![]() But we expect much better from its replacement, generation eight of a line that dates to 1973. The seventh-generation Civic didn't make much of a blip on the C/D radar screen during its five-year run. You know you'll be seeing more of this car in future issues, so let's cut to the key question: What's it cost? When the curtain officially goes up on the new Civic at the Las Vegas SEMA show November 1, Honda says the price will be "under $20,000." But it's almost a second slower than the last RSX Type-S we tested ( "Cheap Speed, Round 23," C/D, September 2005). That's quicker than the hatchback Si and similar to the '99-to-'00 coupe. Mated with a new six-speed manual transmission (the shifter has migrated back down from the dashboard), it delivers enough punch, Honda tells us, to hustle the coupe to 60 mph in 7.3 seconds. This is a refinement of the K-series four employed in the Acura RSX Type-S, with a balance shaft and other tweaks. Stiffer chassis, firm suspension tuning, and bigger footprints are key elements in what Honda calls "razor-like handling," but how about power? Honda has upped the ante with a new 2.0-liter DOHC 16-valve i-VTEC four-cylinder engine that bumps horsepower from 160 to 197 at 7800 rpm. There will also be an 18-inch Yokohama option, but it wasn't available for our preview drive. The standard tire is a Michelin Pilot HX MXM4 all-season, with the option of a new Michelin Pilot Exalto PE2-same size, at 215/45R-17, but with lots more grip. The Si also has a solid front anti-roll bar (it's hollow on the EX coupe), a bigger rear bar (0.7 inch versus 0.4), and a 17-inch wheel-and-tire package, the biggest ever offered on a U.S. Dimensional increases account for much of this, along with more passive safety features-like all the Civics, the Si is crammed with airbags-plus selective reinforcement of the already seriously stiffened body shell of the new coupe. In fact, the specs make it a few pounds heavier than the Acura RSX Type-S. I have since sold the car and have my sights set on a Toyota.As noted, the new Si is even heavier-at roughly 2900 pounds-than the pudgy hatchback it replaces. This would be a great car if it would have lasted longer but it seems I could have done better with a less expensive car.īased on my experience, this model is highly overrated. There is nothing apparently wrong with the braking system yet the brake pads wear out prematurely. The other issue is the front brakes on this car do not last more than 12K miles. The dealer and Honda refused to put in any effort to see if there is any remedy for me and gave me the impression they don't care. There has been no help from the dealer nor Honda. I feel this is a major flaw and is a guarantee for failure. There is no replaceable fluid filter in the transmission and therefore no way to give it proper maintenance short of changing the fluid. This car was conservatively driven and maintained meticulously and it is really upsetting that it now needs a major repair like this at a relatively moderate mileage. Since this is deep in the transmission, the transmission essentially will need to be rebuilt at a cost of approximately $2600 if the final drive itself is not damaged. It turns out the final drive (aka differential) bearings are shot. It just recently reached 97,000 miles and the automatic transmission was making noise. I was expecting this car to last for many miles without major problems. ![]()
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