2024 Toyota Compact Cruiser: The Baby FJ EV You Didn’t Know You Wanted
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WHAT IT IS: After initially doubling down on hydrogen and hybrids, Toyota appears to be pivoting slowly toward battery electric vehicles. One of the models that'll anchor this directional change is the new 2024 Toyota Compact Cruiser. A follow-up of sorts to the beloved FJ Cruiser (which left our market in 2014 but still soldiers on in the Middle East), the Compact Cruiser is a pint-sized electric off-roader built in the same vein as early '90s classics such as the Suzuki Samurai. This small electric off-roader sports four doors, plenty of ground clearance, tucked-away bumpers, all-terrain tires, and beefy-looking skidplates, all of which ought to make it a hoot off-road.
WHY IT MATTERS: Toyota is finally coming on strong in the EV space, promising 10 new "lines" of EVs by 2025, and the Compact Cruiser will be part of that salvo. While models like the 2023 Toyota bZ4X cover Toyota's more conservative audience, the Compact Cruiser, previewed here with images of the Toyota Compact Cruiser Concept from earlier this year, aims to satisfy legions of Toyota's hardcore off-road enthusiasts by offering more traditional Land Cruiser styling cues in an efficient, modern package.
PLATFORM AND POWERTRAIN: We don't know a ton about what's underneath the Compact Cruiser's sheetmetal, but we think it's a safe assumption we'll find Toyota's new e-TNGA platform, also found underpinning the bZ4x and Subaru Solterra. We expect the Compact Cruiser to offer dual-motor all-wheel drive and somewhere in the realm of 250 hp or so. If that's the case, don't expect it to be a range or charging champ—the more aerodynamic all-wheel-drive bZ4X nets 222 miles of range in its least efficient form and is among the slowest-charging EVs on the market.
ESTIMATED PRICE: $45,000EXPECTED ON-SALE DATE: Fall 2023
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How do you wrap your head around the Koenigsegg Jesko Absolut? Well, let's begin with some numbers. Like 1,600 and 1,106. These are the peak outputs, in good old American ponies and stump-pulling pound-feet of torque, respectively, generated by the car's 5.1-liter V-8. Then there's 3,130. That's about how many pounds the 2024 Koenigsegg Jesko Absolut weighs.Gulp!Now do the math. Yep. You don't need to be a computational fluid dynamics mastermind to figure out this Swedish-designed and -engineered hypercar is a seriously fast machine. How fast? Company founder Christian von Koenigsegg says his team hasn't completed physical testing, but computer modeling suggests the Jesko Absolut will have a top speed north of 310 mph.Conventional wisdom suggests it's impossible for a tiny automaker from a country best remembered for stolid Volvos and quirky Saabs, to design, engineer, and produce a fully street-legal car capable of beating the Bugatti Chiron at its own, highly specialized game.But Koenigsegg has a long history of defying conventional wisdom.In Case You Don't KnowChristian von Koenigsegg describes himself as an inventor/entrepreneur. He was, he says, the sort of kid who took apart the family VCR to see how it worked, which it sometimes did when he put it back together.He decided he wanted to build his own car when he was just 6 years old, after watching The Pinchcliffe Grand Prix, a stop-motion short film about an inventor who … builds his own car and beats the world's best with it.Von Koenigsegg founded his first company when he was just 19, selling plastic bags and frozen chicken to Estonia in the immediate aftermath of the Soviet Union's collapse. He founded Koenigsegg Automotive in 1994, when he was just 22.It took eight years, but the 2002 delivery of the Koenigsegg CC8S, a hand-built, carbon-fiber-bodied supercar powered by a 655-hp supercharged 4.7-liter engine based on Ford's modular V-8, to a Swiss customer (who still owns it) was the realization of 6-year-old von Koenigsegg's dream.The JeskoThe new Koenigsegg Jesko is the latest expression of that dream. And we were the first automotive media organization in the world to drive it.By Koenigsegg standards, the Jesko will be a volume car. Koenigsegg Automotive has built just 250 cars in total since 2002, but it plans to build 125 Jeskos during the next two to three years. All are sold, despite their