Civic 01 - 3 Door

The New Civic 3 door

Introduction

• 3 door model completes all-new global Civic range
• Innovative packaging allows improved interior space within smaller external dimensions
• 1.4 SOHC and 1.6 SOHC VTEC-II engines
• 2.0 litre DOHC i-VTEC-powered Type-R flagship delivers 200 PS, exhilarating performance and acceleration from 0-100 km/h in 6.8 sec
• Innovative 'short nose' design in common with other Civics
• Flat floor and fascia mounted gearshift
• Impact performance to Euro NCAP 4-star standards
• Highest result in pedestrian safety

Offering both the fundamental design elements of the widely acclaimed Civic 5 door as well as its own unique appeal, the all-new Civic 3 door range looks set to make as big an impact in the marketplace as its larger sibling.

 

Sporty styling and a fun-to-drive nature mean the newcomer will appeal particularly to a younger audience, but generous interior space, fine ride and handling balance and compact dimensions make it an enticing package for a wide range of customers.

 

Built alongside the 5 door model at Honda's Swindon , UK production plant, the Civic 3 door is offered with the same highly efficient 1.4 and 1.6 litre engines.

 

But guaranteed to grab the headlines is the high performance Type-R derivative that continues the uncompromised tradition of the similarly badged Integra and Accord models. Striking looks, a 200 PS 2.0 litre engine powering it from standstill to 100 km/h in 6.8 seconds and on to a potential maximum of 235 km/h, and a chassis to match, mean the new Civic 3 door Type-R flagship is guaranteed to set enthusiasts' pulses racing.

 

Smaller outside, but not on the inside

The latest seventh generation Civic range has clearly demonstrated that smaller external dimensions needn't mean similar reductions in cabin space, and the 3 door model is no different in this respect. While it is shorter overall by 50 mm with the wheelbase reduced by 50 mm - to the benefit of manoeuvrability - interior space is actually up on that of its predecessor.

 

A 65 mm increase in height, meanwhile, allows hip points to be raised by 25 mm both front and rear, while front seat occupants get an extra 25 mm of headroom.

 

The Civic 3 door shares the same 'short nose' design as its sister models, achieved through clever packaging of the engine, compact front suspension and high-mounted steering gearbox. At the rear, a more compact reactive link double wishbone suspension plus a clever underfloor layout that exploits the packaging flexibility of a moulded resin fuel tank, results in a flat cabin floor without a central tunnel.

 

Outstanding crash safety

Honda's target of class leading levels of safety meant that the short nose concept presented something of an engineering challenge. The elegant solution has been to split frontal impact energy along parallel paths: the high stiffness front side members and the sub-frame beneath. Impact performance as a result is anticipated to achieve a Euro NCAP 4 star rating both for front and side collisions.

 

In addition, the Honda Civic has just been awarded the highest ranking in pedestrian safety with a result of 3 stars (in fact a few points shy of being awarded 4 stars).

 

Helping to achieve side impact effectiveness are a large mid-floor cross member, a large cross-section B-pillar and door beams and impact absorbing pads. Extensive stiffening generally and the use of high tensile steel create an impressively strong structure with substantially improved bending and torsional stiffness.

 

Passive safety features include front seat belts with pre-tensioners and load limiters, driver and front passenger SRS front airbags and side airbags (fitted as standard in many markets).

 

Styling that stands out from the crowd

Its short wheelbase, short frontal overhang and wide stance mean that the Civic 3 door design imparts a strong sense of solidity. It shares the same short nose and one box design elements of the 5 door model, while a dynamic, sporty feel is provided by the character line along the flanks which imparts a strong, muscular appearance in side view. This is complemented by the high-curvature rear end in which the tailgate glass extends relatively far forward into the roofline to meet the standard rear roof spoiler.

 

With a comprehensive package of additional body panels and trim items, together with its lower stance, the Type-R model has a particularly aggressive and purposeful appearance to complement its exhilarating performance. More details can be found in the separate Type-R chapter at the back of this pack.

 

Highly practical interior

The spacious, airy cabin reflects the excellent packaging concept of the Civic. In terms of ambience, Honda has aimed for a sporty, high quality feel to the interior. Excellent visibility, sporty three-spoke steering wheel and highly supportive seats are complemented by a high degree of practicality. With 10.5 litres of storage space in total, finding a place for small items isn't likely to present a problem. In particular a flat floor has allowed a voluminous centre console that houses three cupholders, as well as a large storage box and tray. A fourth cup holder - for the driver - as well as a 5-litre glovebox, storage trays and a second DIN aperture are in turn located on the fascia.

 

Already proving a popular design feature in the Civic 5 door, a fascia-mounted gear lever is adopted in the 3 door range too. Carefully considered positioning means that this arrangement very quickly feels perfectly natural, while its close proximity to the steering wheel makes shifting more convenient, safe and adds a sporty element to gear changing.

Load space in the new model rises by 90 litres to 315 (VDA) with a space saver spare wheel fitted. Since extending the load area is potentially awkward in 3 door cars, the operation has been made as simple as possible. Push button catches, which are easily reached either through the tailgate or from the interior, release the 60:40 split seat back which folds straight down onto the seat base to create a flat load floor. Boot width is a highly practical 1245 mm. The tailgate can be unlocked either using the keyless system or by using the key in the driver's door when it is unlocked simultaneously.

 

In common with the whole new Civic range, the 3 door model demonstrates outstanding fit and finish achieved in large part by new and advanced manufacturing techniques. In many areas panel gaps have been halved and in some cases reduced to virtually zero. It is a similar story inside, and flush surfaces and high quality materials abound.

 

Petrol and - at the end of 2001 - diesel power

Designed for greater torque and driving flexibility, the Civic 3 door's 90 PS (66 kW) 1.4 SOHC and 110 PS (81 kW) 1.6 SOHC VTEC petrol engines are highly efficient, aluminium alloy 16-valve units.

 

Compared to their predecessors, torque in the 1.4 litre rises from 126 Nm at 4,600 rpm to 130 Nm at 4,300 rpm, while in the 1.6 litre, 143 Nm at 4,800 rpm is increased to 152 Nm at 4,300 rpm, resulting in substantially improved fuel consumption.

The combined cycle figure for the 1.4S manual is just 6.3 l/100km, for example, while that of the 1.6 manual is 6.6 l/100km. Nevertheless, the 1.6S manual reaches 100 km/h from standstill in just 9.8 seconds.

 

Emissions easily surpass EU2000 requirements, while in some markets with additional tax breaks, the 1.4 and 1.6 litre Civic 3 door models also comply with the stringent EU2005 levels.

 

The Type-R's 2.0 litre engine is particularly significant in that it is the second example of Honda's brand new DOHC i-VTEC technology, first revealed in the new Honda Stream and designed to set a new benchmark in power unit development. Brimming with innovative features, the 2.0 litre engine blends meaningful gains in economy and cleaner emissions with high power and robust torque in all speed ranges.

 

200 PS (147 kW) at 7,400 rpm and peak torque of 196 Nm at 5,900 rpm promise a level of performance exceeding that of the widely acclaimed Integra Type-R.

 

1.4 and 1.6 litre models are available with either 5-speed manual or 4-speed automatic transmissions. The automatic is electronically controlled, has extended torque converter lock-up and features Grade Logic, the intelligent ratio selecting system.

 

The Type-R has its own unique 6-speed manual close ratio gearbox with carefully spaced ratios to ensure the engine revs remain within the power band during acceleration.

 

The 3 door range will also be available at the end of the year with a 1.7 litre turbocharged diesel engine, which uses common rail technology for outstanding efficiency, fuel economy and performance. More details will be made available closer to launch.

 

Fine handling

In developing the new Civic range, one of Honda's key targets was to provide one of the best ride comfort and handling combinations in the C-segment. The 3 door model shares the same suspension arrangement as the rest of the Civic family, with toe control link MacPherson struts at the front and a reactive link double wishbone design, offering toe-in characteristics under braking for greater safety, at the rear.

 

This arrangement, together with a better balance between front and rear roll centres, a more linear steering response and excellent body rigidity, means the Civic 3 door offers the driver an outstanding level of control and feel, a supple ride, and a high-agility chassis.

 

Uprated springs, dampers and anti-roll bars front and rear, together with a stiffer body and lower ride height ensure even better chassis dynamics in the Type-R model.

 

High-mounted EPS

A standard electric power steering system provides a number of benefits including enhanced economy, programming flexibility and smoother operation. The central fixation points for the tie rods mean that these are comparatively long, providing improved toe control - to the extent that the toe characteristics of the front suspension are more akin to those of a double wishbone design.

 

Equipment

As with other Civic models, equipment is differentiated by grade, and not by engine size. Thus there is an S, an LS (SE in RHD markets) and an ES (SE Executive in RHD markets) grade for both engines (certain markets). Topping the range is the Civic Type-R. Please turn to the end of this pack for more details on specific equipment.

