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For over half a decade, Dan Heyman has written professionally about cars and car culture, specializing in luxury/performance vehicles, 4 x 4s and pickup trucks, with a micro city car or two thrown in for good measure. If he's not striking a spacebar, he's likely out photographing cars on the twists and turns of the Coast Mountain roads outside his hometown of Vancouver, BC, or cutting a line on a racetrack.

The Honda Civic Si continues to carry the flag for those that want the practicality of the big-selling Honda Civic, but with just that much more oomph in terms of performance. Even with the arrival in North America of the Type R model, the Si has soldiered on and that’s music to the ears of may an affordable performance car enthusiast.

The Si separates itself from the likes of the Touring model by adding matte-black 18” wheels, black window trim, enlarged exhaust tips, and rear spoiler. That’s fine but the problem is it looks like the standard Civic the rest of the way and while handsome enough, the current model lacks a real defining quality that the previous version did – namely, its aggressive head- and taillights. In profile, it’s also unable to hide its tall roofline and coupled with wheels that are big for a compact but not that big, it’s awkward.

<img class="aligncenter size-full wp-image-177222" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9553.jpg" alt="2023 Honda Civic Si" width="2000" height="1333" />

The view from the rear three-quarter perspective is what saves the Civic Si from not getting a lower mark here; from this angle, it looks squatter, more purposeful and quite cool thanks to that spoiler and rear tailpipes.

What that tall roofline does do, however, is make for tons of headroom inside – 956 millimetres up front, 942 mm at the rear – and generous legroom both front and back as well. Overall passenger volume is rated at 2,735 litres with 408 L of trunk volume – not too shabby at all.

Even with all that room, Honda hasn’t forgotten the fantastic driver’s seating position that places you right at the wheel, while the shift lever and centre console are barely an outstretched digit away. That seating position is further complimented by more supportive front seats with higher side bolsters and red inserts.

<img class="aligncenter size-full wp-image-177232" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9593.jpg" alt="2023 Honda Civic Si" width="2000" height="1333" />

Other neat interior bits include the honeycomb dash insert with red trim that not only looks cool but also disguises the HVAC vents, thick-rimmed leather steering wheel, aluminum pedals, and stubby shift lever – the Civic Si can only be had with a manual. So if you don’t want to row the gears yourself first of all why would you want one of these anyway secondly, there’s always the Touring model.

Not only is the Si loaded for performance, but it comes fully loaded with tech as well. That means a wide 9” infotainment display with wireless Apple CarPlay and Android Auto as opposed to the standard car’s 7” display and wired apps, as well as standard 12-speaker Bose audio, WiFi hotspot, 10.2” digital gauge cluster and wireless charging. A blind spot system, rear cross-traffic alert, lane keep assist and adaptive cruise with traffic sign recognition are on-hand as well.

<img class="aligncenter size-full wp-image-177233" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9606.jpg" alt="2023 Honda Civic Si" width="2000" height="1333" />

Power from the 1.5-litre turbocharged four-cylinder is rated at 200 horsepower and 192 pound-feet of torque, equalling the torque figures of the previous model but down a little on the hp front. That’s too bad, but the fact the Volkswagen Jetta GLI and Hyundai Elantra N make more power for similar money is a tougher pill to swallow.

What the Si does do, however, is deliver its power smoothly and with little turbo lag so it feels more powerful than it is. Peak power is made at 6,000 RPM but peak torque comes in at a lowly 1,800 and will continue to push through 5,000, which is a flat torque curve the likes of the older naturally-aspirated VTEC Si models could even dream of. It adds an air of luxury that plays well with the interior environs. It means you don’t have to row the gears or wring its neck quite as much as you once did to get the most out of it when on an aggressive drive -- and some will miss that – but overall, we have a sporty sedan with a more relaxed powertrain that makes for a more comfortable experience.

There’s one glaring error, however, and that’s its penchant for rev hang between shifts. No matter whether I was in Normal or Sport drive modes, I just couldn’t get the shift action done as smoothly as I’d like, or as quietly.

