Civic si honda 2017

2017 Civic Si Specs – Honda’s New Direction

Before I go any further with this, here’s what you’re looking for: the power output is officially 205hp, 192 lb.-ft. of torque. If you haven’t already thrown your phone or smashed your keyboard in frustration at the fact that horsepower output for the eighth iteration of Honda’s Si line is on par with the previous generation’s K24, you’re not alone. Social media has been buzzing ever since the Si was first announced and demands asking for at least 250 hp, along with the requisite “it better be AWD or else” statements could be seen far and wide. With an MSRP estimated in the mid-20s, the Si will land, as expected, in between the standard and sport model and the long lusted after Type R.

When the Si prototype first surfaced, I wrote many people would be angry about a smaller engine, but also that its efficient nature might change some minds, if given a chance. I was roasted for those comments. I mean really roasted, a number of times, and I accept that, but also stand by my comments. My point was that we didn’t have enough experience with the new Si engine (using the new math, carry the 6, divide by … the answer is zero; all of us have had zero experience with it) to know what the ceiling is or how it will react to modification. Yes, going from a 2.4L mill to a 1.5L seems like a huge step backward; however, when you look at the facts that lie just beyond the glitz of peak numbers, there are some interesting things to note.

First, though, the 1.5L is obviously quite a bit smaller than its K24 sibling while it produces almost 20 additional lb.-ft. of torque, and that grunt comes on 2,300 RPM earlier than the 2.4L. More importantly, it holds that increased torque for over 70 percent of the rev range. In addition, that conservative 205hp that will undoubtedly cause a disturbance in the automotive web-iverse as people talk incessantly about how their highly modified Honda makes that much power in its sleep, also arrives quite a bit earlier than the previous generation – by about 1,300 RPM. That power is applied to the pavement via Honda’s helical limited-slip differential.

As promised, a short throw, six-speed transmission will accompany both the coupe and sedan versions of the Si. In addition to that promise, Honda noted back in November the Si would handle better than any other Civic model. A tall order when you factor in the ’99 Si, the darling of the lineage, consistently praised for its rev-happy power plant and sharp handling. With two driving mode options, Normal and Sport, the driver can opt for a stiffer suspension that’s accompanied by steering and throttle response changes. Will they outshine the late ‘90s coupe? Nobody knows – yet.

Not far off from the initial prototype, the production version is definitely in the same ballpark. Both the coupe and sedan are fitted with 18-inch, 10-spoke wheels wrapped in 235/40s. A generous helping of black trim is used up front, a welcome addition in lieu of plastic chrome. And while the sedan’s rear is adorned with more of a decklid finisher, the Si features a raised rear spoiler and both chassis are fitted with a somewhat controversial center-exit exhaust. Also in the rear, something most probably took notice of right away between the two models, is the difference in rear bumper grill garnish. The sedan carries large inserts just under each taillight, while the coupe relies on much sleeker openings at the bottom of the bumper – a subtlety I really appreciate about the coupe.

In addition to the active dampers, the new Si relies on stiffer springs and stabilizer bars that are 30 percent larger up front and 60 percent larger in the rear. 12.3-inch rotors help keep things under control, and although the chassis is considerably more rigid than its predecessor, it’s also significantly lighter. Production of the U.S.-bound Si chassis will take place in Ontario, Canada, while the engine will be produced in Honda’s largest automotive engine plant located in Anna, Ohio.

So what does all of this mean to you, an enthusiast who’s been around the block and knows quite a bit about performance and tuning? Well, if you can get around the fact the engine is considerably smaller, you might be somewhat interested in what the Si offers and what kind of potential it has in store once people start tinkering. Speaking frankly, I’ve been a Honda enthusiast for many years and I’ve seen the various Civic generations arrive and depart, and unless there’s been some magical, overnight change in the universe, the newer gen Civic will always take a little while to grow on people. This new model is a departure from the conventional thinking that has surrounded Honda’s Si lineup over the years. We saw the snappy, high-revving power plant start to fade away with the previous generation, and now the naturally aspirated element has been completely wiped away and displacement is on par with the earliest Si generations. However, with modern turbo technology, Honda looks to enter a new era. Some say it’s about damn time, while others say it’s the wrong direction and that Honda has lost its way. Regardless of which side you fall on, the Si is here, and beyond the upcoming Type R promises to outperform every Civic ever created – as it should based on simple progression. More useable power packed into a lighter chassis with better handling doesn’t seem like it’s headed in the wrong direction at all, but like so many models of the past, only time will tell.

