2012 Honda Civic Si Takes On New Role As IZOD IndyCar Series Safety Car

TORRANCE, Calif. (July 6, 2011) – The all-new, ninth-generation 2012 Honda Civic Si Coupe will take on new duties as a Safety Car for the IZOD IndyCar Series, beginning on the weekend of the Honda Indy Toronto, July 8-10.

Already a hit with race fans through the Civic Racing Style Sweepstakes, the 201-horsepower Honda Civic Si Coupe was recently transformed by Honda Performance Development (HPD), Honda’s racing subsidiary north of Los Angeles, into an official IZOD IndyCar Series Safety Car.

Modifications to the already high-performance stock Civic Si include Sparco seats and four-point racing harnesses; an HPD high-performance brake system, with four-piston calipers, competition rotors, racing pads, and stainless brake lines; a Honda Genuine Accessory aerodynamic body kit, consisting of front, side and rear under spoilers; and Firestone Firehawk 225/40 R18 tires mounted on Enkei alloy wheels.

An exclusive graphics theme completes the conversion from a showroom Civic Si Coupe to an IZOD IndyCar Series Safety Car. The Safety Car will be driven during IZOD IndyCar Series events by three-time Indianapolis 500 champion Johnny Rutherford.

“The high-performance new Honda Civic Si is the perfect match for the IndyCar Safety Car fleet,” said John Mendel, American Honda executive vice president, auto sales. “With its larger and more powerful 2.4-liter engine and enhancements provided by HPD, it is ready to lead the IZOD IndyCar Series field at the Honda Indy Toronto and beyond.”

Unveiled in April at the New York International Auto Show, the 2012 Honda Civic features more streamlined and expressive “mono-form” exterior styling, wrapped around a spacious cabin with more style and convenience. Available new technology features include an intelligent, Multi- Information Display (i-MID), USB audio interface, Bluetooth® HandsFree Link® and a satellite-linked Navigation System with voice recognition and FM traffic.

American Honda Motor Co., Inc., was founded in 1959 as the U.S. sales and marketing subsidiary of Honda Motor Co., Ltd. Honda currently produces automobiles, motorcycles, all-terrain vehicles, lawn mowers and engines at its nine major U.S. manufacturing operations, using domestic and globally sourced parts.Honda Performance Development (HPD) is the Honda racing company within North America. Founded in 1993, and located in Santa Clarita, Calif., HPD is the technical operations center for high-performance Honda racing cars and engines. HPD is the single engine supplier to the IndyCar Series and competes in prototype sports-car racing under the HPD banner in the American Le Mans and European Le Mans Series. In addition to its grassroots motorsports support programs, HPD offers race engine products from karting to pinnacle.
From Honda / HPD

Source;
http://insidetracknews.blogspot.com/2011/07/2012-honda-civic-si-takes-on-new-role.html

2012 Honda Civic Si Features Video Reviews Highlights of All-New Model

Different.... I like it.

2012 Honda Civic Si Coupe - Road Test

Now Playing: Upsized and downrevved for the enthusiast of tomorrow.
BY JOHN PHILLIPS, PHOTOGRAPHY BY ROY RITCHIE May 2011

For the past six years, we’ve felt a little like Estragon and Vladimir in Waiting for Godot. So many hours have been lost debating whether the previous-gen Honda Civic Si produced enough power to hold its head above water in the pocket-rocket pond. Eventually, this existential controversy morphed into a kind of recreation, with Si devotees screeching fiery epithets from the bleachers. Well, finally, Generation Nine is upon us. “We’re saved!” shouted Beckett’s protagonists whenever they suspected Godot might momentarily appear.

Here’s a sad fact: Godot never showed. And whether the Si is “saved” likewise remains unclear.

Let us review recent history.

Our first encounter with the previous Si came late in calendar year 2005, when we pitted it against a Volkswagen GTI. The Honda lost. In 2009, we inserted an Si into a seven-car comparo, where it finished fifth, gasping and sweating. We weren’t surprised. The Si’s engine—2.0 liters, 197 horsepower, 139 pound-feet of torque—relegated it to least-powerful status in the whole segment. It certainly didn’t possess the grits to fend off, say, a 263-hp Mazdaspeed 3 Grand Touring or a 265-hp Subaru Impreza WRX. What’s more, accessing the Si’s horses has always required the spinning of the crank and cams to a fine fare-thee-well. The VTEC didn’t swap cam profiles until 6000 rpm, and it was thereafter vital to rely on every single rev right up to the colossal eight-grand cutoff.

Of course, Si purists—and trust us, they are legion—smugly insisted that the little howler-monkey engine comprised much of the car’s charm. Yet in the same breath, they’d also confess the coppery taste of  humiliation whenever a WRX achieved 60 mph 2.0 seconds in front of them, fast becoming a gnat on the horizon.

Now comes Honda’s solution for the ninth-gen Si, a solution both simple and a little surprising, given the rumors of a turbo. Out goes the 2.0-liter engine, in comes the naturally aspirated 2.4-liter unit that sees simultaneous duty in the Acura TSX. The result is an unnoticeable 4-hp gain, but torque is up 22 percent—peaking at 4400 rpm instead of 6100 rpm—and that’s a difference you can feel. While they were at it, the engineers paired the engine to the TSX’s delightful six-speed transaxle. But is that enough?

