Compact ultimate performance hatchback meets worlds tallest tree: So it goes. Yet another week in the seat behind the wheel of Honda’s latest and greatest Civic performance hatchback. “Ultimate,” is an interesting word, with vast implications as well as a plethora of applicable meaning. Believe it or not, comparing the mighty coastal Redwoods to Honda’s latest and most powerful Civic manifestation is not that much of a stretch when we look to the unique, segment breaching, performance attributes presented in 2017 Honda Civic Type-R Touring.
Well, at the least, California’s original coast highway provides an exceptional, scenic backdrop for Type-R. The road itself is well maintained, narrow, twisty, and fast enough — keep an eye out for the trailer towing tourists. They’re generally slow driving, and many in number. Last week we took a 1,000 mile, 48 hour road trip to Humboldt County, where Civic Type-R carved a path through the historic Avenue of the Giants.
The Coffee Girl at Starbucks loves the edgy look of 2017 Civic Type-R
True enough, on our recent foray from Eugene, Oregon south to Humboldt County, California, Honda’s top of the performance mark Civic Type-R drew more attention than Mick Jagger at a Rolling Stones concert. Even the hardcore Subaru WRX fans came out for a look — walking away grinning after gaining a few minutes of seat time in Honda’s 306 horsepower, turbocharged, limit slip differential, 6 speed manually shifted FWD wonder car.
The 10th generation Civic world platform Type-R lives up to all the media hype
It’s rare that I drive a new car offering that meets or exceeds the stated performance attributes, handling prowess, and fuel efficiency touted by the maker. This is the first Civic to ever wear the Type-R badge in the United States. Yes, a European Type-R with a stated 316 horsepower has broken track records in Europe and Asia, but that’s not the 10th generation Civic platform Type-R that became available for the Honda die hard 2 short months ago.
Our leather and cloth trimmed, cream white, and red and black interior 2017 Civic Type-R test mule is manufactured in England; features a manufactured in Alabama Earth Dreams gasoline engine, and is shifted by a very good close throw, 6 speed manual transmission made in Japan. 2017 Civic Type-R is a world car, manufactured by a world-auto-manufacturer. Frankly, it’s club-car track ready right out of the box.
2017 Honda Civic Type-R takes on the Avenue of the Giants.
For $36,000 and change, Civic Type-R is an exceptional, fun to drive performance bargain that’s very happy on the street, thanks to 3-drive modes, including “comfort,” and what I soon discovered to be a very comfortable racing style bucket seat. Me, I’d like power adjustment, but that’s just me.
The Type-R suspension and driving attitude is firm, but not painfully stiff. The instant-on torque and track-sticky cornering traction is a bit of a mind blower, considering that Type-R is a front-wheel-drive car. Honda engineering does a commendable job of reducing torque steer. — sure there’s some there, but it’s very manageable.
On start up, Type-R defaults to “sport” mode. Here you’ll find a stiffer steering feel, a bit more pedal, and reasonably firm suspension. Going on the track, toggle into “R” drive. It’s pretty extreme, and as my Chiropractor will tell you, a bit taxing on the bones. I like what Honda engineering did with Type-R’s exhaust tone, although the deep baritone growl can get a bit load at times.
Visually, Civic Type-R teeters on Bat Man stunning! However, everything you see on Type-R has a purpose, from its whale-tail hatch fin, down to the best looking 20 inch alloy painted wheels in the compact performance segment — Brembo calipers included.
48 hours, 1,000 miles, still smiling Civic Type-R darn near perfect
Once again, Honda’s latest and greatest Civic Hatchback does not disappoint. Read my latest Torque News article as we journey through the California coast redwoods and beyond.
Parks McCants drives the streets and countryside of San Francisco in 2017 Chevy Bolt.
I recently experienced Chevrolet’s exceptional 5-door Bolt hatchback on the outback surrounds and streets of San Francisco. Within miles of entering Chevy’ s latest offering in the ever evolving electric car universe, I forgot I was driving a battery motivated electric vehicle.
That’s the beauty of 2017 Chevy Bolt, with a stated 230 + mile drive range between charging cycles, range anxiety quickly becomes a non issue. But Bolt’s appeal is much more than extended drive range. Chevy Bolt drives, rides, and feels like a conventional gasoline engine compact hatchback. The brakes, while regenerative, transmit natural hydraulic – like pedal feel back to the driver’s foot. The steering wheel road to driver input, although electric, feels natural, responsive, and easy.
