The 2006 Honda Civic is available as a sedan or a coupe (the hatchback version has been nixed this year), and comes in a number of different trims. As a bit of a change for a Civic redesign, there’s not necessarily more of everything. Trunk capacity and rear-seat legroom in the coupe have actually shrunk a bit this year. The reason is a stronger emphasis on style. The Civics’ sleek new look includes a laid-back windshield, minimal front and rear overhangs and a tight tire-to-fender gap. This year the coupe rides on a shorter wheelbase, and doesn’t share a single exterior body panel with the sedan. Horsepower is up on every model. All DX, LX and EX models are powered by a SOHC 1.8-liter, inline four-cylinder engine with Honda’s I-VTEC system. It makes 140 hp and 128 lb-ft of torque.
The previous Civic Si hatchback was a performance disappointment. Thankfully, the 2006 coupe version steps up by being the fastest production Civic ever. It has a more powerful 197-hp engine, a sport-tuned suspension and a six-speed manual with a limited-slip differential. For those interested more in fuel economy rather than 0-to-60-mph times, there’s the Civic Hybrid sedan. As before, it uses Honda’s IMA (Integrated Motor Assist) system, which consists of a 1.3-liter, single-overhead-cam, four-cylinder gas engine connected to an electric motor and a continuously variable transmission. Combined horsepower is up to 110 on the Hybrid, while mileage swells to 50 mpg city/ 50 mpg highway. The increased fuel economy is largely due to the fact that the gas engine can now shut down completely during deceleration and steady cruising, allowing the electric motor alone to propel the car.
Whichever model you choose, it’s pretty hard to go wrong with the 2006 Honda Civic. Every time you get into it, you’ll know that you’re driving a safe, dependable car that causes minimal damage to the environment and will provide years of faithful service. The occasional hiccup interrupts every winning streak, even one that runs as long as the Honda Civics’. Born, raised, and home-schooled through eight generations now, the hiccup was unlucky seven, the Civic born in 2001 that’s fading out of showrooms now. Yes, it did its job well, but with the same underpowered engines as before, a downgraded suspension that alienated enthusiasts, a softer and slower Civic Si, and an also-ran hybrid variant, people were starting to question the Civics’ competitive edge.
That question will be asked no more. Honda put the past five years to good use, giving the latest Civic a wealth of improvements on multiple fronts that add up to a better car. It starts with the most expressive exterior to come our way since the revolutionarily rounded 1992 model, and if you think that’s something, wait till you see the inside. The Si returns with the engine it deserved from the start, the Hybrid returns with more speed and fuel economy, and all other Civics enjoy a streamlined, improved power train lineup along with more features in the luxury, mechanical, and safety departments all at once.
Power trains and Performance
The front wheels of all DX, LX and EX models are powered by a 1.8-liter, inline four-cylinder engine. It makes 140 hp at 6,300 rpm and 128 lb-ft of torque at 4,300 rpm, and may be paired with either a standard five-speed manual or an optional five-speed automatic transmission. The 1.3-liter gas-electric power train found in the Civic Hybrid makes 110 hp and boasts the best fuel economy figures of the Civic range — 50 mpg city and highway with a continuously variable transmission (CVT). The 197-hp Si is the most powerful Civic and comes matched to an exclusive six-speed manual with a limited-slip front differential.
Inside and Out
Anyone see a little Toyota Prius influence here? What a coincidence; so do we! You’ll see more in the futuristic cockpit. Obviously, the first items to catch the eye are the instruments, which now stand divided on two sides of a horizontal strip. Note the word “horizontal,” for it’s the key reason why Honda’s approach proves to not be the screw-up it is in all those Toyotas. Instead of having to turn your head and look somewhere far off from your line of sight, you simply look up and down, as usual. Better yet, checking speed has you looking down to a lesser degree and less often - maybe not at all since the digits are big enough to read in the corner of your eyes - and the separation of speedometer and tachometer in both placement (north/south) and format (digital/analog) makes them easier to process mentally. Freaky foreigners who use the evil metric system can also switch from MPH to KPH at the press of a button. Maybe this is getting too analytical, but Honda just reinvented the dashboard for the better, so maybe it’s not. On a final note, it lights up intriguingly in the dark of night.
