Curiously, the concept of the Civic was completely contrary to Honda tradition. The fact is that all Honda cars produced before (with rare exceptions) were built according to the principle creator... At the head of the company was not just a leader - Soichiro Honda clearly saw and knew how this or that model should look. It was on his opinion that the company's engineers were guided.
The development team was tasked with creating the concept of the model, and instead the invention of the bicycle She looked around and studied the world market with the meticulousness of a pedant, adopting the knowledge and experience of recognized bestsellers. Then this experience was simply taken and transferred to the canvas - so it was car is born, whose motto is the phrase needed here and now.
And it worked! All previous Honda cars (to their credit) were equipped with extremely highly efficient engines, but at the same time they had terrible noise isolation, a frank lack of internal space and a completely unbalanced weight. The freshly baked model was completely different: compact, agile, truly urban. Honda has been able to get the most out of the minimum cost and mechanical components.
At that time, the ideal compact car was the traditional front-engine layout, rear-wheel drive and 3-speed transmission. Honda broke stereotypes here too, embodying the concept in the Civic front-wheel drive + two-stage transmission, leaving only the location of the engine unchanged. It should be admitted that the developers and creators of this model faced so many difficulties that all the previous activities seemed to them only an easy scanword. The new concept implied the solution of new issues and previously unmet difficulties.
However, Honda engineers did their job brilliantly: they managed to significantly reduce the weight of the model by reducing the thickness of the steel sheet to a few millimeters, which in turn had a positive effect on fuel consumption and the price of the car. They also managed to create a more sporty and at the same time comfortable suspension, abandoning the rigid beams that were used at that time on most Japanese small cars and trucks.
The revolutionary novelty from Honda also lies in the fact that they were the first to introduce to the market a small car with a transverse engine, thus freeing up some of the additional space for the passenger compartment. Subsequently, this concept became very popular among compact cars. But the most significant and significant role in the rise of the Civic to the world stage was played by the body. It was distinguished from competitors by the unusual concept of a three-door hatchback, warmly received by European and North American buyers.
First generation (1972)
First draft generations Honda Civic has been preparing for two years. Through trial and error, engineers have truly created people's car ... And so, in July 1972, he flashed the first night. First, a two-door version of the car was born, and in September the world saw the three-door Civic hatchback. The car was very popular, especially among young people. It was available and fresh, and most importantly - ate only 5.8 liters per hundred in the urban cycle. For three years in a row (from 1972 to 1974), the car won the Car of the Year Japan award, thereby firmly establishing itself in the ranks of Japanese hits.
The model's first step towards globalization was the start of exporting the Civic to the United States. This happened in the same 1972, immediately after the release of the model in Japan. Amazing, isn't it? But the car reached Canada only in 1973. Between 1976 and 1978, the first generation Honda Civic was the most popular car in the world! As many as 28 months in a row!
The first generation was equipped with a 1.2-liter 4-cylinder engine with a capacity of 50 hp, while the car weighed only 650 kilograms. There were two types of transmissions to choose from: a 4-speed manual and an automatic Hondamatic. As for the suspension, it was similar to the American small cars of that time - Ford Pinto and Chevrolet Vega. Most importantly, the car's base price was only $ 2,200.
After the release of the two-door and three-door versions, the company began to modernize the model line, and a year later, in 1973, the Civic model entered the market with a 1.5-liter 53-horsepower CVCC (Controlled Vortex Combustion Chamber) engine and a variable automatic transmission / 5 -step mechanics. This car became a real sensation in the United States. He was accompanied by a sports version of the Civic RS with a two-chamber engine and a practical station wagon.
At the same time, in 1973, Civic received the most honorable award of an international competition Car of the year, taking 3rd place. It should be noted that this is the highest achievement of the Japanese auto industry at that time. The model also received a separate award in America, where the authoritative publication Road Test in 1974 awarded the Civic prize Car of the year... By 1974, the company updated the engine, adding 2 more horses to the past, and made the car lighter by reducing the weight of the bumpers.
In 1978, the CVCC version was updated (its power increased to 60 hp), preparing the concept of the model for a prolonged rebirth.
Second generation (1979)
In search of a substance to create a high-quality car that would be the best representative of the minicars of the 80s, Honda, without hesitation, took the first generation Civic as a basis. The model, by that time, had not undergone any changes in seven years and, I must say, had a very good success in the market.
The second generation took an even better step towards ergonomics, comfort and performance. In 1980, the company introduced a new 1.3 liter 55 hp CVCC-II engine with an upgraded combustion chamber system. There was also another, more powerful, 67-horsepower 1.5-liter engine. Both of them came with one of three transmissions: a 4-speed manual (base), a 5-speed manual and a new 2-speed Hondamatic robotic transmission with an overdrive (a year later it was replaced by a more advanced three-speed).
Two years after the premiere of the hatchback, the company showed two more bodies: roomy station wagon (Country station) and classic sedan. The second generation of the most popular model caused a real excitement in the market: the same front-wheel drive, favorite Honda, all the same original body style notchback... In addition, the economy has increased again, although not much - by only 0.1 liters.
New Civic won the award U.S. Import Car of the Year 1980 from the American magazine Motor Trend.
Third generation (1983)
Concept of the third generation of the Civic model, like the first car for the masses, carried a clear and correct idea: Maximum space for people, minimum for mechanics... Based on this concept car, Honda has built the new generation 3, 4 and 5-door versions. And in 1984, the Japanese unveiled a new interpretation - the Civic Si. The car was powered by a DOHC engine, in which the blood of a real F1 car flowed.
The car changed not only its shape, but also its content: the wheelbase increased by 12.5 centimeters, making the 4-door version of the Civic closer to the Accord. Under the hood was a new 1.5-liter 12-valve engine with 76 hp, while the base model was equipped with a 60-horsepower 1.3-liter unit. The pair is all the same 4 and 5-speed manuals and a 3-speed automatic.
The car became insanely popular thanks to technologies skillfully borrowed by the Japanese from motorsport, such as: an extended wheelbase and a powerful engine - all this helped the Civic to win the award once again. Car of the year japan in 1984.
In the States, thanks to the new engine and F1 technology, the car was awarded the most honorable title The most environmentally friendly car in America, according to the Environmental Protection Agency, which independently tested the model. In Europe, in the same 1984, Civic won the award Torino-Piedmonte Car Design Award.
And in 1987, the Civic got all-wheel drive for the first time! It was equipped with a station wagon version. Perhaps this fact gave rise to the modern concept of 'off-road wagon'.
Fourth generation (1987)
Creature fourth generation the model was truly exciting and special. Honda engineers were faced with the urgent question of developing a special high-performance engine, which significantly increased technical level models, opening up new horizons for her. And such an engine was created! This is a 16-valve engine, which the developers called Hyper. It was offered in the new generation in five variations at once: from 1.3 to half liter. The maximum power of the top engine was 92 hp, while the base engine boasted 62 horses.
This rich choice power plants supported by an independent suspension, double parallel A-arms and four-wheel drive. As a result, the developers managed to achieve what was required of them. It was impossible to wish for a better handling car!
In 1989, Honda introduced a charged variation of the Civic SiR, powered by a highly efficient DOHC engine
As a result, the car received an award Golden steering wheel from the largest German publication from Toyota - the undisputed leader in the hybrid economy car segment, with which Honda still competes.
In 2004, a slight restyling of the seventh generation took place: the bumper was changed, the front optics and the radiator grill were modified, the roof line was optimized. The car received 15-inch wheels and a keyless start system. 2005 was the final year for this generation of the model. The company also offered a special package Special Editionwhich included spoilers, trims, MP3 radio and leather interior trim.
Victory in the competition, traditional for Civic Car of the year japan fell on 2001 and 2002.
Eighth generation (2006 - 2009)
In the case of the fresh eighth generation Civic, Honda introduced the car in two completely different concepts. For the first time in the history of the Civic, the sedan variation was fundamentally different from the hatchback variation, and vice versa. Absolutely different cars, completely different platforms, one manufacturer.
