2012 Honda Civic Expert Review:Autoblog
Regardless of her stance on baked goods, Marie Antoinette didn't quite grasp the severity of country's condition until the French Revolution was in full swing and her husband was conspicuously absent of his head. Just as General Armstrong Custer dismissed the might of the Northern Cheyenne and Captain Edward John Smith failed to accurately read the waters of the North Atlantic, human history is filled to the brim with figures who didn't discover the danger they were in until it was much too late.
When Honda unveiled the 2012 Civic at the 2011 Detroit Auto Show, many critics were quick to put Honda in the same illustrious company. With an army of all-new compacts from automakers like Ford, Chevrolet and Hyundai all set to kick down the Honda gates, fans were thirsty to see a vehicle that was as innovative in design as it was in engineering. Instead, the Japanese manufacturer unveiled a compact car that looked startlingly similar to its eighth-generation predecessor.
We shouldn't have been surprised. Since the Civic first hit the market 38 years ago, Honda has stuck to a tried-and-true update regimen for its star model. Every other generation has delivered a mild revision of the preceding design, and the ninth take on the vehicle is no different. With a tweaked body, slightly adjusted interior and nudges to the suspension and drivetrain, the 2012 Civic is effectively generation 8.1, but that just might be enough to keep the hordes at bay and Honda out of history's dog house.
Continue reading First Drive: 2012 Honda Civic...
Photos copyright ©2011 Zach Bowman / AOL
According to Honda, the designers of the 2012 Civic came to the U.S. for inspiration and found that the "one motion" concept of the '06 model was so well-liked that they simply decided to expand on the theme. If that's true, they've done an excellent job. It's difficult to pick the two models apart with a casual eye, though more faithful followers of Honda will notice a few more lines in the vehicle's front fascia and reworked headlights. Combined with a mesh grille, the details go a long way toward giving the compact an updated appearance.
The rear of the vehicle is adorned with new bodywork dominated by large, re-styled tail lamps and a slightly more expressive valance. The look does away with the slabish metal of the outgoing generation and makes the sedan appear considerably lighter on its feet than before. In coupe form, the styling seems lifted from the very-attractive Accord Coupe, and the lines wear well on the slighter form of the Civic.
If you were holding your breath in hopes that Honda would grace the American market with a resurrected Civic hatch, we're sorry to tell you that the company has no interest in bringing a three- or five-door compact to the market. That's despite the fact that both Ford and Hyundai clearly think the notion has legs. The reasoning is that Honda believes the large majority of American buyers don't want the extra functionality.
Overall, the new exterior is a logical progression from the eighth generation, and the 2012 Civic remains very attractive in coupe, sedan or hybrid guise. Likewise, the vehicle's cabin has been taken to the next level as well, though with mixed results. The dash has an even more driver-oriented pitch than before, and stacked layers of hard-plastic modules give the surface a disjointed, Picasso-like feel. The new design makes the eighth-generation dash seem calm by comparison.
If you found issue with the split-gauges of the last-gen car, you'll find no sanctuary behind the wheel of the 2012 model. The upper screen has been elongated to incorporate what Honda calls its i-MID system, or intelligent Multi-Information Display. The high-resolution five-inch LCD screen puts the navigation display to shame and educates the driver on audio selections, turn-by-turn directions and vehicle information. You can even upload your own personal backgrounds or leave the screen blank should you find it too distracting. Check out the Short Cut below for a demonstration. Oh, and don't listen to the narrator when he says its a 2011 model. He clearly doesn't know what he's talking about.
In Si trim, the upper gauge cluster serves up a few special tricks. For starters, the i-MID can be calibrated to display a special Power Monitor for real-time stats on engine power output. But the coolest part comes in the form of a sequential shift light nestled to the far left. Yellow and red LEDs illuminate beneath an i-VTEC logo, allowing stoplight racers everywhere to know exactly when the system engages. It's perhaps the single greatest piece of meme bait we've seen from any manufacturer in recent memory.
The good news is that Honda has implemented a handful of different colors and textures that serve to keep the dash from being completely unbearable. Unlike many low-buck offerings, the Civic hasn't resorted to graining its plastic to appear soft-touch. Instead, the materials give off an almost recycled aesthetic. Strangely enough, the dash uses harder materials that are more difficult to scratch than the door panels, which can be marred by an errant thumbnail.
