Honda: Civic News
04-20-2011, 11:05 AM
#2162
Safety Car
MotorTrend
In 2010, Honda sold 260,218 eighth-generation Civics, or more units than BMW sold, well, all told (220,113). In fact, Civic sales were nearly as much as that of the complete BMW group (266,069), which includes Mini and Rolls-Royce. Suffice it to say, many an automaker would love to enjoy entire portfolio sales comparable to that of Honda's Civic.
So you can imagine the challenges Honda faced when it came time to replace the extraordinarily successful Gen 8, which just happed to win Motor Trend's 2006 Car of the Year award. The ninth generation would have to take the nameplate to the next level, offering improvements in dynamic performance, fuel economy, interior volume, design, and safety. You name it -- it had to be better. Yet, if Gen 9 were too much of a radical design departure, it risked turning off the quarter-million-plus prospective annual buyers, sending them packing to one of many hot, new compacts from Ford, Chevy, Hyundai, et al.
Honda opted for the safe route, which could prove unsafe if the Civic doesn't meet expectations. Gen 9's exterior design, which is meant to be distinctive, clean, and energetic, per Honda, looks decidedly similar to that of Gen 8, retaining the so-called "mono-form body." Why? Honda wanted the new model to be instantly recognizable as a Civic. Inside, Gen 8's twin-tier dash was kept, albeit significantly revised, to carry on the well-liked and well-established design theme. A large analog tachometer remains the focal point of the lower tier, while a digital speedometer flanked by fuel and engine-temp displays sits up top. New for 2012 is a 5-inch intelligent media info display, or i-MID, that resides in the right corner of the upper tier. Controlled via a steering wheel-mounted keypad, i-MID shows information for audio, Bluetooth phone/audio, fuel economy, clock, and upcoming navigation turns.
Much of the 2012's resemblance to its predecessor stems from the exterior dimensions, which have changed not a tenth of an inch. Length (177.3 inches), width (69.0), and height (56.5) for the sedan are all the same as before; only the wheelbase, at 105.1, has shrunk 1.2 inches. The 2012 coupe's dimensions - LxWxH of 175.5 x 69.0 x 55.0 and wheelbase of 103.2 - are nearly identical to '11's, which differ only in width (-0.1) and wheelbase (-1.1).
You might think interior size has remained status quo, too. You'd be wrong. Sedan passenger volume is up 3.7 cubic feet, from 90.9 to 94.6, with big jumps in rear legroom (+1.6 inches) and shoulder room (+2.9 front, +0.9 rear). Even cargo volume, at 12.5 cubic feet, is up 0.5. Apparently, Honda's approach of "man maximum, machine minimum" paid dividends. And the coupe? It actually shrunk a bit in passenger volume, from 83.7 to 83.2, but cargo volume swells from 11.5 to 11.7 and front shoulder room and rear legroom both see small increases.
By using 5% more high-strength steel, Honda claims the Civic's body is 7% lighter, 10% stiffer in static rigidity, and 11% stronger in dynamic rigidity. Further, a new electric power steering (EPS) system, a redesigned front subframe, and a thin-walled fuel tank all combine to shave more lbs. With standard safety equipment including 6 airbags, Honda's ACE body structure, stability control, and "motion adaptive" EPS, which applies steering assist to prevent loss of control, the 2012 is billed as the safest Civic ever.
As before, the new Civic retains a front strut/rear multilink setup to which Honda has increased suspension stroke and reduced damper friction. According to Honda, the results are a smoother ride and improved stability. Honda also claims the Civic offers best-in-class aerodynamics, although it won't release an actual Cd value. Regardless, the EPA has released the numbers that really matter: fuel economy.
At its worst, the Civic returns 25 mpg combined (Si); at its best, 44 mpg combined (Hybrid). To make achieving the EPA's numbers as easy as possible, every Civic, sans the Si, comes equipped with Honda's Eco Assist system, which, at the touch of a green button, alters the dash meter color to help the driver maintain economical driving habits.
For a more in-depth look at the various 2012 Civics, including drive impressions of some trims, please read on.
1.8-liter Gas
Honda's 1.8-liter 16-valve I-4 with i-VTEC, producing 140 horsepower at 6500 rpm and 128 pound-feet at 4300, remains Civic's volume-selling engine, motivating DX, LX, and EX coupes and sedans as well as the new HF sedan. Although peak horsepower is realized 200 rpm later, a fatter midrange torque curve now exists between 2000 and 4000 rpm, providing more usable oomph for daily driving. To increase fuel efficiency, the 1.8 boasts increased intake airflow, enhanced valve timing, and better exhaust gas recirculation (EGR) flow. A 5-speed automatic, standard on EX and HF sedans and available on all other 1.8-liter coupes and sedans, carries over, but now sports an increased capacity torque converter and reduced clutch friction. For shift-it-yourselfers, a 5-speed manual is standard on DX and LX coupes and sedans, and the EX coupe. In conjunction with reduced brake drag, low rolling-resistance tires, and slicker aerodynamics, the 1.8-liter Civic's powertrain improvements net fuel-economy numbers of 28 mpg city/36 mpg highway with the manual, 28/39 with the auto, and 29/41 for the HF.
Speaking of the HF, it's Honda's new high fuel-economy gas Civic. To crest the magic 4-0 on the highway, the HF utilizes a small trunk spoiler, lightweight aero wheels with even lower rolling-resistance rubber, and an added tank cover and extra rear undercover to reduce drag 4.4%. With Chevy's manual-tranny Cruze Eco delivering 42 mpg highway, Honda is quick to point out the HF is the most fuel-efficient automatic gas-only compact on the market. Cost? The HF starts at $20,205 and comes with stability control, ABS, power windows, A/C, tire-pressure monitoring system, USB audio, keyless entry, and cruise control.
At $16,355 (coupe) and $16,555 (sedan), the DX soldiers on as Civic's cost leader, but don't let the price fool you - standard equipment includes stability control, ABS, power windows, auto-off headlamps, integrated rear-window antenna, tilt/telescopic steering wheel, and 15-inch wheels. Perhaps more impressive, the prices have stayed at 2011 levels.
The LX, at $18,405 (coupe) and $18,605 (sedan), is Civic's volume player, replete with AM/FM/CD/Aux audio, A/C, keyless entry, cruise control, auto up/down driver window, and map lights. Compared to 2011 prices, '12 LX tags are up $100.
For $20,455 (coupe) and $21,255 (sedan), the premium EX steps up with Bluetooth phone/audio, power moonroof, 16-inch alloys, 6-speaker audio (seven speakers for coupe), 60/40-split fold-down rear seat, rear disc brakes, variable intermittent wipers, and a 5-speed auto (sedan). To get an auto in the coupe, add $800. Auto-equipped EXs can also be had with navigation with voice recognition, satellite radio, and traffic updates ($1500).
The $22,705 cream-of-the-crop EX-L coupe and sedan, available only with an automatic, add heated leather seats, leather-wrapped steering wheel, and heated mirrors; navigation can be added for the same $1500. Versus 2011 costs, '12 EX prices vary considerably -- up $100 (EX coupe, sedan), status quo (EX-L coupe, sedan), down $400 (EX Navi coupe, sedan), and down $500 (EX-L Navi coupe, sedan).
So how do the 1.8s drive? In short, like baby Accords. Whereas the Gen 8 Civic delivered a somewhat busy ride, relatively high NVH, and quick-feeling reflexes, the Gen 9 is smoother, quieter, more refined, and more deliberate. Turn-in is less abrupt and dynamic transitions are better subdued, so when driven aggressively, the Civic comes across as less nervous and more composed. The ride is softer and cabin noise seems calmer than before.
Of course, under WOT, the 1.8 is still buzzy, a reminder that the Civic's power plan is designed for fuel economy, not high performance. While some of Gen 8's small-car charm -- the immediacy of the steering, the detailed sense of the road -- has been lost with Gen 9, the end product is nonetheless superior, offering higher dynamic limits, better fuel economy, and improved comfort and on-road manners.
Hybrid
The big news for the Civic Hybrid are a lighter, smaller, more powerful battery -- now a 48-pound, 16-liter, 27-horsepower lithium-ion versus a 68-pound, 25-liter, 20-horse nickel-metal hydride -- a 1.5-pound-lighter electric motor providing 2 pound-feet of additional torque, and a bigger 1.5-liter 8-valve I-4 replacing last year's 1.3 liter. Combined power is now at 110 horsepower at 5500 rpm and 127 pound-feet at 1000, improvements over last year's 110 horses at 6000 (500 rpm later) and 123 pound-feet at 1000. A CVT continues as the sole transmission, but now features a 3.94 axle ratio (versus 4.94 for 2011) as well as oil temperature and pressure sensors. Similar to the fuel-miser HF, the Hybrid wears myriad aero enhancements, notably a smaller front grille opening, a miniscule 0.02-inch lower ride height, lightweight 5-spoke alloy wheels, a trunk spoiler, and enlarged underbody covers.
Opening at $24,800, the Civic Hybrid comes well-equipped, offering standard LED taillamps, Bluetooth phone/audio, stability control, ABS, power windows and locks, USB audio, and automatic climate control. A leather-equipped Hybrid, adding heated leather seats, leather-wrapped steering wheel, and heated mirrors, ups the ante by $1200. And navigation runs an extra $1500, with or without leather. Again, there's a range of price differences between the 2011 Hybrids and the 2012's -- plus $100 for the Hybrid and Hybrid Leather; minus $400 for the Hybrid Navi and Hybrid Leather Navi.
On a brief 40-mile drive, the Hybrid, like its gas-only sibling, proved a quiet, composed, and refined cruiser. It'll never be mistaken as speedy -- expect 0 to 60 in around 10.5 seconds -- but it offers adequate power for everyday commuting and errand-running, and the battery assist helps when a burst of torque is needed. Honda's Integrated Motor Assist (IMA) system is more seamless than ever. The gas engine's auto on/off feature is less perceptible; the regenerative braking system is more natural; and maximum EV speed is not only easier to experience, but works up to 43 mph. In light of the previous gen, which returned EPA numbers of 40/41, the new Hybrid sips regular unleaded at a rate of 44/44. When it comes to hybrids, those are the numbers that matter most.
Si
The bad news? The new 2012 Si no longer blessed with a spine-tingling 8000-rpm redline. The good news? Everything else. Yes, the high-rpm screamer that was the 2.0-liter 197-horse 2011 Si is gone. But in its place appears the midrange-monster 2.4-liter 201-horse 2012 with -- gasp! -- a 7000-rpm redline. Not only are the new Si's four extra peak ponies realized 800 rpm sooner than before, but its 31 additional pound-feet (now up to 170) come on board 1700 rpm earlier.
The welcome consequences are usable power and pound-feet, whether zipping through cities, canyons, or carousels. In fact, there's now enough torque that the helical limited-slip differential creates modest torque steer when enthusiastically exiting a tight turn. Whereas the previous Si required a downshift (or 2) to net passing power, the new car just asks for more gas. Further, the 2.4-liter, essentially the same I-4 used in the Acura TSX, hasn't lost the Si's signature racy roar; it's simply matured - now more Robert Plant than Kurt Cobain.
The standard 6-speed manual (no automatic is offered), also shared in basic form with the TSX, is as slick and sweet as they come. It's so excellent that it could probably even convert a dual-clutch diehard. Better yet, the brawnier powertrain delivers improved fuel economy over last year's 2.0-liter/6M duo -- 22/31 versus 21/29.
On the outside, the Si's unique front grille, foglamps, rear bumper and diffuser, chrome exhaust finisher, 17-inch alloys, and rear spoiler with integrated LED CHMSL alert passersby that this is the sportiest of Civics. Inside, metal pedals, a metal/leather shift knob, a red meter color, 360-watt audio, and a leather-wrapped steering wheel and cloth-covered sport seats (both with red stitching) remind the driver that the throttle should be firmly depressed -- often. The Si's i-MID gets an exclusive "Power Monitor" setting -- a bar display numbered from 0 to 100% that indicates engine output -- that is far more gimmicky than useful.
Conversely, the new i-VTEC rev indicator, located to the left of the digital speedo, is very handy. A horizontal string of six lighted dots (four orange, two red), the indicator's first orange dot comes on at 5200 rpm, the second at 5600, and the third at 6000. The final orange dot lights at 6350, with the fifth and sixth dots (both red) turning on at 6700 and 7000, respectively. When aggressively hustling the Si, the rev indicator serves as a quick, reliable way of knowing when to perform a flick-of-the-wrist upshift.
