Compared to its predecessor, the current “Civic” is more squat. More precisely, a bit heavy
Compared to its predecessor, the current “Civic” is more squat. More precisely, a bit heavy. Compared to its predecessor, the current “Civic” is more squat. More precisely, a bit heavy.
We can only dream of such deserted paths: interesting turns, the complete absence of oncoming traffic. A colleague, part-time amateur rally driver, takes his soul, and I, in the role of a kind of frightened navigator: I urge you to remember that a tourist bus can hypothetically leave to meet you.
It so happened that many motorists have a special approach to the “Civic”. In the 1990s, Honda introduced the next generation car, which became a cult among young people who wanted to get a “lighter” for moderate money. Since then, much has changed. A colleague shakes his head in dismay, storming another turn: "The motor is reluctant to pull down, and the chassis is not for sports." How so? The thought that was expressed at the press conference by the deputy head of large projects Kazuo Sunaoshi revolves in my head: "The perfection of its characteristics went forward two generations." Oddly enough, there is no contradiction here. Just the requirements for the car of this generation are completely different.
Numerous Honda polls have shown that consumers primarily want a more comfortable chassis. Sunaoshi agrees with this: "The thought of improving the car came to me when I was driving to my hometown - about 1, 600 kilometers." The chassis concept was retained: McPherson struts in the front and an elastic transverse beam at the rear, but the shock absorbers are softer now, the characteristics of the levers and the torsion beam have been revised. Hydro bearings, like the flagship Legend, and urethane dampers appeared in the rear suspension.
The novelty is 10 mm wider and 20 mm lower than the previous generation car, while the drag coefficient of the gasoline version is reduced by 10.8%
The novelty is 10 mm wider and 20 mm lower than the previous generation car, while the drag coefficient of the gasoline version is reduced by 10.8%. The novelty is 10 mm wider and 20 mm lower than the previous generation car, while the drag coefficient of the gasoline version is reduced by 10.8%.
“Assess the comfort with which we rush along this washboard!” I draw the attention of a pessimistic colleague and get a nod of consent in response. Where the previous “Civic” would surely shake our souls out of us, the newcomer flies without unnecessary tremor. No wonder the test drive route was laid along a fairly patched serpentine: the suspension works “expensive” - it smooths out small irregularities silently and instantly. Only on outright bumps did shock absorbers choose a compression stroke a couple of times.
Another requirement of buyers related to the economy and environmental friendliness. This explains the motor dyspnea at low and medium speeds, which a colleague complained about. Of the three engines in Russia, only 1.8-liter gasoline will continue to be sold (in Europe, the focus is on 1.4-liter gasoline with a capacity of 100 hp, as well as a 2.2-liter 150-horsepower diesel engine).
The one and eight R18A2 series that interests us has become more powerful by 2 forces, while the moment has remained the same. CO2 emissions were reduced to 137 g / km, fuel consumption fell by about the same 10%. But provided that the machine is equipped with an Idle Stop engine stop system, and we will not see it in Russia either.
On the sides of the dashboard there are a couple of buttons - starting the engine and turning on the "eco-essist"
On the sides of the dashboard there are a couple of buttons - starting the engine and turning on the "eco-essist". On the sides of the dashboard there are a couple of buttons - starting the engine and turning on the "eco-essist".
It remains to rely on "visual agitation" and the function of "eco-essist." The first is represented by instrument lighting: when driving halfway through, the tracks on the sides of the digital speedometer turn green. "Eco-Essist" dulls the throttle sensitivity, "Civic" becomes environmentally disgraceful. “And fresh, like a greenhouse cucumber,” a colleague, now from the passenger seat, is squealing. My friend, what if you discard the stereotypes and trail of sports achievements - is it not biased to approach the model?
Civic rides at least no worse than most modern competitors. The Honda power steering is one of the best on the market by naturalness of recoil (the steering wheel is slightly “longer”: 2.47 turns against the previous 2.42). The manual has excellent selectivity. The machine with honest manual mode is soft in switching, although it is not a record holder for rate of fire.
And the salon? The seats didn’t bend the sides for several hours, the visibility in the cabin mirror became better due to the more filigree dividing strip of glass, and - hurray! - a janitor appeared here, so desired in the Russian climate. Finishing, already expensive at the eighth Civic, has become more expensive, plastic - more pliable. Of course, you can be happy for the passengers: they are expanse. The almost brilliant scheme of transformation of the cabin, previously used at the Honda Jazz, is now also available at the Civic.
The architecture of the front panel has remained the same - the company calls it Dual Link, hinting at a clear separation of devices into primary and secondary
The architecture of the front panel has remained the same - the company calls it Dual Link, hinting at a clear separation of devices into primary and secondary. The architecture of the front panel has remained the same - the company calls it Dual Link, hinting at a clear separation of devices into primary and secondary.
The exhaust time with the aroma of unburned fuel and uncompromisingly tuned chassis has passed. On the calendar is a new century and new values. Breeders grow apples that worms do not eat, and produce seedless tangerines. Automotive genetics also work on machines without a wormhole. Maybe some of us are not quite ready for cars that have jumped over a generation?
HOW TO BECOME A MILLIONAIRE
The history of "Civic" began in 1972. The company embodied its dream in the model - to create an affordable and at the same time comfortable and dynamic car. The first generation lasted seven years on the assembly line - longer than all the followers. By the beginning of the 1990s, the circulation exceeded 2.5 million units, three-, four- and five-door modifications went on sale, the motors began to be equipped with a catalytic converter. The fourth generation (1987–1991) was marked by a breakthrough: 16-valve engines debuted with the world's first electronic variable valve timing and VTEC valve heights, while front and rear dual-link suspensions were used. The sixth Civic (1995–2000) became a bestseller: more than 3.2 million units were sold. The CVT CVT appeared on this generation.
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In the 2000s, the world saw one of the most efficient engines of the company - with a hybrid IMA installation. The power plant of such a “Civic” with a volume of 1.3 liter ICE gave out a power of 1.6 liter analogue, and consumed fuel as a liter engine. Finally, the eighth generation constructively divided the lineup into Japanese, North American and European.