Unfortunately, the kit just doesn't manage to stack up to the cabins of three of the newest competitors on the block: the 2011 Hyundai Elantra, 2012 Ford Focus and the 2011 Chevrolet Cruze. Each of those vehicles offers a more up-scale, sorted dash while the Civic's cabin seems to have been lifted straight from the 1995 Prelude.
Honda actually clipped the wheelbase of the 2012 Civic by 1.2 inches in the sedan and 1.1 inches in the Coupe for added maneuverability, but still managed to increase interior room. In four-door configuration, total passenger volume has grown by 3.7 cubic feet thanks to additional hip room in all seating positions and shoulder area up front. As a result, the cabin feels more open and offers more rear legroom than the Focus, Elantra or Cruze. The latter two of those fighters best the Civic in front legroom, however.
With so many manufacturers introducing direct injection, turbocharging and highly efficient transmissions to the compact segment, it was only natural to expect Honda to freshen up the drivetrain options in the Civic in kind. But by and large, the automaker left the hood closed for the ninth generation. Models from the DX, LX, EX and Natural Gas to the newly-minted HF will all get their power from the same 1.8-liter, single-overhead cam i-VTEC four-cylinder engine found in the last Civic.
With 140 horsepower and 128 pound-feet of torque, the engine is as rev-happy as ever and begs to caned in all the right ways. Buyers can pick between either the optional five-speed automatic gearbox or a five-speed manual cog-swapper on lower trims, while the Civic Hybrid benefits from a CVT and the more menacing Si uses a six-speed manual. Thanks to the addition of full electronic power-steering, a little friction reduction inside the engine itself and a few aerodynamic adjustments, the EPA says that the 1.8-liter powered 2012 Civic is able to return 28 mpg city and 39 mpg highway when equipped with the standard automatic transmission. The mileage would represents a 3 mpg city and 3 mpg highway bump over the 2011 model.
With 32 mpg combined, the base Civic beats out both the Chevrolet Cruze and Ford Focus at 31 mpg combined but falls behind the Hyundai Elantra at 33 mpg combined.
For buyers who want a truly-efficient gasoline-powered compact, Honda has resurrected its HF model designation to combat vehicles like the Chevrolet Cruze Eco and the Ford Focus SFE. The Civic HF uses additional under-body cladding to improve aerodynamics, special wheels, lighter tires and a unique rear deck lid spoiler to net 29 mpg city and 41 mpg highway with the five-speed automatic transmission. Though those figures tie the HF with the Bow Tie on the combined scale, Honda is quick to point out that the domestic offerings require buyers to opt for a manual transmission.
In order to help drivers eek the absolute best fuel economy from their Civic, Honda has installed its Eco Assist system on every 2012 model with the exception of the Si. This marks the first time that the driving coach has been implemented outside of the company's hybrid fleet, and just like in the CR-Z and Insight, bars to the left and right of the speedometer change from blue to green as the driver operates the vehicle more efficiently. In addition, a new Econ mode can be activated with a push of a button. The system automatically adjusts the vehicle's throttle-by-wire, shift mapping and air conditioning to make the Civic a more efficient vehicle overall. We wouldn't recommend mashing the little green button unless you're perfectly comfortable with full castration. The change is immense.
Meanwhile, the $22,955 Civic Si Coupe has gotten a respectable shot in the arm. Engineers yanked out the old 2.0-liter four-cylinder in favor of a meatier 2.4-liter unit with an extra four horsepower and 31 more pound-feet of torque. Final figures sit at 201 hp and 170 lb-ft of twist, which means for the first time in the history of the Si, there's actually a little bit of low-end grunt on hand. Full torque comes on at 4,300 rpm while max ponies are only available at a screaming 7,000 rpm. Make no mistake, this is still an engine that prefers to be wound tighter than a Hublot-wearing F1 fan.
We spent a fair portion of our time behind the wheel of an EX automatic sedan with brief stints in an Si, LX sedan and LX coupe with their respective manual offerings. After some time in a loaded EX-L that carried an MSRP of $24,205 with destination, we feel comfortable saying that if you have your heart set on a Civic, do yourself a favor and skip the topped-out trim. The leather seats, door inserts and wrapped steering wheel feel matched to a price point. The LX trim, on the other hand, offers quality cloth seats and a tiller that feels absolutely superb in your hands. It also weighs in at a very competitive $18,605 with destination when equipped with a five-speed manual transmission.