 

The new global Civic range

The introduction of the 3 door model completes the line-up of the brand-new, seventh-generation Civic range, which has already been launched in 5 door, 2 door Coupe and 4 door saloon variants in selected European markets.

 

The Civic is a truly global car in more than one sense: in design terms all variants share the same platform and the same basic specifications. In production terms, the new Civic is also the beneficiary of Honda's latest Global Product Supply Network initiative, which increases the speed, efficiency and flexibility of the company's manufacturing operations around the world .

 

Thus, 5 door models are built both at the Swindon , UK plant and in Japan ; 4 door models in the US and Japan ; the 2-door Coupe in the US ; and the new 3 door exclusively in Swindon .

 

Production

USA	EUROPE	ASIA	JAPAN
2 door	-	-	-
-	3 door	-	-
4 door	-	4 door	4 door
-	5 door	-	5 door

Sales

USA	EUROPE	ASIA	JAPAN
2 door	2 door		-
3 door	3 door	-	3 door
4 door	4 door	4 door	4 door
-	5 door	-	5 door

 

The announcement that around 15,000 Civic Si models (a 2.0 litre, 160 PS engined variant unique to the North American market) will be going to the US and Canada annually from early next year, follows previous announcements in which Honda revealed plans to dual-source the next generation Honda CR-V for the North American market from Japan and the UK - beginning in early 2002 - and to export the Civic 3 door from the UK to Japan beginning this autumn.

 

New Manufacturing System

Honda's ongoing introduction of its flexible New Manufacturing System has helped accelerate implementation of the complementary Global Product Supply Network. The key attribute of this new production system is flexibility - both in terms of the relative ease with which multiple models can be built in a single factory and the number of different Honda plants that can build the same models.

 

The New Manufacturing System makes increased use of common equipment and tooling which is more efficient - reducing model-specific investments, and permitting more rapid new model launches - allowing Honda to move more quickly into mass production. With major auto plants around the world standardised through the New Manufacturing System, Honda has increased its flexibility in determining where to build different models, while achieving high product quality no matter where those products are produced.

 

With the launch of the seventh generation Civic, Honda has introduced the New Manufacturing System at four major plants - HUM at Swindon in the UK, the East Liberty Plant in Ohio, US; the Alliston Plant in Ontario, Canada and the Suzuka factory in Japan. The Sayama Factory in Japan also utilises the new system.

 

The Civic model was also the first Honda to be launched simultaneously around the world and to ensure a consistent level of quality among the various manufacturing facilities, the company established the New Model Center in Tochigi Japan . From the earliest stages of development, manufacturing associates from Civic plants gathered there to provide critical input and the Center has used this information to formulate best build practices.

 

 

The Marketplace

 

The concept

In working towards its target of increased market share within the segment, Honda has sought to infuse its 3 door model with its own recognisable character: dynamic, sporty styling, strong levels of acceleration, fun handling with a supple, high damped ride, compact dimensions with short overhangs for excellent manoeuvrability, outstanding safety credentials and high levels of refinement. In addition, a load bay that can simply and quickly be brought into use with the minimum of fuss was an essential element; while large amounts of luggage are occasionally carried, more often than not cars in this class carry only one, perhaps two occupants and they tend to use the folded rear seat on a frequent basis as a second boot during short trips.

 

Key launch

The introduction of the Civic range represents the second phase, following the launch of the current Accord, in a strategy aimed at boosting the company's presence in Europe 's high-volume market sectors. Not only is the C-segment the largest within the Western European market, the Civic range in all its derivatives is Honda's biggest sales success in the region.

 

C-segment 3 door models currently account for around 3 per cent of the total Western European market of which one third are diesel powered, up from one fifth as recently as four years ago. The Civic captured around a 2.5 per cent share of the 3 door C-segment during 2000.

 

C-segment sales by body type

C-segment 3 door sales volume/% of total C-segment

C-segment 3 door sales split by fuel type

Information Source – Marketing Systems

C-segment 3 door best sellers during 2000

Information Source – Marketing Systems

 

In terms of age and gender, the customer base for this type of product shows a high proportion of younger drivers, particularly males in their 20s. This reflects the large number of younger people in southern Europe driving such cars (80 per cent in Spain are under 35 for example). In Germany sales are spread between all ages and genders, while in the UK the emphasis is more towards middle-aged females and older drivers generally.

 

Understandably, given this age demarcation, a large proportion of drivers in the segment in southern Europe are also single - 64 per cent in Spain , 52 per cent in Italy , for example. In contrast, the proportion of couples in the UK reaches 67 per cent in the UK and 61 per cent in Germany . Overall, a large proportion of customers in this segment are couples living without children - 43 per cent - and 60 per cent of these are aged over 45, reflecting the product's popularity among 'empty nesters'.

 

39 per cent are loyal to their brand in this segment and one third of Civic 3 door buyers previously owned a Civic. All ages are prepared to consider higher priced models and equally expect a very high standard of comfort. Speed is an important factor for younger drivers who tend to be more emotional about their car choice; for older drivers the car becomes more functional.

 

Widened appeal

The Civic 3 door's character and ability are seen as appealing to a much wider audience, particularly younger drivers, and key target groups in Honda's sales strategy are single males in the 20 to 35 age group, couples without children in the 25 to 35 age group, as well as existing customers.

 

Honda expects to sell almost 40,000 3 door models in Europe in the first full year of sales, out of an approximate total of 110,000 Civics of all model types. The sales breakdown between engine derivatives is expected to change substantially, from the current predominance of the 1.4 litre model - currently over 75 per cent - to a more even split between 1.4 and 1.6.

 

The Civic Type-R enters what is a niche market within the C-segment and sales are expected to comprise around 3 per cent of total Civic 3 door sales.

Body

• Shorter and taller overall
• Reduced wheelbase enhances manoeuvrability
• Short nose is key design element
• Sporty, distinctive styling
• 'Smart Linked' body structure aims for Euro NCAP four star rating
• Pedestrian safety a major consideration
• Highly rigid body boosts NVH, handling and safety
• 57 per cent of bodyshell by weight is high-tensile steel
• Extensive noise suppression measures
• Body fit and finish improved still further
• High level of anti-theft equipment

The Civic 3 door, like its siblings, delivers outstanding levels of safety, build quality and refinement in an attractive design that offers outstanding interior space.

 

Visually, the Honda stylists have sought to provide the 3 door model with a strong on-road presence and the sense of solidity arising out of the wide stance and short overhangs blends with an undoubted dynamic quality. The muscular character line that runs along the flank is complemented by a powerful panel section beneath, for example. At the high curvature rear end, the standard roof spoiler adds a sporty flourish, while the large rear taillights provide an added sense of width.

 

At the front, a distinctive blade grille like that of the Civic 5 door is flanked by bright, jewel-like headlamps featuring free form and multi-reflector technology, and flows smoothly into the raised outer edges of a scalloped and steeply sloping bonnet. The short nose and steeply raked windscreen with its base moved closer to the front wheels give the Civic a one box design look.

	New Civic 3 door (Type R)	Previous Civic 3 door	New Civic 5 door
Overall length	4140	4185	4285
Wheelbase	2570	2620	2680
Height	1440 (1425)	1375	1495
Width	1695	1695	1695
Front track	1468 (1469)	1475	1468
Rear track	1469 (1472)	1475	1469

Innovative body structure

Compact dimensions ensure that the Civic 3 door demonstrates excellent manoeuvrability and compared to its predecessor, the latest model is 45 mm shorter overall, with a wheelbase reduced by 50 mm. There is a corresponding reduction in the front overhang by 50mm, while that at the rear is increased by 55 mm. Height is up by 65 mm (Type-R, 50 mm).

 

The Civic 3 door features the same innovative construction as other recently launched Civic models, releasing space for use within the cabin despite the reduced external dimensions.

 

Part of that novel construction is a nose structure that brings major benefits in packaging and crash safety. Visually, the 'short nose' concept - 60 mm less than the old Civic - is a key styling element. The base of the windscreen raked closer to the front wheels makes the new model far more of a one box design compared to its predecessor. However, it is also an eminently practical feature since it frees up more space that can be devoted to interior accommodation. The design has been made possible by the compact nature of the front suspension and the adoption of a high mounted steering gearbox that in turn have allowed the repositioning of the engine within the engine bay for better space utilisation. Despite the reduced nose dimensions, the Civic offers outstanding crash safety characteristics.

 

Extensive use has been made of computer simulations for more efficient and cost-effective development of the body. As well as reducing development time, these techniques have allowed the engineers to minimise weight and determine the optimum materials while improving the overall design. One of the benefits to emerge from this process is a significant improvement in body rigidity. Torsional rigidity up by 94 per cent and bending stiffness up by 22 per cent for 1.4 and 1.6 litre petrol, not only offers improved impact resistance and handling and ride characteristics, but also reduces interior noise levels by limiting body-panel resonance.

