2022 Honda Civic Si PVOTY Review: Authentic, Approachable, Attainable
Pros
- Six-speed manual is pure joy
- Light, tactile handling
- Incredible value proposition
Cons
- Brakes need more staying power
- High and vague clutch engagement point
- Revs can hang
For the as-tested price of the Lamborghini Huracán STO, you could buy 15-and-a-half Si-badged Honda Civics, the lowest-priced, least powerful, and third-lightest contender vying for our PVOTY calipers. Did a humble, sub-$30K, front-wheel-drive economy sedan making only 200 horsepower have a chance against all the Black Series/Wings, M's, V's, GTs and GT3s?
Abso-friggin-lutely.
In fact, many of the supposed shortcomings of the 2022 Honda Civic Si made it stand out in our field of monstrously powered beasts. Subtracting brute force and head-snapping thrust—and much of the associated sound and fury—sharpened our judges' perception of other attributes. "There's something really tactile and raw about the Civic Si that gets me going," director of editorial operations Mike Floyd said. "Its four-cylinder at full chat just sounds so lean and mean."
The Civic Si makes a strong value and fuel economy statement, and the Si's mini-Accord styling adds maturity missing from the previous-generation Civic. Engineering excellence is everywhere you look and touch; every judge called out the light, communicative steering and the "delightful" feel and "super-precise" throws of the Si's six-speed manual transmission, as they extracted all 192 lb-ft from the 1.5-liter turbo inline-four.
"More low-end torque and a longer horsepower peak are exactly what this engine needed," features editor Scott Evans said. "The torque makes it nicer to drive at every speed, and the power no longer falls off at the top end."
To be clear, at nearly 15 pounds per horsepower (more than double the load of some other competitors), the Si is slow, but "Who cares?" was the prevailing sentiment. "It's just so stable and confident in a corner," Evans said. "You just want to drive it faster and faster because it's so rewarding. It's still a momentum car, and that's great because it really makes you work on your driving to get the most out of it."
Amid the pages of notes on all our competitors, the adjectives "authentic," "approachable," and "attainable" were reserved for the Si. It was the performance vehicle everyone could quietly appreciate. "There is something appealing about seeing myself in an Si that makes me like it even more in this competition, which is loaded with vehicles I could never hope to actually own in my lifetime," deputy editor Alex Stoklosa said.
So why wasn't it even a finalist? For one thing, the only other front-driver in the mix, the Hyundai Veloster N, delivered an even more intriguing and irresistible combination of turbo-boosted fun. And there were some blemishes on the Civic Si's otherwise smooth 'n' sporty driving experience. Squishy at first dab, the Si's brakes faded for some judges by the end of the handling course. Although that's a non-factor on the street, it did not bode well for the at-the-limit track sessions the finalists would encounter. Judges also called out the clutch's light pedal and its high and vague engagement point. The engine's tendency to hang onto revs also drew criticism.
For some, the Si just wasn't a big enough step up from the already sublime 11th-generation Civic. Other judges were tantalized but left thirsty for the sharper edge and much-needed power boost promised by the coming Civic Type R. So we shall wait for next year.
2022 Honda Civic Si Specifications Base Price/As tested $28,315/$28,515 Power (SAE net) 200 hp @ 6,000 rpm Torque (SAE net) 192 lb-ft @ 1,800 rpm Accel, 0-60 mph 7.1 sec Quarter-mile 15.3 sec @ 92.8 mph Braking, 60-0 mph 110 ft Lateral Acceleration 0.93 g (avg) MT Figure Eight 26.3 sec @ 0.67 g (avg) EPA City/Hwy/Comb 27/37/31 mpg Vehicle Layout Front-engine, FWD, 5-pass, 4-door sedan Engine, Transmission 1.5L Turbo direct-injected DOHC 16-valve I-4, 6-speed manual Curb Weight (F/R DIST) 2,981 lb (59/41%) Wheelbase 107.7 in Length x Width x Height 184.0 x 70.9 x 55.7 in On Sale Now Show AllYou may also like
Everyone by now is familiar with the Radwood formula: Gather a bunch of 1980s and 1990s cars in one place, invite enthusiastic nostalgists who pine for those cars to a location local to them, and encourage attendees to dress in period-inspired outfits. Rinse, repeat. Our latest visit to a Radwood show, at Laguna Seca raceway in California, provided a welcome respite from the Monterey Car Weekend usual. You know, exotics, supercars, and eye-wateringly expensive classics mingling among the idle rich.That's great eye candy for sure, but all the revving V-12s and flashy new metal can be a little exhausting. If ever you could be reminded in real time, over and over again, that you're relatively poor, Monterey Car Week doles out such lessons incessantly. So Radwood and its motley collection of fellow car enthusiasts' more attainable rides—though there are some near-priceless vehicles that qualify for entrance—offer up a dose of pleasant reality. These cars are excellent, obscure, or survivors (sometimes all three), all representative of the '90s and '80s.We walked the show this year, which was hosted by Hagerty in the paddock of Laguna Seca, and snapped photos of some of the highlights for those of you who couldn't make it out to NorCal for the event.
