in the rear hatch. It would block headlights at dusk and at night, and it also imposes a claustrophobic feeling when checking the rear view. That said, it's not too hard to adjust to it.

The rest of the interior is a home run. The seats offer reasonable bolster, but are covered in a nice, grippy sort of perforated micofiber. They're adjustable up and down to accommodate drivers of all sizes. The tilting and telescoping steering wheel allows the instrumentation to comfortably accessed. The shifter is very similar to the uniball design Volvo introduced in the S60 a couple of years ago, but it fits nicely with the decor. We're truly smitten with the gauge cluster, however. The layout is shared with the U.S.-version Civic, featuring analog informational gauges down low and a redundant digital speedometer at the base of the windshield. What's different here is the gauges: They're a softly lit, dramatic blue concentric set with a small, square digital LED readout in the center. Not only is it gorgeous, it works great in operation. One unfortunate bauble is the gimmicky start button, which needs to be pushed, in addition to turning the key in the ignition, which is annoying in operation. We want to do one or the other, not both. Back seat? Comfortable, folds really flat for huge pass through storage. Nothing more to say there.

All right already, on to the driving. We want this engine. It does it all: delivers great mileage, supplies torque out the wazoo, has really fun engine response, and boasts a turbo whistle, to boot. At idle, the engine is a bit clattery—moreso than we would expect from a Euro offering—but once you tap the pedal things smooth out. It's a very Honda-like two engines in one: If you treat it gently, the 2.2L 138hp diesel is tame enough for Grandma; but step on it and the rush of torque is smooth and delightful. Redline comes quick at 4,500 rpm, but shifting the six speed manual keeps things in a glorious meaty chunk of 251 lb.ft. of torque. Putting the power to the pavement overwhelms the traction control and you find yourself reaching for the defeat button. Steering feedback is a couple ticks tighter then the U.S. Civic, and cornering is adequate, but the tires give up earlier than the suspension does. Road feel is perfectly acceptable, serving up a comfortable ride, not too harsh, not too soft. Sort of the Goldilocks of suspensions.

This Civic puts a whole new spin on a car we've routinely panned as boring and pedestrian in the U.S. The rare combination of unique styling, magical engine, and very nicely put-together interior has us pining for the car even more now that we've driven it. Despite the flaws, this is a really fun car which spits in the face of the diesel stereotype while embracing its most valuable asset: incredible mileage. Just how good was the mileage? You'll have to come back and find out tomorrow.

Photography by Chris Doane

If you take a close look at the above picture, the gears will start turning. Hmm. duct tape, automobile modification which defies all logic, a lake, a bearded driver in suspenders... that dear friends is Red Green. We immediately pored over all of the episode synopsis and we think it's from The Red Green Show Episode 612 - "The Battle Call". One of the bits in the episode was an attempt by Red to modify his car to carry a boat underneath - this certainly looks like it fits the bill. Both pictures feature a boatlike structure under the car. This can only mean one thing: There is video of this car in action somewhere. To the webs! (We are praying this amphibious wonder hasn't made it's way to the shredder yet)

While it may not be the best looking ride on the road, it's hard to argue with performance.

The end result is a car with such low drag that the results of coastdown testing is linear out to 90mph (it coasts almost as well at 80mph as it does at 50mph). I have to get it over 90mph before I start to feel the wind load from high-speed driving. OEM max speed was 95mph. I have had it up to 100mph with plenty of power remaining at that speed (estimated top speed of about 140mph). Wind noise is much reduced from stock. Approximate mileage on a flat road at 85F, 95mpg at 30 to 65mph, 85mpg at 70mph, 65mpg at 80mph, 50mpg at 90mph.

2007 Honda Civic 5-door hatch - 2.2L iCDTi - S basic specifications:

Engine|
Type|Diesel
Valve Train|DOHC
Transmission|6-speed manual
Max Power|138.1 HP@4,000 RPM
Max Torque|251 ft.-lb's@2,000 RPM
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Emissions|
Smog|Euro IV
GHG - CO2 (g/km)|135
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Fuel Economy - Euro cycle|
Urban (mpg US) | 35.6 mpg
Extra Urban (mpg US) | 54.7 mpg
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Basic Performance|
0 - 60 mph | 8.5 seconds
Top Speed | 127 mph
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Weights and Capacities
Curb Weight | 2,960 pounds
Fuel Tank (US gallons) | 13.2 gallons
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Wheels and Tires|
205/55 R16 Z-Rated | 16" Steel Wheels