Civic
used to have a special status in my mind. I can easily remember
each of the 6 generations Civic ever lived, from the ’73 Mk1
with CVCC combustion technology to the ’95 Mk6 with 3-stage VTEC.
That said, innovative technology distinguishes it from Western
competitors while dynamic image separates it from Japanese
rivals such as Corolla. Simultaneously, it has all the
user-friendliness, reliability and build quality that
characterizes Japanese cars, no wonder it used to be one of the
world’s best sellers, among Corolla and Golf.
5-door hatchback Civic
Let us talk about the 5-door
hatchback Civic, which is being sold in Japan, Europe, Australia
etc. but not North America. As the previous generation 5-door
hatch was just produced in Swindon, UK and supplied solely
European market, it is quite a surprise that the new hatch is
also being produced in Japan and strongly promoted there. If you
visit Honda’s Japanese homepage, you’ll see the Civic 5dr
hatchback is being used as background image, proving it is the
company’s highlight.
In
fact, the 5-door hatch is easily the best version among all
family members. While the 4-door Civic sedan is rather
predictable, the 5-door have a body dimensioned like MPV: very
tall, long wheelbase and cab-forward. It offers amount of space
never heard in this class. At 1.5 meters of height, it is 65 mm
taller than Ford Focus, while 2680 mm wheelbase is again 65
longer than the benchmark Ford. High roof enables vast of
headroom while extra wheelbase gives rear passengers generous
legroom that matches the new Ford Mondeo. No, it is actually
more spacious than Mondeo, because the floor is completely flat,
without the dummy transmission tunnel thus benefiting especially
rear middle passenger. To get rid of the dummy transmission
tunnel, Honda had to strengthen the floorpan by adding 6
longitudinal and 1 transverse beams.
Thanks
to large windows and windscreen, the cabin has a strong
glass-house feel. The driver and others sit high, in addition to
large and light doors, access is convenient. Facing the driver
is an ordinary instrument panel and a MPV-inspired center
console on which gear shifter is mounted. Placing shifter there
allow walk-through capability although the handbrake is quite
obstructive. Style and quality-wise, the dashboard is up to
Honda’s standard but not class’ best. Any MPV-style flexible
seating and cargo loading ? sorry, this Civic is strictly a
hatchback in this respect. If you want a real MPV, the
Civic-based Stream could be a good choice.
XL cabin and flat floor result
in 50 kg penalty over Focus, not as much as you might think.
Therefore a small VTEC engine mating with close-ratio gearbox is
enough to provide decent performance. European and Japanese
Civics got 1.6-litre (108 hp) and 1.7-litre (127 hp)
respectively, both are sohc 16-valve. As before, they are smooth
and eager to spin but needs higher rev to achieve performance
comparable to rivals’ 1.8-litre. Cruising at speed could be
noisy as a result.
In the handling department,
there are more new items to talk about. Biggest news is the
change of suspensions - Civic finally said goodbye to the
all-double-wishbones philosophy, replacing the front with a pair
of MacPherson strut plus toe-control link. The rear seemed
remaining loyal to double-wishbones but it is also added with
another control link so that the whole unit could be made
smaller without compromising geometry. Undoubtedly, the new
suspensions were developed primarily to save space. However,
this doesn’t mean handling and ride must be compromised. In
fact, European road testers actually found the new Civic handles
and rides better than its predecessor. Surprising ? not really,
because the old Civic used to be the world’s most famous example
proving that double-wishbones cars are not necessarily fun to
drive. Only American journalists who have never seen a Peugeot
praised the handling of old Civics. Of course, that was in
pre-Focus era.
Most crucial to handling is
usually fine tuning rather than suspension design. The new
European-tuned Civic has a firm setup that eliminates most body
roll and quicken chassis response. It never feels as big or as
tall as it is, but there is some trade-off in ride comfort when
compare with French hatches. The new electric power steering is
sharp and well weighted. Compare with S2000 which uses the same
electric assistance, the Civic’s has more feedback, though it is
just acceptable. At the limit, the rigid chassis is well
balanced but understeer quite early. Most controls are tuned to
ease driver’s work - such as light clutch and slick gearchange.
Versus Focus, however, the Civic is still apparently less fun to
drive. The Focus has more steering feel, resists understeer
better and is throttle-steerable.
Here comes our conclusion: the
new Civic 5-door hatch is an all-rounder. It combines unrivalled
space and comfort with decent performance and handling. Taking
into account its reliability record, it could be the smartest
buy to most people. To driving enthusiasts like us, Focus is
still a better bet.
