Project management certifications have claimed a place in every top IT certification list for years. That’s because project managers are important to IT operations of all kinds. Whether you are interested in becoming an IT project manager or just want to add project management to your list of soft skills, these five leading certifications will help you add to or boost those skills and, in turn, increase your value.

If there’s a single set of soft skills that’s been fixed on the IT radar for the past decade or so, to the point where it’s become almost as sought after and every bit as valuable as top-level credentials, it must be project management. Thanks in large part to the immensely popular and widely pursued Project Management Professional (PMP) certification from the Project Management Institute (PMI), this area has become an incredibly valuable merit badge for IT professionals of all stripes. That’s because it enhances and expands on the value of just about any other kind of technical credential.

Project management has everything to do with planning, scheduling, budgeting for, and then executing and reporting on projects of all shapes and sizes. In fact, anything and everything that IT does can be understood or handled as a project of some kind. It applies to one-of-a-kind activities that happen only once or very seldom (think hardware or OS upgrades or migrating from older to newer platforms or infrastructures). Ditto for a recurring series of activities that repeat regularly (think security patches, software updates or other regular maintenance tasks). Thus, project management is incredibly important and valuable to IT operations across the board.

According to PMI’s Earning Power: Project Management Salary Survey, 10th Edition [pdf], IT professionals who hold a PMP report median base annual salaries in the U.S. of almost $116,000. The top 25 percent of survey respondents report base salaries of at least $139,000. Depending on such factors as complexity and size of projects, location, fields of expertise (e.g., IT, construction or healthcare), and experience, salaries for some PMP credential holders can be much higher still.

Robert Half’s Technology & IT 2019 Salary Guide lists project management as a hot certification, with salaries varying slightly by technology area. It cites a salary range of $93,000 to $157,500 for project managers in application development environments. Project managers engaged in consulting and system integration roles can expect to earn $96,250 to $163,500 nationwide. This explains nicely why PMP appears in nearly every top 10 list of popular, targeted or most desirable certifications since the early 2000s. It’s no surprise that Robert Half also lists the PMP credential, along with Agile and Scrum certifications, as “highly valued technology certifications” trending up in the IT industry.

To provide you an idea of which project management credentials employers look for in prospective candidates, we conducted a quick survey on some popular job boards. Clearly, the PMP is the overall favorite and remains our No. 1 pick for must-have project management certifications. PMI’s entry-level project management credential, the CAPM, also made our top five. The CSM from Scrum Alliance, along with ASQ’s Certified Six Sigma Black Belt and Green Belt credentials, round out those picks. It’s also worth noting that job postings for project managers increased by 20 percent from 2018 across all project management certifications.

Legal Information

The products, services, information and/or materials contained within these web pages may not be available for residents of certain jurisdictions. Please consult the sales restrictions relating to the products or services in question for further information.

Copying, editing, modifying, distributing, sharing, linking or any other use (whether for commercial purposes or otherwise) of this material, other than personal viewing, without UBS's prior written permission is strictly prohibited.

© UBS 1998 - 2023. All rights reserved.

20,000-Mile Update

It did not take our

These last 10,000 or so miles have brought additional enthusiasm for the Bronco even if we are still finding little sticking points. Deputy video editor Carlos Lago notes that "the capability-to-comfort ratio is damn near perfect, and it's satisfying to tool around in even when you're simply running errands." However, Lago also brought up a minor annoyance others have noticed too: The rear cargo door opens toward the passenger side of the car. And the fact that you cannot open the rear glass without fully opening the rear door also can be frustrating when loading/unloading your cargo, because you must have the space to fully open the rear door. We sometimes wish we had the convenience of the rear glass being able to open independent of the rear cargo door, but that doesn't seem possible given the Bronco's design.

Editor-in-chief Tony Quiroga has been spending some time in the Bronco lately and says, "It is super fun to drive the Bronco. The ride is fairly plush, yet the handling is lively. It's a blast to hustle this big thing, and although I feel guilty about how much I redline it, it's taking it in stride."

The Nokian winter tires we installed on the Bronco handled the deep, wet snow with ease and had excellent braking and cornering grip on the slippery stuff. Technical editor Mike Sutton was driving it during one particularly bad blizzard, and the Bronco was one of the only vehicles that was able to keep moving—albeit with multiple stops to help pull or push his neighbors' cars out of the snow. Still, summer may be the Bronco's ideal season. Now that the warm weather is here, we all want to drive it with the roof and doors off.

We decided this was also a good time to add some flair to the long-termer. Since our Bronco came to us without fog lights, we thought that would be a good place to start. We installed Baja Designs' Ford Squadron Sport/S2 Sport Fog Pocket Light Kit, which starts around $950. The installation process was a bit time-consuming because the lights need to be installed into the frame that goes into the fog-light pocket of the Bronco. That meant we had to get our aim as perfect as possible with each light before putting the entire fog-lamp assembly onto the Bronco. Once we got past that step, the rest was fairly simple. It was easy to connect to the fuse, although hiding the wires required a little strategy. We were able to split the fog lamps across two fuses and two switches in the Bronco, allowing us to switch between bright and superbright.

Next, at a cost of about $900, came the Ford XL80 A-Pillar Light Kit, the installation of which went much faster. With just one light on each side of the setup, the main thing was taking the time to get the aim just right. Once you tighten them down, you must have the right tool handy to loosen and readjust them.

On a trip we took up north, Michigan's many seasonal two-track roads afforded a good trial for the new gear. The A-pillar lights made it so easy to see both in front of the trail and to the sides—they create such brightness, you're sure to remember they're on. But once we got back on the main road, we had to remember to switch off those fog lamps too. Thank you to the friendly locals who didn't get angry and honk at us for showing them our new fogs.

