The lines on the car, to my eye, are well thought out and handsome. Although I have not put allot of miles on it yet, it is immediately apparent it is screwed together well. Just feels like a solid car. In the end if you are looking for a daily driver that is economical to purchase and own, one that is safe, that has got enough, "sport" to put a smile on your face, So far, for me, the SI nails it."
My wife bought a new CRX in 1989. When kids arrived in 1993 we part exchanged it for a more sensible car - much to her disappointment. The kids are now in college, so we looked around for a fun car, principally for my wife to commute, but also for the kids to use when the others are taken. Everyone wanted a manual transmission, so that limited the choice. We tried the GTI, BRZ, Mini Cooper and Mazda 3. My choice was the BRZ, but was overridden on the grounds of practicality. In the end my wife chose the SI as she found it the most fun to drive - once you have had a screaming Honda 4, nothing else quite has the buzz... 30 months / 25k miles after purchase - Nothing has gone wrong, and the interior / exterior show little, or no signs of age. A quality product.
'14 Honda Civic Si Sedan. I needed the practicality that the sedan offered, & to be honest I like the way it looks better than the coupe. So far I've put about 1K miles on the car. Honda's manual gearbox is amazingly smooth and easy to drive. Engaging without being a pain. The car is quick for what it is: a four-cylinder, naturally aspirated engine. The exhaust note puts a smile on my face every time I get behind the wheel, & acceleration on the Si allows for overtaking slower drivers with ease. The build quality of the car is fantastic both inside & outside. The ride quality is pretty good, bumps can be a little jarring but its not built for touring. Overall I am quite pleased with the car!
SOHC, four valves per cylinder, variable intake + exhaust-valve timing
Compression ration (x:1)
Horsepower (hp @ rpm)
143 @ 6,500
Torque (lb-ft @ rpm)
129 @ 4,300
Transmission and axle ratios (x:1)
Not much a driver can do to affect acceleration here, with a CVT and not enough torque to break the front tires' traction. I tried all three forward "gears" (D, S, L) and found S caused the engine rpm to reach redline by 60 mph and hold it there until about 80 mph. There are no distinct gears and no manual-shift mode. Those unfamiliar with this type of transmission might find it odd sounding, as if the transmission is "slipping" gears.
As is typical for this type of car, the first stop was the shortest of four, where moderate brake fading occurs. Each stop was straight and well controlled, however.
Slalom: The Civic's electronic stability control (ESC) is remarkably sophisticated for this class of car. Unlike some other cars that detect aggressive driver input or the outer limits of the tires' grip and clamp down early and hard on the brakes, this car allows a modest amount of play before subtly "trimming" the car's heading with quick and effective dabs of selected brakes. It's obvious this ESC was tuned and optimized to allow for spirited driving. Steering weight is light but precision is very good. Skid pad: Rather than using brakes to affect the car's attitude (as in the slalom), ESC merely breathes off the throttle in this steady-state corner to maintain the skid pad arc without causing the tires to howl or skid. Shutting the system off allows the tires to begin to slide and gain a little more grip in the process. Again, steering feel doesn't really inform the driver in any way, weight remains rather light regardless, and precision is good.