2012 Honda Civic Si - First Drive Review
Down 1000 rpm on its predecessor, the Honda Civic Si searches for its mojo.
BY TONY SWAN
April 2011
News & Reviews
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 2-door coupe
BASE PRICE: $22,205
ENGINE TYPE: DOHC 16-valve, inline 4-cylinder, aluminum block and aluminum head, port fuel injection
Displacement: 144 cu in, 2354 cc
Power (SAE net): 201 hp @ 7000 rpm
Torque (SAE net): 170 lb-ft @ 4300 rpm
TRANSMISSION: 6-speed manual
DIMENSIONS:
Wheelbase: 103.2 in Length: 175.5 in
Width: 69.0 in Height: 55.0 in
Curb weight: 2874 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 6.6 sec
Standing ¼-mile: 15.0 sec
FUEL ECONOMY:
EPA city/highway driving: 22/31 mpg
Read our first drive of the 2012 Civic sedan and coupe here
“People have been saying that Honda’s lost its mojo, but that’s not true. We just put it in a closet for a while.” That pronouncement comes from a Honda insider, delivered in a whisper, and on condition of anonymity. After all, with the demise of the S2000 sports car, the Si is the only four-wheeled Honda with any performance cred. But if you’ve been waiting for a significant uptick in Si mojo—enough to put it a little closer to the pace of the Mazdaspeed 3 or VW GTI—we just hope you aren’t holding your breath.
Specifically Speaking
Let’s look at some numbers. The outgoing Si was motivated by a 2.0-liter, naturally aspirated aluminum four with Honda’s clever iVTEC dual-overhead-cam system creating impressive top end power: 197 horses at 7800 rpm. It was typical of a generation of Honda engines that extracted serious output from small displacement: same 86-mm bore and stroke, lots of revs (8000-rpm redline), a little thirsty when pressed hard, and distinctly short on torque, but rewarding to the driver who valued a taste of racing technology in an affordable street car.
The new Si marches to a different beat, the 2.0 replaced by a 2.4-liter iVTEC four with a distinctly long-stroke design—87-mm bore and 99-mm stroke—that doesn’t quite provide the high-rpm rush of its predecessor. Redline (and the power peak) are both listed at 7000 rpm, which is odd, but there’s a smidge more top end—201 hp—and a notably fatter mid range. Displacement is the wellspring of torque, particularly in a naturally aspirated engine, and there’s considerably more of it here than in the old engine: 170 lb-ft at 4400 rpm versus 139 at 6100. You can expect more of this long-stroke approach in the future, as carmakers work to reduce fuel consumption and emissions.
A slick six-speed manual continues to be the only transmission option—we’ve no complaints on that point—and EPA fuel-economy forecasts are unchanged: 22 mpg city/31 highway, with a strict diet of premium fuel still required.
The Package
The sheetmetal surrounding the Si’s new engine will look very familiar to the Civic faithful. There are fresh creases and new tweaks, but Honda chose to carry on with essentially the same slippery shape it introduced in 2005. Same doesn’t mean carbon copy, however. While most body dimensions are pretty much identical, the wheelbase has been shortened by 1.1 inches on the coupe.
Given Honda’s emphasis on smooth ride quality—even in the Si—the shorter wheelbase may seem a little surprising. But the redesign also includes increased chassis rigidity—a 10 percent uptick in static rigidity, 12 percent in dynamic, according to the engineering team—meaning more latitude for suspension tuning. As before, the Si models get higher spring rates, harder suspension bushings, and firmer damping than lesser Civics. Honda also preserved the previous generation’s limited-slip diff and electric power steering.
