Fifth generation honda civic

Fifth-generation Honda Civic

Infobox Automobile generationname=Fifth generation(EG/EH/EJ)

production=1992-1995body_style=2-door coupe (EJ1/2)3-door hatchback (Eh3/3)4-door sedan (EG8/EG9)assembly=Swindon, EnglandSuzuka, JapanEast Liberty, OhioAlliston, Ontario, CanadaLahore, PakistanShin-Jyu, TaiwanThailand, South Africaengine=1.5 L "D15B7" I41.5 L "D15B8" I41.5 L "D15Z1" I41.6 L "D16Z6" I41.6 L "B16A1" I41.6 L "B16A2" I4, 1.8 L "B18A3" transmission=5-speed manual4-speed automatic wheelbase=101.3 in (257 cm) (hatchback)103.2 in (262 cm) (coupe & sedan)length=160.2 in (407 cm) (hatchback)172.8 in (439 cm) (coupe)173.0 in (439 cm) (sedan)layout=Front engine, front-wheel drive / Four-wheel drivewidth=66.9 in (170 cm) height=50.7 in (129 cm) (hatchback)50.9 in (129 cm) (coupe)51.7 in (131 cm) (sedan)weight= CoupeDX M/T convert|2231|lb|kg|abbr=on|0DX A/T convert|2326|lb|kg|abbr=on|0EX M/T convert|2443|lb|kg|abbr=on|0

HatchbackCX convert|2108|lb|kg|abbr=on|0VX convert|2094|lb|kg|abbr=on|0DX M/T convert|2180|lb|kg|abbr=on|0DX A/T convert|2264|lb|kg|abbr=on|0Si convert|2390|lb|kg|abbr=on|0fuel_capacity=38 L45 Lrelated=Honda CRXHonda BalladeHonda CRX Del SolHonda ConcertoHonda DomaniHonda IntegraIntroduced in July 1991 The fifth-generation of the Honda Civic had a more wedge-shaped body and the length was increased to 257 cm (101.3 inches) for the two-door hatchback and 262 cm (103.2 inches) for the four-door sedan. The wagon was also dropped for overseas markets, while the previous generation station wagon continued in Japan. This generation of Civic used lightweight materials to create a fuel efficient economy car. In addition, the Si hatchback and coupe, ESi/EX (1.6L SOHC VTEC 125 PS) also provoked to the popularity of (relatively) high performance 1.6L I4 segment. In South Africa a unique model with the B18B3 from the Acura Integra RS was specially built to fill the gap left by the absence of the DOHC B16A VTEC engine in the range.

Trim levels

Coupe: Trims available in the coupe body style (introduced in 1993) were the DX (EJ2) and EX (EJ1).Hatchback: Trims available in the hatchback body style were the CX, DX, VX, (Eh3) and Si (Eh4). In the European Domestic Market (EDM) the trims available were the DX (EG3/1.3 L; 75 PS), LSi (EG4/1.5 L 90 PS), ESi (EG5/1.6 L SOHC VTEC 125 PS) and the ViRS (EG6/1.6 L DOHC VTEC 160 PS).Sedan: Trims available in the sedan body style were the DX, LX (EG8), and EX (EG9) and VTi on the Japanese market.

The DX was the base model, equipped with manual windows, defroster and power brakes. The LX added AM/FM cassette player, optional cruise control, wheelcovers on 14-inch wheels, and power windows, locks and mirrors. Honda added air conditioning, a power sunroof, upgraded stereo and deluxe wheelcovers, but shared the same D15B7 non-VTEC powerplant (102hp) The SiR/VTi did not have power windows or locks.

The ViRS sedan, available only on the Japanese market, had bronze tinted windows, separate rear seats with headrests (similar to the Prelude coupe available at this time), a rear wiper and 5 spoke alloy wheels.

The wagon was discontinued in North America and most other export markets; in Japan the fourth-generation wagon continued without change.1.3l, 75 PS)


All DX and LX models used the "D15B7" a 16 valve non-VTEC engine rated at convert|102|bhp|kW PS|0|abbr=on and near convert|100|ft.lbf|N.m|abbr=on of torque. DX and LX models were aimed towards the economy conscious market. Most of the CX models had the "D15B8" which is an 8 valve non-VTEC engine rated at convert|70|bhp|kW PS|0|abbr=on and the VX had the "D15Z1" ("VTEC-E engine") capable of convert|92|bhp|kW PS|0|abbr=on. The EX and EX-V had the "D16Z6" SOHC VTEC engine. The SiR was equipped with the 1.6L "B16A" with VTEC. In Europe the DX had the D13B2, LSi had the D15B2 (hatchback) and D15B7 (Sedan) , VEi had the D15Z1, ESi had the D16Z6 and VTi had the B16A2.D15B7 engines were available in the 1994-95 civic coupe LSi.In Japan and Europe, as well as a few other exports locations, the VTi was offered in 2 motors: the B16a2/3 (105 hp DOHC VTEC) and the D15B. (93 hp VTEC SOHC) The D15B shares the same head as the US Civic SI (D16Z6) but a unique block, crank, and rods. the car shared the 1.5L displacement of the other D15 blocks, but the rods were the same length as the D16's. Despite this, the crank and bearing sizes were not the same.

The facelift of 1994

In 1994, the EG Civic saw some minor updates and changes, but the exterior remained much the same. In the UK, the EG civic gained Anti-Lock Brakes & Rear Brake Discs as standard, a larger 'one-piece' rear spoiler and colour coded front air ducts. The interior was changed from grey to a charcoal colour.

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Honda Civic - Wikipedia

The Honda Civic is a line of small cars manufactured by Honda. Originally a subcompact, the Civic has gone through several generational changes, becoming both larger and more upmarket and moving into the compact car segment. EPA guidelines for vehicle size class stipulate a car having combined passenger and cargo room of 110 to 119.9 cubic feet (3,110 to 3,400 L) is considered a mid-size car, and as such the tenth generation Civic sedan is technically a small-end mid-size car, although it still competes in the compact class.[1] The Civic coupe is still considered a compact car. The Civic currently falls between the Honda Fit and Honda Accord.