The Si's revised EPS is also noticeably better than its predecessor's setup, providing superior off-center weighting and a more organic feel. Moreover, the sport-tuned suspension -- front struts/rear multilink -- delivers a taut ride with higher limits, yet feels more compliant than the 2011 Si's. If there was a Honda that could carry the Prelude torch, this new Si seems to fit the bill perfectly.
Price? For the coupe, $22,955, and for the sedan, $23,155, both of which represent a $0 increase compared to the 2011s. Nav adds $1500 ($500 less than for 2011) and high-performance summer tires remain a $200 option.
Natural Gas
At the 2012 Civic's press launch, Honda released details on the Natural Gas variant, which will go on sale in fall 2011 in select markets and then nationwide in 2012. Like its 1.8-liter regular-gas brethren, the NG features i-MID, Eco Assist, USB and Bluetooth connectivity, and, for the first time, available navigation, which will also offer unique mapping for public CNG stations. Compared with the gasoline engine, the NG's 1.8-liter produces 110 horsepower and 106 pound-feet of torque. A 5-speed automatic is standard. Honda estimates fuel economy at 27/38, slightly below that of the gas 1.8. As for price, expect the NG to start right around 2011's bottom line of $26,240. Check back at www.MotorTrend.com later this year for 1st-drive impressions of the Civic Natural Gas.
04-20-2011, 11:20 AM
#2163
Trolling Canuckistan
new dimension of mid-range performance."
More powerful than the 2.0-liter engine in the previous generation Civic Si, the new 2.4-liter engine produces 201 horsepower @ 7000 rpm and 170 lb-ft. torque @ 4300 rpm, an improvement of 4 horsepower and 31 lb-ft. of torque compared to the previous model. A sport-oriented six-speed manual transmission sends power to a helical-type limited-slip differential (LSD). The LSD helps the Civic Si accelerate powerfully and confidently when exiting corners as both wheels can deliver more equal torque distribution to the road compared to a conventional open-type differential.
More powerful than the 2.0-liter engine in the previous generation Civic Si, the new 2.4-liter engine produces 201 horsepower @ 7000 rpm and 170 lb-ft. torque @ 4300 rpm, an improvement of 4 horsepower and 31 lb-ft. of torque compared to the previous model. A sport-oriented six-speed manual transmission sends power to a helical-type limited-slip differential (LSD). The LSD helps the Civic Si accelerate powerfully and confidently when exiting corners as both wheels can deliver more equal torque distribution to the road compared to a conventional open-type differential.
http://hondanews.com/channels/corpor...r-and-features
04-20-2011, 11:25 AM
#2164
Senior Moderator
More good news. 
I don't think there's any question this car will sell in huge numbers. But I'm still underwhelmed. Nothing here stands out. From MPG to styling to innovation.
I don't think there's any question this car will sell in huge numbers. But I'm still underwhelmed. Nothing here stands out. From MPG to styling to innovation.
04-20-2011, 11:46 AM
#2165
Safety Car
AutoGuide
2012 Honda Civic Review w/ Video
The evolution of a great thing
It doesn’t wow you with a bold new design, or with best-in-class mpg claims. And that’s disappointing at first. But the new 2012 Honda Civic is, in every way, an improvement over its predecessor – arguably the best buy in the compact car segment for several decades running.
The evolution of a great thing
It doesn’t wow you with a bold new design, or with best-in-class mpg claims. And that’s disappointing at first. But the new 2012 Honda Civic is, in every way, an improvement over its predecessor – arguably the best buy in the compact car segment for several decades running.
It doesn’t wow you with a bold new design, or with best-in-class mpg claims. And that’s disappointing at 1st. But the new 2012 Honda Civic is, in every way, an improvement over its predecessor – arguably the best buy in the compact car segment for several decades running.
FAST FACTS
1. The new 2012 Civic retains the same 140-hp 1.8L 4-cyl and 5-speed automatic transmission.
2. Fuel economy is up to 28/39-mpg, making the Civic second only to the Elantra in fuel economy, although an ECON button should help further improve that number.
3. The Civic is first to get Honda’s new i-MID in-dash LCD screen with steering wheel controls to operate everything from vehicle and trip info, to multimedia devices and Bluetooth.
4. Along with the Coupe and Sedan, Honda offers a 44-mpg average Civic Hybrid, a high-performance Si with a larger and more powerful engine, plus a 41-mpg why HF model and a Natural Gas-powered version.
5. The 2012 Civic Coupe starts from $15,605 with Sedan models from $15,805.
1. The new 2012 Civic retains the same 140-hp 1.8L 4-cyl and 5-speed automatic transmission.
2. Fuel economy is up to 28/39-mpg, making the Civic second only to the Elantra in fuel economy, although an ECON button should help further improve that number.
3. The Civic is first to get Honda’s new i-MID in-dash LCD screen with steering wheel controls to operate everything from vehicle and trip info, to multimedia devices and Bluetooth.
4. Along with the Coupe and Sedan, Honda offers a 44-mpg average Civic Hybrid, a high-performance Si with a larger and more powerful engine, plus a 41-mpg why HF model and a Natural Gas-powered version.
5. The 2012 Civic Coupe starts from $15,605 with Sedan models from $15,805.
FROM ITS NAME TO ITS DESIGN, ‘CIVIC’ IS A BRAND
From a design perspective, it’s about trend-setting as a suburban town house, simply evolving into a mildly different shape. It is, however, unmistakably a Civic and that’s part of the reason why we aren’t seeing any bold new design direction from Honda. Like how there is brand recognition to the name, there’s also branding relating to what a Civic looks like and while it might not be terribly exciting, the 2012 model is easily recognizable as the latest in a long line of solid Civic products. And in case you’re wondering just how important a brand that is; Honda sells more Civics each year in the U.S. than Volkswagen, Chrysler or Mazda sell cars. Put bluntly, as a segment leader, Honda has more to loose through a dramatic design change than it does to win.
Don’t be fooled either; automakers aren’t just building attractive compacts because they want to, but because they have to, in an attempt to get customers to leave segment staples like the Civic and try something new. With less-than inspired designs like this, they may be on to something. Then again, Hondas have a tendency of aging well.
The Coupe model benefits from the restyle more significantly with a longer and sleeker profile, giving the car a more premium look. When it comes to the Si Coupe, however, it’s far too timid, especially considering the young male target audience.
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Driving feel is another evolutionary trait of the Civic. It’s certainly no leap forward, but rather a gradual improvement. A new electric power steering system is spot-on as we’d expect from Honda, without any of the on-center numbness many of the competitors suffer from.
SHORTER WHEELBASE: BETTER HANDLING… WITH MORE INTERIOR ROOM?
With exterior dimensions that are the same as last year’s model, the Civic actually gets a shorter wheelbase. Honda credits this for more agile handling, although the difference is too minute to make any real difference. It is good, however, and a serious track test would be required to distinguish it from the Ford Focus or Hyundai Elantra – the latter of which we were able to compare on the auto-cross and thought the two equal mostly equal, although Honda’s traction control system is less-invasive, particularly when it comes to re-applying power after a low-traction situation such as an emergency manouver.
Being one of the few compact cars with a fully independent suspension front and rear, the Civic retains its ability to corner in the real world when the road surface isn’t a glass-smooth parking lot. Another improvement in this area, as well as in both performance and fuel economy, is a reduction in weight, with models dropping anywhere from 20 to 58 lbs.
Did you know we have a community of Honda Civic enthusiasts? Check out 9thGenCivic.com!
A shorter wheelbase would normally indicate less interior room. That, however, is not the case, with Honda engineers somehow managing to increase rear seat legroom by 1.6-inches. Reasonably good before, it’s actually suitable for the legs of 6-foot adults now, although we could use a little extra headroom. Cargo room hasn’t been compromised due to the added space either and has actually grown, slightly, from 12.0 cu-ft to 12.5 cu-ft – although that’s still well short of many in the segment.
The other usual down side to a decrease wheelbase is downgraded ride quality. That hasn’t happened here, as it’s comparably smooth to its predecessor, while added sound deadening, improved aerodynamics and hushed machanicals make for a quieter ride.
TECHNOLOGY MEETS FUNCTIONALITY WITH i-MID USER INTERFACE
Apart from some design tweaks and the use of organic-looking materials for the dash, the new Civic seems mostly unchanged inside, but there are some surprises. Turn on the car and you’ll immediately be struck by a new 5-inch Intelligent Multi-Information Display, or i-MID for short. It doesn’t have the high-gloss look of the MyFord Touch system, but it is standard on all but the base DX models while MyFord Touch comes on the $22,270 Titanium trim Focus.
Using 2 5-way controllers on the steering wheel the driver can scroll through display screens for things like vehicle and trip information, as well as operate the numerous media types (be it Satellite Radio or an MP3 player) and operate Bluetooth. Unfortunately, Bluetooth isn’t included in the i-MID system on LX models, meaning you have to order the top EX level to get it. The same goes for the USB plug.
Those who like to personalize their Civic can load up a picture on the display screen, which will even show items like Album art when synced with your iPhone. And if you order the optional navigation, the screen will display give turn-by-turn instructions. Of note, Honda has made the switch from a DVD based nav system to a new Satellite navigation system for 2012.
The i-MID and Honda’s progressive two-level dash keep things looking modern, however, the simplistic HVAC controls and shifter are already in danger of looking out-dated. The new steering wheel is smaller than before and now features tilt and telescopic adjustment standard on all models.
Other additions to the cabin include an Eco Assist feature and an ECON button, which both relate to that pesky issue of fuel economy.
CIVIC NO LONGER THE FUEL ECONOMY LEADER, OR IS IT?
The Civic, as you may have heard, is not the leader in fuel economy. That title belongs to the Hyundai Elantra. Sure there have been a lot of big claims from other automakers as well, but those have all been for high-efficiency models that cost thousands more than the regular car. The Civic is rated at 28/39-mpg, which is one mpg short of the Elantra in each category, but well ahead of everyone else in the industry. The gain compared to last year’s model is 12% in the city and 8 percent on the highway.
The use of a 6-speed automatic transmission would easily have put Honda in the fuel economy lead, but for now, whether for cost, packaging of the fact that they just don’t have to (yet) the car retains its old 5-speed unit. We’re torn between berating Honda for the lack of an extra gear and marveling at the engineering feat of delivering such good fuel economy with less-advanced equipment.
The Eco Assist feature, appearing for the first time in a non-hybrid Honda, will coach you to drive more efficiently with gauge lights that will change from blue to green when you start driving with an environmentally responsible attitude. What’s more important is the green ECON button (standard) to the left of the steering wheel that will ensure you’re saving gas (and the environment) by making the throttle less sensitive, changing the transmission settings and altering the climate control. The EPA doesn’t take this feature into account when doing its official numbers, but if it did that fuel economy crown might actually belong to Honda – something the Civic’s chief engineer insisted upon at the launch.
The engine itself is a reworked version of the 1.8-liter i-VTEC powerplant found in last year’s model. Horsepower and torque are unchanged at 140-hp and 128 lb-ft, although more of the torque is available lower down in the rpm range.
A CIVIC FOR EVERYONE
If added fuel economy is what you’re after, Honda will offer three other fuel efficient models, with requisite price increases. A natural gas-powered Civic will arrive soon and Honda is also offering an HF derivative on the standard sedan with aerodynamic improvements that will lead to a 41-mpg highway rating. For the record that’s 1-mpg more than the Focus SFE and 4-mpg better than the Cruze Eco with an automatic transmission.
Still need more fuel economy? Try the new Civic Hybrid, which comes with a 44-mpg average thanks in part to a larger 1.5-liter engine and new lithium-ion battery pack.
At the opposite end of the Civic spectrum, performance enthusiasts can pick the Civic Si with 201-hp and a larger torque-infused engine, in either sedan or coupe form. Then there’s the regular Coupe or Sedan which come available in four trim levels: DX, LX, EX and EX-L (leather).
With some many different versions to choose from, Honda is hoping to appeal to a broad spectrum of shoppers, with a Civic to meet the wants and needs of almost every demographic.
In the all-important safety area, all Civic models get 6-airbags while Vehicle Stability Assist with traction control is now standard. Honda says it expects to achieve the best possible crash ratings in every category and test.
