Exactly one year ago, we had the chance to get behind the wheel of Honda’s then-new 11th generation Civic for the first time. The clean sheet redesign is a Very Big Deal for Honda, because the Civic has always found itself at the top or very nearly so on the list of bestselling cars in Canada for many years running, and we fittingly titled our review as such: “They didn’t screw it up.” On the contrary- they made it even better.
We went on to say that “the fundamentals are solid and remind us that Honda can still tune a chassis to perfection when the chips are down. If the ubiquitous Touring trimmed version we drove feels this good, we can’t wait to see what’s in store when the sportier Si and Type R models make their debut down the road.”
It seemed fitting that we find ourselves enjoying a similarly brilliant September morning strolling through Honda’s carpark with the keys to the 2022 Si in hand. We have been looking forward to some right seat time in this car since it began arriving at dealerships several months ago and decided to wait until warmer weather to flog Honda’s iconic sports compact. It just seems like a more ideal atmosphere to fully enjoy its performance capabilities unhindered by miserable cold and slush choked roads.
When we arrived at our Blazing Orange tester sparkling in the late summer sun, we felt a pang of disappointment. A quick glance at the tire sidewalls confirmed that our Si was shod on all-season tires and not the summer only performance leaning examples you can get on U.S.-bound examples (so far as we can tell Honda Canada does not offer this option, an even greater shame as they are a steal, asking a measly $200) which meant we would miss out on sharper handling and shorter braking distances. This seemed like a missed opportunity to us, but we wager that most Civic Si buyers will fix that in short order. A robust aftermarket beckons for those who wish to apply their personal brand to their car in virtually any way imaginable, ranging from simple vehicle wraps to complete suspension upgrades.
The lack of sporting rubber might have been a slight letdown, but our spirits were buoyed once more when we our eyes landed on the manual shift lever sprouting up from the console. In a nod towards those who relish the act of driving, the Civic Si comes exclusively with a 6-speed manual, and as you’d expect of a Honda, it’s a good one. Buyers looking for a Si coupe or hatchback might be disappointed to learn that the 2022 Si comes only as a sedan. Since we are partial to cars wearing that particular body style and the practicality that it unlocks, we didn’t mind a bit.
After getting comfortable in the excellent sport bucket seats and adjusting mirrors, we snicked the shifter into first gear and smiled in appreciation at the familiar rifle bolt precision of a Honda designed manual gearbox. Easing off the clutch revealed terrific feel and a clearly defined friction point. The week ahead promised many occasions to revel in the precision on display here, and since we are who we are, a chance to change gear just for the heck of it was going to be something we would embrace whenever we could. The Si now features Rev Matching like in the outgoing Type R, but with pedal placement this perfect coupled with the joy the gearbox delivers we shut it off promptly, preferring to do the three-pedal dance of heel and toe on our own.
The rest of the Civic Si’s cockpit will be very recognizable to those who have spent time in the 11th gen previously. The digital gauges remain clean and legible, the infotainment remains obedient and thoughtfully laid out and the very slick honeycomb grille spanning the dashboard all make an appearance, only this time there’s plenty of red accents to remind you that you are driving the sportiest Civic available, at least until the Type R lands in showrooms in a few months. There’s no mention of it in the press materials or marketing, but the outward visibility and sightlines are first rate- especially so after spending a week prior in the pillbox that is a Chevy Camaro’s interior, but we digress.
Those who find their interest piqued by the Si will not be focused on material choices for all touchpoints and build quality, although both are typically sound as you’d expect from The Big H. No, these folks will want to know what the experience is like when you ratchet up the drive mode into Sport and grab the Si by the scruff of its neck and show it some corners- just the kind of environment where this car is meant to be driven.
Track rats will be slightly disappointed to learn that the crucible of a racing circuit is not where the Si shines brightest. This did not come as a shock to us because that’s not what it’s meant for- those with hot lapping aspirations would best suited to wait for the Type R, which is the more proper instrument to reach for when surgically carving apexes. Not everyone will be willing or able to step up to the price premium the Type R will command over its less aggressive stablemate, but viewed through a performance bang for buck lens, the Si does not disappoint.
Honda has seen fit to give the Si a limited slip differential, and that means you can get back on the power when cornering much earlier than expected and let the diff sort things out. It may not offer the laser guided handling of the Type R, but its limits are going to be more than engaging for most drivers.
Under the hood, you will find Honda’s ubiquitous 1.5 litre 4-cylinlder turbo in a slightly more aggressive state of tune than in other cars found throughout the lineup. It lends the Civic Si a pretty good turn of speed yet lacks the character and soundtrack we had hoped for. Since the high revving screamers Honda used to build have been off the menu for years, we have made peace with the current setup, but a more noise- and a little more power to bring it more inline with its rivals- would go a long way here in worming its way into the hearts of enthusiasts.
The other niggle we couldn’t overlook is related to the power train and the dreaded ‘rev hang’ that so many fans have chastised over the years. This can best be described as they way the engine hangs onto revs for too long once the clutch is depressed. Some have postulated that Honda employs this puzzling tactic because of emissions; some have wondered if its simply due to a flywheel that is too heavy for the small engine. Either way, we were saddened to see that despite Honda touting the use of a new, lighter flywheel, ostensibly for sharper response from the electronic throttle- rev hang is still detectable. It seems to be less of an issue when you activate Sport mode (something we did before setting off every time we got behind the wheel) but it still lacks the crispness you get in many of its competitors. We aren’t sure if the stellar fuel mileage we achieved has a direct correlation to this bone we’re picking, but we returned 7.9L/100km over the course of the week spend with the Si which is downright impressive when you consider that we wrung this car out whenever the opportunity presented itself.
On the way back to Honda headquarters to return the Si, it dawned on us that it represents the Goldilocks of the Civic lineup. The Sport Touring is an excellent car, perhaps even the very best in class, but it may be a tad too mild for some. On the other hand, the new Type R (which should be arriving in dealerships in late fall) may be too spicy and pricy for those looking for a daily driver that knows how to party but will spend most of its time sitting in traffic and navigating parking lots. For those who have feet in both camps, the Si is clearly the right choice. Its combination of frisky thrills and everyday comfort and usability is tough to beat- only the Volkswagen GTI comes to mind when thinking about such a car.
These two cars are but a scant few choices left in the compact/fun/affordable corner of the segment that has seen a precipitous drop off in patronage over the years. Sure, there’s the relative newcomers in the Subaru BRZ/Toyota GR86 twins and the riotous Hyundai Elantra N which are sensational cars in their own right. Which lead us to wonder: how long will someone be able to put a car like this in his or her driveways before the manual gearbox disappears for good followed by the inevitable march towards electric drivetrains? A few weeks prior we drove the Lexus IS 500, a car we swooned over because of it being a throwback to a different era in the automotive industry- big V8 shoehorned into a small car that has a voracious appetite for revs and unfettered by turbochargers. While the Civic Si is not meaningfully comparable to that gem of a car, it does speak to the closing of a chapter for enthusiast in the same kind of vein that will never be written again. Better act fast, folks.
2022 Honda Civic Sedan Si- Specifications
- Price as tested: $34,750
- Body Type: 4-door, 5 passenger Sedan
- Powertrain Layout: Front engine/front-wheel drive
- Engine: 1.5-litre turbocharged inline-four, DOHC, 16 valves
- Horsepower: 200 @ 6,000 rpm
- Torque (lb-ft.): 192 @ 1,800 rpm
- Transmission: 6-speed manual
- Curb weight: 1,332 kg (2,937 lb)
- Observed Fuel Consumption: 7.9L/100 km (30 mpg)