Restyling 2009
The fresh version of 2009 has undergone minor changes in appearance and absolutely zero inside. A slight facelift did not damage the car just as much as it did not benefit it: the Japanese made the rear optics slightly diamond-shaped, but this is hardly striking, especially when the car is moving, and the front fog lights have changed the shape.
The modern Civic is exotic, because few people like the idea of \u200b\u200bbuying a C-class car at the price of a business sedan. But the model of the last generation was in enviable demand, although it had a number of unpleasant weak points... Let's figure out where to look for the catch.
A bit of history
The eighth generation Civic is two in one. Tell me, where else can you find a model in which the sedan and the hatchback are so different from each other? This difference is explained by the fact that the design of the sedan and the hatchback was created by different designers - Motoaki Minova and Manabu Konaka, respectively. Both of them finished their work in 2003, but body modifications only appeared on the conveyor in 2005.
Of course, the "five-door" has a more futuristic appearance and seems like a spaceship against the background of strict European classmates. The sedan also breathes with Japanese hi-tech much stronger than from its rivals, but next to the hatchback it looks much softer and not so aggressive.
Versions of the model were collected all over the world, in total, a dozen factories were involved. A hatchback with a factory index 5D was brought to us from a factory in England, and sedans came from Japan until 2008, after which the "four-door" settled on the Turkish coast.
The cars had quite a few motors, but only two of them were officially supplied to Russia - a 1.8-liter petrol engine with a capacity of 140 "horses", equipped with a mechanical or robotic gearbox. An alternative 2-liter unit was installed only on the "charged" version of the hatchback with three doors and the Type-R index. It was supplied with an uncontested "mechanics".
It is also necessary to mention hybrids equipped with a 1.3-liter engine and an electrical installation paired with a variator, which were imported to our country mainly from the USA. Plus a very small number of hatchbacks with a 2.2 liter diesel engine came to us from Europe.
Market offers
There are a lot of cars on the "secondary housing". Prices for the eighth generation start from three hundred thousand rubles and a little and end at the mark of eight hundred thousand rubles. Now the new generation costs from a million rubles.
Slightly more than 70% of cars on the market are sedans, the rest, as you might guess, are hatchbacks. Of these, about 75% are equipped with an automatic transmission. And by the way, hybrids (which is surprising) are rare on the market - every tenth car! There are only a few "charged" Type-Rs throughout the country, and even fewer diesels from Europe.
Average Honda Civic prices
Engine
The main unit with a volume of 1.8 liters (R18A2) can withstand up to the "capital" 250,000 km "in light". There are no turbines and complex injection systems, the Japanese did not remove excessive power from it, and its settings are frankly not driver's.
Timing chain and belt attachments do not have replacement regulations, but, according to the assurance of mechanics, it is necessary to worry about this closer to 200,000 km and 150,000 km, respectively.
But official dealers require candles to be changed every 15,000 km. There is a way out so as not to replace more often than 120,000 km: put more expensive iridium ones.
But check if your car has gone through a series of service promotions. On some copies, the water pump pulley bolts were changed free of charge, and on sedans produced in Turkey in 2008-2009, the main cooling radiators were changed at the expense of the manufacturer.
Call any dealer and he will tell you by your VIN-number if your car needs to go through any service action. Dealers do not have reliable statistics on other motors due to their low prevalence. Type-R and diesel are not often found on our roads, and hybrids are rarely serviced by dealers, since they were not officially sold with us and the craftsmen have no experience with them.
Silence is rarely required from a sports car, but the 2.0-liter 201-horsepower unit “makes noise” even up to 3,000 rpm, when there is no opportunity or desire to drive. Type-R quickly makes it clear that the first- not true, and the secondfor a little while- the passenger will instantly start to feel sick.
website, 2007
Transmission
The grip in the manual gearbox is quite tenacious, 150,000 km for discs and a basket with a careful ride is not the limit. An oil change in the "mechanics" is provided every 60,000 km. In rare cases, shaking was noted on cars before 2009 when the first gear was turned on. Constructive flaw, as explained in the company. But these are little things automatic box there are much more problems.
Honda chose the classic "hydromechanics" robotic "mechanics", with the same gearbox and friction clutch, but with an electronic control unit and actuators. To keep the clutch discs intact for 100,000 km, remember to switch the selector to neutral at traffic lights. Those who neglected it simple rule, in some cases they could "kill" the box and for 10,000 km - there were precedents. By the way, the oil in the "robot" needs to be changed at least once every 45,000 km.
Due to the rigid suspension on the Type-R, which does not allow any longitudinal or transverse races, even the driver begins to rock. The ragged rhythm of movement especially emphasizes the lack of smoothness. Adjusting the suspension, Honda engineers did not even think about it ...
website, 2007
Suspension
Rear suspension sedan and hatchback differ as dramatically as in appearance. In front of both of them, the wheels are suspended on McPherson, but at the rear of the sedan there is a multi-link, and the hatch has an elastic beam. There are problems with this beam: the metal is surprisingly soft and bends easily, so a small blow with a stone from the road - and an expensive part goes for replacement. However, at non-branded service stations, it can be corrected.
There is a problem with another expensive unit - the electric power steering rack. Very often it starts knocking, but even during the warranty period, the owners were denied replacement or repair - design feature, the dealers assured. The specification states the permissible backlash, which does not affect safety and control. But it is imperative to diagnose the reiki, because the new one costs truly cosmic money.
If, when turning the steering wheel, you hear not a knock, but a creak, it is time to change the thrust bearings. Most often, this should be done at about 80,000 km. The lower arm in the front suspension withstands the same.
But not everything is so sad under the bottom: the shock absorbers, for example, are extremely reliable. They stand 150,000 - 200,000 km on normal roads with a bang. Brake pads are changed approximately every 30,000 km, and the brake discs are changed every 60,000 km.
Body and interior
Civic interior- like the scenery from a fantasy movie about alien invaders. But for those who are at the helm of the Civic, it is not necessary to have a dozen tentacles or to master telekinesis perfectly: the designers of Honda made sure that everything the pilot needs was at a half-bent arm's distance from him.
website, 2007
Electrical equipment
On the electrical side of the Civic main drawback - weak standard battery. Its life span is on average about two years. Especially often it fails in winter period... There were cases when in the cold, after starting the engine, the owners turned on the interior heaters to the maximum, all external and external lighting devices and the car instantly "drank" the entire battery and simply stalled out of the blue. Therefore advice: if previous owner did not change the battery to a new one, in severe frost, after starting, do not turn on all lighting and heating devices at once, but gradually, as the engine warms up.
The troubles include "wipers", which can freeze in absolutely any position during operation. This is due to the oxidized contacts on the wiper motor. The problem can be solved either by replacing the motor (which is most often offered by dealers), or by cleaning the contacts (which can be done at any service).
Maintenance cost from authorized dealers
We count the costs for passing technical inspection from dealers for a 1.8 liter engine.
Maintenance regulations- every 15,000 km or 1 year.
| Mileage | List of works | Cost of work and spare parts, rub. |
| TO-1 15 000 km | 7 800 | |
| TO-2 30 000 km | Oil and oil filter change, air filter and spark plug change | 12 700 |
| TO-3 45 000 km | Change of oil and oil filter, replacement of spark plugs, brake fluid and oil in the "robot" | 14 100 |
| TO-4 60 000 km | Oil and oil filter change, air filter and spark plug change, manual gear oil change | 16 000 |
| TO-5 75 000 km | Oil and oil filter change, spark plug change | 7 800 |
| TO-6 90 000 km | Oil and oil filter change, air and fuel filter change, replacement of spark plugs, brake fluid and oil in the "robot" | 26 900 |
And do not forget that dealers offer discounts on work for non-warranty machines in the amount of 25-40% and 10-15% - for spare parts.
Prices for some parts
This is an illustrated story of one of the most stolen and certainly beautiful car models in the world. Let's take a look back in time and see how the history of one of the oldest brands in the world has evolved!