Well, sort of. At the track, the Si nailed 60 mph in 6.3 seconds versus the previous 6.7, and it proved a half-second quicker in our 5-to-60-mph rolling start. Turn off  the traction control, and you can now shred rubber for 15 feet, followed by a Rottweiler bark as you bang into second. An improvement, for sure, but it’s still shy of the accelerative thrust of five turbocharged competitors, including the Speed 3, the WRX, and even the GTI, which has a similarly meager 200 horses but can nonetheless summon 60 mph in 6.1 seconds.

On the other hand, the larger engine ushers in welcome perks. The mechanical thrash of the previous powerplant, for instance, is now largely MIA, and gear noise is likewise reduced, with all three of our sound-level tests confirming the fact. (Still, road-borne noise and tread roar remain issues that Honda must address.) Equally important, the number of shifts required for ’round-town cruising seems subjectively halved. In traffic, the Si is perfectly content relying on first, third, and fifth. And by eschewing a turbo, the Si’s mileage—now up to an observed 26 mpg—is best described as a charming achievement.

Yes, yes, 900 top-end revs have been lost. But the car now pulls with at least vague enthusiasm just after step-off. In fact, our only serious beef with the new engine is its considerable overrun when the throttle is suddenly dropped. Among other things, that makes for very little initial engine braking, and the revs sometimes take a couple of seconds to return to idle. Most drivers won’t complain, but it’s a behavior that lends the drivetrain a titch of laziness that has historically been anathema to Honda-think.

As with the previous-gen Si, this is among the most-neutral-handling front-drivers on the planet. Around our 15-mile public-road loop in southern Ohio, we could provoke only the most minor of nibbling understeer—and that was at speeds approaching Fear Factor Nine—with the rear tires faithfully following whatever paths had been established by the fronts. No rotation, no drifts, no drama. Body motions were exquisitely controlled, with the ride revealing the stiff springs and dampers only over high-frequency imperfections, primarily expansion joints and broken pavement.

At around-town speeds, the Si’s steering tends to feel artificial, as if it were the outcome of some sort of electrical/mechanical calculus that never precisely balanced. At least it’s light. As speed rises, fortunately, it firms up nicely and also becomes livelier. There’s no bump steer, no nervousness, and interstate tracking is peerless. The brakes are fade-free, and the pedal is firm and informative.

Moreover, the light, fluid shifter—as good as any that Honda has ever produced—allows the driver to summon alternate rev ranges with the flick of two fingers, abetted by a new lightweight clutch with simply seamless takeup. Faced with slow hairpins, the limited-slip differential carefully apportions power so that the inside front wheel never scrabbles. The thinly cushioned seats hold you firmly in place, and the dead pedal is perfectly sited. With lateral grip rising from 0.87 g to 0.90 g, the Si just dances and sings in the hills. This 2864-pound coupe is perfectly balanced, agile, poised, ever willing, a car that is easy to drive. Real fast comes real quickly.

The only obvious failure here is the unimproved interior. There are crass plastic trim bits on the steering wheel and around the HVAC controls. The Civic’s trademark minivan-sized windshield leans over a mini­van-sized dash, a vast plain of cut-lines, textures, and colors. The bunk-bed layout for the IP is okay, but the garish LCD gauges are right out of a RadioShack in Akron. The mouse-fur headliner suffers from the mange, and there’s a lumpy, wrinkled collar of felt that surrounds the steering column, shouting to one and all, “Yessir, that’s right, I actually am the cheapest bit of flotsam in the universe!” Note to Honda: Check out the Ford Focus’s interior.

The new Si—manual six-speed only—comes in both sedan and coupe forms. The coupe starts at $22,955, the sedan opens at $23,155, and both top out at $24,655. The only options are navigation, XM radio, and (exclusive to the coupe) summer tires—17-inch Michelin Pilot Exalto PE2s, as fitted on our test car. (Fun driving tip: Demand that your spouse call you “Pilot Exalto.”) If you’ve got a calculator handy, you’ll perhaps already know that a starter Si coupe is more than $1500 cheaper than either a GTI or a Speed 3.

This latest Si is more sophisticated than its forebear, although it has been somewhat cruelly left to play David to the turbocharged Goliaths. As of now, it offers a better ride, produces less noise, and is faster in both a straight line and through the most diabolical off-camber, double-apex turns that Ohio’s deranged civil engineers could conjure. It is surely less raw than its predecessor, a trait that many Si purists—including our own revered Tony Quiroga and Dan Pund—lament. Until they commit to a three-day, 800-mile road trip, two-thirds of which skates over frost-heaved interstates. No longer is the Si a one-trick pony. At speed it’s a serial killer, yet during commutes and city errands it’s a near-soothing mental-health counselor with practicality and a price that make it easy to justify.

And with that, as always, please feel free to express your unalloyed hatred.

Source;
http://www.caranddriver.com/reviews/car/11q2/2012_honda_civic_si_coupe-road_test

Edmunds: 2012 Honda Civic Si vs. 1999 Honda Civic Si

Very interesting read, if anything it says alot about Honda's past....

Has Honda Betrayed What the Civic Si Once Was?
By John Pearley Huffman, Sighing Published Jun 13, 2011

The difference between the 2012 Honda Civic Si and the car which defined the Si name back in 1999 isn't measured in lateral Gs, quarter-mile times or slalom speed. Nope, it's measured in soul — the nebulous and obscure character of a car that makes it memorable, gives it timeless value and, bottom line, makes it fun.