The first Civic was introduced in July 1972 as a two-door model,[2] followed by a three-door hatchback that September. With an 1169 cc transverse engine and front-wheel drive like the British Mini, the car provided good interior space despite overall small dimensions.[3] Initially gaining a reputation for being fuel-efficient, reliable, and environmentally friendly, later iterations have become known for performance and sportiness, especially the Civic Type R, Civic VTi, Civic GTi and Civic SiR/Si.[4][5]

The Civic has been repeatedly rebadged for international markets, and served as the basis for the Honda CR-X, the Honda CR-X del Sol, the Honda Concerto, the first generation Honda Prelude, the Honda Civic Shuttle (later to become the Honda Orthia), and the Honda CR-V.

In Japan, as customers increasingly shifted to minivans and compact cars like Honda Fit, production of non-hybrid Civic ended in August 2010 when it no longer complied with Japanese Government dimension regulations in the width category.[6] However, the Civic was reintroduced into the Japanese market with the launch of the tenth generation model in 2017.[7]


  • 1 Background
  • 2 First generation (1972–1979) – SB1, SG, SH, SE, VB
  • 3 Second generation (1979–1983) – SL, SS, SR, ST, VC, WD
  • 4 Third generation (1983–1987) – SB3, SB4, AG, AH, AJ, AK, AT, EC
  • 5 Fourth generation (1987–1991) – ED, EE, EF, SH
  • 6 Fifth generation (1992–1995) – EG3, EG4, EG5, EG6, EG7, EG8, EG9, Eh2, Eh3, Eh4, EH9, EJ1, EJ2, EJ3,
  • 7 Sixth generation (1996-2000) – EK2, EK3, EK4, EK5, EK9, EJ6, EJ7, EJ8, EJ9, EM1
  • 8 Seventh generation (2000–2005) – EM2, ES1, ES2, EP1, EP2, EP3, EP4, EV1, EU1, EU2, EU3, EU4
  • 9 Eighth generation (2005–2011) – FD1 FD2, FD7, FA1, FG1, FG2, FA5, FN2, MK8
  • 10 Ninth generation (2011–2016) – FB4, FG3, FB2, FG4, FB6, FK2
  • 11 Tenth generation (2016–present) – FC1, FC2, FC3, FC4, FC5, FK4, FK7, FK8
  • 12 International marketing and platform derivatives
  • 13 Safety
  • 14 Modifications and the enthusiast community
  • 15 Awards
  • 16 Racing
  • 17 Sales
  • 18 References
  • 19 External links


After a period of developing idiosyncratic automobiles such as the lukewarmly received domestic Honda 1300, Honda considered pulling out of automobile manufacturing altogether by the early 1970s. However, the more conventional Civic's release in 1972 immediately changed things, thanks to its economy, reliability and low cost in an era of rising fuel prices. Honda's CVCC technology helped it make it affordable, meeting 1970s and early 1980s emission standards without an expensive catalytic converter.[8]

First generation (1972–1979) – SB1, SG, SH, SE, VB[edit]

First-generation Civic hatchback First-generation Civic hatchback

The first generation Honda Civic was introduced on 11 July 1972, but sold as a 1973 model in Japan. It was equipped with a 1,169 cc (71.3 cu in) four-cylinder water-cooled engine and featured front power disc brakes, reclining vinyl bucket seats, simulated wood trim on the dashboard, as well as optional air conditioning and an AM/FM radio. The Civic was available as a coupe, both a three- and a five-door hatchback, as well as a five-door station wagon. Due to the 1973 oil crisis, consumer demand for fuel efficient vehicles was high, and due to the engine being able to run on either leaded or unleaded fuel, it gave drivers fuel choice flexibility over other vehicles. The CVCC engine debuted in 1975 and had a head design that allowed for more efficient combustion, and as a benefit the CVCC system did not require a catalytic converter or unleaded fuel to meet 1975 Environmental Protection Agency emissions standards for hydrocarbons and carbon monoxide. The Civic was joined by a platform expansion of the three-door hatchback, called the Honda Accord in 1976.

Second generation (1979–1983) – SL, SS, SR, ST, VC, WD[edit]

Second-generation Civic hatchback Second-generation Civic hatchback

The second generation Honda Civic was introduced in June 1979 as a 1980 model. It was larger, had a more angular shape, and came with increased engine power. All Civic engines now used the CVCC design, which added a 3rd valve per cylinder; this introduced lean burn swirl technology. The base 1335 cc ("1300") engine made 55 hp (41 kW; 56 PS), with an optional 1488 cc ("1500") engine producing 67 hp (50 kW; 68 PS). Three transmissions were offered: a four-speed manual (on base models), a five-speed manual, and a two-speed semi-automatic Honda had previously called the "Hondamatic". The second generation Civic was offered as a three-door hatchback, a four-door sedan, a five-door hatchback and a five-door wagon.

Third generation (1983–1987) – SB3, SB4, AG, AH, AJ, AK, AT, EC[edit]

Third-generation Civic hatchback Third-generation Civic hatchback

The third generation was released in September 1983 for the 1984 model year. The separate five-door hatchback and wagon models were merged into a four-door "shuttle wagon" or "wagovan" sometimes referred to colloquially as a "breadbox" due to its appearance, called the Honda Civic Shuttle. An additional two-seat coupe style—labeled CRX—was introduced, noted for its compact dimensions and light weight. The third generation Civic saw the introduction of the long running four-cylinder D series engine including a new 1.5 L (91.5 cu in) CVCC engine. 1984 also saw the release of a high-performance Si model for the Japanese market, featuring upgraded suspension and the 1.6 L (97.6 cu in) DOHC ZC engine which was rated at 130 PS (118 HP). Si models were offered in the US as a 3-door Civic Si hatchback and the CRX Si variant with a 91 horsepower (68 kW) fuel-injected SOHC 12-valve engine. A 4WD engine with different transmission mounts was introduced for the first time in 1984, and later upgraded in 1987. It delivered a fuel economy of around 28 mpg highway. The 4WD system was push-button operated until improved in 1987 when the rear wheels would engage automatically once the front wheels lost traction. This new system was called "Realtime" which used a "viscous coupler" connecting two propeller shafts between the front and rear axles. The manual transmission featured a synchronized 6th gear, called "SL", or "Super-Low", which was used for high torque at very low speeds. The "Realtime" idea is still utilized to this day but includes technological improvements since the first system. Starting with 1985, Japanese Civics were now exclusive to Honda Primo, with variants sold at Honda Verno and Honda Clio. A four-door version called the Ballade was built, under agreement, by Mercedes Benz South Africa, models were 1300, 1500, 1500i, and 1600i DOHC 1.6 injection.

