Glix
08-14-2002, 05:14 PM
Disappointing. That's best word to describe the new 2002 Civic Si.
Surprised? Incredulous? So were we after putting the Civic up against the SVT Focus and VW New Beetle Turbo S. It's not so much the car; the product is decent. The disappointment came from what was expected.
This is Honda we are talking about. This is a company that has faithfully served up spicy, entertaining and affordable rides for thousands of enthusiast drivers. Back in 1986, Honda got things started with the Civic Si and CRX Si. Today, Civics are by far the most popular car for youths in their late teens and early '20s to hot-rod and modify. One would think that with so much riding on the car, Honda would have come up with something, well, a bit more spectacular.
Read Honda's press kit, and the '02 Civic Si seems impressive. The Si starts off with a three-door hatchback body style, a body style that is new for this year and available only with the Si trim. There's a unique interior, and under the hood is the most advanced and biggest displacement Si engine yet. Other tasty tidbits include a sport-tuned suspension, electrical power steering and upgraded brakes.
Somewhere in the move from paper to reality, Honda fumbled the handoff. The first bobble happens to be the exterior styling. While styling has never been a strength of the Civic hatchback, the consensus during the test was that the car has sunk to new lows. Squint, and the Honda's high cowl, raked windshield and boxy rear end might confuse you into thinking you're looking at a shrunken Mazda MPV minivan. "Rolling doorstop" was another common snide remark. Our test car's Euro Yellow paint didn't do it any favors, either, as it was colorfully renamed "Urine Yellow." (Hint: When automotive journalists fall over themselves trying to come up with witty derogatory remarks, you know a car's in trouble).
For power, the Civic Si utilizes an all-aluminum 2.0-liter four-cylinder engine. It's from Honda's latest family of engines, and a very similar version resides inside the Acura RSX. It features i-VTEC, a variable valve timing and lift system that also adjusts the timing of the intake camshaft. Listed specs are 160 horsepower at 6,500 rpm and 132 pound-feet of torque at 5,000 rpm, making the Civic the least powerful car in the test. The engine is connected to an Si-exclusive close-ratio five-speed manual transmission.
Fire the Si up, and it makes very familiar and comforting Honda four-pot sounds. It also has the Honda trademarks of smoothness and refinement when revved. But unlike the previous Civic Si, the engine does little to inspire the driver. Redline is set at an un-Honda-like 6,800 rpm, and, on the road, the Civic feels merely adequate in terms of acceleration. Additionally, the high-rpm VTEC rush found on older Hondas and Acuras has been massaged out. Perhaps Honda listened to people who thought Integra GS-Rs and Civic Si coupes were too peaky. Around here, we dug those sweeping and frantic tach sweeps to eight grand; they gave the cars some personality.
Instrumented testing backed up this impression. Zero-to-60 mph took 8.1 seconds, the slowest of the three cars and 0.6 seconds off the Focus's time. The quarter-mile time of 16.1 seconds at 86.8 mph was also off the pace. If there's a bright spot for the powertrain, it's likely the transmission. Thanks to a rally-style shifter mounted on the dash and a smooth-acting clutch, drivers can crack off impressively quick shifts.
On the highway, the transmission's short gearing has the engine spinning rapidly (4,000 rpm at 80 mph), but the cabin is still pretty quiet. This helps to make the Si a comfortable cruising machine. The suspension, consisting of the front MacPherson struts and rear double wishbones, soaks up road hazards nicely even though it's considerably more sport-oriented than a regular Civic suspension.
The cabin is clean and attractive with generally easy-to-use controls and high-quality materials. Thanks to the metallic-looking instrument panel, large white-faced gauges and orange nighttime illumination, the look is quite modern. The front seats, similar in design to the seats in the old Acura Integra Type R, are firmly bolstered to hold occupants tight during hard cornering. They don't offer much adjustment, however, and one driver complained that in order to sit close enough to the dash to operate the radio, his legs were scrunched up uncomfortably in the footwell.
Build quality on our test car was excellent, and there was not a rattle or squeak to be heard. Accessing the comfortable rear seat is easy thanks to a sliding passenger seat, and there's enough headroom and legroom provided to keep two adults relatively content. With the rear seats in place, the Civic can hold 15.7 cubic feet of cargo, more than the New Beetle but less than the Focus.
Interesting? Sure, but we hope you're reading about this car to learn about its sporting potential, not its ability to swallow baby strollers and Coke cans. Driven on curvy canyon roads, the Civic Si glides about, generally unconcerned with the pavement below. Going from corner to corner, the car has a solid and neutral feel, a result of the stiff body structure and idealized suspension tuning. The car is easy to drive fast, and the electrical-assist steering is light to the touch and easy to wield (though it doesn't provide much information as to what's going on with the front tires' grip).
