bandingkannnn buyut vs cicit http://www.motivemag.com/pub/feature/verticals/Civics_Lesson_Comparing_the_original_1986_Si_with_the_current_2007_model.shtmlSome Si Backstory
By the early 1980s, Honda's Civic had already developed a strong reputation for reliability and economy - credentials that, following a fuel crisis and the nadir of American car quality, made the Civic plenty of friends. Those friends, however, valued Civics for its Consumer Reports virtues, not anything that made drivers' hearts pump. Civics weren't even a dim blip on enthusiast radar screen until 1984's third-gen redesign brought with it a more sporting "S" trim level hatchback and the fastback CRX, and those cars still shared their 76-horsepower economy engines with the commuter all-star models.
That changed for model-year 1986, when Honda gave the Civic hatchback the same fuel-injected engine it had installed in the CRX the year before. Displacing 1.5 liters and with an odd number of valves for each cylinder (two tiny intakes and one single, honkin' exhaust), the SOHC mill was good for 91 hp at 5500 rpm and 93 lb-ft at 4500. While those may sound like small numbers, remember that, compared to the porky, safety-laden cars of today, the Civic was a bantamweight: Even with a full tank of gas and a driver, the car teetered on the brink of 2000 pounds. Since it was based on the carbureted Civic S, Honda added an "i" to the badge to denote fuel injection, and the result - the $7999 Civic Si - has become, arguably, the modern-day equivalent of the 1932 Ford.
It took a while, though: While enthusiast interest in the car built steadily through the Si's second and third iterations, the high-performance Civic concept catapulted to rock-star popularity with the fourth-generation Si coupe. With BMW-like proportions and a 160-hp B16A2 VTEC engine, it became the car to have within the compact tuner scene, where commonly seen mods like cartoonish body kits and coffee-can exhaust tips made the new Honda-loving set the target of numerous ricial slurs.
But fame is a cruel mistress, and the spotlight inevitably moves away. For the Si, this happened when the quirky and misunderstood fifth-generation hatch failed to excite the tuner crowd. Now that the Civic is no longer the flavor of the month, today's sixth-generation Si has settled back into a sensible-performance role. It enjoys a following not unlike the original, which is to say much more loyal to the virtues of the car and to Honda itself.Old and New, Side by Side
Finding a clean first-gen Si in today's disposable world isn't terribly easy. Civics were utilitarian cars, and most logged more than their fair share of mileage. Many of them succumbed to the elements and rusted into disrepair, while others were modified beyond recognition. Fortunately, we found a worthy example in the sticks of Virginia owned by Joey Zarrella. His white '86 hatchback has over 235,000 on the original engine and transmission.
Sliding into the '86 is like getting reacquainted with an old friend. Even if you aren't familiar with Hondas of the time, the dash and controls feature a smart, traditional layout that you could have found in almost any of its contemporaries. Some interior styling cues, like the dashboard that wraps around into the door panels, were ahead of their time. Others, like the orange-lit clock marked "QUARTZ" sitting in front of the passenger, seem self-consciously futuristic. Orange letters also bedeck the Si's 120-mph speedometer and 8000-rpm tach, whereas the standard Civic uses white. Big, plastic sliders control the airflow and temperature, while a chunky rotary knob works the vent fan. The plastics don't feel too cheap considering the build date, and creaks and groans earned by its 235,000 miles are largely limited to the rear hatch.
By contrast, the new i-VTEC 2.0 starts with a purr. Taking the metal shifter in hand and reaching for a gear, you'll find a positive and precise six-speed transmission that's as fun to row through as the manual in Honda's S2000 roadster. The icing on this drivetrain cupcake, though, is Honda's standard implementation of a rare-for-its-class helical limited-slip differential to help get power to the ground and improve the handling characteristics of this front-driver.
Handling is further improved thanks to a completely re-tuned suspension. Higher-rate springs, 45-percent stiffer dampers, larger anti-roll bars front and rear, and larger front brakes make this chassis considerably more competent than the base car's.
The new Si remains quite composed cruising around town. Accelerate with more abandon, though, and the car gives back willingly. Reasonable performance figures for this car are 0-60 in 7.2 seconds, and a 15.1-second 1/4-mile time. Even with the Si's standard mechanical limited slip differential, you'll spin the wheels in first and get a healthy chirp in second under hard launch.
The real power comes in like a nitrous shot after 6000 rpm and stays until the car's 8000 rpm redline. Shift up at 8 grand and revs drop precisely down to the sweet spot, a hair under 6000 revs. The on-cam power is addictive and will leave you hungering for it after you dip back below that high-rev band. For those outside the Honda fold or lacking experience with an older, laggy turbocharger, keeping the revs up is the trickiest part of the driving experience. Acclimating to the high-revving requirements becomes an easy process soon enough, though it's hard to speed incognito when caning the Si requires blaring down the avenue like a BAR Honda F1 car. Rewarding? Very. Subtle? Not even close.
The featherweight first-generation Si is clearly the more nuanced of the two. Weighing just one ton, the hatchback's reflexes have an immediacy that few modern cars can match. Its unassisted steering, a bicep-builder in parking lots, settles into a pleasant firmness once the car starts moving. Unlike later Civics, which were praised for their double wishbone suspensions front and rear, this generation used a torsion-bar front suspension and a torque-tube axle with a panhard bar in the rear. The technology sounds quaint, but even though it didn't make the Civic a roadholding champ, the setup works well, endowing the Civic Si with a plucky nature and an appetite for being chucked around bends.
Hard into the hills of the Virginia countryside, the heavier '07 Civic is still surprisingly light on its feet and also shows a willingness to rotate controllably. No doubt, the LSD helps the car throttle deeper into and earlier out of a tight turn - maneuvers that would leave other front-wheel-drive competitors understeering into the grass. At the absolute limit, this from-the-factory Si still has a benign tendency to understeer, but that limit is much higher than in previous Si models.
Even better, the larger, heavier, and more powerful 2007 Civic Si has government-estimated fuel consumption figures just 1 mpg less than its first-generation counterpart achieved in 1986 (32 mpg highway for the '07 Civic Si, 33 mpg highway for the '86 Civic Si).