It only seems like we reviewed the 2018 WRX yesterday and all of a sudden the 2019 version is back in our garage, while once again our tester is equipped with its standard six-speed manual gearbox and…
It only seems like we reviewed the 2018 WRX yesterday and all of a sudden the 2019 version is back in our garage, while once again our tester is equipped with its standard six-speed manual gearbox and gussied up in near top-line Sport-tech RS trim. Subaru even doused its sheetmetal in the same World Rally Blue Pearl paint, a personal favourite for its vibrant hue as well as its historic motorsport pedigree.
Why a near identical WRX within a year? Because Subaru has changed up what is becoming one of the most important features in any new vehicle, its infotainment system. Most notable are completely new graphics that we think are much more attractive. They’re highlighted by colourful smartphone/tablet-style candy drop digital buttons on a night sky-like blue 3D background, while Apple CarPlay and Android Auto phone integration are now part of both base and top-tier systems. Our tester features the latter, the touchscreen still measuring 7.0 inches diagonally for a half-inch gain over the base display, and once again getting touch-sensitive quick access buttons down each side, which include Home, Map and Apps to the left and Info just above two sets of track seeking arrows on the right. Of course, we’ll go into more detail as part of the forthcoming road test review, but suffice to say it also includes near-field communication (NFC) for faster phone connectivity, a Micro SD card slot, HD radio, new glossy black topped audio knobs, navigation, a rearview camera with dynamic guidelines, and more.
The rest of this WRX Sport-tech RS and its non-STI compatriots remain unchanged, which means it still features last year’s styling updates, chassis tweaks, and various refinements, not to mention its new safety features and single modified drivetrain component. What are we talking about?
Last year Subaru reworked the front grille and bumper design, as well as the interior door trim, while the driver received a revised electroluminescent primary gauge cluster with a high-resolution colour TFT centre display. The 5.9-inch colour multi-information dash-top display got a graphics redo too, and it’s stunning. Additionally, rear passengers received a fold-down centre armrest with integrated cupholders, while all occupants benefited from reduced interior noise, a retuned suspension, and a stronger battery.
Styling specifics included a totally refreshed grille featuring new blackened borders and a black mesh insert, as well as a racing-spec-style multi-component lower front fascia with a matte black centre vent, not to mention larger reshaped matte black fog lamp bezels, while the entire package now rolls on an assortment of new dark alloy wheels depending on trim.
Base and Sport models were fitted with gunmetal grey-painted 15-spoke 17-inch alloys on 235/45 Dunlop SP Sport Maxx RT rubber, while as-tested Sport-tech trim received a larger set of twinned five-spoke 18-inch cast aluminum wheels on the same Dunlops measuring 245/40 front and rear, all of which carries over to 2019.
Likewise the massive hood scoop, coke-bottle fenders with integrated engine vents bearing chromed “WRX” appliques, subtle rear deck lip spoiler, and race-inspired matte black rear diffuser with quad chromed tailpipes were pulled forward into 2018 intact, and remain the same this year.
Also carryover, the non-STI WRX variants once again get Subaru’s 2.0-litre direct-injection twin-scroll turbocharged boxer four, making a considerable 268-horsepower and 258 lb-ft of torque. Of course the brand’s legendary Symmetrical-AWD comes standard, while connecting engine to driveline is a standard six-speed manual or optional Sport Lineartronic continuously variable transmission with steering wheel paddles, plus quick-shifting six- and eight-speed manual modes and Subaru Intelligent Drive (SI-DRIVE). Some will find it hard to accept the words WRX and CVT being used in the same sentence let alone within the same car, but after testing it in 2017 we were impressed. More important to WRX purists, the manual gearbox received a new shift lever along with improved shifter and clutch feel last year, so we’ll once again report on this in the upcoming review.
The WRX is quite efficient despite its potent performance with a claimed rating of 12.6 L/100km in the city, 9.6 on the highway and 11.2 combined when mated to its standard manual gearbox, or 11.3 city, 8.5 highway and 10.0 combined with the CVT, these numbers unchanged from last year.
Straight-line performance is identical to the 2018 model too, with the manual still capable of 5.4 seconds from standstill to 100km/h, and the automatic good for 5.9 seconds, whereas the CVT actually beats the manual’s 232-km/h top speed by 8 km/h for a nice round total of 240.
Something WRX fans of all stripes will appreciate is no changes in pricing from 2018 to 2019, meaning the base WRX continues forward with an MSRP of just $29,995, while Sport trim is priced at $33,195 and the Sport-tech at $36,495, the latter available with the as-tested manual-only RS package that was new last year and once again pulled into 2019 for an extra $2,300. Alternatively, last year’s new $1,300 EyeSight upgrade remains solely available with the CVT, while that autobox adds $1,300 no matter which trim you choose it in. More powerful STI models excluded, the WRX Sport-tech with EyeSight is the most expensive WRX combination at $39,095 plus freight and fees, whereas my Sport-tech RS tester started at $38,795.
Something WRX fans of all stripes will appreciate is no changes in pricing from 2018 to 2019, meaning the base WRX continues forward with an MSRP of just $29,995, while Sport trim is priced at $33,195 and the Sport-tech at $36,495, the latter available with the as-tested manual-only RS package that was new last year and once again pulled into 2019 for an extra $2,300. Alternatively, last year’s new $1,300 EyeSight upgrade remains solely available with the CVT, while that autobox adds $1,300 no matter which trim you choose it in. More powerful STI models excluded, the WRX Sport-tech with EyeSight was the most expensive WRX combination last year at $39,095 plus freight and fees, whereas my Sport-tech RS tester started at $38,795.
Second-most expensive? Yes, for 2019 Subaru has combined some of the STI’s styling features with regular WRX running gear in a new $40,995 雷雨 Raiu Edition that only comes in an exclusive Cool Grey Khaki colour. Its just noted STI-style exterior detailing includes a sharper front lip spoiler, extended side skirts and a large wing spoiler, plus 19-inch alloys framing the STI’s yellow-painted Brembo six-pot front and two-pot rear brake calipers over ventilated and cross-drilled rotors. Additional 雷雨 Raiu Edition features include the Subaru Rear/Side Vehicle Detection System (SRVD) featuring blindspot monitoring with rear cross-traffic alert and lane change assist, a powered moonroof, a 10-way powered driver’s seat including powered lumbar support, and red seatbelts throughout.
Incidentally, we sourced all trim, package and option pricing at CarCostCanada, where you’ll also find information about available rebates and otherwise hard to find dealer invoice pricing that could save you thousands.
Last year I posed the WRX Sport-tech with EyeSight as the safest compact in its class, and I still feel the same thanks to its superb handling that allows for near unparalleled accident avoidance no matter the road or trail surface condition, this of course aided by its aforementioned all-wheel drivetrain with active torque vectoring, while it also gets multi-mode vehicle dynamics control, plus a full slate of standard active and passive safety features. For Subie fans that are more safety- and convenience-oriented than purely out for performance, the just noted EyeSight package adds automatic high beams, adaptive cruise control, lead vehicle start alert, pre-collision braking, pre-collision brake assist, pre-collision throttle management, reverse automatic braking, lane departure warning, lane sway warning, and lane keeping assist. So equipped the WRX earns a best-possible IIHS Top Safety Pick Plus rating.