Since the last update, the Bronco did hit the dealer for one scheduled-maintenance visit, its 20,000-mile service. It included an oil and oil-filter change and an added tire rotation that we requested, for a total of $91. However, the service tech added a $1.50 oil conditioner when changing the oil, something that's not listed in the normal maintenance schedule. We also had a $120 alignment done, as the steering wheel was slightly off-center when you were going straight, accompanied by a slight pull to the left. But that was certainly the fault of our high jinks and thus categorized under damage and destruction. Our overall fuel economy thus far has gone up one mile per gallon to a whopping 16 mpg, a reminder that this SUV doesn't make its case with sensible fuel economy—it's all about fun!

Months in Fleet: 9 months Current Mileage: 25,986 miles
Average Fuel Economy: 16 mpg
Fuel Tank Size: 20.8 gal Observed Fuel Range: 330 miles
Service: $163 Normal Wear: $0 Repair: $0
Damage and Destruction: $120

10,000-Mile Update

Wow, time sure flies when you're having fun! We've already plowed through just over 10,000 miles on our long-term Bronco, and it hasn't slowed down yet. It's gone on numerous road trips, went off-roading on both dirt and dunes, and even helped to deliver some Meals on Wheels over the Christmas holiday. It's also spent plenty of time around town and on the freeway, and the ease of switching between two- and four-wheel drive is making it effortless to navigate Michigan's ever-changing wintry conditions.

While the Bronco continues to be a staff favorite, we can always find something to make a fuss about. One sticking point continues to be the abundant road noise. Someone asked a staffer who was on the phone using Apple CarPlay if he was in a wind tunnel. The noise serves as a constant reminder that we fell flat by not adding a headliner, which is a no-cost option. Technical editor Mike Sutton proclaimed, "I hope whoever decided we should not get the insulated headliner takes this on a road trip so they can see the folly in that call." Don't worry, Mike, we've started looking into aftermarket-install headliners and will report back to everyone soon.

Another area of discussion has been the manual transmission. Even though we chose it, we aren't quite sure how to feel about it now. Editor-in-chief Tony Quiroga griped that the gearbox feels "plasticky and vague while shifting," but he nonetheless found joy in trying to work it like a sports car. The noisy interior makes it hard to hear the engine, so typically, we'd rely on the tach to help us time our shifts. The Bronco's digital tachometer, however, is small and difficult to read, particularly as it's too similar to the fuel-level indicator. Deputy video editor Carlos Lago opined that "the shifter feels good, but the engine is so isolated from the cabin that shifting isn't as satisfying as it should be." On one hand, the lever's long throws and nonchalant engagement pair well with the Bronco's retro vibes. On the other, that makes shifting kind of a chore, especially in urban areas where constant shifting is necessary. When you're looking to pass or accelerate, the Bronco often requires a downshift to "muster reliable passing power at highway speeds," noted senior editor Eric Stafford.

Once winter arrived, we replaced the Bronco's Goodyear Territory MT L315/70R-17 all-terrain tires with Nokian Hakkapeliitta LT3 (non-studded) LT315/70R-17s. Sutton concluded that the "winter tires actually Boost the road manners and noise levels." After we installed the Nokians in the C/D garage, the Bronco went to the dealer for its first regularly scheduled service, which included an oil change and tire rotation. Per the owner's manual, the tire rotation included the spare tire, but the service techs failed to notice the spare tire didn't match the rest, leaving us with mismatched tires and a Nokian as the spare. They also did not fully tighten the new spare tire, something Stafford had to do while stopping for fuel on a road trip. After he returned the Bronco, we put the Goodyear spare back in its place and all four Nokians on the ground.

Stafford also experienced another issue. More than once, the digital fuel gauge temporarily did not show that the Bronco was full after he refueled it. The first time it happened, the fuel gauge did not move from its half-full position and didn't reset until the following morning. This happened one other time during his road trip, and while the fuel gauge eventually updated, it was concerning given that gas stations in Michigan's Upper Peninsula can be few and far between.

As much as we love our long-term Cadillac CT4-V and CT5-V Blackwings, BMW M3, and Porsche 718 Cayman GTS, the Bronco has proven even more often requested by C/D staffers. Lago declared: "This thing rules! It made driving in the snow fun and adventurous instead of stressful and nerve-racking." Sutton maintains that "the timelessly cool design remains one of the Bronco's greatest strengths." Stafford's overall impression is that the Bronco's ride and handling, roomier interior, and modern features make it a better choice for daily use than the Jeep Wrangler. We still have a lot of miles to cover with the Bronco and intend to use it in all types of terrain. Maybe we can even get testing director Dave VanderWerp to jump this Bronco in sand dunes like he did the First Edition back in July 2021 . . . Dave?

Months in Fleet: 5 months Current Mileage: 13,236 miles
Average Fuel Economy: 15 mpg
Fuel Tank Size: 20.8 gal Observed Fuel Range: 310 miles
Service: $72 Normal Wear: $0 Repair: $0
Damage and Destruction: $0

Introduction

It was with arms wide open that we welcomed a 2022 Ford Bronco Badlands Sasquatch for a 40,000-mile test. To say we were excited for it to arrive is an understatement. After the Bronco beat the Jeep Wrangler in a comparison test, we were sure it would make for a worthy addition to our long-term fleet. Really, the minute Ford decided to bring the Bronco back for 2021 we were filled with nostalgia and knew we would want to get our greasy paws all over that thing. It's just a badass off-roading beast that we can take to the Michigan sand dunes and one that will help us get through our long, cold, snowy winter.