1973-1979 - the birth of the Civic
No joke, but just before the Civic launched in 1973, Honda was supposed to get out of automotive industryhaving declared itself bankrupt. And luck may never have been more necessary for the company and could not have turned up at a more opportune time than when the 1973 oil crisis created a sudden high demand for fuel efficient cars. And the Honda Civic has come up like no other to meet this demand. And all this thanks to the first Civic enforcer, which was only 1.2 in volume, divided into 4 cylinders, which were so unpretentious to fuel that they could run on both leaded and unleaded gasoline.
Second generation: 1979-1983
Experiencing real success in their homeland, all Civics were now equipped with 1.3 and 1.5 liter engines, paired with a fairly wide variety of gearboxes.
Third generation: 1983-1987
The third generation Civic came in two body styles: a van and a two-seater body called CRX. The volume of the engines continued to increase, and now they were 1.5 and 1.6 liters with a fairly high performance. In addition, a series of Civics with a high-performance engine codenamed Si debuted in Japan in 1984.
Fourth generation: 1988-1991
The entire Honda Civic lineup of this generation was now equipped with fuel injection, and the independent rear suspension becomes standard for all trim levels.
Fifth generation: 1991-1995
In 1991, a new generation of Honda Civic was released, which acquired a noticeably more rounded and streamlined shape. So, Civics of these particular years of release fell in love with many fans of external (and engine compartment too) tuning. All the same sports series Civic Si now had SOHC VTEC valve systems on board.
Sixth generation: 1996-2000
The Civic became even sportier, it became very popular in the coupe body, and received even more body versions: CX, DX, EX, EXR, HX, LX, SE and, of course, Si, all equipped with engines from 1.3 to 1 , 6 liters.
Seventh generation: 2001-2005
The Civic becomes more family friendly - its interior space is significantly increased thanks to the rear. The Civic becomes a real C-class car. The double wishbone front suspension has been replaced in favor of a MacPherson strut, thus cutting costs and allowing the engine bay to become larger, making room for the new K-series Honda engine.
Eighth generation: 2006-2011
The Honda Civic now has a clear design separation between hatchback and sedan bodies. In 2006, Honda also unveiled its first Civic Hybrid, featuring an electric motor paired with a 1.3-liter engine under the hood.
Ninth generation: 2011 - present
All models now feature ABS, Vehicle Stability Assist, electronic brake force distribution and a new multi-link rear suspension for improved handling. Now this is perhaps one of the best cars in its class!
The first Civic left the assembly line in 1972. Two years earlier, the US had first passed the Clean Air Act, and a year later the oil crisis erupted. In these conditions, a small front-wheel drive AW car with an economical engine was doomed to success.It was produced in 3, 5-door versions, as well as in the station wagon for the US market (Wagon). At first, a 1.2-liter carburetor engine with a capacity of 54 hp was installed on the 3-door. and, later, 60 hp. The 5-door Civic received a 1.5 L / 69 hp engine.
In 1973, the Honda Civic took third place in the prestigious European Car of the Year competition, and a year later became the best imported AW car in the United States.
Since 1974, the CVCC series engines began to be installed on the Civic, the main feature of which was pre-chamber ignition, which allowed the engine to run on a lean mixture, and, consequently, reduced the content of harmful substances in the exhaust and improved efficiency.
As a result, the Civic was the first AW car marketed by Honda as a "mass vehicle"and became the first serious application of Honda's belonging to the key AW car manufacturers in the world. In the future, Civic, not possessing outstanding qualities, quickly acquired the status of a reliable and unpretentious AW car.
In 1979, the second generation of the Honda Civic model appeared, and a year later, CVCC II engines began to be installed on these AW cars, which simultaneously added efficiency and power. We didn't have to wait long for the next update.
In 1983, the new Civic family was born. Along with the traditional sedans and hatchbacks, the CRX sports modification was offered to buyers for the first time.
The fourth generation of the popular subcompact was shown to the public in 1987. This year for Honda was a landmark victory for the Williams-Honda team in the Formula 1 Constructors' Championship. The mass consumer got independent suspension of all wheels and a new 16-valve engine from formula technologies.
In 1991, the next, already the fifth Civic family with modern smooth body contours, debuted. The fifth generation Honda Civic is either a three-door hatchback with an impressively cut short trunk, or a sedan (with a longer wheelbase compared to the hatchback), or a two-door coupe for the American market.
The interior is simple and laconic. Quite comfortable seats, very low seating position. The back is quite spacious, the seat folds for AW vehicles with all types of bodies. Wheelbase civic sedans The V was 50mm longer than the hatchbacks.
The engines are exclusively sixteen-valve and regardless of their power and displacement (1300, 1500 or 1600 cc), they have a "trademark" pleasant revival after 4500 rpm. Even the "basic" carburetor 1.3 liter with one camshaft is characterized by good elasticity and quite decent traction.
In 1995, a major upgrade also took place, as a result of which the AW car world was presented with an aggressive-looking four-door sedan and a six-generation three-door hatchback. These AW cars differed from the previous generation with large almond-shaped head optics.
The sixth generation Honda Civic Coupe outwardly differs from the fifth generation coupe in the shape of headlights, bumpers and a false radiator grille. But at the same time, another Civic was produced during the "reporting period" - the so-called English.
When in 1995 the fifth generation cars were taken out of production, the British did not want to part with them and after modernization they began to produce the "fifth and a half" Civic in parallel with the "sixth"! Moreover, the English Civic differed from the two "system" generations and body type and interior.
Honda Civic of the 90s was equipped with complex suspensions: front - on double wishbones, rear - multi-link. Unlike cars with 1.3-1.5 liter engines, the more powerful 1600 cc versions had a rear stabilizer lateral stability (there is a front stabilizer on all AW vehicles) and stiffer springs and shock absorbers.
In 2000, a new, seventh generation of Civic AW vehicles was presented, awarded the title "Japanese AW Vehicle of the Year 2001". The model is distinguished by its elegant appearance, as well as a spacious and comfortable interior. A luxury modification of the Civic - the Honda Domani with a five-door hatchback body - is sold only in the Japanese market.
The exterior design is distinguished by the integrity and refinement of forms: a wedge-shaped body, a characteristic radiator grill, large convex headlights, a striking rear part of the body. The seventh generation Honda Civic is characterized by a high quality finish and fit of the panels, the gaps are halved and in some cases are reduced to almost zero.
To increase the interior while maintaining compact dimensions, the body is equipped with: a shortened front overhang, a reduced engine compartment and a raised steering gear. By transferring the resonator of the exhaust system to the rear of the body, the designers managed to make an absolutely flat floor in the cabin, which did not affect noise and vibration isolation.
The model is equipped with: airbags, shockproof beams in the doors. For maximum protection, the body is galvanized on both sides, the bottom is treated with an indelible mastic coating.
To please the customers, the shape of the front seats was changed: they became noticeably wider, more spacious, and the lateral support rollers were not so expressive, but very comfortable. And in general, almost everything in this AW car can be safely described in one word: convenient.
Two engines are provided for sedans. One - with a volume of 1.4 liters with a capacity of 90 hp, the other - 110-strong with a volume of 1.6 liters. Both units are 16-valve, but if the first uses one camshaft, then the more powerful engine has a two-shaft head, and with the VTEC II valve timing system.
The Honda Civic Type R entered the Japanese market in 2001. The car was equipped with a four-cylinder 16-valve DOHC VTEC K20A with a capacity of 215 hp. from. Its gross weight is 1190 kg. The Civic Type R is equipped with 17-inch aluminum alloy wheels, two airbags, ABS, power steering, spoiler, additional brake light and power mirrors.
Since the beginning of 2002, a new AW version of the Honda Civic Type R for the European market began to be produced, which was based on the 7th generation three-door Civic 3 Door. The power of the two-liter i-VTEC engine installed on it is 200 hp. s, maximum speed 235 km / h, acceleration to hundreds of 6.8 seconds, AW vehicle weight 1270 kg. To press the Honda Civic Type-R to the road surface, spoilers integrated into the bumpers and the tailgate and specially profiled false thresholds help.