Fourth generation (1987–1991) – ED, EE, EF, SH[edit]

Fourth-generation Civic sedan Fourth-generation Civic sedan

In September 1987, a redesigned Civic was introduced with increased dimensions and a lower hood line. A wide range of models and trim levels were offered for various markets around the world. The most notable of which was the Japanese market SiR (featuring the B16A DOHC VTEC engine). All U.S. models featured electronic fuel injection, but carbureted models were still available elsewhere. The fourth generation saw the introduction of a fully independent rear suspension across the entire model range.[9] In addition, the Honda CRX continued to be part of the Civic family which included the HF, DX, and Si model in the U.S.A / four door version called the Ballade was built, under agreement, by Mercedes Benz South Africa / models were 1500 16v, 1600i 16v, and 1600i 16v DOHC. The first 800 cars produced at the then brand new Honda Plant in Aliston Ontario Canada were SE model cars. These Special Edition models included all white side molding that matched the white body and color matched dual mirrors. In the body molding was a wrap around blue stripe. Each car had interior upgrades as well as a chrome tipped exhaust.

Fifth generation (1992–1995) – EG3, EG4, EG5, EG6, EG7, EG8, EG9, Eh2, Eh3, Eh4, EH9, EJ1, EJ2, EJ3,[edit]

Fifth-generation Civic sedan Fifth-generation Civic sedan

Introduced in September 1991 for the 1992 model year, the redesigned Civic featured increased dimensions, as well as more aerodynamic styling. The wagon variant was now only available in the Japanese market where the previous generation wagon was carried over until 1995. The efficiency of the previous HF model was replaced by the VX hatchback which, with an EPA rating of 48/55 MPG, was Honda's most fuel efficient model sold at the time. In North America the Si featured a SOHC VTEC valve train, whereas the VX featured the VTEC-E. The Japanese Si featured a DOHC non-VTEC valve train D16A9. Continuing in the sporty tradition of the original Civic SiR, Honda sold several similarly equipped variants of the fifth generation car, still referred to as the Civic SiR, in Japan, Asia, and Europe. In South Africa, MBSA (Mercedes Benz of SA) built the Civic as the Ballade only in 4dr. A special model was the 180i with the B18B4, that was fitted to Ballade models. A new bodystyle was introduced with this generation called the Civic Coupe, based from the Civic Ferio sedan, and was sold in North America, Europe and Japan. The fifth generation remains popular among tuners and racers alike.

Sixth generation (1996-2000) – EK2, EK3, EK4, EK5, EK9, EJ6, EJ7, EJ8, EJ9, EM1[edit]

Sixth-generation Civic hatchback Sixth-generation Civic hatchback

Introduced in September 1995 for the 1996 model year, the sixth generation featured updated styling although less radical than previous redesigns. Suspension and engine options were available along with their first Natural Gas Powered Civic, the GX. In the US, model year 1996 to 2000 the Civic was sold under the CX, DX, EX, EXR, HX, LX, and for Canada, SE, and Si trims; all base models were made with 1.6-liter engines. The EX-CX are all SOHC (Honda D engine). The CX, DX, and LX all have D16Y7 non-VTEC engines; whereas the EX has a D16Y8 VTEC, and the HX has D16Y5 VTEC-E. The USDM Si and Canadian SiR came with a DOHC (B16A2 VTEC). The first Civic Si coupe EM1 was introduced in 1999 until 2000. Europe saw a DOHC 1.6 VTi hatch and sedan and a DOHC 1.8L engine was available for the Domani related five-door liftback and estate.

Seventh generation (2000–2005) – EM2, ES1, ES2, EP1, EP2, EP3, EP4, EV1, EU1, EU2, EU3, EU4[edit]

Seventh-generation Civic sedan Seventh-generation Civic sedan

The seventh generation was released in September 2000, for the 2001 model year. While the redesign retained the previous generation's exterior dimensions, interior space was improved in part by using a flat rear floor thus bumping up Civic to a compact car size segment. The front suspension was changed from that of a double wishbone to a MacPherson strut, in order to lower costs, as well as allow more engine bay room for the newly introduced Honda K-series engine. Power was also increased on some trim levels. The four main trim levels were DX, LX, EX, and HX. The Civic Coupe was no longer sold in Japan starting with this generation.

In North America, coupe and sedan body styles were available, except for the Si (SiR in Canada) which was offered only as a three-door hatchback.[10] The rest of the world received three and five-door hatchbacks. The Type R was redesigned as well this time using a more powerful i-VTEC motor and using the three-door hatchback body style. This generation saw Honda introduce their first Civic Hybrid, powered by a 1.3-liter engine.[11]

Eighth generation (2005–2011) – FD1 FD2, FD7, FA1, FG1, FG2, FA5, FN2, MK8[edit]

Eighth-generation Civic sedan (North America)

Eighth-generation Honda Civic sedan (Asia Pacific)

Eighth-generation Honda Civic hatchback (Europe)

Eighth-generation Civic sedan (North America)

Eighth-generation Honda Civic sedan (Asia Pacific)

Eighth-generation Honda Civic hatchback (Europe)

The eighth generation was released in September 2005, for the 2006 model year. For the eighth generation, Honda split the model into two different platforms, one for sedan and coupe, and one for a hatchback designed primarily for the European market using a simpler rear suspension from the Honda Fit and more aggressive styling. As of 2006, a total of 16.5 million Civics had been sold worldwide, with 7.3 million of them in the United States.[12] Although the North American and the home market model differ externally, they are mechanically identical. The hatchback is available as a three and five-door. Both Si and Type R trim levels continued although the Japanese and European Type R, while sharing the same engine size, are mechanically different. In the US, an improved, sportier version of the Civic Si 4-door tuned by tuner Mugen was offered, featuring cosmetic alterations and changes to the suspension, wheels, slight exterior differences, and exhaust system. A Canadian only Acura model received a new nameplate, changing from the Acura EL to the Acura CSX. The end of this model generation also marked a hiatus of the Civic Type R in Japan, with no successor model until the later tenth generation, going on sale mid-2017[13].

