My Experience

While fire-breathing 'Vettes, Evos, and M3s grapple in their highly-publicized, ever-escalating battles for supremacy, a humbler revolution is taking place in the lowly economy-car class. The revolution, in case you haven't noticed, is that they're all getting really good.

Econocars have traditionally been basic transportation, and little more--the automotive equivalent of plain toast. However, the small-car bar is soaring upwards, as are consumer expectations. Korean automakers have stepped up feature content to midsize levels. Mazda's new 3 has added sporty driving dynamics to the mix. Toyota's youth brand, Scion, is even pushing to make small, cheap cars cool, like they are in Japan and Europe.

What does all of this have to do with the Civic? Well, all of the aforementioned progress has occurred in the last couple years, yet the current Civic has received only minor cosmetic updates since its release in 2001. Does that mean the Civic has fallen behind the small-car curve? To find out, I test-drove three Civics--a manually-shifted LX and EX, and an automatic version of the latter.


Performance

The last time I drove a top-of-the-line EX sedan, I was underwhelmed by its flat-footed feel in routine driving. It left the same impression this time around. The EX's uplevel engine makes decent power--127 horses' worth--but there's precious little torque for around-town driving. As a result, the EX feels gutless until traffic conditions allow you to sprint for the redline.

In fact, I preferred the LX's 115hp engine in most situations. Its peak horsepower is lower than the high-revving EX's, but it makes more torque in the 2000-4000rpm range where most daily driving takes place. As a result, the LX feels more confident off the line, and more headstrong on inclines. I didn't miss the extra horses until I revved the engine up on a freeway on-ramp, where the LX's power trailed off above 5000rpm. But realistically, neither Civic feels strong compared to the Toyota Corolla, Hyundai Elantra, or Mazda 3.

Instead, the Civic's strong point is its refinement. These engines feel like sewing machines under the hood, transmitting very little vibration and emitting only a hushed whir. The sound escalates to a crisp, pleasant snarl under hard acceleration, but it never becomes intrusive. In terms of mechanical subtlety, the Civic still leads this class by a comfortable margin.

Budget buyers--and those with heightened environmental awareness--will also appreciate these engines' remarkable frugality. The LX model sips fuel at a miserly 32/28 miles per gallon, and the EX is nearly identical at 32/37. Automatic transmission models aren't far behind. Even in the context of its fuel-friendly class, the Civic is a standout.


Transmission/Clutch

Honda is known for producing some of the slickest manual transmissions in the business, so I expected excellence in this department. And while the Civic's shifter isn't sports-car quick, it's as good as it gets in the budget class. Its throws are fairly short, effort is fingertip-light, and engagements feel crisp and connected. The only thing missing is the substantial, "thunky" feel of the Mazda 3's manual.

The Civic's clutch, however, is less praiseworthy. Its long throw necessitates lots of up-and-down motion from the driver's left leg, a trait which detracts from one's enjoyment of the shifter. Its other attributes are typical econocar: light effort, smooth take-up, and little need for driver concentration.

For even more thoughtless shifting, you can opt for a four-speed automatic. But automatics tend to drain a lot of energy out of small cars--especially torque-poor ones like the Civic. The Civic's automatic shifts smoothly enough, but it makes the engine feel taxed and sluggish in merging and passing situations. Leadfoots will be much happier with the manual.


Steering/Handling

Once upon a time, Civics had a reputation for being unusually agile handlers, elevating them a class above most other compacts. However, this is less true with the latest-generation Civic. Curb weights are up, suspension sophistication is down, and enthusiasts on a budget will want to look elsewhere.

The Civic's steering is generally smooth and accurate, but its weighting is light compared to sportier rivals like the Ford Focus and Mazda 3, and its responses feel somewhat lifeless. Freeway tracking is less disciplined than I expected, and the muted feedback through the wheelrim doesn't help.

The Civic's chassis is a similar story--it's competent, but uninspired. The suspension generally feels firm and well-controlled, but hard driving yields significant body lean and unexceptional tire grip. Even more discouraging is the Civic's brake feel. The pedal feels stiff, squashy, and numb, and is difficult to modulate in simulated panic stops. I'm honestly not sure why more automotive publications don't take issue with this.

Of course, while the Civic doesn't have the athletic moves of a Mazda 3, its handling is still tidier and more composed than most second-string rivals. For typical buyers, I imagine the overriding impression will be that the Civic is "easy to drive." While its responses are no longer on the sporty end of the small-car spectrum, the Civic feels natural and immmediately familiar in routine driving. Spend ten minutes behind the wheel, and you'll forget you're driving it.