Low-profile Bridgestone RE040 tires (205/45) are mounted on 17-inch alloy wheels with seven double-spoke spokes, in the gaps between which impressive brake discs (diameter 300 and 260 mm, respectively) are visible on both axles. Gearbox - manual 6-speed.
When choosing a Civic Type R, the European AW enthusiast should be prepared for the absence of electric seat adjustments, sunroof, cruise control and side airbags. The power take-off air conditioner is only found in the options list. There, for the sake of weight savings, the audio system and rear head restraints are included.
Compensation for all the deprivations of the AW motorized civilization are: bucket-shaped seats, three-spoke sports steering wheel, gear lever with a titanium-cast knob and instruments with a silvery-white dial. On request, the picture can be supplemented with sports five-point seat belts.
All these racing paraphernalia does not prevent the Honda Civic Type-R from remaining a full-fledged 4-seater AW car. The flat-floor salon is so spacious that the increase in the dimensions of the front seats does not in the least hamper the rear passengers. They just need to learn one simple rule: entry / exit is always through the right door.
The production volume of Civic in 2002 was about 600 thousand AW vehicles.
In January 2004, the Type R manufactured at Honda Motor Co. in England for the Japanese market received new headlights, new taillights, a new shape of the front bumper and changes in the interior.
Note also that there is also a racing version of the Honda Civic Type R. It has some differences from serial model... For example, the Dunlop SP Sport tires ("slick" or with "rain" tread pattern) 200/580 R15 have a smaller outer diameter, which makes it possible to better realize the traction effort, which is so important in road racing without redesigning the gearbox.
Under the bottom of the AW car, a protected gas tank enclosed in an aluminum shell and a "straight-through" stainless steel exhaust system with a "single-barrel" branch pipe are found, which contributes to an increase in the power of the engine running on 98th gasoline.
Together with modified camshafts, an air filter with increased throughput and a new control processor, this provides an increase of 20 "horses", transforming into an additional 15 km / h top speed.
The two-liter "four" also received an aluminum sump with a system that prevents oil outflow from the crankshaft during strong lateral acceleration in bends. Don't lose speed when cornering racing Honda Civic Type-R will help and limited slip differential worm-type.
In the event of a slip of the unloaded drive wheel, it will prevent the loss of torque on the other. At the same time, such a differential (as opposed to a "professional" disc differential) does not require frequent adjustments and forgives the rider for handling errors.
An increase in the stability and maneuverability of the AW vehicle is also facilitated by the replacement of engine mountings, suspension silent blocks and anti-roll bars with more rigid ones. The camber is made negative ("house") to increase the contact area of \u200b\u200bthe loaded tire in a turn, and the clearance due to the installation of a set of springs and adjustable shock absorbers of the German company KW is reduced to 70 mm. Alterations of the brake system are limited to the replacement of pads and brake fluid with special racing ones.
The refinement of the interior of the Honda Civic Type-R turns it into a spartan single cockpit. A powerful safety cage made of chrome-steel tubes, a three-spoke MOMO steering wheel, a Konig carbon bucket seat with a five-point seat belt and complete absence soundproof materials.
Initially, only the Suzuka plant in Japan was engaged in the production of Civic, now this AW car is produced in 11 countries around the world. The largest number of Civics are produced at Swindon, UK.
4-door sedans are assembled in Japan, USA, Canada, Brazil, Turkey, Thailand, Malaysia, Indonesia, Pakistan and the Philippines. 5-door hatchbacks are produced by Suzuka and Swindon plants, and Wiltshire is the only plant that collects the popular three-door version.
In 2005, Honda began production of a new generation Civic at a British plant in Swindon, Wiltshire. And at the end of September of the same year, the last legendary Civic Type R rolled off the assembly line of this plant, which was not made anywhere else in the world. Since 2001, 35,000 of these AW vehicles have been produced.
Serial version last generation Civic was preceded by the appearance coupe honda Civic Si Concept at the Chicago AW Tosalon in February 2005. Then, in March, at the Geneva AW Tosalon, the public was presented with a 5-door AW car Honda Civic Concept, designed for the European market.
The latest generation of Honda Civic front-wheel-drive AW vehicles are distinguished by an original interior layout, giving them a class-leading place in terms of spaciousness. Cars are available with three body types: 3 and 5-door hatchback, 4-door sedan and two-door coupe.
AW vehicles are equipped with 1.4 and 1.6 liter petrol engines, a manual 5-speed or AW tomato 4-speed gearbox. The new improved 1.6-liter gasoline engine is equipped with a variable valve timing system VTEC, which increases its power to 110 hp.
At the same time, the engine has less weight and compact dimensions, greater environmental friendliness and efficiency. The improvement in torque at low and medium revs provides greater flexibility and superior engine performance. For the first time on a mass-produced AW vehicle intended for the European market, electric steering is being installed, which gives the advantage in terms of improving the smoothness of operation.
The car has a high quality finish and fit of panels. To increase the cabin while maintaining a compact body size, Honda engineers have developed new concept bodies "with a shortened bonnet and a flat floor."
The ninth generation of the Honda Civic hatchback is presented for the first time at the AW Tosalon in Frankfurt in the fall of 2011. The silhouette of the AW vehicle has become more dynamic and streamlined, the length of the hatchback has increased by 5 cm, width by 1 cm, and the height has decreased by 2 cm.
Honda Civic is available with three types of engines: petrol engines of 1.4 liters and 1.8 liters and diesel engine volume of 2.2 liters. All engines are equipped with 6-speed manual transmission, ECO Assist function. They also feature Hill Start Assist for easy uphill travel. The 1.8-liter engine can be mated to a 5-speed AW Tomato transmission. All engines comply environmental requirements Euro 5, the diesel model produces just 110 g / km of CO2 at 150 hp. and 350 Nm of torque.
Honda Civic. FILIGREE TECHNOLOGY
Yuri NECHETOV
Driving # 1 1997
There are several AW car companies in the world, even the "family" models of which are traditionally distinguished by a sporty image. In Italy it is Alfa Romeo, in Germany it is BMW, in Japan it is Honda. How reasonable this opinion is, we decided to find out.
The Civic is the most popular model of the Honda Motor concern: since 1972, more than 10 million cars have been sold around the world. In 1991 the family underwent a model change, and already at the end of 1995 it was thoroughly modernized. "Civic" is produced with four types of bodies: three- and five-door hatchback, coupe and four-door sedan. High performance engines with a working volume of 1.4; 1.5; 1.6 l in combination with a manual or AW tomato gearbox, as well as a continuously variable variator. Drive - front or permanent full.
So, on the editorial test - a four-door sedan "Honda Civic-1,5iLS" in a fairly rich configuration - with ABS, two airbags, air conditioning, sunroof, mirrors with electric drives, radio tape recorder and "branded" alarm system. The cost of a cleared car in Moscow is $ 24,800.
Body - 4.3 points. The most striking element in the appearance of the 1996 Civic is the huge "big-eyed" headlights. Therefore, it is easiest to identify the new Civic from the front: a low sloping hood, a relatively wide track with a low body height.
The build quality and body painting did not cause any comments: the gaps between the panels are uniform and minimal, the blue "metallic" shines in the sun.
Door seals keep the side skirts and pillars clean, while the door's rubber edge protects you from painful contact with the top corner. The doorways are large enough, but the strong slope of the roof pillars will cause the tall passenger to duck lower.
Five people of average build are accommodated quite comfortably, provided that the height of the front riders does not exceed 180 cm. The seat belts in front are adjustable in height, at the back they hide in special slots in the seat cushion.
