2001 Honda Civic

Press Release by Adrian Burford

South Africa’s love affair with Honda, the premium quality Japanese brand, has been renewed  with the launch of the 2001 Civic – this time as a four-door sedan. It was almost 20 years ago that Honda cars first went on sale in this country and in that time they’ve built up a reputation for excellent engineering, high quality, and exceptional dynamic ability.

 The latest version builds on those strengths, but in some ways it is a radical departure from the five previous generations that have been sold here.

Designed around the philosophy of being a “Smart Compact”, the seventh generation Civic (Ballade was a name unique to SA) is a car conceived around the needs of the human being, and finding innovative and original solutions to those needs. Central to this philosophy was to create the maximum amount of living space, and this was achieved by making the car taller and by increasing the rear overhang. While the nose is 55 mm shorter, the tail grows by 40 mm, resulting in a 38 litres increase in luggage space.

 Overall length is down by 15 mm, but the wheelbase remains the same and occupant space has been improved by pushing the windscreen forward and constructing a flat floor. Moving the windscreen forward has resulted in a shorter, higher bonnet, a state of affairs which Honda’s engineer’s capitalized on in terms of the under bonnet packaging.

This innovative layout means that the 2001 Civic is one of the most roomy cars in its class, with a walk-in environment that has a spacious, airy feel. The boot is exceptionally big, with a regular shape largely unencumbered by suspension turrets, while rear leg and headroom will impress even large South African males.

In addition to being more spacious, the torsional rigidity of the all-new bodyshell has increased by 48 percent, with benefits for both ride and handling. In terms of aesthetics, the Civic has a look of sleek solidity about it thanks to the high doorline, and rising tail. It is thoroughly modern, with the corners of the stubby nose defined by large, integrated headlights.

At the back, the light clusters once again define the top of the fender and the bootlid. There’s a clear Honda identity to the styling; with colour coded doorhandles, alloy wheels, and chrome detailing in the grille and across the rump adding that touch of class that has always been a Honda trademark.

 The stiffer body was the starting point for enhanced levels of refinement, but Honda also addressed all possible areas of noise intrusion to make the cabin a quieter, more comfortable place. Road and wind noise have both dropped dramatically as has engine noise at full acceleration – both are now better than class rivals.

 In addition to the improved crashworthiness of a more rigid structure, safety issues have been addressed by the usual crumple zones and deformation areas, but Honda has taken it a step further by designing the front side frames to crumple and then fold, thereby absorbing the maximum amount of energy. The survival zone stays intact thanks to steel reinforcing beams in all the doors, while occupants are secured by inertia reel belts with frontal pretensioners and dual airbags.

 In true Honda style, the cabin has an uncluttered and harmonious ambience, allowing the driver to focus on the job in hand. There’s no confusing or fussy detailing – just ergonomic attention to detail aimed at making the driving experience more enjoyable, and safer.

Dials are large and clear, while the rotary controls for the ventilation and air conditioning are stacked vertically, to the right of the centre console. Here you’ll also find a Pioneer front loader CD player/tuner with clock, and plenty of storage space. Cupholders at the head of the transmission tunnel double as an oddment area, while there’s further storage aft of the gearlever itself.

Whether you buy the two or three pedal version, standard equipment includes electrically powered windows and mirrors, height adjustable steering column and driver’s seat, remote releases for fuel flap and bootlid, and a 60/40-split rear seat. In Honda tradition, the seatbacks can be locked in the upright position, while the remote release for the bootlid has a separate lock too. Leather upholstery will be offered as a dealer option.

A car where packaging was so important called for radical solutions, and Honda has moved away from its traditional double wishbone front suspension to a MacPherson strut design. This has resulted in significant space savings, but without compromising ride or handling, thanks to a lower suspension link which accurately controls fore/aft and lateral movement. In addition, the steering rack is mounted high in the engine bay and in a central position, allowing for extra-long steering arms to be used, effectively eliminating bump steer.

Rear suspension remains by double wishbones, but extensively revised so that the coil springs take up less space (as a result of which the boot width is considerably enhanced), and also configured to improve stability, especially under braking. Both front and rear anti-roll bars are fitted.

Honda’s have always had a reputation for dynamic excellence, and this version reinforces it. Enthusiast drivers will appreciate steering that is light yet accurate, endowing the car with quick reflexes. At just 2,79 turns lock to lock, they’ve struck the perfect balance between responsiveness and stability.

Faithful steering responses and sharp handling don’t come at the expense of ride quality however, and the Civics’ positioning as a swift yet comfortable sedan is borne out by the tyre choice. It rides on 195/60R15 rubber, chosen as much for low rolling resistance and low noise levels as for grip.

 The new Civic has an advanced brake system, featuring both ABS and electronic brake force distribution. These systems combine to give the driver maximum control, irrespective of the surfaces underfoot, or indeed, whether the car is simultaneously cornering and braking.

Under the bonnet of the Civic is the latest version of the acclaimed Variable Valve Timing and Lift Electronic Control (VTEC) four-cylinder engine, driving the front wheels through either a five-speed manual or a four-speed automatic gearbox.

Unlike the version in the outgoing 1,6 litre model -- which had the reputation for offering everything that a high performance engine should (backed up by considerable success in production car racing) -- the new engine uses similar technology to return excellent fuel consumption coupled to strong drivability.

 Midrange grunt and VTEC weren’t often mentioned in the same sentence, but this 1 688 cc single overhead camshaft version boasts a thick seam of torque that makes it ideally suited to our high altitude conditions. At low engine speeds one of the two intake valves remains closed, boosting torque and reducing fuel consumption, but at higher revs increased oil pressure actuates a hydraulic piston which links the two rocker arms, bringing the second inlet valve into play and allowing the engine to breathe fully. This, in addition to optimized swirl ports and the latest engine management electronics, results in lower emissions and a broader spread of torque. Tests carried out by Honda engineers indicate that fuel consumption is down by between 10 and 15 percent from this lighter, quieter engine. With 96 kW at 6 300 revs/min to back up 155 Nm at 4 800 revs/min, the 2001 Civic 170i is more than capable of running with 2,0 litre rivals, few of which make as much power.

 As well as a slick and precise shifting manual (and Honda don’t forget that you need somewhere to put your left foot when it isn’t on the clutch) there’s an advanced “thinking” automatic. Honda’s Prosmatec transmission uses software dubbed Grade Logic Control to optimize gearchange points, based on vehicle speed and attitude. This reduces the tendency to “hunt” when ascending, and for the gearbox to allow the car to overspeed when descending, the advanced electronic brain making an educated decision whether to hold on to a lower ratio. This technology is worth a three percent reduction in fuel consumption compared to a normal automatic, and also has a safety benefit in that engine braking can be used to control the vehicle’s speed.

All Honda vehicles sold in South Africa carry a three year, 100 000 km warranty, with full service intervals set at 20 000 km. The two models are extremely competitively priced, with the manual retailing for R143 000, and the automatic for R149 500.