In spec'ing our Bronco, we went with what we thought were some obvious choices. We opted for the four-door model for its extra utility. We also decided to go with the seven-speed manual transmission because, well, we love shifting through those gears ourselves (save the manuals!). With that seven-speed manual comes a lower crawl gear for when you want to do some serious off-roading and need that ultrashort gearing to traverse the terrain. We also went with the Badlands trim, which is one step lower than the Wildtrak near the top of the hierarchy; it adds Bilstein position-sensitive dampers and front anti-roll bar disconnect. That gave our Bronco a base price of $48,185, versus $39,475 for the absolutely cheapest way to get a four-door with a manual transmission (Big Bend trim). If we had stuck with that base Badlands, we would have ended up with an 8.0-inch touchscreen, 33-inch tires, and 17-inch gray-painted aluminum wheels. We decided to add the High Package for an additional $2790, which most notably gave us heated front seats, a 12.0-inch touchscreen, a 360-degree-view camera, and a rear camera mirror. Additionally, we tacked on the Sasquatch package for $4090. The Sasquatch package added 35-inch tires, electronic-locking front and rear differentials, and 17-inch beadlock high-gloss black aluminum wheels. To cap it all off we opted for a hard top in gray ($695), a towing package ($595), a modular front bumper with tow hooks ($575), a cargo-area protector ($120), and all-weather floor mats ($160).

After completing the break-in procedure in the owner's manual, which nonspecifically says to avoid aggressive or high-speed driving, heavy braking, and towing for the first 1000 miles, we laid into it with our initial instrumented testing. The base engine, a 300-hp turbocharged 2.3-liter inline-four, powers our Bronco. It delivered a 60-mph time of 7.4 seconds—the Bronco Raptor did it almost two seconds faster at 5.6. That's also nearly a second slower than another Bronco four-cylinder automatic, which benefits from a brake-torque launch. It certainly wasn't for a lack of effort, however, as launches with our manual-trans Bronco started with a redline clutch dump. Our long-termer pulled 0.70 g on the skidpad and came to a halt from 70 mph in 204 feet. This Bronco weighed in at 5073 pounds, making it one of the lighter four-door examples we've tested (the Raptor, at 5764 pounds, was the heaviest).

So far the biggest downside to our Bronco is both the wind and interior noise when driving on the highway. With our High package and hard-top option, we got the Marine-grade vinyl seats, and with those seats and our Badlands trim level, a sound-deadening headliner is not automatically included. We could have added it at no cost, but we didn't, and now we're wishing we had.

That aside, we look forward to having all sorts of fun with this Bronco over its 40,000 miles with us. Be sure to check back to see where we go and what we do with this awesome off-roading machine.

Months in Fleet: 3 months Current Mileage: 6699 miles
Average Fuel Economy: 16 mpg
Fuel Tank Size: 20.8 gal Observed Fuel Range: 330 miles
Service: $0 Normal Wear: $0 Repair: $0
Damage and Destruction: $0

Road Test Editor

Becca was introduced to Car and Driver magazine at the age of four. She began working for 10Best Cars when she was 16, and then on and off for 10 years. A degree in social work and a brief time in that line of work led Becca back to Car and Driver and eventually on to the fleet side of things, where she produced large-scale automotive launches and events. Becca left the auto industry in 2013 when she went on to become a yoga therapist with a certification from Loyola Marymount University and a then was a Reiki practitioner for six years. A move back from Los Angeles to Michigan brought Becca back to Car and Driver and to her love of cars.

Malta will donate 20,000 rapid antigen test kits to Tunisia, the government said.

In a brief statement on Friday, the government said Tunisia has been adversely affected by the Delta variant of the COVID-19 virus, considered to be the main cause of new cases in the spread of the pandemic in the North African country.

40,000-Mile Wrap

It happened lap after lap at the bottom of Spiral at Virginia International Raceway. The corner sets your stomach back into your belly, having just spanked it left and right through the section's downhill sequence. In that flat left-hander, we stepped on the gas pedal as if to confirm the murder of a cockroach. Our eyes looking to the next braking zone, the steering wheel cranked left, we anticipated an explosion of speed exiting the corner. Instead, our long-term

That's the issue with having 200 horsepower in a package that handles so well. We wondered if we had started to take what is, after all, only a slightly sportier version of a compact economy car a little too seriously. That's easy to do after taking this Honda to Sebring's Ulmann Straight; passing a C7 Z06 at the top of Watkins Glen's climbing esses; and adding stickier tires, Carbotech racing brake pads, and high-temp brake fluid to a sub-$30K sport compact.

While on VIR's 4.1-mile Grand Course, the Si clocked an unofficial Lightning Lap time of 3:11.6—albeit using cheat codes in the form of the aforementioned beefed-up hardware. That's a 3.0-second improvement over the 2017 Civic Si coupe's time, but the upgraded brakes and tires gave the new Si an obvious advantage. Still, it's comparable with the 2022 Subaru WRX's 3:11.6 and the 2022 Volkswagen Golf GTI's 3:11.4, with both of those cars greatly outpowering the Si.

Although the Si's 200-hp turbocharged 1.5-liter inline-four engine gobbled 93 octane at the rate of 7 mpg on track, it managed 31 mpg in normal driving between the thrilling bits—an exact match of its EPA combined rating. The Si was also kind to our wallets in that none of our racetrack road tripping required a tow rig or trailer. A full set of mounted track tires, tools, and snacks fit neatly in the back seats and trunk area. That eases the pain of chewing into a set of Yokohama Advan Neova AD09 ($1160) and Bridgestone Potenza RE-71RS ($1009) extreme performance summer tires, plus our hotel fees and heart-stopping fast-food bill.

Track driving is the pinnacle of driving, and even while blasting across curbing from the driver's seat of a minivan, it's easy to fall in love. But back in the real world, we discovered some annoying pitfalls with our Civic Si.

The dreadful rev hang between shifts dampened our enthusiasm for the Si's awesomely crisp shifter. Rev hang suits the needs of EPA test cycles, helping prevent excessive fuel burn between shifts, but when navigating city traffic and parking lots, our staff unanimously felt that it made driving smoothly much more difficult.

Remember that just a generation ago, when the Civic Si had adaptive dampers that helped balance between smooth and sporty, as well as heated seats for us winter wonderland folks? Now that the Si has a $35,000 sibling in the form of the Acura Integra A-Spec, those days are over. Those goodies are reserved for the Integra. Even the less expensive Civic EX has available heated seats whereas the Si unjustly doesn't.

