Years : 2012.
Review : 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.
Honda Civic has been one of the best compact city car for decades. A sophisticated leap set in 1975, when Honda decided integrating it the technical innovation since the clever emissions-reducing CVCC (“compound vortex controlled combustion”). No wonder that, according to its many achievements, Civic simply has become a leader in its class. Toward 2012, we are going to witness a rebirth of the Civic, the ninth generation of Honda Civic.
Interior pic.
Interior :
Once upon a time the instrument panels in Hondas were compact and shockingly low. The rest of the industry studied its cars to figure out how they’d done it. Well, the bi-level monstrosity in the 2012 Civic is so tall that I had to crank the seat up a few clicks to comfortably see over it. The front seats are better than those in smaller Hondas because the headrests don’t jut quite as far forward. They also provide more lateral support than you’ll ever need given the nature of the car. In back, the cushion is comfortably high off the floor, but (in the sunroof-equipped EX) there’s only enough headroom for those up to 5-10. Both the cushion and floorboard are both nearly flat, to enhance comfort for a center passenger. There’s a little more rear legroom than before, but the seat’s width remains that of a compact sedan.
The 2012 Civic comes four trims, but we will review one of those four trims, the Civic EX. The interior appearance is still a bit the same as the 2011 model. The cabin offers an ample room for 4-5 adult passengers. The front seats are wide and adjustable. The trunk has also been bigger, offering a total of 11.7 cubic feet of cargo capacity. The dashboard is now set in two rows housing the Tachometer on bottom, the speedometer on the right and a 5-inch LED screen of Multi-information Display (i-MiD) on center. The driver might adapt first with such a configuration which is different from the previous model, but all controls and instruments are surely easy to read or to use. i-MiD displays all the amenities functions, such as audio system and Bluetooth connectivity.
Exterior :
The new Civic usually rides smoothly, but feels a little unsettled over some surfaces and never feels precisely damped the way a Ford Focus or Mazda3 does. At times the rear suspension sounds and feels like it’s bottoming out under minimal duress—even with no one in the back seat. Noise levels are lower than in the past. But even with its enhanced smoothness and quietness, the Civic lacks the premium sound and feel of the Cruze and Focus.
The major payoff of all the thrill-killing tweaks: the EPA ratings are up from 25/36 to 28/39—edging out the Ford Focus’s 28/38 and nearly matching the Hyundai Elantra’s 29/40. (To out-eco the Elantra, a Civic HF with 29/41 ratings is also offered.) To help you achieve these numbers, a pair of thick bars flanking the digital speedometer change color from blue to green when you’re behaving. There’s also a prominently placed instantaneous mpg display. The average fuel economy readout within the new information display is a bit of a bother, though. You must reset the trip odometer to reset it, and to do this you must dig through three menu levels using buttons on the steering wheel, and then dig your way back out. “Keep it simple” this isn’t.
Engine :
Even in EX trim the Civic tips the scales at 2,765 pounds, light for a compact sedan these days. The powertrain remains a 1.8-liter four good for 140 horsepower hitched to five-speed automatic (a manual is no longer offered in the EX, a six-speed automatic has yet to arrive). Even if you don’t engage “Eco” mode the powertrain’s responds in a leisurely fashion and performs adequately at best. The transmission upshifts quickly and sometimes seems indecisive. Like that in the Elantra and some other competitors, a “smart” alternator tries to do most of its charging during braking, and de-clutches much of the rest of the time. Partly because of this attempt to boost fuel economy, the brakes feel more than a little like those in a hybrid.
Under the hood of EX is an improved 1.8 liter i-VTEC four-cylinder delivering 140 hp at 6500 hp and 128 lb-ft of torque at 4300 rpm. The EX has two available transmission, 5-speed manual or 5-speed automatic transmission. The test results that the Civic EX can sprint from 0-60 mph in nine seconds, with its top speed hits 125 mph. The Civic is one of the most fuel efficient car ever, the EPA rated 28 mpg city/39 mpg highway
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