Road Test
Full Test: 2001 Honda Civic
TADOW! - How You Like Me Now?!
For those of you who read our 2000 Economy Sedan Comparison Test, you already know that last year's best-selling economy sedan (according to the January 8, 2001 issue of Automotive News), the Honda Civic, placed eighth out of nine vehicles. We were surprised -- to say the least -- as we're sure were many Civic loyalists. But were the test results blasphemous? Not at all. The 2000 Civic wasn't a bad car; it just needed to keep up with the times. To be specific, Nissan and Ford, among others, had caught Honda dozing.
Enter the all-new redesigned 2001 Honda Civic, complete with two new body styles and a promotion from subcompact to compact car status. The enthusiast-oriented Civic Si and the hatchback model have been axed for 2001; the Civic is available now only as a sedan and a coupe. The Sedan is available in base DX, popular LX, luxo EX or natural gas-powered GX trim, the latter equipped with a continuously variable transmission (CVT). The Coupe can be had as a DX, LX, EX or an HX, which features Honda's high-efficiency VTEC-E Lean Burn engine (CVT is available as an option on the HX Coupe). Our two test specimens were a Civic LX Sedan and the more aggressively styled, generously appointed EX Coupe. Take a deep breath; it's time to hop behind the wheel and determine whether the new Civic deserves to hold on to its best-selling status.
A redesign wouldn't be complete without engine improvements, although in the case of the 2001 Civic, those changes are relatively minor. Displacement is up only slightly (from 1.6 to 1.7 liters) in both engines. The VTEC engine is up on torque from the previous generation, making 114 foot-pounds of grunt at 4,800 rpm (up 7 from last year), while the base engine makes 110 ft.-lbs. of twist at 4,500 rpm (up from last year's 103). Our EX coupe tester came standard with the VTEC (Honda's acronym for Variable Valve Timing and Lift-Electronic Control) engine, while the LX sedan came with the base 1.7-liter. Pony power from the VTEC engine remains 127 as in the previous generation, while the base engine goes from 106 to 115 horsepower.
During track testing, the LX Sedan scooted from 0 to 60 in 8.4 seconds, while the EX Coupe hustled to 60 in an impressive 7.9 seconds. The Sedan swallowed the quarter mile in 16.5 seconds, while the Coupe gulped it down in 16.2. Both models' times were markedly better than those posted by the 2000 LX Sedan we drove in last year's comparison test. In real world driving, the horsepower increase in each engine wasn't readily apparent; both models built up and maintained speed without complaint and passing power was never lacking, just as in last year's Civic. One of our drivers was cognizant, however, of the increase in mid-range torque, which he found delightful.
But the most notable engine improvements have more to do with refinement and environmental consideration than with brute power. Both engines are now certified with Ultra Low Emission Vehicle (ULEV) status in all 50 states -- making the new Civic as clean as Honda's own gas-electric hybrid, the Insight -- and the EPA fuel economy rating is now up to 32 mpg city and 37 mpg highway with the VTEC engine. The base 1.7-liter engine has a slightly higher highway rating of 39 mpg. A more rigid crankshaft and redesigned pistons were utilized to reduce engine noise and vibration, and they seem to have worked; noise from both engines was adequately suppressed, although the VTEC engine in the EX Coupe was noticeably buzzier at highway speeds, probably due to its transmission's lower (higher numerically) final drive ratio.
We found the Civic's most impressive drivetrain improvements to be in the transmission. Both the EX coupe and the LX sedan we tested were equipped with a five-speed manual tranny. For 2001, Honda revised the gearbox to afford a "click stop" shifting feel for sportier responsiveness. Increased synchro capacity also contributes to a more fluid shifting feel, while a flexible flywheel cuts down on engine vibration. These revisions were indeed evident in both of our test vehicles -- the clutch and shifter worked together with a buttery precision usually reserved for more expensive vehicles, and clutch take-up was exceptionally smooth. While the Civic's manual tranny was already in the top percentage of its class, 2001's revisions are enough to keep the Civic's competitive edge in this respect. For instance, when compared to our very competent and fun-to-drive long-term Focus, shifting action in the new Civic is undeniably more seamless.