It could’ve been perfect, but Honda had to spoil it with an ugly two-spoke steering wheel whose push-buttons are lined up in a row and identical in feel; it’s all too easy to confuse those channel and volume adjusters. For better or worse, many drivers also took immediate notice of the wheel’s shrunken diameter. Show’s over, on to the boring stuff. Seating? Still comfortable as ever, and now more accommodating. Now that they finally fixed the too-reclined seatback problem (actually, they fixed it in 2001), we long-legged drivers can actually buy a Civic now. Better yet, the Civic just became the fourth entry in this class to feature a steering wheel that adjusts for reach (following the Volkswagens, Ford’s Focus, and Mazda’s 3) and all models also have height adjusters. I wouldn’t mind losing the daytime running lights or the door locks that imprison you automatically, and is it our bad timing with dry weather, or do the Civics’ cloth seats generate a disproportionately high amount of static electricity?
Every new Civic seems to mandate dimensional increases, so the sedan’s length, width, height, and wheelbase of 176.7, 68.9, 56.5, and 106.3 inches are 1.3, 1.4, 0.2, and 3.2 inches longer than last year. Passenger room barely changed at all, so the Civic still has a back seat that’s best suited for two average-sized people. The seat is a little too low and reclined, but the flat floor greatly helps passengers maintain their sense of personal space in times of crowding. Everyone rides more safely this year with standard curtain air bags, active head restraints, and 3-point belts in all positions.
Front-row ergonomics are no less than great, with just enough color and imaginative shapes to keep things interesting without giving up the least bit of functionality. The Civic features big, sturdy cup holders, a big glove box and console, useful map pockets, two power outlets, and minor cubbies and compartments all around. Honda has undergone a radical overnight shift in its attitude about low-end audio. Before, even EX model Civics came with skimpy head units and two-digit wattage numbers, while today even the LX claims 160 watts, speed-sensitive volume control, and MP3/WMA playback capability. If that’s not enough, EX models bump speaker count from four to six and add an auxiliary input jack for iPods.
Buying a Honda Civic
Purchasing an older vehicle, such as the 2006 Honda Civic, makes good financial sense. You’re able to avoid the steep depreciation rates that occur with brand new vehicles. This essentially gives you the advantage of getting a 2006 Honda Civic for less money than when it was new. If the 2006 Honda Civic was properly maintained, you also have a good chance of steering clear of problems that would have developed when the car was new.
The amount you pay for an older car depends on various factors. One important element is where you buy the vehicle. You’re likely to get a better deal if you buy it from a private party, as opposed to a dealer. On the other hand, a reputable dealer will normally have some kind of limited warranty, so you can drive away knowing that if the car breaks down right away, you’ll be covered. Another factor that may affect price on a 2006 Honda Civic is whether it’s “certified” by the manufacturer. A certified vehicle will cost more because warranty service is provided that normally doesn’t come with a used car.
Another dynamic that will play into the purchase price is the resale value. A used vehicle with a high resale value will obviously cost you more. It is expected that the 2006 Honda Civic will have a good resale value. This assumes that the 2006 Honda Civic is in good condition and has a reasonable number of miles.
Road Test
Driving Impressions
As good a job as Honda has done in designing four distinct models of the new, 2006 Civic, it’s done an even better job of delivering four, distinct driving experiences. Careful tweaking of the electronics managing the 1.8-liter, four-cylinder engine’s variable valve timing (and enlarging displacement by a miniscule 0.1 liter, from the 2005’s 1.7 liters) pumped up the horsepower from 127 to 140 and torque from 114 pound-feet to 128. According to EPA estimates, the sedan’s fuel economy with the more popular automatic transmission has lost one mile per gallon in city driving from the 2005 model but has gained two mpg in highway driving.