The trunk can be unlocked from the passenger compartment or with a key from outside. Quite spacious, but the high floor does not allow to call it large. Is there a full-size spare wheel and an extensive toolbox below? No, a thin "dock", a jack and a screwdriver with a pair of keys, although there would be enough space for a toolbox. The engine compartment is densely filled with such "items" that garage craftsmen are powerless - you need a good, modern service. Two almost identical radiators look unusual, one of which cools the air conditioner, a very narrow battery and small candles hidden in the engine head. The clutch cylinders are tiny, the size of a finger, and the starter motor is no larger than a wiper motor on a UAZ vehicle. In an unusual place - just behind the radiators - there is a catalytic converter (its efficiency directly depends on the temperature exhaust gases). Finally, one trifle finished us off: the bonnet stop was specially weakened by a stamping, along which it will bend, if you in a hurry try to slam it, the error will not result in more serious damage.
Let's look under the car. The engine and lower front suspension arms are mounted on a subframe suspended from rubber mountings. In the front wheel arches - plastic wheel arch liners. The gas lines and brake pipes on the bottom are covered with a casing, the stainless steel exhaust system is partially shielded. And here is the explanation for the high floor in the trunk - a huge "barrel" of the muffler, seemingly more appropriate on some road cruiser.
Driver's workplace - 4.1. The first step is to adjust the seat - the height of the cushion changes, but the cushion itself could be more authentic. You can raise or lower the nice-to-touch, rough steering wheel. The pedals are conveniently located in the same plane, and the distances between them are such that you will not get caught by the welts of winter boots. There is also a platform for resting the left leg. The gear knob itself lies in the hand, the shift is very precise. The algorithm is familiar - as in the "Zhiguli" classics with a five-speed gearbox.
Front and side visibility is excellent, but the interior mirror is not enough: the field of view is smaller than the rear glass allows. In addition, from below, the "picture" is significantly "pressed" by the head restraints of the rear row of seats and the body of the additional brake light.
Movement - 4.6. Control lamps blinked, under the hood a "thoroughbred" sound appeared and disappeared. What is the engine stalled? No - the tachometer needle is near "700". The balance of the engine and the soundproofing of the Honda are such that, forgetting, sometimes you try to start up an already running engine.
The start and the dynamics of acceleration at the first moment puzzled - the engine seemed to be short of thirty "horses" from the declared one hundred and fourteen. However, remembering its characteristics, I immediately catch myself making a mistake - I was accelerating "like a Zhiguli", spinning the engine of thousands to three or four, and he loves more high revs... Let's try again...
First gear - gas to the floor. With a slight slip, the Honda takes off. Speed \u200b\u200bthirty, forty, fifty, sixty ... The wonderful sound of the engine seems to whip up - come on, push! At 6800 rpm, the tachometer needle rests against the red sector and the speed limiter is triggered, although it seems that you can dial them more and more, unscrewing this sonorous power from the engine. Already in second gear, the speedometer easily goes over the "hundred". Acceleration is powerful and smooth, without pronounced pickups.
The control of the Civic is light, almost airy. The pedals are soft, the steering wheel can be turned with just two fingers - the hydraulic booster is on the list standard equipment... On the road, the car keeps tenaciously - responsive to the slightest turn of the steering wheel, it seems to anticipate your desires. Turns pass with minimal heel, obediently prescribing a given trajectory. And even in risky bends, at the limit of wheel grip, it is very reliable and predictable. The potential of the machine allows you to install a more serious engine - with a volume of only 1.6 liters, but with a capacity of 160 forces! But let's not get distracted.
The sporty, tough, short-travel suspension does not disregard joints and potholes, although this does not cause much inconvenience. It literally licks the smoother irregularities, ensuring reliable contact of the wheels with the road.
The brakes are effective, and then there is the ABS - even when braking in a slippery corner, you will not "lose" the car.
It is difficult to find fault with outdoor lighting - powerful headlights, bright lights. Unless the place for the headlight range control lever was chosen is not the best - on the floor tunnel, between the front seats. Yellow dashboard illumination - no dimmer.
External vibrations and noises hardly penetrate into the interior. Only the rustle of tires on a rough surface and "boo-boo" at the joints of the plates.
Operation, prices - 3.9. Honda engines are very economical. Ours is equipped with Honda's VTEC system, which changes the lift height and opening phases of the intake valves, which allows using a lean mixture at low revs. At thirty liters, we drove over four hundred kilometers, including Moscow traffic jams.
Highly accelerated engine needs oil guaranteed high Quality - do not try to "improve" it with different additives. In the manual for the AW car there is a reservation on this score: "Your Civic does not need any special oil additives." Replacement is prescribed after 10 thousand kilometers or six months, but with a note that in extreme conditions, these intervals are halved. The Japanese understand extreme conditions as frequent short-distance travel, dust, frost, "salty", bumpy and muddy roads. Why, a puncture of a wheel is classified as an emergency and five (!) Pages are devoted to the description of its replacement. So, by civilized standards, our whole life is a continuous "extreme".
Cars sold in Russia are guaranteed for a year without mileage restrictions. The reliability of "Civic" is evidenced by the following fact - the batch of ball joints brought to the service station four years ago has not yet been sold out. The only "branded" service station in Moscow, where one standard hour of work is estimated at $ 50, carries out the warranty and current maintenance of "Honda".
Excellent stability and handling
+ Great engine
+ Accurate gearbox operation
+ Easy controls
- Only unleaded petrol allowed
- Low clearance
EXPERIENCE OF OPERATION "HONDA-CIVIC"
Anatoly FOMIN
Driving # 9 1998
Model - "Honda Civic 1,5i LS VTEC"; manufacturer - "Honda Motor Company"; year of release - 1997; in operation - since March 1998; mileage at the time of the report - 6 thousand km.
In March of this year, the AW topark of our publishing house was replenished with another AW car. "Honda Civic" was bought from an authorized dealer for 23 thousand dollars. At first glance, the price for a car with a 1.5-liter engine seems to be very high: for this money it is quite possible to buy a pair of Nexia or Nissan-Almeru with a VAZ "six" to boot.
But let's count differently. After all, we paid for a modern five-seater sedan with a 114-horsepower engine with four valves per cylinder and a VTEC system that regulates the phases and valve lift depending on the speed, with air conditioning, electric windows, ABS brakes, power steering, two airbags, two sets of rubber (summer and winter) and cast aluminum wheels. There are other explanations that the Civic is the most expensive car in its class.
First, the engine. How many more 1.5-liter naturally aspirated engines deliver such impressive power? Therefore, the dynamic qualities of the AW car are such that they cannot even dream of the owners of "Samar" or "Nexia". Up to 100 km / h "Honda" accelerates from a standstill in 10.4 seconds, and the maximum speed "according to the passport" (the car was not checked at the AW test site) is 192 km / h. Secondly, this car is by no means small, both in terms of the size of the cabin and in overall dimensions. It's hard to believe, but the Honda Civic sedan is bigger than the most popular BMW 3 Series (E36)! Finally, looks. When the next generation of "Civics" appeared in 1995, the design of the car seemed unusual, but three years later the appearance of the car is quite consistent with the times and fashion, and, importantly, the AW car is well recognizable.
The workmanship is at the highest level, there is absolutely nothing to complain about: the exact fit of the body panels, the excellent color quality, no extraneous sounds in the cabin - the soft-touch upholstery panels seemed to have grown with the body. The doors close perfectly, like on more expensive cars.
There is not a single drip in the engine compartment, but there is only enough dust - after all, it's been six months in Moscow. There is no full-fledged protective pallet, and the dirt lifted by the front wheels managed to form bizarre stains on inside hood.
The motor is great! At first it seems that an engine with such a boost should be "inflexible", but you have to change gears no more often than in a "six". And most importantly, after 5000 rpm it starts to pull. It turns out, as it were, two motors in one: sporty and high-torque.
A skeptic will certainly notice that the engine still noticeably lacks torque below 2000 rpm, however, this has almost no effect on starting off. But in second gear, with the accelerator released, it can stall. But at high revs the motor is really good. A rather stiff short-travel suspension "conveys information" about the road in detail, but given the sporting inclinations of the AW car, this is very good.