As for the WRX Sport-tech RS on this page, uprated Jurid brake pads clamp down on a standard set of 316 mm front and 286 mm rear rotors via red brake calipers, while the interior gets luxurious black and red partial-leather/ultrasuede upholstery, the driver’s perch downgraded from 10-way power to just eight adjustments due to much more inherently supportive Recaro sport seats.
Additionally, my tester’s Sport-tech trim added proximity-sensing keyless access with pushbutton ignition, the larger 7.0-inch touchscreen filled with updated system graphics noted earlier, Subaru’s StarLink app, additional apps such as Yelp, Best Parking, Glympse, plus SiriusXM Traffic and Travel Link with weather, sports and stock market info, as well as a 320-watt nine-speaker Harman/Kardon audio system with two USB ports.
Features pulled up from Sport trim include wiper-integrated automatic LED headlights with new steering-responsive cornering, LED fog lamps, LED turn signals integrated into the side mirror caps, welcome lighting, a rear deck lid spoiler, a 10-way powered driver’s seat, a powered glass sunroof, and the aforementioned SRVD blindspot safety upgrade.
Lastly, features pulled up to Sport-tech trim from the base model include a quad-tipped high-performance exhaust system, integrated roof rack brackets, a windshield wiper de-icer, a leather-wrapped and red-stitched multifunction flat-bottom sport steering wheel, single-zone automatic climate control, heatable front seats, StarLink smartphone integration (including Aha radio), a backup camera, AM/FM/CD/MP3/WMA radio, satellite radio, Bluetooth phone connectivity with audio streaming, aux and USB ports, voice activation, and more.
We’ll be deep diving into the upgraded 7.0-inch infotainment system in our upcoming review, as this is the big change for 2019, while of course you’ll get all of the seat-of-the-pants action too. Until then, enjoy our full photo set above…
With the Genesis Coupe now long gone, and Genesis itself becoming a standalone luxury brand, this completely redesigned 2019 Veloster becomes the only dedicated sports model in Hyundai’s lineup. That’s…
With the Genesis Coupe now long gone, and Genesis itself becoming a standalone luxury brand, this completely redesigned 2019 Veloster becomes the only dedicated sports model in Hyundai’s lineup.
That’s a pretty heavy weight for this little front-drive compact to carry, but it continues to walk with a swagger of confidence thanks to truly unique styling that preserves the original model’s unorthodox hatchback shape and its most identifiable feature, the long driver’s door that makes it look like a regular sports coupe from one side, and the extra rear passenger’s side door that allows easier access to the back seats.
Yet there’s no way you’ll mistake the Veloster for a compact sedan or even a regular hatchback when one whizzes by, its third door sneakily hiding its handle in the rearmost section of the side glass surround as if doubling as a tiny quarter window, while the car’s general shape is much longer, lower and leaner, and its rear liftback design much more vertical and dramatically styled than the average compact commuter car.
Of course, other than providing plenty of room up front and a fairly accommodating rear passenger compartment the Veloster is anything but the compact class average, yet its much more practical design makes it one of the more pragmatic choices amongst compact sports coupes, albeit this list has been dwindling in recent years and now disparate at best with only the Honda Civic Coupe available in three regular trims plus the sportier Si, plus the rear-wheel drive Subaru BRZ and Toyota 86 twins, and finally the soon to be discontinued VW Beetle. Certainly there are other sporty four- and five-door compacts from the legendary VW GTI/Golf R and Subaru WRX/STI to Ford’s Fiesta and Focus ST and RS models, the latter blue ovals already slated for cancellation, while a handful of mainstream volume brands still off larger performance cars, but the days of compact sport coupes seem numbered.
Reason enough for the Veloster to break the rules with its three-door body style (or four-door if you include the hatch), but rest assured its underpinnings are comparatively straightforward. It comes standard with a 2.0-litre base four-cylinder engine good for 147 horsepower and 132 lb-ft of torque, which drives the front wheels through a standard six-speed manual or optional six-speed automatic, whereas the Veloster Turbo model in our garage this week is 400 cubic centimetres smaller a just 1.6 litres yet puts out a much more energetic 201 horsepower and 195 lb-ft of torque. It still drives the front wheels through a standard six-speed manual gearbox, but those wanting automation can option up to a quick-shifting seven-speed dual-clutch gearbox with paddle shifters on the steering wheel.
Our tester includes the manual as we’d prefer if it were staying with us longer than a week, plus it also gets a $3,000 available Turbo Tech package featuring a powered head-up display system with a Sport mode function, rain-sensing wipers, rear parking sensors, automatic climate control with an auto defogger, a larger 8.0-inch infotainment touchscreen with integrated navigation, eight-speaker Infinity audio with an external amplifier, leather upholstery, and two-way powered driver seat lumbar support.
Another $500 provides an upgrade to the Performance package that adds unique 18-inch alloy wheels on 225/40 Michelin Pilot summer-performance tires, while all of the above was added to a Veloster Turbo that already comes standard with LED headlights, LED side mirror turn signal repeaters, LED taillights, a unique grille and extended side sills, proximity-sensing keyless access with pushbutton ignition, a 4.2-inch TFT multi-information display replacing a more conventional 3.5-inch trip computer within the gauge cluster, a powered glass sunroof, silver vent rings, checkered dash trim, partial cloth/leather upholstery with red stitching instead of blue, leatherette door trim, red interior accents, and more.
Of course, Turbo trim pulls up plenty of features from the base model mentioned earlier, including auto on/off headlights, LED daytime running lights, power-adjustable heated side mirrors, remote entry, a leather-wrapped heatable multifunction steering wheel, a tilt and telescopic steering column, cruise control, power windows, illuminated vanity mirrors, a sunglasses holder, filtered air conditioning, a one-inch smaller 7.0-inch infotainment touchscreen with standard Apple CarPlay and Android Auto, a rearview camera with dynamic guidelines, six-speaker audio, Bluetooth hands-free phone connectivity with audio streaming, a leather-wrapped shift knob, heated front seats, manual six-way driver and four-way front passenger seat adjustments, blindspot detection with rear cross-traffic alert, all the expected active and passive safety features, plus more.
Before moving on from trims and features, Hyundai now offers the even more capable Veloster N for 2019, boasting a 2.0-litre turbocharged four-cylinder good for a meaty 275 horsepower and 260 lb-ft of torque. It comes standard with a six-speed manual transmission featuring downshift rev-matching, an electronically controlled limited slip differential for getting power down to the road, an electronically controlled suspension attached to unique 19-inch alloy wheels on 235/35 Pirelli summer-performance tires for maximizing lateral grip, Normal, Sport, N and Custom drive mode selections, a driver-adjustable active exhaust system, and more.
This $34,999 model gets unique styling details including some red paintwork along its lower extremities and the option of Chalk White, Phantom Black and exclusive Performance Blue (more of a baby blue) exterior colours, plus inside it features blue-stitched N exclusive cloth sport seats and other upgrades.
Base Veloster and Veloster Turbo trims are much more affordable, the former starting at just $20,999 plus freight and fees, and the latter for only $25,899. You can add the conventional automatic to the base model for another $1,300, whereas the more performance-oriented dual-clutch automated gearbox ups the Turbo’s price by $1,500. This meant my almost fully featured test model came to $29,399, just shy of a fully loaded Veloster Turbo Tech DCT’s $30,399 list price. To get full 2019 Veloster pricing details include models, trims and options, not to mention detailed rebate info and dealer invoice pricing that could save you thousands, make sure to check out CarCostCanada.
