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" On Sale Date: April 20, 2011 Price: $16,000\u2013$26,000 estimated Competitors: Toyota Corolla, Hyundai Elantra, Chevy Cruze, Ford Focus Powertrains: 1.8-liter I4, 140 hp, 128 lb-ft; 1.5-liter I4 with electric hybrid assist, 110 hp, 127 lb-ft; 2.4-liter I4, 198 hp, 170 lb-ft; 5- or 6-speed manual, 5-speed auto, CVT, front-wheel drive EPA Fuel Economy (city/hwy): 22\u201344/31\u201344 What&amp;#039;s New: Mostly subtle revisions rule the new Civic, which isn&amp;#039;t surprise considering it was the sixth-best-selling car last year. The base engine and five-speed transmissions carry over from last year. Most of the changes were aimed to increase fuel efficiency, and in that vein there&amp;#039;s a new gas-powered model with aero tweaks that gets a 41-mpg EPA highway rating. The hybrid model returns with a more powerful electric motor, a larger displacement gas engine and a new lithium-ion battery pack. It gets 44 mpg in both the city and highway. For the sporty set, the Si has a larger engine for 2012 (2.4 liters, up from 2.0) and a standard helical limited-slip front differential, but at 198 hp, it&amp;#039;s only one pony up from last year. Buyers can choose from two body styles, sedan or coupe and several trim levels.  Tech Tidbit: The chassis employs a greater percentage of high-strength steel and is 7 percent lighter and 10 percent stiffer than before. The hybrid&amp;#039;s air conditioning compressor is powered either electrically or by the engine crankshaft, so the cabin remains cool even when the engine is switched off.  Driving Character: Compared to newer small cars like the Chevy Cruze and the Ford Focus, the Civic was lacking in refinement (yeah, we know, the auto world has shifted). The Civic, however, has effectively closed the gap with an extremely quiet interior and comfortable ride. The multilayered dashboard still feels more like a mashup than a well-orchestrated layout (The tach is behind the steering wheel, but the speedo is up near the base of the windshield). But you get used to it quickly and the control buttons on the steering wheel make operating the entertainment options relatively easy. There are some surprises, like the hard plastic on the doors that replaces softer material\u2014a switch made, according to the engineers on hand, because the harder pieces are lighter. Overall, there&amp;#039;s little to offend, but not a whole lot to sing about either.  Favorite Detail: The rear seat is surprisingly spacious for such a small car and the thinner A pillars give the cabin an airier feel. The Si&amp;#039;s engine has an appropriately snarky exhaust note.  Driver&amp;#039;s Grievance: The electric power steering feels artificial, like there&amp;#039;s a rubber band wrapping around the steering column as you turn. And we&amp;#039;ll miss the Si&amp;#039;s old 8000-rpm engine.  The Bottom Line: There&amp;#039;s no arguing that the new Civic is better and remains a solid, dependable automobile that&amp;#039;s now more fuel efficient. But Honda, which could always be counted on to deliver Toyota-like reliability in cars that we actually wanted to drive, seems to be veering away from that mission. We&amp;#039;ll reserve final judgement on the Si until we have more seat time in it, but for now the Honda with the most flair and character is the Fit. The Civic will serve its customers well, but it won&amp;#039;t win over enthusiasts like it used to. "^^<http://www.w3.org/2001/XMLSchema#string>
<http://www.popularmechanics.com/cars/reviews/a6626/2012-honda-civic-test-drive/>