By Sajeev Mehta
March 2, 2007 -
Herbie Hancock is a jazz pianist with a lesser known passion for all things electronic. After trading his sublime Steinway for some cutting-edge synthesizers, Hancock’s musical career Rockit-ed into interstellar space. It’s unclear why Honda reversed Hancock's career path for their eighth generation Civic. Here we have a machine that harkens back to the time when funk-fusion hit the airwaves and flying wedge concepts littered the world's design studios. What’s up with that?
The retro echoes are obvious, but let’s be clear about their execution: the new Civic’s tall profile, cab forward silhouette and skaterboi ramp cum windshield is less old school Lamborghini, more "Minivan Jr." Despite Audi-esque tail lights, the four-door’s strange proportions clearly say “I wanna be a hatchback!” About the best that can be said about the design: it's unmistakable from ten feet or ten furlongs away.
Too bad the windows aren't opaque. Honda’s interior decorators invite you to savor their first ever KITT car cabin. This ode to seventies sci-fi chic sports a two story gauge cluster. A digital speedometer sits up top; a Cyclopsian analog tachometer lingers below. The lighting effects aren’t quite Peter Max, but it’s not for lack of trying. All that’s needed is a flashing LED display and testy, effeminate voice to protect you against the “world of criminals who operate above the law.”
Fortunately, the Civic’s high quality fit and finish create a suitable cavern for A to B’ers determined to enjoy their daily dose of gridlock or weekly jaunt to the local supermarket. The Civic’s cloth doesn't look or feel cheap, even having the foresight to spend quality time on the inviting door panels. True to Honda’s heritage, both major and minor controls are faultlessly, sensuously ergonomic. And there’s plenty of head, leg, shoulder and trunk space for five Civic-minded adults.
The Civic LX' rear cargo-hole also makes the win list, with decklid operation and load height that's Verne Troyer compliant. But the hood's Dustbuster profile and long arm A-pillar make forward visibility a game of chance on the turnpike or within Wholefoods’ parking lot. Once you get over the front end's lack of visual reinforcement and the video game interfaces, taking a commanding grip on the Civic LX’ slick two-spoke wheel is child's play.
But not in the Atari 2600 kind of way. Honda's funky-fresh wedgemobile handles in a manner more befitting a Gran Turismo endurance race. Most everything from the ghosts of Civics past is present and accounted for: linear steering, powerful brakes, confident handling and reasonably well controlled body motions. The Civic’s 16" wheels encourage fast cornering and deep braking, even if the chassis’ limitations are strictly R&B (reached and breached).
While it’s nice to think that frugal little cars are driven by financially challenged enthusiasts, an automatic transmission is mandatory in this neck of the woods. The Civic's slushbox shifts effortlessly between five well-matched gears.
That's a good thing. With a 1.8-liter four cylinder mill huffing out 140hp at 6300rpm, the amble from rest to 60mph require more than a couple of cogs and almost nine seconds of the Civic driver’s time. Let’s face it: the Civic LX’ acceleration isn’t exactly the stuff of NOPI folklore. But the mill gets the job done with a vario-cammed powerband that revs freely, with minimal thrash and complaint. More importantly (at least for the target market), the $17k sedan clocks in at 30/40 EPA mpg.
Granted, the LX-trimmed Civic won't set souls afire with greasy bits worthy of The Temple of VTEC. But the little Honda is a direct hit on the average American’s big car sensibilities. The diminutive sedan serves-up the kind of calm, confident ride and sound isolation normally associated with premium priced luxobarges. And that's what makes this package special: strict attention to dynamic details while catering to the comfort-oriented demands of penny-pinching customers seeking reliable basic transportation.
Yes, but– somehow the Civic’s small car persona got lost in translation. While you gotta love all those airbags and the superlative passive safety, there’s no getting around the fact that the 2750lb Civic is a bigger beast than ever before. Which begs the question: was adding extra heft the right path for a car known for catering to both the entry-level dynamically dense buyer and the performance crazed Import Tuner crowd?
In this age of bigger is better, the current gen Civic bowed to market trends and sold the pistonheads out. Yes, the Civic is still a comforting method of family transport with unique styling and respectable performance. Sure, it’s still a modern day Model A: a blank canvas for street savvy tuners to make a, um, “strong” visual, auditory and performance statement. But the Civic is no longer a sport compact. Forget about the questionable nostalgic styling; this may be the biggest letdown of them all.
