2022 Honda Civic Si Sedan

The first Honda Civic Si arrived in 1986 when Honda took the Civic S (Sport) and replaced the carburetors on the 1.5-liter engine with a fuel injection system. Over the decades, the engine grew and the Si model became the grounded enthusiast's choice. Always sporty, always practical, and always affordable. For 2022, the Si has returned to having a 1.5-liter engine. However, unlike that original model, this time it's turbocharged and instead of 91 horsepower, the eleventh-generation of Civic Si makes 200 hp and 192 lb-ft of torque. That's less power than is on offer in the Volkswagen Jetta GLI and even the previous-generation Civic Si, but the Civic is a lighter, more dynamically gifted sedan than VW's offering. Like every other Civic Si before, the new one has a manual transmission only, but Honda hasn't been resting on its laurels. Honda promised us that this is the best-performing Si yet and has taken chassis tuning to a whole new level. We traveled up to the canyons of Los Angeles county to spend a day getting to know the new Si.

Honda has given the new Civic baby Accord styling and toned down some of the more adventurous design choices that could be found on the previous model, and just about every model before. However, the Si hasn't entirely lost its spark. We like details like the honeycomb grille mesh, the more aggressive bumpers, and the gloss black rear spoiler, and we find the twin oval tailpipes are a massive improvement over the old centrally-mounted trapezoidal one. The Si can also be finished in flashy Blazing Orange Pearl paint, a color that's unique to the Si. 18-inch alloy wheels in matte black are standard, as are LED headlights, gloss black side mirrors, and a one-touch power moonroof. The Si HPT replaces the standard model's all-season tires with high-performance summer tires.

There is something we don't understand, though, and feel like Honda may have missed a trick. The matte black wheels look fantastic, but it seems an odd choice to match that with gloss black trim. It may be a cost issue, and in that case, we would like to see gloss black wheels and trim on the standard model and give the HPT version matte black wheels and trim. Either way, seemingly random types of black over the car detracts from the new sophisticated look of the Si when you get up close.

The 2022 Civic Si has a 1.4-inch longer wheelbase and a 0.5-inch wider rear track than before, changes that Honda promises will contribute to better stability and handling. The body itself is also a little longer than before. Dimensions for the new Civic Si include a 107.7-inch wheelbase, a length of 184 inches, a height of 55.5 inches, and a width of 70.9 inches. The car has a curb weight of 2,906 pounds, making it a substantial 366 lbs lighter than the manual Volkswagen Jetta GLI sedan, and identi.

The 2022 Honda Civic Si sedan can be ordered in a choice of six colors. Three of them - Aegon Blue metallic, Crystal Black Pearl, and Rallye Red - won't add anything to your bill. For an extra $395, you can choose from Platinum White Pearl, Sonic Gray Pearl, or Blazing Orange Pearl. The latter color is unique to the Si and suits the sportier nature of the sedan, but the red and blue are also expressive choices that do well to liven up the Civic's lines.

The Civic Si uses a 1.5-liter turbocharged four-cylinder engine with 200 horsepower and 192 lb-ft of torque. It's exclusively paired with a manual transmission and front-wheel drive. Honda hasn't provided 0-60 times or a top speed figure but the similarly powerful previous-generation model could complete the sprint in the mid-six-second range. The new model does, however, have a shifter with shorter throws so may be quicker, although the difference will be impossible for most to notice. All you need to know is that the Civic Si provides more than enough power for the daily commute, and merging with faster traffic on the highway isn't a chore. Too much power can corrupt the driving experience and the Civic Si's perfect balance of a sharp chassis and that torquey turbocharged engine work wonderfully.

