![]() ![]() It's possible that the aftermarket could offer a solution in the near future to address the horsepower deficit. It also doesn't feel as eager to rev as the old naturally aspirated engines, nor does it shed RPM quickly, making upshifts less smooth and enjoyable. This is despite the fact that both of those cars are 145 pounds and 334 pounds heavier than the Si, respectively. In reality, that deficit comes through clearly, as the Si never pins you to the seat the way those hot hatches do. But for all the power improvements the Si has, on paper it has a major power and torque deficit compared with the more powerful and torquey VW GTI and Ford Focus ST. The engine is quite smooth, too, and has a pleasant muted growl when mashing the gas pedal. The low-down torque also easily surpasses previous high-revving Si models to become the most tractable Si ever. It accelerates willingly, and feels distinctly faster than regular Civics. It certainly feels peppy, with boost coming on quickly, strongly, and smoothly. The bigger compressor allows the engine to make 205 horsepower and 192 pound-feet of torque, making it the most powerful Civic around until the Type R goes on sale. It's a turbocharged 1.5-liter four-cylinder that is based on the one found in standard turbocharged Civics, but it features a larger turbocharger. The first thing we need to address about the Civic Si is the engine. To see if Honda has a winner on its hands, we drove the coupe at the Honda Proving Center in the Mojave Desert and on mountain roads near Los Angeles. The 2017 Civic Si on the other hand, with an affordable price of $24,775, is the performance Civic that most people will have a chance to drive and own, which arguably makes it more important than the Type R. Though the Nürburgring-conquering Civic Type R attracts big headlines, its uncompromising performance bent and expected price tag in the mid-$30,000 range preclude it from being anything more than a low-volume halo car for wealthy, diehard sport compact fans. ![]()
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