2006 Honda Civic
Text & Photography by Sammy Chan
| Click any of the thumbnail pictures for more details |
Civic Sedan
Civic Coupe
| Foreword | |||||||||||||||||||||||||||||||||||
| Not only is the Civic the most important product of
Honda, it is probably the most significant vehicle in the world. In
Canada, Honda Civic has been the best-selling car since 1998. Amazingly, even in its last moments of life, the 2005 Civic can still garnered an all-time monthly sales record in August, 2005. The first Civic was introduced to the world in 1973 and has gone through 7 major changes since. The 2006 all-new Honda Civic is now entering its 8th generation major makeover. |
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| Sale date | |||||||||||||||||||||||||||||||||||
| Sedan/Coupe: October 4, 2005 Hybrid: November 15, 2005 Si: December 1, 2005 |
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| Models, trims and pricing | |||||||||||||||||||||||||||||||||||
| Sedan/Coupe: DX-G, DX, LX, EX Si (coupe) Hybrid (sedan) Pricing has not been announced, but will start from mid $16,000 Civic Si and Civic Hybrid will start from mid 20’s |
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| Standard Features | |||||||||||||||||||||||||||||||||||
| DX-G: side curtain airbags, side airbags, ABS,
EBD, power windows, power mirrors, 160-watt AM/FM/CD with 4 speakers,
MP3/WMA capability, 15" wheels DX: remote entry system, PDL, A/C LX: heated body colour mirrors, cruise control, map lights, outside temperature indicator, 16" alloy wheels EX: power moonroof, steering wheel mounted audio controls, 6 speakers Hybrid: rear spoiler, roof mounted antenna, MP3 player input jack, 15" lightweight alloy wheels, CVT automatic transmission Si/Coupe EX: 350-watt, 7 speakers with subwoofer audio Note: Both Navi and Satellite radio are not available in Canada |
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| Dimensions | |||||||||||||||||||||||||||||||||||
| Sedan/Hybrid Wheelbase: 2700 mm Length/Width/Height: 4489/1752/1435 mm Track F/R: 1501/1529 mm Curb weight: 1199-1304 kg Coupe/Si Wheelbase: 2650 mm Length/Width/Height: 4400/1751/1358 mm Track F/R: 1499/1526 mm Curb weight: 1178-1307 kg Wheelbase lengthened by 80 mm while that of the coupe has also increased by 29 mm Torsional stiffness has improved by 35% |
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| Design | |||||||||||||||||||||||||||||||||||
| Styling is one of the 3 main focus of the new Civic and
ought to be as Civic is the most sought after compact vehicle and the
most loved by young drivers. Civic has always been about excitement and
the new Civic does not disappoint. While it has grown in size and looks
the part, its sleek and svelte body lines do help to project a dynamic
and sporty image. There’s a familial aspect to the face of the new
Civic. As its front compartment is rather short, the windshield has been
steeply raked (or is it the other way round?). In fact, this is probably
the steepest windshield I’ve come across in a sedan. Flared side lines
help to enhance an aggressive stance and its cabin is long in side
profile. Best has to go to the Civic Si’s rear. Sharp rear lights and clean tail design has elevated the Si to a much higher plateau than before, it might as well have worn an Acura badge. It’s not easy to tell the visual differences between the Civic Hybrid and Civic Sedan. The concept-like "holeless" alloy wheels offer the first visual hint that this is no ordinary Civic. Next came the integrated turn signal indicator side mirrors and the roof-mounted antenna. Speaking of mirrors, the sedan, the hybrid and the coupe are all different, how amazing! Just look at the pictures I have taken! |
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| Engine | |||||||||||||||||||||||||||||||||||
| 3 new engines: Sedan/Coupe 1799 cc, SOHC, 16-valve i-VTEC 4-cylinder Compression ratio: 10.5:1 Maximum horsepower: 140 hp/ 6300 rpm Maximum torque: 128 lb-ft/ 4300 rpm Fuel consumption L/100 km(estimated): city/highway 7.8/5.7 (5MT); 8.2/5.7 (5AT) Si 1998 cc, DOHC, 16-valve i-VTEC 4-cylinder Compression ratio: 11.0:1 Maximum horsepower: 197 hp/ 7800 rpm Maximum torque: 139 lb-ft/ 6200 rpm Hybrid 1339 cc, SOHC, 8-valve i-VTEC 4-cylinder, IMA motor, Ni-MH battery Compression ratio: 10.8:1 Maximum horsepower: 110 hp/ 6000 rpm Maximum torque: 123 lb-ft/ 1000-2500 rpm Fuel consumption L/100 km(estimated): city/highway 4.7/4.3 Using an all-new 1.8-litre 4-cylinder engine, power of base model Civic has been upped significantly, from 115 hp to 140. This engine features a