Ingenious underfloor packaging

One of the notable features of the Civic is its flat floor that provides a more comfortable environment, particularly for rear seat passengers. This has been achieved by clever underfloor packaging whereby the compact reactive link double wishbone rear suspension (see Chassis section) together with the adoption of a new resin fuel tank allows the exhaust pre-chamber to be repositioned.

 

The lightweight tank uses four different types of resin in six layers, and the fact that it can be moulded in an infinite variety of shapes, means that it can make the most effective use of the space available. By locating two silencers towards the rear of the car - rather than siting one pre-chamber midway along the exhaust - the floor can remain flat and in an ingenious piece of packaging, the smaller, high efficiency exhaust pre-chamber is placed between the tank and the suspension. The larger final chamber is tucked behind the rear valance.

Crash safety

The new Civic 3 door features an impact-resistant passenger cell, precisely calculated deformation zones, a number of innovative items designed to minimise pedestrian injury, and a complete all-round safety package for occupants. In turn, passive safety features are complemented by the advanced active safety features of the Civic design: safe, predictable handling, powerful braking with ABS, brake assist and electronic brake force distribution, and precision steering.

Smart-Linked body aims for 4-star

A prime objective was to achieve best-in-class safety levels and Honda believes its new 'Smart Linked' body structure technology is capable of scoring 4-stars in the Euro NCAP front and side impact tests as well as achieving top-in-class in pedestrian protection tests.

 

'Smart Linked' body structure refers to the way in which the size and cross-section of crossmembers and the way in which they link to the frame rails and side-sills has been optimised to achieve major increases in bodyshell stiffness; the effectiveness of each individual joint is amplified in this way.

 

The safety levels achieved are all the more impressive given two particular design features of the new Civic: first the short nose, and secondly the lack of a central tunnel in the flat floor, both of which have provided a greater challenge in managing impact energy and the need for some innovative solutions.

Controlled G-forces

Employing Honda's progressive deformation technology has allowed the controlled collapse of the front side frame on impact, and more effective management of the G-forces exerted on occupants. Unlike conventional front-end structures, the Civic's has two parallel paths along which frontal crash energy is absorbed: the front side frame and, beneath and working in concert, the sub-frame. Energy is then channelled into the floor rails and the centre frame to efficiently disperse energy. Compared with the previous Civic, the initial G forces are configured so that more of the energy is absorbed during the early stages of the impact cycle, which means that peak force can be more effectively managed to minimise any injury to occupants.

Body reinforcement

For additional side impact protection, the Civic 3 door features larger high-tensile steel front and mid-floor crossmembers. The point at which the mid-floor member and the large cross-section B-pillar join has been especially stiffened. These features work in conjunction with door beams and impact absorbing pads.

 

In terms of rear impact protection, the new rear suspension design has allowed for a straighter rear frame, and together with a more rigid connection between the side sill and rear side frame, impact absorption characteristics have been considerably enhanced.

 

Key features contributing towards the extremely tough passenger safety cell include:

• reinforced links between the rear floor structure and sills and the rear frame
• an additional cross member in the rear load floor
• a stiffener added to the base of the A-pillar where it meets the front floor
• a stiffener added where the rear side arm joins the tailgate surround
• a large cross member across the floor and beneath the rear seat
• a reinforced link between the front bulkhead and floor

Compared to a conventional floorpan, the Civic 3 door's flat floor design features an additional longitudinal rail, while the front centre crossmember has been strengthened.

 

Extensive use of high-tensile steel

Furthermore, to provide a high degree of strength without any associated weight penalty, 57 per cent of the bodyshell by weight is made from high-tensile steel, including the side frame and floor structure forward of the rear wheel housing, the A-pillars, upper B-pillars and the side roof members joining them, the front side frame and the front and rear bumper beams.

Comprehensive safety equipment

As part of the comprehensive safety package, all Civics are fitted with both driver and front passenger airbags and in many markets front seat occupants also benefit from side airbags for even greater protection in the event of an accident.

 

Front seatbelts feature pre-tensioners with load limiters, while the rear seats (all three on LS and ES models) feature three-point inertia-reel seatbelts (both rear seats in the Type-R). Front seatbelt upper anchors are height adjustable, and all models are equipped with four headrests.

 

In addition, the interior trim incorporates a number of small detail safety items designed to reduce the risk of occupant injury in the event of an accident, including roof rail and window pillar trim with an impact absorbing structure for controlled deformation.

 

In the event of the car turning over in an accident, a special fuel system shut-off valve is activated to prevent spillage.

Targeting pedestrian safety

A key component of Honda's extensive research into pedestrian safety through accident avoidance and injury reduction has been the development of a safety research prototype vehicle, the Honda ASV, within the ASV (Advanced Safety Vehicle) project under the guidance of the Japanese Ministry of Transportation. The use of increasingly sophisticated pedestrian dummies, extensive road accident analysis and a computer-assisted accident simulation programme are providing invaluable data towards identifying and minimising the potential for injuries.

 

Specific items on the Civic aimed at minimising pedestrian injury include:

• an unobstructed area beneath the bonnet allowing it to deform on impact
• bonnet hinges that compress under impact
• energy absorbing wiper pivots designed to break under impact
• impact absorbing front wing supports

NVH performance

For the new Civic, Honda has placed considerable emphasis on securing the kind of levels of refinement more normally associated with larger cars, with particular attention paid to the reduction of noise at high speed that can be particularly fatiguing. NVH performance is considerably improved by increased body rigidity, more extensive application of sound absorbing material, a reduction in idling vibration, low road tyre noise and comprehensive sealing of all holes in the body structure.

 

Additionally, there is liberal application of anti-vibration melt sheet (with the exception of the Type-R). This asphalt insulation material is literally 'melted' into place to ensure a precise fit.

Engine mount system

A sophisticated engine mounting system plays a large part in suppressing the transfer of noise and vibration to the interior space. The Civic has four mounts, two fixed and two liquid-filled (the Type-R does not have the second, liquid-filled transmission mount) attached to the cradle-type sub-frame. Centrally mounted at the front of the engine bay is a lightweight extruded aluminium mount, while at the rear a second fixed bracket is made from resin which shears in the event of an impact, so limiting rearward movement of the engine and ensuring that it does not compromise the action of the crumple zone structure.

 

The two high-performance liquid-filled mounts attached to either side of the sub-frame - one for the transmission, the other for the engine - are slightly offset. This is because they are located along the axis of the engine's principal inertial moment (the axis about which the engine vibrates) and at these points, the least amplitude of engine vibration is transmitted from engine to frame, which significantly reduces engine-idle vibration. Together with the excellent absorption properties of the liquid-filled mounts, it means that engine noise and vibration are particularly well damped so adding to the general air of refinement within the Civic's cabin.

 

The engines themselves have received a number of enhancements to mitigate noise generation including a redesigned induction manifold for reduced induction noise, greater cylinder block rigidity and the addition of a timing belt automatic tensioner.

Hydro-formed sub-frame

1.4 and 1.6 litre models feature a sub-frame manufactured using a newly developed hydro-forming technique, making it lighter and more rigid. The process involves a steel tube, one end of which is crimped, being placed in a die. Water, under extremely high pressure, is fed into the tube, forcing the tube to adopt the precise shape of the die. The resulting component is lighter than a comparable cast or machined component. The Type-R has a pressed steel sub-frame.

Fit and finish

The excellent NVH characteristics attained by the Civic are mirrored in the level of exterior and interior build quality. Careful analysis of the build process resulted in the adoption of new manufacturing techniques. These have brought increased body accuracy, evident in smaller panel gaps and in the improved door, tailgate and bonnet clearances, which are all the more significant given that Honda vehicles have long been synonymous with outstanding fit and finish.

 

As an example of what has been achieved, the new Civic features what is known as a '0' gap for the front and rear bumpers, or less than a single millimetre. This gives the bumpers a more integrated appearance.

 

A similar example is provided by the door mounting process. Rather than fitting the hinge to the door and then mounting the door to the body, the hinge - which has minimal tolerances - is fitted using a jig and the door is then mounted on the hinge. The result is a 3.5 mm door-to-body gap.

 

Other reductions are:

• rear light housing to body gap reduced from 3 mm to 0.5-1 mm
• rear light housing/tailgate from 4.7 to 4 mm
• headlight housing/bonnet from 6.5 to 3 mm
• headlight housing/front bumper from 3 to 1 mm
• headlight housing/front wing from 3 to 1 mm
• front wing/bonnet from 4 to 3 mm
• front wing/bumper from 3 to 0.5 mm
• fuel lid/body gap from 4 to 3 mm

Similarly, there has been a comprehensive reduction in the corner radii of many body panels to enhance the sense of a neater, fully integrated design with an overall air of solidity.

Extensive anti-theft measures including standard rolling code immobiliser

A series of theft-deterrent measures have been incorporated into the Civic 3 door including a standard equipment rolling code immobiliser from which it is virtually impossible for thieves to clone the entry code.