More aggressive over clocking of the chips controlling the Si’s 2.0-liter four (and feeding its components some growth hormone; redline jumps from 6800 revolutions per minute to 8000 rpm) boosted horsepower to 197 from 160 and torque to 139 pound-feet from 132. The Si’s buyer will pay a price at the pump, as city fuel economy plummets four mpg, to 22 mpg, although highway remains unchanged at 31. Similar massaging of the Hybrid’s engine/motor combo added 17 horsepower and 18 pound-feet of torque to that model’s spec sheet. While the Hybrid’s fuel economy estimates remain controversial (remember, your mileage may vary), the EPA pegs them at 50/50 city/highway, versus the 2005’s 47/48. Worth noting in passing is that in every case except the Hybrid, the Civic bests the competition in EPA fuel economy estimates; the Toyota Prius earns an estimated 60/51 city/highway rating.
All this added go-power would be overkill were the car(s) it nourishes not equally upgraded, and Honda met this challenge with the same commitment. The chassis’ added crashworthiness also adds stiffness, giving the car a more solid and more planted feel. Redesigned front and rear suspensions coupled with larger wheels and tires improve directional stability and sharpen steering. The longer wheelbase smoothes the ride.
The LX sedan is the most comfortable and confident Civic we’ve driven, and a refreshing improvement over the 2005, which had lost some steam and enjoyment in Honda’s drive to reduce complexity and costs. Ride was solid but comfortable, with less road noise and wind whistle expected for the class. Shifts were smooth, if not entirely transparent. Brake feel was solid, steering response certain, if not sports car-quick. Thankfully, Honda has not fallen prey to the Sport-Shift fad, so the automatic transmission is just that, a select-it-and-leave-it gearbox. We do wish, though, that Honda would insert a tab below the “D” setting in the gate, as we routinely passed that one right by when shifting out of Park or Reverse and ended up in the “D3″ notch. And despite the seeming logic behind the relocation of the digital speedometer, we confess we never quite adjusted to that weird pod on top of the dash. The major difference noted between the sedan and the Hybrid was in the transmission, as the shiftless CVT left engine speed roving around the tachometer as the electronic brain kept the rpms at their most efficient given road speed and load. Surprisingly, weight was a non-issue, with the Hybrid tipping the scale at a mere 74 pounds over the gas engine-powered sedan.
Differences between the coupes were the most dramatic. The Si’s 6-speed manual was a delight of precision, with short throws and certain engagement. Less pleasant was the other coupes’ 5-speed manual, which felt a bit rubbery and required careful aim. Handling, too, was a distinguishing factor, although not always as might be expected. The Si’s more powerful engine also returned more front wheel-drive syndrome, where hard acceleration excites the steering wheel demanding more driver effort, than the base-engine coupe. This was a small price to pay, however, for the fun time we had playing with the Si. Braking down from socially irresponsible speeds and feathering the throttle through sweeping curves then restraining the steering wheel when powering out on the way to another set of eases was pure joy. Well, we’ve had more fun in pure sports cars, but for the price and package, the Si delivers. For commuters or college students, any of the everyday coupes will be more than sufficient and more than worth the money, but for those with a little extra to spend and that devilish sparkle in the eye, the Si is the buy.
Walk around
Honda re-did everything for 2006. Not only are power trains updated and upgraded, and a new platform developed, but the sheet metal is new. Not a single body panel is carried over from 2005. The sedans and coupes don’t share any body panels. And trim elements and markings distinguish each iteration. The platform underneath is new for 2006, seriously strengthened in rigidity, stiffness and crash absorption capacities, with minor adjustments to accommodate the varying dimensions of the coupe and sedan body styles. As part of its campaign to revitalize the Civics’ appeal to the sport compact market, Honda has incorporated reinforced mounting points and gussets to allow suspension and certain other modifications without diminishing body integrity.