Every Civic Si has an identical black interior with the same equipment. After 40,000 miles, the cloth upholstery showed some wear and tear around high-traffic areas such as the center armrest and seat bottoms. We considered sending a demo of the armrest out for analysis to determine whether it had faded to white from suntan lotion or because it was a mantle for our collective staff's dead skin cells. We quickly decided we didn't want to know.

Nearly a quarter of the Si's 40,000 miles were spent traveling to and from SCCA autocrosses and NASA events at North America's grandest racetracks, where we spent 1109 miles pinning the Civic's throttle. Despite that, life with the Si was trouble-free. It required no additional engine oil or coolant, and the only time we triggered a light was during continued harsh testing and track braking. Honda says the yellow "Brake Warning" light is cautionary and not an emergency, and it eventually disappeared on a cool-down lap. The extreme temperatures brought on by tracking the car multiple times did cause some superficial melting of the front caliper dust boots but wasn't cause for replacement. Just as we experienced in the 2019 Honda Civic Type R we drove, tracked, and profusely tested for 40,000 miles, the Si's second-gear synchro started to grind like it was at the Catalina Wine Mixer.

We tested the Civic Si at both ends of its stay. After 40,000 miles, the Civic Si showed a decline in performance. Its 6.6-second launch to 60 mph diminished to a 7.1-second run. The Si also was nearly a full second slower to 100 mph, which took 17 seconds to complete during its final test before we waved goodbye. Its end-of-test panic stops were also a wee bit longer, and lateral grip declined a smidge. But both the brake pads and original Goodyear tires got temporarily removed and replaced for track work more times than we can count, so it's hard to point fingers at anyone but ourselves.

As enthusiasts, we enjoyed making the most out of our time with the Honda Civic Si. It's a reasonably sized passenger car with a gas engine, a manual transmission, and handling chops. But we don't love that it's down on power against its competitors, has lost features in its new generation, and hangs on to revs like some people hang on to Beanie Babies. It falls short of greatness in places, yet we'd be happy to put it on a track one more time.

Rants and Raves

Sorry Civic Si, the VW GTI is sportier and comfier. —Becca Hackett, road test editor

This is what a Miata would be if it had ever evolved into a four-door sedan. —Rich Ceppos, director, Buyer's Guide

One of the few long-term cars in our fleet where I don't feel like I'm driving someone else's car. —Joey Capparella, senior editor

200 horsepower just doesn't cut it in 2023 —Mike Sutton, technical editor

I appreciate the rev-match feature while downshifting. And my dog approves! —Andrew Berry, online production assistant

One of the best manual shifters in our long-term fleet, behind only the 718 Cayman GTS's. —Carlos Lagos, deputy editor, video

Great shifter, but I'd enjoy this car so much more if it had a more linear clutch with an real feel to it. Sans rev hang. —MS

When will Honda build a second-gear synchro that can withstand excessive abuse? —Dave Beard, senior testing editor

Months in Fleet: 17 months Current Mileage: 41,015 miles
Average Fuel Economy: 31 mpg
Fuel Tank Size: 12.4 gal Observed Fuel Range: 380 miles
Service: $383 Normal Wear: $0 Repair: $0
Damage and Destruction: $759

30,000-Mile Update

During our 11-month stewardship with the long-term 2022 Honda Civic Si, we've spent the last 30,000 miles professionally goofing off. Short of adding Hello Kitty grab-handle charms or doubling the ground clearance with large chrome wheels, we've stayed true to Civic ownership. That is, we've expended money on fun stuff—aftermarket parts to enhance our track days—rather than out-of-pocket maintenance. In fact, we've not added an additional drop of oil outside the suggested service intervals.

While the Honda's reliability doesn't come as a huge surprise, as this 11th-generation Civic shares so much with the well-established previous car, our staff hasn't been shy about pointing out the new car's paucity of creature comforts. For instance, heated seats are standard on the less expensive Civic EX but aren't even an option on the Si. "A Michigan December and no heated seats is a recipe for a cold ass," noted associate news editor and future bare-all cookbook author Jack Fitzgerald. In fact, the Civic Si's logbook mentions heated seats more times than the marketing literature for the Acura Integra. Which is a lot like the Civic Si but gets the toasty seats and adaptive dampers our staff keeps spilling ink over.

Despite its cold cushions, our Civic Si continues to warm hearts. On the heels of our road trip to Florida's Sebring International Raceway that we chronicled in the last update, we packed tools, race wheels and tires, and a fresh pair of Carbotech XP12 front brake pads for another instructional weekend, with the National Auto Sport Association's Northeastern Region playing host at Watkins Glen International in New York.

Whereas Sebring's elevation changes can be measured in mere inches, Watkins Glen's stretch into feet. Getting a corner wrong stings worse when you're forced to live with your mistakes during the slow climb into the next one. The Si's 200-hp turbocharged 1.5-liter four-cylinder, which redlines at relatively relaxed 6600 rpm, is hushed even when it's working hard. But the Civic's Blazing Orange Pearl paint is loud enough to compensate, garnering notice from a student in a Z06 who obliged with a point-by. Some tears are happy ones.

Watkins Glen welcomes a variety of motorsports and sanctioning bodies, including NASCAR, IMSA, a vintage grand prix, and the occasional ChampCar race. During our fall weekend with NASA, we experienced the Glen's 3.4-mile Grand Prix Circuit. This includes the Boot section that IMSA uses, adding four additional turns to the shorter 2.4-mile NASCAR circuit. The Glen was also home to Formula 1 for 20 years starting in 1961, so it's a fun place to fantasize about former glory while sharpening fundamentals.

Our instructor, Matt Bookler, has raced at Watkins Glen longer than F1 did. He spent his 20s racing CRXs and Civics in NASA track events and claims three class records at the Glen, plus a championship trophy. He's learned how to extract the quickest laps from front-wheel-drive track weaponry and has instructed a flock of drivers from NASA's Honda Challenge group, including one who went on to a national championship. In other words: the guy you want slinging advice from the right seat of your Si.