Because of the competent suspension and smooth drivetrain, it's hard to do anything wrong in this car. The same holds true on the racetrack; pushing the car to its limits brings out no surprises. But compared to the SVT Focus, the Si is not as sharp, direct or involving. The tires, modestly sized 195/60VR15s, are certainly a liability here, and wider rubber would help to improve maximum grip. The car's lap times were consistently behind the Ford's and about equal to the New Beetle's. Braking, too, is soft with a 60-to-0 mph stopping distance of 129 feet, 11 more than the Focus. One editor summed up his track experience with the Si thusly: "Blah."
Of the five categories that we use to score our comparison tests, the Civic didn't win one. It came in second place for the final scoring, though this is almost by default: The New Beetle is playing toward a different crowd. The Civic and SVT Focus should attract the same buyers. Pitting the two against each other, the Civic goes down, K.O.'d by the third round.
For Honda, we offer the following Civic Si version 5.1 patch: Offer it in black only, give the car the 200-hp RSX Type-S engine, install the European Type R body kit and bolt on some slick 17-inch wheels. Call it the Civic SiR. Have a nice day. We anxiously await the update.
SECOND OPINIONS
Senior Editor Christian Wardlaw says:
Honda has ensured high resale values for the 1999-2000 Honda Civic Si Coupe with the release of this uninspiring 2002 Civic Si Hatchback.
Where has the traditional Honda low-cowl dash design gone? I feel like I'm sitting on the floor of this car, struggling to see out. Where is that light and lithe feel I've come to associate with Hondas? This hot hatch feels pudgy and lethargic. Where is the usually clean Honda ergonomic design? The stereo is littered with tiny buttons, and the cruise activation switch is buried behind the wheel spokes and turn signal stalk. Additionally, the wingback sport seats are not terribly comfortable, pinching my shoulders the way they do.
Mechanically, the Civic is the most refined of our group, but I miss that added zing and burst of energy exhibited by the old original-flavor VTEC system, whose action and response wasn't as linear as what is found on this new iteration but was vastly more entertaining.
Styling? The new Civic Si most resembles a doorstop
Surprised? Incredulous? So were we after putting the Civic up against the SVT Focus and VW New Beetle Turbo S. It's not so much the car; the product is decent. The disappointment came from what was expected.
This is Honda we are talking about. This is a company that has faithfully served up spicy, entertaining and affordable rides for thousands of enthusiast drivers. Back in 1986, Honda got things started with the Civic Si and CRX Si. Today, Civics are by far the most popular car for youths in their late teens and early '20s to hot-rod and modify. One would think that with so much riding on the car, Honda would have come up with something, well, a bit more spectacular.
Read Honda's press kit, and the '02 Civic Si seems impressive. The Si starts off with a three-door hatchback body style, a body style that is new for this year and available only with the Si trim. There's a unique interior, and under the hood is the most advanced and biggest displacement Si engine yet. Other tasty tidbits include a sport-tuned suspension, electrical power steering and upgraded brakes.
Somewhere in the move from paper to reality, Honda fumbled the handoff. The first bobble happens to be the exterior styling. While styling has never been a strength of the Civic hatchback, the consensus during the test was that the car has sunk to new lows. Squint, and the Honda's high cowl, raked windshield and boxy rear end might confuse you into thinking you're looking at a shrunken Mazda MPV minivan. "Rolling doorstop" was another common snide remark. Our test car's Euro Yellow paint didn't do it any favors, either, as it was colorfully renamed "Urine Yellow." (Hint: When automotive journalists fall over themselves trying to come up with witty derogatory remarks, you know a car's in trouble).
For power, the Civic Si utilizes an all-aluminum 2.0-liter four-cylinder engine. It's from Honda's latest family of engines, and a very similar version resides inside the Acura RSX. It features i-VTEC, a variable valve timing and lift system that also adjusts the timing of the intake camshaft. Listed specs are 160 horsepower at 6,500 rpm and 132 pound-feet of torque at 5,000 rpm, making the Civic the least powerful car in the test. The engine is connected to an Si-exclusive close-ratio five-speed manual transmission.