In the world of Honda building, the Civic and Integra chassis reign supreme in terms of popularity and aftermarket support. But even within the ranks of multiple generations and trim levels, some models just don't get as much attention as others. The second-generation Integra, for example, was a hit with both the mainstream and enthusiast groups when it debuted over 30 years ago. Aspirational for the Civic and CRX crowd, it served as a step up with its 1.8-liter DOHC engine and refined interior chock full of additional amenities and modified versions could be found virtually everywhere. As the third-generation Integra was introduced, the DA chassis took a backseat as parts development and popularity surrounded the newer model and the number of 1990-93 Integra builds dropped considerably.Reliving the Glory YearsThat was then, and lately, early 190s Honda nostalgia is at an all-time high. With those old school vibes comes a renaissance of sorts for the DA chassis. Along with those that have always owned and modified these cars, there is a wave of new and return owners that appreciate the sleek styling and charm of Acura's early '90s, entry-level offering. And for any Honda enthusiast looking for a '90s-era chassis to start on, the "mechanic's special" that Enrique Guerra found on Craigslist four years ago is the stuff of dreams. A 1992 LS model with faded paint and an undiagnosed engine issue that resulted in an asking price of just $500—something Guerra jumped on immediately.Like any older Honda chassis, finding aftermarket support can be tough, while sourcing OEM replacement parts is almost impossible. He adds, "It's been a stressful couple of years sourcing new parts and buying products that will work with the DA chassis, but with the help of social media, close friends, and networking, finding parts became a lot easier."As with most DA chassis owners, the initial plan called for a deep clean and some very basic updates to freshen the car up while maintaining its '90s-era feel. "In the Bay (Area) we have a very diverse car community with a little of everything which influenced the Integra to go through a couple of phases—I eventually ended up going as far as restoring the car completely."JDM x USDMThe restoration portion of the build included a Captiva Blue Pearl respray that covered the entire car, including a set of classic Wings West side skirts and matching rear bumper cap. Every DA build needs JDM one-piece headlights to consider it complete, which Guerra sourced, along with a set of thin side moldings from the Japanese DA model that match the bumper moldings much better with their flatter appearance. Other less obvious parts from overseas included the front fenders and bumper. From there, carbon fiber replacement parts became Guerra's main focus with the build.The requisite carbon fiber Seibon hood and VIS hatch were in order, and matched to a slew of other carbon parts, including a JDP Engineering front lip and rear spoiler, Tracklife Composites bumper ducts, I-Sport side and rear window visors, a custom windshield cowl, and a set of Cactus Composites mirror bases to anchor Imagine Racing side mirrors. Adding even more contrast against the uncommon factory body color are gloss black 16x8 TE37 wheels highlighted by bright orange front and rear Wilwood brake calipers.Modern ReliabilityHaving a personal connection to the 1990-93 Integra chassis, one thing I've noticed time and time again is that many nice-looking DA builds ignore under-hood enhancement - but that's not the case here. The original engine issues that came with the car are ancient history with a B18C1 swap now powering Guerra's LS. Avoiding shaved sheet metal or a tucked wiring loom, the appearance is clean and tidy with an OEM-plus aura. The A/C, power steering, and cruise control are all still intact and operational, while the B-series' weak link ignition system is modernized by way of Hondata's coil-on-plug conversion with a Rywire coil plate and engine harness included. The high-quality wiring is a welcome addition as Guerra notes that the car included some frustrating wiring issues provided by its previous owners, but he was fortunately able to work them out.The OEM-style intake is based on a Comptech Ice Box with a velocity stack that routes outside air to an Integra Type R factory intake tube before feeding a Skunk2 throttle body and Ultra Street intake manifold. Exhaust is routed through a PLM header and Thermal cat-back system and a Vibrant Ultra Quiet resonator was added