A standard 2019 Veloster upgrade that deserves the most attention of all is a change from a torsion beam rear suspension design to a new independent multi-link setup, which should theoretically improve comfort as well as high-speed stability over uneven road surfaces. We’ll be sure to cover this and plenty more in our upcoming road test review, but until it gets published make sure to check out our comprehensive photo gallery above…
For being such a niche model, Subaru doesn’t leave the WRX and its even quicker WRX STI sibling alone for long. The world rally-inspired sedans received a ground-up redesign for 2015, featuring much…
For being such a niche model, Subaru doesn’t leave the WRX and its even quicker WRX STI sibling alone for long.
The world rally-inspired sedans received a ground-up redesign for 2015, featuring much more distinctive bodywork all-round including unique bumpers, fenders, aero, and trim details when compared to its Impreza sedan donor model, plus a new, more potent direct-injected 2.0-litre turbo-four replacing the aged sequential multiport injected 2.5 in the regular WRX, this new engine adding three horsepower and 14 more lb-ft of torque resulting in 268 horsepower and 258 lb-ft, a six-speed manual in place of that model’s old five-speed, and the option of a sport-tuned continuously variable transmission (CVT) with paddles where no automatic was ever offered before. The STI continued forward with its 2.5-litre turbocharged flat four making 305 horsepower and 290 lb-ft of torque.
Model year 2016 added one-touch turn signals, revised steering wheel controls, and a standard 6.2-inch touchscreen with StarLink smartphone integration, plus the Hyper Blue-painted STI Hikari limited edition; 2017 added automatic reverse-tilt to the passenger’s side power mirror, a more premium-like woven fabric headliner, and improved the six-speed manual transmission’s feel, while Sport-tech trims also received Siri Eyes-Free, Mirror Link, Travel Link and SiriusXM Traffic integration; and now for 2018 this dynamic duo get a few styling updates, some chassis mods, a bevy of additional refinements, as well as new safety features, while the STI gets one redesigned drivetrain component. Subaru has made changes to the 2019 version too, but I’ll leave those until later.
The 2018 styling updates affect both models and include a new front grille and bumper design and reworked interior door trim, while other updates include a new primary gauge cluster with a 5.9-inch colour multi-information display (MID), a fold-down rear centre armrest with integrated cupholders, reduced interior noise, new suspension tuning, and bigger batteries.
Specific to the base WRX, manual models get a new shift lever and yet better shift and clutch take-up feel, plus improved steering feel, whereas the STI now includes standard LED headlights, standard cross-drilled Brembo brakes that are 24 mm larger and 6 mm thicker up front than those on the regular WRX, at 340 by 30 mm, plus 40 mm larger and twice as thick in back at 326 by 20 mm, with six-piston front calipers (two more than the previous STI and four more than the regular WRX) and two-piston rear calipers (double what the WRX offers) plus four-channel, four-sensor and g-load sensor equipped Super Sport ABS, a revised Driver’s Control Centre Differential (DCCD) system that’s no longer hybrid mechanical with electronic centre limited-slip differential control, but rather an electric design that provides quicker, smoother operation, while inside it gets red seatbelts.
As for new 2018 options, Sport trim with the base WRX is updated to include steering-responsive LED headlights, LED fog lights, and a 10-way powered driver’s seat, while the Sport-tech package adds new StarLink connectivity apps including Yelp, Best Parking and Glympse. Additionally, Sport-tech models with the manual now get the option of an RS package featuring eight-way powered front seats, leather and ultrasuede upholstery, uprated brake pads, and red calipers, while Sport-tech cars with the Sport Lineartronic CVT become the first WRX models to ever include Subaru’s EyeSight suite of advanced driver assistance systems.
As for the STI, an upgrade to Sport trim now adds 19-inch wheels, wiper-activated automatic headlights, and a 10-way powered driver’s seat, while the fog lamps were deleted to allow for larger air intakes. Additionally, STI models upgraded with the Sport-tech package can be had with either a massive rear wing or much smaller lip spoiler, the latter more appealing to those who don’t want to draw as much attention from passersby, while a set of Recaro sport seats are added in both leather and ultrasuede upholstery, with the driver’s receiving eight-way powered adjustment. Subaru also includes the aforementioned StarLink apps with the Sport-tech upgrade. Like I said, Subaru doesn’t exactly remain idle with the WRX and STI, despite its relative niche model status.
Then again, if Subaru has a flagship model it would have to be its WRX STI. Certainly the new Ascent crossover SUV is larger and more luxurious, as is the mid-size Outback crossover and the Legacy sedan it’s based upon, such attributes normally befitting of flagship status, but the WRX STI has become legendary for being one of the best performing sport compacts available since inception, and as noted earlier, is derived from the brand’s motorsport heritage.
Added to this, the 4,616 examples sold into Canada last year, and the 2,308 delivered up to the close of Q2 2018 (which bizarrely is precisely half of the entire 2017 total number despite having zero months with the same figure—Subaru only totaled 2,303 WRX/STI sales at the halfway mark of 2017), made up a significant 8.5 percent of Subaru’s total volume in 2017 and 8.3 percent so far this year, not to mention a third of the Japanese brand’s overall Impreza sales over the same six months if you combine the two models’ Q2 figures (Subaru sold almost half as many WRX/STI models as Imprezas over the first half of 2018). What’s more, the WRX/STI earned more than twice as many invested fans than VW’s GTI/Golf R combo. So much for being a niche model.
I like the styling updates, as they give the front end a more aggressive appearance that strengthens the entire design. I also lean more toward subtlety than flash, so therefore I was glad Subaru chose the smaller lip spoiler for my ride. Of course I appreciate the downforce benefits of a gargantuan rear wing when attempting to breach the sound barrier, or at least reach the STI’s top track speed of 251 km/h, but there’s no race course anywhere near my home that would allow for such a test, and it goes without saying that I’d rather not have my car impounded before being forced to pay the towing and storage fees, plus the fines that would be due after being caught doing speed trials on public roads, and then have to explain to Subaru why they couldn’t access their car for a week or more. Nah, I’d go for clean lines over radical aero any day of the week, and this upgraded STI looks much more appealing from front to back.
Subaru follows the usual red on black performance car interior theme, and while I won’t go so far to call this approach creative, the overall look is well executed, meaning that it’s not as gauche as some others, such as Honda’s Civic Type-R (that goes for exterior styling too). My tester’s Sport-tech trim meant that psuede covered the door panel insets, armrests, and centre seat panels front to back, while the ones up front had the “STI” initials embossed into the leather headrests and white “RECARO” lettering embroidered into the top portion of the seat panel. The side bolsters are covered in mostly black leather other than their top portions finished in a thick stripe of red, while the outer sections receive a thin line of red contrast stitching. Subaru decorates the seatbacks further with red piping up top, but really what matters most is how wonderfully comfortable and incredibly supportive they are.
The rear seats aren’t quite as fancy, but they’re surprisingly dressed up with the same red and black, partial-psuede and leather upholstery, plus the outboard positions are cut out like buckets so even those in back have some lateral support to keep them in place if you plan on having some fun.