The 1999-2000 Civic Si was — and still is — all of those things. With its delightful, direct steering feel, a nicely modulated throttle and an eager engine, it embodies a driving character true to its maker's roots. Its seats work well and the straightforward dash design is a paragon of ergonomic virtue. Driving it hard reminds us of Honda's simple 1990's design philosophy which valued reward and engagement over virtually all else.

By contrast, the 2012 Civic is, well, soft. Its suspension, its steering and its attitude pale in comparison to the car that made the Si name. The relentless, nasty crush of time has compromised its feedback, feel and even its outright performance in some tests. But it's this car's soul which suffers most.

Turn of the Century Legend

Seven different cars sold in the North American market have worn the Civic Si name. They date back to 1986 when Honda added a fuel-injected engine to the existing Civic S hatchback.

Of those, the car that defined the species was the fourth version sold during the 1999 and 2000 model years. It was the first Civic Si based on the two-door coupe body preferred by Americans, the first to feature a dual overhead cam and 16-valve engine, and the first with an engine rated to spin all the way up to a dizzying 8,000-rpm redline. It was also the last Civic Si with Honda's hallmark double-wishbone front suspension. Say "Civic Si" to any Honda freak and it's the 1999-2000 model that pops into his mind.

In order to compare that car to the newest Si, we need a benchmark. Finding a stock fourth-generation Civic Si is near impossible. Virtually all the surviving Si coupes of that vintage have been either butchered by tuner teens or haphazardly rebuilt from stolen hulks. Often both.

Thankfully, Justin Hall, a student at Cal State Dominguez Hills whose father works for American Honda, has a well preserved, wholly stocked 1999 Civic Si he was willing to share for this test. He bought the car two years ago and the only change he's made has been the fitment of 205/50ZR15 Kumho Ecsta XS tires on the original seven-spoke alloy wheels. Well, that and spinning the odometer up to 120,800 miles.

No problem. At 120,800 miles, a Honda Civic is just about broken in.

Soul Counts

The new 2012 Honda Civic Si coupe promises to appeal to more people than any previous Civic Si. It's got great seats, and it has Bluetooth and computer displays undreamt of in 1999. It also rides comfortably, and its well of midrange torque means it's easier going around town.

"We do extensive research," Jay Guzowski, Honda's senior product planner for the Civic told us, "and a lot of Si owners and intenders and rejecters felt the engine wasn't torquey and they had to shift a lot. We wanted to gain more power and improve fuel economy. We wanted to move around with ease and without a 1-2 shift every time you wanted to move through traffic."

It's reasonable to criticize the new Civic Si for its two-tier dashboard and uninspiring exterior design. And Honda really ought to be ashamed for cheaping out on some of the interior materials and subtle features (like omitting the red LED that lit up the shifter on the 2011 Civic Si). But as a daily transportation device, this is the best Civic Si yet.

It is not, however, the best Honda Civic Si by the standards of previous Si generations. In broadening the car's appeal, Honda has let its passionate, car-guy soul fade. When the VTEC hits in the new car, the driver knows it because there's an indicator on the dash that tells him, not because he just awoke the banshee in the cams. The driver gets a briefing from the steering, instead of a detailed dossier on every pebble on the road.

Stick It and Stuck

On the slalom course, feeling those Kumho tires bite into the pavement through the 1999 Civic Si's direct steering is a sheer joy. And when the limits of adhesion are reached, the driver can feel the tires skitter over the surface as the car transitions into oversteer. This isn't a hardcore Acura Integra Type-R, but the old Civic Si's rack-and-pinion steering is still among the best ever. The same goes for the snick-snick action of the five-speed shifter.

With that in mind, the 1999 Civic Si's 66.8-mph trip through IL's 600-foot slalom was truly impressive (and a significant improvement over the 65.5-mph performance Motor Trend reported back in '99 along that outlet's similar course). Yes, those Kumho tires are stickier than the all-season 195/55VR15 Michelin XGTs the car wore when new. But the car is 12 years old now and it feels planted. It's the same story on the skid pad where the 1999 Civic Si orbited at an impressive 0.88g.

The 2012 car feels significantly softer. That's no bad thing on the freeways where the new Civic Si provides an exceptionally comfortable and quiet ride. This is a Civic Si that can gobble up hours of long cruising like a BMW. Almost.

Consequently, there's too much body roll in the slalom. Despite the (optional) super-sticky 215/45ZR17 Michelin Pilot Exalto PE2 summer-spec tries, the new Civic Si's reflexes seem muted. Honda has done much better with electric power steering than other manufacturers, but it still hasn't duplicated or matched the feel of its old hydraulic systems.

So with that in mind, the 2012 Civic Si's handling performance is unsurprising. With the stability control turned off, it nosed through the slalom at 67.1 mph. There was plenty of understeer evident, and the new car isn't as amenable to chassis attitude adjustments with throttle changes as the old car is, but the limited-slip differential and easygoing torque curve are big advantages.

On the skid pad, the 2012 Civic Si stuck to the tune of 0.87g whether the traction control was on or not.

The new Civic's suspension softness also showed up in braking where nosedive was evident during the 121-foot, ABS-aided stop from 60 mph. The 1999 Civic Si was flatter as it took 129 feet to stop from 60 mph without the help of ABS.