almost $3 million price tag. The Jesko is fully homologated for sale in the U.S., and the first of about 40 cars heading our way is scheduled for production in the third quarter of 2023.Two versions will be offered, the Jesko Attack and the Jesko Absolut. The Attack is intended for better racetrack performance, with stiffer suspension and high-downforce aerodynamics including a large rear wing and the deepest and longest front splitter so far fitted to a Koenigsegg.With all the aero bits in their most aggressive settings, the Jesko Attack allegedly develops 1,760 pounds of total downforce at 155 mph, rising to a maximum of almost 3,100 pounds at speeds exceeding 170 mph.The 2024 Koenigsegg Jesko Absolut is all about raw speed. It eschews the Attack's giant V-shaped rear wing, as well as its front splitter and the ducting through the hood. Two large fins, designed to improve high-speed stability, sprout from the engine cover. A reprofiled, 3.4-inch-longer tail and flush coverings on the rear wheels help reduce drag to 0.28 Cd.Downforce is reduced to about 90 pounds at 155 mph, and to a maximum of 330 pounds, which means the Absolut can run softer suspension and a lower ride height than the Attack, improving everyday ride comfort and usability.Max PowerPowering both Jeskos is a 5.1-liter, twin-turbo V-8 designed and engineered in-house by Koenigsegg. An evolution of the engine originally developed for the Agera, it now features a flat-plane crankshaft milled from a solid steel billet. The crank weighs just 28 pounds and allows the V-8 to rev to 8,500 rpm.New lightweight conrods and pistons were developed to mitigate the increased vibration endemic to flat-plane-crank V-8s. The conrods, though made of steel, tip the scales at just 1.2 pounds each, including bolts, which means they weigh the same as a previous design made of titanium but are stronger. The ceramic-coated pistons weigh just 10.2 ounces each.The cylinder heads, which are cast by Formula 1 supplier Grainger & Worrall, have redesigned intake runners shaped to improve tumble and therefore combustion. The two large turbochargers feature a Koenigsegg-designed air-injection system that pumps short bursts of highly pressurized air into the turbos to get the impellers spinning and reduce lag (this extra air is also said to hasten catalyst lightoff during cold starts).A redesigned fuel injection system now has three injectors per cylinder, two traditional port injectors down by the intake valves and a third injector located in the plenum just above the intake trumpet for each cylinder. Koenigsegg says the extra injector helps deliver cooler and cleaner combustion, which is monitored by what the company claims is the world's first production-car individual in-cylinder pressure monitoring system.Put it all together, and the result is an engine that makes 1,600 hp at 7,500 rpm on E85 biofuel, and 1,280 hp on pump gas. Why the difference? E85's higher octane rating allows higher combustion pressures, says von Koenigsegg, who has long experimented with biofuels.Peak torque output is a hefty 1,106 lb-ft at 5,100 rpm, with no less than 738 lb-ft on tap from 2,700 to 6,170.Never mind that boggling headline E85 horsepower number—even on pump gas, the 5.1liter Koenigsegg twin-turbo V-8, which the company says weighs just 417 pounds, boasts a greater power density than the Bugatti Chiron Super Sport's giant 8.0-liter quad-turbo W-16.Trick TransmissionNo less extraordinary than the engine is the rest of the Jesko's drivetrain. All the power and torque is funneled to the rear wheels via Koenigsegg's ingenious, innovative nine-speed Light Speed Transmission (LST). The LST "makes dual-clutch transmissions look antiquated," von Koenigsegg says, and that's no idle boast.Conventional dual-clutch transmissions work by moving gearsets to preselect what their electronic brains predict will be the next required gear. They then simultaneously close the clutch on that gear while opening the clutch on the gear last used. In the LST, no gearsets move. Instead, all gears in the transmission are engaged constantly, and the combination of gears through which drive is sent to the output shaft is determined by opening and closing six individual clutches within the transmission.The compounding effect of the gearing produces nine forward speeds (reverse is controlled via a seventh