2017 Honda Civic Si Release Date, Price and Specs

The Si recipe has always been a simple one: Take a Honda Civic Coupe or Sedan. Bump up the power. Stiffen the suspension and improve the brakes. Slap on a few aggressive exterior bits and maybe a spoiler. Take that, put it all together and you've got yourself a stew, baby.

OK, it's not so simple, but we're talking about the sort of modifications that a teenager would make to their hand-me-down base model given enough time and money, but as a turnkey solution with a warranty. This new 2017 Civic Si sticks fairly close to that recipe but has a few new tricks up its sleeve for this generation and an unexpected level of on-road refinement.

205-horsepower turbocharged engine

The Si is powered by the same 1.5-liter turbocharged engine as the Civic EX-T, but with a larger 20.3 psi turbocharger feeding it. Output is up to 205-ponies and 192 pound-feet of torque. That's a pretty decent 31-horsepower bump and a very usable fun bump for most drivers. It's still a few hp short of the Si's natural enemy, the Golf GTI's 220 horsepower.

(The aftermarket has already proven that non-Si turbo can be coaxed to 233 horsepower with a plug-and-play tuning add-on, so it stands to reason that the Si's larger turbo is just a retune away from similar gains.)

The 205 ponies we've got flow through a six-speed manual transmission on the way to the front wheels. A standard limited-slip differential makes sure that most of that power actually reaches the road.

Two-mode adaptive suspension

The suspension department is where the Si gains a few new and more grown up tricks. It's got the requisite stiffer springs, bushings and suspension components that we expect. However, Honda has also outfitted this Si with a two-mode adaptive damper system that can be toggled between a firm Sport setting and a softer Normal setting. Both settings are firmer than the suspension on the EX-T, but Normal mode is more relaxed and less harsh than Sport.

This is important because at this price point, the Si is likely to be your only car, your daily driver, so it's nice to have access to a less punishing ride when stuck in traffic or commuting to work.

The Sport and Normal modes also tie into the electric power steering system and the throttle map, adjusting the responsiveness of these systems alongside the suspension. The two modes don't make the Si feel like two different cars, but do highlight two sides of its personality.

The new Civic Si is available in both two-door coupe and four-door sedan variants.

Antuan Goodwin/Roadshow

Si performance

On the road, the Si feels agile and light around corners. The steering is direct and offers good feedback in both the Normal and Sport settings. The interesting thing about the adaptive suspension is that it's not a ridiculously harsh ride even in the Sport setting, though the car does corner more flatly and the extra firmness can be felt. However, I did appreciate the Normal setting's ability to take the edge off of the ride during the extended freeway stretches at the beginning and end of my day of canyon carving.

Acceleration also feels good. You'd be hard pressed to notice the slight power deficit compared to the GTI, likely because the Si is over 200 pounds lighter than VW's hot hatch. More power would be nice, obviously.

While the Si's engine is a ton of fun to wind up and let go, the six-speed manual gearbox is a mixed bag. The ratios chosen feel fine with tightly geared lowered speeds and a tall sixth gear that helps the Si achieve a respectable 28 city, 38 highway and 32 combined mpg. The shifter itself is a joy to operate with a light, short throw and really satisfying engagement. The clutch pedal is where things start to fall apart for me.

The third pedal is almost too light and has very vague feel at the engagement point. On one hand, the light clutch probably won't be fatiguing in stop-and-go traffic or daily driving. On the other hand, the lack of "bite" means making quick gear changes a bit of a guessing game and accurately timing heel-and-toe downshifts tricky, especially on the track at the Honda Proving Center.

Smartphone-powered HondaLink tech

The rest of the Si's amenities are pretty much identical to a well equipped non-Si Civic model. There's a standard power sunroof and the newest generation of the Honda's HondaLink infotainment.

Red-stitched sport seats help set the Si apart from lesser Civic models.


In the dashboard is a standard 7-inch display audio system with standard USB connectivity, satellite radio and Bluetooth for hands-free calling and audio streaming. I didn't see on-board navigation listed among the Si's optional features, so you'll want to make sure you bring along a smartphone to make use of the standard Android Auto or Apple CarPlay connectivity.

Perhaps my only real complaint about the Si's dashboard tech is one that's shared with most of Honda's current batch of vehicles: I wish there was a true volume knob rather than the capacitive slider that HondaLink uses.