 

The ignition key features a built-in transponder, which, when removed, immobilises the engine fuel injection and ignition so the engine cannot be started. When the key is reinserted and turned in the ignition, the transponder in the key transmits a code via an antenna built into the steering lock surround to the engine management computer. If the code, which changes each time the key is removed from the ignition lock, is confirmed by the engine ECU, the engine will start - but only then. The immobiliser multiplex control unit, engine ECU and ignition key/ignition barrel transponder are all linked via a bus communication.

 

All models feature central locking (with the exception of S specification models in some markets) with a remote keyless system that uses FM radio waves, rather than AM, for more effective operation.

 

Other security features provided as standard include:

• glove box with key
• immobiliser sticker on driver's window
• lock knob flush with door interior
• visible VIN
• immobiliser
• front and rear door handle protectors
• door lock protectors
• key rod protector on driver's door
• dead locks and tailgate handle protector (RHD only)

According to grade, the following features are provided:

• alarm
• radio security
• alloy wheel locks

Door lock and rod protectors are designed to deflect attacks where 'slim jim' type mechanisms are slid between the door and the side window glass to gain entry.

 

The deadlocks (where fitted) make it impossible to open a door by using the interior lock knobs since they are isolated once the door is locked. Therefore, even after breaking a window no door can be opened. To activate this system the car must be locked - either by the key or the keyless system - and then relocked again within five seconds using the same method. To unlock the car, the key is turned or the button pushed just once.

 

Where an alarm is fitted, it is activated upon the first locking action and deactivated as the doors are unlocked.

 

 

Interior

• Spacious accommodation despite reduction in wheelbase and overall length
• Practical, easy to use load area
• Totally flat floor
• Fascia mounted gearshift
• High quality panel fit and finish
• Comfort and ergonomics enhanced throughout

Like its 5 door sibling, the Civic 3 door's interior belies the natural assumption that reduced dimensions on the outside need be reflected on the inside. The latest Civic derivative may be 45 mm shorter and have a wheelbase reduced by 50 mm compared to its predecessor, and it may be 150 mm shorter than the 5 door model, but it still has hugely impressive interior space. Thanks to the innovative packaging of the overall design, including the short nose concept, compact suspension, wheels pushed to the extremities of the body and the underfloor arrangement of the rear exhaust and fuel tank, the tandem distance (the distance between the hip points of front and rear passengers) remains unchanged and rear seat accommodation is virtually the same as in the previous Civic 3 door.

 

Meanwhile, the 65 mm increase in overall height makes for a more spacious and airy environment and also provides front seat occupants with an additional 25 mm of headroom.

Easy entry and exit

The increase in height also allows hip points front and rear to be raised by 25 mm to make climbing into and exiting from the Civic a particularly comfortable process. A front passenger seat with a walk-in and memory device provides convenient and easy access to the rear seats.

Flat floor enhances interior space

A totally flat floor, without the typical tunnel that runs the length of the interior, adds to the sense of spaciousness, particularly in terms of rear seat foot room. This has been made possible by the clever underfloor packaging (see Body section) with a resin fuel tank moulded to the most effective shape in terms of space utilisation together with a compact exhaust system that runs alongside it.

Fascia-mounted gearshift frees floor, eases changes

One of the most striking aspects of the cabin, and first introduced in Europe with the Civic 5 door, is a gearshift mounted within the fascia centre console for both manual and automatic transmission equipped models. This arrangement leaves the flat floor beneath to be given over entirely to the large centre console. A further benefit is that in being much higher than a conventional gear shift, the required hand movement between steering wheel and gear stick is reduced (by 50 mm compared to the previous Civic 3 door), benefiting ease of use and speed, with the hand off the steering wheel for less time.

Although different, the exact positioning has undergone careful consideration to ensure that the process of gear changing feels perfectly natural, allowing drivers to instantly locate the gearshift without second thought. The mechanism itself is also designed to provide a short, easy-to-shift operation for a more sporty feel.

 

The automatic transmission is provided with a gated shift to ensure correct engagement and ease of use.

Outstanding fit and finish

In the choice of interior materials, fixtures and fittings, Honda has aimed for a high level of refinement and quality. Careful attention has been paid to panel fit and finish, resulting in substantially reduced gaps and the application of flush panel joints and concealed fasteners wherever possible. The housings of the interior door handles are flush with the surrounding trim, for example, which although relatively minor detailing, can, of course, have a profound influence on a passenger's overall perception of the car. Other examples are:

• flush joints between the window pillars and the roof lining
• flush interior light
• flush trim joints around the floor sills
• flush sunroof
• elimination of the gap between the A-pillar and the fascia
• retracting grab handles with damping mechanism

The sunroof, where fitted, now features an aluminium sunshade and uses a much thinner motor, to give a higher level of rigidity and the liberation of over 25 mm of extra headroom.

 

The high quality materials selected for the cabin trim and fabrics are themed to impart a sporty ambience, while an air of quality is provided by the champagne silver colour co-ordination of the central fascia panel, door inserts and seats. The soft woven seat material is designed to hold occupants comfortably during cornering.

A supportive role

Particular attention has been paid to minimising fatigue during long periods of driving. The totally new, sporty front seats offer superb support with cushion width increased by 25 mm, wider springs and a urethane foam that has been specially selected for its high damping properties to minimise bounce and vibration. Similarly, the seat backs feature a large side frame together with 30 mm larger side bolsters made up of several urethane foam types of varying hardness. Included in the Civic's standard specification is a height adjustable three-spoke steering wheel and driver's seat height adjustment enabling the driving position to be fine-tuned to suit individual preferences. All round field of view is excellent.

Effortless control

Naturally, all aspects of driver ergonomics have undergone careful analysis to ensure as pleasurable a driving experience as possible. Steering inputs, pedal pressures, and the operation of controls generally have been analysed to ensure they function smoothly, progressively and above all predictably. The driver's view of the controls and instruments is direct and unobstructed, while their layout is logical.

 

The main display features three circular dials, with illuminated needles, which are increased in diameter and feature larger numbers compared to the previous Civic, for better visibility. A central speedometer is flanked by a slightly smaller tachometer to the left and a temperature and fuel gauge to the right. The fuel gauge is a CPU-controlled unit that gives a linear response throughout the range of the tank and minimises needle vibrations. The lower portion of the speedometer houses an LCD odometer/twin trip meter and (on ES grade) an outside temperature gauge reading from -30 to +45 C.

 

Compared to the previous Civic, there are a number of changes to the steering column stalks for easier operation. Instead of a rotary operation, the right hand wiper control now works in a vertical direction (with a twist action for the rear wiper), while the left hand indicator stalk also incorporates the lighting controls with the outermost rotary element controlling parking and dipped beam, the inner rotary element the rear fog lamps. Moving the stalk forwards operates the main beam, moving it backwards operates the flick main beam. The power window switches in the door armrests, the remote control mirror switch on the fascia, the heater, audio, and hazard warning light switches are all illuminated. An internal fuel filler release is provided on the floor.

 

Above the gearshift housing on the central fascia are the heater controls and audio system. The latter is provided with two DIN apertures with a flush surface design allowing a wide range of alternative ICE units to be fitted. If unused, one of the two apertures provides an additional storage area.

Advanced speaker technology

The two front speakers and two rear speakers (rear an option on S grade, standard on LS and ES) are of a new design; the 17 cm neodymium units, housed in a resin frame are significantly lighter in weight resulting in a 1.32 kg saving per car, while the attachment to the door is much simplified. The use of neodymium magnets also improves the acoustics with better low and high pass characteristics and a reduction in high harmonic distortion. Reception is provided by a micro roof antenna.

 

Sophisticated rear wash/wipe

The standard rear wash/wipe system has been thoroughly revised in terms of its operation. Instead of continuous wiping for 7 seconds that is potentially annoying, the period has been reduced to approximately 3 seconds with intermittent operation (on LS and ES grades) at 7 second intervals thereafter. Added convenience is provided by automatic operation when reversing: if reverse gear is engaged while the front wipers are switched on, then the rear wiper operates in continuous mode until reverse is disengaged.

 

In one-touch mode, the washer jet operates before the wiper to prevent the possibility of the glass being scratched. Once the washer stops, continuous wiper operation lasts for approximately 3 seconds.

A practical load bay

Recognising that for much of the time cars in this segment carry only one, sometimes two occupants, yet the rear seats regularly take on the role of a second boot, Honda has designed the load area to be as simple and practical as possible for everyday use. The rear seat base stays in place, but the 60:40 split rear seat nevertheless creates a flat load floor once folded. Push-type buttons at the top of the seat backs for simple operation can be easily accessed from either the interior or through the tailgate opening.

 

The maximum trunk width is a highly competitive 1245 mm, sufficient to accommodate a large stroller, for example. With the rear parcel shelf in its raised position, the height of the opening from the loading lip to the trailing edge of the parcel shelf is 510 mm allowing, say, a drinks crate to be loaded with ease.

 

The 315 litres (VDA) of load space (with a space saver spare wheel) are sufficient to accommodate one super-large plus two medium Samsonite cases, or one nine inch diameter golfbag, or a folding shopping container, beer carton, Coke case and folded stroller. Folding the rear seat increases load space to window level to 610 litres.