Ninth generation (2011–2016) – FB4, FG3, FB2, FG4, FB6, FK2[edit]

North American market[edit]

Ninth-generation Civic sedan

Ninth-generation Honda Civic hatchback

On 13 December 2010, Honda unveiled a sketch of the new ninth-generation Civic which was described as "energetic, sleek and aerodynamic." Both coupe and sedan concepts were shown on 10 January 2011 at the 2011 North American International Auto Show. The production version of the ninth-generation Civic (previewed by the concept) went on sale in the U.S. on 20 April 2011.[14] In late 2012, Honda updated its Civic model with new exterior and interior trims for the 2013 year.[15]

Honda's Eco Assist technology is added to most models, and became the first gasoline-only powered Honda to employ such technology in North America. It is an information system to help the driver adopt a more fuel-efficient driving style,[16] and is proven to improve fuel economy by about 10% for Honda's hybrid vehicle in Japan.[17]

All models now come standard with ABS (Anti-Lock Brake Systems), VSA (Vehicle Stability Assistance) and EBD (Electronic Brake Distribution). Further improvements include a new multilink rear suspension to further reduce road feel on particularly battered roads and highways.

Following its launch, the new model was widely panned by the automotive press due to the poor quality of its interior and ride, and for the first time, it failed to earn a Consumer Reports recommendation. In an unprecedented move, Honda made significant interior and exterior redesigns the following year to address these issues, but market share in the compact car segment showed a marked decline from the previous generation.[18]

Tenth generation (2016–present) – FC1, FC2, FC3, FC4, FC5, FK4, FK7, FK8[edit]

Tenth-generation Civic sedan

Tenth-generation Civic hatchback

Tenth-generation Civic coupe

The Civic is based on an all-new Honda compact global platform.[19]

The tenth-generation Civic features a new fastback exterior design, with the rear C-pillar flowing into the tailgate. The front of the car features a new chrome wing design that flows across the top of the headlamps.

The interior of the new Civic likewise features major design changes. Unlike the split bi-level speedometer and tachometer of its predecessor, the EX and above trim levels of the tenth generation Civic consolidates these instruments into a fully customisable, all digital "Driver Information Interface" incorporating a 7-inch LCD screen positioned directly behind the steering wheel and in the driver's line of sight.[20] The LX trim instrumentation consists of a large analog tachometer that surrounds a digital speedometer and other digital displays.

Civic variants include sedan, coupe, five-door hatchback, Si trims, and Type-R models.

International marketing and platform derivatives[edit]

The Civic is sold in Brazil since late 2006 with a flex-fuel engine capable of running on either gasoline or ethanol or any blend of both.

While the Civic is sold in largely the same form worldwide, differences in the name of the models exist between markets. In Japan, the hatchback Civic is just called "Civic" while the sedan model was called the Civic Ferio (Japanese: シビックフェリオ) during the fifth to seventh generations. The sixth-generation sedan was also sold as the Integra SJ. In Europe and the United States, "Civic" generically refers to any model, though in Europe the coupe is branded the "Civic Coupe". A four-door station wagon model called the Civic Shuttle (also Civic Pro in Japan) was available from 1984 until 1991 (this brand name would later be revived for the mid-1990s Honda Shuttle people carrier, known in some markets as the Honda Stream). In South Africa, the sedan (the only model sold there until the 1996 launch of the sixth generation sedan and hatch) was known as the Ballade.

Other models have been built on the Civic platform, including Prelude, Ballade, CR-X, Quint, Concerto, Domani, CR-X Del Sol, Integra, and CR-V.

Also, at various times, the Civic or Civic-derived models have been sold by marques other than Honda – for example, Rover sold the 200, 400 and 45, each of which were Civic-based at some point (first 200s were the second generation Ballade; from 1990 the 200 and 400 were based on the Concerto; the 400 was the 1995 Domani), as was their predecessor, the Triumph Acclaim, based on the first Honda Ballade. The Honda Domani, an upscale model based on the Civic, was sold as the Isuzu Gemini in Japan (1992–2000), and confusingly the 5-door Domani was sold as the Honda Civic (along with the "real" hatchback and sedan Civics) in Europe from 1995 to 2000. In Thailand, the sixth generation Civic was available as the four-door Isuzu Vertex. The sixth-generation station wagon was sold as the Honda Orthia, with the Partner as the downmarket commercial variant. The seventh generation minivan model is called the Honda Stream. In Canada, the sixth and seventh generation Civics were mildly redesigned to create the Acura EL until the advent of the eight generation Civic, which was used to create the Acura CSX, which was designed in Canada. Honda Japan adopted the CSX styling for the Civic in its home country.

Ninth-generation Honda Civic GX (U.S.) with the blue diamond CNG sticker and the new natural gas badging.

The three-door hatchback body style has been somewhat unpopular in the United States, but has achieved wide acceptance in Canada, as well as popularity in Japan and European markets, helping cement Honda's reputation as a maker of sporty compact models. Starting in 2002, the Civic three-door hatchback has been built exclusively at Honda's manufacturing plant in Swindon, England[21] – previously the five-door Civic/Domani and the Civic Aerodeck (based on the Japanese Orthia) were built in this plant for sale in Europe along with the Japanese Civics. Accordingly, all instances of the current model (left or right hand drive, anywhere in the world) are British-made cars designed with Japanese engineering, except for the US-built two-door coupe and the sedan version built in Brazil for the Latin American market.

In North America, the Civic hatchback was dropped for 2006. The 2006 model year standard Civics for North America are manufactured in Alliston, Ontario, Canada (sedans, coupes and Si Coupes) and East Liberty, Ohio (sedans), while the Hybrid version is manufactured in Japan.

