Tough Crowd Comparison Test: Honda Civic Si

The irony here is inescapable. The last Civic Si was responsible for convincing the rest of these automakers that the tuner crowd buys new cars.

When the B16-powered, double-wishbone Civic became an instant tuner favorite, Ford, Nissan, Mazda and DaimlerChrysler all locked onto its target. When the new Si, Spec-V and SVT Focus arrived within months of each other, we were witness to an incredible game of cat and mouse, as Ford delayed introduction and Nissan zipped its lips on the price, waiting to see what Honda would do.

They needn't have worried. The Si has been completely outgunned. Not only is the new car less exciting to drive and far less easy to tune than the old one, but the competition has moved forward while Honda is backpedaling. The Si is so out of place in this group it placed last in every performance test but the slalom.

It starts with the engine. Despite matching the old Si's power, and having the second highest redline of the group, the Si's 2.0-liter goes about its duties with little excitement. Driven gently, it's responsive and relatively torquey, but the Si's power delivery is like a slightly healthier 1995 200SX SE-R, although the Honda K20A lacks the internal fortitude of Nissan's SR20DE. Unfortunately, what passed for performance in 1995 doesn't work in 2003.

It's the chassis that feels most out of place in this crowd, though it's difficult to tell how much blame lies on the soft shoulders of the all-season 15-inch Michelin MXV-4 tires. Perhaps real tires could awaken the chassis, but as it is, turn-in is slow and the steering is vague and confidence-sapping at the limit.

The brakes, too, feel completely overwhelmed by hard driving. They start with a relatively mushy pedal and get worse as they quickly overheat. The 60 to 0 stopping distance of 140 ft was the longest in the test, longer even than the non ABS-equipped SE-R Spec-V. The tires are the culprits here, but no tire could keep the diminutive 10.3-inch front discs from glowing after a good thrashing. Luckily, numerous brake upgrades are available in the aftermarket.

The Si feels far more at home in the daily grind than on the track, offering all the build quality and refinement Joe Consumer would expect of a Honda. The little subtleties, like the consistent feel of all the controls, the smooth takeup of the clutch, and the flawless fit and finish stand out even in this crowd. The hatchback bodywork is also endlessly practical. But for the enthusiast driver, there is, sadly, little soul. Ignore the racy looking seats and it's clear this car was built for someone else. Like the Mitsubishi Eclipse, the Si has gone off in search of different buyers.

Base price:$19,000
Measured horsepower at the wheels: 138 hp @ 6800 rpm
Curb weight as tested: 2,730 lb

Best Feature:
The big-bolstered suede seats and small, fat steering wheel scream "driver's car."

Worst Feature:
Throw it into a bend and the Si flops over, the steering goes numb, and the tires squirm. The Si's behavior at the limit is very un-Honda.

First three things we'd modify

1: The entire suspension
This chassis can work well, as many a tuner car has proven, but don't think you'll get away with a set of lowering springs. You'll need shocks, bars and tires if you want this one to turn.

2: RSX drivetrainDrastic?
Yes. But if you want a Honda-flavored Honda, you need the screaming revs the Si's engine can never deliver. See last month's "Hybrid How-To."

3: Limited-slip differential
The RSX needs this already, but put its powerband into an even taller chassis and the inside tire is history. Save some labor and install it during step two.

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