[iVtecDTsX]

Ya, gotta remember, their not having a k24 rev past 8k.
Just no word when vtec cracks(engages) vs our 6300 stock engagement.

on the flip side, the side of the civic coupe where the rear window is and under looks like an altima coupe. Yuckkkkkk

 

[2K6TSX]

i saw this concept at the auto show tonight..car looks pretty good but the front windshield is HUGE.. I thought the current gen's one was too big.

 

[iVtecDTsX]

It looks like another one that'll have to grow on me, the rear end is really hideous tho mannn.

 

[Carmagnut]

I think in general the models look good and the upgrade in torque will be a blessing in a car that is lighter than the TSX.

 

[.::miLan]

Quick Photoshop work:

I don't like it, but like the 8th generation Civic, it will probably grow on me.

 

[Kevin]

Source: jokka on 8thcivc.com

Real life pics of the 2012 Si, BARF - 8th Generation Honda Civic Forum

They're releasing the new honda civic on april 20th.

 

[EuroRspec]

Quick Photoshop work:

I don't like it, but like the 8th generation Civic, it will probably grow on me.

Thats a great chop. BTW, this is the 9th gen. I don't like them either, they look ugly and big. The back on the four door looks like a Neon. For the first time I have to say that I like the coupe better than the four door.

Also, there is a reason that the civic is no longer available in Japan, it looks like this. The Japanese smart for not wanting the 9th gen.

 

[TSX69]

On Sale

Honda Civic Goes on Sale Today w/ Lots of Choices

Honda slams into the small-car market today as it puts its multiple-model Civic compact on sale, starting at $16,535 including shipping. That's $840 more than the Hyundai Elantra, which was redesigned for 2011 and quickly has emerged as one of the champs of the compact car class.

Honda says it will sell the natural-gas-fueled version of Civic nationwide, not just in some regions, but won't put the first n.g. cars in showrooms until fall, then spend another year getting them into all markets.

Too, the high-performance version of the sedan and coupe, called Si, hits dealerships May 24, Honda says. Meantime, you have your choice among a robust array:

Gasoline mainstream sedans and coupes.
Hybrid sedan that has an easy to remember fuel-economy rating: 44/44/44.
HF fuel-efficient model that gets several more mpg than the otherwise similar gas engine sedan.​

We'll give you the lowdown on Civic in this Friday's Test Drive column, but for now you need to know that the hybrid still shimmies when the gas engine restarts and that the Si version has a little more horsepower, a lot more torque., making it easy and satisfying to drive.

HF is a painless way to save gas; no drivability or power compromises, but is it worth the extra dough?

We've included the price sheet straight from Honda's announcement. Even if you aren't that interested in the MSRP (manufacturer's suggested retail price), it's worth a quick look just to see the staggering number of different Civic models. The details:

Sedan, Transmission, MSRP (excluding $750 shipping), MPG City/Hwy/Combined

Civic DX Sedan 5-Speed Manual $15,805 28/36/31
5-Speed Automatic $16,605 28/39/32

Civic LX Sedan 5-Speed Manual $17,855 28/36/31
5-Speed Automatic $18,655 28/39/32

Civic HF 5-Speed Automatic $19,455 29/41/33

Civic EX Sedan 5-Speed Automatic $20,505 28/39/32

Civic EX Sedan with Navi 5-Speed Automatic $22,005 28/39/32
and XM Radio

Civic EX-L Sedan 5-Speed Automatic $21,955 28/39/32

Civic EX-L Sedan with Navi and XM Radio 5-Speed Automatic $23,455 28/39/32

Civic Si Sedan 6-Speed Manual $22,405 22/31/25

Civic Si Sedan with summer tires 6-Speed Manual $22,605 22/31/25

Civic Si Sedan with Navi
and XM Radio 6-Speed Manual $23,905 22/31/25

Civic Hybrid

Civic Hybrid Continuously Variable Transmission (CVT) $24,050 44/44/44

Civic Hybrid with Navi and XM Radio Continuously Variable Transmission (CVT) $25,550 44/44/44

Civic Hybrid Sedan with Leather Continuously Variable Transmission (CVT) $25,250 44/44/44

Civic Hybrid Sedan with Leather, Navi and XM Radio Continuously Variable Transmission (CVT) $26,750 44/44/44

Coupe

Civic DX Coupe 5-Speed Manual $15,605 28/36/31
5-Speed Automatic $16,405 28/39/32

Civic LX Coupe 5-Speed Manual $17,655 28/36/31
5-Speed Automatic $18,455 28/39/32

Civic EX Coupe 5-Speed Manual $19,705 28/36/31
5-Speed Automatic $20,505 28/39/32

Civic EX Coupe with Navi and XM Radio 5-Speed Automatic $22,005 28/39/32

Civic EX-L Coupe 5-Speed Automatic $21,955 28/39/32

Civic EX-L Coupe with Navi and XM Radio 5-Speed Automatic $23,455 28/39/32

Civic Si Coupe 6-Speed Manual $22,205 22/31/25

Civic Si Coupe with summer tires 6-Speed Manual $22,405 22/31/25

Civic Si Coupe with Navi and XM Radio 6-Speed Manual $23,705 22/31/25

Civic Si Coupe with Navi, XM Radio and summer tires 6-Speed Manual $23,905 22/31/25

 

[Jeremiah]

I look forward to finding out information about the SI LSD equipped transmission.