Nice uptick interior finish
2017 Chevy Bolt EV brings a refined interior to the compact EV segment.
Chevy Bolt’s rather pleasant interior is exceptionally comfortable. The driver’s seat was firm, form holding, but not too restrictive. Bolt’s thin profile, foam filled power adjusted driver’s seat, handled my 6 foot 5 inch frame with ease, as did the rear bench. Surprisingly, the compact electric hatchback affords comfortable seating for 4 adults. Yes, 5 can fit in a pinch. With the second row 40/60 split bench folded, one discovers a near flat cargo platform, plenty of transformer-like space back here.
On the downside, visibility through the rear hatch is limited, especially with passengers on board. No worries, in top trim Chevy employs a rear cam that double duties as Bolt’s rear view mirror. It takes a moment to get used to, yet, it works well.
As I ran my eyes and hand over Bolt’s interior finish and exterior body line, I was taken by how refined Chevy’s answer to a mainstream, long range, affordable electric hatch truly is. As to the drive, I was a bit blown away by the instant-on torque experienced behind the wheel of Bolt, as we navigated the crazy-steep streets of San Francisco. My companion mentioned roller coasters, that it was. Take-off and throttle hesitation is non existent in Bolt EV.
Freeway cruising is a pleasure
2017 Chevy Bolt, due to its inherent, battery module placement low center of gravity, handles road-sticky through the sweeps, with a larger, cushier car feel, when running at freeway speeds. Passing is effortless, seamless if you will. For those who have never experienced an electric car, the drive dynamic of Chevy Bolt is quite unique, pleasant and down right addictive.
2017 Chevy Bolt features the longest between charge driving range in the segment.
On completion of our 6 hour drive circuit, 135 miles remained on the electric range minder. Astounding! Believe me, I didn’t baby 2017 Chevy Bolt.
In conclusion: If you were to ask me what I’d change in Bolt, at this juncture, nothing. Dollar for dollar, when I compare 2017 Chevy Bolt to any Battery Electric Car on the market today, when it comes to affordable electric car access, utility and extended drive range, Bolt wins, hands down. For more information on availability and MSRP, read my first drive impression recap at Torque News.
2017 Honda Civic Hatchback passes my drive review with flying colors.
With a much anticipated arrival of the manufactured in England 2017 Honda Civic Hatchback, the 44 year compact icon bettered its sales position in the United States. Actually, Civic was the best selling compact sedan in North America for 2016. We first experienced 2016 Civic behind the wheel in Malibu, California.
And although American Honda doesn’t disclose individual variant sales numbers,(sedan, coupe, hatchback) I’ll step out on a limb here with a qualified guess that the November arrival of Honda’s turbocharged 5-door hatchback pushed the lineup into a world-class-compact competition, with very positive sales results.
That’s a big deal with American Honda no leading the sales race with 4 contenders taking #1 in class: Honda Accord, Civic Sedan, CR-V SUV and Odyssey Minivan. In short, the buying public has made Honda the fastest growing automotive brand in North America. And crossover/SUV fans: 2017 Honda CR-V arrives with a welcomed surprise or two.
When we look to the numbers, Honda not only builds well over 95% of cars sold in North America, in Canada, Mexico and the U.S., but, when looking to domestically sourced parts percentage, your North American Honda contains a higher percentage of “Manufactured in the U.S.A.”parts than Chevrolet, Dodge or Ford.
As to the engine: Honda’s dedicated to manufactured in the U.S. low displacement, super low friction and near-zero emissions turbocharged 4 cylinder gasoline engines throughout the re engineered lineup. This holds true for the exceptional manufactured in England turbocharged 5-door hatchback. Reflecting on my initial drive time, I find Civic Hatchback to be the most refined offering in the 10th generation lineup. Speaking of auto-innovation, take a look at Honda Clarity.
As to Honda’s latest Civic offering: Say what you will, I appreciate the utility of a compact hatchback; Honda’s quirky good looks, and what I now consider to be the most comfortable power adjusted driver’s seat in the Civic brand.
Was it love at first site? Well no! But much like the proverbial ‘girl next door,” she grows on you.
Following yet another round of segment leading awards for Pilot, Ridgeline and the reinvented 2017 CR-V crossover, Honda- Torque News and yours truly take a look at the benefit of turbocharging Honda’s best selling compact crossover.
I had my first opportunity to experience Honda’s next best seller on the back roads and highways of San Francisco and Monterey Bay, California – stunning! And, so is Honda’s most refined compact CUV to date. In danger of reading like an advertisement for 2017 Honda CR-V, frankly, I found nothing but positive accolades for this much improved compact crossover segment best seller.