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More Reviews86 Responses to “ Honda Civic LX Review ”
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POWERED
March 2nd, 2007 at 8:07 am
As you alluded to, the lack of a hatch in this car removes it from a lot of first-time buyer’s lists (and from mine). I can only assume that the CAD god determined that it confounded the design of the rear crumple zone and threw up the error message “!!!$$$$$!!!”. Alas, Honda will still sell plenty of these capable cars, and their buyers will borrow the parent’s SUV for the big jobs. As to the style, I suppose the present mission is to not “be the bean”; mission accomplished.
March 2nd, 2007 at 8:50 am
Does the “no longer a sport compact” charge apply to the Si as well, or just the others?
I’m personally a big fan of the exterior styling. The bit I cannot stand is the deep, double-decker IP.
For price comparison and real-world fuel economy information:
http://www.truedelta.com/models/Civic.php
March 2nd, 2007 at 8:58 am
I’ll admit, when Honda did the ‘00 redesign, I thought they had lost it and were going down the same path of abandoning their enthusiast root like Mitsubishi had done. That Civic was okay, but it was completely uninspiring compared to the 92-95 or 96-99 or even the 88-91 models. They paid by losing their status as king of the sport compacts and got elbowed aside by the WRX, with the the Mini Cooper S and SRT-4 (say what you will about their cheesy interiors, you can’t argue with sub 60 acceleration times for under $20K)
Fortunately, Honda learned from their mistake of trying to move away from those who embraced their cars. A free-revving engine, a stylish design, and a renewed commitment to the compact market all help bring this car back to the respectability among enthusiasts that they had lost before.
I still don’t like their coupe designs, It looks too much like a dust buster. The sedan, with it’s low-slung profile reminds me of the cars of the future, but it doesn’t look weird like the Prius. There is a more organic flow in the lines instead of something that looks like it was modeled from origami. My only criticism, the dash. Honda tried too hard with this dual-level design. Folks who have this car say it’s not that bad at all, but then again, folks who have Azteks don’t think they have an ugly vehicle. Bring back the simpler layout. It may be boring, but not everbody wants to feel like they’re piloting one of the shuttles from the Enterprise.
March 2nd, 2007 at 9:00 am
I personally like the sloped wedge lines on the new Civic and the Star Trek cockpit. It is still th best car out there in this class. I just wish they weren’t so blasted expensive. My sense is that they have left many college students and second family car buyers behind. I realize they introduced the Fit to fill in this void somewhat, but the Fit is not a Civic. I know we all generally agree that premium car appointments in basic go-go mobiles is a good thing, but at what price? The Elantra is the new Civic (in terms of price and affordability) in my view, as both the Honda and the Corolla go up segment with each iteration. Now the good thing about Civics is their phenomenal resale value. Have you checked on KBB or Edmunds lately for a five-year old Civic. Astounding. Yet again, you pay for this at the front end where many historic Civic buyers can no longer afford it. Strange indeed.
March 2nd, 2007 at 9:26 am
The one thing that never ceases to catch my attention on this car is the un-be-freakin-lievable fit and finish. Even driving by at 80 MPH this thing looks like it’s CNC cut from a single piece of aluminum. I just can’t get over the perfection of the body panel shape, panel gaps and perfect paint. I don’t think I’ve seen anything comparable under $50K. Maybe Accord?
Did they go back to the double wishbone up front - or is this McPherson strut?
And yes - as with most Hondas - you might just as well buy new. If you can get past the arrogant “You want it we got it. If you don’t buy it someone else will.” dealer personnel.
March 2nd, 2007 at 9:28 am
I just drove a 4 door LX a couple weeks ago. I couldn’t get over the feeling of looking down a tunnel at the road, and I hate digital speedometers. I’m sure I’d get used to the whole thing, but I didn’t want to. One thing I liked, though, was the steering–amazingly tight and direct. I really liked the shifter too, which was typical, unmatched Honda precision. Why do you say a slushbox is mandatory? Yuck! Also, to whom am I asking this question? I can’t find the author’s name anywhere.
March 2nd, 2007 at 9:31 am
I owned an ‘02 Civic SiR (Si in the US), and I loved the machine for being a fun, practical little whip, despite its bland looks.
The new Civic reverses that status, with no hatch, odd and “buttony” interior, all in a better looking (especially the coupe) car.