clutch), and because the gearsets do not have to move into place, the transmission can switch directly from, say, eighth to fourth gear instantaneously simply by opening and closing the relevant clutches. In a conventional dual-clutch transmission, this would require four separate mechanical operations.Koenigsegg says the LST weighs only 198 pounds (roughly two-thirds the weight of a high-capacity dual-clutch gearbox) and is half the size of the seven-speed Cima automated manual used on the company's Agera. The LST transmission's other benefit is the fact no clutch or flywheel is required on the end of the crankshaft. And as we discovered, you can feel this the moment you touch the Jesko's gas pedal.Inside GameThe cockpit is roomy—the 2024 Koenigsegg Jesko's all-new tub means more legroom and headroom than in previous Koenigseggs—and the trademark wraparound windshield offers outstanding forward visibility. The lightweight quartic steering wheel, flattened at the top and bottom of the rim, is fully adjustable for reach and rake. The pedal box is also adjustable, as are the carbon-fiber-shell seats.Although the 9.0-inch touchscreen looks familiar (it's from the same supplier Volvo uses, though the interface and information displayed are all unique to Koenigsegg), there's no instrument panel in the conventional sense of the term. Instead, there's a 5.0-inch screen attached to the steering-wheel boss that shows all the usual drive-relevant data: revs, speed, gear, drive mode, etc.Turn the wheel, and although the screen moves with it, the graphics remain aligned to the car's vertical axis. And because the steering-wheel spokes never interfere with the view, the essential data remains always visible.Driven to ExtremesPress a button, and the Jesko's doors motor shut, twisting and turning on the company's unique dihedral synchro-helix door hinges. Thumb the start button, and the V-8 cracks into life and settles down to a brisk idle.This is the first complete pre-production Jesko Asbolut, visually and mechanically correct, save for some final tuning for the transmission mapping. It's been warmed up by the test driver. Rain threatens. Koenigsegg's runway test track beckons. We switch from Normal to Racetrack mode (this being a Swedish hypercar, there's also a Wet/Snow mode). Let's go.The Jesko pulls away cleanly, the turbochargers' air-injection system taking care of low-speed lag. Bam! Bam! Bam! Bam! The traction through the lower gears is immense, helped by the Triplex rear suspension setup, which includes a damper between the top links of the rear control arms to better control squat.The Jesko tracks straight and true as we arrow down the runway. And that engine! It might displace 5.1 liters and have a couple of turbos, but it screams like a naturally aspirated 3.0-liter Ford Cosworth DFV F1 V-8 and feels razor-sharp in its response. From fifth gear through to ninth, the revs build so quickly, you have to click-click-click-click on the upshift paddle pretty much as quickly as you can to stop the engine hitting the rev limiter. There is no flywheel effect. None.The only other modern hypercar engine that feels anywhere near as vivid as this one does past 6,000 rpm is the naturally aspirated 6.5-liter V-12 in the Ferrari Daytona SP3. In fact, Koenigsegg's engine feels even more explosive than Ferrari's V-12, and not just because it makes significantly more power and torque. Rather, it all plays out in a more compressed rev range, the redline being 8,500 rpm whereas the Ferrari will spin to 9,500 rpm.And we're not even getting the full monty: Our Jesko's engine is running on 98 RON from the local gas station rather than E85, which means we're making do with a mere 1,280 hp.Although there is a stubby shifter on the center console, the paddles are really the only way you can keep up with the engine if you choose to shift manually on a full-commando acceleration run. Apart from some shift shock on the third-fourth change—more software work is underway to eliminate it—the shifts were smooth and super-quick.However, pushing through the detent on the center shifter activates the LST's party trick, UPOD (Ultimate Power On Demand) mode. This allows the transmission to skip ratios for ultimate response. Stabbing the gas in seventh gear in UPOD saw the transmission switch instantly to fourth gear and the Jesko lunge for the