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2012 Honda Civic Si Review And Specifications Details

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					          2012 Honda Civic Si Review And Specifications Details

“People have been saying that Honda has lost its mojo, but that’s not
true. We just put it in a closet for a while.” That pronouncement comes
from a Honda insider, delivered in a whisper and on condition of
anonymity. After all, with the demise of the S2000 sports car, the Si is
the only four-wheeled Honda with any performance cred. But if you’ve been
waiting for a significant uptick in Si mojo—enough to put it a little
closer to the pace of the Mazdaspeed 3 or VW GTI—we hope you aren’t
holding your breath.
Specifically Speaking
Let’s look at some numbers. The outgoing Si was motivated by a 2.0-liter,
naturally aspirated aluminum four with Honda’s clever i-VTEC DOHC system
creating impressive top end power: 197 horses at 7800 rpm. It was typical
of a generation of Honda engines that extracted serious output from small
displacement, with the same 86-mm bore and stroke, lots of revs (8000-rpm
redline), a little thirsty when pressed hard, and distinctly short on
torque, but rewarding to the driver who valued a taste of racing
technology in an affordable street car.

The new Si marches to a different beat, the 2.0 replaced by a 2.4-liter
i-VTEC four with a distinctly long-stroke design—87-mm bore and 99-mm
stroke—that doesn’t quite provide the high-rpm rush of its predecessor.
Redline (and power peak) are listed at 7000 rpm, which is odd, but
there’s a smidge more top end—201 hp—and a notably fatter midrange.
Displacement is the wellspring of torque, particularly in a naturally
aspirated engine, and there’s more of it here than in the old engine: 170
lb-ft at 4400 rpm versus 139 at 6100. You can expect more of this
long-stroke approach in the future as carmakers work to reduce fuel
consumption and emissions.
A slick six-speed manual continues to be the only transmission—we’ve no
complaints on that point—and EPA fuel-economy forecasts are unchanged: 22
mpg city/31 highway, with a strict diet of premium fuel still required.
The Package

The sheetmetal surrounding the Si’s new engine will look familiar to the
Civic faithful. There are fresh creases and new tweaks, but Honda chose
to carry on with essentially the same slippery shape it introduced in
2005. “Same” doesn’t mean carbon copy, however. Although most body
dimensions are pretty much identical, the wheelbase has been shortened by
1.1 inches for the coupe.
Given Honda’s emphasis on smooth ride quality, even in the Si, the
shorter wheelbase might seem surprising. But the redesign includes
increased chassis rigidity—a 10-percent uptick in static rigidity,
12-percent in dynamic, according to the engineering team—meaning more
latitude for suspension tuning. As before, the Si models get higher
spring rates, harder suspension bushings, and firmer damping than lesser
Civics. Honda also preserved the previous generation’s limited-slip diff
and electric power steering.

The Sum of the Parts
Does all of this add up to a better Civic Si? As our drive was confined
to limited seat time on urban streets devoid of challenge—plus one run on
a stadium-parking-lot autocross course—the jury is out. Grip seems
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          2012 Honda Civic Si Review And Specifications Details
adequate—the 17-inch wheel-and-tire package (215/45s) is unchanged—and an
increase in front rotor size should produce improved braking, something
the previous Si needed. The intervention threshold of the
stability-control system is high; weekend autocross warriors could well
run competitive times without turning it off. Honda’s work with ride
quality seems to have produced the desired result—if creamy ride quality
is a key objective in a car such as this. However, the “motion-adaptive
electric power-assisted rack-and-pinion steering” is light, vague, and at
3.1 turns lock-to-lock, a little slow for a car in this class.

On the power side of the equation, the new Si’s around-town response
seems a little more vigorous, delivering more thrust at lower rpm. And
although we miss the high-rpm scream of the 2.0, the 2.4-liter’s exhaust
note has an authoritative tenor snarl. The question remains, however,
whether the Si’s tiny hp increase would put it any closer to its
hot-hatch rivals from Mazda and VW in a straight line. And we have yet to
experience the hot ST version of the new Ford Focus.
Pricing Strategy

Pricing for the 2012 Civic Si coupe starts at $22,955 (the sedan opens at
$23,155). The only stand-alone option is high-performance summer tires
(add $200). Nav and satellite radio are baked into a $1500 package. That
puts a loaded Civic Si right where pricing begins for the Mazdaspeed 3 or
Volkswagen GTI.
So the new Si appears to be strategically positioned against the top dogs
in this class. The quality of the interior materials has improved, the
front buckets provide a more lateral support—with no sacrifice in
comfort—and the red accents and stitchery provide a sporty note without
looking juvenile. Based on our limited exposure, the latest Si looks as
though it should at least be satisfying to just about anyone. On the
other hand, if you—like us—had hoped for the sort of mojo that
distinguished the last generation, you might be a bit underwhelmed.
Specifications
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 2-door coupe
or 4-door sedan
BASE PRICE: coupe, $22,955; sedan, $23,155
ENGINE TYPE: DOHC 16-valve, inline-4, aluminum block and head, port fuel
injection
Displacement: 144 cu in, 2354 cc
Power (SAE net): 201 hp @ 7000 rpm
Torque (SAE net): 170 lb-ft @ 4400 rpm
TRANSMISSION: 6-speed manual
DIMENSIONS:
Wheelbase: 103.2 in Length: 175.5 in
Width: 69.0 in Height: 55.0 in
Curb weight: 2874 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 6.6 sec
Standing ¼-mile: 15.0 sec
FUEL ECONOMY:
EPA city/highway driving: 22/31 mpg




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Description: The new 2012 Honda Civic Si marches to a different beat, the 2.0 replaced by a 2.4-liter i-VTEC four wit a distinctly long-stroke design—87-mm bore and 99-mm stroke—that doesn’t quite provide the high-rpm rush of its predecessor. Redline (and power peak) are listed at 7000 rpm, which is odd, but there’s a smidge more top end—201 hp—and a notably fatter midrange. Displacement is the wellspring of torque, particularly in a naturally aspirated engine, and there’s more of it here than in the old engine: 170 lb-ft at 4400 rpm versus 139 at 6100. You can expect more of this long-stroke approach in the future as carmakers work to reduce fuel consumption and emissions....
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