Much ado has been made about Civic's redesigned suspension, with some detractors claiming that Honda had "sold out" by replacing the sophisticated double-wishbone front suspension with the more inexpensive MacPherson strut configuration. We spoke to one of Honda's PR representatives about the matter, and he asserted that the new suspension was rather like a hybrid of a double-wishbone and a MacPherson strut configuration. He maintained that the relocated, high-mounted steering gearbox provides better toe control (the amount that the tires point in toward each other), thereby reducing bump steer and keeping the tires in contact with the road. There's no denying that the redesigned suspension is tuned more for ride comfort than for performance, but it really isn't noticeable under most driving conditions. We have heard, however, that struts make it harder to lower a vehicle. But unless you're a street-racer who plans to make that kind of modification to your Civic, we don't see what the big whoop is.
Both front and rear spring rates were reduced for 2001, and the front suspension still utilizes gas-filled shock absorbers to make for a smoother ride in the new Civic. Indeed, the Honda does a nice job of absorbing harsh road irregularities, while at the same time keeping body roll in check. Over undulating pavement, however, the vehicle floated a little more than we would've liked. Then again, the movement was far from wallowy, and most people will find it perfectly acceptable for your average economy car.
Honda also revamped the Civic's steering for 2001 -- a quicker ratio makes for immediate responsiveness and the power-assisted system is now variable effort, offering more power assist at low speeds and less assist as speed increases. We had virtually no complaints with the new steering system, which we found to be nimble and well weighted. The front disc brakes have been beefed up slightly, as well; the rotors are larger in diameter (from 9.5 to 10.3 inches) on DX and LX models and remain at 10.3 inches on the EX. Pedal feel was progressive on the Sedan, and deceleration from 60 to 0 was covered in 146 feet. The ABS engaged unobtrusively on the EX Coupe (60 to 0 was accomplished in a much more confidence-inspiring 124 feet). While stopping action was far from atrocious in the Sedan, our test driver asserted that the confidence of ABS is worth the extra investment. Too bad antilock brakes are still only available with EX or GX trim.
With this year's redesign, Honda made absolutely sure that the new Civic was distinguishable from the previous generation. Furthermore, designers wanted to establish separate personalities for the Sedan and Coupe (the Sedan was designed in Japan, the Coupe in the U.S.). We deemed both vehicles attractive and cleanly styled. The Coupe's design is sportier and slightly more daring than that of the Sedan, so Honda seems to have accomplished its goal -- its roofline is 1.6 inches lower than that of the Sedan, which is evident in its comparatively scant headroom. Tighter gap tolerances between body panels (most notably on the front and rear bumpers) contribute to the seamless, solidly screwed together look of both body styles, and the Coupe receives additional structural reinforcements to enhance its sporty-intentioned ride and handling characteristics. Nevertheless, we did notice more road noise making its way into the cabin in the Coupe than in the Sedan.
While there are those who would denigrate Honda for changing the Civic's front suspension design, no one can deny that the redesign pays off in terms of interior room. The MacPherson strut set-up takes up less room than the double-wishbone, thereby allowing the Civic's overall length to be decreased by 2 inches, while interior room has actually increased. Meanwhile, the more compact double-wishbone rear suspension allowed engineers to move the exhaust pre-chamber farther back, creating a flat floor for the interior. Now your buddies/kids will bloody fewer noses in the battle over who must sit in the middle seat.
Interior accommodations notably improved in the 2001 Civic. Front seat shoulder and hip room are a little more generous this year, and rear seat leg-, shoulder- and hip room have all been slightly increased in both body styles. We found the front seats to be comfortable, with decent lumbar support and side bolstering. The EX Coupe driver seat has a seat height adjustor and fold-down armrest, whereas the LX Sedan did not. Visibility in both vehicles is exceptional, thanks to narrow B- and C-pillars.
