Honda Civic 2012 Review

When the previous-generation Civic arrived in 2006, the swept-back windshield and the futuristic styling were breath-taking .What we see for 2012 is a careful evolution of the past Civic. All the new changes—the longer hood, the sculpted bumpers, and the larger taillights—make the Civic look more conventional than before.The aerodynamics have also been improved. Honda claims a lower coefficient of drag because of a smaller grille opening and a flat underbody.

Inside, the Civic has the same two-tier instrument display with the digital speedometer above the analog tachometer. Like the exterior, the interior is familiar yet new. Plastic quality has improved slightly, and there is new design with  rice-paper-like graining on the door panels. Thinner A-pillars aid forward visibility, and new seats feel more supportive—mercifully, they have less-intrusive lumbar support. A new five-inch display is standard on all models above the most basic DX trim level. With the “intelligent Multi-Information Display,” the screen sits to the right of the speedometer and gives trip computer, audio, clock, and  navigation information.

 The sedan’s 105.1-inch wheelbase is now 1.2 inches shorter, rear legroom has increased by 1.6 inches. Overall length, height, and width all remain unchanged, but the Civic feels wider and more spacious inside. Honda claims shoulder room has increased by nearly three inches. According to the EPA, the new Civic sedan has 94.7 cubic feet of space inside. That works out to about four more than in last year’s car.

Large impacts are absorbed by a unibody structure that is slightly more rigid. Not only is it stiffer, but it’s also slightly lighter than before. The greatest weight loss, 58 pounds, occurs in the EX-L sedan. Other versions are between 20 and 55 pounds lighter than they were last year.

Modifications to the electric power steering include a slower ratio and a rack that is more rigidly mounted. Compared with its predecessor, the new Civic turns into corners with less authority, which adds to the car’s larger feel. The electric power steering is very numb, providing less feedback than before. Overall, the car’s stiffer body, increased sound deadening, and sleepier steering are more about maturity than playfulness.

Buyers seeking even higher fuel-economy  numbers will want to consider the hybrid model or the new Civic HF. Available only as a sedan with the automatic, the HF adds lightweight aerodynamic wheels, a small trunklid spoiler, a few more underbody panels, and extremely low-rolling-resistance tires that bump highway fuel economy to 41 mpg; the city number rises by 1 mpg, to 29.

Pricing for the 2012 Civic is largely unchanged from the 2011 model’s. The cheapest version, the DX coupe, starts at $16,355; its sedan counterpart starts $200 higher at $16,555. The LX adds important items such as A/C, power locks, and cruise control, as well as $2050 to the sticker of both the coupe and sedan. For $20,455 (coupe) or $21,255 (sedan), the EX heaps a sunroof, an upgraded stereo, and another 12-volt power outlet on top of the LX. (EX coupes are available with the manual, but EX sedans only come with the automatic.) Another $1500 nets an EX with nav—and removes the option of a stick in the coupe—and $1450 more gets an EX-L—L for leather. If you want nav and leather, it’s going to set you back $24,205 for a coupe or sedan.