Convenient tailgate operation

The design of the wide-opening tailgate has been carefully considered to ensure that it is both easy to reach by shorter individuals when fully open, yet sufficiently wide opening to prevent taller individuals from inadvertently hitting their heads.

 

The act of opening the tailgate should of course be as simple as possible, particularly when laden down with armfuls of shopping, so the locking mechanism is now linked to the driver's side door lock (using either the key or keyless system) rather than via an internal release mechanism.

 

Furthermore, the external handle is conveniently mounted above the numberplate, while an internal handle minimises the need to touch any potentially dirty external surfaces when closing the tailgate.

ISOFIX mountings

The rear seats have ISOFIX standard child seat mounting points, allowing the seat to be fitted more safely and easily without any problems of slipping or tilting. Arms protruding from the base of the child seat lock into anchor bars located between the rear seat back and the seat cushion, firmly attaching the seat to the car body. The top of the child seat is held firmly in place by means of a strap that attaches to a tether anchor behind the seat.

 

Storage abounds

Amounting to 10.5 litres in total, the provision of storage space for small items is generous for a car of this size. A flat floor helps in this respect, since the centre console is particularly capacious as a result. The main element of the console is a neat, double sliding lid arrangement: pushing the upper lid forwards reveals two cup holders, and in turn pushing the cup holders forwards reveals a storage box able to hold up to 10 CDs; alternatively up to 5 CDs can be stored when the cup holders are in use.

 

Other storage items include:

In the fascia on the driver's side:

• Pull-out cup holder able to take a medium size McDonald's cup or 350 ml drinks can
• Tray for mobile phone/cassettes
• Flock-lined pocket for cassettes, coins etc

In the central fascia:

• Second DIN size pocket/oddments holder
• Ashtray at base, opened simply by sliding it up and towards you

In the fascia on the passenger side:

• Full width tray for cassettes, mobile phones, sunglasses etc
• 5 litre glovebox

In the centre console, front to rear:

• Tray
• Storage box plus cup holder
• Trinkets/coin tray
• Deep pocket
• Rear passenger cup holder

In addition the door panels are fitted with pockets able to accommodate an A4 size map, while LS and ES models feature a seat back pocket on the passenger side.

Cool performance

The air conditioning system where fitted has been increased in efficiency by 17 per cent.

 

Condenser performance is up 23 per cent, while fan noise is reduced by a significant 2dB(A). The pollen filter, which is able to trap particulates down to 0.3 microns, has also been designed for very easy servicing; it simply requires the glovebox to be swung forward and away from its housing to gain access, a process which does not require any tools.

Intelligent lighting

With its convenient timed operation and dimming facility, the interior light is designed to provide a 'welcoming' introduction to Civic motoring. If the doors are unlocked with either the key or the keyless entry system, the interior light comes on at maximum intensity. It then remains on for 30 seconds after unlocking, for 3 minutes if the door is subsequently opened and for 6 seconds following closure of the door. However, if the doors are not shut properly, the light will remain on for 3 minutes providing the engine is not turned on.

 

Conversely, when the ignition key is removed after driving, or when the doors are unlocked from inside the car, the light remains on for 10 seconds. Again, opening the door prompts the light to stay on for 3 minutes, but if shut in the meantime, it will be extinguished after 6 seconds. In all cases there is a gradual reduction in illumination towards the end of the timed period before the light is finally switched off.

 

Drivetrain

• 1.4 litre SOHC or 1.6 litre SOHC VTEC II engines
• Choice of 5-speed manual or 4-speed automatic with Grade Logic Control
• Fuel economy and low to mid-range torque boosted
• Weight and noise reduction

The Civic 3 door range offers a choice of three aluminium alloy based, four-cylinder petrol engines: a 90PS (66 kW) 1.4 litre SOHC, a 110 PS (81 kW) 1.6 litre SOHC VTEC II, and, in the high-performance Type-R derivative, an exciting 200 PS (147 kW) 2.0 litre DOHC i-VTEC unit (see the Type R section towards the end of the pack for details).

 

The 1.4 and 1.6 litre engines are essentially similar to those used in the new Civic 5 door range; the 2.0 litre engine represents the second application of Honda's brand new family of engines featuring Variable Timing Control (VTC) and, while closely related to the Honda Stream's engine of the same capacity, it makes its debut in the Type-R in 200 PS specification.

 

1.4 SOHC and 1.6 SOHC VTEC II

The 1.4 and 1.6 litre engines have been developed to improve mid-range torque, fuel consumption, driveability and emissions performance, rather than boosting maximum output. In markets where customers can benefit from additional tax breaks, these engines comply with the stringent EU2005 emission levels that are not mandatory for a further 4 years.

 

Better torque delivery has brought greater flexibility during everyday driving and helped improve economy. Compared with the engine it replaces, the new 1.4 litre produces the same power output - 90 PS - at a lower 5600 rpm rather than 6300 rpm; but torque is boosted from 126 Nm at 4600 rpm to 130 Nm at 4300 rpm. A flatter torque curve also means it pulls more strongly across the rev range, particularly between 2000 and 4000 rpm.

 

1.4 litre SOHC power and torque curves

Similarly the peak torque of the 1.6 litre engine is up from 143 Nm at 4800 rpm to 152 Nm at 4300 rpm compared to the previous 1.6 SOHC engine. Power output is 110 PS at 5600 rpm.

1.6 litre SOHC VTEC II power and torque curves

Among the improvements boosting combustion performance is a new swirl intake port that optimises both vertical and horizontal vortices inside the cylinder; this ensures excellent fuel distribution and thorough mixing for effective, stable and clean combustion, and by ensuring more complete burning of the air-fuel mixture, a higher compression ratio has been made possible.

New fuel injector design

Small, 'four-port' fuel injectors are also used for the first time. Featuring four orifices, rather than a single nozzle, these are one third shorter than the conventional pintle-type design. They offer more efficient fuel atomisation for improved combustion, while the problem of fuel mist clinging to the port walls is also reduced. The result is a significant reduction - as much as 14 per cent - in the amount of unburned hydrocarbons passing into the exhaust gases. In addition, all engines are equipped with knock sensors.

Boosted torque

Torque characteristics have been further improved by reducing the length of the conduit between the air intake and the intake manifold chamber by 84 per cent. This has realised optimum resonance characteristics and torque at 4000 rpm is increased by 4 per cent.

EGR

Exhaust gas recirculation - introducing a proportion of the exhaust gases back into the fuel-air mixture - is employed to lower combustion temperatures, so reducing the levels of oxides of nitrogen for a cleaner exhaust.

The VTEC approach to economy

At the heart of the Civic's 1.6 litre engine is Honda's renowned Variable Valve Timing and Lift Electronic Control (VTEC-II) system which so successfully provides volumetric efficiency at all engine speeds to achieve good low tomid-range torque and vivid top-end output, together with outstanding fuel economy.

1.6 litre SOHC VTEC II engine cutaway

Friction

Any means of reducing energy lost through friction is of vital importance in the quest for low fuel consumption and the Civic's engines employ some of the innovative technology seen in recently launched models such as the Honda S2000 and Insight. The piston skirts, for example, are shot-peened with small ceramic balls to give a special 'micro-dimple' surface that improves the retention of the oil film between the piston and the cylinder, reducing overall friction by approximately 2 per cent. A small end bearing width reduced from 23 to 20 mm, and, in the 1.6 litre, roller type rocker arms rather than plain bearings, provide a further 5 per cent reduction in friction losses.

 

The pistons have a new asymmetrical oval design that maintains a tighter tolerance on the exhaust side so they seal better, reducing engine noise and friction.

Weight down by 10 per cent

Engine weight has been reduced by around 13 kg - or 10 per cent - through both material and construction changes. These include:

• plastic intake manifold saving 1.9 kg
• fabricated exhaust manifold 1.6 kg
• aluminium engine side mount 0.5 kg
• plastic fan shroud 0.5 kg
• aluminium ECU casing 0.3 kg
• 4-weight light crank 0.4 kg (for 1.6 engine only)
• exhaust-pipe-integrated catalytic converter 2.2 kg
• PHC ignition system 1.0 kg
• compact intake resonator chamber 1.3 kg.

Noise reduction

Engine noise during acceleration and at idle has been reduced by 5 dB A. Among the noise-reduction measures are:

• an automatic tensioner for the timing belt assembly
• a narrower timing belt with reprofiled teeth
• a new equal-length intake manifold which has eliminated the air induction noise typical of systems with different length intake runners
• rigidity of the cylinder block walls increased to minimise piston knocking noise at idle
• larger and stronger engine mounting brackets for less vibration during acceleration
• crankshaft web thickness increased by 1.5 mm for increased crankshaft rigidity which translates into reduced noise and vibration during acceleration
• connecting rod bearings with a textured surface to better hold oil for consistent lubrication and a smoother running engine

Emissions

Both 1.4 and 1.6 litre engines significantly better the EU2000 emissions requirements. Furthermore, for those countries where customers can benefit from tax reductions, a number of modifications have been introduced which means that they comply with the EU2005 requirements that are not mandatory for a further 4 years. The 2.0 litre engine significantly betters the EU2000 and the German D4 emissions requirements.