to control drone. It's not pushing big peak power or running on the ragged edge, but instead offers a huge improvement over the Integra's original output while remaining entirely reliable and doesn't force Guerra to give up any of those create comforts that come in handy on his lengthy drives up and down the California coast.More modern touches were applied to the interior, starting with an S2000 gauge cluster swap and a flocked dash. Just in front of the updated cluster is a Renown Champion HP steering wheel that Guerra fitted with a custom mount for the cruise control buttons. The original seats were pulled for a pair of Corbeau buckets with upholstery that matches perfectly to the suede pillars and headliner.The Parts HunterDuring the build process, Guerra was a regular at local junk yards in search of replacement parts for his Integra as well as offering to help his fellow enthusiast outside of the state or country that might be in search of something he had access to. In addition, he spends his free time coming up with his version of some much-needed Integra replacement parts which he offers through his Ninety93 website with the promise to add more as development continues.Getting his hands on a starter chassis for such a cheap price came with its fair share of issues, as he states, "It needed a lot of attention, but it was definitely fun to build, nonetheless. It pushed me to learn how to do things on my own such as powdercoat and understand what parts work and don't work with the DA chassis, and even quickly trouble shoot anything wrong with the car. The idea behind the build was to have something modern and aggressive with some old school appeal while also steering away from the rest of the other Integra builds you usually see."The tale of the $500 mechanic's special isn't over just yet. "The car still has a long way to go as 2022 rolls in and I have big plans to change the look of the exterior very soon, along with other small things here and there."Car: 1992 Acura Integra LSOwner: Enrique GuerraInstagram: @pincheenriqueEngine GS-R swap; Hasport engine mounts; PLM header; Skunk2 intake manifold, throttle body; ITR intake arm; Comptech Ice Box intake; Thermal R&D cat-back exhaust; Vibrant ultra-quiet resonator; ATI crankshaft pulley; RC 440cc injectors; MPC Motorsports fuel rail; Grams 255lph fuel pump; custom catch can; Rywire Motorsports Electronics engine harness, coil-on-plug plate; Mishimoto aluminum radiator, slim fans, silicone hoses w/heat shrink clamps; G Development titanium hardware; Hondata S300 V3 management, coil-on-plug conversion kitDrivetrain B16 transmission; OEM LSD; Innovative DC2 shift linkage, half shaft, axlesSuspension Megan Racing coilovers; Skunk2 front/rear camber kits; Buddy Club extended ball joints; K-Tuned traction bar; Password:JDM 3-pt. shock tower bar; Hardrace front control arm bushings; ASR rear LCA w/spherical ends, subframe, 24mm sway bar w/spherical end links, trailing arm bushings; G Development titanium hardwareBraking Wilwood DynaPro 6-piston front calipers, rear calipers, 12.9 front/rear rotors, parking brake cables, stainless linesWheels & Tires 16x8 Volk Racing TE37; 225/45 Toyo Proxes R1R; Rays Engineering lug nutsExterior JDP Engineering carbon fiber lip, trunk spoiler; Seibon carbon fiber hood; VIS carbon fiber hatch; Tracklife Composites carbon fiber brake caliper ducts; Cactus Composites side mirror plates; Imagine Racing carbon fiber mirrors; I-Sport carbon fiber window visors, hatch visor; custom carbon fiber wiper cowl; JDM 1-piece headlights, fenders, front bumper, bumper support, thin moldings; Wings West side skirts, rear bumper cover; OEM optional sunroof visorInterior Corbeau seats; flocked dash; S2000 gauge cluster; Renown Champion HP steering wheel w/custom-mounted cruise control; NEXT Miracle X-bar roll bar; Phase2Motoring floor mats; ZOOM Engineering carbon fiber rear view mirror; Cactus Composites carbon shift plate, S2000 cluster bezel; Mugen sport pedals; JDM manual seatbelt conversion, armrest w/cupholder, Gathers optional rear speaker covers; suede headliner, pillars; Optima battery relocated to trunk; custom subwoofer enclosure, Pioneer double-din head unitThank You I just want to thank my old friends who got me into Hondas 10 years ago and to all of the friends I made along the way. Also a huge thanks to Patrick for all of these amazing shots and also all of the big to small companies that support making replacement and performance parts for these very old cars
0 Comments