THE VERDICT
We wouldn’t be surprised to see less glowing reviews of the new Civic from some other outlets, because the Civic does fail to deliver the same wow factor that other automakers are by completely transforming their compact rivals. The reason for that, however, is that it was already so good. Yes it’s not the fuel economy leader (although the difference is negligible) and the design isn’t perhaps what some had hopped for (us included), but it’s not like Honda has gone and sold its soul to the accountants like VW did with the new Jetta.
The ‘sound bites’ don’t tell the whole story with this car and a serious examination of it alongside what’s offered is likely to still bring the Civic out on top for most buyers, especially when you considering the brand’s reputation for quality, reliability and durability, meaning that your 2012 Honda Civic could very well be serving you faithfully in 2027.
04-20-2011, 11:56 AM
#2166
Moderator Alumnus
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It appears that HID is not an option for the Civic, though it was for the CSX.
I may be asking for too much, but I would've thought that if they offer Navi as an option, HID could/would have also been made available.
Of course I'm sure some dealerships would offer it as an aftermarket option, but...
I may be asking for too much, but I would've thought that if they offer Navi as an option, HID could/would have also been made available.
Of course I'm sure some dealerships would offer it as an aftermarket option, but...
04-20-2011, 12:00 PM
#2167
You'll Never Walk Alone
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This is just as expected. The 8th gen was such a success, why make radical changes? Honda made some radical changes to the successful 3G TL and look what happened with the 4G.
It's great to see the curb weight has gone down while the chassis is more rigid and there's more interior room. It's also good to see the EPA mpg has gone up by quite a bit. Considering C/D got 33mpg in the 8th gen Civic in a few comparison test before (while others get less than 30mpg), it would be interesting to see what the new Civic is capable of in the real world.
It's great to see the curb weight has gone down while the chassis is more rigid and there's more interior room. It's also good to see the EPA mpg has gone up by quite a bit. Considering C/D got 33mpg in the 8th gen Civic in a few comparison test before (while others get less than 30mpg), it would be interesting to see what the new Civic is capable of in the real world.
04-20-2011, 12:53 PM
#2168
Safety Car
LeftLaneNews
Excitement, thy name is not Honda Civic. But Honda, to its credit, realizes this, having gone so far as to capitalize on the model’s plain Jane name by aiming its redesigned two and four-door compact cars at “Civic-Minded” individuals, of which there are, apparently, quite a few.
A perennial top ten sales lister, the Civic warms its way into Americans’ hearts year after year, finding home in more driveways than any other compact (if you ignore low margin fleet sales that vault the Toyota Corolla to the top of charts). Honda doesn’t specifically market to rental or corporate fleets, so most Civic-minded consumers are true Civic fans.
Frankly, excitement has rarely been a part of the Civic’s lineage, unless you’re still stuck in the Freakin’ Fast, Flippin’ Furious era. Sure, the Civic Si has offered some high-rpm jollies, while the mid-’90s jellybeans were modestly more entertaining than most rivals, but that might mainly be a virtue of their vastly superior refinement rather than an inherent spunkiness.
So it was with this rather jilted attitude that we set off to sample the 2012 Civic lineup. They might not get our hearts racing, but Civics are hugely popular for plenty of other reasons.
A Civic for every civilian
For one, the Civic’s incredibly broad lineup helps explain much of its success. Buyers on a budget can drop around $16,500 on a 2012 Civic DX coupe or sedan if they’re not interested in a radio or air conditioning. From there, the lineup moves up to the volume-leader Civic LX, which adds tunes and cooled air, plus steering wheel audio controls, power mirrors and a few other do-dads. Buyers who want more can find the Civic EX with a moonroof and optional leather and navigation.
Most rivals stop there, but Honda goes several steps further. A 44-mpg Civic Hybrid mates gasoline and electric motors to a CVT, but buyers who want near hybrid fuel savings at a lower price can opt for the new Civic HF, which adds some aerodynamic aids to bump highway economy to 41 mpg.
At the opposite end, the Civic Si returns in both coupe and sedan models with a version of the Acura TSX’s 2.4-liter 4-cylinder mated exclusively to a 6-speed stick. Tuned for more low-end torque, the Si is designed to be both more useful and, you guessed it, more fuel efficient (31 mpg versus last year’s 29 mpg).
Later in the year, Honda will let buyers across the country opt for the Civic Natural Gas, which runs on hopes, dreams and methane.
Charting the changes
Although it might look rather like last year’s model, the Civic is actually considered an all-new offering in Honda’s lineup. Its proportions outside are identical, although it has received a light nip and tuck at every corner. Sedans get a revised side profile that is less cab-forward-looking than before with new Honda Insight-gleaned details, while coupes channel their inner Accord Coupe for a more shapely style. Meanwhile, Si models gain the requisite spoilers and body kits one might expect.
Nothing about the Civic’s look is offensive, but little is especially compelling either. Various paint shades of beige and gray are still available, although at least the blue and red schemes have been reworked for the new model year.
Inside, the look isn’t quite as derivative. Toned down a bit from the outgoing model, the dashboard nonetheless revists a wonky central-mounted tachometer and a high-mounted digital speedometer. The audio system is lightly canted toward the driver, which makes the available navigation screen virtually impossible for passengers to read in bright sunlight. New seats are more supportive than before, while Honda says that some repackaging has ever so slightly increased shoulder room. Regardless, the Civic is plenty roomy inside by compact sedan standards, especially in the wide rear seat with its flat floorboards.
A three-spoke steering wheel features intuitive controls, although the leather wrapping on range-topping models is from carefully bred Bolivian Rubber Cows. So to the optional leather seats. At least the standard cloth feels durable and looks sufficiently spiffy in a stereotypically Japanese car striped and stylized sort of way.
Assembly felt top notch on our early production testers, although nary a soft touch plastic is in sight. Perhaps most egregious is the felt-like headliner, a far cry from the woven units found on nearly every rival.
Less-than-fully equipped models don’t get a trunk lid liner, but otherwise we saw little reason to complain about the spacious rear cargo area.
On the go
We sampled every model on offer on a variety of roads surrounding Washington, D.C., an area that has rarely been notable for its especially civic-minded elected population.
All standard Civics (DX, LX, EX) come with a 1.8-liter 4-cylinder with Honda’s much-ballyhooed VTEC valve control system. Rated at 140 horsepower at 6,300 rpm and 128 lb-ft. of torque at 4,300 rpm, the Civic nets 39 mpg on the highway with the 5-speed automatic transmission. A 5-speed stick is also available, although it, like tike the automatic, is down a gear compared to most new rivals.
Performance is adequate but refined, with the Civic hardly struggling to keep up with traffic but never emerging as a leader. An Eco button comes from Honda’s hybrids. It dulls throttle response to prevent drivers from sucking down too much dino juice. We pushed it to see if it worked and then turned Eco mode off a block later when we realized how slowly it made us drive.
Retuned electric power steering offers greater feedback than before, although we still found it to be distinctly lacking in feel on center and a little unpredictable when put through its paces. Tire choice is no doubt at least partially to blame, since Civics ride on soft tires that are generally smaller than rivals. Steel-wheeled DX and LX models feature 15-inch diameter tires, while EXs get the “big upgrade” to 16s. Only the Si gains 17-inchers. At least those little tires with reasonably large sidewalls improved ride quality, helping the Civic take every bump in stride. For the record, Civics feature a MacPherson strut front setup and a multi-link unit in the rear. Over the worst pavement the District could throw at our Civic EX sedan tester, we noticed no body quivers and little of the wallowing so often found in compact sedans.
On the highway, the Civic tracked smoothly and confidently, albeit not nearly as quietly as some rivals. Road and wind roar was ever present.
The sporting choice
Aimed at enthusiasts, the Civic Si has been more thoroughly rethought for 2012 than its pleibian brethren. Not only does it get more power (201 ponies) than the outgoing 2.0-liter, it gains vast gobs of more usable torque than the previous Si’s laughable 139 lb-ft. The new 2.4 nets 179 lb-ft., which peaks at 4,400 rpm compared to the outgoing car’s 6,100 rpm.
As a result, the Si is hardly the high-rpm wildcat it was before, but we’ll take the trade-off. Far more drivable, the new Si feels sufficiently fleet-footed to fit its sporty billing.
Honda also retuned its suspension and steering for more control and a firmer ride with less lean in corners. Although not quite as balanced as the Mazda3, the Civic Si really came into its own on curvy roads.
Inside, the Si gets its own sports seats, a silly power meter and an even sillier VTEC gauge with gimmicky LED lamps. Ok, fine, we loved the VTEC gauge – just don’t tell anyone about it kicking in, yo.
The eco choice
If high fuel prices make your blood boil, Honda has your new car: The Civic Hybrid. A 1.5-liter 4-cylinder mates to a 23-horsepower brushless electric motor to deliver 110 horsepower and 127 lb-ft. of torque. That doesn’t sound like much, but a smooth CVT makes the most of the available grunt to offer performance just slightly behind non-hybrid models.
The big news is the Civic Hybrid’s 44/44 mpg rating, which means that, no matter where you drive it, Honda and the EPA think you should average 44 miles per every gallon of regular unleaded used. It won’t top a Prius, but among sedan-based hybrids, the Civic is at the top of its game.
For those even more intent on using less refined gasoline and more natural gas, the Civic Natural Gas will be on offer soon. We’ll do our best to sample one as soon as they are available.
Leftlane’s bottom line
With its 2012 lineup, Honda has carefully and conservatively reinvented its Civic offerings. Certainly class competitive, each model offers enough compelling reasons to merit recommendation.
But class competitive won’t cut it much longer. Rivals from Ford, Chevrolet, Mazda and Hyundai offer more personality, more value, more sport and more refinement, all virtues that once set the Civic apart. We hope that Honda views the 2012 Civic as a stepping stone to something a little more different and a little more bold in the near future.
2012 Honda Civic base price range, $15,605 to $26,750.
04-20-2011, 01:20 PM
#2171
Safety Car
CarConnection
By this point, the Honda Civic compact is an American institution.
The newest generation, all new for 2012, builds on the car's traditional strengths--sporty roadholding, good gas mileage--but faces increasingly stringent competition from new entries like the 2011 Hyundai Elantra.
The 2012 Honda Civic line comprises a four-door sedan with a 1.8-liter gasoline engine, the Civic Si two-door coupe (the hot rod of the line), and three high-gas-mileage models: the Civic Hybrid, the Civic HF model, and the Civic Natural Gas.
In styling, the 2012 Civic is evolutionary rather than radically redesigned. Its front and side profile are instantly recognizable as Honda Civic, though the rear end is new enough that it doesn't instantly read "Civic" unless you see the rest of the car.
The 2012 Civic's footprint is similar to the previous model, though the new model was adjusted halfway through its design cycle to take a few more inches off its length.
As always, the Civic's strength is its handling. It's still probably the most enjoyable of all compact entries to drive, though other entries are starting to catch up.
The gasoline model's acceleration--we drove a 2012 Civic EX four-door sedan--is lively, but the flat, confident roadholding always positions the car where the driver wants it.
Handling is even tighter and flatter in the Civic Si performance model, but at the cost of significant interior noise under virtually all circumstances.
The Si's new 2.4-liter engine produces its maximum torque roughly at engine speeds roughly 1,000 rpm lower than its predecessor, but as always, you still have to spin the engine toward its 7000-rpm redline to get the power. Novice Si drivers may find themselves one gear too high for useful acceleration under many different circumstances.
The sedan, which is offered with a 5-speed manual transmission or five-speed automatic, is projected to return 39 mpg on the EPA highway cycle. That's close to the 40-mpg Holy Grail for highway mileage, and a 3-mpg improvement on the old Civic.
For maximum gas mileage, though, there's the Civic Hybrid model, now in its third generation. Its EPA ratings are projected to be 44 mpg on both city and highway cycles, and for 2012, it provides more boost from a larger 15-kilowatt (20-hp) electric motor.
It's worth noting that the 2012 Honda Civic Hybrid uses Honda's first-ever lithium-ion battery pack, which takes up relatively little room in the trunk and weighs far less than the older nickel-metal-hydride battery in its predecessor.
The pre-production hybrid model we drove could still have used a little work to iron out a few rough spots in the integration of regenerative and friction braking. We experienced some stumbles and irregular brake feel switching from acceleration to braking and back.