In Brazil, although being considered for local manufacturing since the early 1980s (it was illegal to import cars in Brazil from 1973 until 1990), the Civic wasn't available until 1992, via official importing. In 1997, production of the sixth generation Civic sedan started in the Sumaré (a city near Campinas, in the state of São Paulo) factory. The only differences between the Japanese model and the Brazilian model were a slightly higher ground clearance, due to the country's road conditions and adaptations to make the engine suitable to Brazilian commercial gasoline, which contains about 25% ethanol (E25). The seventh generation production started in 2001, displacing the Chevrolet Vectra from the top sales record for the mid-size sedan segment, however it lost that position to the Toyota Corolla the following year. In 2006, the eighth generation was released and regained the sales leadership. Identical to the North American version, it lacks options such a moonroof, and standard security equipment like VSA and side and curtain airbags were removed due to lack of car safety laws in the Mercosur. Furthermore, the Brazilian subsidiary began producing flex-fuel versions for the Civic and the Fit models, capable of running on any blend of gasoline (E20 to E25 blend in Brazil) and ethanol up to E100.[22]


The National Highway Traffic Safety Administration (NHTSA) in the USA has determined frontal crash test ratings of Honda Civics of different model years.[23][24]

Model year Make Model Type Curb weight (lb) Front driver Front passenger Side driverpassenger Side rearpassenger
1979 Honda Civic 2-DR 2,166
1980 Honda Civic 2-DR HBK 2,298
1981 Honda Civic 2-DR HBK 2,160
1981 Honda Civic 4-DR HBK 2,456
1984–1987 Honda Civic 2-DR 2,311
1984–1987 Honda Civic 4-DR wagon 2,510
1988–1989? Honda Civic 2-DR 2,542
1990?–1991 Honda Civic 4-DR 2,252
1992–1993 Honda Civic 2/4-DR 2,348
1994–1995 Honda Civic 2-DR 2,498?
1994–1995 Honda Civic 4-DR 2,317
1996–1997 Honda Civic 2-DR 2,337
1996–1997 Honda Civic 4-DR 2,313
1998–2000 Honda Civic 2-DR 2,313
1998–2000 Honda Civic 4-DR 2,379
2001–2005 Honda Civic 4-DR w/+w/o SAB 2,522
2001–2005 Honda Civic 2-DR w/o SAB 2,502
2001–2005 Honda Civic 2-DR w/SAB 2,502
2002–2005 Honda Civic 2-DR HBK w/o SAB 2,502
2006–2011 Honda Civic 2-DR w/SAB 2,640
2006–2011 Honda Civic 4-DR w/SAB 2,749
2012 Honda Civic 4-DR w/SAB 2,672
2013 Honda Civic 4-DR w/SAB 2,815

The eighth-generation Civic sedan's crash test performance has been rated highly by both the US government's NHTSA[25] and the Insurance Institute for Highway Safety. The IIHS awarded the Civic sedan with a rating of "good" on both frontal and side impact crash tests[26] and lists the Civic as the second-best 2007 small car in overall crashworthiness.[27] The Civic coupe is rated "acceptable" in the side impact test.[28]

National Highway Traffic Safety Administration (NHTSA) crash test ratings[25]

Frontal impact:

Side impact front seat:

Side impact rear seat:



In Australia, 1984–2005 Civics were assessed in the Used Car Safety Ratings 2006 on their level of occupant protection regardless of size or era.[29]

  • (1984–1987) – "significantly worse than average"
  • (1988–1991) – "average"
  • (1992–1995) – "average"
  • (1996–2000) – "better than average"
  • (2001–2005) – "average"

Modifications and the enthusiast community[edit]

Despite being a modest car, the Civic is popular as a platform for modification and customization by the enthusiast community. Starting with the fourth generation and continuing through the 2000 model year, Civics had front double wishbone suspension and rear semi-trailing arm suspension. Ready parts interchangeability allows easy engine swaps (primarily with more powerful B16A (Civic SI), B18C (Acura Integra GSR), and various K20 Civic motors) and many other upgrades.[30]

More recent seventh and eighth generation Civics, now rated as compacts rather than subcompacts, remain generally attractive as tuner projects in spite of added weight (mostly due to U.S. government safety mandates, such as airbags and ABS) and higher centers of gravity. Particularly unwelcome among the tuner community[31] was the replacement of the front double-wishbone suspension with MacPherson struts, which provide inferior handling primarily due to limited dynamic camber angle control.[32][33]

Honda Civic EX was International Car of the Year in 2005. From 1972 to 1974, the Civic was awarded Car of the Year Japan. In 1973, the Civic ranked third in the European Car of the Year awards, the highest ranking for a Japanese vehicle at that time. It also was awarded the U.S. Road Test magazine's "1974 Car of the Year."[34] The Civic was the Motor Trend Import Car of the Year for 1980[35] as well as its 2006 Car of the Year. In 2006, the Civic earned the 2007 "Semperit Irish Car of the Year" title. In 1996, Automobile Magazine honored the Civic as its Automobile of the Year. The Civic has been on Car and Driver magazine's yearly Ten Best list six times, in 1985, 1988–91, and 1996. The Civic Si was named "Best New Sport Car" and the sedan was named "Best New Economy Car" in the 2006 Canadian Car of the Year awards. The Civic also won the North American Car of the Year and the North American International Auto Show (NAIAS) Car of the Year awards for 2006. In November 2006, the Civic received the prestigious "Car of The Year" award from Brazilian magazine Auto Esporte. The four-door Civic VXi sedan won the South African Car of the Year award for 2007.

Touring car racing[edit]

Civics have been used for racing ever since their introduction.

Civics contested the Up to 1300cc class in the Bathurst 1000 touring car race at Bathurst in Australia each year from 1973 to 1976, with a best placing of second in class in both 1974 and 1976.[36]

In recent years the Civic has been used in a wide variety of racing series, particularly in Japan. It is also used in touring car races in Europe and the United States. The Civic has been used in the UK in endurance series by teams such as Barwell Motorsport and Cartek Motorsport.