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Civic 3-door hatchback
The 3-door hatchback is being
produced in Swindon, UK only but supplied to Europe, Japan and
USA. It is derived from the 5-door, with wheelbase shortened by
110 mm and height lowered by 60 mm. USA is only interested in
the sport model Si which is powered by a new generation 2.0
i-VTEC engine with 160 hp. i-VTEC incorporates continuous
variable cam phasing in addition to the variable lift of VTEC.
Type R Civic is also derived
from the 3dr hatch.
Civic 4-door sedan
The sedan is being produced and
sold in Japan as well as USA. It is powered by 1.5-litre (115
hp) and 1.7-litre (127 hp) sohc VTEC four-pots. As the chassis
is 60 mm shorter in wheelbase than the 5-door hatchback and the
roof is 55 mm lower, its look is very conventional and offers
considerably less cabin space. The gear shifter is repositioned
back to driver’s side, but the flat floor remains unchanged for
rear passengers. The lack of transmission tunnel enables 3
adults sitting comfortably at the back. Therefore it is still a
touch more spacious than arch-rival Toyota Corolla.

Japanese (and Hong Kong) Civic
is equipped with CVT incorporating second generation software to
quicken acceleration response and eliminate "rubber band
effect". USA version drives through 4-speed auto instead.
Civic coupe
The 2dr coupe is being produced
in USA only and supplied to all over the world. It is derived
from the 4dr sedan and powered by the same engines.
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Civic Si
Sometimes
the world is quite fair: while American motorists enjoy lowest
car and fuel prices, they cannot get some of the best cars in
the world, for example, Honda Civic Type R. Undoubtedly, this
car is the King of hot hatches at the moment, but Honda USA
decided to import a cheaper, tailor-made-for-US version called
Civic Si. The car is based on the 3dr Civic thus is produced at
Honda's Swindon plant in UK. It shares the same stiffer
suspension setup with the Type R, but smaller 15-inch wheels
wearing higher profile tyres should bring more ride comfort in
the price of handling sharpness.
Performance-wise, Si is in the
same league of Ford Focus SVT (ST170) and - if you are more
familiar with European cars - Seat Leon Cupra. The power plant
is a regular 2.0 i-VTEC engine similar to the base Integra
(Acura RSX), delivering the same 160 horsepower. However, the
lack of variable intake manifolds means its maximum 132 lbft of
torque is considerably less than the Integra and most of its
rivals, although Honda USA emphasis that it is already 20%
improved from the previous 1.6-litre Si. They did not, however,
mention that the car has become very heavy, tipping the scale at
1245kg. As a result, expect 0-60 in around 8.0 seconds. In
comparison, the Type R is 45kg lighter, 40hp more powerful and
most importantly, has a 6-speed gearbox instead of the Si's
5-speed. The latter is similar to the base Integra but with
shorter ratios to overcome the extra weight.
Perhaps because of higher
profile tyres, steering feel is even more lifeless than the Type
R. Narrower tyres and the lack of LSD also lower its cornering
limit, although body control is still good. In short, Civic Si
is disappointing when you can have a Type R at marginally higher
price. It is neither fast nor fun to drive enough. Even in the
States where Type R is not available, Focus SVT is a better
choice.
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Civic Type
R
Undoubtedly,
the second generation Civic Type R intends to beat the
opposition to become the world's best hot hatch, a thing the
first generation not quite achieved. In fact, the domestic
bounded first generation was even unheard to many foreigners -
car journalists included. Autocar, Car, Top Gear, Auto Express
.... none of them mentioned the old car in their reviews of the
new Type R. So let me start from the old car first.
Technical view
The old car was a racy
conversion from the Civic 3-door, powered by a
small-but-high-revving 1.6-litre VTEC delivering 185ps. That was
achieved by thorough tuning such as human forged and polished
pistons and lightweight components. The chassis was beefed up by
suspension tower struts front and rear, providing the rigidity
that the stiffened suspensions needed. At 1080kg, it was very
light by any standard, thanks to the absence of most equipment
and the use of Recaro racing buckets.
Now comes
the new Civic Type R. Like the new Civic 3-door, you can find a
label "Made in Great Britain" as it is produced exclusively in
Honda's Swindon plant rather than in Japan. This implies 3
things - firstly, sales of Honda Europe dropped sharply in
recent years so that the Swindon plant has so much excess
capacity to take on any projects; secondly, the new Type R will
be produced in more standardized way rather than human-intensive
method. Otherwise its production will be left in Japan; lastly,
the chassis and suspensions were thoroughly tested and tuned in
Europe, guaranteeing a world-class handling and ride.