horizon.Handling ProwessPowertrain aside, the 2024 Koenigsegg Jesko's agility and stability are also mighty impressive. The car feels incredibly light on its feet, the low rotational mass of the hollow carbon-fiber steering wheel complementing the low inertia of a hypercar that weighs about as much as a Honda Civic.Response from the front axle is superb, as is the feedback through the steering. There's noticeable roll on the change of direction, but you can feel exactly what's going on where the front tires meet the tarmac. Active rear-wheel steering, which can turn the wheels up to 3 degrees in either direction, helps the rear end track faithfully. You can go to power surprisingly early without pushing the nose wide or making the rear end feel squirrely.The brakes, giant carbon-ceramic rotors measuring 16.1 inches up front and 15.6 at the rear and clamped by calipers of Koenigsegg's own design, feel utterly indestructible. Nail the brake pedal, and the Jesko simply stops, even from big triple-digit speeds. This is a hypercar you can drive with your fingertips and toes, the Jesko Absolut a deft and delicate device despite its size and its enormous power and speed.What's It Mean?Christian von Koenigsegg has been on a remarkable journey since founding his car company 28 years ago. Despite having no formal training as an automotive engineer or designer, he's become a genuine auteur automaker, more directly hands on in the creation of his cars than Enzo Ferrari or Ferruccio Lamborghini ever were, and more driven to explore left-field technical solutions compared to his modern-day hypercar-as-art contemporary, Horacio Pagani.Driving the 2024 Koenigsegg Jesko Absolut is like drawing back the curtain and getting a glimpse of what's going on inside inventor/entrepreneur Christian von Koenigsegg's head. And it's a truly extraordinary place.2024 Koenigsegg Jesko Absolut Specifications PRICE $2,840,000 LAYOUT Mid-engine, RWD, 2-pass, 2-door coupe ENGINE 5.1L/1,280-hp (1,600-hp on E85)/1,106-lb-ft twin-turbo port-injected DOHC 32-valve V-8 TRANSMISSION 9-speed seven-clutch auto CURB WEIGHT 3,100 lb (mfr) WHEELBASE 106.3 in L x W x H 190.7 x 79.9 x 47.6 in 0-60 MPH 2.5 sec (MT est) EPA CITY/HWY/COMB FUEL ECON Not yet rated EPA RANGE (COMB) 228 miles (est, gasoline) ON SALE Now Show All
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There are likely tons of enthusiasts who think this comparison test would never be a fair fight. Conventional wisdom suggests all-wheel-drive sport compacts like the 2022 Subaru WRX are inherently better than front-drive cars like the 2022 Honda Civic Si, thanks to their four-corner traction. They offer stability and performance you supposedly can't get with only two driven wheels.Additionally, since the 1990s, Subaru has unlocked impressive grunt from its turbocharged flat-four engines—something Honda only figured out for its inline-fours in the past decade. In the important area (to hardcore fans, anyway) of racetrack worthiness, the Subaru always seemed to have so much more to offer than the Honda: more power, a better chassis, and traction for days. So where do we get off having an entry-level performance car like the 2022 Honda Civic Si challenging a rally-bred motorsports titan like the 2022 Subaru WRX?In fact, the Civic is positioned better than you might think. Certainly, Honda building more turbocharged cars of late is part of the 2022 Civic's current position of strength. Honda's powertrain engineers have had success with not just the model's 1.5-liter turbo inline-four engine but also the 2.0-liter forced-induction inline-four workhorse in the previous Civic Type R, as well as turbo-hybrid systems like the one in the Acura NSX.This explains why we rounded up a 2022 Civic Si with the grippier summer tires option and a 2022 Subaru WRX Limited for a little comparison test. The WRX Limited is presently the highest-trim model in the lineup that's available with a standard manual transmission. So both sedans are affordable sport compact standouts, but which makes the smarter all-around choice?SpecificationsHonda equips every 2022 Civic Si with the same 1.5-liter turbo-four engine as in the previous generation. It makes 5 fewer peak horsepower than the old Si, for a total of 200 hp, but its peak torque of 192 lb-ft of torque arrives sooner at 1,800 rpm. The engine also maintains