Safety tech is pretty much limited to a standard rear camera and Honda's LaneWatch blind-spot camera, which is also standard. With the only options available to Civic Si drivers being the color, number of doors and a choice between Summer or All-Season tires, there's no way currently to add the Honda Sensing suite of advanced driver aid features to the mix.

Most refined Si yet

Despite its goofy spoiler, this generation of Honda Civic Si is more refined than ever and seems like it'd be very easy to live with as a daily driver. The power boost is welcome, but the efficiency doesn't suffer. The dashboard tech inherited from the rest of the Civic lineup is the best it's ever been. And the adaptive suspension is both sharp when you want to cut loose and smooth when you're cruising. I'd like the clutch to give more feel at the engagement point for spirited driving, but the light pedal keeps it from being tiring in stop-and-go traffic.

It'd be hard not to notice the coupe's large rear wing and center-exit exhaust.

Antuan Goodwin/Roadshow

It held its own on the track and was a lot of fun, but this generation Si definitely feels more comfortable on a winding canyon road than on a racetrack. That's fine because track junkies can hopefully look to the new Civic Type-R for their fix.

The 2017 Honda Civic Si is currently rolling out to dealerships starting at an MSRP of $23,900 for both the Coupe and Sedan before an $875 destination charge. The only option available is an upgrade to stickier summer tires for $200, but Honda has an entire catalog of dealer-installed HPD performance parts (such as the upgraded brake pads we used on the track) at launch.

2017 Honda Civic Si

There is no denying the overall excellence of the 2017 Honda Civic Si. There just isn’t. Adopting as it has the boldly styled forms of Honda’s 10th-generation Civic sedan and coupe, the new Si starts out with a darn good foundation. And none of the Si additions—a 205-hp turbocharged 1.5-liter engine, a short-throw shifter for the six-speed manual gearbox, a helical-gear limited-slip differential, 18-inch wheels, and a healthy list of interior and exterior upgrades that are fully detailed here—are going to muck things up.

Thing is, this is the eighth Civic offered in Si form, and those sold between the mid-1980s and the mid-2000s were remarkably charismatic. The previous two Si models, though, were relative duds, as there is only so much allure Honda could engineer into the lackluster Civics on which they were based. Now that the base Civic is back in our good graces, how much of the Si’s former sparkle has been restored? And how will the new Si coupes and sedans fit into an expanded Civic range that will soon include the rip-snortin’ Civic Type R in all of its 306-hp hatchback glory? These are some of the questions we couldn’t answer until we’d driven the Civic Si, preferably on a track, which we’ve now done.

Shift Less, Go Faster

Our first taste of the 2017 Civic Si came on the winding road course at the Honda Proving Center in the Mojave Desert, freshly repaved as part of a $25 million renovation of the 3840-acre facility. The course has it all: various types of corners—steeply banked to off-camber, increasing and decreasing radius, high and low speed—plus a few flat straights, some steep grades, and blind crests. The straighter sections aren’t long enough to attain much speed—the facility has a 7.5-mile high-speed oval for that, which remained off-limits to us—but the road course would give us a chance to experience the Si’s transitional fluidity and engine elasticity. So we hopped into a red Civic Si coupe along with one of Honda’s friendly professional driving coaches, who said, as we donned our balaclavas and helmets, that we would be able to drive the whole course in third or fourth gear.

Remembering how previous Si models required frequent shifting to stay in the powerband—especially once the VTEC valvetrain arrived in the ’92 Civic Si—the ability to thread corners together without two or three shifts is one significant way the new model differs.

While the turbocharged 1.5-liter inline-four makes 205 horsepower, exactly matching the peak output of its predecessor’s naturally aspirated 2.4-liter unit, maximum power now arrives at 5700 rpm, down from the previous 7000 rpm. The new engine is far torquier, too, with 192 lb-ft delivered from 2100 rpm to 5000 rpm, compared with the 2.4 liter’s 174 lb-ft at 4400 rpm. Honda claims a 7.0-second zero-to-60-mph time—certainly a conservative figure, especially with the new Si sedan tipping Honda’s scales at 96 pounds less than the last model. We got to 60 mph in 7.0 seconds in the Sport hatchback model with only 180 horsepower in our most recent track test of the 2017 Civic.

Regardless, the ’17 Si clearly is no dragster off the line, but the engine’s midrange response proved particularly delightful on the track. Catch the turbo snoozing, and the 1.5-liter engine feels every bit the weakling it would be if not for the miracle of turbocharging. One can increase throttle sensitivity by pressing the console button labeled Sport (which also reduces power-steering assistance and stiffens the standard adaptive dampers), but even in Sport mode, there are moments when you realize that, turbocharged though it may be, that’s a tiny little engine. Honda also endeavored to give it a sexy soundtrack with its so-called “sport sound dual silencer.” The engine sounds good but perhaps leans too much toward silencing and not enough toward sport.