Attacking the Glen's 11 turns in a 200-hp car keeps you from ever getting lonely. Experienced drivers in Corvettes and Supras torched us on the high-speed front and back stretches, but we weren't so easy to catch in technical areas that required careful throttle application. Tight corners like the Chute and Turn 10 made for quite a few entertaining David-versus-Goliath moments. Bookler had us trying a few different lines, carefully moving us deeper into braking zones, testing the limits of the Si's upgraded brakes. The set of Yokohama Advan Neova AD09 tires we used at Sebring had plenty of life left for the Glen. We managed 108 mph at the top of the esses and cruised to 122 mph before braking for the Inner Loop.

When Bookler wasn't in our Civic, we were in his. His 1993 Civic—powered by a trusty 2.4-liter (K24) inline-four that he shifts at 8000 rpm—is a full-metal, er, hamster. Hitting VTEC in this thing is like holding a stethoscope to a horny cicada. His car, like ours, lacked heated seats—unlike ours, it was missing some window glass and real interior door handles. Getting into the passenger seat of a race car isn't easy. But the yoga is worth it, because watching the champ at work provides valuable insight that we might later apply to our decidedly more modest Civic track ambitions.

On the track, the Si burned through its 93 octane to the tune of 8 mpg at the Glen, in stark contrast to the 32 mpg achieved on the seven-hour drive home to Car and Driver headquarters.

Soon thereafter, the onset of winter temperatures and threats of snow brought about a tire change. We swapped the Advans for Bridgestone Blizzak WS90 winter tires from Tire Rack. Though the majority of Michigan's winter has been a snowless, dreary muck, the Blizzaks have helped keep the Si out of the ditch while we freeze our buns off and daydream about its next track day.

Months in Fleet: 11 months Current Mileage: 30,303 miles
Average Fuel Economy: 31 mpg
Fuel Tank Size: 12.4 gal Observed Fuel Range: 380 miles
Service: $218 Normal Wear: $0 Repair: $0
Damage and Destruction: $759

20,000-Mile Update

Biting at the ankles of a Porsche 911 GT3 through Sebring International Raceway's Gendebien Bend with enough momentum to nearly overtake it made me feel like IMSA's Mario Farnbacher. Unfortunately, I'm no Farnbacher. And instead of his NSX race car, I'm swinging through the gears in Car and Driver's long-term 200-hp Honda Civic Si. To say the nearly 3000-mile round trip from our Michigan office for an instructional weekend with the Florida region of the National Auto Sport Association was worth those few seconds is to state the obvious: Hell yeah they were.

We drove for nearly 20 hours to the Sunshine State, the rear seats stuffed with a fresh set of 18-inch OZ Racing Ultraleggera wheels wrapped in Yokohama's new Advan Neova AD09 track tires. The rest of the tools and luggage fit cleanly in the trunk—no need for a trailer. And with a full track-weekend payload, the Civic Si averaged 31 mpg.

Getting the Finger in Traffic

A far cry from Honda's TCA race car, our long-term Civic Si donned easy-to-install upgrades that come highly recommended for track use. We fit fresh OE rotors, Carbotech XP12 brake pads (which we built ourselves at Carbotech, as detailed in our last update), Castrol React SRF Racing DOT 4 brake fluid, and the lighter OZ 18-inch wheels that we sourced from Tire Rack.

For this exercise, NASA's Florida region kindly hosted us to experience the High Performance Driver Education (HPDE) program offered at tracks across the U.S. There are four levels of HPDE, and as someone who's done more Gran Turismo than Green Hell, I started in HPDE1 with the rest of the noobs. These educational weekends deliver over three-and-a-half hours of track driving, with brief in-class instruction.

Passing is restricted to straightaways, and it's up to the slower car to decide where and when the faster drivers will overtake. This is called a point-by. It's an additional safety net to keep cars from trading paint. When new drivers try to articulate simple communication, hilarity often ensues as they point cars toward the grass or an impassable wall. On one occasion, the driver ahead of us pointed directly up into the air. Lacking the 55 inches of ground clearance needed to make a clean pass over that car, we waited for the next straight.

Our plea for more horsepower during our first drive in the Si escalated to flat-out begging during Sebring's speedy sections, including the front straight, Flying Fortress Straight, and especially on the Ulmann Straight. While the Si doesn't have the angry ring of high-revving VTEC Civics of the past, its humble exhaust note is just barely loud enough to notify you when you're reaching the 6600-rpm redline.

There's no wrestling with torque steer when exiting corners at full blast, and the car's helical limited-slip differential in combination with Yokohama's track rubber delivered exceptional grip. We discovered that nothing scrapes or explodes when you bounce through the curbing in Turns 4 and 5; the sporty suspension settles nicely without upsetting the car.

View Photos

Jerry Speaks, We Listen

Our instructor, Jerry Mathis, spoke into the microphone with the rapidness of a NASCAR spotter. "Turn in here. Ya left about six feet between you and the apex on that one. Don't worry about this clown; we don't know what he's gonna do here. Remember, just drive your line." Jerry flew MH-47G Chinook helicopters for the U.S. Army's 160th Special Operations Aviation Regiment, and he previously was an instructor pilot in the AH-6 Little Bird gunship and flew UH-60 Black Hawk helicopters in the Gulf War. He's the perfect instructor for us, taking things as serious as we'd hope and offering extra instruction via cocktail napkin and YouTube videos in the hotel bar the night before.

"The Beast," as his 2019 Dodge Challenger Redeye is known around the paddock, feels like a HIIT (high-intensity interval training) neck exercise from the passenger's seat. While Mathis's Hellcat approached 150 mph on the Ulmann Straight, our Civic did 111 mph—provided we got the exit of the preceding Le Mans corner mostly right.

Our group included more than 25 cars, including Corvettes, Mustangs, Bimmers, and a batch of recently purchased Toyota Supras and GR86s cashing in on the included NASA membership and complimentary track day. With Mathis's help, toward the end the day, instead of only giving point-bys, we caught up to some BMW 330is and C8 Corvettes in higher HPDE classes, forcing them to point us by.