The Sum of the Parts
Does all of this add up to a better Civic Si? As our drive was confined to very limited seat time on urban streets devoid of challenge—plus one run on a stadium parking lot autocross course—the jury is out. Grip seems adequate—the 17-inch wheel-and-tire package (215/45s) is unchanged—and an increase in front rotor size should produce improved braking, something the previous Si needed. And the intervention threshold of the stability-control system is high; weekend autocross warriors could well run competitive times without turning it off. Honda’s work with ride quality seems to have produced the desired result—if creamy ride quality is a key objective in a car such as this. However, the “motion-adaptive electric power-assisted rack-and-pinion steering” is light, vague, and, at 3.1 turns lock-to-lock, a little slow for a car in this class.
On the power side of the equation, the new Si’s around-town response seems a little more vigorous, delivering more thrust at lower rpm. And, although we miss the high-rpm scream of the 2.0, the 2.4-liter’s exhaust note has an authoritative tenor snarl. The question remains, however, whether the Si’s tiny horsepower increase will put it any closer to its hot-hatch rivals from Mazda and VW in a straight line. And we have yet to experience the hot ST version of the new Ford Focus.
Pricing Strategy
Pricing for the Civic Si coupe starts at $22,955, with the sedan opening at $23,155. The only standalone option is high-performance summer tires (add $200), while nav and satellite radio are baked into a $1500 package. That puts a loaded Civic Si right where pricing for either the Mazdaspeed 3 or the Volkswagen GTI begins.
So the new Si appears to be strategically positioned against the top dogs in this class. The quality of the interior materials has improved, the front buckets provide a little more lateral support—with no sacrifice in comfort—and the red accents and stitchery provide a sporty note without looking juvenile. Based on our very limited exposure, the new Si looks like it should at least be satisfying to just about anyone. On the other hand, if you—like us—had hoped for the sort of mojo that distinguished the last generation, you may be just a bit underwhelmed.
Down 1000 rpm on its predecessor, the Honda Civic Si searches for its mojo.
BY TONY SWAN
April 2011
News & Reviews
- 2012 Honda Civic Sedan and Coupe - First Drive Review
- 2012 Honda Civic / Civic Si / Civic Hybrid -
- 2012 Honda Civic / Civic Hybrid / Civic Si Official Photos and Info - Car
- 2012 Honda Civic / Civic Hybrid Spy Photos - Future Cars
- Honda Civic Si Coupe and Civic Sedan Concepts - Video
- Honda Civic Si Coupe and Civic Sedan Concepts - Auto Shows
- 2012 Honda Civic Previewed by Concept Sketch - Auto Shows
- 2012 Honda Civic Si Spy Photos - Future Cars
- Honda Civic - Archived Road Test
- Top Competitors
- Chevrolet Cobalt SS coupe
- Mazdaspeed 3
- Mitsubishi Lancer Ralliart
- Subaru Impeza WRX 4-door
- Volkswagen GTI 3-door
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 2-door coupe
BASE PRICE: $22,205
ENGINE TYPE: DOHC 16-valve, inline 4-cylinder, aluminum block and aluminum head, port fuel injection
Displacement: 144 cu in, 2354 cc
Power (SAE net): 201 hp @ 7000 rpm
Torque (SAE net): 170 lb-ft @ 4300 rpm
TRANSMISSION: 6-speed manual
DIMENSIONS:
Wheelbase: 103.2 in Length: 175.5 in
Width: 69.0 in Height: 55.0 in
Curb weight: 2874 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 6.6 sec
Standing ¼-mile: 15.0 sec
FUEL ECONOMY:
EPA city/highway driving: 22/31 mpg
Read our first drive of the 2012 Civic sedan and coupe here
“People have been saying that Honda’s lost its mojo, but that’s not true. We just put it in a closet for a while.” That pronouncement comes from a Honda insider, delivered in a whisper, and on condition of anonymity. After all, with the demise of the S2000 sports car, the Si is the only four-wheeled Honda with any performance cred. But if you’ve been waiting for a significant uptick in Si mojo—enough to put it a little closer to the pace of the Mazdaspeed 3 or VW GTI—we just hope you aren’t holding your breath.
