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We found ride quality in the Honda Civic solid, but not overly firm, with less road noise and wind whistle than is common for the class. The exceptionally stiff chassis gives the Civic a solid and planted feel. The brake feel is solid as well. Thoroughly modern front and rear suspension designs deliver impressive stability and certain steering response. The long wheelbase smoothes the ride. We like driving Honda Civics.
The five-speed automatic is just that, a select-it-and-leave-it transmission, and it does the job admirably. Thankfully, Honda has not fallen prey to the Sport-Shift fad. We do wish, though, that Honda would insert a tab below the D setting in the gate, as we sometimes shifted past it when shifting out of Park or Reverse and ended up in the D3 notch.
The five-speed manual gearbox is a bit rubbery, and hitting the desired gear requires careful aim.
The base-level 1.8-liter, four-cylinder engine is rated at 140 horsepower and 128 pound-feet of torque. Honda rates the combined output of the Hybrid's electric motor and 1.3-liter gasoline engine at 110 horsepower and 123 pound-feet of torque, on regular unleaded. The LNG-powered GX rates 113 horsepower and 109 pound-feet. The Honda Civic Si and Si Mugen models feature 197 hp and 139 lb-ft, thanks partly to a high-compression cylinder head that demands premium fuel.
The 2008 EPA fuel economy estimates are 26/34 mpg City/Highway for the five-speed manual, 25/36 mpg for the five-speed automatic, and 21/29 mpg for the Civic Si and Mugen Si with the six-speed manual. The Hybrid earns a 40/45 mpg rating, the GX a gasoline-equivalent of 24/36. These numbers are lower than last year solely because of new test procedures at the EPA designed to produce results more like the mileage you'll get out in the real world.
The Si engine is powerful. Hard acceleration is often accompanied by torque steer, a tug on the steering wheel that calls for some driving. Around 6,000 rpm the engine delivers a power surge as the i-VTEC's variable valve mechanicals shift emphasis from torque to horsepower. A helical-type, limited-slip differential enhances traction in angry driving situations.
The Civic's 60/40 front/rear weight bias means that understeer (where the car wants to go straight when the driver wants it to turn) is the dominant directional dynamic. The Si models come with electronic stability control and larger front disc brakes.
The Honda Civic Si Sedan is almost as much fun as the Si Coupe. The sedan rides on a wheelbase that's two inches longer and is a tick heavier (by 60 pounds). So, it's a tick slower in acceleration, although it takes a stopwatch to notice. Steering response isn't quite as sharp, despite the sedan's thicker front stabilizer bar and different shock tuning from the coupe's.
The Civic Mugen Si starts with the Si sedan and adds a stiffer suspension (which also lowers the vehicle 0.6 inches), 18-inch forged alloy wheels, a full aerodynamic body kit with adjustable rear wing spoiler, a rear diffuser, and a sport-tuned exhaust system claimed to reduce back pressure downstream from the catalytic converter. Honda says the suspension was tested at the Twin Ring Motegi racing circuit in Japan. Damping rates are increased between 8 and 24 percent (depending on whether we're talking front or rear, jounce or rebound), and the wheels are actually 27 percent lighter than the 17-inchers on the garden-variety Si. Grippy B.F.Goodrich g-Force KDW 215/40ZR18 summer tires keep the Mugen stuck to the pavement.
The Honda Civic Hybrid's CVT automatic takes some getting used to, as the shiftless transmission leaves the tachometer needle roving seemingly aimlessly around the dial while the engine management system's electronic brain works to keep the engine speed at its most efficient given road speed and load. The Hybrid can deactivate up to all four of its cylinders and operate using only its compact (just 70mm wide) electric motor in certain low-speed situations. Its 1.3-liter gasoline engine features the same i-VTEC technology as the other Civics, albeit with 8 valves instead of sixteen. By itself it produces 93 horsepower at 6000 rpm, and 89 pound-feet of torque at 4500. Because the electric motor develops its peak 20 horsepower and 76 pound-feet at different speeds (2000 and 1160 rpm, respectively), Honda rates the combined power more conservatively than simply adding the peak numbers together.
Both Civic Hybrid and Civic GX are classified as Advanced Technology Partial Zero Emissions Vehicles (AT-PZEV) by the California Air Resources Board (CARB).
The Civic GX is powered by a dedicated natural gas version of the Civic's 1.8-liter i-VTEC engine. Because it produces close to zero regulated emissions, buyers are eligible for a $4,000 federal tax credit. Refueling is simplified when you opt for Phill, an optional home refueling appliance sold through select Honda dealers in California. Currently, natural gas is approximately thirty-five percent less expensive than gasoline when purchased at a refueling station, and can be more than 50 percent cheaper than gasoline when supplied by a Phill. The Civic GX is the only vehicle certified by the EPA to meet both Federal Tier 2-Bin 2 and Inherently Low Emission Vehicle (ILEV) zero evaporative emission certification standards. But consumers can only buy the GX through certain qualified dealers in New York and California, although it is available to fleets nationwide.
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