As promised, we didn’t have to shift much. Not that we would have minded; with its short-throw shift lever and trio of perfectly placed aluminum pedals, the Si’s six-speed gearbox is an absolute joy to operate. Between the light and progressive clutch and the finesse with which the ball-capped lever snaps into each gate, Honda’s excellence in the field of performance-oriented manual transmissions is on clear display.

Also front and center is Honda’s competence in chassis development, particularly in the all-important aspect of steering. At 2.1 turns from lock to lock, the ’17 Si’s variable-ratio rack is far quicker than the last model’s 2.8-turn rack. More important, it feels wonderfully linear, with a natural buildup of effort off-center. Best of all, the dual-pinion, electrically assisted system serves up actual feedback—yes, feedback!—that gets even chattier in Sport mode. Bravo.

Some of that feedback can be attributed to the aforementioned adaptive dampers and the stiffening of other primary suspension components, from the mounting points to the anti-roll bars to the springs and bushings. It all adds up to excellent body control that in turn keeps the 235/40R-18 tires firmly on the ground. Enter a corner too hot and the Si’s eagerness to rotate eventually defers to understeer, but more than one of us found the Si’s grip—particularly front-end grip—to be absolutely spectacular for a front-drive car. Factor in its beefier brakes, its standard helical limited-slip differential, and its overall resistance to pitch, dive, and lean, and the Civic Si can really be driven hard yet remains eminently obedient. During the dozen or so laps we took in the cars, we felt the stability control engage only once.

How About Road Manners?

Even better, the high limits and satisfying feedback we experienced on the track were fully realizable out on public roads. Even on lumpy two-lane roads, the communicative steering and the high level of grip helped us hustle through corners. Highway miles allowed us to appreciate the generally comfortable ride quality in Normal mode, although even in the Sport setting, it’s far from harsh. Speaking of comfort, the Si’s sport seats, with their modified frames and more aggressive bolstering, proved surprisingly road-trip friendly; nary an ache or a numb spot emerged after six hours in the saddle.

So there’s plenty of excellence to appreciate in the new Si. But we’d be lying if we said it was love at first drive. However much Honda sought to make the car more visceral, the new Si remains slightly aloof. We will need more time with it to understand why this Civic Si didn’t light our fire right away; perhaps we’re just overeager for the Type R.

It is certainly attractively priced, with both coupe and sedan versions available now for $24,775. Aside from choosing the paint color at no cost, the lone option—summer tires—adds $200. Otherwise, both models come in one specification that includes cloth upholstery, heated front seats, a 450-watt sound system with a 7.0-inch touchscreen interface, Apple CarPlay and Android Auto compatibility, hill-start assist, white ambient interior lighting, a sunroof, and more. Anyone seeking leather upholstery, a factory navigation system, other interior colors, or the safety features in the Honda Sensing system offered in other Civics is just plain out of luck. But those looking for hope that Honda is righting its performance ship will find plenty of the carmaker’s core competencies manifest in the new Si.

Specifications >

VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 2-door coupe or 4-door sedan

BASE PRICES: coupe, $24,775; sedan, $24,775

ENGINE TYPE: turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection

Displacement: 91 cu in, 1498 ccPower: 205 hp @ 5700 rpmTorque: 192 lb-ft @ 2100 rpm

TRANSMISSION: 6-speed manual

DIMENSIONS:Wheelbase: 106.3 inLength: 177.4–182.8 inWidth: 70.8 in Height: 54.7–55.5 inPassenger volume: 89–95 cu ftTrunk volume: 12–15 cu ftCurb weight (C/D est): 2900 lb

PERFORMANCE (C/D EST):Zero to 60 mph: 6.5 secZero to 100 mph: 16.1 secStanding ¼-mile: 12.8 secTop speed: 137 mph

FUEL ECONOMY:EPA combined/city/highway: 28/38/32 mpg

2017 Honda Civic SI Pictures, Review, Sedan, Coupe, Interior

If you are looking for a small family car that has a lot to offer, has powerful engine options, and looks really good, the new 2017 Honda Civic SI is the perfect vehicle for you. The 2017 Honda Civic SI brings many changes and improvements. Besides being improved in terms of exterior, we will see enhancements in terms of engine options and interior as well. Even though we still don’t have official information and everything seems to be kept under wraps, there are some rumors and speculations that we decided to share with you. If you want to find out the way the new 2017 Honda Civic SI could look like, read the article below.

