NS Honda Civic Si has a long history in providing Lots of driving fun at an affordable price. The last generation in particular was a sweet blend of great driving dynamics, plenty of equipment and good practicality that made for a great deal. That’s part of the reason why we included it our list of the best sports sedans. Basically, new 2022 Honda Civic Si There’s so much to live for. And in many ways, it’s a superior machine to its predecessor, although some equipment changes and an inflated price tag have dented its value proposition. But if you’re looking for a car that’s practical to drive and doesn’t lead to bankruptcy, Civic Si should still be on your short list.
Visually, the new Si, available only as a sedan this time, is distinguished from conventional sedans by the use of ‘s hatchback front with a larger grille between the headlights. Around the sides are a set of 18-inch split 5-spoke wheels in matte black, and the rear has a small black spoiler and discreet dual exhaust pipes. It’s a surprisingly restrained design, although it can be combined with an accessory front spoiler and side skirts, as well as a different wheel design. The interior is sharper with bright red upholstery in the seat centers and on the door panels, plus a red ring around the air vents and leather and aluminum gear knob. In particular, the seats are equipped with a lot of supportive and supportive materials, and are soft and open enough to be comfortable for a long time for all body types. There’s plenty of leg room front and rear, and it’s easy to get comfortable behind the wheel. Visibility is also excellent.
The Si comes with a lot of standard equipment, as usual, but it loses a few things and the balance is mixed. The big things missing are dual-zone automatic climate control, heated seats and an electronically adjustable suspension. In return, it gets a few extra speakers with a Bose audio system, a larger 2-inch infotainment screen, wireless Apple CarPlay and Android Auto. Also, as is the case throughout Honda’s motobikeThe product line of the old LaneWatch blind spot camera has been replaced with the traditional blind spot warning system, which is a definite improvement. Otherwise, it still comes with at least single-zone automatic climate control, a sunroof, the aforementioned upgraded audio system and adaptive cruise control with lane-focused steering assist. You’ll appreciate the loud sound system that drowns out the hum of the engine, the road, the tires, and the wind when traveling on the highway. The infotainment system is also significantly improved in terms of responsiveness, graphic fidelity and ease of use, as it is now shared with the device found in Fit. It is also appreciated that all climate control systems are usable without having to mess with the infotainment system.
The new Civic Si also features mechanical tweaks, in addition to the generational changes. The turbocharged 1.5-liter four-cylinder now makes 200 horsepower and 192 pound-feet of torque. That does have the effect of reducing peak power a bit, but it does produce torque 300rpm earlier in the rev range, and power doesn’t drop as quickly as past peaks like before. It also welcomes the return of the full-fledged VTEC system with changeable lift cams, albeit only on the exhaust camshaft as other turbo workers. Fuel economy is even improved by first mpg across the board with a combined rating of 31 mpg. The transmission features a lighter monoblock flywheel to make the car revs freer and to help improve throttle response.
You also don’t have to take the words of the engineers for it. This is an even more exciting and fun version of the turbocharged four-cylinder. It still has good low-end torque thanks to the quick turbo deceleration, but now it has a bit more of the free-revving spirit and responsiveness of previous Honda engines. Even better, it doesn’t feel like the power is off much on the upper end, and it comes with an even stronger noise thanks to the VTEC cam profile change. Supporting the sensations is a louder but still quieter exhaust system and a less intrusive artificial noise generator for less fake sound. It only appears in the Sport settings for the engine, which seems to primarily change the throttle and respond accordingly to rpm. If you like your driving experience that way au naturel, the Individual mode lets you combine the Sport’s steering weight and powertrain response without the need for artificial enhancements.
It’s a pity that the red line shows up so early at 6,500 rpm, as it looks like it wants to continue. Shifting to the point where it feels like it falls out of that VTEC range on the forklift as well. And we have to admit that, despite being a fun powertrain, the Civic Si’s 200hp doesn’t match the similarly priced 260hp. Subaru WRX and 241 hp is a bit more expensive VW GTI. Then again, we have no doubts about after-sales there will be ways to increase strength and strength in short time.
Honda still doesn’t offer the Civic Si an automatic transmission option, which obviously limits its appeal. For those willing and able to paddle on their own, the standard six-speed manual transmission has been refined and further paired with a mechanical limited-slip differential. In particular, the gearshift is even better than before, as its pitches are not only 10% shorter, but its action feels significantly more with clearer gearshift doors. At the same time, it thankfully sacrificed none of the smoothness we expected. And helping you shift gears smoother is the analog rev control system from Civic CHEAP. As with most rev control systems, it really makes the most sense in normal driving and commuting, as it allows you to shift gears smoothly with no effort. It can be disabled if you want to do the job yourself, and the pedals are spaced just right for the job, but doing so is an unusually tedious procedure that requires stopping the vehicle and Parking brake.
However, there are two annoyances with the powertrain. The first is the unreasonably light clutch with very little feedback. It’s progressive and forgiving enough that it’s hard to stall, but the pedal feels like it’s just hanging under the dash without connecting to anything. Then there was the hanging. It was clearly a case of motor programming rather than a heavy flywheel, as the earlier model with the heavier flywheel had the same problem. It made awkward gearshifts when racing through gears.
Besides the powerful powertrain, the Civic Si still has a killer chassis. It’s stiffer overall than the previous model, with stiffer springs and anti-roll bars to launch, and a suspension filled with Type R bushings. All of which help the Si cornering extremely flat and safe. whole. Turns in quickly, grip is good, and thanks to a limited-slip differential, you can keep your foot steady through corners. It would be nice to try an auto course, but the narrow canyon roads north of Los Angeles are a worthy alternative. And while it’s a bit disappointing on paper that the Si no longer has many suspension settings thanks to the previous car’s adaptive dampers, we don’t think many people will really miss them. The suspension is solid on the hard side, but it doesn’t beat you on impact. Plus, if you want better suspension on the road, you won’t have to worry about warning lights from the car because you’ve removed the adjustable shocks. We also recommend the Sport setting for the steering as it adds a bit more feedback and weight to the somewhat numb but very responsive driver.
All of these can be yours for $28,315 and the only option is summer tires for a reasonable $200. Of course, there are also many Hondas seller Accessories to enhance the exterior if you want. So there’s still value in the features and the fact that every model is well-equipped, not just an overpriced variant. That being said, the new price point puts it more closely in competition with the very closely priced Subaru WRX, which also adds four-wheel drive at the larger output end. NS VW GTI and GLI are also more powerful than Hondas, and they bring some additional refinement, albeit with prices starting around $30,000 or more. For the same performance and even less money you can get Kia Forte GT or Hyundai Elantra N Series (not to be confused with upcoming Elantra N), although minus the mechanical limited slip differential and the overall accuracy is the same and the smile is provided by civic.
If you can look past the power-to-dollar ratio, the new Civic Si is better than ever right out of the box. With a strong aftermarket, it’s a great base from which to build an even more capable vehicle. Add to that the still solid feature list, if a bit shorter, and you have a performance car that can do it all without breaking. And that’s exactly what a Civic Si should do.
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