Honda is not used to taking lots of pipe from its customers who have traditionally have lined up in droves to buy whatever the brand was selling. With the introduction of the 2012 Civic, it hasn’t been as smooth sailing for what we used to consider Japan’s Apple.
The company hopes that its new-for-2012 Honda Civic Si Sedan more than makes up for the drumming outlets like Leftlane have given the downgraded, staid standard Civic.
The reaction was felt all the way to Tokyo, causing Honda CEO Takanobu Ito to accept responsibility for the Civic’s new look and slow sales. The brand finds itself competing in a take-no-prisoners marketplace where many former “also-rans” are now considered serious competitors.
What is it?
A revised version of the stalwart Civic, the Civic SI Sedan is the high-performance variant of the vehicle, that since 1984, has served as an entry point to the brand, a first purchase for young families and even a hand-me-down to young drivers just leaving the nest.
The Si sedan is a five-passenger ride that, along with its coupe sibling, has been massaged into the halo of the Civic lineup. Power comes from a new 2.4–liter transverse-mounted four-cylinder engine and 6-speed manual transmission. Peak power comes sooner at 7,000 rpm (versus last year’s 7,800 rpm) and there is a 22-percent increase in torque at 4,400 rpm for more low-end grunt. A new low–friction engine design protocol helps to increase overall power and efficiency.
Inside, the Civic adds new boy racer touches like a power monitor that indicates how much total horsepower is being made at a given moment. A rev-limit indicator gauge lets the driver know when VTEC, Honda’s variable valve timing, is engaged and when the engine is approaching redline.
Unique extra features including front and rear spoilers, 17-inch alloy rims and tires, and Civic Si–specific interiors help to round out the package.
What’s it up against?
Competition in this segment is at the toughest point we can remember.
Cross-shoppers are paying attention to the new Ford Focus, Volkswagen Jetta, MINI Cooper, Mazda Mazda3, Hyundai Elantra and Chevrolet Cruze.
Civic Si sits somewhere betweeen high-power hot rods like the Mazdaspeed3 and Jetta GLI and their more pedestrian cousins.
How does it look?
If you liked the conservative, yet space age styling of the outgoing Si sedan, then Honda has a car for you. This new Civic is an evolutionary descendant.
Sharpened up in front with a new grille treatment and under bumper fog lamps, the overall look is one of slightly sharper creases and taut panels that enhance to a degree, but not to the extent that we’ve seen with the competition. Simply put: The Civic Si is kind of boring.
And on the inside?
The trademarked two-tiered dashboard carries over into the new Civic Si. Now including rev-limiter and iVTEC indicator lights at the left of the speedometer, it is more functional than the setup it replaced. But scads of button-laden plastics that are causing CEO Ito grief today surround it. A redesign is underway that will hopefully bump it up into the realm of the other players in the segment.
Leaving the plastic issues behind, we’ll say we like the leather–wrapped steering wheel and all of its redundancies, the aluminum pedals and the feel of the short-throw shifter. Well-bolstered seats with non-skid fabric surfaces take the place of the flatter models in the more pedestrian Civic, and hold the driver and front passenger firmly in place in the process. The rear seats offered accommodations for two- or three very close friends and fold forward in a 60-40 split for added cargo capacity.
Under normal driving conditions the Civic Si’s interior and its 360-watt, seven-speaker audio system managed to keep road noise at bay until we decided to bump up against the rev-limiter. At that point the sound of 201 horses could be heard from the rear bumper and its chrome-tipped exhaust finisher. And that’s before this car ever received its requisite coffee can muffler.
We were disappointed to find that SiriusXM Satellite Radio is only available when the SI is equipped with the optional navigation system.
But does it go?
First and foremost, Honda is an engine company that also happens to make cars, motorcycles, power units and even an airplane or two. Nonetheless, they are still conservative in their approach, even eschewing direct-injection for this generation of the new 2.4–liter in-line four-cylinder. Mated to a six–speed manual transmission (the only gearbox offered on the Si model), it will satisfy even the most rabid breed of gearhead. Unfortunately, to achieve maximum power, Honda recommends the use of premium unleaded fuel.