Track This. Track That.Back in 1999 Motor Trend measured the Civic Si ripping to 60 mph in 7.2 seconds while screaming its intoxicating VTEC wail. The quarter mile sped by in 15.7 seconds at 88.4 mph.

In May 2012, Justin Hall's Si took a full second longer (8.2 seconds) to do the same deed for IL. The engine can still make power, though, as it turned in a 16.1-second quarter mile at 86.7 mph. Despite the performance drop off, the personality is there; this is a car built for fun first. And, as it did in 1999, it left us wanting another three or four gears to stretch the engine out. The 1999 Civic Si still feels like a sports coupe.

With its thumper motor, the 2012 Civic Si feels more like a Chevelle; this power plant is the big block of naturally aspirated, four-cylinder engines. And with the traction control off, there's no way to avoid some wheel spin when launching this car hard.

Sure enough, the 2012 Civic Si flat buries its ancestor with a 7.0-second 0-60 blast and a 15.1-second quarter mile at 92.3 mph. This was the exact same Civic Si that IL previously tested, yet it took an additional tenth of a second to reach 60 mph this time and lost almost 1 mph off its trap speed. Go figure.

Of course, it will still be spanked by turbocharged alternatives like the Mazdaspeed3 and Subaru WRX, but the 2012 Civic Si is the quickest Civic Si yet.

Are They Related? Pull up the 2012 Civic Si two-door coupe next to the 1999 car, and they don't look all that alike.

The '99 car is cleanly styled but old-fashioned with its upright windshield, tall greenhouse, thin pillars and blunt nose. It's a design that was conservative when the sheet metal went into production for the 1996 model year. But it was easy to understand why Honda was restrained in drawing this coupe. After all, it was following up the hugely popular 1992-1995 Civic two-door coupe that introduced that body style to the line. Why futz much with success?

The 99's 15-inch wheels weren't state-of-the-art back in '99, but they weren't that far behind it. And the large rear wing on the deck lid is pure affectation; it doesn't have the rake necessary to produce any downforce.

In contrast, the 2012 Civic Si coupe looks like it was styled by being shot out of a potato cannon. It's a sleekly organic, very modern shape defined by the steep rake of its windshield and its fastback roof line. It takes most of the styling themes established by the 2006-2011 Civic coupe and flamboyantly exaggerates them. The longer we had it, the more we liked how it looked. But few love it.

The low, small spoiler that defines the trailing edge of the 2012 Civic Si's deck lid is just as ornamental as the big hoop on the 1999 car and just as aerodynamically irrelevant. On new non-Si Civic coupes, the trailing-edge piece is just a solid-plastic plug. If there's still an aftermarket for Civic spoilers, some company will come up with a more interesting way to finish off the tail. Meanwhile, 17-inch wheels are yesterday's 15s.

Sizing Them Up

It's no secret that Honda shrunk the Civic coupe's wheelbase down to 103.2 inches for 2012. What few have mentioned is that 103.2 inches is the same wheelbase as the 1996-1999 Civic coupe. Yes, the 2012 Civic Si coupe is bigger than its 1999 ancestor, but only slightly. At 175.5 inches long overall, for example, the 2012 Si is just 0.4 inches longer than the 1999. And though the 2012 car looks lower, at 55.0 inches it's actually 0.9 inches taller than the old one.

The biggest dimensional difference is overall width, as the 2012 car is a chunky 1.8 inches wider than the 1999 edition. The newer car also has wider tracks front and rear, as it measures 59.0 inches wide in front and 59.9 inches in back compared with the old car's 58.1-inch track measurements both front and back.

By far the biggest shock is the difference in curb weight. On IL's scales the new car came in at 2,844 pounds while the old car weighed in at 2,583 pounds. That's a significant 261 pounds, but it's a modest weight gain considering the new car's side and side curtain airbags, hefty load of electronics, much beefier structure, substantially thicker sound insulation, and bigger wheels, tires and brakes. By 21st-century standards, the 2012 Civic Si is svelte.

Where It Matters

The heart of this comparison lies, of course, in the two engine bays. And it's a startling contrast.
The 1999 Civic Si is powered by Honda's all-aluminum, 1.6-liter, DOHC, 16-valve "B16" four-cylinder equipped with the company's legendary VTEC variable valve timing system. Situated on the left side of the engine bay, the B16 has its intake behind the engine and the exhaust ports in front of it. It rotates counter-clockwise and feeds a five-speed manual transmission and an open differential.

In contrast the 2012 Civic Si is powered by Honda's all-aluminum, 2.4-lter, DOHC, 16-valve "K24" four-cylinder equipped with the company's latest i-VTEC variable valve timing and lift electronic control system. Shoved in on the right side of the engine bay, the K24 has its intake system in front of the engine and the exhaust manifold is behind it. It rotates clockwise and feeds a six-speed manual transmission and a limited-slip differential.

In short, the new car's engine is half again as large as the old car's and operates in mirror image to it.

Is It 50 Percent Better Though?

But in specific output, the old engine has it over the new one. Back in '99 the B16 in the Civic Si was rated at a full 160 horsepower while whirring at 7,600 rpm — 400 rpm short of its thrilling 8,000 rpm redline. That's 100 hp per liter. Where the B16 falls down is on torque production, with a peak output of just 111 lb-ft at a screaming 7,000 rpm.