From the front, styling differences are subtle, but marked. A polished, horizontal bar dominates the sedan grille. Slender headlamp assemblies angle upwards as they curve around the fenders. A single, broad air intake fills the lower portion of the fascia. The coupe grille appears more open, with the Honda logo suspended on a matte-black framework. An understated badge tucked away in the far right reaches of the grille identifies the sporty Si version. The coupe headlights are more sharply outlined. The lower air intake opens between two, geometric recesses that feed cooling air to the front disc brakes and house the optional fog lamps.
The front ends, but especially the coupes’, push the leading corners down and outward, emphasizing the 2006’s wider track (the distance side to side between the tires), which grows by more than an inch in front and by more than two inches in back over the 2005’s. Save for a lower body character line, drawn slightly higher on the coupe than on the sedan, the sides of the new Civic are more slab than sensuous. Understated fender blisters, more pronounced on the coupe, break up the otherwise featureless expanse. What excitement there is in the side view is in the sleekness of what Honda calls a monoform design.
A central expression of this is the windshield, the leading edge of which reaches into the hood all the way to the middle of the front wheel wells, pushing the design concept of “cab forward” to a new extreme. On the coupe, the windshield is raked at a radical 21.9 degrees, markedly steeper than the ’05’s 26.7 degrees, even exceeding the Acura NSX’s 23.9 degrees. And the sedan’s matches the NSX’s, dropping from the ’05’s 29.1 degrees. The sail (the body panel aft of the rear side window) is unique to each model as well.
The coupe’s forms an acute angle emphasizing the two-door body style, while the sedan’s curves down over the rear door’s trailing edge, pulling the eye through the higher roofline. The coupe’s be-spoilered, rounded rear profile suggests swiftness. The sedan’s somewhat abbreviated trunk lid and chopped off tail end adds perceived mass to the tightly proportioned, smallish sedan. Likewise, the rear view of each body style differs markedly. The coupe’s sloping trunk lid settles into a deep cut in the rear bumper, with the license plate sheltered in an equally deep recess. The sedan’s trunk lid drops in an almost vertical, unrelieved sheer from a relatively high crest across the top, all very BMW-like in presence.
Interior Features
If the 2006 Civics’ exterior is new, the ’06’s interior borders on shocking. First impression of the instrument arrangement is of a video game. Controls are for the most part where they should be, but not necessarily as they should be. There’s little symmetry in organization or shape of features and interfaces. It’s not an unpleasant look, but one that requires some acclimation. Ironically, perhaps, the interiors are indistinguishable across the full line, with only minor differences necessitated by the different power trains.
Splayed across the top of the seemingly unending dash in front of the driver is a hooded opening with a digital speedometer between LCD coolant temperature and fuel level gauges. Down below, in the more common place for the instrument panel, in the half circle formed by the top half of the steering wheel, that is, there’s a large, round, analog tachometer. To each side of this lower IP are large, irregular vent registers. Centered in the dash above the climate control panel is either an LCD window combining the navigation display and audio settings and, in the Hybrid, a selection of graphic depictions of the hybrid system’s functions and status or a stereo control head with the pertinent accoutrements. To the right of this squished pod-like arrangement, the dash curves away from the front seat passenger and houses two, more horizontally oriented vent registers, again neither of which matches the other. A wide, but not especially deep glove box rests below a cabin-wide, clam shell-like notch dividing the upper and lower halves of the dash.
There is no center stack to speak of tying together the dash and the drive tunnel. Below the climate control panel is a shallow storage bin with a power point and an audio input jack on the left side. Forward of the metallic-trimmed block of plastic serving as a base for the hand brake and shift levers is a good-sized, rectangular storage bin. Another, shallow cubby is tucked in between the shift lever housing and a pair of seat bottom-level cup holders under a sliding cover. Aft of this is an abbreviated, padded armrest covering another storage bin, inside of which is a second power point. Each door has a hard plastic map pocket. A magazine pouch is on the rear of the front passenger seatback. Architecturally busy interior door panels could be friendlier to fingers in terms of grips and pulls, but armrests provide good support at the right level.
