Motor Trend Car of the Year Complete Winners List
The complete list of every car that has ever won the award

Motor Trend

2006 Honda Civic
2005 Chrysler 300
2004 Toyota Prius
2003 Infiniti G35 Coupe / Sedan
2002 Ford Thunderbird
2001 Chrysler PT Cruiser
2000 Lincoln LS
1999 Chrysler 300M
1998 Chevrolet Corvette
1997 Chevrolet Malibu
1996 Dodge Caravan
1995 Chrysler Cirrus
1994 Ford Mustang
1993 Ford Probe GT
1992 Cadillac Seville Touring Sedan
1991 Chevrolet Caprice Classic LTZ
1990 Lincoln Town Car
1989 Ford Thunderbird SC
1988 Pontiac Grand Prix
1987 Ford Thunderbird
1986 Ford Taurus LX
1985 Volkswagen GTI
1984 Chevrolet Corvette
1983 American Motors Renault Alliance
1982 Chevrolet Camaro Z28
1981 Chrysler K-cars, Dodge Aries/Plymouth Reliant
1980 Chevrolet Citation
1979 Buick Riviera S
1978 Chrysler, Dodge Omni/Plymouth Horizon
1977 Chevrolet Caprice
1976 Chrysler, Dodge Aspen/Plymouth Volare
1975 Chevrolet Monza 2+2 V-8
1974 Ford Mustang II
1973 Chevrolet Monte Carlo
1972 Citroen SM
1971 Chevrolet Vega
1970 Ford Torino
1969 Plymouth Road Runner
1968 Pontiac GTO
1967 Mercury Cougar
1966 Oldsmobile Toronado
1965 Pontiac Motor Division
1964 Ford Motor Company
1963 American Motors Rambler
1962 Buick Special
1961 Pontiac Tempest
1960 Chevrolet Corvair
1959 Pontiac Motor Division
1958 Ford Thunderbird
1957 Chrysler Corporation
1956 Ford Motor Company
1955 No Award
1954 No Award
1953 No Award
1952 Cadillac Motor Car Division
1951 Chrysler Corporation
1950 No award
1949 Cadillac Motor Car Division

The Si has always been the heart-stopper of the Civic line, the one that attracts would-be tuners and thrill-seekers alike. For the past 20 years, it's been part of Honda's performance arsenal, combining the light weight and low price of standard models, with VTEC technology and unique styling cues.

But not all were enamored with the 2002-2005 hatchback. Honda fans were disappointed with a low-revving engine (redline at 6750 rpm)--aimed more at fuel economy than the strong end of the tach--the 15-inch all-season tires, and a rear suspension that lacked confidence in the corners. Generation six is now coming for 2006. Does the Si have its groove back?



The new Si is once again offered only in trunked coupe form. At its core is a 2.0-liter, 197-horse i-VTEC four (the "i" stands for intelligent, referring to its continuously variable camshaft timing), up 37 horses from last year. Redline is 8000 rpm--yes!--peak power comes at 7800, and peak torque, though just 139 pound-feet, is at 6200 revs. There's a wonderful high-pitched growl at low rpm that sounds like the car's already received aftermarket intake and exhaust systems, but the real fun is between 5900 and 6400 rpm, when the VTEC kicks in, creating an audible boost that let's you know it's ready to play. Backing the four is a short-throw, six-speed manual (exclusive in the Civic line to the Si) that combines confident snick-snick-snick shifts with surprising smoothness.

Starting with the base MacPherson strut front and multilink rear Civic suspension, Honda's engineers made significant changes for the Si: increasing spring rate, upping damper force by up to 45 percent, and installing larger front and rear anti-roll bars. The changes increase overall roll stiffness by 30 percent. To better harness the extra power, and respond to complaints of so-so handling in the 2002-2005 model, the Si now has a helical-type limited-slip differential as standard equipment. This upgrade gives the car confidence in corners and allows higher speeds entering turns, providing predictable, repeatable performance. Electric power steering returns for 2006 and provides more feel than expected.

Stock wheels, designed specifically for the Si, are 17x7.0-inch alloys, wrapped in all-season 215/45R17 Michelin Pilot HX MXM4s. Those who crave more traction and aren't as concerned about driving in winter can step up to the asymmetrical-tread WRC-inspired Michelin Pilot Exalto PE2 summer tires. We're told 18-inch wheels and 215/40R18 warm-weather Yokohama rubber also will be offered through Honda's accessories group--a step up from those puny Gen-Five 15s.