Honda has tweaked the Civic Si's power plant for the new generation. The 1.5L four-cylinder engine remains turbocharged but now generates 200 hp and 192 lb-ft, the latter of which is on tap between 1,800-5,000 rpm, 300 rpm earlier than before. However, peak power has actually declined by 5 hp compared to the outgoing model. Honda says that throttle response has been improved by the implementation of a lighter, single-mass flywheel. In practice, we didn't notice the earlier-arriving torque but there's still pronounced rev-hang from the lightened flywheel. The rev-hang has no real impact on driving, but we imagine service departments are still going to have to explain to some customers that the engine not dropping its revs quickly when changing up is perfectly normal.

As standard, the Civic Si used a six-speed manual gearbox that now has 10 percent shorter throws. For the first time, the Si makes use of a rev-matching system, a piece of tech borrowed from the high-performance Civic Type R. Normal, Sport, and Individual driving modes allow drivers to customize the experience.

When we drove the previous-generation Civic Si, we found its limits on back roads fairly quickly. That was not the case with the new model. You can still find the limits without going crazy, but you have to push harder, and when you find them, the chassis is just as forgiving. The tighter chassis and reworked suspension are remarkably composed and are so good that it's almost begging for some old-school automotive journalism cliche. Stick shift that snicks into place with the smoothness of a well-oiled rifle bolt? Check. Controls fall easily to hand? Check. Corners like it's on rails? Check. Except this Si is far from old-school. The engine doesn't rev out to 8,200 rpm for a start. Instead, you'll bounce off the redline at 6,500 rpm. Honda has tuned the sound, but the wind-up is slow and peaks too soon if you're looking for an aural thrill.

The good news is that the engine is excellent for the car and can take advantage of the extra grip to push out of a corner. Add in the limited-slip differential and Sport mode to change the engine mapping, and it all adds up to a genuine corner carver.

If you drive a manual transmission and rev-matching is a habit, it's still worth leaving the automatic rev-matching on - at least for a while. It does a great job, but if you want to keep your foot in practice and do it yourself, the pedals are pretty much perfectly aligned. As for that stick shift, the throw is shorter than before, and it's one of Honda's finest yet.

After a while, we were looking for faults and couldn't find much. If you're going to push really hard or take the Civic Si to the track, you would be well advised to upgrade the brakes. Or save up for a Type R because the beauty of the Si is in how it handles itself in day-to-day driving as well as on a back road. Around town and on the freeway, it's basically a manual Civic with a firmer suspension and more supportive seats. That may sound like damning with faint praise, but the eleventh generation of Civic really is a consummate sedan. The Si trim simply heaps spoonfuls of fun into the proven formula.

Gas mileage estimates for the new Honda Civic Si sedan are good. The sedan will achieve 27/37/31 mpg city/highway/combined. That's a little better than the VW Jetta GLI manual's 26/37/30 mpg.

The Honda has a 12.4-gallon gas tank so should be able to cover approximately 384 miles on a full tank.

Honda has put together an interior for its new Civic lineup that has a clean, decluttered look, is constructed from materials that feel built to last, and is remarkably free of gimmicks. The use of physical controls for items like the volume knob and ventilation system is smart, and these switches all have a satisfying solidity when operated. A metal honeycomb dash panel is one of the most unique styling elements in here, but again, it doesn't remotely detract from the dashboard's ease of use. In the Civic Si, there are several special touches to set it apart from lesser Civics. These include sport pedals, red contrast stitching on the center armrest and doors, and a standard Bose sound system. A leather-wrapped steering wheel, automatic climate control, and a nine-inch touchscreen interface are all standard. Essentially, this cabin has been thoughtfully designed and has everything you need and nothing you don't.

If you need to get four tall adults and slip a kid into the middle of the back seats, you won't be disappointed or frustrated. The rear seats are standard fare and perfectly comfortable, while the Si-specific front sport seats feel baseball-glove-like in comfort and support. It's roomier than previous generations, but that's not the only improvement if you don't mind small cars getting bigger. The driving position is excellent, and the manual adjustment is easy enough to work, but the highlight is the wider-set windscreen pillars that give a broader view of the road. Honda is mastering making pillars thinner, and that means the view out of the front is almost as good as the greenhouses from the 1980s again. Overall, the Honda Civic Si 4-door sedan is practical and comfortable.