On my quest to obtain an LSD for the TSX, it appears that the CU2 has a 14 bolt ring gear for the LSD, while the old K series transmissions had a 10 bolt ring gear. I am hoping that the SI has the newer 14 bolt ring gear, which will mean the TSX can finally get a LSD.

 

[TSX69]

AutoBlog

1st Drive: 2012 Honda Civic Sedan & Coupe

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 1st 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.

According to Honda, the designers of the 2012 Civic came to the U.S. for inspiration and found that the "1 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 4-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 2 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 4-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 5-speed manual cog-swapper on lower trims, while the Civic Hybrid benefits from a CVT and the more menacing Si uses a 6-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 5-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.

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 5-speed manual transmission.

On the road, the Civic Sedan feels comfortable, though the high-winding 1.8-liter 4-cylinder engine serves up its fair share of noise in the higher registers. Unlike some of its competition, the Civic still benefits from a 4-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 4 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 2 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 6-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 9th-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 4-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 3 to 5 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.

 

[TSX69]

Car & Driver

2012 Honda Civic Si - First Drive Review
Down 1000 rpm on its predecessor, the Honda Civic Si searches for its mojo.

"People have been saying that Honda’s lost its mojo, but that’s not true. We just put it in a closet for a while.” That pronouncement comes from a Honda insider, delivered in a whisper, and on condition of anonymity. After all, with the demise of the S2000 sports car, the Si is the only four-wheeled Honda with any performance cred. But if you’ve been waiting for a significant uptick in Si mojo—enough to put it a little closer to the pace of the Mazdaspeed 3 or VW GTI—we just hope you aren’t holding your breath.

Specifically Speaking

Let’s look at some numbers. The outgoing Si was motivated by a 2.0-liter, naturally aspirated aluminum four with Honda’s clever iVTEC dual-overhead-cam system creating impressive top end power: 197 horses at 7800 rpm. It was typical of a generation of Honda engines that extracted serious output from small displacement: same 86-mm bore and stroke, lots of revs (8000-rpm redline), a little thirsty when pressed hard, and distinctly short on torque, but rewarding to the driver who valued a taste of racing technology in an affordable street car.

The new Si marches to a different beat, the 2.0 replaced by a 2.4-liter iVTEC four with a distinctly long-stroke design—87-mm bore and 99-mm stroke—that doesn’t quite provide the high-rpm rush of its predecessor. Redline (and the power peak) are both listed at 7000 rpm, which is odd, but there’s a smidge more top end—201 hp—and a notably fatter mid range. Displacement is the wellspring of torque, particularly in a naturally aspirated engine, and there’s considerably more of it here than in the old engine: 170 lb-ft at 4300 rpm versus 139 at 6100. You can expect more of this long-stroke approach in the future, as carmakers work to reduce fuel consumption and emissions.

A slick 6-speed manual continues to be the only transmission option—we’ve no complaints on that point—and EPA fuel-economy forecasts are unchanged: 22 mpg city/31 highway, with a strict diet of premium fuel still required.

The Package

The sheetmetal surrounding the Si’s new engine will look very familiar to the Civic faithful. There are fresh creases and new tweaks, but Honda chose to carry on with essentially the same slippery shape it introduced in 2005. Same doesn’t mean carbon copy, however. While most body dimensions are pretty much identical, the wheelbase has been shortened by1.1 inches on the coupe.

Given Honda’s emphasis on smooth ride quality—even in the Si—the shorter wheelbase may seem a little surprising. But the redesign also includes increased chassis rigidity—a 10 percent uptick in static rigidity, 12% in dynamic, according to the engineering team—meaning more latitude for suspension tuning. As before, the Si models get higher spring rates, harder suspension bushings, and firmer damping than lesser Civics. Honda also preserved the previous generation’s limited-slip diff and electric power steering.

