Opinion: It's Fine If the Honda Civic Si is Sedan Only

opinion its fine if the honda civic si is sedan only

We gave you all the goods on the 2022 Honda Civic hatchback yesterday, and part of that reporting also mentioned the Si performance trim — and how it’s likely that the Si trim will be offered only on sedan models.

Some Civic enthusiasts, remembering how the Si was once offered on hatchbacks, likely got agita at the news. But I am here to tell you that if that’s how things play out, it’s not a problem.

It’s worth remembering that the previous-gen Civic Si was coupe and sedan only — no hatch.

It’s also worth noting that while hatchbacks might offer more utility than a sedan, and the idea of a “hot hatch” is always appealing to enthusiasts, the Civic wouldn’t be giving up much to the competition.

Let’s take a look at the vehicles the next Si will contend with. By my count, the only hopped-up compact cars that come in hatchback form are the Hyundai Veloster/Veloster N and the Volkswagen GTI. The rest of the performance-boosted compacts are sedans — Hyundai Elantra N Line, Volkswagen Jetta GLI, and Subaru WRX.

Yes, I get it from the hatchback-buyer’s perspective. If you want a Civic hatch that offers performance beyond the “mainstream”, your only option is the Type R — the next Type R will likely be hatch only like the current one. I understand that the Sport and Sport Touring trims might not be enough for you, even with the available six-speed manual transmission.

But at least the Si will continue to exist, and for many buyers, the sedan body style will be good enough. And hey, you can always buy a Type R.

More to the point, Honda likely has business reasons to not make the Si available in the hatchback body style. Considering that Honda enthusiasts didn’t seem to howl too much when the last Civic Si wasn’t offered in hatchback form, the company likely believes there won’t be enough takers.

Even a brief scan of the comments on our news post seemed to show that most of you seem quite content that the Si is sedan only, as long as it a) continues to exist and b) will still offer a shift-it-yourself option.

There are a lot of product decisions that outrage us enthusiasts. While this one is a bummer for some buyers, it’s not worth getting too upset about.

Now, the lack of a Coyote V8 in the Ford Bronco, however…

[Image: Honda]

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  • MaintenanceCosts The sweet spot of this generation isn't made anymore: the SRT 392. The Scat Pack is more or less filling the same space but it lacks a lot of the goodies, including SRT suspension, brakes, and seats. The Hellcat is too much and isn't available with a manual anymore.
  • Arthur Dailey I am normally a fan of Exner's designs but by this time the front end on the Stutz like most of the rest of the vehicle is a laughable monstrosity of gauche. The interior finishes suit the rest of the vehicle. Corey please put this series out of its misery. This is one vehicle manufacturer best left on the scrap heap of history.
  • Art Vandelay I always thought what my Challenger really needed was a convertible top to make it heavier and make visability worse.
  • Dlc65688410 Please stop, we can't take anymore of this. Think about doing something on the Spanish Pegaso.
  • MaintenanceCosts A few bits of context largely missing from this article:(1) For complicated historical reasons, the feds already end up paying much of the cost of buying new transit buses of all types. It is easier legally and politically to put capital funds than operating funds into the federal budget, so the model that has developed in most US agencies is that operational costs are raised from a combination of local taxes and fares while the feds pick up much of the agencies' capital needs. So this is not really new spending but a new direction for spending that's been going on for a long time.(2) Current electric buses are range-challenged. Depending on type of service they can realistically do 100-150 miles on a charge. That's just fine for commuter service where the buses typically do one or two trips in the morning, park through the midday, and do one or two trips in the evening. It doesn't work well for all-day service. Instead of having one bus that can stay out from early in the morning until late at night (with a driver change or two) you need to bring the bus back to the garage once or twice during the day. That means you need quite a few more buses and also increases operating costs. Many agencies are saying for political reasons that they are going to go electric in this replacement cycle but the more realistic outcome is that half the buses can go electric while the other half need one more replacement cycle for battery density to improve. Once the buses can go 300 miles in all weather they will be fine for the vast majority of service.(3) With all that said, the transition to electric will be very good. Moving from straight diesel to hybrid already cut down substantially on emissions, but even reduced diesel emissions cause real public health damage in city settings. Transitioning both these buses and much of the urban truck fleet to electric will have measurable and meaningful impacts on public health.
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