First, we should reiterate that this was a LX trim sedan because the EX was too expensive to meet our comparison test's price cap. Also, this particular Civic LX came from Event Vehicles (www.eventvehicles.com) in Beverly Hills because Honda was unable to supply us with a car that fit our specific requirements for the test. Several key features, such as ABS and side airbags, are not available on LX trim Civics, even as extra-cost options. Other items, like remote keyless entry and a CD or cassette player, have to be dealer-installed (likely incurring the costly dealer mark-ups that go along with such installations). Despite this lack of feature content, our Civic priced out at over $16,000, making it the fourth most expensive vehicle in the test. It seems to us that Honda is asking buyers to overlook a lot in terms of price and feature content just because of that "H" symbol on the hood.

If that "H" symbol were coupled with a truly stellar car then maybe we could overlook the value issue, but when facing off against newer entries from Mazda, Ford and Nissan, the Civic simply can't compete. One look at the performance numbers shows where the Honda took a major hit. Garnering this group's lowest figure, 40 percent, after instrumented testing, it was nearly 20 percent down from the next lowest vehicle.

Of course, that number doesn't tell the whole story. Going through our editors' notes we found quite a few comments about the car's predictable and balanced nature, yet most compliments were tempered with remarks like "harsh suspension over bumps and expansion joints" and more than one driver complained of excessive body roll due to soft shocks. Steering was described as refined with good feel, yet the spindly steering wheel required lots of input to negotiate tight corners. The non-ABS brakes were rated as progressive and easy to modulate, but one editor found them fading during a canyon run and compared the associated pedal feel to a "wet noodle." Instrumented testing had the Civic stopping from 60 mph in a front-end crunching, airbag deploying 155 feet!

Drivetrain characteristics, normally a strong suit with Honda products, did little to impress our staff. The 1.6-liter, non-VTEC engine makes a very usable 106-peak horsepower and 103-maximum foot-pounds of torque, but the engine itself is a bit loud, especially at higher rpm. While the torque band is flat and broad to make the most of those 103 foot-pounds, peak power is down compared to others in the class, as the car's lackluster acceleration figures confirm. Transmission problems also appeared as seven of our nine testers used the word "sluggish" or "clunky" in their tranny comments.

But economy sedans aren't all about performance, right? What about interior comfort, ergonomics and build quality? Here's where the Civic should have posted its highest marks and, not surprisingly, it did. Driver comfort, for instance, was consistently rated high by our team (except for our one rebel editor who never fails to complain about Honda's "too-reclined seatback angle"). Seats were universally praised for being soft yet supportive and neither legroom, headroom or hip room was an issue. Ergonomics, too, were nearly flawless with easy to reach/use climate controls and clearly visible gauges. Slots for two different-sized drinks are located in front of the shifter, but the holes are on the shallow side.

Considering how old the design is, it's amazing that the Civic still matches the competition in terms of interior design. There's no doubt that many of the newer cars in this test used the Civic as their benchmark for control placement. There's also no doubt that a Civic EX, which exceeded our $17,000 price cap by $300, would have fared much better. This vehicle has standard ABS, remote keyless entry and a CD player. It also has Honda's sweet 1.6-liter VTEC engine that makes 127 horsepower. These items certainly would have helped the Civic in both the feature content and performance categories, but it's troubling that Honda demands over 17 grand to get them.

Hondas are known for their uninspiring yet inoffensive body lines. Most editors agreed that the Civic had more character than the Corolla or Cavalier, with specific negative comments being directed toward the "old, black plastic door handles that stand out" and an overall shape that is getting tired. Other editors felt the clean design would wear well over time.

The good news for Honda (and Honda fans) is that a completely redesigned Civic is right around the corner. The 2001 Civic will be in dealer showrooms before the end of the year and we suspect it will address many of the issues brought to light during our comparison test. The 2000 Civic, like most Honda products, can't accurately be described as a bad car, even with an eighth-place finish, but the bar has been dramatically raised since 1996 and the cost of owning a five-year old Civic design just isn't worth it.

Editor Comments

I think the design is really starting to show its age. The interior was plain and rather sparse, and the steering wheel was far too thin for my tastes. I found driving the car was boring and not very smooth in terms of its suspension damping. Acceleration was also weak, but the biggest problem I had with the car was its transmission. It didn't shift up fast enough when accelerating and when slowing down it would lurch while going from third to second or second to first. Of course, the car has a proven track record and the resale value will be relatively high. -- Scott Jacobs

I was so surprised that I didn't like this car more. The engine was incredibly loud and obnoxious and the tires lacked adequate grip when cornering. I still liked all the interior storage bins throughout the car, and the suspension seemed well sorted for the most part. However, I preferred the previous generation Civic compared to this bland sedan in terms of exterior design. I'm glad the car is due for a redesign. -- Liz Kim

If the Civic were an Aries, its horoscope would read, "Beware of Y2K." This is the year the Civic is most vulnerable. The chassis is five years old, and the redesign doesn't come out until 2001. What surprises me is how well the "old" Civic still competes with most of its newer competition. If the new Civic is considerably better, the industry will once again have to readjust their sights. -- Brent Romans.

Despite our claims otherwise, all automotive journalists enter tests with certain expectations and prejudices. I had some for the Civic. Thinking it was the veteran of the group (only younger than the Cavalier by a year), and a mid-grade LX model with a weak engine and automatic transmission to boot, I was expecting the Civic to get pummeled by newer, more recent designs. The benchmark in the class for five years, Civic is a still a player thanks to its roomy, comfortable cabin, fine driving position, docile demeanor when shuttling around town, and high-quality feel to the interior and underbody hardware. Yes, the engine's loud when revved, and there's excessive wind noise at extra-legal speeds on the freeway, but most people don't drive these cars this way most of the time. Still classy-looking outside (Accord Jr.), all our test car needs to transform its personality from dowdy librarian's car to phat-ass ride is a nice set of rims and tires, a thumping stereo and some tinted glass. -- Christian Wardlaw

Specifications and Performance - 2000 Honda Civic LX
Stereo Evaluation - 2000 Honda Civic LX
Rear Seat/Cargo Area Evaluation - 2000 Honda Civic LX