But c’mon… 2750lbs? A Civic? Add good size driver and some gear and you’re breaking 3000! I thought Civics were sopposed to be light? Add to that, you can’t see the hood of the car from the inside, and the windows seem like gunslits compared to Hondas of old.
I hate to say it, but Honda’s rep for building driver’s cars has been surpassed by Mazda. Honda now occupies the Goldilocks’ middle between Mazda’s “too hard” and Toyota’s “too soft”.
March 2nd, 2007 at 9:34 am
No mention that the 06 was recalled 3 times. Very un-Honda like. Also the lack of Hoda’s double wishbone suspension.
Fit and finish are still great,as is the smooth powertrain. Overall still best car in it’s class.
March 2nd, 2007 at 9:37 am
Fix the lousy driver interface and this will be at the top of my list to replace my wife’s Saturn. She’s very much an A-to-B driver, and I do all the maintenance. A Civic makes this a win-win situation.
The exterior styling–much like everything Honda and Acura are leaning towards these days–is clearly very close to previously executed Teutonic ideas (Audi is just the beginning). Which means it looks pretty good. However, I take visibility very seriously and will have to check out this windshield first hand, since I haven’t heard anything good about it to date.
Agreed that this needs to be a 5-door hatch or liftback of some sort. Trying to squeeze a trunk on a chassis this size is just an exercise in engineering to the lowest common denominator, taking style over practicality…not really a great angle for an uber-practical car.
March 2nd, 2007 at 9:40 am
My comments: Part 1 -
I’ve owned 4 Civics over the years. My Civic was of the CVCC variety. (It rusted out—but was still strong of engine–when it was retired.) More recently, in February of ‘06, after putting some 160,000 miles on it, I traded in my trusty ’96 Civic hatchback (MT), and purchased a new ’06 Civic LX sedan (AT).
Fast forward to July of ’06: Traded in my ‘06 LX sedan, for a ’06 Civic EX coupe (MT). (A classic case of “buyer’s remorse.” Occasional spirited driving is more fun when manually selecting gears. And with no need for 4 doors, the coupe would be just fine.)
While some may dislike the (“cheese wedge”) looks of the new Civic coupe, I much prefer its styling verses that of the sedan. It’s subjective of course. If a cars looks is somewhat controversial, it certainly beats plain or bland: I’m looking at you, Corolla.
The LX Civic sedan is so de-contented that, unless you’re into austerity (in that case, get a DX), moving up to the EX brings a lot more toys to the table: Alloy wheels; disc stoppers at all four corners; a sunroof; remote trunk release, outside temperature display; audio controls on the steering wheel; rear-seat cup holders and armrest; modestly upgraded ICE; variable wipers, and an additional 12-volt outlet in the center console. Oddly, the interior trunk lid is lined in just the EX sedan. An OEM navigation system is available–only in EX trim–but save $1,700 and get a Garmin “Nuvi” GPS unit instead.
The Civic sedan has certainly gotten more portly over time. Blame it on an increase in overall size, slightly larger engines, and additional safety equipment: Some of the weight gain is also due to the increase in the number of airbags: From 2 in 1996, to 8 in 2006.
From: http://consumerguideauto.howstuffworks.com/all-honda-civics.htm
Honda Civic — 4-door sedan – base engine – by generation:
*Weight varies by trim level/options, so figure +/- 50 pounds-ish.
5th Generation: 1992-1995: Curb weight: 2,213 lbs.
Engine: 1.5 L / 102 HP / 98 ft. lbs.
6th Generation: 1996-2000: Curb weight: 2,319 lbs.
(Gain over previous generation: 106 lbs.)
Engine: 1.6L / 106 HP / 103 ft. lbs.
7th Generation: 2001-2005 Curb weight: 2,421 lbs.
(Gain over previous gen.: 102 lbs.)
Engine: 1.7L / 115 HP / 110 ft. lbs.
8th Generation: 2006+ Curb weight: 2,685 lbs. – LX (MT).
(Gain over previous gen.: 264 lbs.)
Engine: 1.8L / 140 HP / 128 ft. lbs.
The Civic sedan weight gain from 1995 to 2006 amounts to roughly 472 lbs. - Oink!
(It’s also gotten 3” wider, and the wheelbase has lengthened by about 3” as well.)
However, for the frugal pistonhead, the Civic continues to deliver great MPG. :-)