It does, however, offer the ability to run in electric-only mode under limited circumstances. We saw electric running at speeds as high as 36 mph, but only for very short periods. That's still an improvement on the old Civic Hybrid model, however.
Accommodation is adequate in the four-door, but definitely tight in the 2012 Civic Si coupe. With a more steeply angled windshield, the dash extends considerably into the cabin, and there's simply not enough legroom for anyone over 6 feet. Our 6'5" codriver found his head actually touching the headliner.
Civic buyers by now will be used to the 2-level dashboard design, into which Honda has integrated vastly improved infotainment displays. A multi-directional button on the steering wheel, similar to the "Touch Tracer" controls on the Toyota Prius, lets the Civic driver navigate through a logical sequence of menus while keeping hands firmly on the wheel.
The downside of the 2012 Civic, however, is the rest of the dashboard. At a media preview, virtually every reviewer commented on the hard plastic surfaces on the top of the dash.
A visible join line between the two large moldings that make up the dash top is the kind of cost-cutting you almost never see in new cars these days. And the central area of the dash on 2012 Civics without navigation fitted is a large swatch of flat gray plastic, with no texture or accent lines.
Everything in the 2012 Civic works fine, and it remains a joy to drive, but compared to the two-tone coloring and highly designed dash designs of cars like the 2011 Elantra and the 2011 Chevrolet Cruze, the new Civic comes off 2nd-best.
All models of the 2012 Honda Civic except the Natural Gas version are available in Honda dealers starting today. The lowest-priced model, the Civic DX, starts at $15,605.
04-20-2011, 03:10 PM
#2172
Senior Moderator
Like what I'm seeing here for us 
ians.
2012 Honda Civic EX-L sedan. Click image to enlarge
But the Civic has been and continues to be Canada’s top-selling car, so the company’s response to the new competition is likely a wise one: don’t mess with success, but make the Civic more affordable.
All the Civic models have been re-priced — Sedan, Coupe, Si and Hybrid — with the LX Sedan starting at $17,490 (down $2,090), the EX starting at $19,490 (down $2,290), the top-line EX-L entering at $24,390 (down $490), the LX Coupe starting at $17,990 (down $2,090) and the sporty Si a more Gen-Y-friendly $25,990 (Coupe and Sedan). Hybrid pricing has not yet been announced.
But the Si went up a few hundred. 
No doubt the strong dollar led to this but still nice to see.
ians.
The big news about the 2012 Civic is not so much about appearance; it’s more about the pricing, which has dropped substantially. A base Civic DX can now be bought for $14,990, which is $2,000 lower than the price one-year ago
2012 Honda Civic EX-L sedan. Click image to enlarge
But the Civic has been and continues to be Canada’s top-selling car, so the company’s response to the new competition is likely a wise one: don’t mess with success, but make the Civic more affordable.
All the Civic models have been re-priced — Sedan, Coupe, Si and Hybrid — with the LX Sedan starting at $17,490 (down $2,090), the EX starting at $19,490 (down $2,290), the top-line EX-L entering at $24,390 (down $490), the LX Coupe starting at $17,990 (down $2,090) and the sporty Si a more Gen-Y-friendly $25,990 (Coupe and Sedan). Hybrid pricing has not yet been announced.
No doubt the strong dollar led to this but still nice to see.
Last edited by dom; 04-20-2011 at 03:13 PM.
04-20-2011, 03:41 PM
#2177
Your Friendly Canadian
Join Date: Dec 2007
Location: Toronto, Ontario
Age: 32
Posts: 17,433
Received 1,492 Likes
on
1,050 Posts
These pics look a ton better than the ones provided by Honda a while ago.
This redesign is similar to the Corolla's redesign for 2008 or 2009. Very conservative, but it keeps what their customers like. The Corolla is still selling plenty well, I see no reason why the Civic won't continue to sell in massive numbers.
I like the interior
This redesign is similar to the Corolla's redesign for 2008 or 2009. Very conservative, but it keeps what their customers like. The Corolla is still selling plenty well, I see no reason why the Civic won't continue to sell in massive numbers.
I like the interior
04-20-2011, 05:35 PM
#2178
Senior Moderator
Insideline
http://www.insideline.com/honda/civi...142741&msite=w
Sorry to harp on the interior but it really drives me nuts when manufactuers skimp on the interior and Honda is now notorious for this. Big dissapointment.
http://www.insideline.com/honda/civi...142741&msite=w
Is it them? Or us? There was a time when a new Honda Civic was an event, a chance to see automotive innovation from a plucky company that could outwit rivals twice its size. But the cautious nature of recent Civic launches inspires the same enthusiasm we reserve for a new Rolling Stones album: might be a few good riffs left in the tank, but about as dangerous as a Trader Joe's soy loaf.
It's definitely them.
Just shy of its 40th anniversary, the 2012 Honda Civic returns with a more flowing, if amorphous, exterior design and 40-mpg fuel economy to match revamped rivals like the Ford Focus and Hyundai Elantra. But the bargain-bin interior and reshaped metal over a carry-over chassis give the appearance of an automaker stalling for time, content to keep pace in a field it once led.
Honda's marketing campaign says there's a Civic for everyone, whether you're a speed freak, hypermiler or pragmatic people hauler. Trying to be all things to all people is quite a burden for the ninth-generation car, far from its roots as an answer to an epic oil crisis and into a product that shapes the automaker's solvency.
A Proven Performer
The 2012 Honda Civic doesn't waver much from its predecessor's appearance. Its sides look a little more windswept, as if a clay model of the previous-gen Civic had gone unattended in a blowing wind tunnel. The front windshield is slightly more raked and flows into a quickly tapering roof line and the front fascia has tightened up with a smaller grille and kinked headlamps, yielding the mischievous scowl often used by compacts to exaggerate performance prowess. Honda designers say principles of yoga inspired the form.
The coupe is the natural performer of the Civic lineup and is 1.9 inches shorter in wheelbase than the sedan (103.2 inches vs. 105.1 inches). Both body styles are marginally shorter than their 2011 counterparts. For comparison, the 2012 Ford Focus and 2012 Hyundai Elantra ride on 104.3-inch and 106.3-inch wheelbases, respectively.
Generating 140 horsepower and 128 pound-feet of torque from its 1.8-liter engine, the coupe's power is unchanged from last year, but Honda found fuel economy gains through decreased rolling resistance and brake drag, and improved aerodynamics. A five-speed manual transmission offers smooth and slippery action, giving the single-cam motor more life than its spec sheet indicates. But the clutch is almost a little too slick. We're missing the satisfying thump, however damped, of landing in gear. We don't mind an easy row, but we'd like less ambiguity in the engagement. And after logging some open highway miles, we find ourselves reaching for a phantom sixth cog just to smooth out the determined 1.8-liter's buzz.
Stiffer, More Competent
Driven through Washington, D.C.'s maze of one-ways, roundabouts and tangled highways, the coupe thinks quickly on its feet. Honda engineers say the additional high-strength steel in the new Civic body makes it 10 percent stiffer and 7 percent lighter. We can't say we actually feel the increase in torsional rigidity, but working with a shorter wheelbase and refined electric power steering system previously available only on the Si and Hybrid, the extra stiffness makes the coupe a sharp responder.
Its 16-inch wheels and Continental ContiProContact 205/55R all-season rubber eventually surrender to understeer when given the lash in corners. But in and out of traffic and flowing esses, the coupe represents a regret-free compromise between passenger car utility and heavy-foot indulgence.
Opt for a Civic with navigation and you'll have four inputs fighting for your cerebral cortex.
Sporting types who prefer a manual will sacrifice some creature comforts, as the five-speed is offered only in the bottom two DX/LX trim levels, or in the higher EX trim sans navigation. A five-speed automatic is available across the board and comes standard in the top-shelf EX-L trim.
The coupe's small brakes — 10.3-inch rotors up front, 10.2 inches in back — do a competent job of halting its 2,681-pound mass, although not with amazing confidence (on DX and LX trims, rear drums replace discs).
Essentially the same under the skin, the Civic sedan is also 1.5 inches taller, and, if you opt for a manual transmission in LX trim, about 40 pounds lighter. In manual form, it only feels incrementally less sure-footed around the road course than the coupe. Pushed by the five-speed automatic, well, don't bother with the road course and you won't be disappointed.
More Room, More Plastic
Honda opened up more room in the 2012 Honda Civic cabin, and it's most noticeable in the sedan's additional 3 inches of front passenger shoulder room. Even your elbows feel a little more free to roam the door panels. Rear-seat sedan passengers also get a little more room to stretch their legs.
But with the aforementioned pitch of the windshield comes a massive dash cowl of hard, hollow industrial-grade plastic that wraps around the door panels and streams down the center stack and console. As before, Honda's two-tier dash places the tach and digital speedometer on different planes; the speedo and fuel gauge are set deeper back toward the windshield.
The second tier now offers the i-MID, or intelligent Multi Information Display, a menu screen that displays audio, Bluetooth and vehicle information, all controlled through steering wheel buttons and keypads. Opt for a Civic with navigation and you'll have four inputs fighting for a share of your cerebral cortex.
Skip the navigation and instead you get an oversize radio and button assembly that looks like something Chevy might have offered three years ago.
Going the Distance
Four trim levels of the coupe are available (DX, LX, EX and EX-L). The sedan, however, adds a fifth: the HF. The U.S. market hasn't seen an HF-badged Honda since 1991, when it was a variant of the CRX, itself a variant of the Civic. With 40 highway mpg fast becoming the standard for non-hybrid compacts, the Civic HF gets Honda in the park with 41 mpg (although the automatic sedan and coupe come close, returning 28 mpg in the city and 39 on the highway).
Available with only the five-speed automatic and trimmed similar to an LX (air-conditioning, power accessories, USB audio interface, etc.), the HF achieves its 40-plus average through less rolling resistance and improved aerodynamics aided by the minimalist 15-inch lightweight alloys and 195/65 tires. The revival of the HF badge, however, makes us wonder about the shelf life for both the Insight and the two-seat hybrid CR-Z, a car that gets worse mileage than the sedan and is about as sporty.
Hypermilers craving more refinement get nudged up the line into the Civic hybrid, which offers options like leather and navigation.
For 2012, lithium-ion batteries replace a nickel-hydride assembly and lighten the chassis by about 20 pounds. The gasoline engine also gets kicked up to 1.5 liters and joins an electric motor with increased output. Combined, the two units make 110 hp — unchanged from the last model, although peak power is delivered slightly earlier — and achieve 44 mpg. Power goes to the ground through a continuously variable transmission.
A natural-gas-powered Civic will also be available in the fall of 2011.
Solid, Predictable
The 2012 Honda Civic coupe, sedan and hybrid go on sale April 20. The HF follows in mid-May. A base level DX coupe with manual transmission starts at $16,355, while a loaded EX-L coupe (navigation, satellite radio) will cost $24,205. Sedan pricing will range from $16,555-$24,205. The Civic HF is expected to sticker at $25,205. Hybrid models will range from $24,800-$27,500.
The 2012 Honda Civic is not a marked evolution of the brand. Perhaps with so much at stake, it can't be. But it is a measured if predictable, effort to stay competitive. Only the disappointing interior materials undermine its chances. But standards in this segment rise fast. And we can't help but think that Honda has ceded market leadership to its rivals and has simply chosen to stay in the game.
It's definitely them.
Just shy of its 40th anniversary, the 2012 Honda Civic returns with a more flowing, if amorphous, exterior design and 40-mpg fuel economy to match revamped rivals like the Ford Focus and Hyundai Elantra. But the bargain-bin interior and reshaped metal over a carry-over chassis give the appearance of an automaker stalling for time, content to keep pace in a field it once led.
Honda's marketing campaign says there's a Civic for everyone, whether you're a speed freak, hypermiler or pragmatic people hauler. Trying to be all things to all people is quite a burden for the ninth-generation car, far from its roots as an answer to an epic oil crisis and into a product that shapes the automaker's solvency.
A Proven Performer
The 2012 Honda Civic doesn't waver much from its predecessor's appearance. Its sides look a little more windswept, as if a clay model of the previous-gen Civic had gone unattended in a blowing wind tunnel. The front windshield is slightly more raked and flows into a quickly tapering roof line and the front fascia has tightened up with a smaller grille and kinked headlamps, yielding the mischievous scowl often used by compacts to exaggerate performance prowess. Honda designers say principles of yoga inspired the form.