The regular Civic 3-door is
already 50mm shorter and 60mm lower than the jumbo 5-door
version, and has a wheelbase a massive 110 mm shorter. The Type
R shares the same bodyshell but with the suspension dropping
15mm to lower center of gravity. Of course, the monocoque is
also strengthened - including tower struts - to keep suspension
geometry unchanged on twisty roads. Still, you can feel the car
much bigger than the first generation Civic Type R, mostly
because of its excessive height which has grown 60mm to
accommodate the high-floor design. What you might not notice is
that it is shorter in overall length as well as wheelbase than
its predecessor. But that means little to the scale, as it
weighs 1200kg, that's 120kg heavier than the old car. Even with
the additional equipment taken into account, the new Type R
still feels not very R (which originally stands for Racing).
I did
not expect the fat, monospace profile looks good in Type R
spec., but this time Honda make it just right. Big air dam, side
skirts, rear spoiler and 17-inch wheels succeed to change how we
feel - instead of plain and bulky, now the car is subtle. Oh
yes, the red R logo at the grille also plays an important role.
It reminds me this is not just a GTI, but a Type R !
The previous 1.6-litre VTEC was
highlight of the car but also the biggest weakness, blame to its
peaky manner and lack of real torque. New Type R shares engine
and gearbox with sister car Integra Type R, gaining 400 c.c. and
new i-VTEC valve mechanism. The i-VTEC still incorporates
cam-changing VTEC, which switch to high-lift, fast-timing lobes
once the engine rev pass 6,000rpm, now it also gets a
cam-phasing variable valve-timing adjusted continuously across
the whole rev band. As a result, low to mid-range torque, hence
tractability, is greatly improved. The torque curve now peaks at
6,500rpm, with a useful, if not 2-litre-class-leading, 144lbft
available. This is far stronger than the old 1.6's 118lbft at
7,300rpm.
Rev to 7,400 rpm, the 2-litre
four squeezes out its maximum 200 horsepower, that's European
DIN horsepower. While it may not match Integra Type R's 220hp (JIS),
its lower, 11.0:1 compression allows the engine to drink regular
RON95 fuel instead of 98. In other words, that's the same engine
as Acura RSX Type S.
On the road
A hot hatch having 200
horsepower is no longer a dream now. Yes, I know Volkswagen
group has at least 3 hatches boosting more power (yet even more
torque) and 4-wheel drive, but they are so heavy and pricey that
should be classified as sports sedans rather than hot hatches. A
hot hatch should be reasonably priced and fairly lightweight to
have fun on twisty roads. The Type R Civic is undoubtedly a hot
hatch, just hotter than any other hatches we have ever seen.
There
is no question about its claimed 0-60 time of 6.8 seconds and a
top speed of 146mph. The only hot hatch that could rival and
possibly beat the Type R is Renault Sport's Clio RS (172), which
does 0-60 in 6.6 seconds but it is no where near the Type R at
high speed, blame to inferior aerodynamics and less top end
grunt due to the lack of VTEC (the Clio has VVT only but not
variable lift). Once the needle pass 6,000rpm, the Honda engine
goes mad and it really enters a league of its own - no matter
aurally or objectively. No other 4-cylinder engines could be so
thrilling. However, what makes the i-VTEC a double-edge sword is
that it pulls cleanly right from 1,500rpm and goes really strong
from 3,000rpm where 90% torque is available. The continuous VVT
also smoothens power delivery thus it is refined to use in daily
basis, a thing the old VTEC can hardly claim.
Integra's
6-speed manual is another joy. Although the shifter is mounted
on center console like many MPVs, it actually shortens the
distance travelling from steering wheel to shifter. Moreover,
shift quality remains unchanged at the best tradition of Honda -
slick, precise and short-throw. 6 close ratios keep the engine
boiling at VTEC zone.
Now enter twisty roads to test
its handling. Also enter the scene is the mighty Peugeot 306
GTi-6, our long-time beloved, and the new Integra Type R, the
Civic's sister car. First to be noticed is that the Civic rides
much more complaint than the Integra as its suspensions are
tuned softer. It deals happily with bumps while providing superb
body control. The chassis is well balanced up to a limit, then
it understeer gently. Try to provoke it to oversteer, its rear
end steps out a bit - but just a bit - then refuse to go
further. Honda might call it a safe approach necessary for the
powerful Type R, but what separate a superb hot hatch from a
good one is agility and driving fun, not speed or g-force. The
French car makers know this trick very well, thus have already
built lift-off oversteer into the chassis of Clio RS and 306
GTi-6. The latter is especially inspiring to use oversteer
because its steering feel tells you so much information. In
contrast, Civic's electric-assisted steering - like many of its
kind - has certain degree of deadness. It fails to deliver the
message from the front tyres to tell you how much adhesion left.
