High-revving hyper sedan
Frantic little beast makes you work hard for your jollies, but it gives maximum zip without breaking the bank
it’s been almost four years since I last drove a Civic Si, but even though the new, ninth-generation version of the car line debuted for the 2012 model year and, based on a less-than-enthusiastic response by the Civic Nation faithful, was tweaked again this year, the 2013 version proved immediately familiar — like slipping on a favourite pair of sneakers.
Whether in sedan or coupe form, the Si remains the hot rod within Honda’s extensive lineup, a zippy, frantic beastie, still motivated by an insanely high-revving four-cylinder engine sending power to the front wheels via a light, superslick six-speed manual transmission. True, since my last turn at the wheel, the size of the engine has been increased to 2.4 litres from 2.0L, with the output bumped up slightly — now 201 horsepower at 7,000 rpm from 197 (impressive for a normally aspirated engine). But it’s the amount of torque the zingy powerplant now produces that somewhat improves the compact fourdoor’s nature. Instead of a thin 139 pound-feet at 6,100 rpm, it has a far more productive 170 lb-ft at just 4,400 rpm. That said, there’s still not an overabundance of urge off the line and the car remains lethargic at launch, needing a bunch more revs to truly come alive. Instrumented testing of the coupe model by the Automobile Journalists Association of Canada — during its annual Car of the year program — recorded a zero-to-100-km/h time of 7.4 seconds, quick but not outstanding for the sport compact segment, with a more impressive 4.8 seconds for the 80-to-120 km/h run.
The thing is, you either groove to the Si’s tune — or you don’t. And, at the risk of displaying my crotchety side, I don’t always like having to work the car so hard to get my jollies. Credit where it’s due, on the right stretch of tarmac at the right time, the Si is a joy to drive, with a high-pitched fury and precision still rare in its price segment. But rare doesn’t mean exclusive, and rivals such as the Mini Cooper S, Scion Fr-S/Subaru BrZ duo or the new Ford Fiesta ST are equally entertaining and not nearly as frenetic, whether blitzing back roads or grinding it out in downtown traffic. Fuel economy for the Civic averaged 9.4 litres per 100 kilometres in mostly suburban driving conditions. And to make the most of the hyper four-cylinder, premium unleaded is recommended.
Neither can it be said that the Civic Si is the flavour of the month in the looks department, even with the re- fresh — new hood and trunk lid, new open-mouth lower bumper, black honeycomb mesh grille, integrated fog lights, clear-lens corner lights, new tail lights, lower diffuser panel and alloy wheels, etc. Sure, the Honda still has a rakish air to it, but it’s a mature design that doesn’t stand out as it once did.
What works in the Si’s favour — at least in sedan form — are those two extra doors (not to mention a separated trunk), making the car more usable as a conveyance for family and/or friends — as long as these passengers are not of longer/wider dimensions.
Hidden beneath the revised sheet metal, the Si, as with all 2013 Civics, has had alterations aimed at improving handling and noise isolation. The electronic power steering has been reworked to reduce friction and provide a quicker ratio, while stiffer wheels, stiffer front springs and a thicker front stabilizer bar with Teflon-lined mounting bushings are designed, Honda says, “for more fluid suspension action and a flatter, more responsive cornering attitude.” The rear suspension also receives a thicker stabilizer bar, increased spring rate, Teflon-lined stabilizer-bar bushings and reworked suspension bushings, which increases roll-motion stiffness. Add the retuned MacPherson strut front and multi-link rear suspension and the Si’s handling is notably sharper. The four-door is easy to toss about in corners, holding its intended line and displaying minimal body roll. ride quality, though far from Accord-like, is not bad for a sport sedan.
When not playing silly bugger and zinging the engine to redline, the measures instituted to reduce noise, vibration and harshness within the cabin work — the interior is pretty quiet but for the engine’s buzzy quality. Said measures include a stiffer front subframe, new thicker windshield and front door glass, and additional soundproofing material in the dash, floor, doors, and rear tray.
One thing the Si has over the Fr-S/BrZ media darlings is a far more integrated and better looking cabin (even with the polarizing two-tied instrument panel), plus the bells and whistles drivers younger than I seemingly desire — Bluetooth HandsFreeLink, Bluetooth Audio, text message function, uSB and iPod interface, etc. I was rather taken by the look of the faux carbon-fibre trim bits, plus features such as the heated front seats, multi-angle rearview camera, colour display and the navigation system, complete with voice recognition and routing and guidance to individual addresses.
Not the newest or fastest under-$30,000 sport sedan on the market, the Si still delivers an entertaining (if sometimes fatiguing) driving experience, especially for the money. At the risk of repeating myself (for I said something like this when I drove the Si coupe), one gets a car with punch that is genuine yet realistic — maximum four-cylinder zip at a time when fuel prices and environmental considerations make larger, more potent engines less attractive.