2016 Honda Civic Sedan
Like the auto industry itself, it’s been quite a roller coaster of late for the Honda Civic. After its 2011 redesign was met with much disdain by professional car testers, it was hastily re-done just a year later. But, there was only so much they could do. It would take a full reengineering to return the Civic back to its accustomed pedestal. Well now it’s arrived, the 10th generation Honda Civic. So, let’s see if it still deserves its perch.
Redesigning the Honda Civic is surely a tightrope act that even the Flying Wallendas would think twice about. On one hand, people have extremely high expectations of what a Civic is and should be; and on the other hand people want to see lots of improvements that make upgrading worth it. And much like an extremely dangerous high wire act, getting it wrong would be a real disaster.
So, Honda’s goal for the 2016 Civic; like any stunt performer will tell you, is to do all of the prep work possible, leaving nothing to chance. For Honda, that means making it better in every possible way.
Starting it off, there’s some exciting news under the hood for a change, 2 new 4-cylinder engines. A 158-horsepower 2.0-liter, and a 174-horsepower 1.5-liter turbo that spins up 162 lb-ft. of torque.
The tiny turbo is the more intriguing of the two, and the one we spent the most time with on our first drive opportunity just outside of New York City.
It’s a little bit laggy with power delivery, clearly feeling more entry level than sporty. But S mode tightens things up, though not so much that you can’t leave it in there all of the time, which we eventually did.
The CVT transmission attached to it does the best job yet of acting like a real automatic, unless you’re keeping it pinned for extended periods a la highway on ramps. And even then, it’s fairly quiet.
Government Fuel Economy Ratings aren’t official, but Honda puts the 1.5-liter at 31-City, 42-Highway, and 35-Combined. The 2.0-liter is remarkably similar at 31-City, 41-Highway, and 35-Combined with a CVT. A 6-speed manual is also available with the 2.0-liter.
Coupe and first time 5-door hatchback body styles will be available, but sales will start off with the bread and butter 4-door sedan.
It’s still highly recognizable, but the new Civic sedan has gotten a lot more stylish with a coupe flavored silhouette, exaggerated fenders, and very aggressive looking face with LED running lights.
Wheelbase is 1.2-inches longer than before at 106.3; and overall length sees a gain of almost 3-inches. It also sits lower and wider.
Of course that adds to interior space which now feels more mid-size than compact. There is plenty of room up front; with more than expected hip, leg, and head room in back, even when equipped with a sunroof. Trunk space also sees a big boost to 15.1 cubic-ft.
Seat comfort is very good and the low seating position is reminiscent of 80’s Japanese cars. Small A-pillars and a big windshield provides the typical Honda great visibility, aided by big side mirrors and a standard backup camera.
The dash is very linear looking without much to break up the flow. Both fit-and-finish and material quality are impressive. Thankfully the two tiered gauge experiment has come to an end.
Despite our turbocharged car’s lag time at launch, we were off to a decent 0-60 time of 7.5 seconds. With both the little turbo cranked and CVT screaming, the ¼-mile passed in a respectable 15.7-seconds at 93 miles-per-hour.
Through the cones there is a noticeably firmer feel, and a lot less understeer than before. Throw on beefier tires with actual grip, and Honda might really have something here. The steering stiffens up as you go, but it’s a very artificial feel, not necessarily a helpful one.
Civic pricing is up slightly, but remains under 20G’s, with a base, well equipped LX Sedan starting at $19,475. Top Touring trim with the turbo and Honda Sensing accident avoidance package begins at $27,335.
Despite recent journalistic pans, the Civic has remained a compact car sales leader. Still, Honda took no chances this time around, and has updated everything possible in the 2016 Civic. Looks like the 10th time is a charm.
Specifications
- Engine: 1.5 liter turbo
- Horsepower: 174
- Torque: 162 lb-ft.