The MacPherson strut front, and multi-link rear suspension geometry in the Civic Si sedan is once again beefed-up with high-performance springs, dampers and stabilizer bars. A limited-slip differential is also part of the package. Steering feedback was excellent with its electric power assisted steering rack and pinion system, and offered great feel while rounding turns on some of our favorite twisties. Ride quality is firm but forgiving.
The distinctive 17-inch split-spoke aluminum wheels shod with Michelin’s Pilot Sport 3 tires help the larger diameter ventilated brake rotors bring the SI to a much quicker stop than its more pedestrian standard Civic sibling.
The Civic Si sedan has a curb weight of 2,895 pounds. The EPA says to expect mileage numbers of 22 city/31 highway. Outlets have claimed 0-60 mph times of 6.9-seconds. During timed acceleration tests, we observed a best of 7.1-seconds.
Why you would buy it:
Your first car was a Honda. In fact, all your cars were Hondas, so you see no reason to change.
Why you wouldn’t:
Because the other entries in this segment are also intriguing.
Leftlane’s bottom line
The Honda Civic Si is still a good car that manages to deliver a fun driving experience, albeit with shortcomings. It’s just that traditional competitors of this car have upped their game, and many of the second-tier players are not so second-tier anymore, having found their niche in the marketplace, as well.
Civic’s bones are still solid, and perhaps among the best in its class, so we anxiously await what we hope will be a serious upgrade to this car’s aesthetics.
The Blackboard:
Looks: B
Interior: C
Performance: A
Value: B
Overall Score: B
2012 Honda Civic Si Sedan base price, $22,405. As tested, $23,175.
Destination, $770.
Words and photos by Mark Elias.
Review: 2012 Honda Civic Si Sedan
Reviewed by
Mark Elias on
January 2
.
Honda’s Civic line has been criticized for its bland ’12 redesign, but does its range-topping performance model still impress?
Honda is not used to taking lots of pipe from its customers who have traditionally have lined up in droves to buy whatever the brand was selling. With the introduction of the 2012 Civic, it hasn’t been as smooth sailing for what we used to consider Japan’s Apple.
The company hopes that its new-for-2012 Honda Civic Si Sedan more than makes up for the drumming outlets like Leftlane have given the downgraded, staid standard Civic.
The reaction was felt all the way to Tokyo, causing Honda CEO Takanobu Ito to accept responsibility for the Civic’s new look and slow sales. The brand finds itself competing in a take-no-prisoners marketplace where many former “also-rans” are now considered serious competitors.
What is it?
A revised version of the stalwart Civic, the Civic SI Sedan is the high-performance variant of the vehicle, that since 1984, has served as an entry point to the brand, a first purchase for young families and even a hand-me-down to young drivers just leaving the nest.
The Si sedan is a five-passenger ride that, along with its coupe sibling, has been massaged into the halo of the Civic lineup. Power comes from a new 2.4–liter transverse-mounted four-cylinder engine and 6-speed manual transmission. Peak power comes sooner at 7,000 rpm (versus last year’s 7,800 rpm) and there is a 22-percent increase in torque at 4,400 rpm for more low-end grunt. A new low–friction engine design protocol helps to increase overall power and efficiency.
Inside, the Civic adds new boy racer touches like a power monitor that indicates how much total horsepower is being made at a given moment. A rev-limit indicator gauge lets the driver know when VTEC, Honda’s variable valve timing, is engaged and when the engine is approaching redline.
Unique extra features including front and rear spoilers, 17-inch alloy rims and tires, and Civic Si–specific interiors help to round out the package.
What’s it up against?
Competition in this segment is at the toughest point we can remember.
Cross-shoppers are paying attention to the new Ford Focus, Volkswagen Jetta, MINI Cooper, Mazda Mazda3, Hyundai Elantra and Chevrolet Cruze.