In a perfectly linear world, the big K24 should be making 240 hp and about 167 lb-ft of torque. But engineering doesn't work that way. So the 2012 Civic Si's K24 produces 201 hp at its 7,000 rpm redline and a chunky 170 lb-ft of peak torque at just 4,400 rpm. It's the first Civic Si engine that might work OK feeding a — GACK! — automatic transmission. In fact, this version of the K24 is virtually identical to the version used in Acura's TSX luxury-adjacent sedan.

It's not just the fact that the K24 has a greater displacement; it's that the extra cubes are achieved using a long-stroke crank. In the B16 the cylinder bores are just 81 millimeters in diameter and the pistons travel only 77.4 millimeters up and down. The K24's cylinder bores are 87.0 millimeters wide, while the pistons travel a long 99-millmeter stroke. To keep piston speeds reasonable (after all, Honda warrantees these engines), the long-stroke K24 simply can't be allowed to spin as high as the B16.

Long piston strokes are great for producing friendly torque curves and cruising around doing daily chores. But it's the giddy thrills of short-stroke engines that have long been the essence of the Civic Si's personality.

Suggestions? Time has changed Honda, and Honda has changed the Civic Si. But there's room in the market for something more hardcore.

Here's our proposal. Take the new 2012 Civic Si and strip out the heavy moonroof, cut back on the sound insulation, stiffen the suspension, add 10 millimeters of width to the tires, let the engine rev to 7,500 rpm and increase output to 240 horsepower. Omitting the rear seat would be OK too. Call it the Civic Si-R.

For now, be on the lookout for a good 1999-2000 Civic Si with low miles and without many modifications — because it has defied time. In some respects it's not as good a car, but, at the end of the day, it's a better Civic Si.

Source;

http://www.insideline.com/honda/civic/battle-for-the-soul-of-the-honda-civic-si.html

Inside Line: IL Track Tested: 2012 Honda Civic Si Coupe

No, your eyes aren't playing tricks on you. This is not the last gen, but rather the all-new 2012 Honda Civic Si.

For 2012 Honda expanded the stroke and bore of the old 2.0 so now the Civic Si displaces 2.4 liters and produces 201 horsepower at 7,000 rpm and 170 pound-feet of torque at "only" 4,300 rpm. That's 22 percent more torque than the outgoing car, arriving nearly 2,000 rpm sooner.

We walked away from a first drive of the 2012 Honda Civic Si pleased with the additional torque, and the handling was exactly what we expected from the Si. But that was on a Honda-prepped autocross course under careful supervision.

Now that we've got one on home turf, it's time to see what the 2012 Honda Civic Si will do in our performance tests...

Vehicle: 2012 Honda Civic SI Coupe
Date Tested: 5-3-2011
Driver: Chris Walton

Specifications:
Drive Type: Transverse, front-engine, front-wheel drive
Transmission Type: Six-speed manual
Displacement (cc/cu-in): 2,354
Redline (rpm): 7,100
Horsepower (hp @ rpm): 201 @ 7,000
Torque (lb-ft @ rpm): 170 @ 4,300
Steering System: Electric-assist rack-and-pinion power steering
Suspension Type (front): Independent MacPherson struts, coil springs, stabilizer barSuspension Type (rear): Independent multilink, coil springs, lateral links, stabilizer bar
Tire Size (front): 215/45ZR17 (91W)
Tire Size (rear): 215/45ZR17 (91W)
Tire Brand: Michelin Tire Model: Pilot Exalto PE2
Tire Type: Summer performance
Wheel size: 17-by-7 inches front and rear
Wheel material (front/rear): Cast aluminum
As tested Curb Weight (lb): 2,845

Test Results:
Acceleration
0-30 (sec): 2.6 (2.9 with T/C on)
0-45 (sec): 4.6 (4.8 with T/C on)
0-60 (sec): 6.9 (7.1 with T/C on)
0-60 with 1-ft Rollout (sec): 6.6 (6.9 with T/C on)
0-75 (sec): 10.1 (10.2 with T/C on)
1/4-Mile (sec @ mph): 15.1 @ 93.1 (15.3 @ 93.1 with T/C on)

Braking
30-0 (ft): 29
60-0 (ft): 120

Handling
Slalom (mph): 67.3 (62.8 with T/C ON)
Skid Pad Lateral acceleration (g): 0.86 (0.84 with T/C ON)

Sound
Db @ Idle: 43.1
Db @ Full Throttle: 80.4
Db @ 70 mph Cruise: 67.4
RPM @ 70: 3,000

Comments
Acceleration: Power delivery is far more linear than previous 2.0L Si engine, but i-VTEC is still evident -- more audible than palpable, though. With trac off, it's tricky to launch with just-right wheelspin, but it can be done and subtracts about a half-second from time. It's difficult to hang revs at a desired rpm because the throttle is so sensitive and revs climb and drop with a millimeter of throttle travel. Shifter is still very good, but feels ike it has a longer throw than previous Si's.

Braking: Some initial pedal travel, then very firm thereafter. Not much initial bite. Zero ABS buzz, little tire squeal, but rear end gets light and wiggles side-to-side.

Handling: Skid pad: With ESC off, gently understeers all the way around. "Steering" with the throttle doesn't work -- no rotation possible. With ESC on, the system grabs a brake and keeps it just inside understeer. Steering weight is good -- not too heavy or light or electric-feeling.

