Civic Duty.

Honda honors its commitment to society by casting the 2001 Civic in the image and likeness of its predecessor.

When the number one suggestion from an automaker's customer base is "a better radio," it's pretty much a given that the customers aren't looking for wholesale changes.

Although most automakers would kill to have Honda's problem, it does present a challenge when it's time to do a major overhaul on the car. If customers are that happy and can't think of a list of things they would change, how can Honda?

"A car can never have too much safety, reliability, comfort, value or environmental leadership," says Tomoyoki Sugiyama, head of Civic platform development. "We focused in all of these areas. Even if our customer is satisfied, we can never remain satisfied."

Although Honda's direction for improvement seems vague, it accomplished specific goals that will be meaningful to customers. Most noteworthy: Honda redesigned the front structure of the car to achieve a 5-star NCAP rating for frontal impacts. A new hydroformed parallel side frame and front sub-frame ride down impact more predictably, in spite of the shorter nose on the car. It also helps contribute to a 53 percent increase in torsional rigidity and 19 percent bending rigidity.

Another saleable feature is certifying Civic to meet California's ultra low emission vehicle (ULEV) standard, then selling it in all 50 states. The achievement is even more noteworthy considering power and fuel economy are also increased.

From a value standpoint, Honda made a great decision when it opted to do away with the expensive double-wishbone front suspension in favor of a strut type. By adopting a clever firewall-mounted steering box with long tie rods, Honda was able to tune out the yaw-steer effect common to struts when a car goes over a bump. The end result is a vehicle that matches the wishbone-equipped car for handling and ride, with even better steering feel. It was also an enabling factor in freeing up underhood space for better crash management, as well as moving the firewall forward to grow the interior.

Comfort in the new Civic increased in direct proportion to the amount of additional interior space Honda freed up. In this case, over three cubic feet, which bumps it into the compact-car class. The floor of the Civic is now completely flat, made possible by a blow-molded fuel tank which bends around a relocated exhaust pre-silencer that used to be under the floor. It also allows the rear bulkhead to be moved back for more legroom.

Perhaps the best news is that getting into the new Civic doesn't feel new at all. This car is recognizable as a Civic from the way it looks, feels and drives. Loyal customers will be thrilled to know that their voice was heeded. (see drive review, page 32)

Civic Program Tidbits

* 30-month clay freeze to Job-One

* Several components went directly from CAD info to hard tooling.

* East Liberty, Ohio plant produces 120 natural-gas Civics per month

* Investment at East Liberty was 40 percent lower than 1996 model

* Ramp-up is two months compared to six months for previous car

* Civic has 452 suppliers--seven more than last year

* A hybrid/electric power Civic is coming

* 2-door model--sold in North America

* 3-door model--sold in Europe

* 4-door model--sold in Asia, Europe, North America

* 5-door model--sold in Europe, Japan