Civic Si sits somewhere betweeen high-power hot rods like the Mazdaspeed3 and Jetta GLI and their more pedestrian cousins.
How does it look?
If you liked the conservative, yet space age styling of the outgoing Si sedan, then Honda has a car for you. This new Civic is an evolutionary descendant.
Sharpened up in front with a new grille treatment and under bumper fog lamps, the overall look is one of slightly sharper creases and taut panels that enhance to a degree, but not to the extent that we’ve seen with the competition. Simply put: The Civic Si is kind of boring.
And on the inside?
The trademarked two-tiered dashboard carries over into the new Civic Si. Now including rev-limiter and iVTEC indicator lights at the left of the speedometer, it is more functional than the setup it replaced. But scads of button-laden plastics that are causing CEO Ito grief today surround it. A redesign is underway that will hopefully bump it up into the realm of the other players in the segment.
Leaving the plastic issues behind, we’ll say we like the leather–wrapped steering wheel and all of its redundancies, the aluminum pedals and the feel of the short-throw shifter. Well-bolstered seats with non-skid fabric surfaces take the place of the flatter models in the more pedestrian Civic, and hold the driver and front passenger firmly in place in the process. The rear seats offered accommodations for two- or three very close friends and fold forward in a 60-40 split for added cargo capacity.
Under normal driving conditions the Civic Si’s interior and its 360-watt, seven-speaker audio system managed to keep road noise at bay until we decided to bump up against the rev-limiter. At that point the sound of 201 horses could be heard from the rear bumper and its chrome-tipped exhaust finisher. And that’s before this car ever received its requisite coffee can muffler.
We were disappointed to find that SiriusXM Satellite Radio is only available when the SI is equipped with the optional navigation system.
But does it go?
First and foremost, Honda is an engine company that also happens to make cars, motorcycles, power units and even an airplane or two. Nonetheless, they are still conservative in their approach, even eschewing direct-injection for this generation of the new 2.4–liter in-line four-cylinder. Mated to a six–speed manual transmission (the only gearbox offered on the Si model), it will satisfy even the most rabid breed of gearhead. Unfortunately, to achieve maximum power, Honda recommends the use of premium unleaded fuel.
The MacPherson strut front, and multi-link rear suspension geometry in the Civic Si sedan is once again beefed-up with high-performance springs, dampers and stabilizer bars. A limited-slip differential is also part of the package. Steering feedback was excellent with its electric power assisted steering rack and pinion system, and offered great feel while rounding turns on some of our favorite twisties. Ride quality is firm but forgiving.
The distinctive 17-inch split-spoke aluminum wheels shod with Michelin’s Pilot Sport 3 tires help the larger diameter ventilated brake rotors bring the SI to a much quicker stop than its more pedestrian standard Civic sibling.
The Civic Si sedan has a curb weight of 2,895 pounds. The EPA says to expect mileage numbers of 22 city/31 highway. Outlets have claimed 0-60 mph times of 6.9-seconds. During timed acceleration tests, we observed a best of 7.1-seconds.
Why you would buy it:
Your first car was a Honda. In fact, all your cars were Hondas, so you see no reason to change.
Why you wouldn’t:
Because the other entries in this segment are also intriguing.
Leftlane’s bottom line
The Honda Civic Si is still a good car that manages to deliver a fun driving experience, albeit with shortcomings. It’s just that traditional competitors of this car have upped their game, and many of the second-tier players are not so second-tier anymore, having found their niche in the marketplace, as well.
Civic’s bones are still solid, and perhaps among the best in its class, so we anxiously await what we hope will be a serious upgrade to this car’s aesthetics.
The Blackboard:
Looks: B
Interior: C
Performance: A
Value: B
Overall Score: B
2012 Honda Civic Si Sedan base price, $22,405. As tested, $23,175.
Destination, $770.
Words and photos by Mark Elias.
Rating:
