2026 Honda Civic Si Review: Keeping it Simple

The 2026 Honda Civic Si doesn’t shake things up, and it’s all the better for it.

Honda has kept this sporty trim a part of the Civic family since the turn of this century, and all that time it’s kept a few key ingredients the same. Start with an agile front-drive chassis, mix in a punchy four-cylinder engine and helical limited-slip differential, and serve exclusively with a six-speed manual transmission.

For its mid-cycle facelift the Si sees a few small tweaks that are more plate dressing than flavor-altering. Those wanting an engaging yet (relatively) simple and affordable enthusiast car should still find this long-running option satisfying.

Blink-and-you’ll-miss-’em styling changes were part of the entire ‘25 Civic refresh, and the Si follows suit. Gloss black trim bits separate the headlights from the new hexagonal-mesh grille, whereas lesser models use body-color bits. A matching rear spoiler adds a bit more aggression to the shape, and Honda says it offers real aerodynamic benefits.

Remember all the fuss about this generation’s plainness after the previous model’s busy bodywork? To these eyes, the classic proportions and restrained detailing have kept the Civic looking sharp while others in the class show signs of aging.

The Si is now the only way to still get the 1.5-liter turbocharged four-cylinder in a new Civic. Its 200 horsepower matches the hybrid-powered sedan and hatchback, but its 192 pound-feet gives up a full 40 lb-ft of twist. There’s an even bigger gap between this and the Volkswagen Jetta GTI, which boasts 228 hp and 258 pound-feet of torque. Jetta buyers get a choice of either a quick-shifting dual-clutch or a six-speed manual too, broadening the appeal.

The VW’s three-pedal setup can’t match the slickness of the Si’s, however. The six-speed manual is a joy to use in the Civic, all crisp and precise action and a friendly yet consistent clutch. There’s still a noticeable amount of rev hang from the buzzy lil’ four-cylinder, but it only takes a few days to adjust to. The Civic might have the lowest outputs in its small class, but it is also the only sedan to sneak under the 3,000-pound (1,361-kilogram) mark, making this four-door feel spritely. If you have to row through the gears more to make progress, that’s no bad thing.

Honda has adjusted the automated rev-matching system to now also work on the 2–1 downshift. It automatically blips the throttle each and every time, easing the workload around town or maintaining equilibrium for those who haven’t quite mastered heel-toeing.

If only the Si’s exhaust were more tuneful. It’s fine, but lacks the aggression one would expect of a sporty model. On the flip side, the Civic has the best fuel economy of the sporty sedans with a combined 31 mpg (7.7 L/100 km) rating, and it was easily beating that figure during our week together.

That light weight keeps the Civic Si feeling eager and pointy on fun roads. The structure is obviously stiff too, making for a predictable and consistent drive. The classically-shaped steering wheel has a reasonable amount of weight to it, and is appropriately quick for a sport compact.

That mechanical LSD does an excellent job ensuring the front axle stays on the intended line into, through, and out of a corner. The all-season tires have reasonable limits, and sound off well before them—fine for what is meant as an entry-level sport compact.

American buyers had the option of summer tires for an extra $300 last year, but it has quietly disappeared from the configurator. I’m not entirely convinced they’re necessary anyway, even in warmer climes, as the Si’s humble power output doesn’t need to be further smothered by yet more grip.

Honda ditched the adaptive dampers of the previous generation when this Si debuted in 2022—as we soon after learned, so that the reborn Integra could poach them. That means the Civic has to make do with one suspension tune for all situations, and largely it works. The ride can be stiff on uneven pavement but beyond that it simply rides like what you’d expect: a slightly more focused Civic. The wheels and rubber are identically-sized to the regular sedan, after all.

There is more road noise in the Si versus other Civics, but this too should be expected.

The red cloth seats are excellent: nicely bolstered with a classic design, though taller folks may dislike the lack of adjustable headrest. Back-seat room is best-in-class like the rest of the Civic lineup, which is what makes the Civic Si such a great all-rounder.

Like the exterior design, the current Civic’s cabin has aged well by employing classic lines and restrained detailing. The mesh vent layout is clean and simple, while the bits of anodized red trim add a dash of excitement—same goes for the seat-matching door cards. The climate controls are pleasantly easy to use, and there’s plenty of practical storage space peppered throughout the cabin.

Material quality is amongst the best in the class, lagging just behind the Mazda3.

If there’s one complaint about the cabin, it’s the tiny drive mode selector toggle beside the shifter. This is a sporty car after all; a more deliberate action would feel appropriate.

The Civic Si occupies a different position in the lineup in Canada and the US. In the former, it’s essentially a range-topper, coming close to the Sport Touring and offering exclusive niceties such as heated front (and rear outboard) seats, a heated steering wheel, wireless charger, and dual-zone automatic climate control. Sorry, America.

No matter the country, the Si now employs a larger central touchscreen along with a fully digital instrument cluster (the latter was also a previous Canuck exclusive for the model). The touchscreen does the job and offers easy wireless phone mirroring. Honda’s instrument cluster is slick, with plenty of adjustments available and the handy central illustration of the car.

The typical modern driver assists such as lane-keep, blind-spot monitoring, and yes, even adaptive cruise control are present here.

That the Civic Si has remained the one consistent model in this segment for decades should tell you all you need to know. Honda knows how to make an engaging, affordable sport compact, and those who want to really push the limits of front-drive performance can always step up to a Type R. The Civic is hands-down the best daily driver compact in hybrid form; the Si keeps the setup simple and appealing with an added dose of turbocharged oomph and row-it-yourself interaction.

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