Very often, what starts out as a clever concept turns into a parody: the big tires on the vans have turned into monster trucks, eventually leading to cracks in the tubular chassis covered with fragile bodies that crush cars in football stadiums. . automobiles, they have become a “premium brand” and ended up a random letter on the tail of turbocharged three-ton SUVs. But the Honda Civic Si has remained a singular perception since 1986. There are many fine-tuning tweaks to the 2022 Civic Si sedan, founded on the 11th-generation Civic, the concept remains the same.
As before, this is a tougher Civic, particularly more maneuverable, better provided and with much larger seats. It’s fun, cheap, and only comes with a six-speed manual transmission. No dual clutch, no virtual goony changes in a CVT. It’s a genuine manual that wants a perfectly weighted rod and a third pedal to run the clutch. Want an automatic transmission? There are 4 other versions of the Civic sedan. The only way to get a manual transmission on a 2022 Civic sedan in America is to get the Si (hatchback enthusiasts have the manual in two versions) and because there is no longer a Civic coupe, there is no longer a two-door Si.
Don’t worry about the wonderful strength of the new Yes. The turbocharged 1. 5-liter four-cylinder engine is back and now has a power of two hundred horsepower, 20 horsepower more than the similar engine used in the Touring and EX styles, and 42 more than the naturally-suctioned 2. 0-liter four-cylinder installed in the LX and Sport styles. This is, of course, necessarily a postponement of the last Si, which left production after the 2020 style year. Do this “consult”. The 2020 engine with 205 horsepower.
These five horses were sacrificed at the altar for a wider torque production. The Si 2020 reached its peak of 192 pound-feet of grunt between 2,100 and 5,000 rpm. The 192 pound peak of the 2022 edition between 1800 and 5000 rpm. The force has also increased from three hundred rpm from 5700 in 2020 to 6000 by 2022. The red line is still set at 6500 rpm.
A 30% smoother steering wheel means that the 1. 5 turbo engine has less mass to move during initial acceleration and slightly less mass acting during engine braking. Subjectively, the engine is felt, and this word is problematic, more closed. With a relatively smooth clutch action and an exact gear lever, the engine is a real thrill to beat. But it will also go up to the rev limiter when it is turned off. There’s probably still 500 to 750 rpm of usable torque at the more sensitive end, Honda deserve to release it at some point. This may mean just a few more warranty claims. This is the value of artistic engineering.
Another novelty is a transmission-rate adjustment service. At least in the context of this short exposure around the hills above Malibu, the rev-match works very well. Even a clumsy car feels like Ayrton Senna. Or at least what a clumsy car he thinks it was going to be Senna.
Never, in the history of all products ever manufactured, has a manufacturer claimed that a next generation of this product had less structural integrity than it replaced. Therefore, the new Si benefits from being an eleventh-generation Civic. it is more accurate and at 107. 7 inches, the wheelbase is 1. 4 inches longer. There’s also a larger 9. 0-inch touchscreen on the more responsive dashboard, the overall design is more consistent, and the internal design is more, well, for sure. The front seats, even among the features of the Civic Si, use the same structural design as regular Civic chairs but are more reinforced. In fact, they are much more reinforced. I don’t want to think about swaping those seats for something more exotic.
But of all the changes made to the new Si, it’s the suspension that’s the best improvement: stiffer than before, with giant bars, it’s unbiased for a front drive force and temporarily recovers from potholes on the road or in the middle of the corner. Altitude changes. He is so smart that he requires diving into the corners with more and more force. So strong that on a descent like this, the 12. 3-inch brake discs at the front and 11. 1-inches at the rear will have the challenge of holding These are larger than the brakes fixed on other Civics, but there’s room for more on the Si’s popular 18-inch black wheels. Free idea: Honda loads a giant brake set into the HPD accessories catalog. than black.
There are two driving modes: Sport and Normal. The engine turns out to be better in the game with a sharper throttle reaction and a more attractive exhaust rating. But more exposure is needed before concluding whether the suspension is higher in Normal or Sport. is that no matter what the motive force wants, the mode returns to Normal every time it starts.
Standard tyres are 235/40R18 for the whole season. The only option in the Si is a functional Goodyear summer tire of the same size, in the pre-production we drove.
The fuel consumption figures are correct. EPA ratings are 27 mpg city, 37 mpg highway and 31 mpg combined. Mileage will vary depending on the force with which the Si is hit.
This is the most productive thing about the new Si. Il is on sale at a base value of $28,315, adding an inexcusable destination payment of $1,015. It’s not reasonable for a Civic, but it’s just as reasonable as genuinely featured cars. which supports daily practicality throughout the functions of the amusement park. The closest competitor to itself, the VW Golf GTI starts at $30,935 and frankly, its resale cost isn’t like a Honda.
Throughout the Long History of the Civic Si, the most attractive generation remains the eighth produced between 2006 and 2011. It used the 2. 0-liter four-cylinder K20 that developed 197 horsepower and much less torque, but had an intoxicating 8,000 red line. Rpm. This new Civic Si has virtues beyond that, however, damn it, those diets were so entertaining. Before the global electric overwhelms everything, please Honda, bring them back for one last literal adventure.
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