The trunk is fully finished, although Honda blew a perfect chance to make points with owners in slushy Snowbelt states by neglecting to mold an inside pull-down into the lining under the trunk lid. A thoughtful touch is a spare tire well large enough to hold the full-size tire the compact spare will replace temporarily in the event of a flat. The 2006 Civic siblings are easily competitive with other cars in their classes when it comes to interior room. Oddly, however, despite adding more than three inches to the sedan’s wheelbase (the distance between the front and rear tires) and more than in inch in overall length vis-a-vis the 2005, front seat leg room is the same and rear seat leg room is actually less, by more than in inch, in the 2006.
Hip room does increase in the ‘06, however, by almost half an inch in front and by more than in inch in the rear. Almost oversize rear doors provide easy rear seat access. Cargo space, again oddly, drops by almost a cubic foot and trails the class leaders by a couple cubic feet; the Hybrid gives up another 1.6 cubic feet to battery and such. The coupes’ wheelbase grows by more than an inch over the 2005, from 103.1 inches to 104.3, and loses about half an inch in overall length, to 174.8 from 175.4 inches, with much the same result for occupants. As in, there’s about the same front seat leg room and less rear seat leg room, by almost three inches, but more hip room by around three inches front and rear.
Fit and finish meet Honda standards. Plastic trim elements look high grade, although the multi-piece dash invites concern about high-mileage squeaks and buzzes. Seats are comfortable, not plush. The fabric upholstery feels durable and its robust nap assists the modest side and seat bottom bolsters in restraining occupants during spirited motoring. Seat bottoms provide better than average thigh support. Head restraints adjust at all five seating positions. The manual height adjustment on the driver’s seat pivots on front hinges, thus forcing drivers to choose between seat height and legroom.
The view out the front of the new Civics, with the expansive windshield, low cowl and sloping hood, is unparalleled in the class. A commensurately low beltline would enhance side vision, but there’s little about which to complain. Tiny front quarter windows necessary to allow the front door windows to roll all the way down push the side views mirrors a bit too far rearward for quick and easy glances at neighboring lanes. The coupes’ smaller C-pillar yields better rear quarter vision than the sedan’s more substantial sail. Si drivers may rue the rear wing spoiler when they don’t see the following car with the light bar on top until it’s too late.
Safety Features
As for safety, both the 1.8S and 2.0S models have dual SRS airbags, while the 2.0S has an additional side airbag with Occupant Position Detection System. All models also feature an Active Headrest system, where the headrest moves forward in the event of a collision to provide support for your head. Other safety features include anti-pinch safety power windows for the driver’s side, an immobilizer alarm system, Vehicle Stability Assist (VSA), Electronic Brake Distribution (EBD), Anti-lock Brake System (ABS), and Brake Assist (BA). These are available on both models. VSA can be disabled with a button on the dashboard for a crazier on the edge driving experience whenever you need it. The 1.8S is equipped with a hydraulic power steering while the 2.0S gets an Electronic Power steering.
Storage
Boot size is pretty respectable at 450 liters, though nothing that could cause your jaw to hit the ground like the Honda City’s 500 liters. The interior has ample storage compartments. There is a console in front of the gear lever, as well as a sliding shutter in between the two front seats which unveils yet another storage space. This storage space contains two cup holders. To suit your ergonomics better, the armrest slides forward and backward in an 80mm range. Lifting it reveals a console box with storage for 27 CDs. The rear passengers also have a fold-down armrest in the middle with two cup holders integrated into it.
