2017 Honda Civic Si Horsepower

2017 Honda Civic Si Horsepower – Although Honda finally blessed the American market with the hard-hitting Civic Type R hatchback, the Japanese automaker didn’t forget about the Civic Si, which had been the pinnacle of Civic performance in the U.S. since the mid-1980s. The 10th generation Honda Civic was introduced in 2016, but Honda waited until 2017 to launch the Honda Civic Si sedan and Si coupe. With the 2017 model year marking the 10th anniversary of the Si sedan, we tested the 2017 model to see how it fares.

For most of its life, the Si had a unique powertrain. This time around, the 10th-generation Si gets a revised version of the 1.5-liter turbo I-4 found in base Civic models, as well as the CR-V crossover and the redesigned 2018 Accord sedan. That’s the Honda Civic Si of 2017 with Sport Injection so specifically as an ancestor?

2017 Honda Civic Si Horsepower

In the Si, the 1.5-liter turbo features a 10.3:1 compression ratio, direct injection, DOHC 16-valve with dual variable timing control, and an 11-vane single-scroll turbo with an internal wastegate that produces up to 20.3 psi of boost. . Power is estimated at 205 hp at 5,700 rpm. and 192 lb-ft of torque from 2,100-5,000 rpm. Unlike previous sport-injected Civics, the new 1.5-liter turbo has a relatively low 6,500-rpm redline. (In fact, the base Civic’s 2.0-liter I-4 tops out at 6,300 rpm and redlines at 6,800 rpm.) The engine is mated to a six-speed manual transmission with a helical limited-slip differential .

All New 2017 Honda Civic Si: What You Need To Know

The 1.5-liter engine that powers the smaller Civic models has a 10.6:1 compression ratio and a nine-vane supercharger that’s good for just 16.5 psi of peak boost pressure. The engine produces 174-180 hp and 162-177 lb-ft in the Civic and 190 hp and 179 lb-ft in the CR-V. It is combined with a six-speed manual or CVT.

For the past six years or so, my daily driver has been a 2007 Honda Civic Si Rally Red sedan. The eighth-generation Si is powered by the famous 2.0-liter I-4 with a stratospheric 8,000-rpm redline. The engine produces 197 hp at 7,800 rpm and 139 lb-ft at 6,200 rpm. A six-speed manual and helical limited-slip differential sent power to the pavement through the front wheels.

Not long after I started my dream project, the new 9th-generation Honda Civic Si sedan with a larger 2.4-liter I-4 entered the long-term fleet. In the 9th-gen Si, the engine produces 201-205 hp at 7,000 rpm and 170-174 lb-ft at 4,400 rpm. Where the eighth-generation 2.0-liter model has VTEC (continuous camshaft timing and valve lift and duration) on the intake and exhaust camshafts, the eighth-generation 2.4-liter model has VTEC on the intake shaft only. Although the extra displacement boosts low-end torque, the lack of VTEC on the exhaust lowers the redline to just 7,000 rpm.

In the eighth-generation model, the trade-off for lower torque doesn’t make up for the excitement the car’s high-revving engine delivers. So how do you feel about the new turbo with a lower 6,500 rpm redline?

Honda Civic Si Boosts Its Chances In The Sport Compact Segment

On the track, the 205-hp 2017 Honda Civic Si sedan hits 60 mph in 6.8 seconds and covers the quarter mile in 15.2 seconds at 92.6 mph. By comparison, eighth- and ninth-generation Civic Si models hit 60 mph in 6.1-6.7 seconds and ran the quarter mile in 14.6-15.2 seconds at 92.3-95.6 mph.

That puts the 2017 model behind the Pack Si by 0.7 seconds to 60 mph and up to 0.6 seconds in the quarter mile.

“As I suspected, the short 1-2 and 2-3 gear shift at 6,000 rpm. it makes it almost half a second faster,” road test editor Chris Walton said after accelerating. “Second gear goes up to 57 mph, so there’s no point in staying in second until redline.” Instead, use the middle range for the whole price and move to the third.

Unlike its predecessor, which likes to roll to the redline to achieve maximum power, the new 1.5-liter turbo accelerates through a strong midrange. It’s certainly not the character we appreciate from Honda’s fuel-injected sports models.

Spied! 2017 Honda Civic Si Coupe Tests Wearing Minimal Camo

The 2017 Si sedan is 106 feet tall — shorter than previous Si models (109-150 feet). This stopping distance is made possible by a 12.3-inch rear brake rotor and an 11.1-inch rear brake rotor.

