TESTED: 2025 HONDA CIVIC SI
Sadly $30,000 does not go very far for an enthusiast looking to buy a new car. Nothing exists substantially below that number, and just about everything floating near it is impractical. The Civic Si, a four-door sport compact with a manual transmission, is one of the last reasonable and affordable options left standing. Car buyers in search of excitement are not necessarily logical people, but the 2025 Honda Civic Si is one of the most rational ways to buy a fun car.
The Lowdown
Honda's headline-maker is the range-topping Civic Type R, but the less powerful Civic Si is much more affordable. Minor changes improve what is already one of the most compellingly priced enthusiast cars, but Honda's other Civic-based performance models still overshadow the Si on everything but value.
- Vehicle Tested: 2025 Honda Civic Si
- Base Price: $29,950
- Price as tested: $30,705
- Test location: Nashville, Tennessee
More Specs
Engine: 2.0-liter four-cylinder, turbocharged
Power: 200 hp @ 6000 rpm
Torque: 192 lb-ft @ 1800 rpm - 5000rpm
0-60 mph: 6.8-sec
Transmission: Six-speed manual, front-wheel drive, LSD
Weight: 2952 pounds
EPA MPG: 27/ 37/ 31 (City/ Highway/ Combined)
How Does It Drive?
The current Civic Type R is a living legend, matched only by its Acura cousin at the very top of the modern front-wheel drive hierarchy. The Civic Si is not that, but it does a pretty good impression at a $15,000 discount.
Changes from the pre-facelift Si are few and far between, so most of the strengths from the 2022 model year carry over to 2025. The 1.5-liter turbocharged engine still produces 200 hp and 192 lb-ft of torque, the six-speed manual transmission still has a satisfying weight that outclasses any expectation for this price point, and a limited-slip differential is still standard.
The biggest change comes from a stiffer chassis tune. The upper suspension and subframe mounts are more rigid, while new supports have been installed along the rear door sill, the lower B-pillar, and the rear suspension mounts to add structural strength. Honda says it has retuned suspension damping to take advantage of these improvements in terms of both comfort and driving dynamics, making the car stiffer while also improving how it rides around town. Does this make a huge difference? No, but the Si was already impressive - and every bit of rigidity helps.
The transmission's existing rev-matching system now also includes shifts from second to first, which it previously refused to try and smooth. Shift timing is easier to track thanks to new shift indicator lights shared with the Type R. Unfortunately, an annoying rev hang that frustrated on the last car remains present here. It is the only irritant in a transmission that is otherwise the car's standout feature.
That said, the Si is otherwise fun and predictable. The relatively light Civic still feels best on the way into a corner, rowing down through the slick-shifting six-speed and allowing its driver to live out some kind of Nineties touring car fantasy, before letting the torquey engine pull the car out of the turn.
It is mechanically satisfying, even if the Si is not particularly fast by the standards of faster segment rivals. Raw speed comes as standard with the more expensive Type R, the Si is more about having a good time.
What's It Like To Live With?
Honda has been building Si variants for nearly 40 years, but the proven recipe is particularly sweet when it is applied to a car as good as the 11th-generation Civic. The current Honda compact is a particularly good car to base this performance variant on, the kind you might enthusiastically recommend to someone who doesn't know how to use a clutch pedal, but who wants to learn.
The interior is still a class standout, a simple and visually appealing layout dotted with physical controls with a bit of weight to them. The central screen is useful and unobtrusive, with new built-in Google features and a physical knob for volume. Adaptive cruise control and lane-keep assistance provide a reasonable level of advanced driver assistance. Red outlines along the hexagon-textured dashboard match the bright red cloth seats and bring some color to the cabin. The sports seats remain as supportive as ever, and now they also get the heating element previously only available in Canada.
That, plus a roomy cabin and a relatively comfortable ride for a sportier model, make the Civic Si a delight in the city just as it is on the way up a mountain. Thanks to rev-matching and a hill hold feature, the manual transmission is as close to foolproof as a six-speed can get. Even efficiency is impressive on paper at 27 MPG city and 37 MPG highway, although an enthusiastic driver will rarely see those numbers.
While the Type R is built on the hatchback body style, the Si trim is unfortunately locked to the four-door Civic sedan. That shape appeals more to American buyers, but the additional luggage space and access is missed. A coupe would have its own appeals, but Honda is no longer in the business of building two-door Civics of any shape.
Should I Buy One?
The biggest issue with the $29,950 Civic Si is the competition. Although all are more expensive, Honda and Acura combine to make three other Civic-based performance models that are each more appealing in different ways. The base Acura Integra is more refined than the Si, the Civic Type R is more advanced and much more potent, and the Acura Integra Type S pairs that performance and precision with the comfort of the Integra.
Outside of Honda's doors, Hyundai's last remaining internal combustion N model also merits consideration. The Elantra N is loud, boisterous, and hard to miss in its signature shade of bright blue, and it beats the Civic Si on power with an impressive 276 hp from its 2.0-liter turbo engine.
Regardless of competition, the Si is a notable bargain. The only performance option Honda offers is a set of summer tires, Goodyear Eagle F1s added onto the car for $300. Paint colors, wheels, and protective accessories can add to the price, but most Civic Si models should be on lots for little more than the starting price of $31,045 after a now-standard $1025 destination and handling fee. Aside from the slightly more expensive Elantra N, only the most basic Golf GTI offers competition in this segment at that price point.
Highlights and Lowlights:
We love:
- Engaging and masterfully weighted manual transmission and clutch
- Smart, refined interior and on-board technology
- Unique combination of fun and practicality for a very reasonable price
We don't:
- Annoying rev hang on downshifts
- Lack of a hatchback body style option
Favorite Detail:
Manual transmissions do not get much better than this at any price point. The 1.5-liter turbocharged engine is merely good, but the gearbox connecting it to the road is downright great.