The 2008 Civic: More Than an Economy Car

The Civic is sometimes regarded as one of the most important cars in history because it has always adhered to a distinct set of values since its introduction in 1973: economical cost of ownership, exceptional build quality, unmatched reliability and durability, and a fun driving experience. The millions of Civics that have been produced throughout the world over the past 30+ years and eight generations have truly put a great deal of the international population on wheels. It has been a first car for many teenagers (including myself), and it has provided reliable transportation for millions of people of other age groups. The truth of the matter is that, when you buy a Civic, you know you’re getting a great car.

This generation (body style) of Civic debuted in 2006 as the eighth generation.

A LITTLE BACKGROUND…
In the spring of 2007, my parents purchased a Nissan Versa sedan for my mother to use to commute to her job roughly 35 miles away (one way). That car was fantastic at first, but then the problems started and eventually totaled over 7, requiring over 20 trips to the dealer. You can read about these problems in my Epinions review of that car. When Nissan refused to buy back the car due to 2 different water leaks, we were left with no option but to trade the car. This solution probably wasn’t the most moral one in the world, but we simply could not keep the car because we knew its reliability was quickly headed downhill, and we would never get anything out of it as a trade-in if we waited. My point in telling you this is to deter you from considering a Nissan. I know the Sentra (or the Versa) might be an attractive alternative to the Civic, but I must implore you not to consider a Nissan product following our experiences with the Versa and an Altima we owned in 2002.

Additionally, my personal car is a 2001 Civic LX coupe (automatic) – so I will occasionally use it as a comparison to this 2008 model. My aim here is to provide you with the most comprehensive review of the 2008 Civic you’ll be able to find, from someone who has actually experienced the car – it may be a bit on the long side, but I didn’t want to leave anything out. Now, back to the review…

THE CIVIC LINEUP
Honda doesn’t do options like most manufacturers, they do separate models with distinct equipment sets on each one. This means that, if you want a particular feature, you’ll probably have to move up to the next Civic grade if that feature isn’t on the one you’re considering. Luckily, this situation also means buying a Civic is relatively straightforward. The DX model is the “stripper,” so to speak in that it doesn’t have air conditioning, a radio, power door locks (it does have power windows), map lights, or cruise control. The LX adds all of that stuff plus slightly bigger wheels and tires. The EX adds a moon roof, alloy wheels, rear disc brakes, 2 more radio speakers, steering wheel-mounted audio controls, and an exterior temperature indicator. The EX-L (for leather) adds leather seating and front seat heaters to the EX equipment list. You can get a voice-activated navigation system in either the EX or EX-L. All of these models are available with manual or automatic transmissions, and all come with the same safety features (which I describe later).

Again, my review is of our LX automatic sedan.

FINALLY, A STYLISH CIVIC
For nearly all of its eight generations, the Civic has never really been declared a standout looker. I firmly believe this eighth generation model changes that. The shape of this car was clearly developed in the wind tunnel as a design to extract the most from aerodynamics. Its distinct wedge shape and short overhangs give it an unmistakably Japanese quality. The front of the car is, in my opinion, its best feature with its narrow headlights and chromed bar grill – again, a very distinctive look. The windshield rakes back at quite an extreme angle for a sedan, leading up to a slightly curving roofline that then flows sharply back down to a stubby trunk.

The large glass area, aided by front quarter windows ahead of the rearview mirrors, provides excellent visibility and an airy interior. The sides of the car incorporate slightly bulging fenders (the fronts of a particularly elegant design), a body crease above the door handles flowing front to back originating at the front fender, and tasteful cladding on the bottoms of the doors for a little visual interest. The relatively large (for this class) 16-inch wheels and tires fill out the wheel wells nicely, and the taillights have a traditional Honda look about them. The H badges on this Civic are much larger than those on my 2001, just in case you needed to know. My parents’ model is painted Tango Red Pearl, which is a gorgeous deep red. Overall, the design of this Civic was clearly developed by forward-thinking designers and engineers, and it should be a design that looks futuristic even for years to come.

AN EQUALLY STYLISH INTERIOR AMBIANCE
Hondas have always been known for their quality and ergonomically-centered interiors. This 2008 Civic is no exception, but touches of stylishness have been added to bring the Civic slightly upmarket. The interior in my parents’ model is a nice tan color.