 

A crucial element in meeting these tough emissions levels is to bring the catalytic converter up to its effective operating temperature as quickly as possible. This is achieved by retarding the ignition timing after engine start to help promote rapid warming, while the exhaust system is of the low heat mass type for the same purpose.

 

A close-coupled, under floor located, catalytic converter further boosts efficiency and fast, effective performance is provided by increasing the number of cells integrated into the catalyst substrate to 900 per square inch, giving three times the surface area. EGR helps to reduce oxides of nitrogen and finally, the small four-port fuel injectors deliver more efficient atomisation leading to a reduction in HC emissions.

 

Keeping it compact

Minimising overall engine dimensions has of course a number of benefits and all three engines are notably compact, achieved through intelligent packaging of key engine ancillaries. In particular, the compact air intake system rather than using a conventional location on the car body, features an air cleaner positioned over the intake manifold and a resonator chamber over the transmission.

 

Packaging also benefits from a new PHC ignition system that locates a small high-performing coil above each spark plug.

 

Measured front to rear within the engine bay, dimensions of the 1.4 and 1.6 litre engines are reduced by 42.5 mm from 617 to 574.5 mm.

 

Apart from freeing up greater space for occupants without increasing vehicle length, the more compact nature of the engines mean there is more space available for the impact absorbing structures of the bodyshell to work effectively.

 

Returnless fuel supply

Up to one third of all vehicle emissions occur while a vehicle is parked. The new Civic 3 door is therefore equipped with a returnless fuel supply system that effectively seals the tank to reduce vapour loss.

Transmissions

1.4 and 1.6 litre Civic 3 door models can be specified with either a 5-speed manual transmission or a 4-speed automatic with Grade Logic Control (1.4 S is manual only). The Type-R is equipped with a 6-speed close ratio manual gearbox that perfectly complements the Civic flagship's high performance engine. All are new designs.

Manual transmission

The new manual gearbox benefits from a number of detail enhancements that result in reduced shifting effort and movement, while at the same time improving overall feel. In particular, the detent shape of the shift fork has been refined for a light and precise action, while synchromesh capacity on first gear is boosted 20 per cent by using a carbon-impregnated synchroniser and on second gear by a double cone mechanism. Other refinements include the use of smaller, high capacity bearings and synchroniser sleeves with a shorter stroke for a lighter, more compact gearbox casing. Reverse gear is precision forged.

Beneficial from an environmental and fuel efficiency standpoint is a reduced oil capacity and, during the production process, a reduction in gear machining.

Automatic transmission with extended lock-up

The compact automatic transmission is a sophisticated, four-speed, electronic constant mesh unit. It features a torque converter lock-up that is operational over a greatly extended speed range, benefiting fuel economy by around 3 per cent.

Grade Logic Control

The new automatic transmission incorporates Grade Logic Control, an intelligent system that has already appeared in several other Honda models and which, unlike conventional automatics, offers seamless progress over variable road conditions, particularly hilly routes where it can provide the driver with the same degree of control as a manual transmission.

 

Its advantage lies in its ability to determine the actual driving situation by measuring throttle position, road speed, rates of deceleration and acceleration and brake pedal application and then, based on a series of stored shift maps, to select the appropriate shift points for second, third and fourth gears. Thus, when the Civic is being driven uphill, Grade Logic will sense a large throttle opening without any speed increase and from this deduces that the vehicle is going uphill and how steep the grade is. It then chooses a shift map that will downshift and hold third gear.

 

However, if it receives a closed throttle signal and a brake pedal activation signal, the system determines that the car is being driven downhill. It then selects a shift map that will downshift and hold third or second gear to make use of engine braking.

Lock-up linear solenoid

Other features of the automatic transmission include a long torsion damper spring around the outer circumference of the lock-up clutch disc which provides effective absorption of vibration and a reduction in surging; a dedicated lock-up linear solenoid to control the hydraulic pressure to the gear clutch packs, providing more progressive clutch engagement and faster, smoother shifting; and an electronic control that is programmed to minimise 'shift shock' during full or part throttle upshifts and downshifts.

 

Chassis

• Compact toe control link MacPherson strut front suspension aids engine packaging
• High-mount steering gearbox contributes to excellent toe control characteristics
• Compact reactive link double wishbone rear suspension contributes to flat floor cabin
• High rigidity suspension components improve handling
• High body rigidity permits supple ride
• Electric Power Steering standard on all models
• ABS, brake assist and EBD braking also standard

In developing the new Civic range, the challenge was to match Honda's tradition of fine-handling cars with a need to release more space for use in interior accommodation. The novel approach has already been demonstrated in other Civic models and in the new 3 door range the same basic design, together with the wide stance, short wheelbase chassis, is used to good effect to deliver a level of agility that enhances the new model's sporty character: an outstanding level of control and feel are matched to supple damping, minimal body roll, linear steering, and a high degree of stability during directional change.

 

Toe Control Link MacPherson strut front suspension

Rather than a double wishbone design, the front suspension uses the new toe control link MacPherson strut arrangement, together with a high-mounted steering gearbox, allowing the suspension assembly to be reduced by 56 mm longitudinally, and for the engine bay to be increased in width by 80 mm, compared to the previous Civic.

Toe control link MacPherson strut front suspension

High-mount steering gearbox

The steering gearbox is located 227 mm higher than the front axle (which also provides more space for the front sub-frame to deform in frontal impacts), which means that the engine can be located further towards the rear of the engine bay, thus helping to achieve the 'short nose' design to free up more space for use within the cabin.

 

The position of the steering gearbox also has a major role to play in the Civic's handling abilities. The adoption of a centre take off means that the track rods are increased in length by 221 mm (or by 43 per cent) to provide improved toe control (the amount the tyres angle in towards or away from the body). The geometry is such that toe characteristics over the vertical travel of the wheel are more akin to those of a double wishbone arrangement and substantially improved in comparison to a conventional strut arrangement. The Civic's front suspension moves from slight toe-out at full bump to slight toe-in at full rebound; whereas conventional struts move from substantial toe-out at full bump to almost neutral in the median position and back to substantial toe-out at full rebound. The Honda design achieves far better tyre contact with the road.

 

In addition, the steering itself has undergone a degree of fine tuning and it is now firmer, while the overall ratio has been modified and the rate of change designed to be more linear, enabling the Civic to track more smoothly through corners.

Reactive link double wishbone rear suspension

At the rear a reactive link double wishbone design was selected, but one that is more compact than the previous Civic's, so minimising intrusion into the cabin space.

Reactive link double wishbone rear suspension

 

A significant feature is its toe-control arrangement, which means that under braking, the rear wheels toe-in to provide exemplary stability. As the car is braked, the brake force is transmitted through the suspension structure, which causes the rear mounted toe control arm located at 90 degrees to the force to flex backwards. The slight movement of the suspension structure to the rear that results in turn acts on the compliance bushes that locate the lower wishbone to the chassis. Their compliance in a diagonal direction pulls the trailing arm into a toe-in direction.

 

The design of the rear suspension is such that the spring, damper and lower wishbone are moved further outboard, thus requiring less space than before. It means the load bay width between the suspension towers is increased by 142 mm to 1050 mm for increased boot capacity.

 

The location of the lower wishbone also allows the exhaust pre-chamber to be slotted between it and the fuel tank, which in turn permits a flat floor.

More rigid suspension components

Suspension effectiveness is improved significantly by the torsionally stiff body - particularly that of the Type-R - together with the use of more rigid suspension components. It means sudden loads don't move the suspension away from its ideal alignment and tyre contact is therefore increased for greater stability.

 

Together, the front sub-frame and body form an extremely stable unit that functions as an excellent platform for the front suspension, as well as yielding a high degree of isolation from vibration. The rigidity of the front suspension lower and upper arm bushings is up by 210 and 375 per cent respectively, while at the rear trailing arm rigidity is up 10 per cent and that of the wheel bearing up 40 per cent. Tyre-to-ground contact at the front is more or less comparable to the double wishbone design of the previous Civic, while at the rear it is increased by 31 per cent for greater stability, markedly improved handling and ride comfort.

 

With the exception of the Type-R, movement of the rear wheels on bump includes more rearward motion than on the previous Civic, giving a more supple ride quality.

Improved front to rear balance

There is also now a better balance between the front and rear roll centres to provide less pitch angle, and more stable and linear handling characteristics during cornering. The suspension roll centre is 85.7 mm above ground level at the front and 156.7 mm at the rear.

Wheels and tyres

The new Civic 3 door 1.4 and 1.6 litre models have larger, 15-inch diameter wheels and 195/60R15 tyres (with the exception of the 1.4S, which has 14x5.5J wheels and 185/70R14 tyres) for improved comfort and handling. The tyres also offer reduced rolling resistance for better fuel economy. S and LS grade models feature steel wheels with full trims, while the 1.6 ES model is equipped with alloy wheels which are offered as an option on other models.