While the Si benefits from new safety features, including updated body structure for improved collision safety, high-strength-steel side-impact protection in the doors, a structurally enhanced front subframe, standard front, side, and side-curtain airbags, and four-channel ABS with EBD, the trade-off is added heft. The Si weighs 95 pounds more than the outgoing model and up to 250 more than the regular 2006 coupe.



It's clear the Si design study shown at the 2005 Chicago auto show wasn't far from the production model. The spoiler got smaller, the greenhouse taller, wheels and tires more rational, and it gained some door handles; otherwise, Honda's preview was accurate. Race-inspired details give the cabin a distinctly Si feel. New for 2006, the entire Civic line's IP has been split into two sections, divided by the steering wheel; the upper shows digital speed and fuel and temperature gauges; the lower houses everything else. While this makes everything easy for the driver to see, the cyclops-eye tach takes some getting used to. The dual-density-foam sport seats are a big plus; softer padding is used in the middle, with harder bolsters on both sides for more support during spirited driving. A 350-watt XM-ready audio system and navigation also are available.



Honda heard from enthusiasts and got the message: The high-performance Civic needs to be extra fun to drive. Let the standard sedan, coupe, and hybrid handle commuting chores and max fuel efficiency--a true Si requires 'tude. This new one does the Si badge justice, and, if it comes in at just under $20,000 as planned, it will be one sweet deal.

2006 Honda Civic Si
Base price $20,000 (est)
Vehicle layout Front engine, FWD, 5-pass, 2-door coupe
Engine 2.0L/197-hp/139 lb-ft DOHC 16-valve I-4
Transmission 6-speed manual
Curb weight 2900 lb (mfr)
Wheelbase 104.3 in
Length x Width x Height 174.8 x 68.9 x 53.5 in
0-60 mph 7.3 sec (est)
EPA city/hwy fuel econ 22 / 31 mpg
On sale in U.S. December 2005


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Civic Hybrid

The hybrid powertrain has received a notable update. The gas-powered 1.3-liter four, now a three-stage i-VTEC, puts out 93 horsepower and 89 pound-feet of torque. Combined output, including the electric motor's power output, totals are 110 and 123, respectively, up from the 2005's combined 93 and 105. Behind the engine is a CVT; the five-speed manual is no longer available.

The new AT-PZEV hybrid has a feature not seen in the 2005: the addition of a motor-only drive mode, making it a true hybrid. At start and when accelerating, the electric motor assists the engine at different levels. Gentle acceleration and high-speed cruising sees the engine work alone. At low-speed cruising, between 10 and 30 mph, the motor goes solo, and, at idle, the engine is off and the brakes enter regeneration mode.



Thanks to the advancements in the fourth generation of Honda's IMA hybrid technology, fuel economy is estimated at greater than 50-mpg combined city/highway, an improvement that comes despite the Civic line's weight gain. And, yes, the A/C will work even when the car's running just on the electric motor. Expect to see the hybrid in showrooms this month; a natural-gas Civic will follow in early calendar-year 2006.

Civic Sedan

Better bread, tastier butter

Redesigned from the ground up, the Civic sedan and coupe receive a new engine: a 1.8-liter, 140-horsepower i-VTEC single-overhead-cam four. A five-speed manual is standard; a five-speed automatic, new to the line, is optional.

This model is 1.4 inches longer and wider overall than the one it replaces, the wheelbase has increased by 3.2 inches, and front and rear track are wider by more than an inch. Like all cars in the line, its frame is made from 50-percent high-strength steel for a torsional-rigidity increase of 35 percent. The fully independent suspension was reengineered for improved ride and handling. The speed-sensitive hydraulic rack-and-pinion steering system is now placed lower in the vehicle, improving input geometry and steering feel. All Civics receive the same safety equipment as the Si.



The sedan's new exterior design hints at Saturn up front (the coupe has a slightly different face), but is clearly Honda throughout. In the cabin, fit and finish remain a high priority for Honda, as expected, and everything along the dash is new. In addition, a tilt/telescoping wheel is standard. To the right of the new two-section IP, the center stack also was redesigned for a cleaner, more modern look and now can accommodate optional nav. With the changes to the car's layout, overall passenger room has decreased slightly, but most interior dimensions have gone up. Cargo volume, though, is down: There's now 12.0 cubic feet of trunk space, compared with the 2005's 12.9.



With all of the improvements made to a car that was already best in its class, Honda's managed to raise the compact's value--expected to start around $14,000--as well as its luxury and has once again made life difficult for others in the compact-car category.