Fact: We have driven virtually every version in the Civic, with the exception seeing the first and 2nd gen CVCCs–essentially in the ’87 model and up, I’ve put enough seat amount of time in each one to securely say that each new model outperforms the past. I still get excited when a Si comes with better yet equipment compared to the one before it, whilst the EG and EF chassis still remain my most favorites. And forget the times past where power required you to swap an engine out–the Si’s so good now that all you really need to do is fill it with gas and pop VTEC (woo! ).
Honda’s latest revision to the entire Civic lineup comes just two short years following the last major refresh, a move that was implemented after receiving several consumer complaints about how bad the interior treatments looked and felt-not even areas of the exterior was safe from harsh criticism. Because I had been always more preoccupied with the actual driving and fun the Si provides instead of worrying about things like dashboard design, though this never seemed to bother me. Speaking of which, it still looks pretty damn cool and with all of its space-age accents–like VTEC and shift lights, Intelligent Multi-Information Display–that should have you ever beyond distracted, they surprisingly don’t. They hang in your peripheral line of sight.
01 2013 honda civic si front fascia
02 2013 honda civic si rear view
03 2013 honda civic si passenger side profile
Planted inside the Si’s seats, I felt nothing else which had been out of place. They felt familiarly Honda, as always; it fired up normal, like a Honda always does; and wants to be driven at full force–and quite often; that’s what you do with a car just like the Si. With gears that short, the rpms jump quickly–a stern reminder that this is much from the ’90s-era Civic I actually have parked during my garage in your house. Thankfully, Honda left that part of the formula alone; the K-series still delivers the same 201hp along with a very modest 170lb-ft, plenty good but it’s also an engine that can generate more in the event you build upon it. And as you can tell from the remainder of the cars we’ve featured within this special Honda issue, making power can be something you should do and might do quite easily.
With the older Civics, enthusiasts were able to count on their Japanese counterparts in terms of being able to source JDM performance and styling parts, but sadly, within the U.S., it’s still not any longer the case–that is, until Honda decides to 1 day provide you with the car again, which is unlikely. Europe still sells the really awesome Civic Type R, a variant that’s so far removed from whatever we get here that it’s almost saddening to think of what could’ve been. And yet, the Si is constantly deliver on all levels. Fast, superb handling, all the amenities in order to satisfy the everyday commuter–also could you demand? Oh, right, a Civic Type R! Just kidding, Honda, we’ll still use the Si. (For now.)
04 2013 honda civic si shifter
05 2013 honda civic si steering wheel
06 2013 honda civic si front seats
That New Car Smell
2013 Honda Civic Si
The Sticker Starting from $17,965 (coupe) and $22,715 (sedan)
Engine 2.4L DOHC i-VTEC K24Z7
The Power 201hp at 7,000rpm; 170lb-ft at 4,400rpm
Scale Tipping 2,943/2,966 (with navigation); 2,967/2,992 (with navigation)
Layout Front-engine, front-wheel-drive
Transmission 6-speed manual transmission
Footwork & Chassis Front MacPherson struts, multi-link rear suspension, 21mm front sway bar/18mm rear sway bar
Wheels & Tires 17 alloys; 215/45R17 all-season tires
With The Pump 22/31/25 (city/highway/combined)
Your Competition Scion FR-S; Subaru BRZ
Deep Thoughts 40 years and counting, the Si remains as one of the last standing performance cars in Honda’s lineup. Grab one of these just in case it goes the way in the S2000, Integra Type R, NSX…