The Sum of the Parts

Does all of this add up to a better Civic Si? As our drive was confined to very limited seat time on urban streets devoid of challenge—plus 1 run on a stadium parking lot autocross course—the jury is out. Grip seems adequate—the 17-inch wheel-and-tire package (215/45s) is unchanged—and an increase in front rotor size should produce improved braking, something the previous Si needed. And the intervention threshold of the stability-control system is high; weekend autocross warriors could well run competitive times without turning it off. Honda’s work with ride quality seems to have produced the desired result—if creamy ride quality is a key objective in a car such as this. However, the “motion-adaptive electric power-assisted rack-and-pinion steering” is light, vague, and, at 3.1 turns lock-to-lock, a little slow for a car in this class.

On the power side of the equation, the new Si’s around-town response seems a little more vigorous, delivering more thrust at lower rpm. And, although we miss the high-rpm scream of the 2.0, the 2.4-liter’s exhaust note has an authoritative tenor snarl. The question remains, however, whether the Si’s tiny horsepower increase will put it any closer to its hot-hatch rivals from Mazda and VW in a straight line. And we have yet to experience the hot ST version of the new Ford Focus.

Pricing Strategy

Pricing for the Civic Si coupe starts at $22,955, with the sedan opening at $23,155. The only standalone option is high-performance summer tires (add $200), while nav and satellite radio are baked into a $1500 package. That puts a loaded Civic Si right where pricing for either the Mazdaspeed 3 or the Volkswagen GTI begins.

So the new Si appears to be strategically positioned against the top dogs in this class. The quality of the interior materials has improved, the front buckets provide a little more lateral support—with no sacrifice in comfort—and the red accents and stitchery provide a sporty note without looking juvenile. Based on our very limited exposure, the new Si looks like it should at least be satisfying to just about anyone. On the other hand, if you—like us—had hoped for the sort of mojo that distinguished the last generation, you may be just a bit underwhelmed.

 

[TSX69]

MotorTrend

First Drive: 2012 Honda Civic
Now in Its 9th Generation, the Honda Civic Continues to Fly hig

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 New Cars, Car Reviews & Prices, Used Cars for Sale, & Auto Shows at Motor Trend Magazine later this year for 1st-drive impressions of the Civic Natural Gas.

 

[TSX69]

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.​

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.​

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.

 

[TSX69]

LeftLaneNews

First Drive: 2012 Honda Civic [Review]

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.

http://photos.leftlanenews.com/photos/content/january2011/thumbnailsnew/civic-drive-15_620.jpg​

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.

 

[TSX69]

CarConnection

1st Drive Impressions

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.

 

[TSX69]

Jalopnik

2012 Honda Civic Si: 1st Drive

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.

 

[Kevin]

trade in the tsx...? hmmm

 

[TSX69]

InsideLine

2012 Honda Civic Si 1st Drive

After you see the commercials for the 2012 Honda Civic Si, you might think the car was built by over-caffeinated Japanese animators for equally restless gum-chewing teenage girls who dabble in ninja work when they tire of hanging out in Tokyo's Yoyogi Park. Anything but subtle, the marketing message appears to target a buyer raised on video games, Red Bull and manga. Ironically, inspiration for the new Si came from a farther-flung blend of kookiness: yoga and Pilates.

Seeking ideas for the 9th generation of a cornerstone product, Honda designers from Japan's Wako studio came to the U.S. to walk among Civic buyers, both past and potential. Toshiyuki Okumoto, chief exterior designer for the new car, says he wanted to learn their lifestyles and values. His team found that Civic buyers are an earthy, body-conscious lot into ecology, good fuel economy and Eastern stretching. Okumoto wanted to integrate yogic principles of purity and efficiency into the new Civic skin, and create something that brought vitality to the surface.

"The silhouette was key," he says. "We wanted it to have this feeling of energy, of strength bursting from within."

As design concepts go, we've heard weirder. Truth is, the 2012 Honda Civic Si doesn't look a whole pin different from its predecessor. Sure, its rear flanks show more cut and definition, bringing home Okumoto's point; the sheet metal indeed looks as though it's toned up in the ashram. The grille is pinched in and the headlights dip deeper to the road for more scowl. Character lines run across the beltline and rise up from the door sills, giving the Si a windswept look.

They're subtle changes that fire up the Civic's static profile enough to rekindle interest, without making noisy statements or reinventing the segment. More welcome are what separates the new Si from the one it replaces: more grunt, quicker twist and more of the ragged character that forged the sport compact coupe explosion a decade ago.

The Unbearable Lightness
Smooth clutch. That's the 1st thing we notice when merging into Washington, D.C.'s morning maze of 1-ways and roundabouts. The clutch pedal offers the slightest resistance, and it's accompanied by the 6-speed manual's equally greasy short-shift throws that are essentially just 2-fingered flicks. It's too light, really. We'd prefer a little more meat, a little more fight in our row. Still, drivers in congested urban areas will likely appreciate the Si's well-oiled gearbox over the course of 50,000 miles and innumerable traffic jams.