On the road, the Civic Sedan feels comfortable, though the high-winding 1.8-liter four-cylinder engine serves up its fair share of noise in the higher registers. Unlike some of its competition, the Civic still benefits from a four-link independent rear suspension that translates into a very stable, planted platform over the inconsistent pavement of the Beltway outside of Washington, D.C. and into Maryland. Still, we can't help but feel that the springs and dampers are a little on the soft side in sedan guise. In more aggressive driving, the four door serves up characteristic understeer with a good amount of body roll for the class. Fortunately, hopping into the coupe alleviates most of that feeling. Whether it's the benefit of not having to lug around two extra doors or simply the way the rear suspension is calibrated on both vehicles, we prefer the coupe's dynamics by far.
When equipped with the optional five-speed automatic transmission, shifts are handled quickly and without any drama. The 2012 Civic never feels harried or flustered, and while we can only speculate that the vehicle could net even more impressive fuel economy from a six-speed automatic or dual-clutch gearbox, the old unit has aged well. For those familiar with the Civics of old, sliding into the saddle of the ninth-generation feels just like pulling on your favorite pair of jeans. It's a level of familiarity that hasn't been lost through the modest exterior updates and bizarre interior.
With the standard manual five-speed transmission bolted behind the four-cylinder, the vehicle almost begs to be thrashed thanks to a fairly short throw. Unfortunately, a miserably light clutch means your left foot is afforded little to no feedback whatsoever. Still, despite having fewer ponies and less torque than the Elantra, the Civic is more engaging to drive. If we were looking for compact kicks, however, we'd be tempted to stick with the 2012 Focus.
Perhaps the most surprising thing about the Civic is that despite shunning all of the fuel-saving advancements employed by its competition, the vehicle still manages to come out as a solid player on this field. While we'd all love to see Honda knock out some truly incredibly fuel economy figures with its vehicles, the truth is that the company hasn't seen the need to add either cost or complexity to its systems given the results the vehicle is delivering right now.
Honda is well aware of the rising tide of capable compacts, and while strong entries like the Elantra, Cruze and Focus may take a bite out of Civic sales in the long run, brand loyalists will still beat down dealer doors to get their hands on this newest piece of hardware. Besides, if you were hoping for a full-on Civic revolution, history would point to you not having to wait too long. We give it another three to five years before a completely-new generation surfaces.
In the meantime, the 2012 Civic offers plenty of space, competitive fuel economy and a drive that's entertaining enough to keep you from going flat-line on your way to the office. It's a recipe that's kept Honda on the right side of history for years and it doesn't look to be failing any time soon.
Photos copyright ©2011 Zach Bowman / AOL
New Car Test Drive
All-new version evolves to meet varied expectations.
It's been a bestseller for decades, more than 8.8 million sold in the U.S. since its 1973 introduction, and the latest redesign is aimed at making the Honda Civic the absolute number one player among an increasingly capable crop of compact cars.
The all-new 2012 Honda Civic is the ninth generation of the Civic, and it has a long, distinguished record of engineering innovation. As has been the case in previous iterations, there's some of that in the 2012 Civic models, too, aimed at giving it the broadest possible reach in its market segment.
On the other hand, it's not really the gee-whiz breakthrough that's distinguished some previous generations, particularly in terms of engine innovation. Though to be fair, Honda has imbued some models with a little more thrust while simultaneously raising fuel economy ratings right across the board.
Perhaps more important, the latest Civic will be available in its broadest-ever array of models: The DX, LX, and EX sedans and coupes come with a 140-horsepower 1.8-liter engine expected to get 28 mpg in the city, 39 mpg on the highway when equipped with the 5-speed automatic transmission.
The Civic Hybrid continues, with efficiency improvements for 2012. Although Honda has a specific hybrid model, the Insight, the Hybrid returns to the Civic lineup with increased power in its integrated electric booster motor and deeper electric power reserves in a new lithium-ion battery pack.
For those who don't wish to pay the hybrid premium, there's the 2012 Civic HF, with exceptional fuel stinginess from a regular internal combustion power train designed for thrift. Fuel economy is up in standard Civics, too.