In 2002 JAS Motorsport entered the European Touring Car Championship (ETCC) with a Super 2000 spec Civic and was used until restart season of the World Touring Car Championship (WTCC) in 2005.

In December 2005, on the date of the new 2006 Civic Si's launch in the USA, Honda's R&D Engineering Team completed 645 laps in an eighth generation Civic Si coupe (FG2) to place first in the E1 class of the famous '25 Hours of Thunderhill' marathon race. The drivers on Honda's team were Road & Track journalist Kim Wolfkill, Lee Niffenegger, Chad Gilsinger, Sage Marie, John Sherk, Rich Hays, Andrew Frame, Matt Staal and Car and Driver journalist Tony Swan.[37]


In the UK, the Civic has been used in the British Touring Car Championship (BTCC) for several years and is still highly competitive. The Civic Type R made its debut in the 2002 season with the 'Works' team run by Arena Motorsport. Built to BTC-T specifications, it gained the team third in the manufacturers championship. In the same year Synchro Motorsport won the BTCC Production Teams Championship with a pair of Civic Type Rs.

The 2003 season saw the 'works' team Civics secure an impressive second in the manufacturers championship. The 2003 BTCC Production Teams Championship also went to the Civic again, this time in the hands of Barwell Motorsport.

Such was the competitiveness of the Civic in its first two-season, 2004 saw five teams enter Civics, allowing the model to secure second in the manufacturers championship.

Although manufacturer support from Honda for the BTCC ended in 2005, several teams still found success running the Civic in 2005 and 2006.

For the 2007 BTCC season, Team Halfords ran the new eighth-generation Honda Civics, built to the latest S2000 regulations, for Matt Neal and Gordon Shedden with limited success and continued to use the Civic into the 2008 and 2009 season. In both 2007 and 2008, the Civic allowed the team to finish 3rd in the Teams championship, behind the two manufacturer backed teams.

In 2010 Honda returned to the BTCC as a 'works' team with Team Dynamics using Civics to win the 2010 manufacturers championship.[38]

In 2011 the team returns with its Civic to defend its Team and Manufacturers championship again with the Neil and Shedden pairing.

Honda Racing Team swapped to the brand new ninth generation Honda Civic, built fully to NGTC rules, for the 2012 BTCC season. They are the first manufacturer backed team to announce their intention to run fully to the NGTC specification.[39][40] The drivers continue to be Matt Neal and Gordon Shedden, who are the 2011 and 2012 BTCC driver champions respectively.[41][42]Andrew Jordan, driving for his family-run Eurotech Racing team, won the BTCC title in 2013 in their NGTC Civic, whilst Honda retained the manufacturer's championship.[43] However, in 2014, Honda were unable to retain their title, which was won instead by MG.[44]


Honda announced plans to enter the 2012 World Touring Car Championship (WTCC) with a racer built on the 2012 Euro Civic five-door hatchback. The car is powered by a 1.6-liter turbocharged engine, developed by Honda R&D, and would later race in Japan, China and Macau before a two car team joined the 2013 championship racing.[45] Honda won the 2013 Manufacturers' Championship in their first full season in the series, six races before the end of the season.[46] However, Honda was unsuccessful in defending their title in 2014, as Citroën dominated the series in their first season.[47][48]


The car has also been used in the Japanese Touring Car Championship, and won the 2011 Asian Touring Car Series. It also competed in both the Touring and Super-production classes of the Russian Touring Car Championship.

As of February 2015, 18.5 million Civics had been sold worldwide.[49] With 7.3 million bought in the United States,[12] it has been a top seller both there[50][51][52] and in Canada, where it had placed No. 1 for 14 years through 2012.[53] Recent studies indicate that the Honda Civic is the most popular car among millennial car shoppers,[54] credited for its low price and small size.

Calendar year US sales[55]
1973 32,575
1974 43,119
1975 102,389
1976 132,286
1977 147,638
1978 154,035
1979 155,541
1980 138,740
1981 154,698
1982 132,469
1983 137,747
1984 184,846
1985 208,031
1986 235,801
1987 221,252
1988 225,543
1989 235,452
1990 261,502
1991 232,690
1992 219,228
1993 255,579
1994 267,023
1995 289,435
1996 286,350
1997 321,144
1998 335,110
1999 318,309
2000 324,528
2001 331,780
2002 313,159
2003 299,672
2004 309,196
2005 308,415
2006 316,638
2007 331,095
2008 339,289
2009 259,722
2010 260,218
2011 221,235
2012 317,909
2013 336,180
2014 325,981
2015 335,384[56]
2016 366,927[57]


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  36. ^ Bill Tuckey, Australia's Greatest Motor Race, 1981
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  41. ^ Mihnea Radu (16 September 2011). "Honda Racing 2012 BTCC Drivers Confirmed". AutoEvolution. 
  42. ^ Noah Joseph (19 October 2011). "att Neal takes the British Touring Car Championship for Honda". Autoblog. 
  43. ^ "2013 BTCC season review – picture special". Autocar. 14 October 2013. Retrieved 21 December 2014. 
  44. ^ "MG and Triple Eight take Manufacturer's crown at action-packed Brands finale". British Touring Car Championship. 14 October 2014. Retrieved 21 December 2014. 
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External links[edit]

25 YEAR CLUB: 5th-Generation “EG” Honda Civic

As Honda gets ready to unleash a new generation of high-performance Civics — including the long-awaited Type R — upon us, it is only appropriate that the car that propelled the 90s tuner movement into mainstream America finally join the 25 Year Club. That’s right, the fifth-generation Honda Civic, the entry-level economy car that would come to redefine the term “hot rod” and change the face of every Friday night suburban mall meet in the US of A is officially a Japanese nostalgic car. 

Something for Everyone

Even without its outsized influence on the American “import scene,” the fifth-gen Civic would have warranted special recognition as it crosses the threshold into classic-dom. Its story starts in fall of 1991, when it was released for the Japanese market as a 1991 model year replacement for the beloved EF Civic. A few months later, the virtually identical 1992 model was released stateside and in the rest of the world. While there were multiple chassis codes for the fifth-generation Civic, we will use the EG nomenclature as it is the most widely known outside of the Honda world.