new version of i-VTEC and a dual-stage intake manifold, aimed at achieving better performance and fuel economy at the same time. An electronic drive-by-wire throttle system is also utilized to optimize engine response and enhance smoothness. Civic Si’s powertrain is the most exciting of all. The all-aluminum DOHC 2-litre engine features an "intelligent" i-VTEC, which combines Variable Timing Control (VTC) with Variable Valve Timing and Lift Electronic Control (VTEC) resulting in an astounding 197 horses, coupled with good fuel economy and low exhaust emissions. A short length performance tuned intake manifold is used to boost high-rpm power and to generate a unique high performance engine sound. Civic Hybrid employs a new 4th generation Honda IMA system, which consists of a 1.3-litre i-VTEC 4-cylinder engine linked to an electric motor and a CVT. The electric motor is powered by a Nickel-Metal Hydride (NiMH) battery pack. During acceleration, power is delivered by either the engine or the engine and electric motor together. When cruising, either one can propel the vehicle. Braking will deactivate the gasoline engine and the electric motor will act as a generator to recharge the battery. At a stop, the engine will be turned off to save fuel and emissions and will return to life once the brake pedal is released. Compared to the outgoing Civic Hybrid, the electric motor has increased horsepower by 50% and maximum torque by 14%. Battery pack in the new Hybrid is also smaller by 12% in volume and can store up to 158 volts of electrical energy compared to 144 in the old. 2006 Civic Hybrid is also specially equipped with 2 air-conditioning compressors, which can act independently or together depending on the cooling needs of interior occupants. |
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| Transmission | |||||||||||||||||||||||||||||||||||
| The 5-speed manual has been redesigned to reduce size
and weight and to provide a more direct shift feel. A 5-speed automatic
transmission, a first for Civic is available. To provide smooth
shifting, the automatic employs a low-friction clutch and a special
super-thin torque converter. Grade Logic Control is used to reduce gear
hunting on steep grades. Exclusive to the Civic Si is a short-throw 6-speed manual transmission. All gears feature synchronizers (triple on 1 and 2, double on 3 and 4, single carbon on 5 and 6) to provide a light and responsive feel. A helical type limited slip differential is also used to improve acceleration and cornering performance. A Continuously Variable Transmission CVT is still standard on the Hybrid, but this 4th generation CVT has been redesigned to achieve maximum efficiency. A 9% wider gear ratio range and a different Final drive ratio has been employed.
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| Suspension | |||||||||||||||||||||||||||||||||||
| Front: MacPherson Strut, coil springs, stabilizer bar Rear: 4-Link, coil springs, stabilizer bar Front and Rear spring rates are higher in Civic coupe Si coupe has even higher spring rates, 17% and 14% higher than the coupe’s front and rear. Front suspension incorporates new geometry with a higher caster angle, and inversely wound springs for straight line stability, together with improved toe-control dynamics for sharp and responsive steering. Rear is totally redesigned using a long stroke damper and an aluminum hub. |
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| Brakes and tires | |||||||||||||||||||||||||||||||||||
| Sedan/Coupe: vented front disc, rear drum brakes, ABS,
EBD Hybrid: vented front disc, rear drum brakes, ABS, EBD Brake Assist EX/Si: vented front disc, solid rear disc, ABS, EBD DX/DX-G: Bridgestone Turanza 195/65R15 EX: Bridgestone Turanza 205/55R16 Si: Michelin Pilot HX 215/45R17 Hybrid: Dunlop SP 31 A/S 195/65R15 |
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| Steering | |||||||||||||||||||||||||||||||||||
| Steering ratio/Lock-to-Lock: Sedan/Coupe 13.73:1/2.67-2.73 Si 13.62/2.65 Hybrid 13.62/2.71 |
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| Driving impressions | |||||||||||||||||||||||||||||||||||
| I have driven a sedan with the 5-speed manual, the
Civic Hybrid and of course the Si. Engine in the sedan is smooth and
sweet-revving. Power is adequately strong during acceleration from idle
and passing slower vehicles on the highway. Clutch is rather light, but
shifts are short and quite smooth too. 1st gear will top out
at around 6900 rpm and 61 km/h, 2nd will take you to 102 km/h
while 3rd will top at 155 km/h but at a higher 7200 rpm.