<img class="aligncenter size-full wp-image-177235" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9610.jpg" alt="2023 Honda Civic Si" width="2000" height="1333" />

As important as the powertrain is, a Civic Si needs to handle as well. In that light, the feel through the thick-rimmed steering wheel is very good, providing the detail the Civic Si has always done. For all its luxury, more relaxed powertrain (and higher curb weight), the steering feel is right on. The ride backs that up with great damper tuning that won’t rattle your fillings as much as it once did but keeps the body in check enough through repeated turns and is nowhere near as brittle feeling as it has been in the past. Add a helical front limited-slip differential that allows for an elastic band-like response when coming out of turns, and there’s plenty here to keep drivers on their toes.

The turn-in response, however, is not quite as immediate as it once was (or currently is with the Elantra N), so it doesn’t feel quite as live-wired. Many will appreciate the fact that it’s somewhat less nervous, but there will be an enthusiast or two that will miss the shrunken off-centre dead zones these used to have.

<img class="aligncenter size-full wp-image-177236" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9615.jpg" alt="2023 Honda Civic Si" width="2000" height="1333" />

At the end of the day, this latest Si is improved in almost every way – on paper. The trouble is, I found myself struggling to truly appreciate it more than I have previously. It’s great that it’s so well-equipped and more comfortable than it’s ever been, but it’s lost a little bit of that, shall we say, rambunctiousness of an older model with a high-revving VTEC four-banger and telepathic steering. Yes, those cars were loud and they rode too firmly for some, but their character was undeniable. As well-sorted, well-equipped, and spacious as this new model is – and as much as many will appreciate it as a result – it exhibits a level of self-consciousness that the Si’s never had to before.

2023 Honda Civic Si

BODY STYLE: Four-door compact performance sedan

DRIVE METHOD: front-engine/front-wheel drive
ENGINE: 1.5-litre turbo four-cylinder, 200 hp, 192 lb-ft of torque

FUEL ECONOMY CITY/HIGHWAY/COMBINED: 7.7L/100 km
TRANSMISSION: 6-speed manual

CARGO CAPACITY: 408 litres

Base MSRP: $37,085

WEBSITE: <a href="https://www.honda.ca/en/civic_si">Honda Civic Si</a>

2023 Honda Civic Si Review

2016 Honda Civic Sedan

Mark Toljagic is an accredited automobile journalist with a pro-consumer bent - which also describes the condition of many of his own cars.

Honda’s Civic has enticed buyers with its smooth drivetrains, excellent driveability and impeccable assembly for 50 years now. When the first Civic sedan arrived on our shores in 1980, Car and Driver magazine declared it a mini-Mercedes. Subsequent generations of the Civic earned more raves as it grew larger, quicker and more refined.

That’s until the ninth-gen model appeared in 2012. It was widely panned by the press due to obvious penny-pinching, with cheap plastic trim and carpet akin to a dish scouring pad. For the first time the Civic failed to earn a recommendation from Consumer Reports. Unaccustomed to criticism, Honda scrambled to fix the deficiencies.

The all-new Civic for 2016 aimed higher, seemingly to compensate for the missteps made with the previous car. It looked bigger than the 3-centimetre-longer wheelbase and 5 cm in added width would suggest; it was virtually the size of an old Accord. The lower roofline accentuated the Civic’s swoopy lines – in both sedan and coupe form – taking on a hatchback profile that in fact finishes with a stubby trunk lid at the rear.

The Civic used higher-grade steel than in the past, making the unit body 31 kg lighter, while new sealing techniques resulted in a 58 percent reduction in cabin air leaks. It earned a five-star crash rating from NHTSA, the U.S. transportation safety agency. The suspension was redesigned with revamped MacPherson struts up front and a new multi-link rear setup mounted to a rigid subframe at the back. The floor, engine and suspension were all set lower, reducing the centre of gravity for better handling.

Open a door and a big space welcomes you inside, especially in the rear quarters, which gained 5 cm of legroom. Up front, the previous Civic’s bi-level instrument panel was replaced by a three-pod layout with an enormous tachometer displayed prominently. A tall centre console separates the driver and front passenger; while somewhat obtrusive, it provides lots of clever storage space.

If the big tach suggests the Civic is geared for drivers, there’s evidence to support it. The variable-ratio electric steering, larger diameter anti-roll bars and the brake-based understeer-mitigation program deliver a more athletic ride. And a quieter one, too, thanks to an acoustic windshield and triple-sealed doors. On the downside, the 7-inch touchscreen found in most models can frustrate with its confusing menus, too-small buttons and slow response.

<img class="aligncenter wp-image-176964 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/10th-Gen-2016-Honda-Civic-Coupe-scaled.jpg" alt="2017 Honda Civic Coupe" width="2560" height="1706" />

Base models made do with a direct-injection 2.0-L four cylinder engine, good for 158 horsepower, replacing the old 143-hp 1.8-L four. The optional powerplant is a turbocharged, direct-injected 1.5-L four that produces 174 horses. Either engine imbues the Civic with verve, but only the normally aspirated 2.0 worked with the six-speed manual transmission initially. Honda’s CVT automatic keeps the turbo on the boil, making for a caffeinated drive. Regardless of the drivetrain, drivers can look forward to attaining up to 50 mpg (5.7 L/100 km) on the highway with a light foot.

For 2017, the six-speed manual transmission was available in 1.5-L turbo Civic coupes and sedans, and it also marked the arrival of the five-door hatchback, which only came equipped with the turbo engine tuned for 180 horses – six more than in other turbo Civics.

There were also two new performance variants: the popular Si, and the off-the-hook Type R rated at a tire-scorching 306 hp. The Si is powered by a 205-hp version of the 1.5-L turbo four that sends its power through the six-speed manual gearbox along with 192 pound-feet of torque. The Si also featured a stiffer suspension, adaptive dampers and retuned steering.

<img class="aligncenter size-full wp-image-176966" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/10th-Gen-2017-Honda-Civic-Type-R-scaled.jpg" alt="2017 Honda Civic Type R" width="2560" height="1706" />

For 2019, all Civics earned some styling tweaks and new standard features, including driver-assistance tech and an actual volume knob and hard buttons added to the touchscreen to alleviate user frustration. While both the sedan and coupe got the new Sport trim, only the hatchback version gained extra horsepower in its 1.5-L turbo. The hatchback got more styling tweaks for 2020, while the two-door coupe bowed out in 2021, the last model year of the 10th-gen Civic.

WHAT OWNERS REPORTED

If a sporty, good-looking car with a willing engine and all the technology you can fit into it for an accessible price isn’t a formula for automotive success, we’d be hard-pressed to think what is. Canadians obviously agreed, making the Civic the nation’s bestselling car for 24 consecutive years (the reign ended in 2021).

“Growing up I’ve had Honda motorcycles; this was my first Honda auto, but I knew what to expect,” wrote the owner of 2018 base model online. “The Civic has taken generational leaps. Steering is tight and responsive and the handling is great. The car reminds me of my Mercedes C250 coupe – as sporty a design as the M-B, but gobs more reliable.”

Over its 50-year history in North America, the Civic has forged a reputation for dependability, although the early years were marred by premature rust that took the Japanese company some time to address. Unfortunately, the 10th-gen Civics did exhibit some problematic issues at least at the outset.

According to George Iny of the Automobile Protection Association (<a href="https://www.apa.ca/en/">APA.ca</a>), owners have reported troublesome air conditioners generally through to the 2018 model year. The condenser can fail, or the compressor in some instances. Iny reports that Honda extended the warranty to cover this issue, and replacement parts may be improved.

While the 1.5-L turbo engine is both powerful and frugal, it’s been the subject of some complaints regarding mediocre heater output in very cold weather, as well as oil dilution. Honda launched a recall campaign involving Civics and CR-V utes with the engine to upload new software for the engine and transmission control units, and in some cases, a replacement air-conditioning control unit.

There have also been some complaints about turbo wastegate failures in the same engines; the replacement costs over $3,500. By comparison, the normally aspirated 2.0-L engine has generated fewer complaints and the APA actually recommends it over the 1.5T.

Honda’s continuously variable automatic transmission (CVT) is an in-house effort that performs well and has proven to be reliable, though 2016-2017 automatic models may exhibit growling after a cold start that likely indicates a defective valve body. Iny notes that dealers can reprogram the unit at no charge, and replace it if necessary under an internal policy.

Owners of 2016-2018 Civics have commonly complained about malfunctioning infotainment units and displays that are slow to respond or black out momentarily. Bluetooth and phone connectivity can be spotty; dealers have updates that may resolve the issues. In 2016-2017 models, check the trunk floor for moisture as there are some reports of water infiltration.

A top-ranked “economy” car that hits far above its weight class, the 2016 to 2021 Civic checks all the boxes: Lively engines that sip fuel, excellent driving dynamics, and a spacious and comfortable cabin. Deficits include a buggy infotainment system and a few reliability issues that have largely been addressed with software updates.

Being a Canadian favourite, used examples sell fast and for plenty of money. In this case, the outlay is worth the sacrifice.
<h3>2016-2021 Honda Civic </h3>
BODY STYLE: Five-passenger compact sedan, coupe, hatchback

DRIVE METHOD: Front-engine, front-wheel-drive; six-speed manual transmission, continuously variable transmission (CVT)

ENGINE: 2.0-L four cylinder (158 hp, 138 lb-ft), 1.5-L turbo four cylinder (174 hp, 162 lb-ft or 180 hp, 162 lb-ft or 205 hp, 192 lb-ft )

FUEL ECONOMY: (Regular) 8.5/6.0/7.2 L/100 km city/highway/combined

CARGO VOLUME: 428 litres (14.8 cu ft)

TOW RATING: 500 kg (1100 lbs.)

PRICE: $19,500 (2016); $29,000 (2021)

Buying Used: 2016-2021 Honda Civic

2023 Honda Civic Type R

Chris D’Alessandro is a writer living in downtown Toronto. Growing up in a family of used car dealers and mechanics, he’s been immersed in car culture his entire life. A frequent contributor to VICE Canada, Chris’ screenwriting work has also won a Canadian Comedy Award. So, “hipster, wise-ass, gearhead” pretty much covers it. Follow Chris on Twitter @chrisdaless and Instagram @chrdalessandro

The newest Honda Civic Type R has a starting MSRP just under $52,000.

At that price point, the Type R is a compelling performance bargain, especially as far as dailable enthusiast cars go.

But unless you order one and wait your turn, you’re more likely to pay upwards of $80,000 — a $30,000 premium over MSRP. Sounds extreme, but a Honda dealership in Abbotsford, BC. has already sold two Type Rs at that price point.

This is a problem for the Type R as a brand.

Because at $80,000, the Type R starts to keep company with heavy sedan hitters like the Audi S4, Lexus IS 500 and Charger Scat Pack 392.

In the two-door sports car world you could have a <a href="https://www.wheels.ca/news/2023-bmw-m2-gets-m4-levels-of-power">BMW M2</a>, Mustang <a href="https://www.wheels.ca/vehicle-reviews/review-2021-ford-mustang-mach-1">Mach 1</a> or Toyota <a href="https://www.wheels.ca/reviews/track-test-review-2023-toyota-gr-supra-mt">GR Supra</a> for that kind of money.

And I’m sorry, but that kind of markup does spoil the entire concept of the <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">Honda Civic Type R</a>.

Because while the Type R is admittedly top tier in terms of usable performance, engagement and driving reward, the whole point of the car is being able to offer that performance, engagement, and reward in an affordable package.

<img class="aligncenter size-full wp-image-174680" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/01-2023-Civic-Type-R.jpg" alt="2023 Honda Civic Type R" width="1200" height="713" />

That’s why the car is based on one of the most affordable and popular economy car platforms, instead of being a totally bespoke sports car. It’s supposed to keep costs down.

The Type R is perhaps the very best enthusiast car purchase at its suggested MSRP of $52,000.

But at $80,000 it might actually be the very worst. There is simply too much healthy and in some cases, objectively superior competition at that price point to rationally purchase an $80,000 Honda Civic.

So… why is this happening? Who is sabotaging the success of the Honda Civic Type R with ridiculous over-MSRP asking pricing?

The first suspect is obviously the dealers themselves. But honestly, that’s a little like blaming a shark for smelling blood in the water and just doing what they do — especially when they start to get hungry.

Brendon Hall, general manager of the Abbotsford-based dealer in question, <a href="https://www.hondaway.com/en">The Honda Way</a>, explained that Honda does have regulations for their dealers, preventing them from selling new cars over MSRP.

And in fact the sale of the last $80,000 Type R at The Honda Way did raise a flag with Honda Canada.

However, it was all found to be “above water” as Hall explains, as these $80,000 Type Rs in question are technically “used” vehicles. And with supply chain interruptions leading to a shortage of new inventory, dealers are doing whatever they can to scrape as much meat as possible off the bones of second-hand vehicles.

The Honda Way purchased both Type Rs back from the original owners.

“We got big into used cars to supplement the decline in new cars,” explains Hall. “We sold 200 new cars less last year than we did in 2021. So we had to focus really hard on used cars.”

If I learned anything from having a life-long car salesman as a grandparent, it’s that no car dealer is your friend. They’re job is to extract as much money as they can. And they will when given the opportunity. But they’re also just people with mouths to feed at home. So they’re not looking to make enemies either. And they need to be competitive. In all fairness, there aren't exactly cheaper 2023 Honda Civic Type Rs on the market right now than you could have today.

<img class="aligncenter size-full wp-image-174677" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/09-2023-Civic-Type-R.jpg" alt="2023 honda civic type r" width="1200" height="800" />

Is The Honda Way skirting around a loophole? Kind of. Should Honda Canada tighten their restrictions to prevent this kind of “ car scalping”. Definitely.

But the truth is sharks are going to do what sharks do — eat as much as they can, when they can. Any of us in their shoes — including me and you reading this right now — would do the same thing as the dealers as a way to make up for the loss of the real bread and butter; new CR-Vs and Odysseys.

Still, we need a villain in this story, right? Surely we need somewhere to direct our keyboard vitriol.

How about the people who sold their brand new Type Rs back to the dealer as a way to squeeze out a little profit for themself? Neither of the cars in question even had 1000 km on the odometer. Neither had met the recommended break-in period for the braking system. It’s not like this was a trade-in after a year or two. These cars were new.

So, car scalpers artificially inflate the market. Let’s blame them, right?

According to Hall, the first Type R customer had been through a few vehicles with the dealer and had every intention of keeping their new 2023 Type R, however was forced to part with the vehicle due to a family emergency.

No word on the second customer, but regardless, people should be able to change their mind and find ways to put more money in their pockets if given the opportunity — for a million reasons, not least of which might be a significant life event.

Again, wouldn’t you be at least a little tempted to make $10,000 - $20,000 off your latest purchase if you could? It’s a far cry from the days when your car depreciated that much the second you took delivery.

How about the people who are actually buying the car at this ridiculous price point? Well, if you’re willing to pay over $80,000 for a Honda Civic… any Honda Civic, then one might submit that you deserve to be separated from your money.

The deflating truth of the matter is that it’s not really any one person to blame here. Everyone involved, from the dealer, to the original owners, to the buyers are just behaving in the way circumstances dictate. A $50,000 car becoming an $80,000 is the cruel result of a limited market.

“It’s simply supply and demand,” explains Hall “These cars are just so tough to get. We’re only getting one a year for the next three years.”

<img class="aligncenter size-full wp-image-174678" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/2023_Civic_TypeR_0013.jpg" alt="2023 Honda Civic Type R" width="1200" height="800" />

Tempting here then to blame Honda themselves. This is clearly a manufacturing shortfall and one which results in undermining the market positioning of their flagship product — one which exists, as far as the bottom line is concerned, for the purposes of good PR and nothing else.

However, in comes supply chain issues once again. Honda was forced to <a href="https://fortune.com/2022/09/22/chip-shortage-honda-japan-production-cutbacks/">cut production by 40 percent in 2021</a> due to the chip shortage. Hall sighted that this “supply and demand” issue has been a factor in not just sales of the limited Type R, but indeed across all Civic sales in the last two years.

The whole situation is frustrating. And made even more so by the fact that you can’t really reasonably blame anyone.

Until Honda can ramp production back up to meeting demand, you’ll either have to pay a massive premium (not recommended) or be patient and wait for your 2023 Type R.

Tags

2023 Honda Civic Si Review

Buying Used: 2016-2021 Honda Civic

Who is to Blame for an $81,000 Honda Civic Type R?