You can get the 2017 Honda Civic Si as a coupe or a sedan. Damn good. Eighteen-inch wheels are the only choice, but buyers can opt for all-seasons or summer rubber in size 235/40R-18. Zero to 130 mph: 34.4 sec The Si twitches into turns instantly with nigh-imperceptible roll, hunkering and sticking while the standard helical-gear limited-slip lets it grunt out of even the tightest bends under aggressive throttle. On the other hand, the EPA must be quite pleased with Honda’s new engine. Some niceties such as dual-zone automatic climate control, Apple CarPlay and Android Auto, and heated front seats, are included. This being a Honda, the factory order sheet is pretty simple: You either get a Civic Si for $24,775, or you get a Civic Si with summer rubber for $24,975. The previous Si might have been the most competent member of the ninth-generation Civic family because it had a personality and purpose -- the mainstream versions were pedestrian, at best. The steering is extremely quick, with a 10.9:1 ratio at the ends of its travel, and also wonderfully weighty and communicative. That amount will get you into a Focus ST or a GTI, but that’s where they start. Know what else has a boosted 1.5-liter? Solid-rubber bushings replace the base Civic’s fluid-filled pieces, and adaptive dampers bolt to more rigid mounts. Now, not long after the spot in the old Si where the high-rpm cam lobes would engage and your spine started to tingle, this new Si gives you three quick flashes of the shift lights and smacks you in the face with the fuel cutoff. But you’ll have to venture outside of the Honda dealerships if you go looking for leather-covered seats, built-in navigation, or a powered driver’s seat that might offer a position between sitting completely upright or flat on your back -- let alone a self-shifting transmission. Its minute displacement means that Honda’s turbocharged motor has one thing in common with the screamers that forged the Si’s reputation: a dearth of torque at low rpm. Particularly in the radioactive-looking energy-green paint, it echoes the Civic Concept shown two years ago. Honda is unlikely to convert many non-Honda partisans this time around. Closely related to the 1.5-liter turbocharged engine available in the 2017 Civic EX-T Coupe and Sedan, the Si powerplant is substantially upgraded to deliver an increase of 31 horsepower and 25 lb.-ft. of torque. The stiffened upper links in the multilink rear suspension are shared with the upcoming Civic Type R. The variable-ratio steering rack carries over, but gets a more powerful motor and unique tuning. Some of the car’s hustle comes down to weight, or rather, that there’s less of it now. The 2017 Honda Civic Si Sedan and Coupe are the eighth iteration of Si, Civic's legendary, enthusiast-oriented Civic variant, whose roots in America date to the 1985 debut of the Civic CRX Si. 2017 Honda Civic Si Sedan (man. And the gloss-black trim front and rear is also what you’ll find on the 2017 Civic five-door hatchbacks. The front grille is unique to the SI and, with the gloss black finish, gives a floating appearance to the Honda emblem up front. The looks of the new Si are predictable, partly because it was shown as a thinly veiled concept last fall. Before 9/11, Y2K, and PDKs, Honda Legend Will Offer Level 3 Autonomous Driving, Here’s How Honda Made the Transmission Redundant. In which case, you’d want to buff down the paint on this example, as the only thing so green in any self-respecting dystopia is the blood of the extraterrestrial race that is subjugating mankind. The naturally aspirated 2.4-liter inline-four in this car’s predecessor wound to 7400 rpm, but the turbocharged 1.5-liter unit in the gen-10 model waves the white flag at 6600. Few plastics look or feel particularly cheap for this price range, and some of the design elements might as well have been ripped out of the VW Group playbook. Our car experts choose every product we feature. The newfound plateau of torque makes the Civic Si a joy to drive out on the track. Find detailed gas mileage information, insurance estimates, and more. With rotors that are upsized 1.2 inches in front and 0.9 inch in back, the Si stops from 70 mph in 159 feet, dead even with the rest of its class. Now, even the basic LX sedan boasts levels of polish and substance so much greater than its predecessor thanks to a clean-sheet design. Steering is light in typical Honda fashion; even in sport mode, it fails to communicate just enough to inspire confidence from the first turn. 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