A 1.1-inch shorter wheelbase and 18-pound lighter frame make the chassis eager to rotate.

Lightness may be virtuous when swapping cogs, but not when applied to interior materials. The small-diameter leather-wrapped steering wheel, thick seat bolsters and stylish red stitching throughout highlight a cabin otherwise trimmed with dull, hollow plastics. An even steeper windshield rake on this year's model yields an expansive dash of hardened petroleum that continues through the door panels and down the center stack.

It's a stark contrast to the slim-fit dash of a beautifully preserved '76 Civic wagon we see at an event later that evening, its dash just a thin strip of red vinyl-covered foam not much wider than a deli sandwich (we do, of course, appreciate our chances of walking away from the wrong end of a Suburban in a new Civic compared to its nostalgic brother). While the Chevrolet Cruze, Ford Focus and Hyundai Elantra have raised the standards for interior refinement, the Civic has inexplicably fallen behind.

Set deep in that massive cowl is Honda's 2-tier dash and driver interface, which now includes the intelligent Multi Information Display, or iMID. Opt for an Si with navigation and you'll have 4 stations competing for your attention: tach, speedometer, iMID and nav. The digital speedo, fuel gauge and schticky (but kinda cool) VTEC shift lights sit in the upper portion, in the sight line above the steering wheel rim.

The iMID shares the upper tier adjacent to the speedometer and displays audio and hands-free phone functions, trip information and maintenance minders. Keypads and menu buttons on the steering wheel navigate through the iMID, cruise control and hands-free phone functions, and it's intuitive enough for anyone who's spent time with a smartphone. But it's overload; there are 14 buttons and directional commands on the steering wheel alone.

Struts Are Here To Stay
After arriving at FedEx Field, we put the 2012 Honda Civic Si through its paces on an autocross course and nearby city loop. The parking lot outside the home of the hapless Washington Redskins seems an appropriate place to open up the Si through the cones; it effortlessly bobs and weaves like flamboyant former 'Skins running back Clinton Portis.

The Civic's electric power steering and a 16.1:1 ratio feel right, while its composure through corners is confidently flat. A 1.1-inch shorter wheelbase and 18-pound lighter frame make the chassis eager to rotate, while the drivetrain's helical limited-slip helps keep the Z-rated Michelin summer rubber stuck to the pavement (all-season tires are standard).

Purists lamented Honda's switch from front wishbones to MacPherson struts in the 2002 Civic Si, and fretted again when they carried over to the next generation in 2006. Struts return for 2012, but are now so dialed in as to be indistinguishable from the beloved wishbones to all but the most sensitive autocrosser or track-day regular.

The 2012 Si's 11.8-inch brake rotors up front and 10.2-inch discs in back offer decisive and immediate bite. The brake pedal, like the clutch, still feels too light but maintained its quick grab even after multiple laps of fade-free flogging.

More Midrange, More Miles
The 2012 Honda Civic Si offers just a small 4-horsepower boost over its predecessor, raising it to 201 hp. More impressive is its 22 percent torque increase from additional bore (1mm) and stroke (13mm). The larger displacement makes for a 2.4-liter 4-cylinder that delivers its extra twist 800 rpm earlier, and a chassis that jumps from corners and straight-line cruising like a yogi working plyometrics into his routine.

Kept boiling at 4,300 rpm where it now packs 170 pound-feet of torque, the Si springs out of apexes with a pleasant exhaust growl, before righting itself and compressing for the next 1.

2nd through 6th gear ratios in the 6-speed manual have been tightened up, so keeping the four-pot in the sweet spot of its power band is easier. Acceleration benefits, too, with no cost in fuel economy, even with the larger displacement. At 22 city/31 highway mpg, the new Si beats the former on both counts.

Nearing 40, Close to 30
The 2012 Honda Civic Si coupe and sedan goes on sale this May, about a month after its standard Civic counterparts. The coupe will start at $22,955 and the sedan at $23,155. An Si coupe with all the trimmings — navigation, satellite radio, and summer tires — will sticker at $24,655.

Closing in on its 40th anniversary, a loaded Civic is still an impressive deal priced well below $30,000. Viewed against a Mazdaspeed 3 or Ford Focus Titanium in similar trim, however, you believe there must still be room at the top of the well-appointed, high-performance sport compact hill. The Civic Si's low-end power boost, fast reflexes and subtle design evolution cement its place in that company. Its busy, discount interior, however, keeps it from total ownership.

 

[whatsanacura]

I wonder what the fate of the K20 will be now. The K24 seems to deliver on all fronts except it doesn't rev quite as high, which helps out on reducing emissions so logical reasoning has been put into that. However, with a reflash (hopefully should come out) the Si should pack some good daily driver performance.

 

[TSX69]

Cars.com

2012 Honda Civic Review

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.