Black and red cloth is the only option you have for the Civic Si's interior. It looks great but it would have been preferable if Honda offered a bit more choice in this area. A leather-wrapped steering wheel is standard, as are sporty pedals with a bright finish, and red contrast stitching on the door panels, steering wheel, shift boot, and the aluminum shift knob. The metal honeycomb dash panel looks great and helps to conceal the air vents for a cleaner look. Honda has given special attention to details like the feel of the switchgear and the padding on the armrests, and these elements add to the overall high-quality overall impression.

At 14.4 cubic feet, the new Civic Si Sedan's trunk has decreased in size by around 0.3 cubes. That's not enough to worry customers, and you should still be able to comfortably accommodate a week's worth of groceries or a few suitcases. The 60/40-split folding rear seatback expands cargo-carrying capabilities when necessary.

Interior storage is good and includes a decently sized glovebox, door pockets front and rear, beverage holders front and rear, a seatback pocket on the passenger side, and a center console armrest with more storage beneath it.

The Honda Civic Si is reasonably well equipped. It comes with automatic climate control, push-button ignition, manual height adjustment for the driver's seat, smart entry with auto-locking when walking away, a one-touch power moonroof, and a seven-inch driver information display. It must be said, however, that the VW Jetta GLI offers more comfort and convenience features, although it is also pricier. Honda should be commended for the Civic Si's array of standard safety features, though. It gets adaptive cruise control, lane departure warning, a rearview camera, blind-spot monitoring with cross-traffic monitoring, auto high beams, and traffic sign recognition, all falling under the Honda Sensing umbrella.

Because the Si is so driver-focussed, you'll mainly be using the seven-inch digital gauge cluster. A nice touch, though, is that an analog speedometer sits centrally. Infotainment is controlled through a not-too-big and not-too-small nine-inch touchscreen that comes standard with Bluetooth connectivity with wireless Apple Carplay and Android Auto. Also standard is a 12-speaker Bose audio system, including a subwoofer. SiriusXM and HD Radio are included as well. Unlike Honda efforts of yore, this even has a volume knob, something that you won't find in the Jetta GLI and that was a bone of contention when we drove the latter.

Although the Si hasn't been specifically rated yet, the 2022 Honda Civic attained an 84 out of 100 rating from J.D. Power. This is higher than the Toyota Corolla and Hyundai Elantra. According to the NHTSA, no recalls have affected the new Si or the regular 2022 Civic. The previous-generation Civic was known for being a dependable vehicle and we expect much the same for the 11th-generation model.

The Civic Si comes with a three-year/36,000-mile warranty and a five-year/60,000-mile powertrain warranty. In this area, Honda can't match the Hyundai Elantra N's stellar warranty. Other rivals like the VW Jetta GLI come with scheduled maintenance included which the Honda also misses out on.

The NHTSA has not yet had an opportunity to review the new Civic for crashworthiness. However, the IIHS's Honda Civic Si review was encouraging and the sedan achieved maximum Good scores in every crashworthiness category, along with a Superior rating for crash avoidance and mitigation. That points to a safe, secure sedan.

Honda has been generous in specifying the Civic Si in this department. Passive safety features include no less than 10 airbags, including dual front knee airbags, side airbags front and rear, and curtain airbags. Active safety includes a multi-angle rearview camera with dynamic guidelines, vehicle stability assist with traction control, and tire pressure monitoring.

There are many Honda Sensing driver aids and none cost extra. The list consists of collision mitigation braking, road departure mitigation, adaptive cruise control, lane-keep assist, forward collision warning, lane departure warning, and traffic sign recognition. Other driver-assist technologies are blind-spot monitoring with cross-traffic alert, auto high beams, and a rear-seat reminder.