On that note, adjustability is critical in a performance car, because along with the lateral support factor you need to maintain as much control as possible. To this end the upgraded seats include the aforementioned power adjustments, while all STI trims provide plenty of telescopic reach from the steering column resulting in a rally-ready driving position, or at least the ability to get the seatback upright and steering wheel as close to the driver as possible.
The STI steering wheel is thick, padded, flat-bottomed, leather-wrapped and ideally formed for comfort and, once again, control, with red baseball stitching along the inside of the rim, while the shift knob is black leather as well, with a bright red translucent candy drop top. The leather boot below gets red stitching to match the same thread used on both sides of the padded leatherette trimmed centre console, the new STI a lot more luxe than any previous WRX model.
The hood shielding the dash-top MID gets the same red-stitched leatherette treatment, while the fiery colour illuminates the primary gauges, the infotainment interface background and some of the cabin’s switchgear before continuing onto each door panel and elsewhere throughout the interior. And as overdone as this might sound in words, it’s actually quite tasteful when viewed.
That gauge cluster is 100-percent purposeful performance, with bright, clear dials that are easy to read in any light, while the multi-info display at centre isn’t as graphically stimulating as some others in the segment, yet still displays an eco-gauge, driving time info, a digital speedometer, a gear display, cruise control details, an odometer, trip meter, SI-Drive (Subaru Intelligent Drive) indicators, and something no other brand’s vehicles have, a graphic showing front and real power bias from the aforementioned DCCD system, actuated via a rocker switch on the centre console.
Just in case you’re feeling shortchanged for not getting as much digitized imagery in the gauge cluster display, check out the big dash-top MID mentioned a moment ago. Controlled via a rocker switch just above the infotainment display, it comes filled with a high-resolution TFT screen and loads of functions like average fuel economy, graphics for the configurable centre differential, a digital PSI boost gauge, etcetera, making it a helpful sidekick to the much larger StarLink infotainment touchscreen on the centre stack below, this such a massive improvement over previous WRX systems that it’s a night and day experience.
Thanks to its Sport-tech upgrade, my tester’s touchscreen was a half-inch larger at 7.0 inches in diameter, while its ultra high-resolution glossy display also gets navigation with detailed mapping, plus Apple CarPlay and Android Auto, along with all the functionality of the lesser 6.5-inch system, such as a backup camera with guidelines, and all of the aforementioned features and apps. They’re all accessible from an interface with superb graphics and a really nice layout, featuring big digital buttons for the map, audio, phone, apps, info, and settings interfaces.
A high-quality dual-zone auto climate control system sits below, with really well made knobs that don’t wiggle when rotated, plus nice, tight fitting buttons. I also like that the HVAC system’s temperature readouts are displayed up on the dash-top multi-info system for easy visibility when on the move, just another way Subaru keeps things convenient and safe.
Over and above features already mentioned, $47,295 Sport-tech trim includes proximity keyless access with pushbutton ignition, and a great sounding 320-watt, nine-speaker Harman Kardon audio system, while additional items pulled from $42,495 Sport trim include 245/35R19 89W Yokohama Advan Sport V105 performance rubber to go with those aforementioned uprated rims, welcome lighting, a powered moonroof, the Subaru Rear/Side Vehicle Detection System (SRVD) featuring blindspot detection, lane change assist, and rear cross traffic alert, plus more.
Lastly, on top of features that come standard with the regular $29,995 WRX and other previously noted features, all STI’s include a glossy black grille, brushed aluminum doorsills with STI branding, carpeted floor mats with a red embroidered STI logo, a leather-wrapped handbrake lever, front and rear seats upholstered in black and red leather with black ultrasuede inserts, dual-zone auto climate control, and a bevy of performance upgrades including a quick-ratio rack and pinion steering system, inverted KYB front MacPherson struts with forged aluminum lower suspension arms, performance suspension tuning, high-strength solid rubber engine mounts, a red powder-coated intake manifold, a close ratio six-speed manual gearbox, a Helical-type limited-slip front differential and a Torsen limited-slip rear diff, plus more for $40,195.
I should also point out that Subaru finishes the interior off with a higher level of soft-touch synthetic surface treatments than ever before, getting the car closer and closer to premium territory with each passing generation. And it’s plenty roomy for a compact too, both up front and in back where the seats are nicely sculpted out to keep your rear passengers in place when pushing the envelope. Now that we’re contemplating such practical matters, the STI’s trunk is plenty large for a sports car at 340 litres, and it benefits from expansion for longer items via 60/40-split rear seatbacks.
Along that vein, the fact that you’re driving a turbocharged four-cylinder powered compact car won’t benefit your pocketbook all that much in the STI, thanks to 14.1 L/100km city, 10.5 highway and 12.5 combined. If that’s an issue for you the regular WRX is good for a claimed 11.3 city, 8.5 highway and 10.0 combined, while the same model with its CVT can eke out 12.6, 9.6 and 11.2 respectively.
By the way, the SI-Drive system noted earlier lets you choose between the default Intelligent driving mode, Sport mode and Sport-sharp mode, which is Subaru-speak for the usual comfort, sport and sport-plus modes. They work wonders, especially the latter “S#” mode, which sharpens up the STI’s responses to the point of racetrack readiness, ideal for those moments when you want to get the most out of a very potent package.
This is where the STI’s 2.5-litre EJ257 H4 comes in, an engine that hasn’t changed one iota since before this car’s full redesign. Therefore its output remains 305 horsepower and 290 lb-ft of torque, while its six-speed gearbox is truly smoother to operate since its multiple refinements. Lastly, the WRX STI’s torque-vectoring Symmetrical-AWD system is still amongst the best in the business, designed for all surface traction, meaning it can easily manage wet or dry pavement, snow, gravel, dirt, or almost anything else you throw in its way.
I kept it to dry tarmac during my test, and no I didn’t have a track at my beck and call so I obeyed all posted speed limits and… ha ha yeah right. Of course, I found opportunity to open it up when the road cleared and it was safe to do so, and let it be known the STI’s feisty turbo-four craftily providing 305 great ways to get past anything blocking the lane ahead. It launches from standstill with ferocious immediacy and a brilliantly snarling engine note, adding a resonant auditory track to particularly fast-paced visuals. Clutch take-up is ideally weighted with travel short and to the point, while its metal pedals are ideally placed for a little heal, toe action, those uprated brakes fabulously responsive no matter how many times I deep dove into them.
Likewise, the STI’s hydraulic power steering is wonderfully reactive and great at communicating feedback, while its suspension setup is ideally balanced, giving way ever so slightly at both ends when push came to shove, and doing so with a confidence inspiring level of predictability.
This balance is configurable from front to rear via the previously noted DCCD, which lets you lock in an alternative AWD torque split to the otherwise default 41:59 bias, allowing for the characteristics of a rear-wheel drive sports sedan or vice versa, this complemented by a double wishbone rear suspension design as capable of absorbing pavement irregularities as the previously noted struts up front, while always keeping the car horizontal to the road.
This is a car you can comfortably drive fast, plus feel safe, secure and always in control of, but take note it won’t take long before you’ve gone so far past those aforementioned limits that you might be walking home, or at the very least be served up a hefty fine, so keep eyes peeled for party poopers.
If you’re lucky enough to live near a racetrack or have a friend that owns hectares of ranchland interconnected with drivable dirt roads, or even if there’s a large parking lot (preferably covered in snow) somewhere nearby, Subaru has your ride, and despite all of the sport compacts that have come and gone since the WRX started wooing us from afar way back in the early ‘90s and finally got real for us here in North America in 2002, or 2004 for the STI, it’s still the all-wheel drive compact to beat.
As I write this review the model year changeover from 2018 to 2019 has occurred, which now gives you an option that might be worth your undivided attention. A near identical version of the STI’s turbocharged 2.5-litre four now includes stronger pistons, a new air intake, new ECU programming and a high-flow exhaust system, resulting in the same torque yet five more horsepower totaling 310, while the gearbox gets a new third gear for quicker acceleration. Lastly, the entry and top-line infotainment systems get some tweaks, but like the new powertrain I’ll need to experience these firsthand before making comment.
Those wanting a bargain can try their luck on a remaining 2018 model, although don’t expect to get too much off as the WRX STI, and all Subarus for that matter, hold their resale values well. Of course, this will be a bonus when it comes time for you to resell, but believe me, handing over the keys to this super-sedan might take more willpower than you can muster.
Yes, if you’re longing for an outrageously competent sports car with the added convenience of four doors and a sizeable trunk, look no further than the Subaru WRX STI. Even if you don’t need the back seat and storage, it’s one of the better performance cars available for less than $50k, and thanks to its ever-improving refinements its now a viable alternative for anyone otherwise interested in a premium-branded sport sedan.
As you may already know, Honda makes three types of Civic these days. There’s the stalwart but hardly stale Sedan, that’s pretty much the staple of Canadian commuting, the sporty Coupe that’s been…
As you may already know, Honda makes three types of Civic these days. There’s the stalwart but hardly stale Sedan, that’s pretty much the staple of Canadian commuting, the sporty Coupe that’s been with us on and off since 1993, and the recently reincarnated Hatchback, which represents the spiritual return to the model’s 1972 roots.
The first Si was based on the now very collectable two-seat 1985 CRX, but just a year later a third-generation two-door Civic Hatchback became the first-gen Civic Si. The 91 horsepower sport compact quickly earned a devoted following thanks to quick acceleration, a superb five-speed manual gearbox, and excellent handling, all mixed with loads of passenger, cargo and economical practicality.
Now, oddly enough, no Civic Hatchback Si is offered, although Civic Type R fans are hardly complaining. The 306 horsepower super-compact has earned instant legend status on both roads and tracks like the Nürburgring Nordschleife, where it currently holds the fastest front-wheel drive production car title, leaving the Si for sport compact enthusiasts wanting a little more day-to-day livability.
Maybe livability isn’t the right word, because the Type R’s hatchback layout makes it easily suited to family and cargo hauling, but its massive non-carbon rear wing makes that hatch a hefty weight to lift, its radical front seat bolsters are a tad uncomfortable to negotiate after a four-course meal, the centre console-dividing rear seat is limiting to passenger capacity, and the car’s generally edgier driving dynamics might be a bit overzealous for some regular commuters.
While a future Hatchback Si might be the best passenger/cargo compromise, and the currently available Sedan Si an obvious choice for those looking to maximize performance and pragmatism, you might be surprised at how much room the Coupe Si has inside. Of course, climbing into the rear seating area is hardly as easy as stepping through a back door, but Honda has fixed three seatbelts across the rear bench, and the middle position isn’t so high that it would be uncomfortable for a fifth passenger, plus kids would probably like its slight elevation.
Just to find out for myself, I set the driver’s seat for my five-foot-eight height, climbed through a fairly wide opening into a comfortable outboard seat, and was once again reminded that this two-door sport coupe is sized more like a sedan than most rivals in this segment. I had three inches of space remaining above my head, at least six inches ahead of my knees, and plenty of room from side to side. The rear seats provided good back support too, but take note there’s no centre armrest and the ones to each side are made from uncomfortable hard plastic.
At least the seatbacks are split 60/40 for expanding the usability of the slightly reduced 289-litre trunk, plus they’re equipped with convenient release pulls under the lid. So I think we can agree that the Civic Coupe Si is plenty practical.
I like the way the Coupe Si looks too, especially when finished in Rallye Red, one of five colours available. A high contrast colour really helps the gloss and matte black details across the grille stand out, not to mention the blackened trim surrounding the LED headlamps, along the lower fascia, around the side windows, highlighting the wheels, edging the LED taillights, and darkening the rear diffuser, although you might like the ominously inky look of the Crystal Black Pearl painted version better. No matter the colour, the Coupe Si looks menacing from up front, and makes a sharply wedged profile from the side, capped off with a large yet still tasteful rear spoiler that adds style and downforce.
And yes, the Coupe Si can reach track speeds of up to 220 km/h, which is certainly fast enough to require the extra stability provided by an aero-tuned spoiler. That high-speed performance comes via a recalibrated six-speed manual transmission fed by a new 1.5-litre turbocharged four-cylinder engine with dual variable cam timing, which makes the same 205 horsepower as the previous model’s 2.4-litre naturally aspirated four, yet 18 lb-ft of additional torque resulting in a 192 lb-ft maximum.
The new power unit is more tractable too, thanks to full power arriving 1,300 rpm lower in the rev range at 5,700 rpm instead of 7,000, whereas the aforementioned max torque comes on 2,300 rpm earlier at 2,100 rpm compared to 4,400 in the old model, plus that twist is sustained over 70 percent of the engine’s rev range.
With Sport mode engaged the Coupe Si’s straight-line acceleration feels a lot more spirited than the numbers show, standstill to 100km/h requiring 7.2 seconds. Like I said, by the seat of the pants the Si feels much quicker, and it was never designed to be a drag racer anyway.
Find an open stretch of curving back road and the Coupe Si immediately shows its key strength, adeptly managing corners. It’s always been one of my favourite cars to drive fast, and the new chassis setup is easily the most stable in Si history. You can fling it into the sharpest of corners at almost any reasonable speed, and the worst you’ll get is mild understeer. It’s wonderfully balanced, totally predictable, and ruddy fast when pushed hard. An off camber curve? No problem, even if you hit a bump or pothole halfway through.
The Civic’s already better than average fully independent front strut, rear multi-link suspension has been tweaked for even greater capability, with beefier 27 mm front and 18 mm rear stabilizer bars plus adaptive dampers, so the Coupe Si is totally up to the task. The steering is ideally weighted for optimal control too, providing positive, quick response to input and decent feedback, while a helical limited slip differential makes the most of available traction. Likewise, braking is strong with very little fade, even after repeated stomps. Truly, the Si remains one of the best cars available for embarrassing Mustang GT owners, as long as you’re on a tight twisting two-laner.
If a pit stop is required that Mustang owner will also need a lot more time to fill up at the pump, the Coupe Si’s 46.9-litre tank capable of going a lot farther thanks to claimed fuel economy of 8.4 L/100km city, 6.2 highway and 7.4 combined, which incidentally is a massive improvement over the previously model’s 10.8 city, 7.6 highway and 9.4 combined.
The rubber responsible for reducing rolling resistance while simultaneously providing all that aforementioned grip is a set of 235/40R18 91W Goodyear Eagle Sport performance tires, wrapped around stylish 18-inch, 10-spoke, machine-finished alloys with glossy black painted pockets, while additional standard features include proximity keyless access, pushbutton ignition, an electromechanical parking brake, illuminated steering wheel-mounted cruise, audio, phone and Driver Information Interface (DII) controls, dual-zone auto climate control, a 7.0-inch touchscreen infotainment system with Apple CarPlay and Android Auto smartphone integration, a multi-angle backup camera with dynamic guidelines, Honda’s exclusive LaneWatch blindspot display, navigation, voice activation, Bluetooth wireless phone connectivity with streaming audio, wireless device charging, 452-watt 10-speaker premium audio with satellite and HD radio, heatable front seats, and much more for just $29,090 plus freight and fees, as verified on CarCostCanada.com along with dealer invoice pricing and the latest rebate information, while its rigid body structure design and full assortment of standard safety kit help it achieve a 5-star rating from the NHTSA.
While Honda provides plenty of dealer-added accessories, such as an Illumination Package and Protection Package, different alloy wheels, aero add-ons, an auto-dimming rearview mirror, an ambient lighting kit, an illuminated console, plus cargo protection and organization gear, it doesn’t offer any factory options with the Coupe Si. This said you can now move up to the new Coupe Si HFP (Honda Factory Performance) trim level that features a special lip spoiler and side sills, unique 19-inch alloy wheels, a sport suspension with modified active dampers that reportedly improve handling and ride quality, plus a handful of interior upgrades for $34,790.
Whether choosing a regular Coupe Si or the new HFP model, all of the aforementioned features come housed in one of the more impressive cabins in the compact class, starting with all that makes the regular Civic Coupe good, such as ergonomically friendly and artistically innovative interior design, premium-level soft-touch synthetics on key surfaces, attractive metal accents, superb switchgear throughout, and one of the best semi-digital gauge clusters in the class, complemented by an equally impressive infotainment touchscreen, all upgraded to Si standards.
This means the interior theme is red on black, although only with tasteful splashes of the former so as to spice up, rather than overwhelm the look. The steering wheel, featuring red baseball stitching around the inside, is ideally shaped for comfort and control, while red stitching adorns the leather and metal shift knob and leather boot just below. The Si cabin’s go-fast appeal is further enhanced with aluminum sport pedals, while the engine ignition button glows in a soft red, mirroring the red highlighted electronic interfaces to each side.
Furthermore, the red “Si” embroidered sport seats are heavily bolstered and covered in black woven upholstery that’s highlighted with a thick grey patterned stripe to each side of the inset, plus two lines of red stitching on the bolsters. They look fabulous and feel even better, and by that I mean they’re not as radically shaped as the Type R’s, allowing easier ingress and egress, yet they’re still supportive enough for most peoples’ performance needs.
That last point sums up any Si. It’s a car that can be driven daily in absolute comfort without sacrificing practical needs including fuel economy, while it’s still fully capable of tearing up a stretch of tarmac, whether that be on a lonely back country road or at your local parking lot autocross. It’ll even do you proud on the racetrack, and no doubt surprise a few V8-powered pony car owners as they try to keep up in the curves at the next “Run What Ya Brung” event. I’ve experienced this firsthand, and the jaw-dropping looks on their faces are priceless.
Of course, they should really know better. A lot of sport compact competitors have come and gone over the past 30 years, but the Honda Civic Si has continued to thrill its owners with superb performance on and off the track for three decades strong. It’s a legendary name, and the latest 2018 Civic Coupe Si, along with its four-door Sedan Si sibling, is totally worthy of carrying the mantle forward.
So what does it feel like to drive the world’s fastest front-wheel drive production car? Fabulous! There isn’t a sport compact fan that doesn’t already know about the new Honda Civic Type R’s…
So what does it feel like to drive the world’s fastest front-wheel drive production car? Fabulous!
There isn’t a sport compact fan that doesn’t already know about the new Honda Civic Type R’s many achievements, its class lap record around the famed Nürburgring Nordschleife road course the stuff of modern-day legend, a feat just recently built upon by doing the same at the equally revered Spa-Francorchamps in Belgium.
All of this sounds impressive, although such news is usually dampened by the reality that most race-ready sport models are hardly easy to live with. Not so with the Civic Type R, however. It’s as easy to drive around town or on the highway as a regular Civic, while it’s plenty comfortable, and accommodative of four adults plus loads of gear under its utile hatchback. Who could possibly find fault with that?
I suppose those who want a fast-paced automatic drivetrain won’t be too happy to learn the Type R can only be had with a six-speed manual. It’s a fine gearbox, which is nothing new for Honda. The Japanese brand’s Civic Si is legendary for short-throw shift quality amongst other attributes, while this Type R shifter is even capable of rev-matched control, but the Type R’s manual-only status will definitely limit sales.
Still, this is hardly a problem. Honda seems to be selling as many Civic Type Rs as it’s willing to build in its Swindon, England assembly plant. And you thought I was going to say Suzuka, but oddly enough Honda no longer builds its best-selling model in any of its Japanese factories, instead relying on its new Prachinburi, Thailand plant for Japanese Civic consumption, while its Alliston, Ontario and Greensburg, Indiana facilities are too busy building less specialized, higher volume Civics and CR-Vs for the North American markets (there’s no Civic production in Mexico). Honda builds regular Civics, plus its CR-V and Jazz (Fit) in Swindon as well, but the British factory has a long history of producing the Civic Type R too, so it only made sense to keep a good thing going.
Of course, we’ve never seen any of these older Type R models on Canadian shores, at least outside of grey market examples shipped here by individual enthusiasts. The first Type R, based on the 1997–2000 sixth-generation Civic hatch, actually hailed from Suzuka, with Swindon taking over production for the second 2001–2006 version based on the seventh-gen hatchback, which was actually available to us in the somewhat detuned Civic SiR, also built in England. Next up was the 2006–2011 model based on the eighth-gen four-door sedan, this one made in the UK as well as Suzuka, but soon after the Euro-spec 2007 FN2 hatch (also sold in Australia and Singapore) became the basis for the European Type R, and therefore Swindon was the sole producer, while the four-door Type R remained Japan-sourced until 2010 when Suzuka stopped building the Civic. Now, as already mentioned, this fourth-generation Civic Type R, based on the 10th-gen Civic, sits on the new five-door hatchback design, and due to that is one of the most intriguing performance car designs available today.
By intriguing, I don’t necessarily mean attractive. The full LED headlights are dazzling, classic circular fog lamps a nice touch, unique air intake-infused aluminum hood ultra light and really nice, loads of aero add-ons impressive, and three centre-mounted chromed exhaust pipes kind of cool, but beauty is truly in the eye of the beholder with this car.
The Type R seems to pull design inspiration from the most radical of big-winged Lamborghinis, let alone anything from the sport compact arena. I should rephrase that last point to say “production” sport compact, being that plenty of modified hot hatches get stuffed to the gills with aftermarket components capable of making this stock Type R seem subdued. Still, for a race on Sunday, drive to work on Monday capable super hatch, the Type R is no wallflower.
I hope fans of the car’s styling and the nice folks on Honda’s press relations team won’t be offended that the nickname I gave this Crystal Black Pearl painted example was “Cockroach”, as it looks more like that nasty little beetle than anything else I could think of. Its fiery little 2.0-litre turbocharged engine spits like a roach too, and no doubt it’s as bulletproof reliable as a cockroach is indestructible—anyone who’s home has been infested with these hardy little critters will know exactly what I’m talking about.