Beyond the confines of arguably the most refined and ergonomically correct cabin found in the compact crossover/SUV segment, buyers will enjoy the much improved soft and hard touch surfaces, an enlarged center-stack touch screen, multiple cellphone O.S. pairing capabilities, an uptick sound system, and top of segment “Honda Sensing” active safety options.
For our readers living in colder climates, when equipped with all-wheel-drive, CR-V claims a 50% greater torque efficiency to rear wheels when traction loss is detected – seamlessly. I like that.
As to the 5th generation CR-V exterior look, I believe that the reinvented CR-V speaks for itself. Honda engineering injects the design language of the reinvented A.H.M.C. lineup into CR-V without loosing the essence of the made in America best seller. I’m impressed by the balance of line, the wide-track stance, available wheel selection and slightly increased ground clearance. The understated urbane fighter ‘look’ works very well .
For more details as to features, options and MSRP read my initial 2017 CR-V drive impressions here. In short, with Car and Driver voting 2017 CR-V “Best Compact SUV,” CR-V has earned your test drive when considering the purchase of a new fuel efficient compact crossover.
A determined Jeff Tigert *Photo Attributions Randel’s Media, Jeff Tigert 2015.
Last summer while attending the “Honda Dream Garage” event in San Diego , California, I was afforded the opportunity to not only ride with one of the highest regarded racers in motorcycles today, but a true advocate of the sport.
Jeff Tigert is just a guy, pretty much like you and me, with the exception of a national , international race win trophy or two on the shelf — Jeff lives and breathes 2-wheels.
Motorcycles, and the racing of them, is Jeff’s life-time passion. He’s also a proud husband , father. and lifetime motorcycle enthusiasts, with perhaps one of if not the coolest jobs on the planet.
Jeff currently serves as off-road media coordinator for American Honda, specific to the off road play and work department, quads, side by sides, and the occasional African Twin or two.
From where we sit, Jeff Tigert is as much at home ridding a 50 cc Honda Grom as he is on the seat of a factory race prepared Pikes Peak International Hill Climb assault bike. That’s what’s truly cool about Jeff, he leaves his well earned ego at home — remaining truly approachable and subsequently likable, despite a decades-long road race winning track record.
Form follows function.
Following the “Honda Dream Garage” event we kept in touch with Jeff, and fired off an emailed question or two as to what it takes to race the highest and perhaps, most dangerous road course in North America. Jeff’s won in his class twice, something that very few racers have accomplished on the annual “Race to the Clouds.”
Unfortunately, following 2015’s tragic crash related death of Pikes Peak veteran Carl Sorensen, the rules have changed as to what motorcycle frame set up will be allowed to race the hill in the future. “Clip-on” handlebars are outlawed in a quest for greater road control, racers like Jeff have kept relatively quiet as to the change in rules, with a wink and a nod as to this seemingly nonsensical ruling.
Parks: “looking to your bike, I see a race prepared machine, can you share with our readers some of the modifications and costs associated with building the Pikes Peak challenger?”
Jeff: We start by removing all of the street based parts off the bike, such as the lights, mirrors, plastic fairings, and then replace the parts with racing fiberglass bodywork which costs about $1,000 for a complete body set. Next step, we replace the front suspension internal parts, as well as replace the rear shock with a more adjustable race shock.
That modification costs about $3,500 including labor to install. To increase engine performance and reduce weight, the stock exhaust is replaced with a titanium race exhaust, which costs about $2,500 and loses 10 lbs. For 2015, we opted to keep the engine stock for both reliability and ease of riding — as too much power becomes hard to ride.
For fuel we run a special race gas, it increases horsepower about 5% but costs $25/gallon. To make the fuel and exhaust work the best together, a fuel injection/ignition tuner is added, which allows us to change fuel mapping and ignition timing at different RPM and Throttle positions. Cost is $1,000 which includes both parts and labor, and spending time on the dyno to make that custom map.
One other electronic aide is the quick shifter, which allows full throttle up shifting. The tires we use are slicks which provide maximum traction, which cost about $500/set. I went through 4 sets over the course of the week and race. [$2,000]
Parks: Jeff, please expand a bit on the support effort. What does it takes for a privateer, or a team sponsored rider to effectively assault Pikes Peak? [Number of crew members, experience of crew, back up bike, equipment, mobile shop, etc.]
Jeff: It requires a huge effort to make this event happen.
I had 3 crew members dedicated for me, to help eliminate any additional work on my end — and allow me to focus only on the race. Having experience there is critical. The first year I ran in 2013, we had consulted one of the top motorcycle teams to help get us up to speed with all the unique aspects that come with racing up the mountain.
