Test Drive: 2002 Honda Civic SiR

The Honda Civic two-door hatchback is back, but it’s not the inexpensive, entry-level hatchback that was last offered in the 2000 model year. It’s a new high-performance hatchback that, ostensibly, replaces the 1999 Civic SiR Coupe.

The 2002 Civic SiR falls into the same class as hot hatchbacks like the MINI Cooper S, VW Golf GTI 1.8T, Pontiac Vibe GT, Toyota Matrix XRS, Ford Focus SVT, and possibly the Nissan Sentra Spec V sedan, Subaru Impreza 2.5RS, and the upcoming MazdaSpeed Protégé sedan.

Priced at $25,500, the 2002 Civic SiR uses the Acura RSX platform and suspension, and has the same 160 horsepower 2.0 litre twin cam four cylinder engine with Honda’s new intelligent VTEC variable valve timing system. This engine develops 160 horsepower @ 6500 rpm and 132 ft-lbs of torque @ 5000 rpm – that compares to the 1999 Civic SiR Coupe which had a 1.6 litre VTEC engine that developed 160 horsepower @ 7600 rpm and 111 ft-lbs of torque @ 7300 rpm. As you can see, the 2002 SiR’s engine develops more power and torque at lower engine revolutions, making it more responsive in typical around town, stop-and-go low-speed driving conditions.

Despite having a larger engine though, the new SiR’s fuel consumption is about the same as the previous SiR – the new model offers 9.0 l/100 km (31 mpg) in the city and 7.1 L/100 km (40 mpg) on the highway – just a smidgen better than the 1999 SiR.

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A close ratio five speed manual transmission is standard, but unlike some its competitors, the SiR doesn’t offer a six-speed manual � or for that matter, an automatic transmission.

The 2002 SiR has a wheelbase that is 50 mm (2 in.) shorter than that of the previous Civic SiR coupe (and the current 2002 Civic coupe and sedan models). Though this could perceived as a negative, Honda points out that a shorter wheelbase helps to provide enhanced handling and manoeuvrability – which is true. And despite its shorter wheelbase, the SiR’s interior is just as roomy – its new cab-forward design, taller roof, and hatchback bodystyle make up for the shorter wheelbase.

Most of all, I was impressed with its tight body and suspension, responsive steering, refined shifter, and nimble handling. Honda claims to have spent a lot of time creating a strong chassis and body, and I can believe it. The SiR is as good or better than the BMW-built MINI Cooper which has already established a new benchmark in the hatchback class.

The unusual position of the gear lever, which protrudes from the lower dashboard area, takes a while to get used to, but it has some advantages over a standard shift lever. It’s higher up and closer to the steering wheel, so there’s less time spent going back and forth between the steering wheel and the shifter. In fact, the proximity of the shift lever tends to encourage the driver to keep his/her hands on the steering wheel rather than leaving one hand on the shift lever between shifts. On the negative side, the driver has to raise their hand higher up to reach the shifter, so it’s not quite as easy as dropping your hand down onto a floor shifter.

Shift action is quite short, and fairly quick — considerably better than the shifter in the Matrix/Vibe or even the MINI. Clutch pedal effort is light, but the engagement point seems a little high.

The SiR’s electric variable-power assist steering is comfortably light at low speeds, and firmer and with more steering feel at higher speeds. I found it quick and responsive, and the car’s 5.3 metre turning circle makes tight turns a snap. Though there’s no torque steer under hard acceleration when travelling in a straight line, turning the steering wheel while accelerating results in the steering wheel attempting to straighten itself out – you have to hang on tight. This is disconcerting at first, but when you learn to expect it, it’s manageable. Still, I felt it was excessive.

The SiR’s 2.0 litre DOHC 16 valve four cylinder engine is extremely smooth and free-revving and is surprisingly quiet right up to about 4000 rpm. Even in the 5000 to 6000 rpm range, the engine buzzes along happily with little effort — that contrasts with the previous 1.6 litre SiR VTEC engine which used to scream loudly at high rpms.

The new SiR has the latest version of Honda’s variable valve timing technology, the “intelligent” i-VTEC system, that combines Variable Timing Control (VTC) – which continually adjusts intake-camshaft phase – and Variable Valve Timing and Lift Electronic Control (VTEC), which changes valve lift, timing, and duration. The result is a 20 percent torque increase over the previous Civic SiR. The new SiR still doesn’t have huge amounts of torque at low engine speeds, but it’s more palatable for everyday driving chores.

On the freeway, the 2.0 litre engine does 3000 rpm at 100 km/h and 3700 at 120 km/h, humming along nicely despite revving higher than average.

SiR’s come with standard four wheel disc brakes with ABS and EBD (electronic brake differential), and being a fairly small, lightweight car, braking performance is excellent.

The SiR has a relatively low (13 in.) step-in height and a fairly tall roof, so it’s easy to get in and out of the front seats. And what seats they are! The sporty one-piece front buckets have extra large thigh, side and shoulder wings which really hold you in when cornering — and the driver’s seat is height adjustable. The seat material is unique – the inserts are covered in an attractive coarse speckled cloth material while the side bolsters are covered in a softer velour material with sporty red stitching. This matches the red stitching on the leather-covered steering wheel and leather-wrapped shift knob. As well, the front seats include a sporty red plastic insert under the head restraint.

I found the driver’s seat very comfortable – it’s not as tall as the raised front seats in the Matrix and Vibe – and outward visibility is excellent because of the sloping hood and extensive window glass. Also, there’s a large dead-pedal to the left of the clutch pedal which makes it easier to rest your left foot when not changing gears.

The driver faces a sporty leather-wrapped steering wheel with three crome-coloured gauges directly behind it which include a tachometer with a 6800 rpm redline. My test car had a mostly black interior with contrasting metallic-look plastic trim covering the centre control panel, door handles, and door locks. It’s not real metal, but the SiR’s trim is a higher quality than I’ve seen on some of its competitors, notably the MINI Cooper S, Toyota Matrix and Pontiac Vibe.

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The SiR’s protruding centre control panel is easy to reach, particularly the vertically-aligned controls for the heater/air conditioner. I also enjoyed the rich sound from the SiR’s standard AM/FM/CD player which includes four full-range speakers, two tweeters, and a built-in fixed equalizer. A storage slot positioned below the radio is presumably available for an optional cassette player.

Of course, the really unique thing about the dashboard is that the 5-speed manual gear shift lever protrudes out of a raised pod at the bottom of the centre stack, “rally style”. Similar in design to that of the Matrix and Vibe, it certainly looks odd, but there are some advantages to it — more on that in a minute.

The dashboard includes numerous storage compartments for smaller items – there are two near the door, three on the centre console, a glovebox, and a rather ingenious covered storage bin with two soft drink cupholders and a deep storage bin underneath. There’s another cupholder behind the handbrake, and a pull-out cupholder to the left of the steering wheel

My only real complaint about the interior is the location of the power mirror controls on the lower left dash: they’re obscured by the steering wheel.

As a two-door hatchback, entry to the rear seat is obviously more difficult than in four-door models like the Matrix, Vibe, Focus, and Protege5. Getting in to the rear seat from the passenger side, the front passenger seat automatically slides forward when the seatback is folded, and slides back to its original position — however, the front seatback angle must be readjusted.

The rear seat has a surprising amount of headroom and legroom, but though it has three seatbelts, it’s really only wide enough for two adults.

The Civic SiR is built in Swindon, England.