The Civic Si returns as the high output member of the lineup, offered once again in coupe and sedan body styles. With the demise of the S2000 sports car, it's the only high-performance car in Honda's lineup. The 2012 Civic Si features a new engine, a smidgen of additional horsepower, and substantially more torque. The 2.4-liter DOHC 16-valve four-cylinder is rated at 201 hp and 170 lb-ft of torque. The added torque makes the Si easier to drive around town without constant downshifting, significant because a 6-speed manual is the only transmission offered.
Though completely redesigned, the 2012 Civic looks similar to the previous-generation version. Its exterior dimensions are about the same, though the wheelbase is slightly shorter.
The cabin is attractive with quality materials and nicely designed seats with lots of adjustment and a new driver's information display. The available 160-watt audio system sounds very good and Bluetooth is available for hands-free cellphone use.
Underway, the 2012 Civic is creamy smooth and exceptionally quiet. The brakes are easy to modulate for smooth stops in everyday driving and will stop the car quickly when called upon. Handling is average, so the standard models do not rate high on the fun meter.
The 2012 Honda Civic comes in six models. The Civic DX, LX, EX, and EX-L are available in coupe and sedan versions and come with a 140-horsepower 1.8-liter four-cylinder engine.
Civic DX Sedan ($15,805) and DX Coupe ($15,605) come with cloth upholstery, manually adjusted driver seat, power windows, tilt/telescope steering column, 12-volt power outlet, rear window defroster, fold-down rear seatback, i-MID driver information display with Turn-By-Turn Directions, clock, dual trip meters, two-speed intermittent wipers, black outside mirrors and door handles. The DX comes with a 5-speed manual or 5-speed automatic ($800).
Civic LX Sedan ($17,855) and LX Coupe ($17,655) upgrade with air conditioning, 160-watt AM/FM/CD audio with four speakers, USB audio interface, MP3 auxiliary jack, speed-sensitive volume, auto-up/down driver's window, power locks with auto-lock feature, remote trunk release, illuminated window and lock controls, cruise control, illuminated steering wheel controls, customizable settings, map lights, floor mats, body-colored mirrors and door handles. The 5-speed manual is standard, but the 5-speed automatic is available for the LX Sedan ($18,655) and LX Coupe ($18,455).
Civic EX Sedan ($20,505) comes standard with the 5-speed automatic. The Civic EX Coupe offers a choice of 5-speed manual ($19,705) or automatic ($20,505). Civic EX includes six-speaker audio system, Bluetooth, 60/40 split rear seat, upgraded rear-seat accommodations, one-touch power moonroof with tilt feature. The EX Sedan and EX Coupe are available with Navi and XM radio ($22,005).
Civic EX-L ($21,955) Coupe and Sedan upgrade to leather-trimmed interior and heated front seats. The Civic EX-L is also available with Navi and XM Radio ($23,455).
Civic HF ($19,455) sedan is designed for maximum fuel efficiency with specially tuned 1.8-liter engine and 5-speed automatic. Civic GX sedan runs natural gas and comes with the 5-speed automatic.
Civic Hybrid ($24,050) sedan is available with Navi and XM Radio ($25,550) or Leather ($25,250) or both ($26,750).
Civic Si Sedan ($22,405) and Coupe ($22,205) feature a high-performance 2.4-liter engine and 6-speed manual. Navi and XM Radio are available for the Si Sedan ($23,905) and Si Coupe ($23,705).
Given a budget and a mission, no designer is likely to leave well enough alone, and that's true of the new 2012 Civic lineup.
But this is a more of a challenge than one might think. The eighth-generation Civic has been successful throughout its six-plus years, and its sleek lines still look good.
On the other hand, success notwithstanding, no automotive design lasts indefinitely. So the design leader has to find a way to retain the successful elements and still imbue the product with a sense of newness.
The new cars sport redesigned fascias, updated rear ends, and new character lines, but the basic shape, which lead designer Toshiyuki Okumoto calls a 'one motion form,' has the same flowing aero look. Although the wheelbase is slightly shorter, body dimensions are essentially identical, and it takes a practiced eye to tell new from old at a glance.
Although the sheetmetal is basically all new, Honda didn't take any chances here. Whether this will be a plus over the long service life of the design remains to be seen.
