2023 Honda Civic Type R Horsepower Confirmed!
Honda's feistiest front-driver—well, its feistiest car, period—is getting a whole lot spicier for 2023. We've already seen the latest Honda Civic Type R in all its winged, flared glory. The one thing Honda fans have been waiting for since the 2023 Civic Type R debuted in Los Angeles in July? This hottest of hatches' power output. Just over one month and a leaked internal Honda presentation slide suggesting a solid power gain later, we have the official horsepower and torque figures for the U.S. market.
Power Hour
The 2023 Honda Civic Type R's updated K20C1 turbocharged 2.0-liter I-4 engine will produce 315 hp and 310 lb-ft of torque. That hp figure in particular might seem like a letdown, but it's a solid 9 hp gain and right on par with what we predicted for this market based on the leaked Honda information. Torque is up even bigger time, by 15 lb-ft. The new Type R's 315 hp peaks at the same 6,500 rpm as the old model's 306 hp, while its torque peak lands 100 rpm later, at 2,600 rpm, and only sticks around through 4,000 rpm (compared to 4,500 rpm).
Honda extracted those extra ponies and twists via a new turbocharger with a fresh turbine blade and inlet designs, as well as a new exhaust setup with an active flap for controlling the Civic Type R's volume at higher revs. A larger grille opening and a bigger cooling fan play supporting roles, helping ensure the engine's breathing needs are met while keeping temperatures in check.
A revised six-speed manual transmission and a lighter flywheel back up the K20C1, and Honda fits a more rigid shift lever and tightened up the shift gates, too. We had no complaints about the previous Type R's shift quality, so this sounds like pure gravy. To top it all off, Honda also improved the automated rev-matching function that auto-blips the throttle to smooth out shifts by matching the engine speed to road speed. We're assuming that, as before, this widget can be turned off so that fancy footwork fans can do their own throttle-blipping.
The Competition Lurks...
Provided the Civic Type R's weight is kept in check—i.e, it weighs in within a hundred pounds or so of the last one, despite the new hatchback's larger size—performance from the 2023 Civic Type R should improve. By exactly how much is a detail that will need to wait for our test track results. But, to recap, the old 306-hp Civic Type Rs we tested reached 60 mph in 5.2 seconds to 5.4 seconds.
A proper comparison test with its key competitors also must wait until we actually have a Type R in our possession for a test. In the meantime, we can compare its 315 hp and 310 lb-ft of torque with its immediate competitors. Those are the 2023 Toyota GR Corolla (300 hp, 273 lb-ft, with the Morizo Edition pumping out 295 lb-ft); the 2022 Hyundai Elantra N (276 hp, 289 lb-ft); and the 2022 Volkswagen Golf R (315 hp, 295 lb-ft). Yes, factoring in torque, this means the Civic Type R is now not only the most powerful Honda available, but also tops among its competitive set.
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Of course, ubiquitous autonomy is way further out than 15 years.So, what can we test or research and report that you might be more interested in over the next 15 years? We considered the current barriers preventing wider adoption of battery electric vehicles. Range and charging are the two biggies. Charging infrastructure is gradually improving across the country, but some 60 percent of Americans (and an even larger slice of our readership) can utilize a Level-2 charger at home or at work to meet their daily commuting needs. And with the 52 separate BEV models on the EPA's 2021 and 2022 data sheets averaging 266 miles of official range, we reckon our audience faces little or no legitimate "range anxiety" around town.Longer trips are problematic. Most EVs run out of juice before their combustion counterparts and then take longer to "juice up." So we thought, let's come up with a number that tells folks how much longer it would it take to make a trip, of say, 1,000 miles (the farthest most folks would consider driving in a day). And we're optimistically assuming that within 15 years, the frustrations we experience today with inoperative or unavailable chargers, payment hassles, etc. will be relics of the past.So we rounded up range and charging info for all 52 of those EPA-rated EVs along with similar info for a the top-selling combustion, hybrid, and plug-in hybrid vehicles to compute the difference in time it would take to cover 1,000 miles traveling 70 mph between stops (a legal, or at least prevalent and non-felonious speed on most interstate highways).We assumed a fixed 10-minute time required for every vehicle to slow down, exit, enter a filling station, hook up, pay, stow everything, and return to traveling 70 mph. For combustion refueling we had drivers stopping with 5 percent of fuel remaining and a refueling flow rate of 10 gallons/minute. The combustion fleet averaged 14.7 hours to make the trip (68.4 mph). At the top were vehicles with either a high enough EPA highway rating or a large enough gas tank to require only one stop, resulting in a total trip time of 14.5 hours for an average speed of 69 mph. At the bottom sat the range-extended BMW i3, with a 2.4-gallon tank that would require 12 fuel stops, stretching the trip to 16.5 hours for a 60.7-mph average speed.Then we computed travel times for every BEV the EPA has tested, using DC fast-charging information provided by manufacturers or measured by reputable third parties. These times generally represent charging from some minimum to 80 percent state of charge, above which the charging rate slows considerably. 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EV Charging Time Information* Vehicle EPA hwy range (miles) DC fast-charge time, X-Y% charge (min) X (lower state of charge) Y (higher state of charge) Time to first stop, 100-X% (hours) Time between stops, Y-X% (hours) Number of stops required Total time at stops (min)** 1,000-mile trip time (hours) Average speed (mph) Percent longer than combustion vehicle*** Audi etron 221.9 30 5% 80% 3.0 2.4 5 40 17.6 56.8 20% Audi etron Sportback 221.5 30 5% 80% 3.0 2.4 5 40 17.6 56.8 20% BMW i3 136.4 34 0% 80% 1.9 1.6 8 44 20.2 49.6 37% BMW i3s 136.4 34 0% 80% 1.9 1.6 8 44 20.2 49.6 37% Chevrolet Bolt EUV 222.9 69 4% 80% 3.1 2.4 5 79 20.9 47.9 42% Chevrolet Bolt EV 235.1 69 4% 80% 3.2 2.6 5 79 20.9 47.9 42% Ford Mustang Mach-e AWD 193.7 36 20% 80% 2.2 1.7 8 46 20.4 49.0 39% Ford Mustang Mach-e AWD Ext Range 249.2 36 20% 80% 2.8 2.1 6 46 18.9 53.0 28% Ford Mustang Mach-e California 281.8 36 20% 80% 3.2 2.4 5 46 18.1 55.2 23% Ford Mustang Mach-e RWD 215.0 36 20% 80% 2.5 1.8 7 46 19.7 50.9 34% Ford Mustang Mach-e RWD Ext Range 277.1 36 20% 80% 3.2 2.4 5 46 18.1 55.2 23% Hyundai Ioniq 153.3 54 2% 80% 2.1 1.7 8 64 22.8 43.8 55% Hyundai Kona EV 226.0 47 10% 80% 2.9 2.3 6 57 20.0 50.0 36% Jaguar i-Pace EV400 221.0 40 2% 80% 3.1 2.5 5 50 18.5 54.2 26% Kandi K27 (Level 2 only) 51.6 420 2% 100% 0.7 0.7 19 430 150.5 6.6 923% Kia Niro Electric 213.6 60 2% 80% 3.0 2.4 5 70 20.1 49.7 37% Lucid Air Dream P (19" wheels) 471.0 20 15% 80% 5.7 4.4 2 30 15.3 65.4 4% Lucid Air Dream P (21" wheels) 451.0 20 15% 80% 5.5 4.2 3 30 15.8 63.3 7% Lucid Air Dream R (19" wheels) 520.0 20 15% 80% 6.3 4.8 2 30 15.3 65.4 4% Lucid Air Dream R (21" wheels) 481.0 20 15% 80% 5.8 4.5 2 30 15.3 65.4 4% Lucid Air Grand Touring (19" wheels) 516.0 20 15% 80% 6.3 4.8 2 30 15.3 65.4 4% Lucid Air Grand Touring (21" wheels) 469.0 20 15% 80% 5.7 4.4 2 30 15.3 65.4 4% Mini Cooper SE 101.9 36 2% 80% 1.4 1.1 12 46 23.5 42.6 60% Nissan Leaf (40 kWh) 131.3 40 5% 80% 1.8 1.4 9 50 21.8 45.9 48% Nissan Leaf (62 kWh) 202.2 60 5% 80% 2.7 2.2 6 70 21.3 47.0 45% Nissan Leaf (62 kWh, No Quick-Charge Option) 226.0 240 5% 80% 3.1 2.4 5 250 35.1 28.5 