But the steering wheel seems to be wadded. The hydraulic booster is very powerful with weak reactive action. It doesn't fit in with the sportiness of the Honda. The ABS works smoothly, almost silently.
The driver's workplace is convenient and easy to operate. However, to front seat you can find fault. It is convenient only for people of small stature, the rest of the pillow and back are too short, and the height adjustment of the pillow is inconvenient, as it pushes it forward, not backward. The rear seat folds down completely and in parts. You can transport the bike without disassembling it.
Honda is not the quietest AW car. The engine is well "muffled" at low revs and gives voice only at medium and high revs. Up to 3000 rpm it is almost inaudible, from 3000 to 5000 it makes a sharp, rather unpleasant noise, but beyond the tachometer mark "5" the song of a real racing engine begins. The hum of the tires is quite normal for cars of this class. In addition, strong vibrations are transmitted to the gear lever at idle speed.
The machine is extremely economical. According to estimates, the fuel consumption in the center of Moscow is less than 8 l / 100 km (with constant traffic jams and the air conditioner turned on), and outside the city, even if you do not always adhere to the speeds determined by traffic rules, it is no more than 6 l / 100 km. The green light on the instrument panel, which comes on only when "smoothly pedaling" in gears III, IV and V, is especially helpful in maintaining the economy mode. Although the manual for the AW car allows the use of unleaded "91" gasoline, at refueling the hand itself reaches for the hose with "95" - it is simply hard to believe that an engine with such a boost level can consume low-grade fuel.
Although they have been driving a car for six months, no breakdowns or suspicions of malfunctions have happened. Even the brake light bulbs are not going to burn out yet. However, there will still be TO, and the Moscow winter with its salt, mud and snow ...
But if we are to be especially picky, then you can find operational flaws even in the "Honda". It is surprising why rubber "mud flaps", colloquially referred to as mud flaps, are offered as additional equipment. According to Russian regulations, they must be regular. On the other hand, the sales company wears shoes for the season: our Civic was on winter tires. Because of this, I had to "change shoes" right after the purchase - spring came. Branded rubber mats - without sides and do not exactly match the shape of the floor. Environmentally friendly paint and varnish, which is used to paint "Civic", are easily scratched, and the consequences of even careful hand washing are already noticeable on the flawless surface. The only drawback related to ease of use is the design of the sun visor: it is too close to the driver's face. More seriously worried about something else: under the floor of the luggage compartment, instead of a full-fledged spare wheel, there is a thin "stowaway". Normal spare wheel unfortunately, it is not included in the niche. For trips around Moscow, an ersatz wheel is acceptable, but if you need to go a hundred or two kilometers?
The catalytic converter is also worrying - the white-stone one is finished with leaded gasoline, and outside of it, environmentally friendly cars are in big trouble. However, our "Honda" is unlikely to leave the Moscow region.
Frisky and economical, spacious and comfortable, environmentally friendly and safe, besides, it works like a Swiss watch, "Civic" looks like a silent reproach to the domestic AW toprom in the editorial parking lot. Yes, if only he ...
Source: WWW.ZR.RU - AW car magazine "Behind the wheel"
Honda Civic. EVERYTHING CAN CVT
Yuri Nechetov
Driving # 2 1999
In front of me, it seems, is a completely ordinary "Honda Civic". On the stern, there are 1.6iEC and VTEC plates Everything is clear - a 1.6-liter engine with a valve lift mechanism. I get into the car. Two pedals and a selector are also familiar to anyone familiar with the AW Tomato. I start the engine, taxied onto the avenue and "step" on the accelerator. And then miracles begin ...
The tachometer needle, jumping up to 4000 rpm, seems to be glued to this mark - having taken a note, the motor keeps it without straying. The car, you know, accelerates and accelerates, powerfully and, what is most striking, absolutely evenly, without a hint of jerks that accompany gear shifting even in a good "AW tomato". There is something very familiar in such even acceleration ... Of course! After all, it is typically "trolleybus"!
In the meantime, a red eye of a traffic light appeared in front of me - there was nothing to do, I was joining in behind some "nine". Well, it's time to open the cards. The fact is that my Honda does not have a hydromechanical AW, a tomato gearbox, but a continuously variable cVT variator (Continuously Variable Transmission). Yes, the usual V-belt variator. Although about the "usual" - I got excited. He is unusual in many ways. However, let's not rush - to the place of the main tests still go and go. First, a little theory.
Any engine internal combustion the maximum values \u200b\u200bof power, torque and minimum specific fuel consumption are achieved only at strictly defined speeds. When accelerating in each gear, the motor works with the greatest efficiency only in some moments, "skipping" the maximums of its characteristics. In addition, each shift, not to mention the loss of time, is accompanied by a longitudinal jerk - there is no traction on the driving wheels with the clutch depressed.
The situation is somewhat better with AW tomato gearboxes. The torque converter allows you not to interrupt the flow of power supplied to the wheels and smoothly change the gear ratio, although in a rather narrow range - on average from 1 to 2. At the same time, the small transformation ratio did not allow the AW tomato to completely abandon the step change gear ratios.
There is also a third solution. It is about him that will be discussed. This is the mentioned infinitely variable variator, smoothly changing the gear ratio. The most famous is the V-belt. The principle of its operation is clear from the figure. If you move apart or move the two plate-shaped halves of the pulley, then the V-belt will either "fall through" to a small radius of contact, or "displace" to a large one. Usually, two such pulleys are connected by a belt, operating in "antiphase" (that is, one moves and the other moves apart). As a result, the range of gear ratios is expanded and there is no need for an additional tension roller.
V-belt variators are widely used on motor scooters and snowmobiles, but they did not immediately take root on AW vehicles. And for a very understandable reason. The adhesion of the pulley and the belt occurs only due to the friction force, and in order to increase it to transmit high power, it is necessary to tighten the belt more. This greatly reduces its resource. On a fifty-cubic scooter, a rubber belt "runs" 10-15 thousand kilometers, and on a "liter" snowmobile - several times less. But the latter is still more of a toy, and the mileage per season is usually low. Another thing is AW car - here the annual mileage is sometimes tens of thousands of kilometers, and the power of the motors is higher. Who wants to change an expensive belt several times a year, and even with the disassembly of the gearbox?
Engineers at the Hamamatsu plant have adopted a steel push belt design that has been used on the Ford Fiesta, FIAT-Uno and Panda, and a number of other models. The "Honda-Civic" belt is made up of steel trapezoidal segments 1.5 mm thick, in the side grooves of which on both sides there are 12 rings of flexible steel tape. When asked about the resource, Honda representatives modestly replied that they "had some problems with this until they found the right materials."
Not satisfied with the verbal information, which, as you know, you can't sew to the case, I was not too lazy to look into the service book of the test "Civic". Surprising, but true: every 20 thousand km only general check variator, as well as brakes, steering gear, headlights, tires and much more. No belt replacement for 200 thousand km, for which all service operations are scheduled, is not provided. So the resource of the belt is equal to the resource of the motor, body and conventional gearbox. Well, now, having "grounded" in theory, you can go to practice. Moreover, while talking, we have already reached our goal - a deserted suburban highway.
The control of the transmission with the variator does not differ from the "AW tomato": foot on the brake, the selector from the "P" to "D" position. When you release the brake, the car starts to crawl forward (the multi-plate clutch operating in an oil bath allows slipping, so it engages very gently), you add gas - it goes faster. Depending on how you press the accelerator, the tachometer needle freezes at lower or higher revs and the Civic, respectively, accelerates slower or faster. When a certain speed is reached, the revs are slightly reduced, the acceleration disappears and the green "ECON" icon lights up - the engine switches to the economy mode. In this case, for example, at a speed of 80 km / h, the motor develops 2000 rpm. By sharply pressing the accelerator, you can raise the revs to 5500 rpm, at which the acceleration takes place to about 140 km / h, after which the revs begin to decrease smoothly, and the speed continues to grow. The coefficient of change in the gear ratio of the variator is quite large - 5.5 (from 2.466 to 0.449).