The coupe is the natural performer of the Civic lineup and is 1.9 inches shorter in wheelbase than the sedan (103.2 inches vs. 105.1 inches). Both body styles are marginally shorter than their 2011 counterparts. For comparison, the 2012 Ford Focus and 2012 Hyundai Elantra ride on 104.3-inch and 106.3-inch wheelbases, respectively.
Generating 140 horsepower and 128 pound-feet of torque from its 1.8-liter engine, the coupe's power is unchanged from last year, but Honda found fuel economy gains through decreased rolling resistance and brake drag, and improved aerodynamics. A five-speed manual transmission offers smooth and slippery action, giving the single-cam motor more life than its spec sheet indicates. But the clutch is almost a little too slick. We're missing the satisfying thump, however damped, of landing in gear. We don't mind an easy row, but we'd like less ambiguity in the engagement. And after logging some open highway miles, we find ourselves reaching for a phantom sixth cog just to smooth out the determined 1.8-liter's buzz.
Stiffer, More Competent
Driven through Washington, D.C.'s maze of one-ways, roundabouts and tangled highways, the coupe thinks quickly on its feet. Honda engineers say the additional high-strength steel in the new Civic body makes it 10 percent stiffer and 7 percent lighter. We can't say we actually feel the increase in torsional rigidity, but working with a shorter wheelbase and refined electric power steering system previously available only on the Si and Hybrid, the extra stiffness makes the coupe a sharp responder.
Its 16-inch wheels and Continental ContiProContact 205/55R all-season rubber eventually surrender to understeer when given the lash in corners. But in and out of traffic and flowing esses, the coupe represents a regret-free compromise between passenger car utility and heavy-foot indulgence.
Opt for a Civic with navigation and you'll have four inputs fighting for your cerebral cortex.
Sporting types who prefer a manual will sacrifice some creature comforts, as the five-speed is offered only in the bottom two DX/LX trim levels, or in the higher EX trim sans navigation. A five-speed automatic is available across the board and comes standard in the top-shelf EX-L trim.
The coupe's small brakes — 10.3-inch rotors up front, 10.2 inches in back — do a competent job of halting its 2,681-pound mass, although not with amazing confidence (on DX and LX trims, rear drums replace discs).
Essentially the same under the skin, the Civic sedan is also 1.5 inches taller, and, if you opt for a manual transmission in LX trim, about 40 pounds lighter. In manual form, it only feels incrementally less sure-footed around the road course than the coupe. Pushed by the five-speed automatic, well, don't bother with the road course and you won't be disappointed.
More Room, More Plastic
Honda opened up more room in the 2012 Honda Civic cabin, and it's most noticeable in the sedan's additional 3 inches of front passenger shoulder room. Even your elbows feel a little more free to roam the door panels. Rear-seat sedan passengers also get a little more room to stretch their legs.
But with the aforementioned pitch of the windshield comes a massive dash cowl of hard, hollow industrial-grade plastic that wraps around the door panels and streams down the center stack and console. As before, Honda's two-tier dash places the tach and digital speedometer on different planes; the speedo and fuel gauge are set deeper back toward the windshield.
The second tier now offers the i-MID, or intelligent Multi Information Display, a menu screen that displays audio, Bluetooth and vehicle information, all controlled through steering wheel buttons and keypads. Opt for a Civic with navigation and you'll have four inputs fighting for a share of your cerebral cortex.
Skip the navigation and instead you get an oversize radio and button assembly that looks like something Chevy might have offered three years ago.
Going the Distance
Four trim levels of the coupe are available (DX, LX, EX and EX-L). The sedan, however, adds a fifth: the HF. The U.S. market hasn't seen an HF-badged Honda since 1991, when it was a variant of the CRX, itself a variant of the Civic. With 40 highway mpg fast becoming the standard for non-hybrid compacts, the Civic HF gets Honda in the park with 41 mpg (although the automatic sedan and coupe come close, returning 28 mpg in the city and 39 on the highway).
Available with only the five-speed automatic and trimmed similar to an LX (air-conditioning, power accessories, USB audio interface, etc.), the HF achieves its 40-plus average through less rolling resistance and improved aerodynamics aided by the minimalist 15-inch lightweight alloys and 195/65 tires. The revival of the HF badge, however, makes us wonder about the shelf life for both the Insight and the two-seat hybrid CR-Z, a car that gets worse mileage than the sedan and is about as sporty.
Hypermilers craving more refinement get nudged up the line into the Civic hybrid, which offers options like leather and navigation.
For 2012, lithium-ion batteries replace a nickel-hydride assembly and lighten the chassis by about 20 pounds. The gasoline engine also gets kicked up to 1.5 liters and joins an electric motor with increased output. Combined, the two units make 110 hp — unchanged from the last model, although peak power is delivered slightly earlier — and achieve 44 mpg. Power goes to the ground through a continuously variable transmission.
A natural-gas-powered Civic will also be available in the fall of 2011.
Solid, Predictable
The 2012 Honda Civic coupe, sedan and hybrid go on sale April 20. The HF follows in mid-May. A base level DX coupe with manual transmission starts at $16,355, while a loaded EX-L coupe (navigation, satellite radio) will cost $24,205. Sedan pricing will range from $16,555-$24,205. The Civic HF is expected to sticker at $25,205. Hybrid models will range from $24,800-$27,500.
The 2012 Honda Civic is not a marked evolution of the brand. Perhaps with so much at stake, it can't be. But it is a measured if predictable, effort to stay competitive. Only the disappointing interior materials undermine its chances. But standards in this segment rise fast. And we can't help but think that Honda has ceded market leadership to its rivals and has simply chosen to stay in the game.
Last edited by dom; 04-20-2011 at 05:39 PM.
04-20-2011, 06:04 PM
#2179
Whats up with RDX owners?
iTrader: (9)
I still need to see this in person. But so far, Im underwhelmed.
04-20-2011, 06:06 PM
#2180
I certainly like the driver-oriented center stack. I feel like that's something that has been lost on many manufacturers. I've always been someone who cared about ergonomics more than materials, especially in the interior. I never cared about rapping my knuckles on the dash or door panel just to hear what it sounds like.
However, I will agree that without navi that center stack looks terrible. The dash panel with the HVAC vents looks even more vanilla than the exterior is. By the way, I hate taupe/tan-colored interior (tan seats are fine, but not desired) and tan interior pieces look gawd awful.
here's a hi-res shot:
http://www.road-reality.com/wp-conte...EX_L_Sedan.jpg
However, I will agree that without navi that center stack looks terrible. The dash panel with the HVAC vents looks even more vanilla than the exterior is. By the way, I hate taupe/tan-colored interior (tan seats are fine, but not desired) and tan interior pieces look gawd awful.
here's a hi-res shot:
http://www.road-reality.com/wp-conte...EX_L_Sedan.jpg
04-20-2011, 06:15 PM
#2181
Safety Car
Jalopnik
Soichiro Honda's fuel of choice in his youth was high-test sake. He marked his wedding by dancing naked, raced through a life-threatening crash and drove a car filled with geishas off a bridge. (Everyone lived.) Then he founded Honda and found his greatest success breaking convention.
Yet here sits the 2012 Honda Civic Si, a car that defines more conventions than the Oxford Unabridged Dictionary, a design turned in a year late with nary an apology, a vehicle relying on an untold Newtonian law of motion to bring buyers past a Honda dealer every few years like asteroids in need of bigger cupholders. With so many new forces pushing for its buyers, Honda shouldn't have counted so much on inertia.
Let's dispense with the non-Si flavors thusly: If you are 1 of the 247,000 buyers who buy more Honda Civics than all Volkswagens sold in the U.S. combined, you may need a jewler's loup to notice the changes. I could give you 10 paragraphs about the 9% thinner A-pillar for better visibility or the slightly revised engine timing, but the result is the same: The current generation Civic given a lick and a promise.
Here's the fuel economy tale of the tape: Using a tweaked version of the 1.8-liter 4-cylinder, in most cases, the Civic will get 28 mpg in the city and 38 mpg on the highway; a HF high-efficiency gas version adds 1 mpg city and 2 mpg on the interstates, while the hybrid — now with lithium-ion batteries — will go 44 mpg city and highway. While the HF barely edges the Hyundai Elantra, it's the lowest-volume model in the lineup; the anodyne versions (from the loaded $23,905 EX-L sedan to the dollar-store quality $15,805 DX that comes without air conditioning or a radio) fall just short.
As with the rest of the new Civics, the Si's 2-tiered dash now sports 5-inch LCD screen that offers several displays, from album art for the song playing on the iPod to a Power Meter, which ticks off just how much of the engine's power is at hand. But for those who don't want such details, there's also now a VTEC meter: 6 lights that act as a mini-tachometer, and another to show when the engine's higher-rev timing has engaged. Yes, Honda saw the faux-Successories posters of "VTEC just kicked in, yo!" and built an Internet meme into its dashboard.
The most important change comes from the enlistment of the 2.4-liter engine from the Acura TSX, retiring the 2-liter in the old model. Top horsepower only rises 4 ponies to 201 hp, reached at the 7,000 RPM summit as Mr. Honda himself often intended. The major modification comes from 170 lb-ft. of torque, a 31 lb-ft boost from the previous version, on call from 1,700 RPM upward.
Combined with the sweetness of the Honda 6-speed manual transmission - and let the record reflect that the Civic Si is the only mass-market sedan upon these shores available solely to those who know what a 3rd pedal is for - the Si can spin some sugar. In a tight corners where its all-seasons give out before its multi-link rear suspension, the Civic Si echoes the call-and-response hellraising of Sochiro Honda's youth.
The trouble is outside of those brief moments, the Si has not just turned in late homework, but been kicked out of the honors class. While the steering wheel controls have been tweaked and the seats remain well done, the Civic's dash plastics look bleaker than a conclave of emo kids in a Hallmark store. Stepping into a new Elantra immediately after exiting a new Civic only heightened how nice the Hyundai's interior is.
And power remains a concern. The chief engineer of the 2012 Civic drives a Civic Type R; I asked via a translator what it would take to bring such a model back to the United States. The reply: Doing so would hurt fuel economy, which is our main focus.
Soichiro Honda famously said "the value of life can be measured by how many times your soul has been deeply stirred." The new Civic is slightly better in every dimension, but if you soul is at rest, it lacks sufficient force to put it in motion.
04-20-2011, 06:40 PM
#2182
Insideline
http://www.insideline.com/honda/civi...142741&msite=w
Sorry to harp on the interior but it really drives me nuts when manufactuers skimp on the interior and Honda is now notorious for this. Big dissapointment.
http://www.insideline.com/honda/civi...142741&msite=w
Sorry to harp on the interior but it really drives me nuts when manufactuers skimp on the interior and Honda is now notorious for this. Big dissapointment.
But the bargain-bin interior and reshaped metal over a carry-over chassis give the appearance of an automaker stalling for time, content to keep pace in a field it once led.
this Civic i'm sure is still very competitive (probably even top of its class when everything is factored in), but I've come to expect a bit more ooomph from Honda. And the last 2 gens of the Civic have been so stale, so recycled, I guess I was hoping 3rd time would be the charm. but the interior really disappoints - Honda used to be the gold standard with interiors. VW was always better - but you paid for it. With Honda, you got a little bit of nice for not a lot of money (the current CR-V still holds that distinction, thank God). I'm not saying the Civic was a beacon of luxo-economy, but I can remember when my old Civic had a soft touch dash!
04-20-2011, 08:15 PM
#2183
Safety Car
Cars.com
To set the stage, the 2011 Honda Civic remains an excellent car, even as it's being replaced by the 2012. We don't feel the same about another longtime best-seller, the Toyota Corolla. However, high-quality, efficient compacts like the 2011 Chevrolet Cruze, 2012 Ford Focus and 2011 Hyundai Elantra mean the Civic has taller hurdles than it ever has in the U.S. market, and buyers have more great choices than ever.
The completely redesigned 2012 Honda Civic improves incrementally upon its predecessor in many ways, ensuring it will remain a top-selling compact, but the car doesn't leapfrog its formidable competitors.
As before, the Civic comes in coupe and sedan styles, in DX, LX and EX trim levels, as well as a performance-oriented Si version, in both body styles. There are also hybrid and high-efficiency HF variants, both sedans. A natural-gas-powered Civic GX sedan will return later in the model year under the name Civic Natural Gas, with plans to expand its availability nationwide for the 1st time.