Walton is impressed with the brakes on the new Si sedan. “There’s very little dive, little wander, really pedal, which means no long-distance fade or creep and short distance (for the Honda),” he said. “What the hell? These might be the best brakes on any Honda, up until the Type R, that is.

The 2017 Honda Civic Si sedan excels in the handling department. The new car scores eight in 25.4 seconds with a lateral average of 0.72g and a drag of 0.97g around the slip. The eighth and ninth generation cars hit the eight in 26.4-27.0 seconds at 0.64-0.66g and pull 0.85-0.90g.

Score the 10th-gen Civic’s stiffer chassis, a new Sport mode with active dampers, and 18-inch Si alloy wheels wrapped in P235/45R18 tires for significant handling improvements. The eighth- and ninth-generation Si models use 17-inch alloy wheels wrapped in P215/45R17 tires. Si-exclusive Sport Mode adjusts damping, steering and throttle response.

Honda Civic Si Coupe Vs. Civic Si Sedan

Now that we’ve evaluated the new 2017 Civic Si against its predecessors, see how it compares to its contemporaries with less powerful variants of the same engine. The long-range 174-hp, 162 lb-ft 2016 Honda Civic Touring sedan with the CVT ties the 2017 Civic Si to 60 mph and just 0.1 second in the quarter mile. The rest of the 2016 Touring sedan was 0.4 second slower to 60 mph and 0.3 second slower in the quarter mile.

Impressively, the 2017 Sport hatchback with 180 hp and 177 lb-ft with a six-speed manual transmission is 0.7 seconds and 0.3 seconds slower to 60 mph and the quarter mile, respectively. After testing the Si in 2017, Walton said he wanted to consider replacing the Sport hatchback during testing. “That will definitely help,” he said. Perhaps the Sport hatchback’s short gearbox could close the acceleration gap with the Si sedan.

A stiffer chassis also helps the smaller 10th-gen Civic models approach the handling abilities of previous Si models. Now non-Si Civics run eights in 27.1-27.6 seconds at 0.60-0.64g and pull 0.82-0.88g around the skidpad.

So, now that we know how the 2017 Honda Civic Si performs on the Strip and of course the handling, is it like piloting on the street? It depends.

Green Fury: 2017 Honda Civic Si

Where the previous generation with its naturally aspirated, high-revving four-cylinder engine made it all the way to the redline, the new car bounces off the rev limiter quicker than expected. Hitting the rev limiter in either car results in dead acceleration, and the problem is compounded by an engine that prefers to shift at 500rpm. before the red line.

While the lack of high-rpm power is disappointing, the mid-range torque is impressive. In fact, the 2017 Civic Si might be faster than the K20 and K24 cars. We assume that new cars don’t need (so many) lower gears for maximum acceleration.

As an original companion to the 2016 Civic Touring sedan, I can attest that all 10th-generation Civic models are fun to corner. The 2017 Civic Si takes handling fun to the next level, thanks in part to a Sport mode with adjustable dampers and steering (and throttle response). In normal mode, the Si drives like a non-Si model with slightly sportier handling. In Sport mode, the Si drives comfortably on all but the worst roads, while significantly improving handling. Even on Los Angeles’ worst roads, driving in Sport mode is less comfortable than in the old 2007 Civic Si sedan.

Overall, the 2017 10-generation Honda Civic Si sedan is fun, but only if you haven’t experienced the previous-generation Si with one of its high-revving four-cylinder engines. Those who are big on high tech Honda engines will be disappointed by the new engine’s low revs.

Honda Civic Si Sedan

As much as I appreciate my 2007 Si for its strong personality, I grew up with American muscle. In fact, three years before I bought a new Si sedan, I got a 2003 SVT Mustang Cobra with a turbocharged 4.6-liter V-8. The mill has a 6,500 rpm redline, which makes for an interesting reflection.

We live in a world where the sport-injected Honda Civic Si trades a high-revving, naturally aspirated four-cylinder for a low-revving engine, while the top-of-the-line Mustang (Cobra SVT / Shelby GT500) trades in low-revving. machine. boosted engine for naturally aspirated high voltage V-8 (GT350 / GT350R).

While it may not feel different from its predecessors, the 2017 Honda Civic Si sedan offers good value. With an as-tested price of $24,975, the 2017 model is just $3,090 more than the Si sedan 10 years ago.

For the extra cash, the new Civic Si comes with standard features

All New 2017 Honda Civic Si Goes Big On Style, Performance

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