Let’s talk first and foremost about the two-tiered dash layout since this feature has been openly criticized (and not always embraced) by the motoring press. The speedometer is a digital one that is large and easily legible, mounted high atop the dash very close to the windshield – this pod includes the fuel and engine temperature gauges (digital bar graphs). The tachometer is in another pod closer the driver just behind the steering wheel – this pod also includes various warning/indicator lights. While this arrangement might seem strange at first, trust me, after you drive a new Civic with one you will begin to miss it in other cars you drive. The speedometer leaves you no margin for error with your speed – it’s so large and requires such a minimal glance down from the road that it necessitates no thought behind what speed you’re going. Just glance down a bit and there it is. The only drawback I find behind this digital speedometer is that you don’t really get a relative speed or sense of acceleration from the gauge (i.e., you don’t get that sweeping needle sight upon takeoff, which isn’t that necessary anyway). If you need to watch the tach, it’s easy to do that as well. So, basically, I don’t see what all the fuss is about – it’s a great idea.

The rest of the interior is an exercise in tasteful forward-thinking. The rest of the dash (huge as it may be because of that massive, rakish windshield) is made up of various flowing panels that waterfall off the edge closest to the occupants. The driver sits behind a traditionally Honda black steering wheel (two spokes, with integrated cruise control switches). This wheel adjusts for reach and rake. The radio and climate controls are located on a gray-colored panel slightly canted toward the driver. These controls are large, legible, and easily fall straight to hand. The radio controls are on top with two huge rotary knobs – one for volume (push button for power) and the other for tuning (push button for stereo settings). Three smaller silver buttons allow toggling between AM/FM, CD, and Auxiliary (iPod and MP3 players). The presets and CD forward/reverse functions are selected via 4 large buttons for which the top parts are stations 1-3 and the bottom parts are stations 4-6. The climate controls also include two large rotary knobs, the left one for fan speed and the right one for temperature control. The directional airflow, defoggers/defrosters, and A/C are operated via buttons between these knobs. Each one lights up nicely with an LED light when selected. All controls fall easily to hand, and, after a few drives, you will be able to operate them without even glancing down.

The stereo in the 2008 Civic has four speakers, two in the front (one built into each front door), and two on the rear hatshelf. The stereo itself is not all that impressive and certainly not better than the one in my 2001 Civic’s, but it does incorporate an automatic volume leveling control. This feature essentially turns the volume of the stereo up and down automatically based on vehicle speed, and works extremely well. The air conditioning system in this 2008 Civic is one of the best I have yet encountered in any vehicle, able to cool the interior down in seconds (even when it’s been sitting in a sun-drenched parking lot on a hot, humid summer day in Georgia).

The center console starts just below the radio/climate controls and includes one storage bin just below these controls, and a positively cavernous bin just ahead of the shifter. The auxiliary audio input jack and power jack are located just under the radio/climate controls and are covered with spring-operated covers. The shifter and handbrake fall right to hand as they sit atop a raised part of the console, however, if you’re long-of-leg you may bump the handbrake lever with your knee when entering the car. The shifter is a neat, futuristic little circular-ball-atop-a-stick looking thing with nice silver trim around its base. Another little storage crevice resides behind and below the shifter/handbrake – perfect for a mobile phone. Two massive cupholders with a sliding cover are located just behind the shifter/handbrake pod, followed by a large armrest/storage bin covered with upholstery matching the seats.

The door panels incorporate a deep brown that matches the dash on top, cloth upholstering on the armrests, and some black trim around the window/door controls, and some other lighter brown panels with futuristic textures. Each door panel includes a massive pocket that will hold tons of bits and bobs. The window and door lock controls are large and fitting with the interior theme. The seats are each quite firm, but supportive, and perfect for long jaunts. I’m a big fan of the upholstery used on these seats – a durable, yet expensive-feeling cloth with this cool mesh on the sides. The backs of the front seats are covered with plastic and vinyl, and you don’t get a pocket on the back of either one (I did on my 2001 model, so I don’t understand that logic). The carpet is short-pile and appears to be of very high quality. The rear seat’s backrest folds down as one entire unit to allow long object to fit through from the trunk (which is itself a huge space for a relatively small car).