Exterior & Styling
A glance at the 2012 Civic tells the whole story: It looks a little bit different, foreshadowing aspects like the mileage, the interior and the technology, all of which have improved. Whether the styling itself is an improvement is for you to decide. To my eye, the earlier generation's design remained fresh and didn't need to be messed with, and that describes the 2012's sedan's front and overall profile. The taillights, however, seem to have gone more generic. The coupe's still have a Civic look to them.
Both body styles are exactly the same length and height, and the coupe's width has grown by a mere tenth of an inch. The wheelbase has decreased roughly an inch on both; overall, the dimensions follow the trend — more tweaked than overhauled.
On the Road
Out on the road, the new Civic rides like a Honda, damping out the worst of the road's imperfections but ensuring you always know the pavement's condition. It's more refined — again, incrementally — than the still-satisfying 2011 model, buoyed by a quieter cabin. I'd have to drive it back-to-back against its main competitors to quantify any differences; the 2012 is neither exceptionally quiet nor noisy. Though you do hear the engine, at least it's a smooth one. The car does a good job of blocking the whooshing noise of tires on wet pavement, which typically comes from the rear wheels.
In terms of handling, the electric power steering is well-weighted and nicely executed overall. Unfortunately, the roads were wet 100% of the time I drove the various Civics, so the roadholding limits will remain a mystery until Honda gets us a test car at Cars.com HQ. I got a feel for the dynamics, though, and they're good: The front-wheel-drive weight bias and associated understeer are there, but the balance is decent nevertheless. The slick surfaces revealed an exceptionally adept electronic stability system that manages to intervene subtly enough that it keeps anything dramatic from occurring — without seeming overly intrusive in the process. Nicely done. Honda says the electric steering works in conjunction with the stability system; nothing felt conspicuous to me. It just worked.
The Civic has more body roll than I'd expect, though, and nowhere is it more surprising than in the sporty Si, a coupe version of which I tossed around an autocross course. The shifting weight doesn't help the car's grip when making quick directional changes. I watched the cars going around the course, and the body roll was equally clear from the outside. It's out of character for a performance version, and what's most disappointing is it's unnecessary. Many cars, including some competing models, have proved that a comfortable ride, body control and athletic handling can come in one affordable package.
The Si's suspension is tuned differently from the standard setup, but perhaps not enough. Though the suspensions differ a bit between the regular sedan and coupe due to the different wheelbases, those 2 feel similar to drive.
Power Holds the Line
The standard drivetrain changes for 2012 are minimal, at least on paper. The engine is a 1.8-liter 4-cylinder, and both five-speed manual and automatic transmissions are offered. The Si gets the biggest bump, with a switch from a 2.0-liter four-cylinder to a 2.4-liter (technically 2.35-liter) that mates to a 6-speed manual.
The specs show but one change for the regular engine — a 200-rpm climb in the horsepower's peak to 6,500 rpm — but Honda engineers say they played with the torque distribution to raise the oomph at lower revs. All the same, the peak torque spec is unchanged at 128 pounds-feet at 4,300 rpm. If there's a difference in acceleration, it's not palpable. The gear ratios remain the same for both transmissions as well. At least the model hasn't gotten substantially heavier, as most do when redesigned. The sedan is even a bit lighter than the 2011.
Though I'd prefer a 6-speed manual, I can't blame Honda for staying with the 5. Demand for manuals continues to decrease, especially as automatics become as efficient or more so. The 2012 Civic is an example. It now gets an EPA-estimated 28/39 mpg city/highway versus the manual's 28/36 mpg. The HF trim level — akin to the Cruze Eco and Focus with SFE — rates 29/41 mpg. Though pricing isn't available as this review is being produced, Honda's frequent use of the word "value" suggests it will be more affordable than the competitors mentioned above.
It's harder to understand why the automatic hasn't gained a gear. Honda notes that it achieves its performance targets with 5 speeds. While I'm not one to assume more is better — especially because some 6-speeds are balky and hesitant — it's hard to imagine that Honda couldn't exceed its targets and show up its competitors with another forward gear. How would that not be better? This onetime leader in fuel economy is now playing catch-up across its product line.
Civic Si: A Welcome Improvement
Likewise, the Civic Si, one of the first "hot hatches," has been fighting for its life as other automakers have improved their sport compacts' low-rev acceleration through the use of direct injection and/or turbocharging. Since it 1st incorporated variable valve timing — another major innovation from Honda — the Si has required high engine speeds to tap into its power band. The new engine's greater displacement is a welcome improvement, as it boosts the torque output to 170 pounds-feet at 4,300 rpm from the 2.0-liter's 139 pounds-feet at 6,100 rpm. The power peak adds 4 hp to 201 hp, but it's come down to 7,000 rpm from 7,800 rpm.
The 2012 Si launches with more authority, even spinning its wheels if you let it. The short-throw shifter is far more satisfying than the standard 5-speed stick, operating 6 forward gears with close ratios optimized for the new engine. Even though the Si's output is greater, some competing sport compacts — the Volkswagen GTI, Mini Cooper S, Mazdaspeed3 and Subaru Impreza WRX — produce torque that's greater and/or at substantially lower rpm. Because most of these competitors are heavier, by as much as 400 pounds, it's not a perfect comparison, and the payoff for the Si is better mileage: Its 22/31 mpg beats the GTI by 1 mpg city and the Mazdaspeed3 and WRX by as much as 6 mpg on the highway.
High-Mileage HF and Hybrid
I didn't get the opportunity to drive the Civic HF, but Honda says it's practically the same as the regular sedan. The greater efficiency comes mainly from different tires and aerodynamic changes, including the wheels, underbody treatments, a small trunklid spoiler and the smoothing out of the front bumper to match that of the Civic Hybrid.
The 2012 Civic Hybrid benefits from a larger gas engine, a 1.5-liter 4-cylinder replacing a 1.3-liter. It combines with a more powerful electric motor for quicker acceleration yet improves mileage from 40/43 mpg in the 2011 to 44/44 mpg. You can feel the difference off the line, and though there's still some delay as the continuously variable automatic transmission whirs away, it's more responsive than before and more linear than the Toyota Prius.
Because the electric motor is essentially fixed to the crankshaft, the gas engine stops only when the car comes to a stop. Regardless, Honda says, the Civic Hybrid can maintain moderate cruising speed on electric power alone. Acceleration and high-speed cruising requires gas to be burned.
This is the first Honda, and 1 of the 1st hybrids, to employ a lithium-ion battery in lieu of the nickel-metal-hydride type that has driven the hybrid revolution. It helps keep weight and size down and increases the trunk volume to 10.7 cubic feet versus the 2011's 10.4 cubic feet, though the backseat doesn't fold in the Civic Hybrid — typical of hybrid sedans. The regular sedan's trunk measures 12.5 cubic feet; the coupe's is 11.7.
Interior Space
In a car of the same size, Honda couldn't work magic, but the passenger volume has increased by about 1 to 3.5 cubic feet in the sedan, topping out at 94.6, keeping it competitive in the class. The coupe loses 0.8 cubic foot to 83.2 cubic feet. A tilt/telescoping steering wheel is standard, as is a manually operated height-adjustable driver's seat. The blissfully reachable adjustment levers are the same as in the previous generation, but the seat padding and contours have changed and are comfortable.
By the numbers, the sedan's seating dimensions have shifted slightly, with a few hairs less headroom, front and rear, but some growth in shoulder room. Front-seat legroom has decreased a touch, but I was comfortable with what felt like additional rearward seat travel. Backseat legroom has gained more than an inch to 36.2 inches, putting it near the top of the class. In practice, it doesn't feel exceptionally roomy, but it's more than workable for an adult.
The coupe is a different story: Rear legroom has increased only slightly, and headroom is down almost an inch. At 6 feet tall, I couldn't make it work. This is to be expected in a coupe, though, of which there are now few in this class. If you want a coupe with a roomier backseat, check out the Scion tC. A model based on the Hyundai Elantra called the Veloster, coming soon, may also rival or beat the Civic.
Cabin Quality
If interior quality is the new battleground in the compact car class, the 2012 Civic brings to the fight some fresh new forces and a stable of reliable troops, but also some battle-weary veterans that probably ought to retire.
The cloth seats' contemporary fabric improves on the previous generation's; the optional leather is of high quality, but the bunchy "gathered" look is a polarizing design. Compared with a few competitors, some interior surfaces look rather plain. The Civic continues Honda's approach of combining a variety of textures and styles. In my opinion, they don't always go together well. If nothing else, when there are many different textures and materials, there's a good chance you'll object to at least one of them. My least favorites are the sparkly gray plastic on the dashboard and the aluminum-colored door handles. I also noticed conventional feltlike ceiling fabric, a step backward considering that the earlier generation featured a higher-quality woven headliner, which is becoming more popular across the market.
The highlights include the steering wheel and the colorful displays that subtly change color based on how efficiently you're driving, a feature from the Insight and CR-Z hybrids. If you don't like high-mounted instrument panels, you'll be no happier with this Civic than with the previous generation. It relegates the arguably superfluous tachometer to the conventional position and puts the other stuff high, above the steering wheel. I'm a fan.
All trim levels except the DX introduce Honda's entry to the multifunction controller phenomenon with a feature called i-MID: intelligent Multi Information Display. I like some aspects of this approach, not the least of which is it doesn't have the words "touch," "you" or "my" in the name. It comprises a 5-inch color LCD screen next to the speedometer and a few buttons on the steering wheel's left spoke that let you select from menus, etc.
It's not the most versatile of controllers, but at first blush it appears that it needn't be. The menus and functions are relatively simple. The screen displays album art from an attached iPod, a relatively recent enhancement in onboard electronics. The upper display duplicates navigation prompts, but the option relies mainly on a trusty touch-screen, within easy reach on the center of the dashboard. I'll take this division of duties over any multifunction controller on the market. The nav relies on FM-frequency traffic information, which requires no subscription.
Safety
As a brand-new model, the 2012 Civic has yet to be tested by the federal government or private agencies.
As required of all 2012 models, the Civic comes with antilock brakes and an electronic stability system with traction control. Though the Si and EX trim levels have 4-wheel disc brakes, the lower trims and high-efficiency versions have rear drums.
The Civic has 6 airbags including the front pair, front-seat-mounted side-impact bags and side curtain airbags. By re-engineering the front seat design to provide active whiplash protection, Honda was able to eliminate the previous generation's active head restraints, providing the same effect while positioning the restraints a few tenths of an inch farther back to improve comfort.
Civic in the Market
What the 2012 Civic hasn't done is vault its competitors to exceed them in any respect, and full redesigns are an automaker's best opportunity to do so. Unlike the new Volkswagen Jetta, which we believe has slipped in terms of both interior quality and its driving experience, the Civic remains a very good car. The question is whether it will stay competitive in the coming years as other models evolve. Impressive recent redesigns and intros — including 2 from domestic brands, no less — are sure to steal more business than ever from the Civic. With its reputation and historically epic reliability, though, it's likely to hold its perch at or near the top of the sales charts. If a woefully outdated Corolla can do it, the Civic should be fine at least for a few more years.
Last edited by TSX69; 04-20-2011 at 08:17 PM.
04-21-2011, 08:07 AM
#2186
Safety Car
Examiner
If there is 1 thing you definitely cannot say about the 2012 Civic lineup that would be that Honda isn’t offering enough vehicular choices for the ecologically minded. Not only are they continuing to sell a version powered only by natural gas (simply now called Civic Natural Gas) but they are also introducing the first Civic Hybrid with lithium-ion batteries as well as a model tuned to improve fuel economy to 41 miles per gallon highway called the HF.
The Honda Civic Natural Gas goes on sale later in the year so there wasn’t one available to drive at the press launch. For the 2012 model year, however, this vehicle will for the 1st time be available with luxuries like in-dash navigation (with directions to your nearest filling station), Bluetooth and USB/iPod integration. In other words, it won’t be just for fleet buyers anymore.
Now, if you are going to scream about the fact that the regular Civic “only” returns EPA highway estimates of 39 miles per gallon when the Elantra returns 40, please know that there is a Civic model just for you. The HF, while it will probably only account for maybe 2-3% of sales, offers buyers EPA estimates of 41 miles per gallon highway thanks to different tires and various aerodynamic upgrades.
