Having owned both the 10th and 11th generation Honda Civic Si models, I’m here to provide an in-depth, long-term comparison. My journey began with a brand new 2017 Civic Si, a car I cherished for five years and 55,000 miles. After an unfortunate collision earlier this year, despite repairs, my 2017 Si wasn’t the same, plagued by a persistent clunking noise that remained undiagnosed. Facing the end of my warranty and seeking reliability, I traded in my beloved 10th gen for a brand new 2022 11th Gen Civic Si from the same dealership. I received $23,000 for my trade-in and paid approximately $33,000 out the door for the new Si. Now, after three months and 4,700 miles with my 11th gen Si, I’m ready to break down the striking differences between these two generations.
When it comes to looks, the 10th gen Civic Si holds a subjective edge for me. Its shorter, more aggressive stance and distinctive design made it stand out. The 11th gen, while still attractive, adopts a more mature and understated aesthetic, blending in more with the crowd. It’s a handsome car, but it lacks the emotional spark of its predecessor.
In terms of comfort, the 10th gen Civic Si takes the lead. This is largely attributed to its adaptive dampers, a feature absent in the 11th gen. The 11th gen Si’s suspension is noticeably firmer, resulting in a harsher ride that can be jarring over bumps and potholes. Even on smooth highways, the ride is stiff, feeling even more so than the 10th gen in sport mode. However, the biggest comfort downgrade in the 11th gen Si is the seats. They are remarkably hard with minimal cushioning and lumbar support. Initially, it felt like sitting on wooden benches. While they’ve become slightly more bearable after 5,000 miles, they are nowhere near as comfortable and versatile as the 10th gen Si’s seats. The stark difference in seat comfort, despite appearing visually similar, is a significant drawback of the 11th gen, and Honda should seriously consider adding more foam or lumbar support.
Ergonomically, the 10th gen Civic Si also excels. The 11th gen surprisingly omits dedicated phone pick-up and hang-up buttons on the steering wheel. While calls can be answered and ended using a scroll wheel, initiating calls requires navigating through the infotainment system, unlike the 10th gen’s steering wheel controls. Switching between Apple CarPlay, radio, and Bluetooth also necessitates infotainment interaction in the 11th gen, a function easily managed via steering wheel controls in the 10th gen. Storage is another area where the 10th gen was superior, offering a more versatile two-level center console storage and a larger glove compartment.
When it comes to features, it’s arguably a tie. While the 11th gen seems to lose features on paper compared to the 10th gen, it gains some significant upgrades. The 11th gen forgoes adaptive dampers, heated seats, dual-zone climate control, a full digital display, fog lights, and a slight 5 horsepower decrease. However, it compensates with a vastly superior shifter, a lightweight flywheel, a larger and improved infotainment system, a premium 12-speaker Bose audio system, wireless Apple CarPlay and Android Auto, rev-matching, customizable individual driving mode, and components borrowed from the Type R suspension. Ultimately, feature preference depends on individual priorities.
In terms of speed, the 10th gen Si feels quicker, especially off the line. Its readily available low-to-midrange torque gives it a noticeable advantage over the 11th gen. Merging and passing maneuvers are more effortless in the 10th gen across various gears. This comparison is based on the pre-2020 10th gen Si models with the original gear ratios. The 11th gen Si, however, shines in its top-end power delivery. It feels remarkably like a naturally aspirated engine in its power progression. While power delivery from 2,000 to 4,000 rpm is adequate, it truly comes alive from 5,000 rpm to its 6,600 rpm redline, pulling strongly and linearly, reminiscent of classic high-revving Hondas. In a drag race, the 10th gen would likely win the quarter-mile, but the 11th gen’s stronger top-end might allow it to overtake in a half-mile race. Despite this, the 10th gen gets the nod for perceived speed due to its more accessible power in everyday driving situations under 100 mph.
Handling is where the 11th gen Si truly shines. Its mechanical grip is exceptional. Even with the OEM all-season Goodyear tires, inducing understeer requires significant effort. In comparison, the 10th gen, on the same tires, would lose grip and understeer much more readily. The limited-slip differential (LSD) in the 11th gen feels better tuned, enhancing corner exit traction and eliminating wheel hop during hard launches, a common issue in the 10th gen. The 11th gen Si is the superior choice for aggressive driving, responding predictably and confidently to driver inputs. It would likely be faster on a track or autocross course.
The shifter in the 11th gen Si is simply the best I’ve ever experienced. Having driven a wide range of performance cars with manual transmissions, including Porsches, Corvettes, Mustangs, Camaros, and other sport compacts, none rival the 11th gen Si’s shifter feel. Its precision and short throws are unmatched. The rev-matching feature is also flawlessly executed.
Driveability is also improved in the 11th gen Si. Rev-hang, a common complaint in the 10th gen, is significantly reduced in the 11th gen. While slight rev-hang persists, particularly when downshifting from 3rd to 2nd gear and during 1st gear rev-outs, it is much less intrusive, making both aggressive and daily driving smoother. Throttle response and pedal spacing are also refined. However, the “normal” driving mode throttle response in the 11th gen can feel somewhat sluggish, necessitating the use of sport mode or an individual mode with sport throttle for a more engaging experience.
Steering feel is a win for the 10th gen Si. The 10th gen’s steering is more communicative and natural feeling, with quicker and more responsive inputs. Every small steering input translates to immediate directional changes, making it feel darty and agile. The 11th gen’s steering, in comparison, feels slightly numb and less natural. It’s less responsive and direct, and the sport mode steering weight can feel artificially heavy. I often prefer driving in individual mode with normal steering and sport throttle in the 11th gen. While still good, the 11th gen’s steering is a step back from the 10th gen’s.
Braking is a tie. While I initially felt more confident in emergency braking situations in the 10th gen, likely due to familiarity over five years, I perceive no difference in actual braking performance. However, some reports suggest potential brake fade and brake light warnings after track use in the 11th gen, issues less commonly reported in the 10th gen. For regular street driving, stopping power feels comparable.
In conclusion, and as an unbiased owner of both generations, if I had to choose a favorite, it would be the 10th gen Civic Si. I believe the 10th gen Si remains the best Si ever made. Its aggressive styling, playful character, quickness, responsiveness, and practicality were perfectly balanced. The 11th gen Si shares much of this DNA but presents a more mature, refined, and slightly more sterile driving experience. It’s as if the 10th gen Si graduated college and entered the corporate world. The 11th gen is still very fun to drive, especially when pushed, but the fun is something you need to seek out, whereas in the 10th gen Si, the fun was always readily available.
