Honda’s Si badge—which initially stood for “sport injected,” referencing the novelty of fuel injection back in the day—has long been synonymous with high-revving VTEC engines. That all changes now: The Si versions of the 10th-generation Civic feature turbocharging for the first time in the history of the nameplate. Perhaps more blasphemously, the Si lacks the traditional two-stage VTEC variable valve timing and lift, instead using Honda’s variable timing control (VTC).

The VTC in this application is limited to camshaft phasers, a technology common in almost all engines, and not the multiple cam profiles that gave VTECs of yore their famous scream. Despite its radically different engine philosophy, the direct-injected, turbocharged 1.5-liter inline-four in the new car makes 205 horsepower—identical to the last Si’s naturally aspirated 2.4-liter four. Its 192 lb-ft of torque is up by 18 lb-ft over its predecessor, however. And those peak output numbers come at lower rpm than they did before (horsepower at 5700 and torque at 2100), which should make the Si a better daily driver. But we were hoping for more power in a world where 220-hp Volkswagen GTIs, 252-hp Ford Focus STs, and 268-hp Subaru WRXs exist. At least a short-throw six-speed manual transmission remains the only gearbox available on the Si.

View Photos MICHAEL SIMARI, THE MANUFACTURER

Chassis improvements include new adaptive dampers that are switchable between Normal and Sport driving modes, as well as a variable-ratio steering rack. Springs and anti-roll bars are stiffer, and the front brake rotors, at 12.3 inches, are larger than those on any standard 2017 Civic. A limited-slip differential is standard on this front-driver. Summer tires are optional, although the fitment is no wider than you’ll find on the Civic hatchback’s Sport and Sport Touring trim levels.

Next to those non-Si hatchbacks, with their over-the-top body kits and huge fake vents, the Si, which comes only as a coupe or a sedan, has a fairly subdued look. The Si’s visual package is limited to specific 18-inch wheels, black trim for the front fascia, a center exhaust outlet, and a few extra openings punctuating the rear fascia. The Si coupe has an eye-catching (some might say garish) rear wing, while the sedan’s rear spoiler is less prominent.

View Photos MICHAEL SIMARI, THE MANUFACTURER

Because red and carbon fiber mean fast, there’s red stitching, a red digital gauge cluster, and faux carbon-fiber trim to define the interior aesthetic. The cloth sport seats feature more aggressive bolstering and embossed Si logos. Standard equipment is generous and includes automatic climate control, heated front seats, rain-sensing wipers, and a 7.0-inch touchscreen with Apple CarPlay and Android Auto.

Honda says the Civic Si will start in the mid-$20,000s, right in the ballpark of those more powerful competitors from VW, Ford, and Subaru, all of which carry base prices in the $25,000-to-$27,000 neighborhood. Will the Honda’s relative power deficit and lack of VTEC prove a liability? That’s for buyers to decide when the new Si hits dealerships starting next month.

MICHAEL SIMARI, THE MANUFACTURER

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