Car Review First Drive - 2004 Civic 2.0 I-Vtec Features & Specifications

2004 Civic 2.0 I-Vtec - Japanese sedans used to live simple: 3 sizes amongst 3 different strengths: mild (1.3), regular (1.6), too extra strength (2.0). You could alone teach the stronger flavour if you lot ordered the bigger cup. German brew was much to a greater extent than interesting; they were non averse to serving heady 40-proof inwards a shot glass. (Think C43 AMG.)

Now liberated from cumbersome taxation laws, the Japanese are picking upwards the game. Latest instance inwards point-the Civic 2.0 i-VTEC. Frankly, nosotros couldn't hold off for this novel concoction to come upwards along. Previously, give-and-take had spread that Honda was going to convey inwards the 160-bhp Si or fifty-fifty the 212-bhp Type R. We nearly prayed for the hottest hatch to brand its means here.

The truth was unveiled concluding calendar month at the appropriately chosen SIR-Subic International Raceway. We caught a glimpse of a sedan every bit it was driven away from our prying lenses. No Type R, then.

Honda Japan's R&D main for the Civic, Sato-san, was on mitt to explicate the evolution of their latest hot sedan. Words similar refined, comfortable, too sophisticated were tossed about. Good qualities, yes, but non the showtime things that come upwards to hear when the SiR is mentioned. Perhaps to the lowest degree encouraging of all was that they fed us a hearty luncheon earlier releasing us onto the racetrack.

Then nosotros saw them on the SIR's dorsum stretch: 4 Civic sedans, attractively facelifted. The forepart has wider headlamps, slanted trapezoids pointing towards the widened grille. Just every bit well, too, every bit the googly-eyed await is starting to habiliment sparse already. Triangular foglamps adorn the reshaped bumper. The novel human face upwards is reminiscent of the previous-generation Accord’s—a prophylactic but handsome design, quite friendly too certain to withstand the assay out of the time. On the dorsum end, the familiar Civic circular lamps inside curved lenses, amongst an all-white lower strip. Plus the most straightforward badge of whatever recent car: 2.0 i-VTEC. The five-spoke alloys await only correct for the cause clean profile, but nosotros want they had opted for 16-inchers instead.

Poking around the interior, nosotros surmised that this was purpose of the refined too sophisticated bit. Thankfully, there’s no forest anywhere inwards sight. Just something called “high-metal mesh” cut adorning the doors, middle panel too gearshift surround—better too to a greater extent than master copy than mistaken carbon fiber. Some pieces similar door panels retained their difficult plastic shells, but most of the tactile surfaces are the softer type. Perforated leather covers the seats too door panels. Switch layout continues to live the best amid the compact sedans, amongst the 3 aircon controls positioned high up, beside the steering wheel. The aircon has been upgraded to the climate-control type, amongst temperature selection inwards degrees Celsius. A genuine grade of progress is the Alpine CD-cassette stereo: only a handful of buttons, a clear display too 1 real large book knob. Other Civic virtues similar the huge raise topographic point infinite too apartment flooring are of course of report retained.

We discovered all that after on, actually. The showtime house nosotros looked was nether the hood. The engine inwards interrogation is non only whatever former 2-liter but the strong i-VTEC that is doing a tour of duty inwards the Accord too CR-V. It's been tweaked to gain a flake to a greater extent than power, 153 bhp at 6500 rpm, too 177 Nm at 5000 rpm. There’s continuously variable intake valve timing, too a camshaft profile changeover signal for top-end power.

One affair missing from this “factory-tuned” exceptional is a clutch pedal. Given a pick of only 1 transmission, Sato-san too his squad chose the automatic. Warning klaxons began to sound: would nosotros immature lady Honda’s slick manual? Then again, this is a five-speed auto, amongst supposedly optimized gear ratios. No shortage of gears then, but how volition the estimator exercise them?

We buckled onto the driver’s seat, amongst 1 of the Ramirez boys, our rails coaches for the day, riding shotgun. Off the line, the engine delivers a smooth, strong takeoff. It’s non the pressed-in-your-seat type of acceleration but a quick build-up of speed. Launch from standstill was the alone fourth dimension nosotros missed having a manual gearbox. The five-speed auto is ultra-smooth, allowing the engine to snarl to redline too downshifting readily.

The automatic showed its worth inwards the slalom section, which nosotros took at almost 30-40 km/h. Despite the rapid press too divulge of the accelerator, the gearbox chose an appropriate gear (probably second) too stayed inwards it. This allowed us to brand relatively smoothen progress—and direct maintain a lot of fun—through the cones. Next came the hairpin, which nosotros took rather gently at first. Again, no work for the auto, which held its gear all the means through the turn. We hitched a ride during daredevil Michelle Pritchard’s stint behind the wheel. She swung the motorcar through the 180-degree for all it was worth, too the Civic stayed controllable fifty-fifty every bit the raise tires were screeching close their limit.

Influenza A virus subtype H5N1 curt stretch of route followed, which allowed us to teach 120 km/h. Quick trips to the redline, accompanied past times the VTEC soundtrack, were served upwards inwards each gear. The quoted 0-100 km/h is less than 10 seconds, slightly faster than a stock SiR mashed for all it’s worth. The braking experience is also good, assisted past times the mucilaginous Yokohama Advan A-460 tires inwards size 195/60-15. ABS intervenes quite slow inwards the process, alone when seatbelt-locking forcefulness is called up.

Among all the compact sedans, this generation of Civic e'er had the best-sorted chassis. Where others jiggle too bang their means across humps too potholes, the Civic only glides through them. Perhaps its alone shortcoming is a soft setting that sees it bottoming out on genuinely deep ruts. The forepart McPherson struts too raise double-wishbones were slightly retuned to lessen this style too also for improve route feel. On the contrary side, the Civic also has the most entertaining handling, amongst the motorcar remaining relatively apartment fifty-fifty amongst enthusiastic twists on the wheel.

One to a greater extent than advancement included inwards the Civic is Electric Power Steering (EPS). This eliminates the belt-driven pump mutual to hydraulic ability steering systems, inwards favor of an electrical motor. The organization improves fuel efficiency, every bit ability aid is given alone when needed, too has the added gain goodness of variable levels of assist. The Civic’s EPS doesn’t teach video-game lite at depression speeds, dissimilar the City’s. Instead, there’s a normal aeroplane of aid inwards the parking lot, too an assuring weighty experience when speed’s into the triple digits.

Honda volition e'er direct maintain its operate past times Civic compared to the groundbreaking SiR, too nil curt of a full-blown Type R volition ever suffice. This version’s sportiness is already at book 9, too book 10 is only a tantalizing notch away. Still, the 2.0 i-VTEC is the SiR’s successor, non its replacement. It volition shell the SiR past times whatever mensurate of functioning or comfort. It gives upwards the visceral thrill of the former 7500-rpm DOHC VTEC for something much to a greater extent than refined, too is much to a greater extent than satisfying inwards everyday traffic. Growing upwards tin dismiss live painful, but the Civic has done it only right.