139% Nissan Leaf SV/SL (62 kWh) 192.5 60 5% 80% 2.6 2.1 6 70 21.3 47.0 45% Polestar 2 222.1 20 20% 80% 2.5 1.9 7 30 17.8 56.2 21% Porsche Taycan 4S Performance Battery 201.4 22.5 5% 80% 2.7 2.2 6 33 17.5 57.0 19% Porsche Taycan 4S Performance Battery Plus 237.7 22.5 5% 80% 3.2 2.5 5 33 17.0 58.8 16% Porsche Taycan Performance Battery 210.7 22.5 5% 80% 2.9 2.3 6 33 17.5 57.0 19% Porsche Taycan Performance Battery Plus 239.8 22.5 5% 80% 3.3 2.6 5 33 17.0 58.8 16% Porsche Taycan Turbo 218.4 22.5 5% 80% 3.0 2.3 5 33 17.0 58.8 16% Porsche Taycan Turbo S 203.9 22.5 5% 80% 2.8 2.2 6 33 17.5 57.0 19% Rivian R1T 314.0 50 2% 80% 4.4 3.5 3 60 17.3 57.9 18% Tesla Model 3 Long Range AWD 333.8 31 20% 80% 3.8 2.9 4 41 17.0 58.8 16% Tesla Model 3 Performance AWD 299.0 20 20% 80% 3.4 2.6 5 30 16.8 59.6 14% Tesla Model 3 Standard Range Plus RWD 234.7 30 20% 80% 2.7 2.0 6 40 18.3 54.7 24% Tesla Model S Long Range 387.7 20 20% 80% 4.4 3.3 3 30 15.8 63.3 7% Tesla Model S Performance (19" Wheels) 373.2 30 20% 80% 4.3 3.2 4 40 17.0 59.0 15% Tesla Model S Performance (21" Wheels) 323.2 30 20% 80% 3.7 2.8 4 40 17.0 59.0 15% Tesla Model S Plaid (21" Wheels) 341.0 27 20% 80% 3.9 2.9 4 37 16.8 59.7 14% Tesla Model X Long Range Plus 356.3 30 20% 80% 4.1 3.1 4 40 17.0 59.0 15% Tesla Model X Performance (20" Wheels) 332.2 30 20% 80% 3.8 2.8 4 40 17.0 59.0 15% Tesla Model X Performance (22" Wheels) 289.0 30 20% 80% 3.3 2.5 5 40 17.6 56.8 20% Tesla Model Y Long Range AWD 305.5 30 20% 80% 3.5 2.6 5 40 17.6 56.8 20% Tesla Model Y Performance AWD 289.0 30 20% 80% 3.3 2.5 5 40 17.6 56.8 20% Tesla Model Y Standard Range Plus RWD 222.1 30 20% 80% 2.5 1.9 7 40 19.0 52.8 29% Volkswagen ID4 1st 230.2 38 5% 80% 3.1 2.5 5 48 18.3 54.7 24% Volkswagen ID4 Pro 237.1 38 5% 80% 3.2 2.5 5 48 18.3 54.7 24% Volkswagen ID4 Pro S 230.2 38 5% 80% 3.1 2.5 5 48 18.3 54.7 24% Volvo XC40 Recharge 188.0 40 20% 90% 2.1 1.9 7 50 20.1 49.7 37% *Charging time info taken from manufacturer data or test data reported by third parties. AVERAGE (excluding Level-2 vehicles) 18.2 55.5 24% **Includes time spent slowing, parking, charging, paying, accelerating back to 70 mph: 10 min ***The average of many combustion, HEV, and PHEV vehicles was 14.7 hours to travel 1,000 miles (68.4 mph). These charge times are were quoted from 0 percent, but our calculations involve pulling over at 2 percent. Trip time may be reduced by charging from 5 or 20 percent. Show All
With the introduction of the 2022 Toyota Tundra, we began to wonder when we'd see the next Sequoia SUV come out. Considering the full-size three-row SUV is loosely based off of the full-size pickup, it'd make sense that a new Tundra might beget an updated Sequoia. Sure enough, it looks as though a new Sequoia is finally happening, as Toyota has begun to tease out the look of the next-gen large SUV. Even better? It looks like there might be a few stylistic references to early Sequoia models in the new one.What We Get To See, So FarFrom the looks of the teaser image above, the 2023 Sequoia's design is going to depart from the current, second-generation model, which has been around since 2007. The rear end shows just how much change to expect: Where rounded, doughy, early naughts bodylines once meandered there now live more muscular, straight edges. The tail lights also show a new "T" design fast growing familiar across the Toyota SUV lineup. They draw not only further forward and into the rear quarter panel, but also further across the liftgate.The teaser also shows that the C-pillar has adopted a piece of black trim (instead of a body-color treatment) and brings the rear quarter window closer—physically, as we can tell thanks to some exposure editing—to the back of the rear doors. Toyota also gives the rear quarter windows a new arrowhead shape with a gray, silver, or chromed piece of trim between it and the body. Also getting some potential chrome treatment on this teaser image are the