CVCC 1200
Engine: Four-cylinder, eight-valve, SOHC, belt-driven motor
Transmission: Four-speed manual
Carburetion: Hitachi 2 venturi downdraft
Displacement: 1,169 cc/1,237 cc
Power ratings: 50 hp/52 hp 77 lbs Of torque
Fuel capacity: 10.6 gallons
Est. mpg: 30
Brakes: F/R Disc/Drum vaccuum-assisted
Suspension: MacPherson Strut, coil springs, lower wishbone
1982 Civic w/five-speed manual transmission
Civic 1500: 1,488cc in-line four-cylinder SOHC
Peak horsepower: @ 5,000 rpm 67
Peak torque: @ 3,500 rpm 79.3
Overall length: 148.4 in.
Wheelbase: 88.6 in.
Width: 62.2 in.
Height : 53.2 in.
Curb weight: 1,865 lbs.
Suspension: F/R Independent Macpherson struts w/coil springs
Brakes: F/R Disc/drum self-adjusting, power-assisted
Fuel capacity: 10.8 gallons
Est. mpg: city/hwy 34/45
1985 Civic w/four-speed manual transmission
Civic 1,342cc in-line four-cylinder SOHC
Peak horsepower @ 5,500 rpm: 60
Peak torque @ 3,500 rpm: 73
Overall length: 150 in.
Wheelbase: 93.7 in.
Width: 63.9 in.
Height: 52.6 in.
Curb weight: 1,836 lbs.
Suspension: F/R Independent w/torsion bars and struts/trailing link w/beam type axle and gas-filled shocks
Brakes: F/R Disc/drum self-adjusting, power-assisted
Fuel capacity: 11.9 gallons
Est. mpg: city/hwy 37/43
1985 CRX w/five-speed manual transmission CRX HF 1,488cc in-line four-cylinder SOHC
Peak horsepower @ 4,500 rpm 58
Peak torque @ 2,500 rpm 79.4
Overall length 144.7 in.
Wheelbase 86.6 in.
Width 63.9 in.
Height 50.8 in.
Curb weight 1,713 lbs.
Suspension F/R Independent w/torsion bars and struts/trailing link w/beam type axle and gas-filled shocks
Brakes F/R Disc/drum self-adjusting, power-assisted
Fuel capacity 10.8 gallons
Est. mpg city/hwy 45/5
1985 Civic S hatchback w/five-speed manual transmission
Civic S hatchback 1,488cc in-line four-cylinder SOHC
Peak horsepower @ 6,000 rpm: 76
Peak torque @ 3,500 rpm: 83.9
Overall length: 150 in.
Wheelbase: 93.7 in.
Width: 63.9 in.
Height: 52.6 in.
Curb weight: 1,956 lbs.
Suspension: F/R Independent w/torsion bars and struts/trailing link w/beam type axle and gas-filled shocks
Brakes: F/R Disc/drum self-adjusting, power-assisted
Fuel capacity: 11.9 gallons
Est. mpg: city/hwy 32/37
1989 Civic hatchback w/four-speed manual transmission
Civic DX hatchback 1,493cc in-line four-cylinder SOHC
Peak horsepower @ 5,500 rpm: 70
Peak torque @ 3,000 rpm: 83
Overall length: 156.1 in.
Wheelbase: 98.4 in.
Width: 65.6 in.
Height: 52.5 in.
Curb weight: 2013 lbs.
Suspension: F/R Double wishbone/ multi-control double wishbone
Brakes: F/R Disc/drum power-assisted
Fuel capacity: 11.9 gallons
Est. mpg: city/hwy 34/38
1989 Civic DX hatchback w/five-speed manual transmission
Civic DX hatchback 1,493cc in-line four-cylinder SOHC
Peak horsepower @ 6,000 rpm: 92
Peak torque @ 4,500 rpm: 89
Overall length: 156.1 in.
Wheelbase: 98.4 in.
Width: 65.6 in.
Height: 52.5 in.
Curb weight: 2,088 lbs.
Suspension: F/R Double wishbone/ multi-control double wishbone
Brakes: F/R Disc/drum Power-assisted
Fuel: capacity 11.9 gallons
Est. mpg: city/hwy 31/36
1989 Civic Si w/five-speed manual transmission
Civic Si 1,590cc in-line four-cylinder SOHC
Peak horsepower @ 6,000 rpm 108
Peak torque @ 5,000 rpm 100
Overall length 156.1 in.
Wheelbase 98.4 in.
Width 65.6 in.
Height 52.5 in.
Curb weight 2,161 lbs.
Suspension F/R Double wishbone/ multi-control double wishbone
Brakes F/R Disc/drum power-assisted
Fuel capacity 11.9 gallons
Est. mpg city/hwy 28/33
1992 Civic CX hatchback w/five-speed manual transmission
Civic CX hatchback 1,493cc in-line four-cylinder SOHC
Peak horsepower @ 5,000 rpm: 70
Peak torque @ 2,000 rpm: 91
Overall length: 160.2 in.