The Honda Civic 2.0S rear seats can be pushed down like the Honda City’s Ultra Seats. Why this is not offered on the Honda Civic 1.8S strikes to me as strange. Honda’s target market for the 2.0S is young entrepreneurs or young men from rich backgrounds in the 25 year old to 35 year old range. The 1.8S’s target audience is the 35 to 45 year old professionals with families. Surely someone with a family would find foldable seats more useful than a young man. This was the exact same rationale they used in removing Ultra Seats from the facelift City VTEC
Performance
Let’s go to the engines. I’ve already posted about the new I-VTEC SOHC 1.8 engine before, but let’s have a recap. The 1.8 I-VTEC engine in the 2006 Honda Civic 1.8S is a single camshaft 4-cylinder engine with Honda’s I-VTEC system. It uses a timing chain instead of a timing belt. It makes 140hp at 6300rpm and redlines at 7000rpm. Max torque is 174Nm at 4300rpm. This is mated to a 5-speed automatic transmission. Which is nice, because normally 5-speed autos have only been available on more up market models with larger engines? Honda claims this 1.8 I-VTEC engine has the fuel consumption similar to 1.5 liter engines but has the performance characteristics of a 2.0. From the figure sheets, the latter claim looks to be true.
The 2006 Honda Civic 2.0S is powered by a 2.0 liter DOHC I-VTEC K20 engine. It is also timing chain-driven. It makes a higher 155hp at 6500rpm, redlines at 7000rpm and makes 188Nm of torque at 4500rpm. Like the 1.8S, it also has a 5-speed automatic transmission but the 2.0S has a paddle shift option. What you do is you shift the gear lever to the S option. Then you can control the gear changes with paddles at the back of the steering wheel. Left paddle for downshift, right paddle for up shifts. Honda calls this S-matic. Feels much more natural than the strange Steermatic buttons on the Honda City where up shift and downshifts are on both sides of the steering wheel. Paddle-shifts instead of button-shifts are so much more F1-style!
Suspension
Both the 1.8S and the 2.0S have ventilated discs for the front and solid disc brakes at the back. Suspension systems Macpherson Struts for the front and Independent Double Wishbone for the rear. I don’t think much lowering is necessary for this car as the gap between the wheel arch and the tyre is already small.
Technical Specifications
| DIMENSIONS & WEIGHTS |
Manual (MT)
|
Automatic (AT)
|
|
Overall Length
|
4,545 mm
|
| Overall Width |
1,750 mm
|
| Overall Height |
1,450 mm
|
| Wheelbase |
2,700 mm
|
| Min. Ground Clearance |
170 mm
|
| Fuel Tank Capacity |
50 L
|
| Kerb Weight |
1,210 kg
|
1,240 kg
|
| ENGINE |
| Engine Type |
i-VTEC, 1.8L
|
| Configuration / Cylinder |
4-Cylinder, In-line
|
| Valves / Fuel |
16 Valves, Petrol
|
| Fuel System |
PGM-Fi
|
| Displacement |
1799 cc
|
| PERFORMANCE |
| Max. Power |
132 PS @ 6,300 rpm
|
| Max. Torque |
17.5 Kg-m @ 4,300 rpm
|
| TRANSMISSION |
| Type |
Synchromesh 5 forward,1 reverse
|
5-speed AT with Paddle Shift, Grade Logic Control & Shift Lock
|
| SUSPENSION |
| Front Suspension |
McPherson, Coil Spring with Torsion Bar
|
| Rear Suspension |
Double- wishbone, Coil spring with Torsion Bar
|
| STEERING |
| Steering Type |
Collapsible, Power Assisted
|
| Min. Turning Radius |
5.4 m
|
| BRAKES |
| Front Brakes |
Ventilated Discs
|
| Rear Brakes |
Discs
|
| TYRES & WHEELS |
| Wheel Type |
Alloy
|
| Wheel Rim Size |
15 x 6J
|
| Tyres |
195/65 R15 (Tubeless)
|