Out of Quarters

NASA maintains that HPDE is strictly for educational purposes, but it takes a lot to subdue the instinct to drive competitively on the track. At some point during a Sunday-morning session, I was fine-tuning clean and smooth arcs around Collier Curve. Less than 24 hours earlier, I couldn't have told you where the bathrooms were.

After a gnarly thunderstorm came and went, Mathis and I were the only two who stuck around for the final session. It was a wet one. The apexes we had so intensely practiced clipping earlier had flooded into inland lakes. Our Blazing Orange Pearl Civic Si splashed its way to the end of an exciting weekend. As we crossed the final checkered flag, Mathis's voice came through the headset as smoothly as a prerecorded ATC message: "Out of quarters."

What's the Damage?

After the first few hot laps in each session, the car would show a brake-system warning light until we cycled the ignition before the next outing. The owner's manual says this is designed to warn drivers of a brake-system malfunction. We're not sure why the message kept popping up; with our upgraded brakes and higher-temp fluid, the brake pedal remained firm on the track and all the way back home.

We were quick to reinstall the original brake rotors and pads once we returned to our HQ in Michigan. Despite serious track time between two large swaths of highway driving, the Civic Si required no additional oil or coolant. We did notice that the dust boots around the front calipers appeared to have undergone some light blowtorching, but not enough to warrant replacement.

To date, the only significant damage to the Civic Si occurred off-track. The windshield, slapped by a stone, cracked and had to be replaced. The universally popular excuse more commonly known as "supply issues" had us looking through the rather distracting glass crosshairs for more than two weeks before an aftermarket windshield finally arrived at the local body shop. Replacement and calibration cost $759. That was followed by a routine oil change at 22,934 miles, costing $149.

The Civic Si has progressed through two SCCA autocross events plus its most latest track day at Sebring, and we plan to continue to track it through the rest of the year. After all, we still have plenty of brake pad left to burn through.

Months in Fleet: 8 months Current Mileage: 24,176 miles
Average Fuel Economy: 31 mpg
Fuel Tank Size: 12.4 gal Observed Fuel Range: 380 miles
Service: $218 Normal Wear: $0 Repair: $0 Damage and Destruction: $759

10,000-Mile Update

The new-car smell has been replaced with fast-food aromatherapy from over 13,000 miles of road trips and commutes, but the staff continues to admire our long-term Honda Civic Si enough to want more from it. While it continues to gobble up miles without any major misadventure, lurgy, or katzenjammer (put down the thesaurus before someone gets knackered), there are a few areas we feel the 11th-gen Civic could use some extra ketchup.

We've been scouring the web for aftermarket hardware that will take the Civic Si to the next level. During our new braking test from 100 mph its brakes went full quasar. High temperatures triggered a brake-system warning light, and we experienced significant brake fade. Although not a likely scenario in normal driving conditions—unless you normally drive 100 mph—it was an obvious area for improvement before attending upcoming track days.

Until recently, no one provided upgraded brake pads for the brand-new 2022 Si. Although it shares the same calipers and pads as the current Accord, track-grade hardware in the family-sedan segment is about as common as baby formula right now at a Piggly Wiggly. So, we're addressing the situation the way most Honda Civic owners fix things, DIY-style.

Brake Last, Finish First

We called Mike Puskar, owner of Carbotech Performance Brakes, for help. He assured us his track pads would upgrade the Si's brake performance from stepping in something stinky to stepping on something strong. Mike invited us to Carbotech's production facility in Concord, North Carolina, to build our own set.

Since 1996, Carbotech has helped race cars brake later with its high-temp ceramic Kevlar friction material. Most pads sold today are either semi-metallic or ceramic compounds, and they aren't built for track use. Carbotech's pads range in capability from 800 degrees Fahrenheit in the everyday street compound all the way to race pads good for up to 2000 degrees. Each pad is hand-built by one of Carbotech's seasoned brake-ologists.

Pads weren't yet available for our Civic Si, but Carbotech said it could create them, using the OE hardware to craft the backplate templates. (We wish all future 11th-gen Civic Si owners a very pleasant track day.)

How to Build Brake Pads

I holstered the keyboard for a day to build our set of Carbotech pads with an air chisel. The first step of the brake pad process is removing the original pad material from the backplate. It blasts away easily, even if you're holding the air chisel wrong. Once most of the material is off, a belt sander clears the remaining debris from the plate.

Working inside the Carbotech factory harkens back to my own high school automotive shop class. It's a warehouse teeming with enormous World War II-era lathes and drill presses. Massive tubes of air ducting hang from the ceiling like chandeliers. Amid the dust and pad powder, every tool has its place, and goofing around is a good way to lose a finger. The machinery here isn't robotic, with the nearest thing to automation being a sandblast cabinet with a conveyor belt and a baking oven you don't have to light with a match.

The raw chunks of pad material are called pucks, and they're shaped to match the backplate using an enormous carbide drum. Once the puck is ready, two holes are drilled into the backplate and then used as a pilot to guide the drill into the brake-pad material. While a single drill bit can cut through the street-compound material numerous times, the stronger pads' higher levels of heat resistance diminish the lifecycle of the tools. In building our set of XP12 pads, which can handle temperatures of up to 1850 degrees Fahrenheit, the high-strength steel bit was thrown to the scrap pile after drilling just two holes.

A chamfer is added to one side of the puck and then affixed to the backplate with high-temperature adhesive. The steel and brass rivets that hold this assembly together are pressed using a foot press. The nearly finished pad is then moved to an oven to cook, which is the most time-consuming process. It's also why the craftsmen at Carbotech start their work at 2 a.m., well before the oven's heat can double down on the fiery Carolina sunlight shining in.