more output when wound out to its 6,500-rpm redline.The 2022 Subaru WRX's new and larger 2.4-liter turbo-four seems huge by comparison. It develops a peak of 271 hp and 258 lb-ft of torque, which is 3 more hp and no more torque than the outgoing WRX's 2.0-liter boxer. Here, too, Subaru indicates the new unit's torque curve is broader than before.Both cars get a standard six-speed manual transmission, but only Subaru WRX Limited shoppers have the option of a CVT. Our judging panel agreed the shift action for both manuals was satisfyingly short and notchy.Both drivetrains are equipped with a limited-slip differential, and the WRX's continuous all-wheel-drive system also includes torque vectoring. MacPherson struts up front and a multilink rear suspension return on the Civic; the WRX is outfitted as always with MacPherson struts in front and a rear double A-arm and toe-link arrangement, plus electronically adjustable dampers. Curb weight for the 2022 Honda Civic Si with manual transmission is 2,981 pounds, and the shift-it-yourself 2022 Subaru WRX Limited checks in at 3,412.All 2022 Honda Civic Si models ride on 18-inch wheels, whether they be wrapped in the base grade's all-season tires or the sticker summer rubber. The WRX has a slight performance edge because its base configuration features summer tires on 17s, but the upgrade for the Limited is a wider summer tire on 18s—245 width compared to the Si's 235. That said, both sets of tires never seemed to quit.The Nitty GrittyNot unexpectedly, the more powerful all-wheel-drive 2022 Subaru WRX is quicker than the 2022 Honda Civic Si. When we tested it, our WRX Limited sprinted from 0 to 60 mph in 6.1 seconds and covered the quarter mile in 14.3 seconds at 97.8 mph. Most of our comparison drivers loved the Subie's grunt but lamented its narrow powerband and early redline. Features editor Scott Evans said, "All the action is between 4,000 and 6,000 rpm; we know boxer engines can rev higher. Make it happen, Subaru."The Civic Si needed an additional second—7.1 seconds in the sprint to 60 mph, 15.3 seconds in the quarter mile—in each test, and it finished the quarter mile traveling 5 mph slower. This highlights the Si's biggest drawback: It seems like there's barely any power on tap in comparison to the WRX. But although it's tame, the Honda's engine now pulls until redline, a bit of tuning that was absent in the last Si. "Makes the car feel quicker, even if it isn't," Evans said. "It's more rewarding to drive fast."Although the Subaru is swifter than the Honda, it's worth mentioning both cars are slower than the versions they replace. Every WRX we've tested since the 2013 model year has been slower than the one before it (an outlier 2018 model was marginally slower than the 2022). The Civic Si is slower than the turbo Si we tested as a 2017 model, and it's slower than every 2.0- and 2.4-liter naturally aspirated Si we've tested since the seventh-gen model (2000 to 2005).Handling BusinessBeyond the test track, there's never a shortage of grip in the WRX. In fact, the car still feels like the homologation Impreza model first issued decades ago so Subaru could compete with it in the World Rally Championship. There was a rawness to the old WRX that made the Subaru a fitting sparring partner for its former nemesis, the Mitsubishi Lancer Evolution, itself an AWD rally car for the streets. Some of that spirit—papered over by years of development—is still alive in the WRX today.Our judges were split on the WRX's handling feel at the limit, though. They either thought it was firm and forgiving or bumpy and choppy. Evans' take is probably the most succinct. "There's a lot of compliance in the suspension; it feels like it has a lot of wheel travel. But as much as it moves vertically, it's glued to the road. You quickly learn to stop worrying about the body movements because the tires are not letting go."We appreciated the modern WRX's power and grip during spirited canyon runs, but its ride was less likable in day-to-day driving. At modest speeds, road imperfections transmit into the car. This is an area where the Civic shines, striking a better handling balance between sport and comfort."It seems if Honda engineers had to make a choice between civility and agility, they chose civility, but only by the slightest of margins," summed up senior editor Aaron Gold. "I