Steady throttle at 100 km/h will show an engine rpm of 2800. The Civic Si is a blast, both in aural and in seat-of-the-pants feel. The engine sound is sweet and intoxicating, it might as well come with 3 gears rather than the 6-speed offered as those are the gears you would like to stay forever. The engine is flexible all the way to a dizzying 8300 rpm (an orange indicator housed in top-tier instrument panel will flash from around 7400 rpm) with 1st, 2nd and 3rd gear topping out at 61, 93 and around 132 km/h respectively. At a steady 100 km/h, engine rpm is surprisingly similar to the 5-speed manual cars hovering at around 2800 rpm. I am one of those lucky journalists to have the chance to really blast the Civic Si around a fast track in Chicago. The venue was Autobahn Club about an hour drive away from Chicago. Members of this club are there not for the golf, but for the track that allows them to drive their toys to their limits. Here, the Civic Si feels very much at home. Its grip is phenomenal considering that it’s a front driver and is shodded with pretty mundane summer tires. The chassis is rigid and taut, can easily handle much more horses. Understeer is minimal and very forgiving. The transmission is a delight, extremely easy and smooth when gearing down is needed at tight corners. With only 110 hp, one would expect the Hybrid to act like a snail. On the contrary, low-end torque is more than adequate. The tiny engine feels peppy and likes to be pushed. If not stopped completely as in a rolling stop, the engine will not switch to idle mode. That happens only when the car is stopped completely. Releasing the brakes will quickly bring the engine back to life, transition is smoother than expected. Smooth driving, comfort and fuel economy is what the Hybrid is all about, just don’t expect it to do very well at high speeds. Steering wheel is delightedly small and appear to have a bit of a square shape to it, not unlike Formula 1 race cars. Steering feel is rather light for my taste. I don’t like the 2-spoke design on sedans and coupes, but find the Si’s fun and interesting. |
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| Driver and passenger environment | |||||||||||||||||||||||||||||||||||
| Give Honda credit for designing a very unique, yet
strange instrument panel. Facing the driver is a two-tier instrument
panel design. The "normal" panel is dominated by a large tachometer and
houses things like odometer, warning indicators, outside temperature and
gear indicators for cars equipped with automatic transmission. The
higher level panel houses a digital speedometer, fuel and engine
temperature gauges. While taking advantage of the space generated by the
steep windshield, this design was said to enhance the driver’s field of
vision. This concept is quite similar to those Heads-Up Display unit
offered by some manufacturers, only difference is that they (Civic’s)
can’t be switched off. With the center console somewhat slanting towards the driver and the shifter mounted higher off the floor, the whole cockpit is very functional and driver-friendly. When viewed straight on, it is quite pleasing to the eye, same can’t be said when viewed from the side. The Civic Si has a rev-limit indicator light housed in the top-tier panel that flashes at 7400 rpm and stays solid once redline of 8000 is reached. Instrumentation in the Civic Hybrid is different. Besides having an instantaneous fuel economy indicator, there’s also IMA "charge" and "assist" displays, and "AUTO STOP" to indicate that the engine has been switched off. Seats are supportive and well-bolstered with all driver’s seats offering height adjustments. Coupes have deeper bolsters than the sedan while the Si has firmer upper and lower side bolsters. DX and LX models have a one-piece folding rear seat. Civic EX and Si models feature a 60/40 split folding arrangement. Seats in the Civic Hybrid are of better quality both in look (nice blue finish) and feel, after all the Hybrid is the only Civic made in Japan. Sitting "behind" myself, I find very generous kneeroom in the backseats. Headroom is more than adequate for my 5’7" stature. Extremely wide rear windows further enhance feelings of spaciousness. Better use of material in the cabin has also given the new Civic a more upgrade feel. Ceiling liners are of cloth type and all 4 sides including the driver’s side have grab handles. Why driver’s side? To allow me to rest my left arm, of course. |
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| Safety features | |||||||||||||||||||||||||||||||||||
| Dual-stage, dual-threshold SRS airbags for driver and
front passenger Side airbags- seat-mounted Side curtain airbags Dual seat belt pre-tensioners on both front seats Active front seat head restraints- in the event of a rear collison, a person’s body would be pushed against the seatback, pressure is transmitted mechanically from the lumbar plate via links that pushes the head restraint upward and forward to equalize the forces acting on the head, neck and spine. Lower Anchors and Tethers for Children (LATCH) Front passenger occupant position detection system |