I drove one of our set-up sprinter vans that has all the tools and shop equipment plus my backup bike. The backup bike was only a rolling chassis (no engine installed) which allowed us to mount spare suspension, wheels, and bodywork to make transport easier. It was a real life-saver “because I wrecked my primary bike in qualifying.”
24/7 preparation for the hill.
Parks: Is the motorcycle / motor rebuilt over the course of the event? Do you carry back up motors, is a competitor allowed more than one(backup) machine?
Jeff: The motor for this event was left completely stock internally; this was our direction to make sure we had an easy, reliable bike to ride. I didn’t even carry a backup motor with us. You are only allowed to tech one machine, so you can’t just roll a second bike out. It’s basically a parts backup.
Parks: You mentioned a 10 day involvement. Talk a bit about the impact on the family, wife, etc.
We touched on the delicate balancing act between family and racing priorities, Pikes Peak is not easy, with or without the support of a partner, wife or girlfriend.
Jeff: Another unique aspect is the length of time you have to spend at the race. Even worse for me, was that I was driving solo to and from the event which added a few days to the trip. This was especially hard for me with the family at home including my 13 month old, who still requires overnight wake ups and feedings. I was fortunate to have my mom come down and stay to help my wife with the kids while I was gone.
Parks: How did your father’s racing carrier impact you as a young adult, did you always want to race? Would you like to see your own children involved in racing?
Jeff: “I always looked up to my dad and his accomplishments”
Dad won the 1975 Daytona Lightweight Production class and was one of the top RD350 racers in the country. He started racing again when I was in high school on a “Two Brothers” Honda Hawk at the local races, and that’s when it hit me, that I wanted to start racing. “He brought me up riding dirt bikes and I was fortunate enough to get my first street bike at 16.”
Parks: Is your dad or other family members involved in the hill climb effort?
Jeff: Besides the bike preparation from my dad which started months in advance and a bit of babysitting help from mom, they have not been directly tied to the race.
Parks: You’ve raced the hill in the past. Expand a bit on this and your racing carrier. What events do you prefer to race? G.P., dirt track, desert endurance, etc…
Jeff: “My first year at Pikes Peak was 2013, and for that year I decided to race a CRF450R motard bike. I figured that was a good entry bike for a first timer there.”
Top of the mountain!
I ended up winning the class with a new class record, and received rookie of the year for motorcycles. Going back to my roots in road racing, my first race was in 1999 with the AFM at Sears Point in Sonoma. I only did 4 races that year, 2000 was my first full season, and I raced the lightweight twins class on an SV650.
I won the championship that year, and focused on moving to AFM 600 classes for 2001. The next 2 years I raced 600’s taking 3 championships over both years, which lead to my first year on 1000’s in 2003. I won 2 more championships that year, including the coveted AFM #1 plate for 2004.
“Unfortunately, I broke my ankle in the first race in 2004 which put me out for defending my titles.”
I was also in my second year at Honda R&D for testing and developing the CBR line-up, and this was definitely a turning point in my life, as I realized how important this job would be for my future.
For the next few years I dabbled in regional racing and even tried to put a full year of AMA Pro effort in 2006 — I ended up missing a few races for work that year though, which hurt my chances at a top ten championship finish.
Honda launched a new CBR1000RR for 2008 model year, and in 2009 I decided to race the entire WSMC (Willow Springs Motorcycle Club) and go after the #1 plate. We wrapped up that year with 3 more championships, the #1 plate, and the championship bonus was a Toyota Tundra Crew Max.
To top that #1 plate off, in 2010 I returned to AFM and won my second #1 plate with that organization.
“My first child was born that next year and I sold all my motorcycles which put me into retirement for a couple of seasons.”
Having good friends has been great over the years as I had a ride opportunity in 2012 to race for my crew chief’s shop.
In my comeback year, I won 3 more regional championships. with CVMA (Chuckwalla Valley Motorcycle Association), and we decided to run the West Coast AMA Supersport Nationals the following year in 2013. This was by far my most successful season, as I was able to get my first AMA Pro podium as well as wrap up 2nd in the championship that year.
I also had the win in the 2013 Pikes Peak 450 class that year. I took yet another year off while having my second child. When I was approached early this year. and asked if I was interested in doing Pikes Peak in the Open Class?’
My only race this year turned out great, as I was able to wrap up that win. If I could, I would still be out there road racing, as it is my main preference, if I was to ride. But, without a road bike at the moment for that, I have been looking to just ride some dirt bikes at the tracks here locally.
Tigert for the win!
My thanks to Jeff Tigert for granting me this interview, as well as his life-time dedication to the sport. Wishing you continued success, happiness and safe riding my friend.