Fire the Si up, and it makes very familiar and comforting Honda four-pot sounds. It also has the Honda trademarks of smoothness and refinement when revved. But unlike the previous Civic Si, the engine does little to inspire the driver. Redline is set at an un-Honda-like 6,800 rpm, and, on the road, the Civic feels merely adequate in terms of acceleration. Additionally, the high-rpm VTEC rush found on older Hondas and Acuras has been massaged out. Perhaps Honda listened to people who thought Integra GS-Rs and Civic Si coupes were too peaky. Around here, we dug those sweeping and frantic tach sweeps to eight grand; they gave the cars some personality.
Instrumented testing backed up this impression. Zero-to-60 mph took 8.1 seconds, the slowest of the three cars and 0.6 seconds off the Focus's time. The quarter-mile time of 16.1 seconds at 86.8 mph was also off the pace. If there's a bright spot for the powertrain, it's likely the transmission. Thanks to a rally-style shifter mounted on the dash and a smooth-acting clutch, drivers can crack off impressively quick shifts.
On the highway, the transmission's short gearing has the engine spinning rapidly (4,000 rpm at 80 mph), but the cabin is still pretty quiet. This helps to make the Si a comfortable cruising machine. The suspension, consisting of the front MacPherson struts and rear double wishbones, soaks up road hazards nicely even though it's considerably more sport-oriented than a regular Civic suspension.
The cabin is clean and attractive with generally easy-to-use controls and high-quality materials. Thanks to the metallic-looking instrument panel, large white-faced gauges and orange nighttime illumination, the look is quite modern. The front seats, similar in design to the seats in the old Acura Integra Type R, are firmly bolstered to hold occupants tight during hard cornering. They don't offer much adjustment, however, and one driver complained that in order to sit close enough to the dash to operate the radio, his legs were scrunched up uncomfortably in the footwell.
Build quality on our test car was excellent, and there was not a rattle or squeak to be heard. Accessing the comfortable rear seat is easy thanks to a sliding passenger seat, and there's enough headroom and legroom provided to keep two adults relatively content. With the rear seats in place, the Civic can hold 15.7 cubic feet of cargo, more than the New Beetle but less than the Focus.
Interesting? Sure, but we hope you're reading about this car to learn about its sporting potential, not its ability to swallow baby strollers and Coke cans. Driven on curvy canyon roads, the Civic Si glides about, generally unconcerned with the pavement below. Going from corner to corner, the car has a solid and neutral feel, a result of the stiff body structure and idealized suspension tuning. The car is easy to drive fast, and the electrical-assist steering is light to the touch and easy to wield (though it doesn't provide much information as to what's going on with the front tires' grip).
Because of the competent suspension and smooth drivetrain, it's hard to do anything wrong in this car. The same holds true on the racetrack; pushing the car to its limits brings out no surprises. But compared to the SVT Focus, the Si is not as sharp, direct or involving. The tires, modestly sized 195/60VR15s, are certainly a liability here, and wider rubber would help to improve maximum grip. The car's lap times were consistently behind the Ford's and about equal to the New Beetle's. Braking, too, is soft with a 60-to-0 mph stopping distance of 129 feet, 11 more than the Focus. One editor summed up his track experience with the Si thusly: "Blah."
Of the five categories that we use to score our comparison tests, the Civic didn't win one. It came in second place for the final scoring, though this is almost by default: The New Beetle is playing toward a different crowd. The Civic and SVT Focus should attract the same buyers. Pitting the two against each other, the Civic goes down, K.O.'d by the third round.
For Honda, we offer the following Civic Si version 5.1 patch: Offer it in black only, give the car the 200-hp RSX Type-S engine, install the European Type R body kit and bolt on some slick 17-inch wheels. Call it the Civic SiR. Have a nice day. We anxiously await the update.
SECOND OPINIONS
Senior Editor Christian Wardlaw says:
Honda has ensured high resale values for the 1999-2000 Honda Civic Si Coupe with the release of this uninspiring 2002 Civic Si Hatchback.
Where has the traditional Honda low-cowl dash design gone? I feel like I'm sitting on the floor of this car, struggling to see out. Where is that light and lithe feel I've come to associate with Hondas? This hot hatch feels pudgy and lethargic. Where is the usually clean Honda ergonomic design? The stereo is littered with tiny buttons, and the cruise activation switch is buried behind the wheel spokes and turn signal stalk. Additionally, the wingback sport seats are not terribly comfortable, pinching my shoulders the way they do.
Mechanically, the Civic is the most refined of our group, but I miss that added zing and burst of energy exhibited by the old original-flavor VTEC system, whose action and response wasn't as linear as what is found on this new iteration but was vastly more entertaining.
Styling? The new Civic Si most resembles a doorstop