But to be quite honest it has been my repeated personal experience that EPA fuel economy estimates are very rarely accurate and can vary widely based on where you live and how you drive your own vehicle. That is why as I am testing the 2011 Elantra and Corolla (I tested the Cruze and Jetta earlier this year) for weeklong periods to get an idea of how they perform efficiency wise in the real world.
Now I realize this is crazy but gas prices are becoming so important that many people may be forced to buy one of these vehicles not by choice but out of necessity. So this year I hope to cram in as many new Civic weeklong road tests so I can get a fuel economy data base that is perhaps more realistic. Or at the very least repeatable in the real world.
Yes, from the Si to the EX to HF to Hybrid and even with a natural gas powered model thrown in, I may go into Civic overload but I think this is an ever more important test figure. We’ll just have to see how receptive Honda is to my request for half of their press fleet.
Now, if saving money on gas or saving the environment is important to you, here is all of the most pertinent information on the 2012 Honda Civic HF, Civic Hybrid and Civic Natural Gas.
2012 Honda Civic HF
The HF model of the 2012 Honda Civic comes standard with a 5-speed automatic in a trim level that mirrors that of the LX but with special aerodynamically enhanced alloy wheels, low rolling resistance tires and aerodynamic enhancements as mentioned before. The 1.8 liter 4-cylinder engine puts out the same 140 horsepower/128 lb. feet of torque as in regular Civics and sort of proves by its very existence that EPA fuel economy figures can be manipulated.
During a short drive loop at the press launch the HF handled a slalom course in a manner much like any of the other EX or LX variants except with a little bit more tire howl during high speed cornering maneuvers. But if you are buying a Civic HF I assume high speed cornering behavior is not high on your list of priorities. Given this model’s high value to feature ratio and the possibility of greater fuel economy in a time of escalating gas prices, Honda may find there is more demand for the HF than they are expecting.
(Prices)—Civic HF
5-Speed Automatic
$19,455
2012 Honda Civic Natural Gas
As the Civic is not a bespoke platform for this natural gas powered sedan, its gas tank will still be somewhat smaller thanks to the intrusion of the enlarged fuel tank. But as far as low cost commuting goes, the 2012 Honda Civic Natural Gas makes perfect sense. It is powered by a 1.8 liter 100 horsepower/106 lb. feet of torque 4-cylinder mated to a 5-speed automatic and returns EPA estimates equivalent to 27 city/38 highway.
So what are the benefits of this particular Civic model in comparison to its petrol powered brethren? Well, natural gas is often times cheaper than gasoline (especially now but it depends where you live) and many states allow vehicles like this to travel in HOV Carpool lanes with only one passenger. That one fact in and of itself might make this car the perfect long distance commuting accessory. (Note: Pricing not available at time of test publication.)
2012 Honda Civic Hybrid
Yes, for the 1st time ever Honda is using lithium-ion batteries in one of its hybrid models instead of the usual nickel-hydride batteries used in the last generation Civic and current Toyota Prius. This new battery pack is more powerful, lighter and more compact than the unit it replaces. With the gasoline and electric motor working together power output is 110 horsepower/127 lb. feet of torque with a greater emphasis put on mid-range torque to improve performance at city speeds.
In the place of last year’s 1.3 liter gasoline engine is a new 1.5 cylinder unit with an aluminum cylinder head block and dual stage i-VTEC valve control for improved performance at highway speeds. There is also a stop/start system that shuts off the engine at stop lights and EPA fuel economy estimates are 44 city/44 highway.
While I am guessing the Civic Hybrid averages somewhere closer to 44 miles per gallon, during a “hypermiling” contest at the press launch 1 journalist averaged a healthy 59 miles per gallon. I, however, was too busy being distracted by driving the Si around the autocross to remember to participate in the driving slow challenge. I would actually prefer to drive the Hybrid in real world conditions where the fuel efficiency is more representative of what average folks will see.
I believe that when people are in a car they should have an intended destination and drive accordingly. This is how I drive every car I test so once I get a chance to test the new 2012 Civic Hybrid for a week it will be interesting to see how it performs in the fuel economy stakes with me in control of the accelerator pedal.
As an example, my road test in a 2010 Prius returned 43.2 miles per gallon which is quite a bit south of their estimates. Also, a lot of that was freeway driving over a short freeway period because the Prius broke down 4 days into the test. Let’s hope that the 2012 Honda Civic Hybrid doesn’t suffer from any such ill-timed maladies.
But even in my time with the 2010 Honda Civic Hybrid, that was one of the few times that my EPA estimates were somewhere close to accurate barring my experience with VW’s TDI diesel which has always exceeded EPA fuelled expectations. So while diesel and Honda’s own hydrogen style of personal transport may be fading out in the coming decades, it appears that the hybrid is here to stay.
(Prices)—Civic Hybrid
Continuously Variable Transmission (CVT)
$24,050
Civic Hybrid with Navigation
Continuously Variable Transmission (CVT)
$25,550
Civic Hybrid Sedan with Leather
Continuously Variable Transmission (CVT)
$25,250
Civic Hybrid Sedan with Leather, Navigation
Continuously Variable Transmission (CVT)
$26,750Continuously Variable Transmission (CVT)
$24,050
Civic Hybrid with Navigation
Continuously Variable Transmission (CVT)
$25,550
Civic Hybrid Sedan with Leather
Continuously Variable Transmission (CVT)
$25,250
Civic Hybrid Sedan with Leather, Navigation
Continuously Variable Transmission (CVT)
04-21-2011, 08:57 AM
#2187
Safety Car
Auto123
Summary Rating: Complete Rating
Styling (75%) 3.5*
Accessories (80%) 4*
Space and Access (78%) 3.5*
Comfort (90%) 4.5*
Performance (80%) 4*
Driving Dynamics (86%) 4*
Safety (80%) 4*
General Appreciation (80%) 4*
The Civic Si: the pinnacle of all Civics. This Civic, 1 does not buy because it is a Civic, but because it is an Si. Holding the keys in 1 hand and rubbing one's chin with the other while facing the car, the new owner does not think that they've made an economical, sensible choice. No. The Si is for adrenaline junkies that thrive and live by a driving code that is slowly dying: to drive and not be driven.Styling (75%) 3.5*
Accessories (80%) 4*
Space and Access (78%) 3.5*
Comfort (90%) 4.5*
Performance (80%) 4*
Driving Dynamics (86%) 4*
Safety (80%) 4*
General Appreciation (80%) 4*
This Civic, one does not buy because it is a Civic, but because it is an Si. (Photo: Mathieu St-Pierre/Auto123.com)
This mindset came to life when I first walked towards the car on test-day at FedEX Field. Here, the Si was patiently waiting for me to take it through a coned slalom course, timed, and with a reward for the person with the fastest time of the day.
As the first to take part in this portion of the event, I was to clear the wet-in-spots track and blaze a trail, which I did. I don't mean to brag but I turned out to be the quickest around the cones that day. I'm not going to take all the credit though, the 2012 Civic Si helped out a little.
If you've read my review on the 2012 Civic (do it!), you'll note that I found the new car to generate an impressive amount of front-end grip. I know that this is what made it all possible. As stated, the track was wet in certain areas, and coming in slow into corners was crucial in order to come out fast. Quickly leaving an apex behind was managed brilliantly by the torque-sensitive helical limited-slip differential and the stability and traction control. I know, I know, we were instructed to leave the nannies on for the laps...
Irregardless, the brakes performed flawlessly, allowing me to carry as much speed for as long as possible up to a corner. The large and grippy P215/45R17 Michelin Pilot tires responded very well to steering inputs; never did I loose track of where the lead wheels were going even when I charged at a turn with far too much vim.
As the entire course was a 2nd-gear only time attack, I was only able to experience swells of power in the 5,000- to 7,000-rpm range. To find out more about the “new” 2.4L 4-cylinder engine, I took an Si out for a short romp in the Washington Redskins playground's shadow.
Here, I met with a K24Z3 that is not as eager to climb to the stratosphere as is the 197-hp K20Z3 it replaces. Revs build at a slower pace, but the extra 31 lb-ft (22% gain) of torque are immediately noticeable. Max torque arrives at 4,400 rpm, whereas the K20 needed a full 1,700 extra rpm to reach its maximum potential of 139 lb-ft. Jury's out on what the Si lover prefers but time will tell...
Here, I met with a K24Z3 that is not as eager to climb to the stratosphere as is the 197-hp K20Z3 it replaces. (Photo: Mathieu St-Pierre/Auto123.com)
More seems to be going on as the tach needle moves clockwise to the engine's 7,100-rpm redline, but it's all very uneventful. Thankfully, the shifter and trio of pedals are as easy to manipulate as ever. The old heel-and-toe is effortless to perform and the shifter travels from 1 cog to another without as much as a catch or niggle. Rowing through the gears is so rewarding that I found myself swapping through 3, 4 and 5 'cause it was just plain fun.
The only Si around for this occasion was the coupe. From the available pictures on the web, the sedan looks to be better sorted and more together aesthetically than the coupe, much like the 8th generation. The Si coupe differs from lesser 2-door Civics by the presence of a trick flow-through trunklid-mounted spoiler, a rear sport bumper, unique alloy wheels and deeper fog light-adorned front fascia.
The cabin is accentuated by a leather-wrapped, Si-badged steering wheel, Si-specific seats and an interesting yet pointless i-VTEC rev indicator. Essentially, it poses as shift lights, located left of the digital speedometer, programmed to go from an amber shade to red when the time comes to slot into the next gear.
On the topic of gear changes, the 6-speed 'box has revised 5th and 6th ratios. In order to offset the 2.4L's increased fuel consumption, the final 2 gears now make the engine spin at lower speeds.
The cabin is accentuated by a leather-wrapped, Si-badged steering wheel, Si-specific seats and an interesting yet pointless i-VTEC rev indicator. (Photo: Mathieu St-Pierre/Auto123.com)
The aforementioned seats offer plenty of contouring support, designed exactly for time attack and solo events. Comfort levels are good as well.
Honda made efforts to counter noise and vibrations in the new Civic as well as in the Si. My telling you that the Si is now a smoother operator overall seems wrong, but this was Honda's goal and they've reached it. This will undoubtedly make the Si more attractive to an older crowd, looking for a high visual impact Civic with more oomph without the previously associated NVH.
And that pretty much sums up the new Civic Si. It has retained its highly entertaining driveability, but has done away with parts of the Si's real character. Yes, the new Si is posher. It now comes with standard navigation, XM satellite radio and auto on/off headlights.
If what other manufacturers have done to their cars (I'm thinking WRX amongst others) is any indication of what is to come, the new Si's share of Civic sales will most likely increase. My only wish, should this be the case and with the extra money, is that Honda bring us a hardcore SiR or Si Type R by the 2014 MY.
2012 Civic Si pricing starts at $25,990.
04-21-2011, 09:56 AM
#2188
Safety Car
BloomBerg
The Good: Better fuel economy and handling, nice interior, top safety rating
The Bad: Pricier than rivals; supplies may be crimped by Japan earthquake
The Bottom Line: No longer stands out as the class of the economy compacts
Up FrontThe Bad: Pricier than rivals; supplies may be crimped by Japan earthquake
The Bottom Line: No longer stands out as the class of the economy compacts
How good is the newly redesigned 2012 Honda (HMC) Civic that hit the market on Apr. 20? My answer is, very good, but maybe not good enough.
The Civic used to be the classiest compact economy car on the market. Now it matches the competition but doesn't stand out in most respects—and maybe not at all once you factor in its relatively high price. The Hyundai (HYMPY) Elantra is very close and costs less, and the redesigned 2012 Ford (F) Focus and the all-new Chevy Cruze offer tough new competition. The Toyota (TM) Corolla, the market leader, is outclassed at this point, but continues to have millions of loyalists.
Rather than make dramatic changes to fend off rising competition, Honda improved the Civic in numerous small ways. The 2012 model is the same length as the old one, but looks sleeker and more modern, both outside and inside. Surprisingly the interior is slightly more spacious than before. The new Civic also handles better than the outgoing model, is expected to have top safety ratings, and goes farther on a gallon of gas.
The trouble is, all the improvements keep the Civic in the game but don't pull it ahead. For example, a 1.8-liter, 140-horsepower, 4-cylinder engine remains standard and the two available transmissions are a five-speed automatic and (on some versions) a 5-speed stick shift. That's disappointing because the automatic in the 2012 Focus is a more modern and efficient six-speed, as are the ones in the Elantra and Chevy Cruze. The Focus's engine also has 20 more horsepower and more torque than the new Civic's.
