#HondaCivic

Although wagons get their fair share of ribbing on TTAC (mostly to poke fun at the absurd declarations of arm chair product planners), the Honda Civic is yet another product that we won’t get here due to the business case not making sense. What makes it worse is that unlike, say, the Mazda6 wagon, the compact segment already has a few hatchback/wagon entrants available in North America.

One of the most enduring narratives in the past few years has been the idea that somehow, Honda has lost it’s way. The maker of affordable, high-quality and fun to drive cars had suddenly become a purveyor of bland appliances that were the furthest thing from what they built their name on.

Every Canadian consumer knows that when it comes to new car prices, we get screwed. Yes, Canada is a small market with higher taxes. It costs more to do business here in part because the high distribution costs can’t be amortized over 300-odd million people. In addition, things like metric instruments further complicate things.

But then there’s the question of why a Toyota RAV4, built two hours outside of Toronto, costs $2,890 less in Hawaii than it does in Canada. Why does an Oshawa-built Camaro demand a $4,685 premium in Canada? Where does BMW get off charging a $19,300 premium in the Great White North for a 535i xDrive, a 38.9 percent increase over the U.S. sticker?

Congratulations to the Big H; Honda managed to capture the top spot in Canadian passenger car sales for the 15th year running, while also earning the dubious honor-or, honour, as it would be spelled in Canada – of offering the slowest-selling vehicle in Canada.

The high cost of auto manufacturing in Canada isn’t solely an issue for domestic auto makers; Honda, which manufactures the best-selling car in Canada (the Civic) is grappling with this issue as well.

The Windsor Star spoke to Jerry Chenkin, Executive Vice-President of Honda Canada, who summed up the biggest issue with Honda’s Canadian production:

The most satisfying parts of this job isn’t the constant flow of new cars or the luxury vacations with colleagues who never learned how to hold a kinfe and fork properly. It’s watching them look for a sacrificial lamb to offer up to the Gods of The Wobble and then see it survive the slaughter, only to maintain its death grip on the market. In this case, I’m referring to the banner year that the 2012 Honda Civic enjoyed, prior to its quick mid-cycle refresh.

I’ve loved high-turnover self-service wrecking yards since I used to hang out at U-Pull Auto Wrecking in Oakland as a teenager in the early 1980s, and so it makes sense that junkyard-related stuff became so central to the Murilee Martin Lifestyle Brand™. During the last year, as my Junkyard Find series has evolved into a near-daily thing, I became increasingly curious about the life-cycle of the vehicles in these yards. A new row of fresh cars appears one day, replacing one that was put out a few months before, and that’s all I knew. Then, earlier this year, I was able to convince the brass at U-Pull-&-Pay Self Serve Used Auto Parts to give me a behind-the-scenes look at their operation, and I chose to follow the trajectories of two cars I thought would be typical junkyard inmates: a 1991 Honda Civic Si and a 1994 Toyota Camry XLE. I visited the auction at which they were purchased, I documented the pre-yard preparations, and I visited both cars every week for their three-month stint as parts donors. After that, I watched them get fed into the cold steel jaws of The Crusher. Here’s how our Civic and Camry spent the final months of their lives.

While the Earth Dreams gasoline engines will underpin everything in Honda’s lineup going forward, Europe will get at least one diesel version – and we’ll probably miss out.

Everybody’s favorite schadenfreude victim got a minor refresh intended to stave off the critics and ensure its continued dominance in the best-seller ranks. Did it work?

Auto makers in Europe are freaking out about excess capacity, but Honda can’t get enough of it.

AutoGuide’s twin team of track terror, time-trialer Dave Pratte and editor Colum Wood, have returned to Toronto Motorsports Park to take the Subaru BR-Z and the Honda Civic Si to the extreme limit and beyond. What did they find?

Hyundai revived an old nameplate for their 5-door version of the Elantra. So how about a return of the Wagovan?

“Just because a car generates a lot of buzz or is a best seller doesn’t mean that it’s a good choice for you. The five models here may be on a lot of buyers’ shopping lists, but we suggest you steer clear…”

So says Consumer Reports with respect to their list of “Five popular cars to avoid”. CR says that the vehicles “…didn’t perform well in our testing or they suffer from subpar reliability,” and that’s reason enough to stay away. I’m not entirely convinced.

Honda is shifting production of the Civic Hybrid out of Japan and over to the United States, as part of a plan to boost their Indiana assembly plant.

I love my beater 1992 Honda Civic, and living near downtown Denver is great, but the combination of fifth-gen Civic and urban living means that thieves are going to try to steal my street-parked car on a depressingly regular basis. Would-be thieves tore up my steering column less than a year ago, and they did it again a couple of weeks back. Both times, my homebrewed kill-switch system kept the bad guys from starting the car. Both times, I got the car back on the road with cheap junkyard parts.