The driver’s seat is height adjustable, and there’s an abundance of travel for both front seats. The rear seat provides plenty of room for two occupants; probably a bit of a squeeze for three. That rear seat does sit a little low, so taller occupants might find it a pain after a long ride, and the raked rear window does cut headroom a bit short (just enough for a 6-foot rider to not touch the headliner). As a 6-foot-tall person myself, I can “sit behind myself” in this 2008 Civic, as per the industry standard (i.e., with the front seat set in my driving position I can still sit comfortably in back). Amazingly, even with the front seat as far back as it will go there’s still enough room for someone to sit in back. I noticed no mentionable blind spots or difficult areas from which to see out in this model – in fact, visibility is exceptional. The only qualm here is the huge dash does lead you to think that the front of the car is longer than it actually is.

The overall impression of the 2008 Civic’s interior is one of airy comfort where everything falls right to hand, there’s plenty of room, and the materials are mostly of high quality. All of the switches move with a damped precision with little noise, the turn signal and wiper stalks snick in and out of place, and even the ceiling-mounted grab handles gently swing back against the headliner under a spring-damped motion. However, as compared to my 2001 model, I see a few interior panels where Honda has chosen to cut corners. The design is certainly of a more aesthetically pleasing caliber, but there are a few panels here and there (mostly nearer the floor) that are a little thin, hollow, and not so rigidly mounted as in mine. Furthermore, we have encountered at least 4 different rattles – one in each B-pillar, one on the hatshelf, and one in the C-pillar. The C-pillar rattle NEVER goes away until the vehicle is stopped, and it is particularly annoying – my 2001 Civic has NO rattles going down a relatively smooth road. Lastly, I’m also a fan of the gentle true-blue and white lighting scheme of the instruments and switches (even the cruise control switches on the steering wheel) – there are no darker spots, and the tachometer actually lights up faintly when you open the door.

TRADITIONALLY HONDA DRIVING DYNAMICS
The driving experience of a Civic has always been predictable, in a positive way. One can expect light, but accurate steering; a willing engine; a smooth transmission; and a tight, yet compliant suspension. The 2008 Civic delivers on these hallmarks in true form.

The heart of any Honda is, and will always be, its engine. The one in this eight generation model is an all-new design and is not simply a rework of the D-series engine, such as in my seventh generation model. This engine displaces 1.8 liters, utilizes a single overhead camshaft, makes 140 horsepower and 128 foot-pounds of torque. This engine incorporates a lot of new technology, not the least of which is its i-VTEC system. The VTEC system has always been a unique feature of Honda engines, and the eighth generation model incorporates it across the model range. The simple explanation of the system is that it utilizes two different camshaft lobes to vary the time the valves stay open, promoting efficiency at low RPMs and increasing horsepower at higher RPMs. This has allowed Honda to extract a relatively high 140 horsepower from a small 1.8-liter engine. This engine revs very quickly and extremely smoothly, but doesn’t idle quite as smoothly as my 1.7 liter. It accelerates away from a stop very well, and fools you into thinking this Civic has a larger engine than it does. Since it is a Honda engine, it loves to (and an owner should not hesitate to) rev highly into the RPM range for maximum power, particularly for passing and interstate merging. This engine is also highly efficient, as we have been able to earn some exceptional fuel economy (described later).

The transmission in my parents’ Civic is a five-speed automatic, which is quite rare for this class (most still utilizing a four-speed such as in the Corolla and Cobalt). More ratios allow the engine to stay in its powerband, not having to drop many RPMs with each shift (about 400-500 with each shift under normal driving, not bad). Additionally, the transmission has a very high fifth gear which allows for extremely low-RPM interstate cruising for a small car (about 2,500 RPM at 80 MPH). My only problems with this transmission are its smoothness and desire to upshift at every given moment. I don’t believe that this transmission is as smooth as my 2001 model’s as it can occasionally be slightly rough when shifting at speed, and it sometimes clunks into gear at low speed crawling. Furthermore, the transmission is absolutely obstinate about upshifting for economy – this is a small engine, it needs to rev! As a result, the transmission will upshift early under acceleration, then is it has to downshift back into a lower gear to maintain that acceleration. Basically it requires the driver to be conscious about throttle pressure to keep it in a gear good for accelerating smoothly. Another small issue is that high fifth gear for low-RPM highway cruising means the Civic will probably have to downshift to gain more speed on the highway since very little torque is available below 3,000 RPM. Luckily this five-speed does excellent and direct fifth-to-third downshifts for two lane highway passing. I would recommend considering the manual if you are going to buy a Civic – it will make the driving experience more fun and involving, especially since Honda manuals are among the best in the business.