The backseat isn't as commodious -- while one 5-foot-7-inch editor found legroom to be sufficient, she was unimpressed with the minimal amount of foot room and inadequate thigh support. Fortunately, the backs of the front seats are soft, so taller passengers won't have to worry about bruising their knees. Backseat storage is pathetic, with nothing more than a single seatback pocket. All three rear seating positions get three-point seatbelts. In the Coupe, a slide bar on the front seatbelts thoughtfully facilitates ingress/egress of backseat riders.
Some of us were more impressed with the interior design of both models than others. One editor raved that she loved the center stack design, which is for the most part unchanged from that of the previous generation, placing climate control dials vertically down the driver side of the center stack -- a design which is both distinctive and utilitarian. The stereo controls, however, are odd in that they're angled slightly up and away from the driver. One critic griped that the stereo buttons were too small and the unit itself should have utilized more space in the dash. While the cloth and plastic interior is strictly no-frills, we admire Honda's ability to make it look so slick. We especially liked the muted bronze-colored trim around the shifter.
The EX Coupe we tested came with a black interior, which complemented its slightly edgier exterior design. All Coupes are distinguished on the inside by silver highlighted gauges and amber nighttime illumination. EX trim graced our tester with a single-CD player, but no cassette deck (LX trim offers a tape player only). It also included a nifty enclosed CD compartment (which holds three jewel cases) underneath the head unit. Other goodies that came standard with EX trim were a power tilt/slide moonroof, one rear cupholder (both trim levels get two up front), a cargo net and 15-inch tires (our LX Sedan was shod with 14-inchers). In addition to bigger wheels and tires, EX models come with a rear antisway bar, whereas LX models do not; consequently, we noticed less body roll in the Coupe than in the Sedan.
We discovered a few build quality issues atypical of Honda in both of our test vehicles, which we hope will be limited to early production models. The seat track cover behind the driver seat came off in the LX Sedan, and we found the passenger door trim surrounding the window switch to be loose and the hood and grille to be misaligned on the Coupe.
On the whole, we're pleased with the Civic's redesign. While it likely will not appeal very much to enthusiasts and aftermarket-oriented street racers, it should suit most people shopping in this class just fine. Whether or not the LX Sedan and EX Coupe are worth upwards of $15K and $17K, respectively, is largely a matter of personal preference. Frankly, we find it reprehensible of Honda to continue to make ABS such a costly option. Aside from that gripe, however, we can find little reason to steer the average economy sedan buyer clear of the new Civic.
Enter the all-new redesigned 2001 Honda Civic, complete with two new body styles and a promotion from subcompact to compact car status. The enthusiast-oriented Civic Si and the hatchback model have been axed for 2001; the Civic is available now only as a sedan and a coupe. The Sedan is available in base DX, popular LX, luxo EX or natural gas-powered GX trim, the latter equipped with a continuously variable transmission (CVT). The Coupe can be had as a DX, LX, EX or an HX, which features Honda's high-efficiency VTEC-E Lean Burn engine (CVT is available as an option on the HX Coupe). Our two test specimens were a Civic LX Sedan and the more aggressively styled, generously appointed EX Coupe. Take a deep breath; it's time to hop behind the wheel and determine whether the new Civic deserves to hold on to its best-selling status.
A redesign wouldn't be complete without engine improvements, although in the case of the 2001 Civic, those changes are relatively minor. Displacement is up only slightly (from 1.6 to 1.7 liters) in both engines. The VTEC engine is up on torque from the previous generation, making 114 foot-pounds of grunt at 4,800 rpm (up 7 from last year), while the base engine makes 110 ft.-lbs. of twist at 4,500 rpm (up from last year's 103). Our EX coupe tester came standard with the VTEC (Honda's acronym for Variable Valve Timing and Lift-Electronic Control) engine, while the LX sedan came with the base 1.7-liter. Pony power from the VTEC engine remains 127 as in the previous generation, while the base engine goes from 106 to 115 horsepower.