The weighting is adequate, the response is sharp and accuracy is
high, but it just feels numb, what a pity. Nevertheless, at
least it steers better than the nervous Integra Type R, probably
because the suspensions are more effective to soak up bumps that
would have induced bump steer.
While
the Civic Type R is neither as agile nor as fun to handle as
Peugeot 306, it has superior brakes and more grip. Its cabin is
also roomier than most hot hatches (despite of being 110mm
shorter in wheelbase than the 5-door Civic), and you won't find
another one with a flat floor to free up rear passenger foot
room. So this is a fast hatch having no compromises to cope
with.
Being priced at the same level
as the smaller Clio RS, everybody is amazed how Honda manage to
sell it so cheap. See it this way: the new Type R is no longer
as racy as the old one. Its production also involves less human
hands. The Recaro seats have gone. Production is up. Engine
shares with Integra and to lesser extent Civic Si and Stream.
Exclusivity will no longer be what Type R's owner proud of. But
all these just do good to the majority of car lovers. This is
unquestionably the best hot hatch now, because of its wonderful
engine, gearbox, performance, comfort .... but sadly, also
because the King 306 GTi has died.
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Civic Hybrid
With
Civic Hybrid, Honda finally takes the lead of hybrid vehicle
from Toyota. The battle started in late 1997 when Toyota
launched the world’s first production hybrid car Prius in Japan.
Prius is a practical 4-seater but Toyota produced it either at a
loss or with government incentives to prevent from a loss. 2
years later, Honda responded with a 2-seater coupe, Insight.
Although Insight breaks fuel economy records, it is more like an
experiment rather than a serious attempt to mass production
market. However, it is this experiment finally leads to the
birth of the world’s first practical and cost effective hybrid
car - Civic Hybrid.
Unlike Toyota Prius, Civic
Hybrid is - as indicated by its name - based on the mainstream
Civic to save cost. Apart from the hybrid power unit, it just
differs from the ordinary Civic 4-door by aerodynamic kits. Deep
front spoiler and flat underbody panel reduce drag from 0.30 to
0.28 in order to boost fuel efficiency at speed. To preserve
all-round practicality, Honda even sacrifices
low-rolling-resistance tyres (which were used in Insight, Prius
and a few Volkswagen super-frugal cars) for ordinary
185/70SR14.
The Civic Hybrid is just 20%
dearer than regular Civic. Those additional cost mainly comes
from the IMA power system and Ni-MH battery packs. The theory is
similar to Insight’s, just that the Civic employs a more
powerful electric motor and a larger 4-cylinder petrol engine to
cope with the 1225kg kerb weight. This i-DSI engine is derived
from Fit (Jazz), with 2 valves and 2 spark plugs per cylinder.
It is added with a version of VTEC, but instead of enhancing
power it is designed to lift fuel efficiency. When the car is
decelerating, this VTEC system will shut down 3 of the 4
cylinders by closing their valves. This result in 50% reduction
in pumping loss. The petrol engine generates a maximum 85
horsepower.
The DC
motor is thin yet more powerful than the Insight's, now delivers
13hp and 36lbft of torque. Both the power control unit and
battery pack are made smaller to save space. As before, the IMA
works like this: during acceleration both engine and motor
operate to provide maximum push; at cruising, only the engine is
working; when decelerating, the motor regenerates electricity
and recharges the battery; Besides, the engine will shut down
automatically after stopping a while (for instance, at traffic
light) and then restart immediately when throttle pedal is
pressed.
The IMA powertrain drives
through a CVT to save further energy. According to JIS standard
(the Japanese standard), Civic Hybrid achieves an excellent fuel
consumption of 83mpg or 3.4L per 100km while meeting ULEV
emission requirements. However, like Toyota Prius, in real world
driving it falls far short of the claimed figures. That’s why
American EPA rates it at 48mpg only for both highway and city
cycle. Ridiculously, you can achieve higher fuel efficiency with
most new diesel cars on sale in Europe.