Slalom: With ESC off, the car is sensitive to entry speed and likes to rotate off-throttle. Best run was entry at just barely sub-limit, then barely adjust throttle for a tiny bit of rotation at each cone, then MASH the throttle at exit. It's a delicate technique, and there's probably +1 mph left, but this would be a "perfect" run. With ESC on, it's punishing to the slightest bit of tire howl or sliding -- hence slow.





Source;
http://blogs.insideline.com/straightline/2011/05/il-track-tested-2012-honda-civic-si-coupe.html

All-New 2012 Honda Civic Si Adds Power and Features

Civic Si Coupe and Sedan models increase peak torque by 22 percent
The all-new 2012 Civic Si Coupe and Civic Si Sedan prioritize the performance potential of the Civic platform with a 201–horsepower i-VTEC® 4-cylinder engine, a sport-tuned suspension and exclusive features for the enthusiast driver.

"The Civic Si represents the sporty flagship of the Civic series," said John Mendel, executive vice president of American Honda Motor Co., Inc. "The broadened torque band of the 2012 model increases its appeal as a daily driver while adding a new dimension of mid-range performance."

More powerful than the 2.0-liter engine in the previous generation Civic Si, the new 2.4-liter engine produces 201 horsepower @ 7000 rpm and 170 lb-ft. torque @ 4300 rpm, an improvement of 4 horsepower and 31 lb-ft. of torque compared to the previous model. A sport-oriented six-speed manual transmission sends power to a helical-type limited-slip differential (LSD). The LSD helps the Civic Si accelerate powerfully and confidently when exiting corners as both wheels can deliver more equal torque distribution to the road compared to a conventional open-type differential.

Exclusive Civic Si exterior features include 17-inch alloy wheels with 215/45R17 tires (summer tires available on the coupe), a body-color deck lid spoiler with an LED center brake light, fog lights and a chrome exhaust finisher. Inside is an exclusive aluminum shift knob with leather, textured aluminum pedals and firmly bolstered perforated cloth sport seats with suede-like trim and red stitching. The steering wheel is leather-trimmed with red stitching. The new "intelligent" Multi-Information Display (i-MID) on the Civic Si includes an exclusive Power Monitor (as one of its screens) that can indicate the percentage of total horsepower generated by the engine. In addition, a Sequential Rev-limit Indicator located on the upper instrument panel can show when the i-VTEC high-lift camshaft profile is engaged and incrementally when the engine redline is approached and reached.

2.4-liter i-VTEC 4-cylinder Engine and 6-Speed Manual Transmission
The Civic Si engine is designed to provide spirited acceleration with low exhaust emissions and good fuel economy for a compact vehicle. The 2.4-liter inline 4-cylinder engine is constructed of lightweight aluminum and features a valvetrain system that incorporates dual overhead camshafts (DOHC) and four valves per cylinder (16 valves total). A performance version of Honda’s i-VTEC system pairs Variable Valve Timing and Lift Electronic Control (VTEC®) with Variable Timing Control™ (VTC™). The Civic Si i-VTEC system allows for the production of both low-rpm torque and high-rpm horsepower, which can be a distinct benefit compared to conventional engine designs with fixed valve timing. A high-volume intake manifold and a high-flow, low-backpressure exhaust system elevates the sporty demeanor and aggressive sound of the Civic Si. Dual balance shafts provide exceptional smoothness for a 4-cylinder engine.

Compared to the previous generation, the 20-percent-larger engine displacement contributes to peak power production at 7000 rpm instead of the previous engine’s 7800 rpm peak. The increased displacement also contributes to a substantial 22-percent increase in peak torque, now occurring at 4400 rpm, a substantial 1700 rpm lower than the previous engine’s 6100 rpm. The result is stronger and more immediate acceleration in a typical city driving environment.

The EPA-estimated city/highway/combined fuel economy rating1 of 22/31/25 miles per gallon is 1 mpg higher in the city and 2 mpg higher on the highway compared to the 2011 model. The Civic Si engine also meets stringent Ultra Low Emission Vehicle (ULEV-2) tailpipe emissions standards.

In keeping with the performance enthusiast mission of the vehicle, a 6-speed manual with a short-throw shifter is the only transmission available. Compact and lightweight, the transmission provides firm and direct shift action. The Civic Si also has a lightweight, high-capacity clutch utilizing a pedal assembly optimized for both low-effort actuation and a broad, smooth engagement band.

Coupe and Sedan Body Styles
Designed with a sleek windshield rake, a sweeping roofline and a new interpretation of the previous model’s "one-motion" profile, the lines of the 2012 Civic Sedan suggest a sophisticated and athletic appearance. The Civic Coupe with its shorter length and unique front and rear styling result in a more aggressive and dramatic styling demeanor. Both vehicles feature a low and wide stance that contributes to a distinctive visual presence, while thinner A-pillars stretch further toward the front of the vehicle than before to improve visibility and the perception of interior space. The C-pillars also stretch further toward the rear of the vehicle compared to the previous generation to better complete the flowing one-motion appearance. Adding to the extensive 2012 Civic color palette, the Civic Si Coupe and Civic Si Sedan models add the availability of a new Sunburst Orange Pearl paint color that change in appearance depending on sunlight conditions, further amplifying the dramatic bodylines.