Ride

Civics have traditionally been praised for their "big-car" ride quality, and the current model will still appeal to those who prefer a firm ride. Body motions are quick and tightly-controlled around town, and the Civic remains steady on the freeway, where some rivals tend to bounce and float. In addition, the Civic's drum-tight body structure lends the car a pleasant feeling of solidity.

Noise levels are slightly better than average for the compact class. There's marked road rumble on most surfaces, and the tires become especially vocal on coarse pavement. But wind noise is nicely muted, and both engines are crisp-sounding and quiet.

However, if you've read between the lines in this section, you've probably gathered that the Civic's ride isn't all that soft, nor all that quiet. If you're looking for a pint-sized Lexus, you'd probably be better off with a Toyota Corolla.


Interior

The Civic's greatest strength in this department is its ability to make you feel instantly at home, as if it's been your daily driver for years. The driving position is natural and upright, while the low cowl and thin roof pillars lend the cabin a light, airy feel. Controls are simple and clearly marked, and the gauges are easy to read. This is a car that takes zero "getting used to," and that's sure to be appreciated by mainstream buyers.

It's similarly easy to appreciate the Civic's ergonomic virtues. Its front seats are supportive and comfortably firm, visibility is excellent, and the secondary controls are mounted high on the dashboard, where they're easy to reach. The only real goof I could find was the long center armrest--its leading edge bumped my elbow nearly every time I changed gears.

The Civic also scores well for materials quality. Its dashboard and door panels are made of nicely-grained plastics, with tight, precise fit and finish. The switchgear feels slick, too. However, some small-car rivals now meet--or beat--the Civic's sense of substance. Much of the Civic's interior feels hard to the touch, and some of the plastics lining the center console seem thin and lightweight.

You'll also have to ask yourself how important the style quotient is. The Civic's inoffensive interior is easy on the eyes, certainly, but it's also a little soulless. The Mazda 3's interior, on the other hand, offers character and quality. Honda recently attempted to dress things up a little by adding red-on-blue gauge illumination, but the overall ambiance still reeks of pragmatic conservatism.


Practicality

Of course, when a car reeks of pragmatic conservatism, that usually pays off in this department. And indeed, the Civic boasts one of the roomiest and most supportive rear seats in the small-car class. Even with the driver's seat reclined for my six-foot frame, I had legroom to spare in back.

The Civic falls closer to class-average, though, when the subject turns to cargo space. Its trunk displaces a commendable 12.9 cubic feet, and a split-folding rear seat is standard equipment, but neither figure is standout stuff. If you're after maximum cargo space, try looking at a Ford Focus wagon, Mazda 3 hatchback, or Scion xB.


Reliability

As you'd probably expect, the Civic scores very well on this point. A quick scan of consumer-advocacy sites reveals that the Civic receives nearly everyone's highest reliability rating. Thanks in part to such endorsements, the Civic also commands higher resale value than most compacts.


Overall

All things considered, the Civic is much more than a has-been. Even in the face of its newer rivals, it's refined, comfortable, and well-made. Plus, above all else, the Civic is a known quantity in the small-car segment. You won't get much attention while driving one, but your decision will be universally respected. The Civic is a "dollars and sense" kind of car, and its personality--such as it is--is one of quiet intelligence.

However, the Civic is no longer the undisputed cream of the small-car crop. Personally, with my enthusiast leanings, I see no reason to choose the Civic over the Mazda 3. The Mazda feels significantly more modern and substantial, with a rich-looking interior and the handling of a top-notch sports coupe.

Or, if you're looking for value, the latest wave of Korean cars is well worth your attention. Consider this: A midlevel Civic LX costs $16,025, yet comes with a weedy four-speaker stereo, plastic wheel covers, and non-ABS brakes. No options are available. If you want ABS, side airbags, alloys, or a sunroof, you have to step up to the $18,175 EX. For less than price of the aforementioned LX, though, you could get a Hyundai Elantra GT with leather upholstery, side airbags, a six-speaker stereo, and alloys--plus money left over for a sunroof and ABS.

Another option, for those who can't abide the thought of driving a Hyundai--although that's a bit silly--is to wait for the redesigned 2006 Civic. The new model should be out in the fall of 2005, and early information suggests it will be bigger, more stylish, and better to drive. Prices may go up slightly, but since there are rarely rebates on the current model, the next generation's improvements should be worth the small price hike. Personally, I'm keeping an eye out for the new Si...



Feel free to check out my reviews on some of the Civic's competitors:
Chevrolet Cavalier
Chevrolet Cobalt
Dodge Neon
Hyundai Elantra
Kia Spectra
Mazda 3
Mitsubishi Lancer
Nissan Sentra
Saturn ION
Scion xB
Suzuki Aerio
Suzuki Forenza
Suzuki Reno
Toyota Corolla
Volkswagen Golf
Amount Paid (US$): N/A
Model and Options: LX sedan, EX sedan