The Civic Si is a great car. On paper and on the road, it's truly excellent, but there's just one thing stopping it from being an all-time great. The chassis is excellent, the suspension tuning is on point, the transmission is a joy, but the engine doesn't have any genuine excitement to it. It's not a bad engine, far from it, but the weight of history demands that an Si has an engine that excites. This 1.5-liter turbo doesn't. The earlier access to torque isn't too noticeable, but the lack of real punch or happiness to rev is. Without the weight of history on its back, the eleventh generation Si's engine is one element in an excellently executed package. That's what we're bearing in mind when we call it a great car.

The price of the Honda Civic Si starts at $27,300 in the USA. No other trims are available, although there is a Si HPT with summer performance tires that retails at an MSRP of $27,500. For both new Honda Civic Si models, a destination and handling charge of $1,015 is excluded from these prices. By comparison, the VW Jetta GLI starts at $30,995.

Honda has kept things simple with its new Civic Si. Only one trim is available and it comes with a 1.5-liter turbocharged inline-4 engine producing 200 hp and 192 lb-ft of torque. It's paired with a 6-speed manual gearbox. Three driving modes, a rev-matching system, and a helical limited-slip differential are some of the upgrades that have been made to make the Si as engaging as possible.

As standard, the sedan comes with 18-inch alloy wheels, LED headlights, a rear spoiler, and a power moonroof. The sporty cabin is jazzed up with red contrast stitching, and the seats are a combination of red and black fabric. The Si has a nine-inch color touchscreen interface, a 12-speaker Bose sound system, and a seven-inch driver information interface screen. Automatic climate control keeps the temperature comfortable, and a tilt/telescopic steering wheel helps one find the ideal driving position.

The safety specification includes adaptive cruise control, lane-keep assist, lane departure warning, blind-spot monitoring, and cross-traffic alert.

The Civic Si is mostly a case of what you see is what you get. Upgrades are few and far between, although the car can be equipped with the HPD package for $1,112. This adds HPD underbody spoilers and an HPD emblem. Illuminated door sill trim adds $306 and there are a few other accessories like all-season floor mats, a trunk tray, and a moonroof visor.

With only one trim level available, customization of the Civic Si is relatively limited. If you live somewhere where you can run summer tires all year round, $200 for the HPT version is a bargain. Then it's whether or not you want the HPD Package, but at $1,112 for underbody spoilers, we don't think it's necessary. Stick with the HPT, and then select a vivid color like red, blue, or the optional Blazing Orange pictured in this review.

Honda hasn't yet unveiled the new Civic Type R but the outgoing model remains one of the best of its breed. Of course, the Type R is a hatchback and the Si only comes as a four-door sedan, so that's the first way in which these two Hondas are quite different. The Type R also looks a lot wilder than the more refined Si. Under the hood, it's no contest. The Type R is over 100 hp more powerful so it will leave the Si for dead in a straight line or around the corners. That doesn't mean the Si isn't a seriously fun sedan to drive, and both have wonderful manual gearboxes. Inside, the newer Si has moved the game on with a much nicer dashboard layout. That said, the Type R hatch has a far bigger trunk. There's also a price difference of over $10,000 between these two so the Si is much friendlier on the wallet. It simply depends on whether you want a higher-value, less extreme family performer, or something altogether hardcore in the case of the Type R.

Subaru has just taken the covers off its new WRX Sedan. Like the Civic Si, the Subaru is a rare compact sedan built for the driver, without sacrificing the space needed for a family. The WRX is much more powerful with 271 hp from its 2.4-liter turbocharged Boxer engine. It also gets AWD as standard whereas the Civic sends power to the front wheels only. The Subaru is even more customizable, with the driver being able to configure damper settings and more. We'll reserve judgment on the driving experience until we get to drive the Scooby. We'll also have to wait a bit longer for the WRX's pricing. The Subaru is ultimately going to be quicker but the Civic Si is beautifully built, impeccably balanced, and is a nice car to look at. As things stand now, we'll take the Honda.