- 0-60 mph: 7.5 seconds
- 1/4 mile: 15.7 seconds @ 93 mph
- EPA: 31 mpg city/ 42 mpg highway,
2024 Toyota Land Cruiser
Toyota’s Go Anywhere Globetrotter Returns To U.S.
Every once in a while, we all need a reset. A time to get back to basics and prioritize the things that really matter. Well, for the Toyota Land Cruiser that time is now. So, let’s find out if that means bigger and better things for Toyota’s iconic off-roader.
The Toyota Land Cruiser’s status among the global off-road community is legendary, and it’s hard to imagine there’s any corner of the earth where a Land Cruiser hasn’t kicked up a little dust or mud. Well, 2024 sees the return of the Land Cruiser to the U.S. market after a 3-year hiatus, getting a major reset for the journey.
The reset comes mostly by no longer being based on the large three-row “300-series” chassis, but a new version of the smaller “200-series,” now known as the J250. As with the latest Tacoma, it uses the Tundra pickup’s full-size steel frame.
While the main Land Cruiser model, which goes by simply Land Cruiser, is packed full of luxury and convenience features, there is also a stripped-down model known as the 1958, honoring the first year the Land Cruiser made landfall here in North America. And it is that 1958 we have here, and we were glad to see it, as it also celebrates the original’s back-to-basics approach as a blank canvas for you to personalize as you tackle more and more adventures.
Not that it’s fully stripped down, as 8-inch touchscreen infotainment, a 7-inch full-color multi-information display, and automatic climate control are still standard. Plus, some seriously durable materials, and great heated cloth front seats that throw off some get serious 1990s Tacoma vibes.
But outside, there’s a definite lack of flashy trim and basic looking 18-inch wheels with Yokohama Geolander all-season tires; plus, big chunky bumpers and tilt-up back glass, which is a rarity that we appreciate. Though there is a little too much plastic in places that are sure to see some abuse if you do any significant off-roading.
It even feels a little rough around the edges, but for us it just adds to the rugged old-school utility vibe in a good way.
We did just that, both here in the Mid-Atlantic as well as in the California desert; and while there are some tech-forward driving aids, the actual hardware is in most cases plenty to get things done. That includes standard full-time dual-range four-wheel-drive, locking center and rear diffs, and 8.7-inches of ground clearance. A front stabilizer bar disconnect is also available to allow for increased articulation.
Who needs a V6 or even a V8 when you’ve got Toyota’s i-FORCE MAX setup at your disposal with 326 horsepower and 465 lb-ft of torque coming from a 2.4-liter turbo-four with an electric motor sandwiched between the engine and its eight-speed automatic transmission. Low speed torque delivery is impressive. It even feels a little rough around the edges, which may be a turn off to some, but for us it just adds to the rugged old-school utility vibe in a good way.
And it certainly feels quicker than an off roader needs to be, with an instant torque dump as soon as we eased on the throttle at our Mason Dixon test track; helping us get to 60 in 8.1 seconds and through the quarter-mile in 16.3 seconds at 86 mph. Considering the Land Cruiser’s terrain conquering mission, it behaved quite well in our handling course; it was plenty responsive to inputs, with less body roll than we expected and plenty of grip from the tires. The steering was light and quick but as expected didn’t provide much feel. Other than significant nosedive, braking performance was exceptional. Only 107-feet to panic stop us from 60 mph.
With the shift to the smaller size, there’s no more third row available, and cargo capacity now comes in at 46.2 cubic-feet with a max of a still healthy 82.1. Now, the best part of the Land Cruiser’s return is the entry price of $57,445. That’s about 30-grand less than what the last Land Cruiser went for back in 2021.
Whether it’s over the top fashion trends, mullets, or zombies; just when you think they’re dead, they come roaring back to life. Of course, we’re much happier to see the resurrection of this 2024 Toyota Land Cruiser than any of those things. Toyota is one brand that still recognizes the value of full-framed rugged rigs and has also acknowledged that sometimes less really is more. The Godfather of Toyota off-roading is back and better than ever.