By the time you read this, Honda’s ninth-generation 2012 Honda Civic will be rolling onto American roads at a rate of around 700 per day. Since it debuted as a 1973 model, the Civic has sold nearly 9 million units in the U.S., in every form from coupe and sedan to hatchback and wagon. Given the volume and variety, chances are high you or someone you know has owned a Civic. Or three. In honor of the ninth gen, here are a few Civic details from the previous eight gens as well as some 2012-model context for good measure. In April 1973, Motor Trend tested the original Civic, which cost—yep—$1973. (Interesting aside: First known use of “factoid” occurred in 1973.) The 1552-pound hatch, with a 50-horse I-4, reached 60 mph in 14.3 seconds and returned observed fuel economy of 20.4 mpg. The 2012 in this issue, a 140-horse, $21,255, 2725-pound sedan, delivered 60 in 9.1 with fuel econ of 29.4.
The second-gen Civic appeared in 1980, garnering MT’s Import Car of the Year award. At 1822 pounds, the $4949 hatch had an 88.6-inch wheelbase and, among ICOTY competitors, it put down the shortest 60-0 span of 150 feet. This issue’s four-door EX has a 105.1-inch wheelbase and halted from 60 in 126.
“Rollerskate GT” is how we described Gen 3’s 1984 Civic CRX, a $6600, 76-horse two-seater that, with an independent front/semi-independent rear suspension and 175/70R13 Michelins, held for 0.85 g of lateral grip, same as that of a ’12 Fiat 500. Less sticky is the ’12 Civic EX’s 0.81.
When the ’88 fourth-gen Civic bowed, the “most powerful” tags went to the 105-horse CRX Si and 4WD wagon. With the exception of the CRX HF’s eight-valve 1.5-liter, the remaining powerplants boasted 16 valves. Today, one Civic, the Hybrid, has eight valves; the rest, 16.
Gen 5 debuted for 1992 and I remember it well—I owned a red Si. Anti-lock brakes weren’t available, but a driver-side airbag, split tailgate, and giant 14-inch wheels came standard. What a car. MT’s December 1991 issue lists 0-60 in 8.5 seconds. And 2012’s 201-horse Si? We haven’t tested one yet, but I predict a stat better than 6.5.
In 1995 Honda unveiled the sixth-gen ’96 Civic, which we dubbed “The next best thing to an Acura economy car.” An ultra-fuel-efficient model, the HX Coupe, joined the lineup, armed with a 1.6-liter, 115-horse I-4 and a CVT good for 33 city/41 highway mpg. 2012’s fuel miser, the HF sedan, offers 140 horsepower, a five-speed auto, and 29/41 mpg. Progress? In terms of fuel econ, not really. But, unlike the HX, the new HF comes standard with four more airbags, two extra doors, ABS, stability control, and air conditioning.
For 2003, a year after Gen 7 appeared, Honda introduced the first Civic Hybrid with combined output of 93 horses. Based on today’s EPA standards, fuel economy would come in at 40 city/43 highway. Ten years later, the 2012 Civic Hybrid moves ahead with a total rating of 110 ponies. The EPA numbers? An even 44/44.
The eighth gen made its formal entrance for 2006, dressed in a sleek, new “mono-form” body. Color us impressed. We named it our 2006 Car of the Year, writing, “The automotive joy that Honda Motor Company was founded on radiates from these new Civics.” In 2010, 252,882 of 260,218 new Civics sold in the U.S. were produced in North American plants; the remaining 7336 came from Japan. If the Civic were its own brand, ’10 sales would put it ahead of Volkswagen (256,830), Mazda (229,566), and Mercedes-Benz (224,944).
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