Honda held the line on prices, keeping the starting sticker of most 2012 Civics exactly the same as the outgoing model. A basic 2012 DX sedan starts at $16,555 with a stick shift and $17,355 with an automatic, same as before, rising to $22,705 for the top-of-the-line EXL sedan with an automatic, also same as before. The sporty Si Coupe still starts at $22,955. The price of the Civic hybrid rose a mere $100, to $24,800. However, starting prices for the 2011 Civic were at the high end for the segment, so the 2012 will probably cost more than rivals, notably the Elantra and Corolla.
Fuel economy is another example. Crucially, with gasoline prices topping $4 per gallon in some areas of the country, the Civic's is up 3 miles per gallon. With an automatic transmission, both the Civic sedan and two-door coupe are rated to get 28 mpg in the city, 39 on the highway, for an average of 32 (up from 29 before). However, that still leaves the Honda a tiny bit behind the 2011 Elantra sedan, which is rated at 29/40/33 whether with an automatic or a stick shift, and versions of the 2012 Ford Focus that are rated at 28/40/33 with an automatic. (The 2011 Toyota Corolla trails behind at 26/34/29.)
To avoid being bested, Honda added a new, more aerodynamic Civic HF to the lineup that's rated at 29 mpg in the city and 41 on the highway, for an average of 33. Honda claims the HF gets the best highway mileage of any car on the market with an automatic transmission and conventional gasoline engine. However, my guess is that with a 6-speed transmission, the regular Civics might have achieved that rating and the HF might have done even better. The HF also starts at a relatively high $20,205.
The new Civic hybrid now uses lithium ion batteries, which makes the battery pack smaller and helps raise mileage by 3 miles per gallon, to 44. That beats Honda's Insight hybrid and most of the competition, but still trails the 50-mpg rating of the Toyota Prius.
Safety, on the other hand, is a strong point. Although the 2012 Civic doesn't yet have crash-test ratings, the company predicts the new model will earn the highest-possible 5-Star government crash-test designation, as well as be a Top Safety Pick of the Insurance Institute for Highway Safety. The car comes standard with braking assist and brake-force distribution, as well as front, front-side, and cabin-length head-protecting air bags. Honda also dramatically reduced the cost of repairing the Civic after a minor collision.
Although the new Civic is coming out on schedule, aftereffects of the earthquake and tsunami in Japan may keep supplies tight in coming months. In the meantime the 2011 Civic has continued to sell well even as the new model was about to come out. Including the hybrid (which accounts for less than 3% of sales), Honda sold 64,968 Civics in the 1st 3 months of this year, 19.5% more than a year earlier. The Toyota Corolla was up 18.7%, to 76,675, in the 1st 3 months of the year.
The Civic is Honda's 2nd-best seller, behind the Accord, as well as America's 4th-best-selling car overall (behind the No. 1 Toyota Camry, No. 2 Accord, and No. 3 Corolla). The Corolla outsold the Civic last year, but the Honda gained ground. Corolla sales fell 9.8%, to 266,082, while Civic sales rose slightly (0.8%) to 260,218. Rivals such as the Ford Focus (172,421 units sold in 2010) and the Hyundai Elantra (132,246) trailed well behind the 2 leaders.
Behind the Wheel
At a press event in Washington, D.C., I test-drove the new Civic sedan back-to-back with the 2011 Civic, a 2011 Elantra, and a 2011 Corolla (but unfortunately not the new Focus and Cruze). What that experience made abundantly clear is that the new Civic handles better than the old 1, and the Hyundai offers very tough competition when it comes to quickness and handling. The Corolla doesn't come close.
I didn't get a 0-to-60 time on the new Civic, but it's probably about the same as the old one, which struggled to 60 in about 9.5 seconds. That's about the same as for the Elantra and typical for an economy car. However, the Civic's small size and nimble suspension make it feel relatively sporty. The car's appeal has always been its quickness once it's rolling, from about 25 mph to 65 mph. In that speed range the Civic really jumps when you give it gas. The new Civic also feels tighter than the previous 1, partly because its frame is 10% more rigid.
If you value handling and genuine pep, the only Civic to buy is the sporty and more expensive Si, which clocks in at 6.7 seconds in zero-to-60 runs. Engine size rises to 2.4 liters and 201 horsepower (4 more than before) in the Si.
The Civic's interior hasn't changed all that much. The distinctive 2-tier instrument panel remains, and some of the dials and gauges look very similar to the ones in the previous Civic. However, the dash has a new rice-paper-like texture that's quite attractive, and the center stack has been gussied up with a 5-in. color display. The backlighting of the instrument panel changes from Honda blue to green when the driver is driving economically and conserving fuel.
Still, the cabin feels more open inside than the outgoing model because of improvements such as widening the body slightly, raking the windshield even more sharply forward than before, and thinning the front roof pillars while enlarging the little windows at their base. Actual interior space is slightly greater, allowing for more front-seat shoulder space and 1.6 in. of additional rear legroom.
Trunk size in the sedan rose 0.5 cu. ft. to 12.5 cu. ft., but that's still way behind the Elantra's 14.8 cu. ft. and the Chevy Cruze's 15 cu. ft.
Buy It or Bag It?
The new Civic's base price of $17,355 with an automatic transmission makes it a bit pricey, and—like other Hondas—the Civic tends to have a relatively high transaction price because the company doesn't offer cash rebates to boost sales. In the past the Civic was always worth the extra money, in my opinion, but that's no longer certain.
The 2011 Elantra sedan starts at just $15,695 with an automatic transmission, matches the Civic's fuel economy, and looks very stylish. Ditto for the 2012 Ford Focus sedan, which is quicker, about as fuel-efficient, and starts at $16,995 with a stick shift and $18,090 with an automatic. And ditto again for the new Chevy Cruze, which is slightly bigger (and less fuel-efficient) than the Civic, just as stylish and peppy, and starts at $17,275, whether with an automatic or a stick shift.
The budget alternative, the Corolla sedan starts at $17,160 with an automatic, only a bit less than the Civic, but tops out at a mere $19,060.
The bottom line: Buying a Honda Civic used to be a no-brainer. These days it pays to comparison shop and do some test-drives before signing on the dotted line.
04-21-2011, 11:00 AM
#2189
The sizzle in the Steak
but the bargain-bin interior and reshaped metal over a carry-over chassis give the appearance of an automaker stalling for time, content to keep pace in a field it once led.
04-21-2011, 12:15 PM
#2190
fap fap fap
the coupe front bumper on the sedan would've been nice. interior horrible. other than the corolla and jetta, seems like all of honda's competitors have gone upscale with their interiors. the new impreza added soft touch materials, the focus/cruze/3 have better interiors. sad that honda has fallen way behind here.
04-21-2011, 01:40 PM
#2191
From Automotive News, chief designer says 80% of the car is all new.
http://www.autonews.com/apps/pbcs.dl...#ixzz1K8eiNYGI
http://www.autonews.com/apps/pbcs.dl...#ixzz1K8eiNYGI
WASHINGTON -- Mitsuru Horikoshi, project leader for the 2012 Honda Civic, had the difficult task of changing the car just before r&d sign-off. The new mission: Streamline the car and improve its fuel efficiency.
Horikoshi spoke with Staff Reporter Mark Rechtin here about the changes.
The program was delayed six months after the Lehman Brothers failure in 2008. What changed?
Customer feelings changed. Gas prices had spiked. The size of the car was not fixed. And in May 2008, we had sold 50,000 units and had been the best-selling vehicle in America. Given that situation, we felt we could take the good stuff from the 2006 Civic but increase its fuel efficiency competitiveness. And not EPA fuel economy, but real, everyday fuel economy. We kept the car the same size as the 2006 model.
So, a lot of the 2012 Civic is carryover, then?
No. About 80 percent of the car is new parts. And if you take out the powertrain, then it's 90 percent new parts. Recent crash regulations have become tougher. If we had only installed countermeasures, the vehicle would have become heavier. But we wanted to make the vehicle lighter for fuel economy.
What are some of the fuel economy ideas you are most proud of?
If you look under the car, you will see the underfloor aerodynamic measures. Also the radiator opening area and the height of the trunk -- in terms of the relationship between the roofline and the trunk -- is really good for aerodynamics.
Do you feel disappointed you didn't hit the magic number of 40 mpg freeway mileage?
Our real concern is when the customer actually drives the car, we don't want him to see a gap between the EPA number and his own mpg figures. We want the customer to see the improvements for himself. With the "econ" switch and the fuel economy coaching [on the instrument display], that can assist with good driving. I think we have achieved a competitive product.
How much better fuel economy do you get in econ mode compared with the EPA test cycle?
The EPA mode requires a specific throttle opening. Doing the EPA test in econ mode wouldn't affect things much. But for people who have more variations in speed and acceleration, if you flatten that out, you don't have that rough throttle occurring, and you get much better mileage. If an automaker is hung up on the EPA test cycle, they can make a manual transmission with wide gear ratios. But it's difficult to drive that kind of car in everyday conditions.
Horikoshi spoke with Staff Reporter Mark Rechtin here about the changes.
The program was delayed six months after the Lehman Brothers failure in 2008. What changed?
Customer feelings changed. Gas prices had spiked. The size of the car was not fixed. And in May 2008, we had sold 50,000 units and had been the best-selling vehicle in America. Given that situation, we felt we could take the good stuff from the 2006 Civic but increase its fuel efficiency competitiveness. And not EPA fuel economy, but real, everyday fuel economy. We kept the car the same size as the 2006 model.
So, a lot of the 2012 Civic is carryover, then?
No. About 80 percent of the car is new parts. And if you take out the powertrain, then it's 90 percent new parts. Recent crash regulations have become tougher. If we had only installed countermeasures, the vehicle would have become heavier. But we wanted to make the vehicle lighter for fuel economy.
What are some of the fuel economy ideas you are most proud of?
If you look under the car, you will see the underfloor aerodynamic measures. Also the radiator opening area and the height of the trunk -- in terms of the relationship between the roofline and the trunk -- is really good for aerodynamics.
Do you feel disappointed you didn't hit the magic number of 40 mpg freeway mileage?
Our real concern is when the customer actually drives the car, we don't want him to see a gap between the EPA number and his own mpg figures. We want the customer to see the improvements for himself. With the "econ" switch and the fuel economy coaching [on the instrument display], that can assist with good driving. I think we have achieved a competitive product.
How much better fuel economy do you get in econ mode compared with the EPA test cycle?
The EPA mode requires a specific throttle opening. Doing the EPA test in econ mode wouldn't affect things much. But for people who have more variations in speed and acceleration, if you flatten that out, you don't have that rough throttle occurring, and you get much better mileage. If an automaker is hung up on the EPA test cycle, they can make a manual transmission with wide gear ratios. But it's difficult to drive that kind of car in everyday conditions.
04-21-2011, 02:04 PM
#2192
The sizzle in the Steak
So what happens when 80% of the car is "new", but the car looks pretty much the same (sans interior debacle)......Mission: Fail?
04-21-2011, 02:42 PM
#2193
Your Friendly Canadian
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04-21-2011, 03:01 PM
#2194
Race Director
Our real concern is when the customer actually drives the car, we don't want him to see a gap between the EPA number and his own mpg figures.
04-21-2011, 03:05 PM
#2195
The sizzle in the Steak
04-21-2011, 03:45 PM
#2196
US Navy Seabees
as bad as the civic's interior looks, check out the 2011 corolla's interior. Terrible.
04-21-2011, 04:56 PM
#2197
I'm not making a value judgement on the strengths or weakness of the car, just trying to post some facts that appear to illustrate that the suggestion that the car is a carryover chassis seem to be nothing more than 'internet rumor mongering'
04-21-2011, 05:13 PM
#2198
You'll Never Walk Alone
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Cruze: 3170
Focus: 3045
Mazda3: 2973
Jetta: 3136
Forte: 3030
Civic: 2600-2800
04-21-2011, 05:20 PM
#2199
The sizzle in the Steak
I don't think anyone really thought that they did "nothing"....but the point is that it looks like they did.......for an all new model......that's disappointing to say the least.
04-21-2011, 05:24 PM
#2200
They're making 55% of the chassis out of high strength steel now. That is both expensive but (relatively) lightweight. For comparison the current Acura TL uses 47.6% high strength steel.