Jumping into the Civic Si HFP, I’m immediately struck by how much higher its seating position is and how much wider and less supportive its seats are. It’s a good driving position for the street and the seats are no doubt well suited to highway cruising, but on the race track I’m having to brace myself against the door and center tunnel while cornering. The steering wheel, shifter and pedals are all perfectly positioned for spirited driving though, and I’m immediately seduced by the unmatched speed and precision of the Honda’s 6-speed manual transmission.
Diving into Turn 1 at almost 100 mph, the responsiveness and grip level of the HFP’s Michelin Pilot Super Sport rubber is undeniably superior to the Prius-spec all-season tires on the BRZ. Although the HFP suspension noticeably limits body roll compared to the standard Si, there’s still more of it than in the BRZ, plus there’s a fair bit of at-the-limit understeer. With aggressive trail braking, and even a little mid-corner left-foot braking, some rotation can be induced, but it’s certainly not the tail-wagging, corner-carving maestro the BRZ is.
CRUNCHING THE NUMBERS
Here’s where things get really interesting. Based on the lap times recorded with our Vbox data acquisition and timing system, there was just 1/10th of a second difference between these two pocket rockets, with the Civic Si HFP posting a 1-minute 26.5-second best lap and the BRZ coming in at 1-minute 26.6-seconds. That’s by far the closest battle we’ve ever had in one of these track-based comparos, a result made all the more intriguing by how differently these two machines went about their business.
A closer look at the in-car data reveals that the Honda has a slight acceleration advantage down the second of the two long straight-aways, no doubt due to its larger engine and extra 20 lb-ft of torque. But some of the Civic’s speed here can also be attributed to its magical LSD-equipped transmission, which puts the power down coming out of Turn 1 with surprising efficiency despite the speed-robbing understeer that I had to combat when initiating corner entry.
Truth be told, it takes an experienced FWD pilot to get the most out of the Honda, because techniques like trail braking and left foot braking aren’t taught during high school driver’s ed. But a sticky set of rubber goes a long way to covering up any deficiencies in the Civic’s handling balance, the Michelins delivering exception grip through the quick right-hand Turn 2, allowing the Honda to pull a 1.3-second gap on the BRZ by the end of the first segment (from midway down the front straight to just before Turn 3).
In the second segment (from just before Corner 3 to the chicane before Corner 8) it’s the BRZ that shines brightest, matching the Civic’s straight-line speed while producing virtually equal cornering g-forces and considerably higher cornering speeds. How it does this on Prius-spec rubber is still difficult to comprehend, but when you’re attached to the BRZ’s steering wheel it’s much easier to process because it’s so effortless to drive it at the limit and beyond.
With traction and stability control turned off, the BRZ isn’t necessarily a car for beginners, but thanks to its precise steering and unrivaled handling balance this RWD Subaru changes direction and maintains momentum in a way that would leave good old Sir Isaac utterly dumbfounded. In the process it also claws back a big chunk of time through the tight and technical turns that define the second segment of the track, closing the gap to just 0.3-seconds as the cars approach Turn 8.
In the final segment it’s a much closer contest, the Civic Si HFP flexing its tire compound advantage through Turns 8 and 10 with significantly higher lateral g-forces and cornering speeds, while the BRZ is able to transition onto the gas much sooner through the critical last corner. The BRZ’s better launch out of Turn 11 means it’s able to out-pace the Honda to the Start/Finish line, taking 0.2-seconds out of the Civic’s lead and leaving them in a virtual dead heat.
Compare Specs
VS
Vehicle 2013 Honda Civic Si HFP Advantage 2013 Subaru BRZ
Engine 2.4L 4-cylinder - 2.0L Flat-4
Horsepower 201 Civic 200
Max. Torque 170 Civic 151
Fuel Economy 22mpg city /31 highway Civic 22mpg city /30 highway
Transmission 6-Speed Manual - 6-Speed Manual
Weight 2,874 lbs BRZ 2,762 lbs
Power to weight ratio 14.3 lbs/hp BRZ 13.8 lbs/hp
Starting Price $26,185 BRZ $25,495
BEYOND THE NUMBERS
So if there’s so little between them around a race track, which car would I plunk my $27k down on? That’s a tough call, because despite their similarities they couldn’t be more different in character and design.
The Civic, in all its trim levels, including the Si HFP, is the more practical machine thanks to its roomy interior, useable back seats, and cavernous trunk. It’s also easier to get in and out of, and despite having an interior that’s been criticized by the automotive press, the Honda has a more feature-rich cabin than the Subaru. Being front-wheel drive also means it’s going to be better in the wet and especially the snow, so it’s certainly a more sensible choice if you live in a four-season climate.
But in some ways the Civic’s commuter car roots are its undoing when compared to the BRZ. Having been designed from the ground up as a pure driving machine, the Subaru has much more of a sports car look and feel to it, from the design of its sheet metal to its super low seating position and heavily bolstered front seats. When you sit in the BRZ you know you’re piloting a car that’s been painstakingly designed for the driving purist, both because of how it inspires you to drive it like you stole it but also because there are so few weight-adding concessions made in the name of luxury.
THE VERDICT
As a result, each machine delivers a totally different kind of driving experience. The Civic Si HFP has been skillfully tweaked to deliver a more engaging driving experience, but you can still see and feel its economy car roots. The BRZ, on the other hand, is as focused a design as I’ve ever seen in this price range. There have been so few compromises in its design and execution that it’s a truly unique machine and it delivers a truly unique and rewarding driving experience.
The race driver in me wants the BRZ because with a tire upgrade it would spank the Civic around the track, plus there’s just no debating the fact that a lightweight RWD sports coupe makes for a more invigorating driving experience if you’re willing and able to push it to its limits. But as a family man who wants to have fun during the daily commute, I know the Civic is the more sensible option and a more comfortable ride for multiple occupants.
With the lap times little help in determining the better performer, I honestly don’t know which one would end up in my driveway, but for most consumers out there I suspect the decision will be quite easy given just how different these two excellent and appealing sport compact offerings really are.
2013 Honda Civic Si HFP
LOVE IT
Sportier stance
Grippy, yet
Torquey 2.4-liter engine
LEAVE IT
High seating position
Driver’s seat needs more bolstering
At-the-limit understeer
2013 Subaru BRZ
LOVE IT
Supportive bucket
Unmatched handling balance
Low slung sports car styling
LEAVE IT
Nearly useless back seats
Low grade interior plastics
Prius-spec all-season tires
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