After hours of oven-curing, the pads are cooled and then painted in different colors that correlate with their level of seriousness. While Carbotech maintains an inventory of more than 40,000 brake pads, the process from which each is built is spectacularly bespoke. We'll be putting our handmade Carbotech XP12s to good use at various track days later this summer and fall. Expect a full report on that at the 20,000-mile update.

Scheduled Pit Stop

The Si's Maintenance Minder light, which is first triggered when the ECU determines remaining oil life to be 15 percent, came on at roughly 12,000 miles. We then took the Civic to the dealer for scheduled maintenance, which included an oil and oil-filter change, tire rotation, and equipment inspection for $69. The equipment inspection indicated our optional Goodyear Eagle F1 Asymmetric 2 high-performance summer tires are mostly surviving. The front tire tread was measured at 5/32 inch while the rears remain at a healthier 8/32 inch. When new, these tires have a tread of 10/32 inch, according to Tire Rack.

We plan to install stickier track-only tires along with our Carbotech brake pads, fresh OE rotors, and upgraded high-temp fluid for upcoming track events in August and October. The best is yet to come for this fun and affordable sports sedan.

Months in Fleet: 4 months Current Mileage: 13,301 miles
Average Fuel Economy: 31 mpg
Fuel Tank Size: 12.4 gal Observed Fuel Range: 380 miles
Service: $69 Normal Wear: $0 Repair: $0

Introduction

When our Honda Civic Si arrived at Car and Driver HQ to begin its 40,000-mile stay, we were pretty damn excited. For the next 52 weekends or more, we plan to squeeze as much entertainment out of this affordable sports sedan as possible. So far, that's meant driving to Florida for an IMSA Endurance Cup race at Sebring and brushing against cones at an SCCA autocross event. It's a kickoff to what we're planning to be an exciting long-term test.

The options list for the Civic Si is as short as its throw from first to second gear. The Blazing Orange Pearl ($395) color is exclusive to the Si and is the same shade as our favorite Buffalo Wild Wings sauce (Spicy Garlic). We also opted for the High-Performance Tire package ($200), which wraps the 18-by-8.0-inch wheels with stickier Goodyear Eagle F1 Asymmetric 2 rubber. Our preference for the black standard wheels over the optional blade-style wheels saved us $1708 on an item we plan on replacing with an aftermarket set later. The Car and Driver mailbox is open to your best (or comically bad) suggestions.

For a year, Honda put our favorite sport compact on ice and snuffed out the coupe entirely. Thankfully, the Si is back as a longer, lower, wider, and more serious-appearing sedan. Visually, the Civic Si has gone from Gundam Wing to grownup, inching closer to the maturity and size of the Accord. The interior is an especially welcome improvement, with a bigger 9.0-inch touchscreen, climate control knobs with digital readouts, and a comfy thick grip area. Every Si gets the same red-and-black cloth interior, but its equipment largely matches that of the less powerful Civic Touring, sans the leather. The new Si's improvements have resulted in a $2120 price increase, and for that much, we wish it retained the old car's heated seats.

Unfortunately, the new Civic Si hasn't evolved into a more powerful unit. Horsepower from its turbocharged 1.5-liter inline-four has dropped from 205 to 200 horsepower, but its 192 pound-feet of torque arrives 300 rpm sooner. Our long-term car's initial test numbers show that despite losing five horsepower, it matched the 6.6-second run to 60 mph of the previous-generation Civic Si sedan and even mirrored its 14.9-second quarter-mile at 95 mph. However, in our passing-time metrics, which are done in top gear, the new Si shows off that lower torque peak with a 2.2-second-quicker time from 30 to 50 mph and a 0.1-second-quicker run from 50 to 70 mph. All in all, most won't notice a difference by the seat of their pants, but the car's excellent handling and superb steering make us wish the Si had a few extra ponies.

In our initial testing, we experienced some significant brake fade during the 100-mph stop, which triggered a brake-system warning light. The 100-mph stop took 316 feet, and although that's a reasonable performance and similar to the result on the 2020 Civic Si sedan we tested on identical tires, we didn't encounter as much fade or a brake-system warning light on the previous-gen car.

Our most exciting trip so far was a weekend drive to Slalom City for an SCCA autocross event held on a Cummins test track in Columbus, Indiana. Over six runs, the Civic Si proved to be a fantastic autocross machine, and its helical limited-slip differential made slicing between cones a grippy endeavor. The Civic Si also proved pleasant on the eight-hour round trip, and the trunk easily held our tools, air compressor, luggage, cooler, floor jack, jack stands, and helmet. It's a good sign when the most challenging part of the race weekend is neatly taping the letters and numbers on the front doors. We look forward to giving it a more challenging weekend at an real track day soon, as we did with our long-term 2019 Honda Civic Type R.

With less than 6000 miles on the odometer, the logbook has already started to fill with comments on what's shaping up to be a love/hate relationship with the sporty suspension. The Si's stiffer suspension, chassis, and performance tires can sometimes make for a bouncy romp over Michigan's abundance of expansion joints and uneven (and sometimes missing) pavement. "Not the most relaxing commuter," commented one editor. Senior features editor Greg Fink noted, "Stiff suspension + morning coffee = stained shirt."

The adaptive dampers that were standard on the previous Si aren't offered on this car. That equipment is instead reserved for the new Integra A-Spec, which is essentially an Acura-badged Civic Si with leather seats. Here, there's no comfort mode for our aging backs and growing bums.

The three drive modes—Normal, Sport, and Individual—don't really transform the Si. Sport mode adjusts the steering weight and throttle response while deactivating the stop-start function. It's a shame this mode doesn't add more character to the Si's mostly quiet dual mufflers. Individual mode allows the combination of Sport steering with Normal throttle response. The stop-start function can also be switched off at any time with a button that's separate from the drive modes. Honda has given the Civic Si a rev-matching system, previously only available on the Civic Type R, as well. This can be a little annoying to enable or disable, as it's done within the infotainment touchscreen under vehicle options, which can only be accessed if the parking brake is on.

