1996 Honda Civic Review

The Honda Civic--one of the most successful cars in auto history--gets a major revamp for 1996 that leaves it improved but much blander.

The new Civic, which continues as a coupe, hatchback and sedan, has a stronger body, refined suspension, larger interior and more powerful engines that deliver higher economy. It's a quiet, smooth-riding, good-handling car.

But the new, sixth-generation Civic has fallen victim to the sorely deflated dollar, which has caused Japanese automakers to engage in furious cost-cutting so they can make money while selling cars in America.

For instance, all 1996 Civics have rear drum brakes, which are inferior to the rear disc brakes some previous Civics had. Vinyl seatbacks are even in high-line models, and anti-lock brakes are standard only on the top-line Civic EX and not even optional on one model. The temperature control slide lever in the 1996 Civic LX sedan I recently tested felt as if it was from a Yugo.

Honda, which revamps the Civic like clockwork every four years, calls the new styling "dynamic." But that's not a word to accurately describe a car that is taller and has a squarer jaw. Some models even have blockier tail lights.

The Civic also doesn't have the responsive, light-hearted feel of previous Civics, although the LX sedan has plenty of room for four tall adults.

The fairly sober styling and more mature driving feel is a sign of these pragmatic times, in which value--not flair--is emphasized for high-volume cars such as the Civic.

Nearly 270,000 Civics were sold in America last year, and sales through September this year were up 3.1 percent over last year.

The 1996 Civic should sell just as well. Gaze beyond the styling and cost-cutting and you'll find a car that looks and feels more substantial.

Importantly, while 1996 prices weren't available at this writing, Honda says the new Civics will have price increases of only about 1 percent over the 1995 models, which have base prices ranging from $9,890 to $16,280.

The Civic is a Honda bread-and-butter car, and Honda doesn't want it to lose popularity in the face of stiffer competition.

Still, one large, veteran Chicago area Honda dealer said that automaker ``definitely should sell a lower-priced, entry-level Civic.''

With dismissal of the 1.5-liter four-cylinder found in most 1995 Civics, all new Civics have a 1.6-liter, low-polluting four-cylinder, which generates from 106 to 127 horsepower.

The 1.6 still is tiny. That's one big reason why it delivers high fuel economy--up to an estimated 39 m.p.g. in the city and 45 on highways in the ultramiserly Civic HX model.

But the 1.6 also is a sophisticated motor, with four valves per cylinder (instead of the usual two), an overhead camshaft and, in some Civic models, variable valve timing. It works very hard to develop good power for its size, but is quieter and more refined than 1995 Civic motors.

Offered for the new Civics are a five-speed manual transmission, electronically controlled four-speed automatic or unique new automatic Continuously Variable Transmission (CVT).

The CVT is said to offer an automatic's convenience while providing fuel economy and performance similar to that gotten with a manual. Subaru offered such a transmission, but it provided strange driving sensations and flopped.

My test LX sedan had a 106-horsepower four-cylinder and four-speed automatic, which is much improved over the previous, jerky automatic.

With only this writer aboard, the LX provided lively performance, even during 65 to 75 m.p.h. passing maneuvers that generally strain cars with small engines. But the LX wouldn't have been as strong with more than one occupant, or if loaded with cargo, because small engines don't generate much torque. Items such as the often-used power window buttons should be larger and better located, but the Civic mostly is very well-designed.

What's missing is the sportier nature of the older Civics.