2017 Honda Civic SI Exterior

We decided to start with the exterior design because it will be significantly improved and changed. You will see many novelties that arrive in the form of new headlights, taillights, fog lights, and grille. All of the elements mentioned above will have new shapes. The taillights, headlights, and fog lights will be supported by LED technology for better visibility. We still don’t know what kind of materials will be used for body structure, but we assume that those will be only high-quality and more importantly lightweight materials. If this happens, the newcomer will be stiffer and more powerful as well. The company has announced that this excellently equipped and high-quality model will attract a great number of customers with all of its aspects, starting from its engine, interior, and style.

Interior of 2017 Civic SI Honda

The 2017 Honda Civic SI will have one of the best, if not the best cabin in its class. Its cabin will be excellently designed and well equipped, so what else you need? Oh, yes. It will have comfy and good seats, so you don’t have to worry about that either. Even the base model will be excellently equipped and it will offer a great number of safety and infotainment features. Standard equipment includes satellite navigation, premium sound system, USB port, Bluetooth connectivity, etc. As for the materials, the company hasn’t said a word and it seems that we will have to sit tight before they share official details with us, but it is what it is.

2017 Civic SI Engine

If the rumors are true, the 2017 Honda Civic SI will have two engine options. If you decide for a 2.4 liter power unit you will be able to get the maximum output of 220 horses and 180 lb-ft of torque, which is more than enough for this kind of vehicle. The second engine option for the 2017 model year is expected to be either a 1.5 or a 1.6 liter turbocharged inline 4 with V-Tech. The output of those two is expected to be around 200 ponies and 210 lb-ft of torque. Power will be sent to the front wheels of the car through a 6-speed manual shifter.

Release date and Pricing of 2017 Honda Civic SI

The vehicle was officially unveiled at the 2015 Frankfurt Motor Show, but it’s still unknown when it will hit global market.The starting price for the 2017 Honda Civic SI is expected to be around $24.000.

See also:

2017 Honda Civic Si first drive review with photos, specifications and pricing


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The Honda Civic Si is officially a 30-something -- and coming to terms with that.

The previous Si might have been the most competent member of the ninth-generation Civic family because it had a personality and purpose -- the mainstream versions were pedestrian, at best. In this current 10th-generation form, the Civic line as a whole took a massive step toward maturity in the forms of a sedan, coupe and spry hatchback, with engineers nearly pleading forgiveness for the outgoing model’s complacency. Now, even the basic LX sedan boasts levels of polish and substance so much greater than its predecessor thanks to a clean-sheet design.

The new Civic Si is better, but so is the new Civic. And by better, we mean it’s set up to be an inherently more mature and polished machine than anything the Si badge (and reputation) has been attached to. But is maturity something Si fans actually want?


You can get the 2017 Honda Civic Si as a coupe or a sedan. A hatchback? No dice.

The Execution

The looks of the new Si are predictable, partly because it was shown as a thinly veiled concept last fall. Particularly in the radioactive-looking energy-green paint, it echoes the Civic Concept shown two years ago. And the gloss-black trim front and rear is also what you’ll find on the 2017 Civic five-door hatchbacks. Sedans wear a modest spoiler on the rear, but coupes get a more fittingly absurd wing. Make no mistake: This is a hot Civic.

Even though its archrivals, the Ford Focus ST and Volkswagen Golf GTI, come to the United States only as hatchbacks, the Civic Si is available in coupe and sedan styles but not the hatchback. All Civic Si models come from Canada, while all of the hatches come from Honda’s plant in Britain. Honda’s American staff said the European team had no interest in marketing an Si hatch that would likely divert sales from the other petrol-powered models.

That’s a shame because the Sport versions of the hatch are slightly more athletic in their responses than the sedan and coupe, and they would make a good basis for this sort of performance car. Honda’s very hot hatch is coming later this year as the Type R, which will grace our shores for the first time and go after the likes of the Focus RS and Golf R.

Which, for the first time in the U.S., makes the Si a middle child. It’s apparent in the specs: While the Type R gets a 2.0-liter engine, the Si has a massaged 1.5-liter turbo-four from the mainstream Civic. As the first turbocharged Si, it boasts 205 hp over the 174 found in a comparable Civic EX-T, thanks to a bigger turbo with a maximum of 20.3 psi and a 23 percent increase in exhaust flow over the standard 1.5T.