Honda took the hallmarks that made the predecessor EF Civic chassis as success and improved them across the board. Engineers softened up the absolutely stellar double-wishbone and trailing arm four-wheel independent suspension, upped the ante on its lineup of race-derived engines, and designer Kohichi Hirata smoothed the body lines into what would become an icon of the organic 90s style. Body styles included a sedan (called the Civic Ferio in Japan), the standard hatchback with a clever clamshell tailgate, and for the first time in Civic history, a true two-door coupe.

Beyond body styles, the Civic was offered in a number of grades beyond the typical three-step DX-LX-EX Honda hierarchy of the time. Rarely in history had an automaker debuted a single model with as vast a range in purpose and capability. Not only did Honda do just that, but ensured that each variant excelled at its given objective.

At the top end was the SiR and SiR-II, with the famed B16A twin-cam capable of 170 horsepower, giving it an astounding Lamborghini-esque 106.25 hp/L specific output way back in 1992. Sadly, it was also a forbidden fruit sold solely in the Japan domestic market, which would only throw more gasoline on the JDM craze that was to come.

For Americans, the D16Z6 engine in the range-topping Civic Si was the big story. Although the EG saw many technological advances over the EF, from an OBD-I diagnostics system to a hydraulic clutch, it would be the first availability of Honda’s VTEC system in the American Civic line that cemented its popularity.

Short for Variable-valve Timing and Lift Electronic Control, the system actuated a second set of cam lobes at high rpm, essentially providing two distinct valve timing profiles on the same head. That way, at low rpms the engine could be optimized for, say, a smooth idle, while remaining optimized for power at high rpms. The ingenious trick helped resolve the lack of low end grunt in older performance four-cylinders like the 4A-GE. This is not to say that a Z6 is known for roasting tires, but it was a big jump in the creation of the smooth, brawny powerbands we get in modern fours.

Eventually, Honda did toss Americans a bone and give us one variant of the EG with the venerated B16A, albeit de-tuned to 160 horsepower. The Del Sol was the targa-topped replacement for the CRX, based on the same chassis as the EG Civic. And while the While the D16Z6-equipped Del Sol Si carried the model’s performance torch for the first two years, in 1994 the Honda released the B16-powered Del Sol VTEC.

The profound effects the B16 engine had on the American sport compact scene were immeasurable. Despite carrying more weight than its predecessor and a reputation for being a hairdresser’s car, the Del Sol was ensured popularity throughout its six-year lifespan due to the B16 alone. Keeping with the trend of not giving America the coolest versions, however, Honda’s JDM Del Sol had an option called the TransTop, which lowered the targa roof and stowed it in the trunk with the push of a button.

On the other end of the Civic spectrum, there was the Civic VX hatchback, an ultra light-weight fuelsipper with unreal mpg ratings thanks to technology gleaned in Formula One and touring car racing. Features like additional underbody trim — common now but not in 1992 — reduced air resistance under the car came directly from the smooth undersides of Honda’s race cars. Engineers dropped curb weight with innovative use of aluminum and commissioned light-weight 13-inch Enkei alloys unique to the VX. Honda even added a drag racing-style shift light to the gauge cluster, alerting the driver to the most efficient shift points.

The VX used a modified VTEC system called VTEC-E, which conserved fuel at low rpm. It worked by cutting injector load and having one of the valves barely open, just enough to keep unburnt gas from pooling up on the intake valve. Once the engine met its rpm threshold, throttle position and vehicle speed, the VTEC cam lobes would engage and the car would return to standard-but-thirstier performance numbers. This translated to 48 city and 55 highway mpg according to Honda’s numbers. Factoring in updates to fuel economy testing formats and real world driving conditions, it still averages in the low 40s — better than a new Prius V.

It was a car for everybody. The base model started at around $8,000, and even buyers of the lowest of the range were guaranteed — whether they knew it or not — handling derived from its Honda’s F1 racers. Without question, the EG was a hit, and promptly won the prestigious Japan Car of the Year award.

From Commuter to Champion

Unbeknownst to most Americans at the time, however, the new Civic took to the Japanese Touring Car Championships immediately, picking up where the EF chassis left off. From the onset the EG was a tour de force on the circuit, with Mugen and Mooncraft sweeping the JTC-3 class podium in 1992 and 1993.

While the SiR hatchback was the weapon of choice for the first two years of the EG’s racing tenure, from 1994-95 Honda began switched to the Civic Ferio sedan. The Civic was so popular that even that heroes from Toyota and Nissan racing history got behind it — Drift King Keiichi Tsuchiya switched from piloting the Taisan R32 GT-R to the Team Kunimitsu Civic Ferio.

As the Civic raced, the Japanese aftermarket industry boomed. The EG enjoyed a huge following of young enthusiasts watching JTCC races, and soon buyers began to emulate their favorite drivers with performance and body parts designed to mirror the touring cars.

Companies such as Spoon and Mugen fully embraced the EG chassis and built some of the most iconic demo cars produced during this era. Even today, devoted Honda heads are still hunting down every last part to create replicas of these catalog cars.

In the Japanese street racing subculture of Osaka, the EG joined the EF and EA Civics, in the tribe of the Kanjozoku. Although rarely over 200 horsepower, the short wheelbase and performance orientated suspension of these Civics gave the car unmatched agility. Even today, the Kanjozoku are still known for running these cars, although a few of their endeavors are on legitimate race tracks now.

A Movement is Born

As Civics terrorized the highways of Japanese metropolises, back in America young enthusiasts, perhaps raised on 80s Hondas or given a hand-me-down Civic for college, were becoming aware of its racing pedigree. An affordable car with actual performance merit meant that driving fun could be had for the everyman, or — if said everyman was oblivious to the race car suspension underpinning his daily driver — his children, when they inherited it.