The 2012 Civic embraces Honda’s tradition of making its vehicles fun to drive by continuing to use a fully independent suspension design, a premium and exceptional feature in the entry compact segment. The front MacPherson strut and rear multi-link suspensions are tuned for sporty driving fun, yet provide refined ride comfort. Ride and handling improvements are made possible by a 10-percent more rigid unit-body structure resulting from enhanced structural designs and increased use of high-strength steel (55 percent on the sedan compared to 50 percent on the previous model).

The Civic Si receives exclusive suspension tuning compared to the Civic Sedan and Coupe. Front and rear spring rates are increased, sport-tuned damper settings are used front and rear, and Civic Si models have a 0.4-inch lower ride height. Front and rear stabilizer bars are larger, measuring 18 mm in the front and 15 mm in the rear. The Civic Si Coupe and Civic Si Sedan have a 17.7:1 steering ratio, identical to the other 2012 Civic models. The Civic Si has 4-wheel disc brakes with11.8-inch vented front rotors (up from 10.3 inches on all other Civic models) and 10.2-inch solid rear rotors.

Safety
For safety, a wide variety of standard equipment includes Honda’s exclusive Advanced Compatibility Engineering™ (ACE™) body structure for enhanced frontal collision energy management and vehicle-to-vehicle crash compatibility. ACE enhances frontal collision energy management through a network of load bearing structures in the front of the vehicle. Standard safety equipment includes VSA that integrates with the new Motion Adaptive EPS system; dual-stage, multiple-threshold front airbags; front side airbags with occupant position detection system (OPDS); side curtain airbags; and a 4-channel anti-lock braking system (ABS) with Electronic Brake Distribution (EBD) and Brake Assist.

Driver-Oriented Interior with Advanced Technology Features
Exclusive driver-oriented Civic Si Coupe and Civic Si Sedan interior features include firmly bolstered front sport seats and a special Civic Si interior color scheme with red ambient interior lighting. The front seats increase lateral support with firmer side bolsters compared to the other models. As with other Civic models, both of the Civic Si front seats manually recline, and the driver’s seat features a manual height adjustment control. Both Civic Si models likewise offer versatile 60/40 split fold-down rear seatbacks, which allow multiple configurations for passenger seating and cargo storage. A rear-seat center armrest with two beverage holders is included on the Civic Si.

The two-tier instrument panel in the Civic Si exclusively has red-backlit instrumentation. The new Sequential Rev-limit Indicator is located to the left of the speedometer display close to the driver’s line of sight, and also includes an i-VTEC indicator. The i-VTEC indicator illuminates when the VTEC system shifts from low to high-rpm cam profiles, and the rev-limit indicator’s array of six lights illuminate sequentially as engine speed rises. The first four lights are orange, and the last two are red. The engine is producing maximum power when the second of the two red lights illuminates. The second red light indicates that the maximum rpm of the engine has been reached. An additional feature within the i-MID is the Power Monitor screen, which displays a graphic of the engine and its power output as a percentage ranging between 0 and 100 percent. An instant fuel-mileage indicator also lets drivers keep tabs on fuel economy on a real-time basis.

Both Civic Si models include an AM/FM/CD Premium Audio system with 360 watts total of power and seven speakers, including a pair of front tweeters and an 8-inch subwoofer located in the rear window shelf. The system includes WMA/MP3 audio-file reading capability, on-screen CD and album information, steering-wheel mounted audio controls, speed-sensitive volume control (SVC), XM® Radio capability, an auxiliary input jack, a USB audio interface for compatible devices and Bluetooth® audio streaming. In addition, the standard Bluetooth HandsFreeLink® telephone interface is designed to work with compatible mobile phones. Mobile phone audio files can also be streamed wirelessly.

The available Honda Satellite-Linked Navigation System has a 6.5-inch display and 16 GB of flash memory in place of the DVD-based system used in the previous generation. The new system allows for simple, intuitive operation and provides more than 10 million points of interest. The navigation system can now overlay FM Traffic data on its maps, a free public resource available in participating major metropolitan areas for traffic congestion, incidents and construction zones.

The voice activation is capable of recognizing numbers, street names and city names, and it can control the audio system.

Manufacturing and Warranty
More than 95 percent of the Civics sold in the United States are currently produced and assembled2 in the United States and Canada. The Civic Si Coupe and Civic Si Sedan models are produced and assembled at the Honda of Canada Manufacturing plant in Alliston, Ontario. All 2012 Civics are covered by a 3-year/36,000-mile new car limited warranty, a 5-year/60,000-mile powertrain limited warranty, and a 5-year/unlimited-mile corrosion limited warranty.

Source;
http://hondanews.com/channels/corporate/releases/all-new-2012-honda-civic-si-adds-power-and-features

2012 Honda Civic Si, New Details and Photos Leaked

While some general info and photos of Honda‘s new 2012 Civic have already been released ahead of the car’s debut at the New York Auto Show tomorrow, more details have been leaked.

Of note we now not only know the engine’s power, but at what rpm. The new 2.4-liter makes just 4 hp more than the old 2.0 but does so at 800 lower rpm. More significantly, the torque jump of 31 ft-lbs comes on at almost 2000 rpm earlier.