Specifically Speaking
Let’s look at some numbers. The outgoing Si was motivated by a 2.0-liter, naturally aspirated aluminum four with Honda’s clever iVTEC dual-overhead-cam system creating impressive top end power: 197 horses at 7800 rpm. It was typical of a generation of Honda engines that extracted serious output from small displacement: same 86-mm bore and stroke, lots of revs (8000-rpm redline), a little thirsty when pressed hard, and distinctly short on torque, but rewarding to the driver who valued a taste of racing technology in an affordable street car.
The new Si marches to a different beat, the 2.0 replaced by a 2.4-liter iVTEC four with a distinctly long-stroke design—87-mm bore and 99-mm stroke—that doesn’t quite provide the high-rpm rush of its predecessor. Redline (and the power peak) are both listed at 7000 rpm, which is odd, but there’s a smidge more top end—201 hp—and a notably fatter mid range. Displacement is the wellspring of torque, particularly in a naturally aspirated engine, and there’s considerably more of it here than in the old engine: 170 lb-ft at 4400 rpm versus 139 at 6100. You can expect more of this long-stroke approach in the future, as carmakers work to reduce fuel consumption and emissions.
A slick six-speed manual continues to be the only transmission option—we’ve no complaints on that point—and EPA fuel-economy forecasts are unchanged: 22 mpg city/31 highway, with a strict diet of premium fuel still required.
The Package
The sheetmetal surrounding the Si’s new engine will look very familiar to the Civic faithful. There are fresh creases and new tweaks, but Honda chose to carry on with essentially the same slippery shape it introduced in 2005. Same doesn’t mean carbon copy, however. While most body dimensions are pretty much identical, the wheelbase has been shortened by 1.1 inches on the coupe.
Given Honda’s emphasis on smooth ride quality—even in the Si—the shorter wheelbase may seem a little surprising. But the redesign also includes increased chassis rigidity—a 10 percent uptick in static rigidity, 12 percent in dynamic, according to the engineering team—meaning more latitude for suspension tuning. As before, the Si models get higher spring rates, harder suspension bushings, and firmer damping than lesser Civics. Honda also preserved the previous generation’s limited-slip diff and electric power steering.
The Sum of the Parts
Does all of this add up to a better Civic Si? As our drive was confined to very limited seat time on urban streets devoid of challenge—plus one run on a stadium parking lot autocross course—the jury is out. Grip seems adequate—the 17-inch wheel-and-tire package (215/45s) is unchanged—and an increase in front rotor size should produce improved braking, something the previous Si needed. And the intervention threshold of the stability-control system is high; weekend autocross warriors could well run competitive times without turning it off. Honda’s work with ride quality seems to have produced the desired result—if creamy ride quality is a key objective in a car such as this. However, the “motion-adaptive electric power-assisted rack-and-pinion steering” is light, vague, and, at 3.1 turns lock-to-lock, a little slow for a car in this class.
On the power side of the equation, the new Si’s around-town response seems a little more vigorous, delivering more thrust at lower rpm. And, although we miss the high-rpm scream of the 2.0, the 2.4-liter’s exhaust note has an authoritative tenor snarl. The question remains, however, whether the Si’s tiny horsepower increase will put it any closer to its hot-hatch rivals from Mazda and VW in a straight line. And we have yet to experience the hot ST version of the new Ford Focus.
Pricing Strategy
Pricing for the Civic Si coupe starts at $22,955, with the sedan opening at $23,155. The only standalone option is high-performance summer tires (add $200), while nav and satellite radio are baked into a $1500 package. That puts a loaded Civic Si right where pricing for either the Mazdaspeed 3 or the Volkswagen GTI begins.
So the new Si appears to be strategically positioned against the top dogs in this class. The quality of the interior materials has improved, the front buckets provide a little more lateral support—with no sacrifice in comfort—and the red accents and stitchery provide a sporty note without looking juvenile. Based on our very limited exposure, the new Si looks like it should at least be satisfying to just about anyone. On the other hand, if you—like us—had hoped for the sort of mojo that distinguished the last generation, you may be just a bit underwhelmed.
