#civic

TTAC Commentator A Caving Ape writes:

I have a 2001 VW Jetta 1.8 with 130,000 miles on it. It has its shortcomings that I can’t fix (front drive, rear legroom), but for the most part it’s a fantastic vehicle for me. But I worry that it’s a time bomb.

I do most of the small/easy maintenance myself, and and happy to pay an independent for stuff I’m not comfortable with (timing belt, front end stuff, clutch when the time comes). This will likely be true with any car I own. I’m very satisfied with the running costs of my car, but from what I can tell I am the only person in the world with a well-functioning early 2000s VW with more than 100,000 miles. This makes me worry that it will crap out on my one day. It’s my only car so this would be very bad.

When you wish...

TTAC Commentator Seminole 95 writes:

Sajeev,

I enjoyed reading the responses on my NVH question.

Here’s another question for you. How significant is that Honda uses a double wishbone suspension on their family sedan (the Accord) whereas the Toyota Camry, Chevy Impala, and Hyundai Sonata use the cheaper MacPherson strut? Does the DW suspension make handling better in the turns? Does it last longer than a strut suspension, thereby giving you better ride quality as the car ages? Is the DW something that a car buyer should favor, or is it more complicated than that? I remember that many fans complained when Honda switched the Civic from DW to strut.

It looks like the Ford Fusion might use the DW suspension, but I am not sure. Interestingly, it also looks like the BMW 3 series uses a strut suspension, so maybe the DW is not necessary.

After decades of offering some of the best C-segment products available, Honda made the mistake of phoning in its latest generation of Civic just as the entire competition stepped up its game. Compared to the previous generation of Cobalts, Corollas, Elantras and Focii, the current Civic might be a fine car… but compared to the new crop of compacts, its barely competitive. In his TTAC review, Michael Karesh called the new Civic “a low point” and “dreadfully dull,” while Consumer Reports struck the body blow by failing to recommend the Civic for the first time in memory. And though Honda’s initial reaction showed signs of a potentially fatal bunker mentality, lashing out at CR and pointing to a second place Motor Trend showing (because that’s proof of an absence of mediocrity), it seems the company is coming around.

There was a time in the late 1990s and early 2000s when I had two 1985 Civic hatchbacks and an ’85 CRX, all at the same time. They were fun to drive, sipped gas, rarely malfunctioned, and Pick-Your-Part in Hayward always had at least a half-dozen compatible parts donors on the yard. Truly, it was Civic Utopia.

Living in Denver gives me a great perspective on the history of the four-wheel-drive car. Nowadays, it’s pretty much an all-Subaru affair around these parts (an observer who never left Denver would make the extrapolation that Subaru is one of the top-selling— if not the top-selling— marques in the world), but there was a time when Eagles and 4WD Tercels and many others slugged it out with the machines from Fuji Heavy. Here’s an example of Honda’s nearly-forgotten four-wheel-drive wagon, finally heading for The Crusher’s cold jaws after nearly a quarter-century of work.

Back in the Malaise Era, why did anyone buy a Corolla (or an Omni or GLC or any other miserable underpowered econobox) instead of a Civic? Somehow, Soichiro‘s little car managed to be economical, reliable, and fun to drive. Most of the second-gen (1980-83) Civics have long since been crushed, not being as solid as their successors and also not attracting a following of collectors willing to do any sort of restoration, so you don’t see many of them in the junkyards these days. Here’s one that managed to hang on for more than 30 years before taking that final tow-truck ride.

TTAC commentator SpeedJebus writes:

Hi Sajeev,

You may remember that I wrote in before about my 2007 Honda Civic, and it’s haunted DBW system. That ordeal is over, but apparently I’m a sucker for automobile drama. Here’s the tale of my Juke: an ordeal that has been going on for over three months now. I’d like to share this cautionary tale. Here we go!

Having spent most of my driving years in car-theft-prone neighborhoods in California and preferring the please-steal-me Honda Civic as my daily driver of choice, I learned many years ago that a secret starter and/or fuel-pump cutoff switch is a must-have. Such kill switches have prevented theft of my past Civics on three occasions that I know about. Last week, the maddeningly hard-to-find kill switch I installed in my 18.2-second quarter-miler 1992 Civic left a Denver Honda thief empty-handed.

The D15B7 engine that Honda installed in my beater/daily-driver ’92 Civic DX was rated at 102 horsepower. Car and Driver managed to get the ’92 DX down the quarter-mile in 16.7 seconds… but that was at sea level, in a brand-new car. With its tired 200,000-mile engine gasping for air at 5,280 feet up, my Civic is definitely short on power in its new Colorado home. The good news is that I have an Integra GS-R B18C1 engine in the garage, and it’s getting swapped into my Civic very soon. That means I needed some “before” dragstrip numbers, so I can see just how much improvement the new engine will bring. Time to visit Bandimere Raceway for Test-&-Tune night!

My 2012 Honda Civic review concluded that “the design is clunky, the materials are cut-rate, and the driving experience is so dreadfully dull that even a Toyota Prius is a blast in comparison.” Could this car have inspired the owner evangelism that made Honda a major industry player? Highly unlikely. Though most commenters shared my severe disappointment with the car, at least one found the “bashing” to be “amusing.” Perhaps Honda similarly shrugged off my critique. Some of the big car mags have ranked the new Civic fairly high in recent comparos, so by picking and choosing who they pay attention to Honda’s leaders might maintain the illusion that they aren’t hopelessly off course.

Well, if a TTAC review didn’t provide them with a strong enough dose of reality, perhaps this will: as recounted in the September 2011 issue, the new Civic tested so low in Consumer Report’s road test that they won’t recommend it. Among other things, they note that the redesigned car’s interior is cheap, the steering is devoid of feedback, and the ride feels unsettled. They also note that “the Civic’s sporty character is gone.”

A Civic that Consumer Reports cannot recommend? If this doesn’t provide Honda with a clue, I don’t know what will.

[UPDATE: Hit the jump for CR’s press release]

TTAC Commentator gman37 writes:

Steve and Sajeev: I was hoping to pick your brain for a second regarding the used Prius market right now. Help a Hammer Time follower out! I own a 2010 base Prius (Model II), and I have been seeing listings at local dealerships for base model Prius’s (????) selling for 3-4K above new MSRP prices. For instance there is one with 15K on the clock selling for 27K, when new the MSRP was around 24K.

Today was a long, grueling day of racing at New Hampshire Motor Speedway, with the occasional break for lightning storms and cleanup of oil from multiple catastrophic engine nukings.

When the new Honda Civic GX will be available in the U.S., it will come with an option that allows you to bypass all gas stations and to fuel at home. No, it won’t be electric. It will be powered by compressed natural gas ( CNG).

Honda has never paid too much attention to how other car makers do things. In the past this led to many highly successful innovations. Today…well today we have the ninth-generation Civic, recently launched as an early 2012 model.

Those of you who follow 24 Hours of LeMons racing know the tale of the One Lap Integra, an Integra GS-R that got knocked down to LeMons price range because it had been rolled into a ball by a leadfooted previous owner. The car was hopeless, but the 170-horse B18C1 engine and transmission are in good shape… and now I’ve bought them for my beater ’92 Civic DX.