The Civic Si is an enthusiast-focused sedan that beautifully marries performance with value. It’s a sporty vehicle that won’t break the bank, a formula that’s since been followed by rivals like the Toyota 86, Subaru BRZ, Mazda MX-5, Subaru WRX, and Volkswagen Golf GTI.

For $35,630, the new 2024 Civic comes with a 1.5-litre turbocharged four-cylinder, 200 hp and 192 lb-ft of torque, front-wheel drive, a standard six-speed manual gearbox, a limited-slip differential, 18-inch wheels, and the same interior as the standard Civic, so your spouse or passengers wouldn’t even know the difference. There are no changes from the 2023 model year.

It’s not our first rodeo with the 11th-generation Civic Si but this turbo-four was never remarkable. It revs with a heaviness and lethargy that its naturally aspirated counterparts don’t exhibit. Handicapped by turbo lag, there is a general lack of torque everywhere except for the meaty 4,000 – 5,000 rpm range. Outside that narrow therapeutic window, the throttle map is flat and uninspiring. We would gladly trade some horsepower and speed for a more characterful engine. The result is a rather unspectacular drive at low and moderate speeds, but an efficient one at that – we averaged an impressive 8.2 L/100km. However, start to explore the middle of the powerband and push its chassis to higher speeds, and the Si will reveal some excellent attributes that make us fall in love with it all over again.

We aren’t a fan of FF formats (front-wheel drive, front-mounted motor), but on long sweeping corners, the Si reveals its excellent road handling. The Si might feel sluggish and unwilling to turn at first, piling on the understeer if you’re driving it like a rear-wheel drive car. Turning while accelerating corrupts the steering, tugging on the steering wheel from the other direction like an invisible elastic band.

Being mindful of the car’s weight balance is key, letting the car settle first before overloading the front tires is an asset, and utilizing proper trail-braking will make the most of its mechanical grip. Without it, understeering is inevitable, albeit much safer for beginners. With that mindset and technique, you can easily extract the most out of the Si as it winds and develops a rhythm with any serpentine road you throw at it. You might not be going very fast, but the Si makes you feel at one with the machine and rewards patience and accurate inputs.

The steering is nicely weighted and somewhat elasticized with heavy rotational resistance like old Hondas, but you can feel just how much grip is available under your fingertips. And while we were disappointed that Honda axed adaptive damping for the Si, the ride is surprisingly polished and well-damped.

The gear shifter alone is worth the entrance fee. The throws are short and there is a decisive top-heavy weight in the way it shoves itself into the gate with little wiggle or vagueness. It’s either in gear or it’s not, there’s no in-between and there is zero play. And unlike the shifter in the Type R, the center of the knob is wrapped in leather so the metal doesn’t sear your digits in the summer heat.

The clutch’s bite point is easy to find but quite high up, meaning it’s located around the first 20% of pedal travel. This can make it tricky to smoothly nail down that first to second shift, but we still admire how Honda kept the Civic Si a manual-only game. It’s so easy to fall into the automatic gearbox temptation to cater to a larger audience, but keeping it as an exclusive club is admirable. Plus, there is automatic rev-matching, perfect for newcomers to the sport. There are even race-car-like shift lights that illuminate inwards when approaching the redline. We just wish there was a gear indicator on the digital display.

One of the biggest improvements of the Si is the exhaust noise. It sounds much gnarlier than before. We’re not sure if most of it is just piped-in cabin noise, but there’s finally grit and depth to the voice. Its timbre carries a deeper tone than the GR86, more baritone than the MX-5, but it’s not as highly strung in volume. Not every sports sedan needs to scream with unpretentious vocals but there’s just enough noise here to keep the spirit of VTEC alive.

We love the understated looks too. The new Si is a great-looking piece of kit – more reserved than the last Si, boxier, and mature in design. We think it’s a success with the Si-specific front bumper, dual exhaust outlets, and integrated black spoiler, and this white paint brings out its broad shoulders and chiselled lines.

Inside is a similar affair to the regular Civic. That’s a good thing. Material quality is sublime for the price point, fit and finish are excellent, and we enjoy the honeycomb finish that runs along the dash, conveniently hiding the fan vents. The buttons offer a premium-feeling click, the switchgear is similarly upscale though wrapped in convincing plastics, and the Si-specific sport seats are supportive and comfortable, though a bit plushier than we would have liked. Six-foot adults will have no issue slotting into the rear seats either. It’s not as cramped as the Mazda3 with its somewhat high dashboard and shoulder lines, and the Civic’s outward visibility is impressive with the thin A-pillars and a recessed and lower windshield.

The Civic Si continues its proven formula of combining accessible performance and unbeatable value. The shifter alone brings back fond memories of the S2000, the turbo-four has finally found a captivating exhaust voice, and it loses none of the practicality and ergonomics bred from the standard Civic. It may not make the hairs on your back stand with its FWD platform and relatively meagre power outputs, but the engagement and involvement it provides are bar none at this price.

Specifications:

Model: 2024 Honda Civic Si Sedan
Paint Type: Platinum White Pearl
Base Price: $35,630
Price as Tested: $35,630
Engine: 1.5-litre turbocharged four-cylinder
Horsepower: 200 hp @ 6,000 rpm
Torque: 192 lb-ft @ 1,800 rpm
Transmission: 6-speed manual
Engine & Drive Configuration: Front engine, FWD
Observed Fuel Consumption (L/100km): 8.2
Tires: 235/40R18