To my eyes, the Civic Type R isn’t pretty, but everything about its applied bodywork is functional, so it gets big marks for purposeful aerodynamics. I’ve seen some in my area in Championship White, and I must say it looks a lot less insect-like, while Rallye Red would probably have similar effect, but so far I haven’t seen its third colour in the wild.
While any fan worth his or her (or zir) salt will likely be able to rattle off the Type R’s specifications faster than I can, I’ll nevertheless repeat them here for the few uninitiated still thinking their Golf GTI is fast for a front driver. It isn’t (unless it’s a Clubsport S). Don’t get me wrong, as I love the GTI, but the Golf R isn’t even as quick or as nimble as this Type R. The numbers speak volumes, with the Type R’s 2.0-litre turbo good for 306 horsepower and 295 lb-ft of torque, and the Golf R’s only capable of 292 and 280 respectively.
That’s an 11 horsepower and 15 lb-ft advantage to Honda, which results in 5.1 seconds to 100km/h (4.9 sec to 60 mph) compared to 5.4 (5.2), 13.5 to 160 km/h (11.5 to 100 mph) instead of 15 (13), the quarter mile eclipsed in 13.5 seconds compared to 13.7, quarter mile speeds at 174 km/h (108 mph) over 166 (103), and top speeds set at 270 km/h (168 mph) compared 250 km/h (155 mph)—note, I gathered these numbers from a variety of independent albeit credible test results and then averaged them out.
As for race track dominance (a more exact science), the Type R and Golf R managed the Nürburgring Nordschleife in 7:43.08 and 8:14.00 minutes respectively (that’s a sizeable gap), Tsukuba (Japan) in 1:06.48 and 1:07.83 (closer), the Contidrom (Germany) in 1:36.70 and 1:37.38, Sachsenring (Germany) in 1:41.16 and 1:41.73, and Llandowin (Wales) in 0:46.50 and 0:49.00. To be fair, the Golf R shows up well on the track, proven on the Hockenheim Short (Germany) circuit that saw the VW out-lapping the Honda with a time of 1:14.50 to 1:15.70.
You might wonder why I chose to compare the Civic Type R to a Golf R, being that the latter car benefits from an available dual-clutch automatic and standard all-wheel drive, but the once mighty Mazdaspeed3 is no more, and I happen to like the Golf R a lot more than most other hyper-tuned sport compacts due to its sleeper styling and better than average interior.
Of note, current competitive sport compacts include the truly legendary Subaru WRX STI, and the soon to be unavailable Ford Focus RS (due to Ford North America’s anti-car “focus”), the former putting 305 horsepower and 290 lb-ft of torque down to all four wheels via a six-speed manual or sport-tuned CVT f¬or zero to 100km/h in 5.7 seconds, and the latter pushing a staggering 350 horsepower and 350 lb-ft of torque through all four wheels via a six-speed manual, resulting in zero to 100km/h in just 4.6 seconds. Strangely, however, the fastest Nürburgring Nordschleife time from a Focus RS is just 8:06.29, significantly slower than the Civic Type R.
I’m not about to say anything negative about any of the cars mentioned so far, or my previous favourite Mitsubishi Evo X MR, as they’re all beyond brilliant. If you’ve ever spent time at the wheel of any one of these super compacts you’ll likely nod in agreement while your mouth turns up at each end in fond memory. These are the modern-day equivalents of yesteryears muscle cars, but with levels of near otherworldly manoeuvrability such straight-line masters could never hope to attain. Every car I’ve mentioned in this review is worthy of a driving enthusiast’s appreciation, but Honda has done something very special in attaining such sensational performance from a front driver.
I’m not going to say another word about style, and won’t even harp one bit about the overzealous use of red highlights inside (it’s the automotive equivalent of a pre-teen girl discovering makeup for the first time—bright red lipstick, caked-on rouge and vamp eye-shadow), because all of that is immediately forgotten when the hyperactive turbo-four gurgles to life and the precision six-speed slots into first. The notchy gearbox is tight yet light, the clutch action easy perfection, and the lack of torque steer at full throttle shocking.
Shocking too is the immediate response to throttle input, the high-revving four spinning up to its 7,000 rpm redline so quickly you’ll need to have quick arm/hand reflexes to get from the 3 o’clock position on the steering wheel to the shift lever and back in time to maximize control ahead of the next shift.
The shift knob is cold aluminum, hardly the most welcoming material for a wintry Canadian morning. In fact, I recommend a set of red leather racing gloves with white H’s sewn on top for just such days (Honda Canada should include these with every Type R delivery), the Type R (when properly shod) being a superb choice for getting sideways on a slippery road or track while set to “Race” mode.
Honda includes multiple driving modes in the Type R, from default to Comfort at one end, and Sport to +R (Race) at the other, this being one of only two Civic models without an Econ mode—the other being the Si. I’m ok with that, being that it’s pretty fuel efficient for such a formidable sports car, its official Transport Canada claimed rating at 10.6 L/100km city, 8.3 highway and 9.6 combined. Of course, compared to the 8.0 city, 6.2 highway and 7.2 combined rating from the same Civic Hatchback model with a 1.5-litre turbo and manual transmission the Type R is thirsty, but it’s a bit cheaper to use than the Golf R M6 that’s rated at 11.1, 8.1 and 9.8 respectively, the Focus RS with estimated fuel usage of 12.2, 9.0 and 10.8, or the WRX STI that guzzles down 14.1, 10.5 and 12.5. Certainly fuel economy isn’t the first priority in this class, but with regular hovering between $1.50 and $1.58 per litre in my town, and premium unleaded a helluvalot higher, the Civic Type R’s best-in-manual-class fuel economy is something to consider.
I could go on at length telling you about the Type R’s fabulous handling, just how addictive it is to repeatedly lay into the throttle, flick through the gears, stomp on the big 350/305-mm Brembos and experience the big 245/30ZR20 Continental SportContact 6 performance tires bite into tarmac, etcetera, but as noted earlier the numbers speak for themselves. What you might find more useful is my opinion on general livability.
First off, after proximity keyless access lets you inside and an ignition pushbutton gets the engine rumbling in the background, the Type R’s outrageously bolstered microfibre sport seats are amazingly comfortable, providing your backside fits in, as they wrap right around to hold you in place during hard cornering. I found them ideal, and while the six-way manual driver’s seat isn’t as adjustable as a Civic Touring’s powered setup, it’s so well designed, cupping my lower back in just the right position for optimal comfort and support, that I could drive it all day without issue.
What’s more, the black and red, flat-bottom sport steering wheel, while a bit gaudy, provides excellent telescopic reach, which allowed me to set up my driving position for perfect control of wheel and pedals, the latter finished with a nice set of grippy textured aluminum pads.
The mostly regular Civic gauges are upgraded with angry red background lighting all the time, a change from the regular Civic’s pacifying aqua blue, unless in Sport mode when they go red as well. A well-stocked 7.0-inch colour TFT centre meter display provides quick-access info from the tips of your thumbs via illuminated steering wheel controls, which is nothing new but nicely done.