door handles.The New Liftgate Design Is A First Gen Sequoia CallbackThe bumper has also changed from a straight body separation on the body to now an angular one from the lower portion of the tail light to the molded overfender, however this separation does not continue into it. With our enhanced exposure edit, we also get a look at how the rear gate blends into the quarter panels, seemingly like the piece on the first-generation XK30/XK40 Sequoia. Instead of being completely encased into the liftgate, the rear window now curves around the gate and into the body, just like the 2001-2007 models' did.Unfortunately, we can't see how the glass separates to form the liftgate as its separation is not evident in the edited image. It's possible that the last bit going into the body is just a piece of trim—either black plastic or darkly tinted glass bonded by adhesive—and the separation follows the line seen in the rear spoiler and taillight just as it did with the first generation Sequoia. Or it could be one whole piece that lifts up with the rest of the liftgate. Finally, we also get a quick tease of the wheel, which on the surely up-level trim highlighted here looks to be a black-painted aluminum wheel with a machined face.Anything Else Teased?For the moment, this is all Toyota is giving out. There is no news on available engines, drivetrains, suspension, TRD versions, or the like. We imagine that the new Sequoia will get the same engine and drive treatments as the newest Tundra short of the live axle rear. Despite the Tundra's change to coil springs, we just don't see the Sequoia backsliding from its multilink, independent rear suspension setup—recently adopted by segment heavyweights from General Motors, the Chevy Tahoe and GMC Yukon, and long a staple of Ford's Expedition—to the Tundra's live axle, however improved it might be.Given how the Sequoia's teaser train has left the station, figure on the big SUV making its formal debut sometime soon.
With SUVs increasingly becoming the default choice for single-car families across the U.S., automakers are working hard to make them more fuel efficient. Last year's 20 most fuel-efficient SUVs averaged an impressive 55.5 mpg combined; this year, the 20 most fuel-efficient SUVs bump up their combined average to 60.9 mpg. And that figure doesn't include the increasing availability of electric SUVs. Last year there were about nine SUV EVs on sale. This year? Seventeen and counting. Provided you're not ready to make the leap to an electric SUV (all of which would make this list), what follows are the 20 SUVs that achieve the best gas mileage on the market in 2022.But before we dig in, some quick housekeeping. Our list of the most fuel-efficient SUVs for the 2022 model year was gleaned using EPA test data, and all vehicles are ranked in order from 20 to 1 using their combined mpg/mpg-e figure. When we had a tie, we then factored in electric-only range (if applicable) and highway fuel economy to break it.Plug-in hybrid, hybrid, gas, and diesel SUVs were all eligible to make this list, but as you'll soon see, plug-in hybrid and hybrid SUVs dominate. As previously mentioned, the 17 electric SUVs on sale in the U.S as of this writing weren't included. In case you're curious, they are:Tesla Model Y (up to 129 mpg-e)Hyundai Kona Electric (120 mpg-e)Kia EV6 (up to 117 mpg-e)Chevrolet Bolt EUV (115 mpg-e)Hyundai Ioniq 5 (up to 114 mpg-e)Kia Niro EV (112 mpg-e)Tesla Model X (up to 105 mpg-e)Ford Mustang Mach-E (up to 101 mpg-e)Volkswagen ID4 (up to 99 mpg-e)Audi Q4 E-Tron (up to 95 mpg-e)Mazda MX-30 (92 mpg-e)Volvo C40 Recharge (87 mpg-e)Volvo XC40 Recharge (85 mpg-e)Audi E-Tron (up to 78 mpg-e)Jaguar I-Pace (76 mpg-e)Porsche Taycan Cross Turismo (up to 76 mpg-e)Rivian R1S (69 mpg-e)Without further ado, here are the 20 most fuel-efficient SUVs you can buy today, in order from worst to first.
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