Wheelbase: 101.3 in.
Width: 66.9 in.
Height: 53.0 in.
Curb weight: 2,094 lbs.
Suspension: F/R Four-wheel double Wishbone
Brakes: F/R Disc/drum power-assisted
Fuel capacity: 11.9 gallons
Est. mpg city/hwy: 40/47
1992 Civic Si hatchback w/five-speed manual transmission
Civic Si hatchback 1,590cc in-line four-cylinder SOHC VTEC
Peak horsepower @ 6,600 rpm: 125
Peak torque @ 5,200 rpm: 106
Overall length: 160.2 in.
Wheelbase: 101.3 in.
Width: 66.9 in.
Height: 53.0 in.
Curb weight: 2,326 lbs.
Suspension: F/R Four-wheel double wishbone
Brakes: F/R Four-wheel disc
Fuel capacity: 11.9 gallons
Est. mpg city/hwy: 29/36
1997 Civic DX/CX hatchback w/five-speed manual transmission
Civic DX/CX hatchback 1,590cc in-line four-cylinder SOHC
Peak horsepower @ 6,200 rpm: 106
Peak torque @ 4,600 rpm: 98
Overall length: 164.5 in.
Wheelbase: 103.2 in.
Width: 67.1 in.
Height: 54.1 in.
Curb weight (DX/CX): 2,253/2,238 lbs.
Suspension: F/R Four-wheel double wishbone
Brakes: F/R Disc/drum power-assisted
Civic hatchbacks have been around for a long time. Six generations, to be exact. At SCCA racing events, you can still see some first-generation Civics, while quarter-mile events are primarily dominated by the last three generations. The Civic is affordable, lightweight, and gets good gas mileage stock. With so much out there to choose from, a hatchback owner can create a unique vehicle to fit his personality. They make great weekend warriors, wicked auto-crossers, sweet show vehicles, or insane drag cars. Which generation would be perfect for your needs? Read on, and well help you choose.
First and Second Generations
The Civic has been around for quite some time. It all started with a little hatchback back in the early 70s called the CVCC. This was Hondas attempt at a low-emissions vehicle, without the use of a catalytic converter. Using its sophisticated technology, Honda designed an engine that allowed a leaner fuel mix to be run. Although performance and engine size werent the greatest in these cars, aftermarket parts were easy to find. Just about every modification found in todays popular hatchback has been done to the CVCC line. Weve even found instructions on how to stroke the little 1.2L motor to a 1.4 with power output levels surpassing the 120 mark. The light weight and short wheelbase gathered a Koresh-like following, with some individuals realizing its potential as an auto-crosser. Various suspension conversions and chassis mods have made this a strong competitor. Although most of the aftermarket is now scarce for these models, there is still a small following. The parts that can still be found are often times used, but definitely available. Jackson Racing was one of the pioneers of this car and had some crazy ideas. With its help and a lot of custom fabrication, enthusiasts built some insane CVCCs. It seems Honda realized it had a good thing from the beginning, and the growth would only continue for the little car that could. But it wasnt until the second generation came along that the tinkers started popping up.
In its second running, the Civic hatchback received a complete change in styling. After having the Civic in the lineup for over five years, it was time to upgrade the creature comforts. Standard features included a tachometer with a 6,000 rpm redline, five-speed transmission, and soft-grip steering wheel. Also included in the Civic were a rear window wiper, opening quarter-panel windows, and an interesting choice in engine size. This base engine was stepped up from 1,200 cc to 1,300 cc and even offered an optional 1,500 cc for the big ballers. Even though the first generation gained notoriety with such a small motor, the second lost steam. The 1.5L motor and restyling didnt catch on with the aftermarket crowd and left a hole wide open for the Civic generation. Good thing this didnt stop things for Hondas little Civic.
Third Generation 19841987
Honda expressed bold new changes as the third-gen Civic came with a new look, both in the exterior and interior styling. The Civic had proven to be reliable and economical, but now it was time to start making it visually appealing and market it as a sporty little car. Emphasis was placed on the Civic as a practical, economical, and fun to drive car. Honda also unveiled its little two-seat CRX into the Civic family. The long-roof design made for a sportier look and better space efficiency.
The CRX definitely helped with the aftermarket sources for Honda hatchbacks, especially since they shared motors and suspension. Actually, Honda offered three different motors. Thats right, again Honda gave buyers an option that not many import car manufacturers were offering at the time. Even though import performance was in its infant stages, a few products popped up for the third-generation hatchback. Drivers began to realize there was definitely something there, which began the cries for more performance-related parts.
Parts began to appear slowly, such as open element filters, headers, and exhaust systems. Suspension companies began to market performance springs and sway bars for the Civic. Some people have even gone as far as swapping in 8689 Integra motors, 90+ Integra motors, and SiR motors in the search for more power. Keep in mind that the swaps are not bolt-in, and the use of a rather large shoe horn is necessary when fitting other motors into the compact engine bay. Honda engineers were showing that they listened to the people and earned their respect with a versatile car to own and modify.