By the start of the 1990s, Hondas were already at the forefront of import tuning, branching beyond its SoCal nisei roots. When the EG came out and offered VTEC from the factory, it was as if God had personally blessed the burgeoning tuner community. Looking back on old Super Street or Sport Compact Car magazines, you could regularly find articles on “How to embarrass a Mustang with your Civic.” By the mid-1990s, you couldn’t pick up one of those titles without seeing an EG featured.

The title of first car photographed by Super Street magazine goes to LJ Garcia’s EG hatch, a build that perfectly exemplified the 90s sport compact boom. In 1996, he had it all — a turbocharged B16 swap, Del Sol seats, clear tail lights, and constantly changing vinyl livery. Just about every part made by the shop he worked at, Speed Trends Racing, could be found on the car. On top of creating one of the premier show cars of the era, Garcia was no slouch on the drag strip either. When the fastest Hondas in the world were just hitting the 10 second range, he was still able to hit 13s with a show car.

Not everyone with an EG back then cared about looking good. The heart of the sport compact car movement came from the street racing subculture. It didn’t take long for people to learn that the factory SOHC D-Series wasn’t the only option available. “Swap Shops,” as they were known, began charging thousands of dollars for JDM or Del Sol B16 retrofits. Some were very dodgy, doing things like hacking together OEM mounts to shoehorn the engines in. Some could accomplish tremendous things, but others ruined the car as a whole.

Fed up with the constant axle binding and engines sitting at bizarre angles from the inconsistent quality of swaps, a man named George Hsieh devised a solution. He used his CRX and a B16 from a Del Sol to forge the maiden engine swap kit for Hondas. The “Motor Swap In A Box,” as it became known as, revolutionized the the sport compact community.

When combined with the open-to-the-public electrical diagrams, what once was considered alchemy was now an attainable project that someone with the right tools could do in a weekend. Soon backyard wrenchers were experimenting with swapping VTEC mills into non-VTEC models, and even other swaps including the mammoth 2.2-liter h32 from Preludes of the era. It was a level of innovation not seen since the 60s, and heralded as the second coming of the hot rod.

This second coming was roundly dismissed by many who preferred to see Japanese cars as econoboxes. When Myles Bautista ran the first 12-second quarter-mile elapsed time in his CRX, heads turned. After Tony Fuchs ran 10s in his DA Integra in the mid 1990s, the deniers were scrambling dismiss the accomplishment. When Viet Lam’s EG hatch ran the world’s first front-wheel-drive, naturally aspirated 10-second pass in his h32 swapped EG at the 1997 Battle of the Imports, he planted a flag in the ground.

Finally, there was actual proof that imports didn’t need RWD and forced induction to be quick. Many other import drag racing greats, like Lisa Kubo, Kenny Tran and Jojo Callos, set and broke records in EG Civics as well.

The sport compact culture was reaching a critical mass by the turn of the century. Then Hollywood got into the game, with The Fast and The Furious. Though today it’s a mind-boggling $690 million box office juggernaut eclipsing even Star Wars: Rogue One, the opening scene that kicked off the franchise, featuring a trio of Bomex-kitted EG Coupes recreating the heist scene from Stagecoach is a classic, blew up the tuner scene even more.

Overnight it seemed like every EG Civic was rocking a body kit, cylindrical muffler(s) and 17-inch wheels. As it became a fad to have a modified Honda, a growing number these cars had quickly slapped-on exterior parts for show. While this style was the entry point for a lot of modern enthusiasts who build respectable cars today, the look has become the stereotype that the uninformed think of when they discount the capabilities of Hondas, or any front-wheel-drive cars for that matter.

The EG became the poster child of the JDM movement. To stand out from the hordes of Fast and Furious wannabes with their giant wings and Altezza taillights, builders began to emulate the style of an enlightened SoCal crew called FF Squad who pioneered the use of JDM parts. This was the first time a tuning style spread across the country largely from the then-new phenomenon known as the internet.

From their long-dead Geocities site, FF Squad replaced the massive US-spec bumpers and painted windshield wiper arms with the style known as JDM. The Japanese style of subtle modification to enhance the natural characteristics of the car took the American market by storm. Once the internet became the most common outlet for parts sourcing, the ability to achieve this look became much more realistic, and over the course of the next decade or so the majority of Honda builds migrated to the much preferred “clean JDM” style.

This relatively simple look was especially helpful for the survival of the culture during the Great Recession. A chassis with an entry price below $3,000 and that could still be considered a cool car meant enthusiasts flocked to build EGs.

With a fresh population of enthusiasts, once the recession subsided the Honda community saw a great boost of innovation. It was a second second golden age. The Honda community was not just drag racing now, though. Today the EG Civics can be seen running seriously quick lap times around the world. Even at Tsukuba, the once elusive sub-1:00.00 lap time is being beaten by naturally aspirated EGs.

That being said, drag is not dead by any means. Around 2010-11, the famous battle for the world’s fastest street FWD car throughout the 8-second range raged between Chris Miller’s EG Civic and Tony Palo’s DC Integra. It was one of the last great rivalries covered in print media. As of this writing, the title of World’s Fastest Outlaw FWD car is held by the Competition Clutch EG Civic driven by James Kempf. His fastest so far is 7.615 at 202 mph, which also makes him the pilot of the world’s first 200-mph quarter-mile pass in a stock unibody FWD car.

For a car that is now eligible for historic plates, world’s fastest anything isn’t a bad title to hold. 25 years ago, nobody seeing a new Civic leaving a Honda dealership would have imagined the impressive racing pedigree it would achieve. Today, as the EG becomes rarer by the day, people are seeing them as less of a wild project and more as a nostalgic car to preserve. Going to car shows and mentioning the EG can still result in the ignorant reciting tired 20-year-old one-liners, but no one can deny that the humble econobox has achieved the unimaginable.

Anyone can build a record-smashing supercar if enough money is thrown at it. Honda, however, pulled off something exponentially more challenging — a car that was simultaneously affordable, durable, stylish, and returned incredible performance whether measured by mpg or mph. It was a commuter, a hot rod, a reliable companion, and appealing enough to sell by the hundreds of thousands. That’s already a feat on par with putting a person on the moon, but oh, along the way, the Eg forever changed American car culture too, just for kicks. Welcome to the 25 Year Club, EG Civic.

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