Honda’s popular compact Civic underwent a whirlwind evolution here in the U.S. market during the past two model years, with its respected reputation and imposing sales volume at stake. This episode highlights the competitive nature of the once unheralded entry segment, and how auto manufacturers respond to social and main stream media; making for an interesting case or thesis study someday.
Both Civic sedans and two-door coops underwent a major, next-generation redesign in the 2012 model year. The effort, however, received so-so reviews at best from the national press, including a resounding ‘thud’ from influential Consumer Reports magazine. Social media amplified the downbeat buzz resulting in Honda hunkering down with damage control to stem the tide of bad vibes.
That’s not where the saga ends. Cyber-space trash talk and lukewarm reviews were not hindering Civic sales at the dealership level. When the dust settled, Civic not only outsold all compact competitors including Toyota’s Corolla at the end of the 2012 calendar year, but ranked third in total U.S. car sales behind only the Toyota Camry and Honda’s own mid-sized Accord.
However, with the die cast early, Honda implemented an unprecedented ‘model refresh’ just two months into the 2012 redesign; which, in the long run, probably adds strength to the iconic Civic brand; but future visionaries and thesonians will dissect those tea leaves.
Initially, critical early 2012 reviews circled around Civic’s lackluster automatic transmission and interior qualities not on par with aggressive competition from Hyundai Elantra, Chevrolet Cruze and Ford Focus.
In the 2013 model year, Civic sedans underwent an exterior refresh and in 2014, coupes receive a stylish redo. Look for new side mirror housing, new wheel designs, updated tail light lenses along with sportier front and rear bumpers. New for both coupe and sedan is a continuously variable transmission (CVT) replacing the aging five-speed automatic. A CVT cycles through an infinite range of forward gear ratios rather than searching for five or six planetary ones resulting in smooth, seamless acceleration with improved fuel economy. From a performance standpoint, Civic’s rear stabilizer bar gets stiffened a bit.
Honda’s palindromic, front-wheel-drive Civic includes an assortment of varieties rivaling Ben & Jerry. Two body styles include four-door sedans and two door coupes. In addition to the standard 1.8-liter, four-cylinder gas-powered engine, Civic sedans come with two alternative power sources: a gas-electric hybrid (44 miles in both city/highway driving) and a compressed natural gas (CNG) edition. Civic CNG versions are sold in 37 of 50 states (including Illinois) and rate as one of the few mass-marketed CNG sedans available in any size. In addition, coupes offer a second gas-powered option, a 2.4-liter four cylinder performance driven Si version boasting a standard six-speed manual transmission, prominent rear spoiler and lower front bumper garnish.
Civic coupe’s workhorse 1.8-liter four cylinder outputs 143 horses, three more than 2013 thanks to a revised exhaust system. Estimated fuel economy numbers remain better-than-average, but not class leading. When coupled with the optional CVT transmission, expect 29 miles per gallon city and 38 mpg highway, better than the standard five-speed manual readouts of 28 city, 36 highway. Regular, 87 octane fills the 13.2 gallon tank.
The lowest-priced Civic coupe, an LX with standard five-speed manual transmission, starts at $18,190. Our tester this week, an EX with in-dash navigation, started at $24,024.
Once situated in the cockpit-like driver’s seat in, Civic coupe’s ultra-modern dash layout welcomes occupants without overwhelming the senses. New seat fabrics are added in 2014 and lower grade dashboard materials receive an upgraded.
Coupe trim levels include high volume LX and EX along with a fuel-extending EX-L. The EX trims feature a nifty new visual center screen feed providing a glimpse of potentially hidden hazards in addition to a backup camera feed. This second “Lane Watch” feed provides real time action of activities happening in the pesky, right-side blind spot.
When signaling a right turn from the signal stalk, a feed (via a small camera mounted in the side-view mirror housing) streams through the seven-inch dash display and continues for a few moments after the stalk returns to its neutral position. By pushing the end-cap of the left-side turn signal stalk, the feed continues streaming indefinitely.
Civic coupe’s low-slung, curved roof and tiny static back window contribute to limited side visibility, but Lane Watch’s easily-digestible tech feed provides ample visual amplification. Honda’s driver’s -side mirror also benefits from a slightly concaved outside vertical edge, providing added visual feedback, albeit lower tech when compared with Lane Watch.
EX models included Honda’s seven-inch color in-dash multi-purpose screen with “Honda display audio.” For those comfortable operating portable electronics like Smartphones, Honda’s new interface makes one feel right at home. For those not ‘Smartly’ vested, quick lessons to master such skills as ‘screen finger swipes’ monitoring audio levels and ‘taps to change screens may be in order. Volume may also be adjusted via secondary audio controls mounted on the three-spoke steering wheel face. Missing in the scheme, however, are tactile twist dials controlling volume and station selections, which may be considered old school, but still get the job done.
While remote trunk and fuel door releases are floor bound left of the driver’s seat, Honda upsizes a dual-function pull-push toggle oval (pull for trunk opening, push for fuel door activity). A bright red, circular push start button (standard in EX) resides right of the steering column. Left of the steering column is a bright green ‘Econ’ button that when pushed, tweaks performance of the engine, transmission, air conditioning and cruise control to maximize fuel efficiency.
Ventilation functions operate from two large twist dials (fan speed and temperature) below the color screen along with one push button to select a multitude of directional modes.
The steeply angled front windshield also provides an opportunity for a larger, two-level instrument panel design. The long, narrow, deep-set top brow extends from the left ‘A pillar’ to the center column area with a digital speedometer front and center with bar-type graphic monitoring fuel usage on the left edge. Right of the digital display resides an information screen with multiple templates to circulate through via the button 9 o’clock on the three-spoke steering wheel; cruise control resides at 3 o’clock. Below, a separate section sports a half-moon tachometer and gear shift indicator to the extreme right.
When precipitation fills the air, front wipers sport bases at the windshield’s outer edges, resulting in an inward-outward swing pattern rather than a synchronized side-by-side dance.
In between front buckets are dual, inline cup holders and hand-operated parking brake. Well marked USB and HDMI (High Definition Multimedia Interface) ports accommodating iPhone or USB flash drive connections with a small concaved shelf. A second USB port is found inside the small, armrest/storage bin aft of the beverage depots.
Vertically-enhanced drivers need test the revamped seats to assure this Civic coupe fits lifestyles and dimensions. My six-two frame seemed at the top of the comfort zone (even tweaking the height-adjustable driver’s bucket seat) taking into account Civic’s low-slung roof.
Best way to enter row two is from the passenger side, with an easy-slide bucket seat. Although promoted as a five-seater, two average sized adults is all this area swallows with tight headroom. Seatbacks fold down after pull-tabs in the trunk region get yanked.
Starting price as tested: $24,040
Wheelbase: 103.2 inches
Length: 177.9 inches
Width: 69.0 inches
Engine: 1.8-liter, four cylinder
Horsepower: 143
Powertrain warranty: Five year/60,000 miles
City/Highway economy: 28 mpg city, 36 mpg highway
Assembly: Alliston, Ontario, Canada
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