In addition to the position of the selector "D", there are two more: "S" - sports and "L" - low. In the first of them 3000 rpm are maintained at a speed of 80 km / h, in the second - 4500 rpm. That is, the engine develops the power required for movement at high rpm and lower torque, using a higher gear ratio of the transmission. Accordingly, he needs less time to unwind for maximum "return". Acceleration at full throttle in both cases occurs at about 6500 rpm, when the engine produces all its 115 hp. from. At the same time, there are no speed limits - in "L" AW the car will develop the same maximum 170 km / h, only it will do it faster. In addition, the variator control algorithm changes depending on the position of the selector.
Unlike the usual "AW tomato", there are no speed limits when changing modes for moving forward. For example, to increase the efficiency of engine braking (without fear of "twisting" it), you can go from "D" to "S" or even "L" at any speed. There is no "thoughtfulness" inherent in hydromechanical gearboxes - the car "follows the pedal", almost like with "mechanics".
Honda's research has shown that the CVT delivers 15 percent fuel economy in urban modes compared to a conventional four-speed AW tomato, and a 1.7 second gain when accelerating from a distance of 400 meters. Moreover, at the same distance, the CVT wins 0.1 s over the "mechanics".
Well, did you like the variator? The answer is foreseeable. Meanwhile, the possibilities of the variator are not limited to what has been said above. Imagine this situation. Do not feed you with bread, but let them "joke" with the lever of the box, jerking with the motor. Wife, by and large, needs two pedals and a steering wheel - she hates your comments about the wrong gear. The mother-in-law (if she also has "rights") for trips to the store is generally enough for one - the first. But CVT can do all this. Do you want to ask her, say, a stepped mode of operation, like a conventional "mechanics", and even with any number of gears and gear ratios? You are welcome. And if you play enough - go to the normal mode and roll yourself, resting. By the way, according to the latest "intelligence" data, such a programmable variator is being developed at the Tsanradfabrik firm for the BMW and Volkswagen concerns. So it looks like the Honda Civic is just the beginning of the "newest" CVT history ...
Source: WWW.ZR.RU - AW car magazine "Behind the wheel"
Test drive Honda Civic VII
More than 28 years have passed since the first generation Honda Civic was introduced in July 1972. During this time, more than 13 million Honda Civic have been sold worldwide different models and complete sets. At the end of 2000, a new, seventh generation Civic appeared.
Full the lineup includes sedan, two-door coupe, and three- and five-door hatchbacks.
We got a Civic for the test with a sedan body, a 1.6-liter engine (110 hp) and an AW tomato 4-speed gearbox, dark green metallic color in a fairly rich configuration: air conditioning, electric windows, sunroof, electric mirrors, alloy wheels, audio preparation.
The driver's seat on the Civic allows you to sit comfortably behind the wheel, while the steering wheel does not obstruct the dashboard with the dials of the speedometer, tachometer, as well as the engine temperature and fuel level gauges.
There were doubts that the pedals would cling to winter boots - but this did not happen, the Civic has enough legroom. It is also convenient in the rear seats - there is where to put your feet, your head does not rest on the roof, even three of us can sit with sufficient comfort. When Honda engineers created the new Civic, they took into account the wishes of buyers who wanted more spacious salon while maintaining external dimensions. And they succeeded quite well. The Civic's interior doesn't feel cramped.
So let's go. From a place, the Civic starts off smoothly and confidently, although under the right wheels there was a snow-covered roadside, and under the left wheels there was ice-covered asphalt. On our AW car there is no traction control system - so a confident start from a standstill in such conditions is entirely due to the tomato AW box. In general, the tomato gearbox-AW deserves separate words - it works in tandem with an electronic system that adapts the box to the driver's driving style. Within two minutes you get used to the fact that the Civic is going exactly as it should, there are no noticeable delays in gear changes. Kick-down works clearly, even faster than you expect: going to overtake and pressing down the gas, for the first time you get a little frightened out of habit - the Civic accelerates powerfully.
Before going to this test, I spoke with some owners of previous Civic series - they all argued that the engine needs to be "turned", it likes high revs, otherwise the Civic simply "does not go". So, it turned out that this is not necessary at all, the 7th generation Civic has a motor with a VTEC phase change system, and the AW car picks up from almost any speed. When we were driving along the Leningradskoe highway, at one of the traffic lights a young guy in an Audi A4 1.8 followed us - one could expect that he would "make us", because the volume of his engine is 200 "cubes" more, however, this did not happen ...
In general, driving a Honda Civic around the city is a pleasure - the car easily accelerates, clearly and quickly responds to steering movements. The Civic also brakes well - despite the fact that the tires are non-studded - Dunlop (and under the wheels you know what). It seems that the designers of Honda specifically built the Civic specifically for city driving - in city traffic you feel like a fish in water.
So we got from Volgogradsky Prospekt to Khodynsky Pole quickly, and without any incident, and a couple of traffic jams that we met on the road slipped through, maneuvering from row to row.
We came to Khodynka in order to fully appreciate the AW car without disturbing others.
But it turned out that the first thing we could check on the Khodynskoye field was the cross-country ability of the Civic. Having entered Khodynka from the Khoroshevskoe highway, and trying to quickly get to the former runway (there used to be an airfield on Khodynka), we turned off one of the rolled roads somewhere in the wrong direction, and after 10 meters we realized that Civic was plowing snow. They did not stop, deciding to go straight until either we reach a cleared place, or we get stuck.
Don't get stuck! Calmly, without sharply pressing on the gas, moving the gearbox selector to position "2" and using the even distribution of engine torque, we reached a clean area. Not far from the same virgin land, the VAZ "ten" tried unsuccessfully to get out.
After all these “off-road” adventures, we finally got down to what we came for.
In a straight line, the Civic accelerates confidently, breaking into a slip only when the gas is pressed sharply, up to the "kick-down". When slipping, the Civic starts to drive from side to side, but these yawing is easily caught by the steering wheel, so a high-spirited winter acceleration on an ice-covered and snow-covered road does not conceal any surprises, the speed is gained smoothly and confidently.
In general, it would be a stretch to call Khodynka an expensive one - in places there are such bumps and potholes that it became scary for the suspension. Despite such a road, the Civic carefully stores its passengers, delivering a minimum of discomfort, and all shocks from bumps are extinguished in the bowels of the suspension.
When braking hard "to the floor", before the ABS is triggered, the Civic keeps the trajectory, and even on bare ice does not tend to jerk to the side or turn around.
In general, the Civic is very confident on the road, it doesn’t conceal any surprises. Even a novice driver can easily and quickly find a common language with him. In any situation in which you can get in the city - in a dense stream on a busy street or snow-covered courtyards, you can ride it without fear of trouble.
http://www.autonews.ru/
Honda Civic. IN THE SEVENTH KNEE
Sergey Voskresensky
Driving # 2 2001
The new Civic is slightly shorter (-20 mm), but wider (+20 mm) and higher (+50 mm) than its predecessor. First of all, this had a beneficial effect on the size of the cabin - now, according to a number of parameters, it is the most spacious AW car in its class. It took a lot of work to achieve such spectacular results. For example, the steering gear has been moved upward, thereby reducing the length of the engine compartment. A more compact rear suspension allows for an increase in trunk volume by 40 liters. The rigidity of the body has noticeably increased - now the entire power frame is made of high-strength steel.
Engines of 1.4 and 1.6 liters were not ignored either. Keeping the same power, both became more "momentary". So, a 1.6-liter engine with a capacity of 110 liters. from. now develops 152 Nm at 4300 rpm: compare to 143 Nm and 4800 rpm for the previous generation. Both motors are aggregated with either a five-speed "mechanics" or a four-speed "AW tomato". The latter is equipped with a torque converter lockup, electronic control and a logic control system that adapts to road conditions and the temperament of the driver. It is with such a box that we will have to get to know better, as, indeed, with another novelty - the electric power steering. After all, "Civic" is the first mass AW car of the "Honda" company in Europe, on which this innovation is applied.
