Driving the new Honda Civic 2.0 i-VTEC

To those who miss the late, great Civic SiR, the new Honda Civic 2.0 i-VTEC may be the answer to their prayers for a new high-powered Honda pocket rocket. For here is yet another Civic with more muscle than any of its rivals in the small sedan class. Heck, you can even go to the medium-sized sedan category with their 2.0-liter engines and this newest Civic model, with its better power-to-weight ratio, will still eat them for breakfast.

But while the SiR outmuscled its rivals through sheer revs (it redlined at 8000 rpm and developed its 160 max hp at an astounding 7600 rpm), the new Civic 2.0 i-VTEC does so with sheer displacement — and with much less frenetic activity. As the designation implies, the newest member of the Civic lineup packs a 2.0-liter DOHC 16-valve motor with Honda’s pioneering i-VTEC intelligent variable valve timing technology.

The result of shoehorning this biggish motor inside a smallish body is lots of go — as we discovered when we had a sneak press drive of the new model at no less than the Subic International Raceway.

One hundred and fifty-five horses might pale next to the SiR’s prodigious 160, but the Civic 2.0 i-VTEC reaches its commendable power peak at a more accessible 6500 rpm. More tellingly, its peak torque of 18 kg-m at only 5000 rpm handily beats the SiR’s 15.3 kg-m at a very busy 7000 rpm.

What all this means is that a Civic 2.0 i-VTEC driver will be going just about as fast as an SiR driver but with less effort. Of course, the SiR is not really the Civic 2.0’s bogey. The model that is right at the center of this flagship Civic’s crosshairs is the best-selling Corolla Altis, specifically the range-topping automatic-only 1.8-liter VVT-i G and E models and, to a lesser extent, Ford’s 2.0-liter manual transmission-only Lynx RS.

And the numbers are: 155, 147 and 142 horses for the Civic 2.0, Corolla Altis 1.8 and Lynx 2.0 RS, respectively. Torque numbers are 18, 19.2 and 19.6 kg-m in the same order. So while the Civic leads the horsepower race, it trails its two primary rivals in the torque wars.

But high horsepower is not the only strength of the new Civic 2.0. Honda saw fit to update the Civic’s (including the 1.6 VTi and VTi-S models) exterior with a new front and rear treatment, giving it a more upscale yet sporty look. The front end, which sports a new grille, smoked multi-reflector headlamps, bumper and integrated foglamps, is a lot more svelte than the previous versions. Ditto the rear, which boasts new tail light clusters, as well as the side view, which is enhanced by sporty side skirts and sporty five-spoke 15-inch alloy wheels.

Other technical highlights for the Civic 2.0 include the aforementioned first-in-class 5-speed automatic transmission, new four-wheel disc brakes (also for the 1.6 VTi-S model which previously had rear drum brakes), electric power steering in place of the conventional hydraulic assist for lower power parasitic losses, the addition of a performance rod to the front suspension for improved steering responsiveness and a new reactive link for the rear suspension, again for better handling.

Inside, a business-like driver’s environment is achieved through a black leather (or moquette) interior, supportive bucket-type front seats with a driver’s seat height adjuster and armrest, and red Optitron gauge lighting (blue Optitron for the 1.6 models). Chrome touches as well as a silver-colored metal mesh design on the dashboardís center panel brighten up the cabin.

At the Subic racetrack the barely broken in Civics were pushed to the limits by enthusiastic motoring journalists. We performed pedal-to-the-metal acceleration runs, panic braking tests and rapid left-right emergency lane change simulation maneuvers with the four Civics on hand that day. Engines roared, tires squealed, brake linings smelled — yet the Civic 2.0 kept its composure.

Power delivery was not quite as exhilarating as the SiR’s, but noticably superior to its rivals. Shift quality from the 5-speed tranny was exemplary, with the computer delivering smart downshifts with a prod of the accelerator. Braking, too, was sublime, with easy modulation from the pedal.

I was particularly interested in how the electric power steering would measure up and, in the uncompromising nature of the test track, it delivered perfectly on its promises. Hondas have always been the BMWs of Japanese cars with their communicative steering feel and the Civic 2.0 has lost none of that feel in its switch to electric assist. The ratios, too, were perfect even for quick left-right-left transitions as demonstrated when we tackled the lane change and slalom courses. All things considered, Hondas have always had the easiest time adapting to the harsh demands of a race track even in street configuration — which is why they are so much fun to drive on the road. Expect the new Civic 2.0 to take a sizable share of the high-end compact sedan class in the months to come.

The Civic 2.0 i-VTEC fabric seat model goes for P900,000 while the leather seat model sells for P950,000.