Red also gets used for the centre-mounted infotainment touchscreen’s backing colour. It’s a bit much, and merely smearing everything with red doesn’t show a lot of creativity, but the primary gauge cluster and infotainment interface are superbly designed and filled with useful features like an excellent multi-angle backup camera with dynamic guidelines, Honda’s awesome LaneWatch blind spot display that projects a live image from a right-side rear-facing camera onto the monitor when flicking the right turn signal, highly accurate Garmin-based navigation with excellent mapping, HD Digital Traffic, 3D renderings of terrain and buildings, predictive local search, a lane guidance split-screen for road signs and exits, and simplified voice recognition, plus climate controls supported by a separate dual-zone auto HVAC interface just below, Bluetooth, Apple CarPlay, Android Auto and HondaLink smartphone connectivity, a great sounding 542-watt audio system with 12 speakers plus HD and satellite radio, Siri Eyes Free, SMS text message and email reading capability, two USB ports, Wi-Fi tethering, car settings, apps, and more. Also worth mentioning, a wireless charging pad sits at the base of the centre stack.
The microfibre seats are joined by equally plush microfibre door panels front and rear, these with red stitching of course, plus carbon-fibre-look inlays cross each door and the instrument panel, adding to the performance-first design. Overall Civic quality is superb no matter the trim, so expect the best when climbing inside a Type R, but I was surprised that vibration from the engine spinning at such high revs caused a buzzing sound within the left side of the dash. Still, I could hardly have cared. The Type R is really about the drive, not refinement.
On that note, I’ll quickly mention that two rear passengers will be well cared for in a comfortable albeit not so fancy set of seats, Honda having eliminating the Civic Hatchback’s usual middle position and folding armrest for a fixed centre console with two cupholders and a tray. The cupholders are fairly deep and quite useful, but depending on who’s behind the wheel I’d hold onto those drinks just the same.
As for storage, anyone familiar with the Civic Hatchback’s cavernous cargo compartment will be happy that nothing changes in its transformation to Type R, its measurements still 728 litres (25.7 cu-ft) with the seatbacks upright and 1,308 litres (46.2 cu-ft) when they’re folded flat. The 60/40 split-folding rear seatbacks remain, while Honda once again fills the compartment below the floor with a styrofoam storage unit partially filled with a tire repair kit. My favourite cargo feature is the retractable cover up top, which smartly slides sideways when not needed.
Considering the incredible performance, the long list of standard features, and that it comes full equipped in standard trim (although plenty of dealer-added accessories are available), the 2018 Civic Type R’s $41,090 base price is quite reasonable (find the Type R’s pricing and the MSRPs of its competitors at CarCostCanada.com, not to mention rebate info and otherwise hard to get invoice pricing). Of note, it slightly undercuts the Golf R and base WRX STI, but when more fairly compared it’s more than $6,000 less expensive than a similarly outfitted WRX STI Sport-tech, while the Focus RS is almost $18,000 pricier. For that you can get a Civic Type R and a nicely equipped Fit for the kids, your spouse, parents, or anyone else you want to make smile.
It’s so very Honda to make sure that its track-dominating super compact is also a great value, plenty practical, comfortable and feature filled, and no doubt reliable. Civic Nation is certainly alive and well in Canada.
Let’s not bore each other with mundane luxury and convenience features. The 2017 Subaru WRX Sport-tech gets a 268hp 2.0L turbo 4, a 6-speed manual, active torque vectoring AWD, 18-inch rims, a sport…
WRX? EVO? WRX? EVO? WRX? Hold onâ¦ we no longer get to make this argument. Sadly, in a dedicated, systematic effort to transform itself into the most yawn-inducing automaker the world has seen since Daewoo disappeared under the umbrella of General Motors, Mitsubishi has forsaken its countless performance fans along with decades of world rally heritage by giving up on the legendary Lancer Evolution series of compact sport sedans, so now the only Evo that might have a chance of unseating a new WRX will need to come from the pre-owned side of Mitsubishi's dealer lots (or the used lots of Subaru retailers exchanging Evo trade-ins for new WRX STIs). The WRX, on the other hand, is very much alive and better than ever, while its Subaru parent, despite no longer taking part in the World Rally Championship directly, still benefits from its decades of motorsport investment. In fact, Subaru's Canadian division has been growing stronger every year, from just 16,190 sales a decade Read Full Story
Ask any auto scribe to name their top 10 cars and Volkswagen’s GTI will likely show up somewhere on the list, or at least it did before this Golf R arrived. At first glance it doesn’t look all that…
Ask any auto scribe to name their top 10 cars and Volkswagen’s GTI will likely show up somewhere on the list, or at least it did before this Golf R arrived.
At first glance it doesn’t look all that different, other than a few unique aero aids, 19-inch alloys, a quad of chrome-tipped tailpipes poking through a rear diffuser, and a big “R” badge on the liftgate, but VW’s usual subtly (compared to Subaru’s dinner table-sized WRX STI wing) masks a seemingly rally capable drivetrain boasting a 292 horsepower 2.0-litre four-cylinder engine with 280 lb-ft of torque (the same mill as used in the Audi S3 and TTS Coupe), a six-speed manual or dual-clutch automated transmission, and a sport-tuned version of Volkswagen’s already capable 4Motion all-wheel-drive.
We test this quickest-ever Golf and fastest VW overall with the autobox, complete with standard paddles, and without giving much away ahead of a forthcoming review, its powertrain provides a more mature and refined delivery than, say, the immediate punch of the aforementioned WRX STI. Likewise its fully independent suspension is made for aging buttocks, pampering with standard adaptive dampers that offer three levels of comfort-oriented firmness.
The R arrived for model year 2016 and therefore the 2017 model carries forward mostly unchanged except for standard blindspot monitoring, and standard Driver Alert, which pays attention to a variety of parameters and then recommends you take a break when you may be getting tired. The 2017 model also includes a Sport HMI display that provides performance details within the base 6.3-inch colour infotainment touchscreen (that also features a rearview camera), while the exterior paint palette has grown to include Limestone Grey Metallic.
You’d think this most potent Golf would be racier looking than the GTI inside, but in fact it’s cabin focuses more on delivering a more mature (there’s that word again) premium experience than luring in those easily swayed by flashy styling and glitzy gizmos. Its high (for a mainstream volume-branded compact hatchback) $40,695 base price might have something to do with its more luxury-oriented approach, the GTI with its more provocative interior and eye-grabbing exterior, replete with front fascia styling strakes, targeting a younger demographic with its more attainable $29,495 starting price.
Therefore, leather upholstered sport seats with light grey contrast stitching come standard with the R, as do piano black lacquered inlays with beautiful blue accent lighting on the doors. Additional sporting elements include a flat-bottomed leather-wrapped sport steering wheel, also with light grey stitching, a leather- and metal-adorned shift knob and leather boot (also contrast stitched), plus metal foot pedals with rubber grips.
The only way to make the Golf R more practical would be to add a wagon variant, but so far VW hasn’t responded to the ultimate wishes of its ardent niche five-door fans. Still, standard 40/20/40-split rear seatbacks maximize utility.
An optional Technology package adds a proximity-sensing 8.0-inch infotainment touchscreen that’s one of the best in the biz thanks to Apple CarPlay, Android Auto, navigation, superb graphics, and quick operation, while dynamic cruise control, lane-keeping assist, and parking sensors are also part of the upgrade.
High demand makes sure the Golf R sells out long before any 2018s arrive, so it’s good news that Volkswagen Canada managed to get their hands on more for the 2017 model year.
Make sure you come back soon to read the entire 2017 Volkswagen Golf R review…