"KNOWN" NEW
To be honest, if we remove the marketing make-up from the body, which does not allow us to forget that we are facing the freshest Honda, the Civic is unlikely to capture the imagination. The "correct" modern sedan is like a sponge, which has absorbed the fashionable design findings and from this has lost its true "Honda" style. There is no characteristic beak in the front, the headlights have become bored and as if Europeanized, the falling swiftness of the roof has disappeared. Deprived of family features, the new "Civic" has become from the outside something in between, how cute, so faceless.
But practical and even strict interior kept the old "Honda" sourdough. There is no fake tinsel, there is not even a popular display today - everything is tasteful, but very rational. The strict dark contours of the dashboard, the upholstery in the same tone, and only light inserts for aluminum on the door handles and at the base of the gear lever dilute the asceticism of the cabin. An unexpected vertical combination of three rotary climate control knobs brings the entire front fascia to life.
Otherwise, everything is convenient and ... somehow familiar. It seems that the console, the instrument cluster have changed, but still there is something in common, the continuity of decisions, or something. The seat looks familiar at all: the same set of three adjustments, the same dense, but clearly short cushion, the same limited longitudinal range of movements - a tall driver will be cramped. However, additional centimeters are "felt" immediately, especially above the head, and on the sides of the driver. Conveniently, even with some margin, the roof "lifted", and the passenger on the right somehow moved to the side. The increase in rear space is even more noticeable. True, not over the head (here it is just very close), but in the area of \u200b\u200bthe knees and feet. A flat floor and a dozen centimeters of free space - you sit down almost like in a limousine. At first it’s hard to believe, but when you get used to it, you start to find fault with the little things - they say, and the back of the rear seat could be put vertically, and the ceiling could be raised.
UNION OF MOTOR AND AUTOMATON
I confess that for me "Honda" is primarily an engine, and it does not matter what kind of displacement it is. In this case, at first, the combination of a "small" 1.6 liter engine and an AW tomato transmission was alarming. However, "Civic" from the first minutes of communication forced a completely different look at the "ladies" equipment: it turned out to be sharp, dynamic, sometimes even unnecessary. A light touch of the accelerator makes the Honda immediately "shoot" in a given direction. Well, if the gas to the floor - here it is, powerful acceleration, accompanied by a spectacular slip of the driving wheels on the salted winter asphalt, here it is, the true character of the "Honda"! And it must be the same, "AW tomato" dissolves in this energy, reminding of itself only with small "plugs" at a very jerky driving. It looks like the logic control system and torque converter have hit it off. The new engine is distinguished by a smoother torque characteristic and ... limited "spin". No matter how hard you try, an electronic limiter intervenes at 6500 rpm. I remember the "old" motor allowed more. And yet there are some harsh notes in the character of the new "Honda". For example, when maneuvering or in a tight parking lot, her impulsiveness even interferes: you have to use the accelerator very dosed.
On the AW road, the vehicle behaves reliably, although not perfect. The new pendants, having decreased in size, remained essentially European. On relatively flat road "Civic" vigorously overcomes seams, joints and other trifles with such an elastic ball. But as soon as traditional gentle waves and other characteristic potholes appear, the suspensions quickly give up, and the body begins to sway intensively, letting in more and more new series of blows. There is only one way to deal with this - to slow down.
But I liked the handling of the Honda Civic. Of course, on winter tires it is difficult to feel all the nuances of the AW car's behavior: nevertheless, it somehow immediately disposes of fast, precise responses, an elastic, intelligible steering wheel and ease of passing the most treacherous turns, unusual for the "old" Civic. I remember that the previous one was more "rested" at the entrance to the bend, trying to straighten the given trajectory. And this one drives itself and drives, even with an AW tomato box, very sensitively reacting to the accelerator pedal.
The "Civic" is rather peculiar in terms of vibroacoustics. It is felt that the AW car has been diligently worked on, reducing engine vibrations, aerodynamic noises - but the roar of the temperamental engine still breaks into the cabin after 4000 rpm as an unnecessary reminder of its irrepressible energy.
NOT USEFULNESS ONE
The seventh in a row "Civic" is clearly more focused on the mass consumer. Convenient, spacious interior, roomy trunk, of course, are useful in everyday life. At the same time, AW cars with character are now less and less common. "Yummy" becomes the lot of exclusive versions. Here the new Civic is rather a pleasant exception. And having felt this, you are no longer so skeptical about the boring appearance and by no means low price - $ 21,000. Well, "Hondas" have never been cheap.
Why are you racing? Because you feel like you can do it even better? Better than last season, better than yesterday. But there is still something inside you that wants to be free. And you still haven't reached your peak ..... "
This quote perfectly describes the essence and nature of the Honda Civic model, the model to which the blog is devoted. Civic is already over 30, and he is still the same bully. It was this reputation that was entrenched for the once just nimble little car. Today he has matured, and he still has that enthusiasm, impudence in character, that hooligan note. A car for the soul? Yes, it's a Honda Civic.
Birth
The history of the Honda Civic began over 30 years ago, in 1973. It was during this period that the first Civic rolled off the assembly line - a compact car intended for the world market of economical cars, the result of many years of work by Honda engineers, and instantly accepted by buyers around the world.
Honda Civic 1st (left) and 2nd (right) generations
The main advantage of the car, in addition to its compact size, was considered to be the CVCC series engines, the main feature of which was pre-chamber ignition, which allowed the engine to run on a lean mixture, and therefore reduced the content of harmful substances in the exhaust and improved efficiency.
By the way, a year before the debut of the Honda Civic, the global oil crisis broke out and Honda presented its new brainchild just in time. In these conditions, a small, nimble little car with front-wheel drive was doomed to success. In the same 1973, the Honda Civic took third place in the prestigious European Car of the Year competition, and a year later it became the best imported car in the United States.
Honda Civic 3rd (left) and 4th (right) generations
In 1979, the 2nd generation of the Honda Civic model appeared, and a year later, CVCC II engines began to be installed on these cars, which became even more economical and powerful. In 1983, the 3rd generation of the Honda Civic family was released. The 4th generation Honda Civic was shown to the public in 1987 and the same year went down in the history of Honda with the victory of the Williams-Honda team in the F1 Constructors' Cup. Well, the Civic got independent suspension of all wheels and a new 16-valve engine from the formula technologies.
Becoming
Having blown up the public with another technological know-how () Honda in 1992 presents the 5th generation Honda Civic. It was from this time that the Civic gained a new wave of popularity. Engines, excellent handling, coupled with modern smooth body lines gave an amazing result. By the way, Ayrton Senna, the greatest formula racer, indirectly took part in the creation of this car, and it is from this generation that Honda returns to its true motorcycle-racing past, while not changing the canons of economy.
Honda Civic of the 5th (left) and 6th (right) generations
7th generation Honda Civic. On right
In 2001, the presented 7th generation of cars also received the title " Japanese car of the year". Although many agree that the temper of the seventh Civic "and suspended, the car is still worthy of attention. In this generation, the European Civic was first produced under the sign.
Maturity
8th generation Honda Civic. Left European sedan, right American
In 2006, the last 8th generation appeared. But unlike the previous ones, there was a slight split in the 8th generations - now there is a Honda Civic and a Honda Civic for the American market. The latter was slightly different from the main Honda Civic in design. By the way, the well-known and sensational space design Honda Civic 5d, a representative of this particular generation, is not officially represented in Server America.
8th generation Honda Civic 5D futuristic hatchback
* * *
Interest in the existing generation of Honda Civic has not cooled down yet, and the premiere of the next, 9th generation is on the nose. Indeed, as a rule, the life cycle of one generation of Honda Civic does not exceed 5 years. Therefore, we will look forward to the pre-production concept in 2009 and the production model at the end of 2010.
P.S. Save money and get in line in advance;)