During track testing, the LX Sedan scooted from 0 to 60 in 8.4 seconds, while the EX Coupe hustled to 60 in an impressive 7.9 seconds. The Sedan swallowed the quarter mile in 16.5 seconds, while the Coupe gulped it down in 16.2. Both models' times were markedly better than those posted by the 2000 LX Sedan we drove in last year's comparison test. In real world driving, the horsepower increase in each engine wasn't readily apparent; both models built up and maintained speed without complaint and passing power was never lacking, just as in last year's Civic. One of our drivers was cognizant, however, of the increase in mid-range torque, which he found delightful.
But the most notable engine improvements have more to do with refinement and environmental consideration than with brute power. Both engines are now certified with Ultra Low Emission Vehicle (ULEV) status in all 50 states -- making the new Civic as clean as Honda's own gas-electric hybrid, the Insight -- and the EPA fuel economy rating is now up to 32 mpg city and 37 mpg highway with the VTEC engine. The base 1.7-liter engine has a slightly higher highway rating of 39 mpg. A more rigid crankshaft and redesigned pistons were utilized to reduce engine noise and vibration, and they seem to have worked; noise from both engines was adequately suppressed, although the VTEC engine in the EX Coupe was noticeably buzzier at highway speeds, probably due to its transmission's lower (higher numerically) final drive ratio.
We found the Civic's most impressive drivetrain improvements to be in the transmission. Both the EX coupe and the LX sedan we tested were equipped with a five-speed manual tranny. For 2001, Honda revised the gearbox to afford a "click stop" shifting feel for sportier responsiveness. Increased synchro capacity also contributes to a more fluid shifting feel, while a flexible flywheel cuts down on engine vibration. These revisions were indeed evident in both of our test vehicles -- the clutch and shifter worked together with a buttery precision usually reserved for more expensive vehicles, and clutch take-up was exceptionally smooth. While the Civic's manual tranny was already in the top percentage of its class, 2001's revisions are enough to keep the Civic's competitive edge in this respect. For instance, when compared to our very competent and fun-to-drive long-term Focus, shifting action in the new Civic is undeniably more seamless.
Much ado has been made about Civic's redesigned suspension, with some detractors claiming that Honda had "sold out" by replacing the sophisticated double-wishbone front suspension with the more inexpensive MacPherson strut configuration. We spoke to one of Honda's PR representatives about the matter, and he asserted that the new suspension was rather like a hybrid of a double-wishbone and a MacPherson strut configuration. He maintained that the relocated, high-mounted steering gearbox provides better toe control (the amount that the tires point in toward each other), thereby reducing bump steer and keeping the tires in contact with the road. There's no denying that the redesigned suspension is tuned more for ride comfort than for performance, but it really isn't noticeable under most driving conditions. We have heard, however, that struts make it harder to lower a vehicle. But unless you're a street-racer who plans to make that kind of modification to your Civic, we don't see what the big whoop is.
Both front and rear spring rates were reduced for 2001, and the front suspension still utilizes gas-filled shock absorbers to make for a smoother ride in the new Civic. Indeed, the Honda does a nice job of absorbing harsh road irregularities, while at the same time keeping body roll in check. Over undulating pavement, however, the vehicle floated a little more than we would've liked. Then again, the movement was far from wallowy, and most people will find it perfectly acceptable for your average economy car.
Honda also revamped the Civic's steering for 2001 -- a quicker ratio makes for immediate responsiveness and the power-assisted system is now variable effort, offering more power assist at low speeds and less assist as speed increases. We had virtually no complaints with the new steering system, which we found to be nimble and well weighted. The front disc brakes have been beefed up slightly, as well; the rotors are larger in diameter (from 9.5 to 10.3 inches) on DX and LX models and remain at 10.3 inches on the EX. Pedal feel was progressive on the Sedan, and deceleration from 60 to 0 was covered in 146 feet. The ABS engaged unobtrusively on the EX Coupe (60 to 0 was accomplished in a much more confidence-inspiring 124 feet). While stopping action was far from atrocious in the Sedan, our test driver asserted that the confidence of ABS is worth the extra investment. Too bad antilock brakes are still only available with EX or GX trim.