Fourth Generation 19881991
Hondas little hatchback really began to take hold of the market after the fourth attempt at styling the Civic. With a little massaging, the car received a sleeker and lower stance. The roofline had a sporty appeal, sloping down toward the rear of the vehicle enhancing aerodynamics. Again, Honda offered three engines to choose from with fuel economy in mind. The Si was the biggest improvement. Offering an engine with horsepower and torque at the century mark, there was finally a new hope for the little four- cylinder. As the new Si caught on, enthusiasts pushed the aftermarket to develop parts. Many aftermarket companies began to fill the scene with performance parts. Dreams of modifying a four-cylinder Honda and being competitive were now becoming a reality. Suspension kits, all the bolt-ons, and even internal engine modifications began to appear midway during the fourth generation of the Civic. Some enthusiasts pushed the limits with head porting, cam upgrades, and nitrous.
After the release of the 5G Civic, some builders discovered Integra engines and the B16A (DOHC 1.6 liter) engines from overseas would fit in the 4Gs engine bay with little modification. By using the DOHC motors, tuning options increased as well as power to weight ratios. Suddenly, this little car was very capable of hanging with some of the domestic cars. Good styling, great gas mileage, and potential for front-wheel-drive horsepower appealed to the younger gearheads. Attention was now on the hatchback and the import scene in general, and it was time to fail or succeed.
Fifth Generation 19921995
Succeed is what Honda did with the fifth-generation Civic hatchback. 1992 was the year during which the Civic received its most drastic changes. Suddenly, the boxy shape was gone and a rounder, more aerodynamic shape took its place. Interior comforts increased dramatically. The seats were much more comfortable, and the dash was more user-friendly.
Time was definitely spent on planning the redesign. Honda now offered four engines in the Civic hatchback. Again, it was offering choices to fit your budget, and individuality. The popular 1.6 SOHC engine was available with Hondas VTEC technology. VTEC stands for Variable Valve Timing and Lift. What this means is that Honda designed a way to change cam timing and lift based on engine speed. This allowed the vehicle to maintain good gas mileage and low emissions in the low rpm range, while having a significant increase in power in the upper part of it. When the VTEC is activated at the designated point, a third rocker arm comes into play and forces the power lobe on the cam to activate. This is all achieved by the ECU determining that water temperature, oil pressure, rpm, and vehicle speed are at a safe level for activation. Once everything is within tolerances, a signal is sent to the VTEC actuator which then engages a hydraulically operated piston. The piston then moves the third rocker arm, which begins operating the power lobe on the cam. In a way, it was Hondas way of having a stock-like cam operating at the low rpm and a performance cam as you rev the engine higher. This technology really caught on in the aftermarket world. This increased horsepower allowed for a high-revving motor. Enthusiasts now had more than a handful of manufacturers to choose parts from, and with so many people involved, designing a unique vehicle was not a problem. But the most important thing was what Honda gave us. Some nice engineers decided that the new Civic should be based around the soon-to-come third-generation Integra. What did this mean to us? Well, at first, not much, considering a lot of people were still tinkering on the fourth- generation Civic. It didnt take long for someone to figure out the Integra motors bolted straight into the new Civic without any mods.
Sixth Generation 1996Present
The sixth-and-final generation of the hatchback was something of a surprise. Honda again went to work creating a completely redesigned Civic. The engineers implemented increased safety features into its design. New crush zones were added along with additional steel door reinforcements. The change in body style and added safety also increased the weight of the vehicle. A sudden need for more control over vehicles brought about OBD II. OBD II was designed to meet newer, stricter EPA standards by electronically monitoring engine functions. Increased signifigantly over OBD, OBD II allows almost complete engine control and also monitors parts of the chassis, body, accessory devices, as well as the diagnostic control network of the vehicle. Somehow, the majority voted for this, and the result was a market that was afraid to touch an OBD II car. Nobody was sure what the result would be. Would simple changes such as an air filter make the ECU go into safety mode? If so, how would internal engine work affect it? Apparently, the new hatchback went one of two ways: It was either loved or hated. Honda was looking for a unique appearance for the Civic and that they definitely found. It still stands out and following suit with the other generations, parts-a-plenty have been developed for it.
Engine swaps, nitrous, turbo kits, along with full race suspensions started popping up all over. Body kits ranging from mild to wild are still being created for this model. No doubt, the sixth-generation Civic is more alive today than its predecessors. Some of the fastest import racers rely on this chassis to get down the 1,320 in under 11 seconds. As well as being a good chassis to build a drag car on, again this Civic hatchback is a very capable auto-crosser with a few minor suspension tweaks. This imay not be the most memorable of the Civic hatchbacks, but it is the last one for us in the States.
In any case, the sixth-and-final generation of the hatchback still lives on in enthusiasts hearts, and the demise of the Civic hatchback is one of sadness for Honda nuts. We can only hope that Honda will someday bring us another hatch, if only as a limited edition. Hey, Honda, read! Bring us the VTI hatchback or even a Civic Type R!