First Drive: 2006 Honda Civic Si
05/02/2006
Shahed Hussain
Honda finally combined an aggressive coupe body with its 2.0L i-VTEC powerplant to create an affordable coupe that young enthusiasts will appreciate for its style and performance. This Civic Si is the latest edition in a long line of sport coupes/hatchbacks that dates back to the mid-1980s. The compact sports coupe has heated up recently with new entrants or updated stalwarts such as the VW GTI, Scion tC, Cobalt SS, and upcoming Dodge Caliber SRT-4. Despite the superficial similarities with these competitors, the Civic Si is radically different animal. Aside from the low-revving 4-cylinder in the Scion, the other cars use forced induction to achieve high peak power and torque from their inline-4 engines. Honda gets its power the normally aspirated way, with no assistance from a turbo (GTI & Caliber SRT-4), or a supercharger (Cobalt SS).
Although the previous UK-built Civic Si was a competent hot hatch, the boxy body with its relatively weak 160-bhp, 2.0L engine did not set sales charts on fire. Since Honda wanted no overlap with the Acura RSX Type-S, the US market did not receive the 200-bhp version of the 2.0L from the European Civic SiR. Honda learned from this product-planning mistake, so the latest Civic Si is well equipped to take on all challengers.
With its sleek low-slung body, scowling front fascia, and mini rear wing, the Civic Si needs no customization for a mild tuner car look. Decals on the rear rocker panels boldly announce that an i-VTEC DOHC engine resides under the short, sloped hood. These stickers should really be optional, because they clutter the clean styling of this coupe. A fat oval exhaust tip, unique to the Si coupe, exits from the rear fascia. This may deter some buyers from an immediate purchase of an HKS exhaust, with its signature big "coffee can" outlet. Honda offers optional Michelin Pilot Exalto P215/45-R17 performance tires on 17-inch alloy wheels for the Civic Si. All-season Michelin Pilot HX tires of the same size are standard.
Slip inside the futuristic cockpit, with its digital speedometer, separate large analog tachometer, small, fat-rimmed steering, and the Si seems to scream, "Let's go race". A stubby shift lever for the 6-speed manual sits on the center console. The short-throw shifter has that direct "snick-snick" feel that few manufacturers achieve. A light progressive effort clutch aids quick, positive shifts, which is great for street driving, but essential on a racetrack. Bolstered sport seats, upholstered in grippy cloth, keep the driver in place for all the zoomy maneuvers ahead.
From a standing start, the engine torque deficit is immediately apparent. With the 139 lb.-ft. maximum torque achieved at 6,200 RPM, this i-VTEC engine is clearly tuned for high-RPM performance. Below 4,000 RPM, engine torque is underwhelming, so owners will learn quickly to keep the revs in the upper end of the tachometer (especially since the power peak is at 7,800 RPM). Power delivery from 4,000-6,000 RPM is smooth and progressive, without noticeable peaks or valleys. Past 6,000 RPM, the engine note transitions from a buzzy thrum to an electrifying yowl all the way to the 8,000 RPM redline. The 6-speed manual is geared to extract the last bit of power from the peaky engine.
Honda tuned the Civic Si's suspension settings for a remarkably comfortable ride, although the engineers did specify higher spring rates (+17% front, +14% rear), with larger diameter solid anti-roll bars, compared to the standard Civic coupe. Despite the stiffer suspension, the Civic Si exhibits significant body roll around tight curves on the track. It was difficult to maintain speed around the small radius corners because of the Civic's noticeable understeer. The combined effects of unfavorable weight distribution, front-wheel drive, and overheated tires were the culprit. We would expect better handling with a fresh set of Pilot Exalto tires, but a stock Civic Si with its 61/39 front/rear weight distribution and street-friendly suspension, is not really set up to be a track car. This is the first Civic Si with a helical limited-slip differential, and its presence was noticeable in the near complete lack of wheel spin, especially when accelerating out of corners, where FWD cars really suffer from a traction deficiency.
As expected, Honda designed larger brakes for the Civic Si, with 11.4" vented discs (front), & 10.2" solid discs (rear). Not surprisingly, these brakes held up well to hot laps on the track. The pedal remained firm and progressive as the powerful disc brakes scrubbed off speed from 100 mph straights into 90-degree corners.
Our driving impressions are based on the atypical conditions of a racetrack, where one can safely explore chassis and engine limits with confidence. A typical Civic Si customer probably will not spend extensive track time testing the limits of the car. What we discovered is that the Civic Si rewards expert driving skills more than the typical affordable sports coupe.
Is the new Si a worthy successor to Honda's long line of sporty Civics? The short answer is a qualified "yes". Novice drivers unwilling to really boot the throttle may believe that the Civic Si is just a sporty car, without the requisite performance to back up its looks. The i-VTEC engine is a rev-happy beast, so use the 6-speed manual to exploit the entire RPM range.
For most customers, a livable ride is more important than ultimate track performance, so we really cannot fault Honda for its chosen ride and handling compromise. However, for serious track junkies, Honda should offer a stiffer sport suspension with the optional Michelin Pilot Exalto tires, perhaps as a Honda Factory Performance option. Of course, the vast Honda tuner market ensures that suspension kits and other upgrades for the Civic Si are just a phone call away.