 

The Type-R's aggressive stance is set off by 17x7JJ alloys shod with 205/45 R17 tyres.

 

Electric Power Steering (EPS)

Like the new Civic 5 door, the 3 door range is equipped with electric power steering (EPS) arranged so that the track rods are connected to a high-mounted, centre take-off rack.

 

Unlike a hydraulic system, which requires a power sapping, pump driven off the engine, EPS only absorbs electrical energy when required and fuel consumption is improved by 2 to 3 per cent as a result.

 

Other benefits include:

• compact dimensions (there is no need for a hydraulic pump and hoses), which allow more design freedom in terms of placement within the chassis
• reduced weight
• greater flexibility in programming steering feel at all speed ranges
• more responsive at high speed
• smoother operating
• torque steer, steering kickback and steering judder at high speeds and under braking are substantially reduced
• tramlining on worn roads and/or on slippery surfaces is reduced
• steering assistance is available even with a stalled engine

EPS in operation

A microprocessor-controlled DC electric motor works in conjunction with a rack and pinion steering gear, providing assistance to the pinion as it moves the rack. The microprocessor senses vehicle speed and steering torque and is programmed to vary boost accordingly.

 

With this latest system, Honda has aimed to improve steering response and feel. Increased rigidity has brought greater controllability (represented by steering effort versus system hysteresis (or lag)) and improved straight line stability, while a revised steering ratio about the straight ahead position brings a quicker response to steering inputs by the driver. On the road it translates into a crisp, linear action offering excellent precision and weight at high speeds, and low effort at parking speeds.

Standard equipment ABS, brake assist and EBD

As well as four-sensor, three-channel ABS, the new Civic 3 door has Electronic Brake force Distribution (EBD). The latter is able to measure small front and rear wheel speed differences to ensure exactly the right amount of braking effort is applied to the rear wheels, via the ABS actuator, whatever load the car is carrying and taking into account the load transfer during deceleration.

 

The brake pedal has been re-engineered to provide greater braking force over a shorter pedal stroke for a more precise and more linear action. This is even more pronounced in the Type-R to provide a firmer and more sporty feel.

 

Ventilated discs are fitted at the front and solid discs at the rear, with the exception of the 1.4 S model, which in some markets has rear drums.

 

The new Civic 3 door also has a brake assist system. This comprises a master power device which increases the master power braking output under emergency braking conditions.

 

Environmental Considerations

Honda continues to pursue a policy of progressive reduction in the environmental impact of its products throughout their life-cycle. Part of that policy is to ensure all models achieve a potential recyclability ratio (the percentage of material that can be recycled) of over 90 per cent, a voluntary action plan that anticipates the European regulation trend.

 

One of the means of boosting potential recyclability is replacement of non-recyclable plastics and difficult-to-recycle mixtures. There is therefore greater use of less-complex resins (and the almost total elimination of difficult-to-recycle PVC) and greater use of olefins for thermoplastic parts that can easily be reprocessed into pellets and recycled.

 

Thorough marking of resin parts and the provision for easier disassembly aids the scrapping process.

 

Similarly lead usage is reduced by a third compared with 1996 levels achieved by:

• the elimination of lead from the fuel tank assembly which is normally used as a sealant
• the adoption of an aluminium radiator, copper alloy battery cable connectors and copper heater core
• adoption of a lead-free PVC-coated wiring harness

Another important consideration in terms of environmental impact is the Civic's compliance with emissions legislation: in markets which offer tax concessions, the 1.4 and 1.6 litre models comply with EU2005, while the Type-R's 2.0 litre engine complies with the German D4 requirements.

 

Finally, in addition to the weight saving measures employed in the design of the new engine range, the adoption of a multiplex wiring system requiring fewer circuits reduces weight by 0.42kg.

 

The new Civic 3 door Type-R

The sensational Civic Type-R is set to follow in the footsteps of the Integra and Accord Type-R derivatives, whose outstanding qualities have already carved out a reputation for exceptional dynamic ability, innovative engineering and an exhilarating driving experience in a unique road car package.

 

Striking, purposeful looks are matched by a high output, 2.0 litre engine, which features Honda's advanced DOHC i-VTEC technology already revealed in the new Honda Stream. Applied to the Civic Type-R, output rises to a prodigious 200 PS (147 kW) at 7,400 rpm, with peak torque of 196 Nm delivered at 5,900 rpm, promising levels of performance at least comparable to, and in most cases exceeding, that of the highly-acclaimed Integra Type-R, whose power to weight ratio the Civic betters.

Cutaway of 2.0 litre DOHC i-VTEC engine

100PS/litre equates to a top speed of 235 km/h and acceleration from standstill to 100 km/h in a potent 6.8 seconds; yet combined cycle fuel consumption remains at just 8.9 l/100 km.

i-VTEC is the generic name of Honda's outstanding new engine family. The name is derived from 'intelligent' combustion control technologies that match outstanding fuel economy, cleaner emissions and reduced weight with high output and greatly improved torque characteristics in all speed ranges.

 

The design cleverly combines the highly renowned VTEC system - which varies the timing and amount of lift of the valves - with VTC or V ariable T iming C ontrol. VTC is able to advance and retard inlet valve opening by altering the phasing of the inlet camshaft to best match the engine load at any given moment. The two systems work in concert under the close control of the engine management system delivering improved cylinder charging and combustion efficiency, reduced intake resistance, and improved exhaust gas recirculation among the benefits. i-VTEC technology offers tremendous flexibility since it is able to fully maximise engine potential over its complete range of operation.

 

A particularly flat torque curve is testimony to its effectiveness: by 3,000 rpm the engine is already delivering in excess of 180 Nm.

 

The 2.0 litre DOHC i-VTEC engine in detail

Salient features are:

• DOHC VTEC
• VTC or Variable Timing Control
• compact intake system
• rear exhaust system with low heat mass
• camshafts operated by a particularly quiet chain drive
• a serpentine belt providing auxiliary drive similar to that used in the Honda S2000, keeping the engine compact
• ladder frame main bearing stiffener located between the block and sump, increasing rigidity

VTEC

The principle of the VTEC system is to optimise the amount of air-fuel charge entering, and the amount of exhaust gas leaving, the cylinders over the complete range of engine speed to provide good top-end output together with low and mid-range flexibility. Typically, at high engine speeds the valves remain open for a longer duration to give the gases sufficient time to overcome their inertia. At low and mid range engine speeds, where valves opening for too long would allow intake charge to leak back out and exhaust gases to leak back into the cylinder, the valves remain open for a shorter duration.

 

The switch to the high lift, long duration operation at high engine speeds is achieved by locking the rocker arms operating each pair of inlet and each pair of exhaust valves to a third high lift rocker arm (one on the intake side, one on the exhaust side) by means of a hydraulically-activated pin.

 

Variable Timing Control (VTC)

In the Civic Type-R's new 2.0 litre engine, the VTEC mechanism is complemented by Variable Timing Control that works by taking into consideration engine load .

 

Based on input from a position sensor located at the rear end of the inlet camshaft, together with a whole range of other data, the engine control unit varies the inlet camshaft position relative to that of the exhaust camshaft by means of a hydraulically driven, compact vane-type pump located on the front end of the inlet camshaft. In this way it can advance and retard the opening of the inlet valves.

 

During the periods of high engine load which occur during acceleration, VTC is set at a relatively small degree of valve overlap which provides the optimum output, the valve opening angle fully utilising the inertia effect of the intake air. In addition, as engine speed builds, the VTEC mechanism switches from the low speed cam to the high-speed cam (i.e. optimal torque to optimal power), but with the same degree of overlap.

 

In contrast, at high engine speeds in situations where the engine is not under heavy load, for example during motorway cruising, there is much greater valve overlap and this is advantageous in reducing pumping losses, maximising the exhaust gas recirculation effect for reduced NOx levels and providing the best balance between fuel consumption and output.

 

Finally, at idle and low engine speeds during light load conditions, inlet valve opening is retarded for minimal overlap, generating strong swirl and therefore good mixing. EGR is reduced and this stabilises combustion.

 

Compact dimensions, thermally efficient

On the 2.0 litre engine, the stainless steel exhaust manifold is mounted on the back of the engine rather than on the front as it currently is on, for example, the Accord 2.0 litre. This means the distance to the catalytic converter is reduced, so less heat is lost. Also the 4-2 exhaust manifold flows into an exhaust pipe structure which features an 'e-pattern' cross section rather than a dual pipe construction, which is even more heat efficient.

 

The overall length of the 2.0 litre engine is 870 mm, the width 635 mm and the height 622 mm (compared to the current 2.0 Accord that is 942/740/621 mm). As a direct result of the new i-VTEC design, the 2.0 litre engine is also lighter by 13 kg compared with the Accord's 2.0 litre unit.