The steering on this Civic is also very good, aided by the 16-inch low-profile tires. The steering is nicely weighted, not too heavy, and just light enough for low speed maneuvers. When I looked up information about the Goodyear Eagles that came on the 2008 Civic, I found that they are actually classified high performance all season tires. To the driver, this means RIGHT NOW turn in with just a flick of the wheel and very accurate path control. To be honest, this may catch a new owner off guard at first since there is virtually no play in the steering, but you eventually learn to adapt and appreciate this feature.

The suspension is much, much improved over my 2001 model’s. It is much firmer in the front and a tad softer in the rear. This translates to excellent transient responses, very controlled body roll, and minimal dive under braking. However, the ride is still compliant enough to be all-day comfortable. What Honda has done is engineered a suspension that has to make the least amount of compromises. Instead of going the cushy route as it did with my Civic’s suspension, Honda chose to dial in some sport while keeping a compliant ride. The ride in this 2008 model is significantly firmer than my 2001 Civic’s, but still quite comfortable. The most significant improvement is the 2008 Civic’s ability to handle large bumps without jarring the occupants unnecessarily – this is something my 2001 Civic hasn’t ever been able to do that well. So, the long and short of it is that you’ll feel a lot of bumps in the 2008 Civic, but it won’t make you uncomfortable. The handling is very nice, so let me describe what happens when you take a corner in the Civic: the car changes direction with very little steering input, then the car rolls just a little initially and takes a set upon its suspension – the harder you push the more it rolls, letting you know what its limits are. Its high-speed highway stability is very good and solid for a small car.

The braking system always seems to be the weak spot for a Honda, and the Civic sort of lives up to that assessment. The front brakes are vented discs, while the rears are drums; ABS is standard. Brake feel is actually quite good (something Honda wanted to improve over the seventh generation), but braking power is only adequate. Wind and road noise are far reduced as compared to my 2001 Civic, although some still does make it into the interior, but not enough to hinder conversation.

SAFETY: HONDA’S COMMITMENT
Honda has made great strides in recent years on the safety front, particularly after building its massive complex in Japan devoted to safety research. The 2008 Civic benefits from these advancements and ensures a safety net that you hopefully won’t ever have to use, but that will protect you in the unfortunate circumstance that you do. The Civic begins with a very strong body developed with what Honda calls its Advanced Compatability Engineering. This term basically means that the structure is defined to perform well in crashes with a wide variety of vehicle types and sizes. All Civics also come with anti-lock brakes (ABS) for controllable stopping power. The total airbag count is six with frontal, side, and side curtain air bags standard. Daytime running lights are also standard, and the front head restraints are of an active design which prevents whiplash injuries in a rear-end collision. The Civic also has a tire pressure monitoring system (TPMS) that alerts you via a dash light to a low tire pressure.

All of this safety equipment clearly pays dividends because the new Civic received top marks from the Insurance Institute for Highway Safety in the frontal offset crash test. The eighth generation Civic received an Acceptable rating in the side impact test due to the potential for rib fractures in a side impact involving a high-sitting, heavy vehicle (such as an SUV). The IIHS also awarded the Civic with a Top Safety Pick for its class. The National Highway Traffic Safety Administration (NHTSA) awarded the 2008 Civic with five-star frontal crash test ratings for driver and front passenger, a four-star rating for frontal side impacts, and a five-star rating for rear side impacts.

RELIABILITY AND RESIDUAL VALUE: ANOTHER HONDA TRADEMARK
The Civic has always received top marks from JD Power and Associates and Consumer Reports for its reliability and appeal throughout the years. The 2008 Civic was an award recipient from JD Power and Associates for its quality. As a result, the Civic has always been a very desirable car in its class, leading to slightly less flexible dealer pricing. While you may not get that fantastic deal at the dealership as compared to other competitor models, this will pay dividends when it comes time to sell or trade in your Civic. Civics always maintain their values better than any other cars in their class for the very reasons I have stated above: they always deliver on the values Honda advertises for them. You can always sell a Civic with 100,000 miles for a fair price because the next owner can easily get another 100,000 miles out of it.