With this year's redesign, Honda made absolutely sure that the new Civic was distinguishable from the previous generation. Furthermore, designers wanted to establish separate personalities for the Sedan and Coupe (the Sedan was designed in Japan, the Coupe in the U.S.). We deemed both vehicles attractive and cleanly styled. The Coupe's design is sportier and slightly more daring than that of the Sedan, so Honda seems to have accomplished its goal -- its roofline is 1.6 inches lower than that of the Sedan, which is evident in its comparatively scant headroom. Tighter gap tolerances between body panels (most notably on the front and rear bumpers) contribute to the seamless, solidly screwed together look of both body styles, and the Coupe receives additional structural reinforcements to enhance its sporty-intentioned ride and handling characteristics. Nevertheless, we did notice more road noise making its way into the cabin in the Coupe than in the Sedan.
While there are those who would denigrate Honda for changing the Civic's front suspension design, no one can deny that the redesign pays off in terms of interior room. The MacPherson strut set-up takes up less room than the double-wishbone, thereby allowing the Civic's overall length to be decreased by 2 inches, while interior room has actually increased. Meanwhile, the more compact double-wishbone rear suspension allowed engineers to move the exhaust pre-chamber farther back, creating a flat floor for the interior. Now your buddies/kids will bloody fewer noses in the battle over who must sit in the middle seat.
Interior accommodations notably improved in the 2001 Civic. Front seat shoulder and hip room are a little more generous this year, and rear seat leg-, shoulder- and hip room have all been slightly increased in both body styles. We found the front seats to be comfortable, with decent lumbar support and side bolstering. The EX Coupe driver seat has a seat height adjustor and fold-down armrest, whereas the LX Sedan did not. Visibility in both vehicles is exceptional, thanks to narrow B- and C-pillars.
The backseat isn't as commodious -- while one 5-foot-7-inch editor found legroom to be sufficient, she was unimpressed with the minimal amount of foot room and inadequate thigh support. Fortunately, the backs of the front seats are soft, so taller passengers won't have to worry about bruising their knees. Backseat storage is pathetic, with nothing more than a single seatback pocket. All three rear seating positions get three-point seatbelts. In the Coupe, a slide bar on the front seatbelts thoughtfully facilitates ingress/egress of backseat riders.
Some of us were more impressed with the interior design of both models than others. One editor raved that she loved the center stack design, which is for the most part unchanged from that of the previous generation, placing climate control dials vertically down the driver side of the center stack -- a design which is both distinctive and utilitarian. The stereo controls, however, are odd in that they're angled slightly up and away from the driver. One critic griped that the stereo buttons were too small and the unit itself should have utilized more space in the dash. While the cloth and plastic interior is strictly no-frills, we admire Honda's ability to make it look so slick. We especially liked the muted bronze-colored trim around the shifter.
The EX Coupe we tested came with a black interior, which complemented its slightly edgier exterior design. All Coupes are distinguished on the inside by silver highlighted gauges and amber nighttime illumination. EX trim graced our tester with a single-CD player, but no cassette deck (LX trim offers a tape player only). It also included a nifty enclosed CD compartment (which holds three jewel cases) underneath the head unit. Other goodies that came standard with EX trim were a power tilt/slide moonroof, one rear cupholder (both trim levels get two up front), a cargo net and 15-inch tires (our LX Sedan was shod with 14-inchers). In addition to bigger wheels and tires, EX models come with a rear antisway bar, whereas LX models do not; consequently, we noticed less body roll in the Coupe than in the Sedan.
We discovered a few build quality issues atypical of Honda in both of our test vehicles, which we hope will be limited to early production models. The seat track cover behind the driver seat came off in the LX Sedan, and we found the passenger door trim surrounding the window switch to be loose and the hood and grille to be misaligned on the Coupe.
On the whole, we're pleased with the Civic's redesign. While it likely will not appeal very much to enthusiasts and aftermarket-oriented street racers, it should suit most people shopping in this class just fine. Whether or not the LX Sedan and EX Coupe are worth upwards of $15K and $17K, respectively, is largely a matter of personal preference. Frankly, we find it reprehensible of Honda to continue to make ABS such a costly option. Aside from that gripe, however, we can find little reason to steer the average economy sedan buyer clear of the new Civic.
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