 

i-VTEC's expanding role

Development of the new i-VTEC series will continue, with expansion to the entire Honda four-cylinder car line-up worldwide by 2005. In conjunction with the rollout of this new technology, Honda has established a new engine manufacturing line within the Sayama Factory in Japan .

 

6 speed manual transmission

Complementing the Type-R's DOHC i-VTEC engine is a new 6-speed close ratio manual gearbox. High performance synchronisers and the high efficiency changing mechanism allow extremely quick and precise gear changes.

 

The transmission is matched to a high performance clutch and features triple cone synchronisers on both first and second gears. Shorter in length than many 5-speed transmissions, it offers an exhilarating shifting feel as well as superior packaging. Carefully spaced ratios maintain engine revs well within the power band during acceleration.

 

Chassis

The inherently fine-handling Civic 3 door with its highly rigid body and much praised suspension design provides an ideal platform for a high performance derivative. Nevertheless, Honda has introduced additional stiffening to endow the Type-R model's handling with even greater tautness and precision.

 

High rigidity

At the rear, a strut fitted between the wheelarches, together with a reinforced wheelarch gusset increases vertical dynamic rigidity by 23 per cent. Frontal horizontal rigidity benefits to the tune of 17 per cent thanks to an additional strut located at the base of the front bulkhead and between the two front side members.

Type-R body stiffness

 

This is matched by firmer dampers and springs, uprated anti-roll bars front and rear (that at the front is stiffer, that at the rear is increased in diameter compared to standard 3 door models) and 17 x 7JJ alloy wheels shod with 205/45 R17 tyres. Backed up by a programme of extensive testing at Germany 's demanding Nurburgring, the package ensures that the Civic Type-R possesses excellent chassis dynamics, with a high degree of linearity in its handling behaviour. In particular, it is even more responsive to steering input than the Integra Type-R.

Type-R toe control link MacPherson strut front suspension

Type-R reactive link double wishbone rear suspension

Handling and stability benefit from a 15 mm lower ride height and uprated anti-roll bars: a higher gauge steel at the front, but using the same 25.4 mm diameter, and a diameter increased from 13 to 18 mm at the rear.

 

Larger front disc brakes than the standard Civic 3 door, with a firmer pedal action, provide stopping ability to match.

 

Exterior

To ensure a high degree of aerodynamic efficiency, the designers used a computer-generated 'virtual wind tunnel' to predict wind flow around the car and every aspect of the body was studied to reduce drag and minimise wind noise. This included developing the general shape of the body, refining the front spoiler, adding a rear suspension cover, and even refining the shape of the door mirrors.

 

Styling revisions, while adding to the Type-R's overt, sporty appeal, are more than just cosmetic. Each of the additional body panels - chin spoiler, side sill garnish, rear under spoiler, larger roof spoiler - have been carefully shaped and tested to provide improved aerodynamic performance.

Nevertheless, in combination with a 15 mm lower ride height and the squat, wide track design of the Civic 3 door, the looks leave no doubt as to the high performance intent of the Type-R model. The effect is set off by a mesh-type front grille complete with 'Type-R' script, black-plated headlamp sub-reflectors and twin chrome tail pipes. Even under the bonnet there is no mistaking the performance potential: the red crackle-finish cam cover is picked out with the legend 'DOHC i-VTEC'.

 

Interior

The aggressive sporting image is reflected inside the car. Large, racing car-influenced seats are firmer and provide even more support than those of the standard 3 door model, with the addition of bolsters at shoulder height and those along the seat base sides increased in depth by 10 mm. The seat inserts are finished in Alcantara® trim.

 

The Type-R's performance credentials are further signalled by white instrument faces and an aluminium-effect gear knob; additional flourishes are provided by an embroidered Type-R logo at the base of the headrest and red stitching on both the seats and the steering wheel. Door and seat inserts, together with centre console trim are finished in an aluminium-like metallic colour for an air of added sophistication.

 

Civic Type-R production is planned to commence this autumn.

 

HONDA CIVIC 3 DOOR AND TYPE-R

Versions

1.4 S, LS

1.6 S, LS, ES

TYPE-R

1.7 CTDi

ENGINE

1.4 litre

1.6 litre

2.0

1.7

SOHC

SOHC VTEC II

DOHC i-VTEC

DOHC

Cylinders Bore x Stroke (mm) Capacity (cc) Compression ratio Max power kW/PS @ rpm Max torque Nm @ rpm

4 in line 75 x 79 1396 10.4 66/90 5,600 130 4,300

4 in line 75 x 90 1590 10.4 81/110 5,600 152 4,300

4 in line 86 x 86 1998 11.0 147/200 7,400 196 5,900

4 in line 79 x 86 1686 TBA 74/100 4,400 220 1,800

Fuel system Fuel rating

Honda PGM-FI electronic fuel injection Unleaded 95 Ron

Bosch common rail direct injection Diesel

ELECTRICAL

Battery Alternator

12V 45Ah 12V 70Ah

12V 45Ah 12V 70Ah

12V 45Ah 12V 80Ah

12V 45Ah 12V 70Ah

TRANSMISSION

Front Wheel Drive Transmission type

5-speed manual / 4-speed automatic

5-speed manual / 4-speed automatic

6-speed manual

5-speed manual

Gear ratios Manual Automatic

1st 2nd 3rd 4th 5th 6th Reverse Final 1st 2nd 3rd 4th Reverse Final

S 3.142 1.750 1.241 0.969 0.805 - 3.230 4.411

LS 3.461 1.869 1.241 0.969 0.805 - 3.230 4.411 2.722 1.468 0.975 0.673 1.954 4.357

3.142 1.869 1.241 0.969 0.805 - 3.230 4.411 2.722 1.468 0.975 0.673 1.954 4.357

3.266 2.130 1.517 1.147 0.921 0.738 3.583 4.764

TBA TBA TBA TBA TBA TBA TBA

SUSPENSION

Front

Toe control link MacPherson strut, coil spring, gas pressurised shock absorber, anti-roll bar

Rear

Reactive link double wishbone, coil spring, gas pressurised shock absorber, anti-roll bar (not 1.4S)

Versions

1.4 S, LS

1.6 S, LS, ES

TYPE-R

1.7 CTDi

STEERING

Gear Type

Electric Power Steering (EPS)

S

S, LS

ES

Turns lock to lock

2.9

2.8

2.8

2.7

Turning circle (m) At wheel At body

10.2 11.0

10.6 11.4

10.6 11.4

11.4 12.2

10.2

BRAKES

Front

Ventilated disc

Rear

Solid disc or drum (dependent on market)

Solid disc

Solid disc

Solid disc

Four-sensor, three-channel ABS, Electronic Brake Force Distribution (EBD) and brake assist

WHEELS AND TYRES

Wheels

S 14x5.5J steel

S, LS 15x6J steel

ES 15x6J alloy

17x7JJ alloy

15x6J

Tyres

185/70R14

195/60R15

195/60R15

205/45R17

195/60R15

DIMENSIONS, WEIGHTS, CAPACITIES

Overall length (mm) Overall width (mm) Overall height (mm) Wheelbase (mm) Front track (mm) Rear track (mm) Ground clearance (mm) Luggage space VDA

4140 1695 1440 2570 1468 1469 150.5

4140 1695 1440 2570 1468 1469 150.5

4140 1695 1425 2570 1469 1472 129.7

4140 1695 1440 2570 1470 1465 TBA

(litres)

315 (610 with rear seat folded)

Kerb weight (kg) MT AT	1.4 S 1101-1126 -	1.4 LS 1122-1162 1149-1189	1.6 S 1126-1154 1153-1181	1.6 LS 1132-1172 1159-1199	1.6 ES 1141-1170 1168-1197	Type R 1204 -	1.7 CTDi 1265 -
Max permissible weight (kg) MT AT	1575 -	1575/1595 1600/1625	1605 1635	1605 1635	1605 1635	1550 -	TBA -
Fuel tank (litres)	50

Versions	1.4 S	1.4 LS	1.6 S	1.6 LS	1.6 ES	Type R		1.7 CTDi
PERFORMANCE
Max speed (km/h) MT AT	177 -	177 167	187 182	187 182	187 182	235 -		182 -
Acceleration 0-100 km/h secs MT AT	11.6 -	11.8 14.2	9.8 11.7	9.9 11.7	10.0 11.9	6.8 -		11.2 -
FUEL CONSUMPTION (1999/100/EC)
l/100km MT/AT Urban Extra urban Combined	8.0/- 5.4/- 6.3/-	8.3/9.9 5.4/5.7 6.4/7.2	8.6/9.6 5.5/5.7 6.6/7.1	8.6/9.6 5.5/5.7 6.6/7.1	8.6/9.6 5.5/5.7 6.6/7.1	12.3/-7.0/- 8.9/-	TBA/- TBA/- TBA/-
CO 2 emissions (g/km) MT AT	150 -	153 172	157-159 169-172	157-159 169-172	157-159 169-172	212 -	TBA -