Also revealed in the photos are several interior details including a new Power Monitor that appears to measure what percentage of the engine’s power is being used. An equally cool gimmick is Vtec meter that lets you know when you’re in Vtec and looks to light up as you rev up the engine.

Check out the gallery below and look for even more info and high quality photos when the car is unveiled tomorrow at the New York Auto Show.

Source;
http://www.autoguide.com/auto-news/2011/04/2012-honda-civic-si-new-details-and-photos-leaked.html

2012 Honda Civic Updated Information

Honda makes a more civil Civic
It shouldn’t come as a surprise that Honda decided to remake the Civic with further environmental awareness – not because of the current social climate but because that’s what Civic has stood for since its introduction in 1972.

Honda is promising the all-new 2012 Civic will better address the diverse needs of the compact car buyer when it launches in spring 2011, including a renewed commitment to fuel economy.

A component of that is aerodynamics, with the new Civic sedan’s snout bearing more than a passing resemblance to both the Insight five-door hatchback Insight hybrid and the FCX Clarity fuel-cell sedan. The coupe’s nose is pointier, with a smaller grille.

It will again be available in coupe and sedan bodystyles, both in various trim levels, and with a hybrid sedan still in the mix.

“The Civic is the only model in the industry that can deliver on all fronts – fuel economy, sporty performance, smart packaging, alternative fuel and long-term value,” said Jerry Chenkin, executive vice president of sales for Honda Canada Inc. “For the ninth-generation Civic, we are emphasizing improved fuel economy across the board, from the hybrid sedan to the sporty Si models.”

The Civic Hybrid sedan will come with aerodynamic components for improved efficiency as well as Honda’s ECO Assist technology, an innovation that can enhance efficient vehicle operation while providing feedback to promote more efficient individual driving styles. It will be available on coupe and sedan models, as well – the first such application in gasoline only models.

Its impact is considerable, with the 2012 Honda Civic sedan, for example, carrying an estimated fuel economy rating of 7.2 L/100km in the city and 5.0 on the highway (a 12% improvement on the current model).

A two percent improvement in fuel economy is also being touted for the Civic Si coupe and sedan, despite the models’ 2.4 litre four-cylinder engines (linked to new six-speed automatics?!? I do believe that they mean manual transmission) that make an anticipated 200 horsepower and 170 lb.-ft. of torque (a 22% increase).

The regular Civics get motivation from 140 hp 1.8-litre four-cylinder engines, with a choice of five-speed manuals or five-speed automatics, while the Hybrid uses a 110-hp 1.5-litre “four” with a continuously variable transmission. All engines use i-VTEC, Honda’s variable valve timing and lift system) for improved power and economy.

The interior is an evolution of the current Civic’s two-tiered design, with the centre stack angled toward the driver to create a plane cockpit feeling. The steering wheel is also evolved from the current meaty tri-spoke design.

More details and final pricing for the new 2012 Civic will be announced closer to the car’s on-sale date. Civic coupes and sedans will be built at Honda’s plant in Alliston, Ont.

Summary:
Year/Make/Model
2012 Honda Civic
Trim level
Exp. DX; SE; EL; Si
Price range
not yet set
Options
leather upholstery; automatic transmission; sunroof
EnerGuide fuel economy ratings
Est. 7.2 city; 5.0 hwy (sedan)
Competitors
Chevrolet Cruze; Fiat 500; Ford Focus; Hyundai Elantra; Kia Forte; Mazda3; Mitsubishi Lancer; Nissan Sentra; Toyota Corolla; Volkswagen Jetta

Source;
http://www.autonet.ca/autos/search/newmodels/2011/02/25/17408176-autonet.html

Honda plans rapid-fire launch of 2012 Civics

Did you say Hofmeister Kink? I can't say that without hearing the sound of a whip....
By MARK RECHTIN, AUTOMOTIVE NEWS on 1/18/2011

Honda will take a hurry-up approach when launching its delayed Civic family in April.

Unlike past Civic rollouts--which spread the debuts of model types and variations over months and even years--Honda will launch every variety of the 2012 Civic within weeks of each other, said John Mendel, executive vice president of sales for American Honda.

The family includes a sedan and coupe, multiple engines, lithium ion hybrid and natural gas versions, and a Civic Si edition.

In late 2008, the Civic launch was delayed six months after the Lehman Brothers collapse. The car was promptly redesigned to be smaller, lighter, more fuel efficient and cheaper to build.

"The story that will never be told is how much we changed the car," Mendel said at the unveiling of concept versions of the Civic last week at the Detroit auto show.

The major change with the Civic involved interior packaging, said Vicki Poponi, Honda assistant vice president of product planning.

"When you get in [the current] car, it isn't roomy enough to be a Civic," she said. "That was what our focus was, getting back to where we once were: compact yet surprisingly roomy."

Although not the official tag line, the marketing credo for the 2012 Civic is a play on founder Soichiro Honda's belief that there is "a Civic for everyone," said Steve Center, Honda's chief marketing officer in the United States. In its marketing campaign, Honda will play on the idea of the variety of Civic offerings.

The Civic concept retains the angular look of the current model, but with more pronounced shoulders. The windshield still has a shallow rake with a cab-forward orientation. In a nod to the BMW styling cue, the rear window has the so-called Hofmeister kink in the C-pillar, an element normally reserved for performance vehicles.

Source;
http://www.autoweek.com/article/20110118/CARNEWS/110119897