The Civic Si has many increasingly rare qualities: It's a sedan that's sold with a six-speed manual transmission exclusively, and its little rumble is fueled by forbidden apple juice. That it remains available is cause for celebration. We're thankful it's back, marking the beginning of an 11th generation since the first Civic debuted in the 1970s. So, before the Civic Si becomes another fun car replaced by a crossover, we've got 40,000 miles to reach and more cones to kill.

Months in Fleet: 2 months Current Mileage: 5977 miles
Average Fuel Economy: 29 mpg
Fuel Tank Size: 12.4 gal Observed Fuel Range: 350 miles
Service: $0 Normal Wear: $0 Repair: $0
Damage and Destruction: $0

Associate Editor

Yes, he's still working on the 1986 Nissan 300ZX Turbo project car he started in high school, and no, it’s not for sale yet. Austin Irwin was born and raised in Michigan, and, despite getting shelled by hockey pucks during a not-so-successful goaltending career through high school and college, still has all of his teeth. He loves cars from the 1980s and Bleu, his Great Pyrenees, and is an active member of the Buffalo Wild Wings community. When Austin isn’t working on his own cars, he’s likely on the side of the highway helping someone else fix theirs.

Electrify Expo New York

• Electrify Expo’s stop in Long Island, NY was the first public debut in the US for the all-new Volvo EX30 SUV
  

• The Ford Thrill Zone was back with professional driver Collete Davis turning up the heat in the Mustang Mach-E® 1400

• Nearly 20,000 demos of BMW, Tesla, VW, Lexus, Toyota, Kia, Ryvid, Bosch e-bikes and more took place over the two day festival

• Photos of the event can be downloaded HERE

NEW YORK, Aug. 17, 2023 (GLOBE NEWSWIRE) -- Electrify Expo, North America’s largest electric vehicle (EV) festival, continued its East Coast tour moving to Long Island’s Nassau Coliseum where the world’s leading EV brands showcased their latest and greatest electric technology. From leading OEMs to innovators in electric mobility, nearly 20,000 test rides of the most exciting vehicles, e-bikes, e-scooters, e-skateboards and more took place over the weekend.

The Volvo EX30 was a big draw, as it was the first time the US public was able to see the vehicle up close and personal. In addition, the much-anticipated Kia EV9 with third row seating for up to seven passengers was on display. Ford was also back with the Thrill Zone with professional driver Collete Davis demonstrating the Mustang Mach-E® 1400, with a one-of-a-kind 1400 horsepower prototype.

“New York is not only incentivizing people to switch to EVs, but also investing in the charging infrastructure to ensure the transition is a smooth one,” said BJ Birtwell, CEO and founder of Electrify Expo. “There has never been a better time for New Yorkers to get in an EV and experience firsthand what the technology can do - and that’s exactly what thousands of people had the opportunity to do last weekend in a no pressure, fun atmosphere. We’re headed back to the West Coast next month to Seattle - they’re outpacing most of the nation in EV adoption and we are excited to bring the best EVs right to their backyard!”

Electrify Expo’s next stop will be September 9-10 in Seattle at Marymoor Park. Tickets for the event are on sale now at www.electrifyexpo.com/attend.

Story continues

Media interested in attending may request credentials by emailing ee@skyya.com.

About Electrify Expo
Electrify Expo is North America's largest outdoor electric vehicle (EV) festival showcasing the latest technology and products in electrification including startup and legacy EVs, electric motorcycles, bikes, scooters, skateboards, boats, surfboards and more. The festival addresses one of the most challenging barriers to mass adoption of electric vehicles - first hand experience with the product - with meaningful demonstrations and test rides. Top brands from around the world exhibit and attend Electrify Expo’s events to meet consumers at all stages on their path to electrification. 2023 events will take place in Long Beach and San Francisco, Calif., Washington DC, New York, Seattle, Miami, and Austin, Texas. To stay up to date on the latest news and announcements from Electrify Expo, visit www.electrifyexpo.com and follow on Twitter, Facebook and Instagram.

Media Contact
Skyya PR
ee@skyya.com

A TOP jockey who missed out on a potential £20,000 bonus was needlessly banned after bosses admitted he had not committed any offence.

Sean Levey was leading last year's Racing League jockey standings when he was stood down at Sandown prior to the final meeting.

1

Saffie Osborne ended up pinching top spot and the bumper £20,000 bonus after a 'miracle' 6500-1 treble on the final night at Newcastle.

Frustrated Group 1-winning rider Levey could only watch from the sidelines as he protested his innocence.

A urine test was taken within 24 hours of his 'non-negative' saliva test - for which he was banned eight days.

However, the BHA said on Monday that they now 'completely accepted' Levey had not taken any banned substance.

A statement read: "The pilot was paused following a negative laboratory follow-up analysis requested after a point of care racecourse non-negative demo given by Sean Levey at Sandown on September 14, 2022.

"Following that negative laboratory follow-up analysis, the BHA has carried out extensive analysis to ascertain the circumstances behind the original non-negative, remaining in close communication with Mr Levey throughout.

"The BHA is grateful for his co-operation during this time.

"The BHA completely accepts that Mr Levey did not take amphetamine or any other prohibited substance and has not committed any offence under the rules of racing, with the cause of the non-negative appearing to have been a supplement that those administering the test were not aware of at the time.

"A further update regarding the resumption of the oral fluid testing pilot will follow in due course."

Levey, who has won more than £700,000 from his rides in Britain so far this season, said after the whole debacle: "I'm glad it's over."

FREE BETS GET OVER £2,000 IN SIGN UP OFFERS HERE

Commercial content notice: Taking one of the bookmaker offers featured in this article may result in a payment to The Sun. 18+. T&Cs apply. Begambleaware.org

Remember to gamble responsibly

A responsible gambler is someone who:

• Establishes time and monetary limits before playing
• Only gambles with money they can afford to lose
• Never chases their losses
• Doesn’t gamble if they’re upset, angry or depressed
• Gamcare – www.gamcare.org.uk
• Gamble Aware – www.begambleaware.org