COST OF OWNERSHIP: NOT A LOT, ACTUALLY
Owning a Civic is a relatively inexpensive affair due to the infrequent maintenance intervals and low fuel consumption. The 2008 Civic uses what Honda calls a “Maintenance Minder System.” Essentially, this is an idiot-proof way to alert owners to required maintenance intervals by flashing maintenance codes on the dash when they are required. The 2008 Civic also utilizes an oil life monitor that keeps check of throttle usage, revs, and a host of other factors to provide (what really amounts to) an educated guess as to the life of the oil. You can view the oil life, presented as a percentage, by toggling through the trip meters. When the Civic needs maintenance (whether by mileage or by the oil life decreasing), a code appears on the dash by the trip meter, such as A1 or B2. These codes correspond to a specified set of maintenance items described in the owner’s manual: A1 means an oil change and tire rotation, other combinations of letters and numbers mean increasingly complicated (and far less frequent) maintenance items. We did not require our first oil change until about 7,000 miles, and it appears our next one will come at about that same mileage. The service cost us about $50.

As I mentioned before, our fuel economy has been quite good. We drive an approximately 70% / 30% highway/city combination. We have earned, at the lowest, 34 MPG (when the car was new), and now average about 36-38 MPG every week. We have approached 40 MPG on an all-highway cruise. Our driving situation permits a 450-mile driving range with the Civic’s 13.2-gallon tank. In summation, you won’t be spend a lot on fuel with the 2008 Civic.

THE COMPETITION (IN THE ACADEMIC SENSE)
The Toyota Corolla is the obvious competitor to the Honda Civic, and it has always been that way. I was involved in the test drive of a new Corolla, and I found it to be world’s behind the Civic in terms of refinement, space, and driving fun. The Corolla has an interior made entirely of drab, same-color plastic panels, with a severe space deficit compared to the Civic. Furthermore, its driving dynamics reminded of a car made for simple transportation, with nothing to engage the driver. Its steering is far more isolated and slow, its suspension (with a solid beam axle in back!) is far softer and provides less precision control, its brakes are significantly mushier and isolated, and its engine is not nearly as willing (and has less horsepower). The Corolla will be undeniably reliable and economical, but don’t you want something more for the same money?

The Nissan Sentra is also a traditional competitor in this segment. In addition to my aforementioned qualms about Nissans, we had one as a rental during the Versa’s many dealer trips, so I have experience with it as well. The Sentra is, again, not nearly as polished and engaging as the Civic. It is very softly sprung for a Nissan, although it does have a willing powertrain. Its interior is not quite up to Civic standards, but it is a little more visually interesting that the Corolla. However, quality may be an issue here because we spoke to a service tech who said Nissan cannot get the tire pressure monitoring system to work on the Sentras – the warning light is always on irregardless of tire pressure (as it was in our rental).

The Chevy Cobalt is another competitor, but it also lacks the driving fun and interior refinement of the Civic. It is competitive in power, but is dynamically behind the Civic. The Ford Focus allows you to get the wonderful SYNC entertainment system, but again falls behind in interior quality and driving dynamics. The Hyundai Elantra is a slightly more worthy competitor, but doesn’t include the refinement or potential resale value of the Civic.

The Mazda3 and Volkswagen Rabbit are perhaps the next most worthy competitors to the Civic. The Mazda3 will actually provide you with the best driving dynamics in the small car class, an attractive and quality interior, and fairly good reliability. However, the Mazda3 will not be able to match the interior space (particularly in the rear) and fuel economy of the Civic. The Volkswagen Rabbit will force you to spend more on the car itself, and on fuel for perhaps slightly better driving dynamics. However, Volkswagen’s reliability has been anything but stellar in recent years (evidenced by JD Power rankings), and parts and labor prices are much higher because Volkswagen seems to think they are in the same league as Mercedes, BMW, and Audi.

There is a lot of competition in the Civic’s class, but the on-paper attributes of the Civic certainly place it high on the list of great buys. I urge you to test drive a Civic, and I am certain that you will walk away convinced about the superiority of it.

THE VERDICT
You cannot go wrong with a Civic, period. The 2008 Civic is powerful, comfortable, sporty, well-built, stylish, and unerringly economical. These are the values set forth by Honda for every Civic generation, and the eighth I have reviewed here adheres to those values. There are competitors out there, but they cannot match the overall integrity and dynamics of the Civic. If you are considering a Civic, don’t hesitate – it will be a reliable companion for years to come. Trust me, I know firsthand.