2001 Honda Civic EX Sedan

Smaller, lighter and more fuel efficient that it's 1.6-liter predecessor, the Civic's new 1.7-liter SOHC four is fitted with VTEC-E variable valve timing and makes 127 horsepower in EX trim.

In a top-line EX, this free-revving four is fitted with Honda's VTEC-E variable valve timing system and develops 127-horsepower at 6,300 rpm, same as the 2000 model. However, the supplemental stroke helps bump peak torque from 107 to 114 lb.-ft.—which now occurs at 4,800 rpm, down from 5,500. Paired with the optional 4-speed automatic (a 5-speed manual transmission is standard fare), it still needed 10.0 seconds to propel our 2,610-pound test car from 0-60 mph and 17.6 ticks to carry it through the quarter mile at 81.0 mph. That dearth of blinding acceleration and a touch of thrashiness under full throttle notwithstanding, this new Honda proved most adept at day-to-day close-quarter maneuvers, happily cruised the freeway at 75 mph and nets impressive 31/38 mpg EPA fuel economy marks. Stopping chores are handled by vented disc/drum binders. Blessed with ABS (now standard on the EX, but still not available on other Civics) and a progressive pedal, they hauled our car from 60 mph to rest in a respectable 130 feet.


Achieving the desired packaging goals necessitated a comprehensive revamping of the Civic's fully independent suspension. Key change involved abandoning the heretofore signature front double wishbones in favor of ubiquitous MacPherson struts. Heresy to hardliners, it's the same approach taken by BMW in its latest 3 Series and by Mercedes in the new C-Class. Along with gaining much-needed space underhood, the new design allowed further revisions to the steering gear and suspension geometry that help improve directional stability and limit undesirable toe changes under hard cornering. While "Honda-ized" double wishbones carry over in the rear, they too have been seriously revised to trim size and weight while being returned to yield better ride characteristics. The package is complemented by gas-pressure shocks, anti-roll bars fore and aft and, on EX models, 185/65HR15 tires in place of the 185/70SR14s used on the GX, DX, and LX.


Collectively, these new underpinnings endow the Civic with a confident feel, good overall ride compliance and very predictable dynamics. As with most front-drivers, clean tracking transitions to progressive push as corners tighten. Lift off the gas and the tail will break loose in a fairly benign manner, allowing for at least some measure of driving fun while you're negotiating backroad twisties. We'd happily trade a bit of artificial effort for an added ration of road feel in the Civic's power rack-and-pinion steering gear. Beyond that minor gripe, there's precious little here to decry—save for the absence of a genuine enthusiast package. In sum: This new Civic seems destined to pick up right where its illustrious predecessor left off, resolutely pleasing mass quantities of cost-conscious buyers and continuing to make its presence felt in the annual Top 10 bestsellers list.


For those who fear that Honda may have gone too far in emphasizing safety and practicality at the expense of sheer fun, we leave you with one final bit of good news regarding the new Civic family: A hot Si variant has already been confirmed. Likely to debut as a 2002 model, it will bring a higher-output engine, sport-tuned chassis, and the promise of adding even more desirability to an already impressive lineup.