Strangely, Honda exports it
only to the USA, where petrol is cheaper than bottle water. No
matter how many miles you drive, there is no chance to recover
the premium price over regular Civic. Therefore its sales target
is likely to be limited to those anti-Bush environmentalists. So
sad, because the Civic Hybrid drives so well that it has little
to compromise with. The powertrain is smooth. The handling runs
very close to regular Civic. The car is reasonably quick no
matter with full or empty battery. With full battery, it
accelerates from 0 to 60mph in 10.9 seconds, leagues ahead of
the 14.1 seconds of Prius.
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Stream
Stream is
the MPV version of Civic. Wheelbase is stretched to 2720 mm to
accommodate the third row of seat, so it offers a total of 7
seats like Opel Zafira. However, passengers in the third row
will find headroom limited by the streamline roof while the rear
suspension protrudes into the cabin and limited foot room.
Pretty appearance and 10 cup
holders aside, the Stream seems less practical and flexible than
European rivals like Fiat Multipla, Citroen Xsara Picasso and
Opel Zafira. There is not much storage space, no fold tables, no
parcel shelf etc. Rear seats can be folded flat but the floor
level is too high, limiting cargo volume and making it difficult
to load bikes. Compare with Multipla and Picasso, the dashboard
looks dull while plastic quality is poor. This is far from
Honda’s standard.
The same 1668 c.c. sohc VTEC
engine as Civic must work hard (hence noisy) to cope with the
extra weight of about 200 kg. In contrast, the new i-VTEC 2.0
dohc unit with 154 hp works best with the car to provide
spirited acceleration. Sport-biased suspension favour handling
but sacrifice ride comfort.
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Specifications
Model
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Civic 5dr
1.6 (Euro)
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Civic 4dr
1.7EX
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Layout
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Front-engined, Fwd
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Front-engined, Fwd
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Size (L / W / H / WB) mm
|
4285 / 1695 / 1495 / 2680
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4435 / 1720 / 1440 / 2620
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Engine
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Inline-4, sohc, 4v/cyl, VVT
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Inline-4, sohc, 4v/cyl, VVT
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Capacity
|
1590 c.c.
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1668 c.c.
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Power
|
108 hp
|
127 hp
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Torque
|
112 lbft
|
114 lbft
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Transmission
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5M
|
4A
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Suspensions
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F: strut / R:
double-wishbone-based multi-link
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Tyres
|
195/60 R15
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185/65 R15
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Weight
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1195 kg
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1185 kg
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Top speed
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114 mph*
|
N/A
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0-60 mph
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10.0 sec (est)
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N/A
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0-100 mph
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N/A
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N/A
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Model
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Civic Hybrid
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Stream
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Layout
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Front-engined, Fwd
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Front-engined, Fwd
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Size (L / W / H / WB) mm
|
4455 / 1695 / 1430 / 2620
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4550 / 1695 / 1590 / 2720
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Engine
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Inline-4, sohc, 2v/cyl,
twin-spark,
electric motor
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Inline-4, dohc, 4v/cyl, VVT
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Capacity
|
1339 c.c.
|
1998 c.c.
|
Power
|
Engine: 85 hp / Motor: 13 hp
|
154 hp
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Torque
|
Engine: 88 lbft / Motor: 36
lbft
|
137 lbft
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Transmission
|
CVT
|
4A with manual mode
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Suspensions
|
F: strut / R:
double-wishbone-based multi-link
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Tyres
|
185/70 SR14
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185/70 R14
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Weight
|
1225 kg
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1420 kg
|
Top speed
|
N/A
|
N/A
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0-60 mph
|
10.9 sec** (battery full)
13.1 sec** (battery low)
|
N/A
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0-100 mph
|
N/A
|
N/A
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Model
|
Civic Si
|
Civic Type R
|
Layout
|
Front-engined, Fwd
|
Front-engined, Fwd
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Size (L / W / H / WB) mm
|
4135 / 1695 / 1420 / 2570
|
4135 / 1695 / 1420 / 2570
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Engine
|
Inline-4, dohc, 4v/cyl, VVT
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Inline-4, dohc, 4v/cyl, VVT
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Capacity
|
1998 c.c.
|
1998 c.c.
|
Power
|
160 hp
|
200 hp
|
Torque
|
132 lbft
|
145 lbft
|
Transmission
|
5M
|
6M
|
Suspensions
|
F: strut / R:
double-wishbone-based multi-link
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Tyres
|
195/60 VR15
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205/45 ZR17
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Weight
|
1245 kg
|
1200 kg
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Top speed
|
130 mph (est)
|
146 mph*
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0-60 mph
|
7.6 sec***
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6.7 sec*
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0-100 mph
|
20.9 sec***
|
16.2 sec*
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Article source
Autozine.net
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