Torque rises from 167 lb-ft to 192 -- itself a useful bump from the 174 in the old Si. And all that comes in from 2,100 rpm through 5,000, rather than the 4,400 rpm it took the old Si to tap that peak torque -- itself marked progress, at least by one measure, over the original Civic Si that, back in 1985, didn’t do much until about 7,000.

The newfound plateau of torque makes the Civic Si a joy to drive out on the track. At Honda’s proving grounds in the middle of the Mojave Desert in California, the Si was in its element -- a happy car, in fact. Steering is light in typical Honda fashion; even in sport mode, it fails to communicate just enough to inspire confidence from the first turn. Still, it’s immensely controllable and you’ll eventually learn to understand what information it is giving you.

The newly standard selectable drive-mode system changes steering, throttle and settings for the also-new adaptive dampers, although there’s no option to tailor the settings to suit the driver’s tastes other than switching between normal and sport.

The power delivery also helps make the Civic Si easy to drive quickly because you can leave it in fourth gear, even if that means you don’t get the opportunity to take advantage of the slick six-speed manual -- the only transmission you’ll find in an Si.

Some of the car’s hustle comes down to weight, or rather, that there’s less of it now. The new Si sheds roughly 100 pounds over the previous generation, and it now has a 125-pound advantage over the still-lithe GTI. The Ford Focus ST, meanwhile, is saddled with more than 300 pounds of added weight over the Honda.

Yet the Civic Si feels more substantial than before, due in part to a structure Honda says is 25 percent more rigid. It’s reflected both on the road and on the track. Few vibrations were felt through the controls, too.

Not that it’s exactly quiet. Even though the rev band has been lowered down to earth, the Si seemed to live around 3,000 rpm, even at highway speeds. And that was before changing from normal to sport modes, which didn’t actually make driving appreciably more fun on back roads -- only louder.

Interior refinement, as in all of the new Civics, is also up this time around. Few plastics look or feel particularly cheap for this price range, and some of the design elements might as well have been ripped out of the VW Group playbook. The Si gets its own red lighting motif, along with a series of lights indicating when you should shift.

Technophiles, however, should look elsewhere. The Si comes built one way, and the only option is a set of summer performance tires for $200. For $24,775 including the $875 destination charge, the Si comes well-equipped, especially when put up against a base Focus ST, Golf GTI and especially the all-wheel-drive Subaru WRX. Some niceties such as dual-zone automatic climate control, Apple CarPlay and Android Auto, and heated front seats, are included.

But you’ll have to venture outside of the Honda dealerships if you go looking for leather-covered seats, built-in navigation, or a powered driver’s seat that might offer a position between sitting completely upright or flat on your back -- let alone a self-shifting transmission. Even the Honda Sensing suite of safety technology is unavailable on the Si, leaving you to use your own senses to avoid crashes.

Three pedals: It's the only way to go with the Civic Si.

The Takeaway

Honda thinks the Si’s overwhelmingly young and male clientele won’t be bothered by the car’s straightforward build and nonexistent options list, and it's probably right. But make no mistake, the Honda is still no VW, and fans in both camps can likely breathe a sigh of relief over that. Honda may boast how you get a lot more for your money with the Si compared to the GTI, but the German car is still more car, more refined and well worth its price. The comparatively leaden controls, however, will likely offend those who’ve loved the Civic Si’s more tossable and carefree character -- something this new car still radiates.

It’s a losing battle to compare the Si and GTi -- and the ST and WRX, for that matter -- against each other. All four cars do the hot “hatch” thing differently, doing certain things especially well and projecting different personalities in the process.

Honda is unlikely to convert many non-Honda partisans this time around. And that’s for the best: Devoted Honda fans deserve a good Civic Si this time around. The last thing they needed was one that decided to calm down, go mainstream and act its age.

On Sale: Now

Base Price: $24,775 (coupe and sedan)

Powertrain: 1.5-liter turbocharged I4; 6-speed manual; FWD

Output: 205 hp @ 5,700 rpm; 192 lb-ft @ 2,100 - 5,000 rpm

Curb Weight: 2,889 lbs/2,906 lbs (coupe/sedan)

0-60 MPH: 6.3 (est)

Fuel Economy: 28/38/32 mpg (city/highway/combined, coupe and sedan)(EPA City/Hwy/Combined)

Pros: Fun and easy to drive, still inexpensive

Cons: The days of high-revving motors are over; nonexistent options list

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