think that was the right decision. I doubt they could keep the body strapped down any better without making the ride unacceptably hard for day-to-day driving, and that's best left to the Civic Type R."Steering in each car felt direct, though there was a bit more heft to the Civic Si's tiller. This was another area of split opinions among our judging panel. Some, like executive editor Mac Morrison, gave the Honda steering a thumbs-up for "its weight and the size of the steering wheel, the way it feels, [and] how it fits my hands."But the WRX's lighter steering also had fans among our jurists, like features editor Christian Seabaugh. "I could see some ham-handed drivers being turned off by how quick and aggressive the steering is, but if you drive with your fingertips, it's so communicative and enjoyable."The 2022 Honda Civic Si's greatest performance metric in this fight might not be power, or quickness, or driving dynamics. You could say it's efficiency. Its engine produces 133 hp per liter compared to the WRX's 113 hp per liter. (Remember when Honda nerds made a big deal about the 1.6-liter naturally aspirated B16 inline-four's 100 hp-per-liter ratio back in the late 1990s?) And the Honda is rated at an impressive 27/37/31 mpg city/highway/combined compared to the Subaru's 19/26/22 mpg. With way better fuel economy, the Si offers almost 20 miles more range on a full tank of gas (384 miles) despite that reservoir being 4.2 gallons smaller than the WRX's.Both cars are equipped with disc brakes at all four corners, but the WRX comes with standard rear ventilated rotors (the Si's are solid). It took the Subaru 113 feet to bring the car to a stop from 60 mph in our testing; the lighter Honda needed 110 feet. Our panel was generally on the same page about brake feel for each. The WRX has soft initial bite, but the pedals in both cars were progressive, and the stopping power was easy to modulate.Equipment and SpaceYou'll find a bit more head- and legroom in the front row of the Subaru, but the Honda is more spacious in the back seat. The Civic Si's trunk can hold more, as well, 14.1 cubic feet compared to the WRX's 12.5 cubic feet. Both cars are designed with 60/40-split folding rear seat backs.Each also comes with standard automatic headlights, keyless entry, moonroof, trunklid spoiler, dual-exhaust finishers, and remote trunk release. Additional standard equipment includes push-button start, leather-wrapped steering wheel, rear center armrest with cupholders, sun visors with illuminated vanity mirrors, and sport pedals.Standard equipment the 2022 Subaru WRX Limited boasts beyond the Civic Si includes foglights, steering-responsive headlights, dual rear USB charge ports, and heated front seats. Where the Civic's seats are trimmed in cloth, WRX's feature faux suede. Meanwhile, Gold pointed out how the WRX's seating position "is very tall compared to other cars—feels like you're driving an SUV." Seabaugh was bummed by the lack of lumbar support in the Si's front seats.In fact, the Si's seats are fully manual when it comes to adjustments. The WRX, on the other hand, gets a 10-way power-adjustable driver's seat. Other WRX advantages include dual- versus the Si's single-zone climate control, and an 11.6-inch central touchscreen compared to the Si's 9.0-inch screen (though we preferred the Honda's smaller display for its conventional horizontal orientation).We also liked the Si's aluminum shift knob more than the leather-wrapped item in the WRX. Further Civic Si strengths include a 7.0-inch gauge cluster screen (only 4.2 inches in the WRX), wireless Apple CarPlay and Android Auto compatibility (both are wired in the WRX), and 12 speakers (the upgraded premium system in the WRX Limited gets only 11 speakers).Overall, there's a lingering familiarity to the 2022 WRX's interior. Materials and build quality are high, but the overall dash and center console designs haven't evolved much over the years. This is in sharp contrast to the 2022 Civic's redesigned cabin, which is clean and modern. Honda's choices in cabin textures—like the hexagonal honeycomb grille that extends across the dash, textured plastic trim pieces on the doors and center console, and ridged center-stack knobs—help the Civic look premium for its class.PricingThe base 2022 Honda Civic Si starts at $28,595, with summer tires adding just $200, which is