2002 Honda Civic Si Review

It's been a while since the Civic lineup was graced with a member whose primary role was to bring pure driving fun to the masses. With the reintroduction of the Si-spec hatchback, Honda has gone out of its way to atone for that glaring omission.


It's been a while since the Civic lineup was graced with a member whose primary role was to bring pure driving fun to the masses. With the reintroduction of the Si-spec hatchback, Honda has gone out of its way to atone for that glaring omission. It's not that this little street-stormer isn't without a practical side. It's just that, pound for pound and feature for feature, the Si merits absolutely stellar marks when it comes to generating more smiles per mile than virtually anything else out there today in its sub-$20K price range.
Heart and soul of the new Si hatch is its free-revving 2.0-liter DOHC I-4 that makes 160 horsepower at 6,500 rpm. While that figure is identical to the previous-generation Civic Si coupe last seen in 2000, peak power now arrives at 900 fewer rpm. The bigger story is in the torque department. Total twist is up by nearly 19 percent, to 132 lb-ft, but it maxes at a mere 5,000 revs, barely two-thirds of the spin count needed by the engine in its predecessor.
Prime credit for the exemplary behavior of this fiery little twincammer centers on the adoption of "intelligent" VTEC (i-VTEC), which was introduced in the new Acura RSX. In addition to Honda's conventional Variable Valve Timing and Electronic Lift Control, this variation on the VTEC theme incorporates VTC (Variable Timing Control), giving it the supplemental ability to steplessly change phasing of the intake cam by up to 50 degrees across the engine's entire rpm range. The net result is palpably better overall performance and greater flexibility with a squeaky-clean character—the Si's engine meets proposed 2004 LEV II smog standards. Best of all, unlike Gen I VTEC, there's no "on-off-switch" transition point with this new smart setup, merely a consistent pull that gains in urgency as the tach needle heads skyward en route to a 6,800 rpm redline.
Author: Bob Nagy
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