Honda Civic Si 2022 Review

For years, the Honda Civic Si has successfully balanced the tension between price and performance, providing a sporty vehicle that pleases motoring enthusiasts without breaking the bank. With the eleventh generation Civic, that formula is maintained. The new 2022 Civic Si costs $33,750 and comes with the same interior as the standard Civic, a 1.5-litre turbocharged four-cylinder engine, 200 horsepower, and 192 lb-ft of torque. It also has front-wheel drive, a standard six-speed manual transmission, a limited-slip differential, and 18-inch wheels.

No, it lacks the kind of output necessary to compete with a BMW M3, but the Si consistently outperforms other cars in terms of driver satisfaction and involvement. In addition, the Civic Si is less expensive than the Hyundai Veloster N and Volkswagen Golf GTI, which both cost over $40,000. Despite its cost-effective strategy, it still feels inferior.

Even without the shifter, admission is still worth it. When you get into this manual-only vehicle, the shifter is the first thing you should touch. Check to make sure it is in neutral before you clutch in and press the starter. I haven't felt such a flawless, accurate, and positively engaging shifter in ages. It's not clumsy like a Mazda MX-5, nor is the travel long like in a Toyota GR86 with a comparable price. Short throws are used, and the movement into the gate is top-heavy and decisive with little wiggle or vagueness. There is absolutely no room for play; it is either in gear or it isn't. It surpasses the manual in the current batch of Porsche 992s in our opinion.

Additionally, there is automatic rev-matching, which is excellent for beginners in the sport, and there are even shift lights that resemble those on race cars that illuminate inwards as the redline approaches. What a cool thing! When I was younger, I would pretend to be driving while I sat in my dad's car and wrestle with the shifter. Even when parked, I continue to use this Si shifter in the same manner to obtain the same satisfying feeling. cannot or will not drive a stick? The Integra is an automatic-equipped Si that Acura sells.

Our preferred method of propulsion is not the diminutive 1.5-liter turbo-four. It isn't as free-revving or as linear as the Toyota GR86's non-turbo engine. Lag limits the torque everywhere else, with the exception of the robust 4,000–5,000 rpm range. Because elsewhere the gearing is tall, the throttle map is flat, and you have to constantly shift to keep the needle hanging in the sweet spot.

As soon as everyone is on board, however, the Si delivers a strong amount of thrust that feels exactly like the 192 lb-ft of torque it claims to have - no less, no more. Although it makes us yearn for the higher-strung VTEC engines of Honda's past, it's sufficient in this application and gives the Type R enough breathing room without creating any performance overlap. It runs out of breath fairly quickly, tapping out before its limiter.

Every time you take a corner too quickly or floor the gas before the front wheels have settled, the Si demonstrates the limitations of a front-wheel-drive platform, no matter how much power or technology you add. Too much throttle when releasing the clutch in first will cause the wheels to light up while also leaving elevens on the ground. It's entertaining, but when you want a strong launch, it can be frustrating as well.

While we were disappointed that Honda eliminated adaptive damping for the Si, the ride is surprisingly well-damped – supple yet taut and agile when picking up speed. The steering is nicely weighted and somewhat elasticized with heavy rotational resistance like old Hondas, but you can feel just how much grip is available under your fingertips.

However, if you're switching from a RWD vehicle to this Si, you will need to modify your driving style. If you initially drive the Si like a BRZ, it might feel slow and unwilling to turn, adding to the understeer. It's important to keep the car's weight distribution in mind, and loading the front tires with the right amount of trail-braking will maximize its mechanical grip. Without it, understeering is unavoidable but significantly safer for novice drivers. However, if you prefer to trim your line with the gas pedal rather than the brakes, the RWD Toyota GR86 or Subaru BRZ will offer a ten-fold increase in the fun factor (and risk) when the going gets rough. With that mindset and technique, you can easily get the most out of the Si. To each his or her own.

The Si's exhaust noise is one of its biggest upgrades. Compared to before, it sounds much gnarlier. There is finally grit and depth to the voice, although we're not sure if most of it is simply piped-in cabin noise. Its timbre is less highly strung in volume but carries a deeper tone than the GR86 and a more baritone tone than the MX-5. Although we are aware that it can be challenging to make a turbo-four sound good, this one actually sings and breathes like a performance vehicle rather than just a muted base model Civic, unlike the outgoing Si.

We adore the subtle appearances as well. The new Si is a gorgeous piece of equipment with a boxier, more mature design than the previous Si. With the Si-specific front bumper, dual exhaust outlets, and integrated black spoiler, in addition to the Blazing Orange paint that highlights its broad shoulders and chiseled lines, we believe it to be a success.

The interior is similar to that of the standard Civic. That's advantageous. We love the honeycomb finish that runs along the dash, conveniently concealing the fan vents, and the material quality is superb for the price point. Fit and finish are also excellent. The switchgear is similarly upscale but covered in convincing plastics, the buttons have a premium-feeling click, and the Si-specific sport seats are supportive and comfortable but a little plusher than we would have liked. Adults over six feet tall won't have any trouble fitting in the back seats either. With its somewhat high dashboard and shoulder lines, it is not as crowded as the Mazda3, and the Civic's outward visibility is excellent thanks to its thin A-pillars and recessed, lower windshield.

The Civic Si keeps up its successful combination of approachable performance and unbeatable value. The turbo-four has finally found a seductive exhaust voice, the shifter alone brings back pleasant memories of the S2000, and it retains all of the functionality and ergonomics derived from the basic Civic. With its FWD platform and modest power outputs, it might not raise the hairs on your back, but the engagement and involvement it offers are unmatched at this price.

Specifications:

  • Model: 2022 Honda Civic Si Sedan
  • Paint Type: Blazing Orange Pearl
  • Base Price: $33,750
  • Price as Tested: $33,750
  • Engine: 1.5-litre turbocharged four-cylinder
  • Horsepower: 200 hp @ 6,000 rpm
  • Torque: 192 lb-ft @ 1,800 rpm
  • Transmission: 6-speed manual
  • Engine & Drive Configuration: Front engine, FWD
  • Observed Fuel Consumption (L/100km): 9.2
  • Tires: Goodyear Eagle F1 Asymmetric 2; 235/40R18

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