a steal. Our test car also carried premium Blazing Orange paint for an additional $395, which took its final retail price to $29,190.That's more than $1,000 less than the 2022 WRX's base price of $30,600. And when you move up to the WRX Limited, which sits just below the GT top trim, the price jumps by almost $7,000 to $37,490. But the Subaru also gets features the Honda lacks, such as all-wheel drive, enhanced exterior lighting, nicer front seats, a bigger touchscreen, and rear USB ports.VerdictIf track sessions are in your future, the 2022 Subaru WRX isn't a bad choice. We might even argue it's the cooler car from a historical context. But the modern WRX is also frenetic to drive. Our judges were unanimous when it came to how much easier it was to pilot the Civic quickly. And with the way gas prices are, we'd be less inclined to take the Subaru out for fun days considering how thirsty it gets.The 2022 Honda Civic Si is a better choice for both its affordability and all-around excellence. Honda took a great foundation into the 11th-generation Civic and built a fun little machine that also comes through with plenty of practicality. It's not a "numbers" car by any stretch, but it does inspire confidence behind the wheel—enough so that we could repeatedly take it to its limits, and it simply kept chugging along. It also delivered refinement levels we've frankly never seen in an Si, and it might just be the most fun version yet.2nd Place: 2022 Subaru WRXProsQuicker and more powerfulStandard AWDLarger infotainment touchscreen ConsSlower than the previous WRXLackluster fuel economyNot a performance valueVerdict: The WRX is the same beast as always, but it's more sport than compact and lacks a small car's price or efficiency.1st Place: 2022 Honda Civic SiProsBetter suspension-tuning balanceGreat priceMore room ConsSlowNo power driver's seatFewer standard featuresVerdict: Just as the Civic has aged into a great all-arounder, the Si has matured into an entertaining sport sedan. 2022 Honda Civic Si Specifications 2022 Subaru WRX Specifications DRIVETRAIN LAYOUT Front-engine, FWD Front-engine, AWD ENGINE TYPE Turbo direct-injected DOHC 16-valve I-4, alum block/head Turbo direct-injected DOHC 16-valve flat-4, alum block/heads DISPLACEMENT 1,498 cc/91.4 cu in 2,387 cc/145.7 cu in COMPRESSION RATIO 10.3:1 10.6:1 POWER (SAE NET) 200 hp @ 6,000 rpm 271 hp @ 5,600 rpm TORQUE (SAE NET) 192 lb-ft @ 1,800 rpm 258 lb-ft @ 2,000 rpm REDLINE 6,500 rpm 6,000 rpm WEIGHT TO POWER 14.9 lb/hp 12.6 lb/hp TRANSMISSION 6-speed manual 6-speed manual AXLE/FINAL-DRIVE RATIO 4.35:1/2.98:1 4.11:1/2.74:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 11.5:1 13.5:1 TURNS LOCK-TO-LOCK 2.2 2.6 BRAKES, F; R 12.3-in vented disc; 11.1-in disc 12.4-in vented disc; 11.4-in vented disc WHEELS 8.0 x 18-in cast aluminum 8.5 x 18-in cast aluminum TIRES 235/40R18 95Y Goodyear Eagle F1 Asymmetric 2 245/40R18 97Y Dunlop SP Sport Maxx 600A DIMENSIONS WHEELBASE 107.7 in 105.2 in TRACK, F/R 60.5/61.7 in 61.4/61.8 in LENGTH x WIDTH x HEIGHT 184.0 x 70.9 x 55.5 in 183.8 x 71.9 x 57.8 in TURNING CIRCLE 38.1 ft 36.7 ft CURB WEIGHT (DIST F/R) 2,981 lb (59/41%) 3,412 lb (60/40%) SEATING CAPACITY 5 5 HEADROOM, F/R 37.6/37.1 in 38.8/36.7 in LEGROOM, F/R 42.3/37.4 in 43.1/36.5 in SHOULDER ROOM, F/R 57.0/56.0 in 56.7/55.6 in CARGO VOLUME 14.1 cu ft 12.5 cu ft ACCELERATION TO MPH 0-30 2.3 sec 1.7 sec 0-40 3.8 3.2 0-50 5.1 4.3 0-60 7.1 6.1 0-70 9.0 7.6 0-80 11.7 9.5 0-90 14.5 12.3 0-100 17.6 14.9 0-100-0 21.8 19.3 PASSING, 45-65 MPH 3.7 3.1 QUARTER MILE 15.3 sec @ 92.8 mph 14.3 sec @ 97.8 mph BRAKING, 60-0 MPH 110 ft 113 ft LATERAL ACCELERATION 0.93 g (avg) 0.94 g (avg) MT FIGURE EIGHT 26.3 sec @ 0.67 g (avg) 25.0 sec @ 0.74 g (avg) TOP-GEAR REVS @ 60 MPH 2,500 rpm 2,200 rpm CONSUMER INFO BASE PRICE $28,595 $30,600 PRICE AS TESTED $29,190 $37,490 AIRBAGS 10: Dual front, f/r side, f/r curtain, front knee 7: Dual front, front side, f/r curtain, driver knee BASIC WARRANTY 3 yrs/36,000 miles 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles 5 yrs/60,000 miles ROADSIDE ASSISTANCE 3 yrs/36,000 miles 3 yrs/36,000 miles FUEL CAPACITY 12.4 gal 16.6 gal EPA CITY/HWY/COMB ECON 27/37/31 mpg 19/26/22 mpg EPA RANGE, COMB 384 miles 365 miles RECOMMENDED FUEL Unleaded regular Unleaded premium ON SALE Now Now Show All
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