The distinction between Civic generation eight and nine isn't as dramatic as the change from seven to eight, when the slick aero shape first emerged. Honda has chosen to spread its development budget over refinements and a broader model range.
Quality materials, attractive design, and colorful instrument lighting give the Civic interiors a look that's a notch or two above compact norms. The seats are well shaped, nicely bolstered (by family sedan standards), widely adjustable, with a probability of all-day drive comfort and very good upholstery wear characteristics.
Though the instrument display has been invigorated with new colored backlighting, it will look familiar to those who have had some experience with the generation eight layout. The bi-plane look continues in the new car, with important info repeated at the top of the dash, allowing the driver to scan with minimum visual redirection.
Forward sightlines, always the driver's first line of defense, were good in the previous generation, but even better here. We appreciated the thinner windshield pillars and mini-window set in the angle where the windshield pillar intersects the car's hood. A lot of new cars have thick A-pillars that can obstruct the driver's view of pedestrians and other vehicles, but not here.
The biggest change inside the car, though is the new I-MID, or Intelligent Multi-Information Display. A toggle on the left-hand steering wheel spoke allows the driver to sift through a wide variety of vehicle info, and the optional satellite navigation system includes a voice recognition function.
Other electronic elements include Bluetooth hands-free phone capability and a very good 160-watt audio system.
All of this, of course, is in addition to the more common comfort/convenience features we've come to expect: power everything, including a moonroof; cruise control; a tilt/telescope leather-wrapped steering wheel; a 12-volt outlet; and a 60/40 split-folding rear seatback that expands cargo capacity.
Drawn from Honda's official national press preview, which consisted of a single afternoon with very little seat time on busy roads devoid of any real challenge, plus a few runs on an autocross course laid out on a football stadium parking lot, our dynamic impressions are necessarily limited.
However, while limited, they're also generally positive, within the context of the normal mission parameters of a small family sedan. The latest Civic delivers creamy ride quality, with exceptionally low interior noise levels.
Braking seems reasonably powerful with the four-wheel-disc system that comes with the EX trim level, and the pedal feel makes for easy modulation.
Handling response can be classified as contemporary, neither sporty nor sluggish, although the electric power steering leaves something to be desired in terms of what it tells the driver about what the front wheels are doing.
On the other hand, while the Civic sedan may lack something in terms of driver involvement, and its fun to drive factor is difficult to detect, it is absolutely and totally predictable, no surprises, no false moves. There's considerable body roll in hard cornering, the tradeoff for excellent ride quality. But the overall level of all-around dynamic competence is hard to fault.
The Civic DX, LX, EX, and EX-L come with a 1.8-liter four-cylinder engine, single overhead cam rated at 140 horsepower and 128 lb-ft of torque. Fuel economy figures were not official but are expected to be about 28 mpg in the city/39 mpg on the highway. Honda recommends regular unleaded gas.
The Civic HF is equipped with a specially tuned version of the same engine with the same power ratings but with slightly higher fuel economy, expected to be 29/41 mpg city/highway.
The Civic GX runs on natural gas using a specially prepared 1.8-liter SOHC 16-valve four-cylinder rated at 110 hp and 106 lb-ft of torque.
The Civic Hybrid pairs a 1.5-liter SOHC 16-valve four-cylinder engine rated at 110 hp and 127 lb-ft of torque with a 23-hp electric motor assist. Fuel economy is expected to be about 44/44 mpg.
The sporty Civic Si features a 2.4-liter DOHC 16-valve four-cylinder rated at 201 hp and 170 lb-ft of torque. Fuel economy is expected to be 22/31 mpg city/highway.
The 2012 Honda Civics are completely redesigned and have solid credentials in all the right categories for cars in this class: good looks, high quality, a great durability record, a first rate comfort quotient, high marks for safety features, competitive fuel economy, and excellent value. Has the dazzle factor diminished? Maybe. But given all the other virtues, that may not matter.
Honda Civic DX Sedan ($15,805), LX ($17,855), HF ($19,455), EX ($20,505), EX-L Navi ($23,455), Si Sedan ($22,405); Hybrid ($24,050); Civic DX Coupe ($15,605), LX ($17,655), EX ($19,705), EX-L Navi ($23,455), Si Coupe ($22,205).
Options As Tested
Honda Civic EX Sedan with navigation ($22,005).
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