The is a beloved model that grew from a small economy car to a sort of blank canvas among tuners. It is a nameplate that has been existing for 50 years ever since the first-gen Civic debuted in 1972.
The Civic is one of the best-selling cars of all time with over 18 million units sold to date. Though that number is less than half of its eternal rival, the , the appeal of the Civic has maintained strong.
With 11 generations spanning 50 years, it might be difficult to choose which generation is the best. Unlike the which had produced a few good generations, the Civic has been fairly consistent with each generation, culminating in the BMW-rivalling Civic FE.
But is the latest generation the best Civic ever? We’ll take a trip down memory lane and look back at all 11 generations before revealing the Civic-est of them all.
1st gen – The gamechanger
American-spec Honda N600, not a huge success despite these models' smiles
As Honda began to make automobiles following its success in motorbikes, their initial method of producing friendly little cars wasn’t bringing much money to the company outside of Japan.
Fun fact: The split front grille design was inspired by Honda-san's beloved Pontiac
Their largest car at the time was the Honda 1300, an air-cooled front-engine, front-wheel-drive (FF) sedan/coupe which was a sales flop. The 1300 was envisioned by founder Soichiro Honda but as it turned out, what an engineer wanted in their perfect dream car isn’t necessarily what the public wanted.
Development for the 1300's replacement started in 1970 and the team wanted to retain the FF layout for its compact car. This was revolutionary and uncommon at the time as many cars were FR (front-engine, rear-wheel-drive).
The 1.3-litre air-cooled engine was downsized to a 1.2-litre water-cooled engine and the traditional three-box shape was reduced to a 3-door hatchback body. Despite that, there was initially no trunk hatch in the Honda compact car, which was given the name Civic to represent “a car created for citizens and cities”.
The more room it got, the larger the trunk hatch (From top: 2-door, 3-door, 5-door)
Of course, the citizens were initially sceptical of Honda’s newest baby when it was launched in 1972 especially with the lack of a proper boot in early models. However, sales began to take off once a proper trunk hatch was introduced and Honda would sell an average of 50,000 units a year.
Its major global success was thanks to a combination of a major oil crisis that affected many Western nations and the rising concern of the environment. The Civic’s low-emission and fuel-efficient CVCC engine would prove to be a hit among American buyers who would trade their gas-guzzling large automobiles for the Japanese compact.
2nd gen – Let the expansion begin
The Civic’s explosion in popularity had only just begun and it helped to save Honda’s automobile arm from obscurity. The H brand would later expand its line-up with the Accord and Prelude.
Top: First-gen Accord Hatchback Bottom: Second-gen Civic 5-door Hatchback
Still, the Civic was Honda’s golden goose and in 1979, the second generation was introduced. It grew larger to accommodate buyers’ demands and its design closely resembled the Accord.
Size wasn’t just the only thing that the second-gen Civic expanded on though as this generation introduced the first Civic sedan which would be the body style more familiar with Malaysians.
Speaking of Malaysia, the second-gen Civic was locally assembled at Oriental Assemblers’ plant in Tampoi, Johor. Both the 5-door and sedan models were offered and there was even a rare 3-speed Hondamatic which was Honda’s term for its automatic transmission.
The second-gen Civic continued the same success as its predecessor but it lived a short life, having been sold for 4 years with a more modern-looking replacement launching in 1983.
3rd gen – Welcome to the eighties
As the Civic entered its third generation, the compact car received a sportier and more modern wedge design. The result is a Civic that lied at the crossroads of being a fuel-efficient car and an affordable sports car.
If a sports car is what you would like to see in a Civic, there's the CR-X and we’ve covered very extensively why it’s one of the best cars of all time. But that doesn’t mean we have found the best Civic already, there are another 8 more generations to go.
However, the third-gen Civic was really more of an econobox than a sports car but slowly, it attracted the attention of those in grassroots motorsports with its affordable price and light weight making a very interesting combo among amateur racers.
It also achieved notoriety in Malaysia, especially in the form of the hatchback. The distinct blocky shape looked like a hearse and combined with the numerous stories of fatalities as a result of illegal street racing accidents, it was dubbed the ‘Civic Mayat’.
4th gen (EF) – Kicking in
It’s debatable among local Honda enthusiasts that the ‘Civic Mayat’ term was either coined for the third- or fourth-gen hatchback. But there’s one thing that can be agreed on, the fourth-gen introduced performance to the Civic.
It was the first Civic to be equipped with Honda’s infamously rev-happy VTEC engine. The 1.6-litre DOHC VTEC 16-valve B16A engine was offered on the SiR in Japan in 1989. That VTEC engine made 160 PS and 150 Nm, and the four important letters to a Honda nerd “kicked in” at 5,500 RPM.
However, that fuel-injected engine was never offered in Malaysia, at least officially. Honda’s then distributors, Kah Motors, only offered the Civic EF with two choices of carburetted motors, a 1.5-litre single-carb SOHC (105 PS/121 Nm) and a 1.6-litre twin-carb SOHC that shared the same output.
Nevertheless, reviewers back then praised the EF’s acceleration and handling and although the engine wasn’t running on modern fuel injection, it was very smooth. Even its sleek looks matched its performance potential that it’s still one of the prettiest generations of the Civic.
5th gen (EG) – Enter the legend
If the third-gen Civic introduced the nameplate to the dizzying eighties with its design and tech, the fifth-gen Civic EG best represented the nineties with its curvy aerodynamic styling. More than its jellybean design though, the EG would turn out to be the poster child for the tuning community.
In America, this was the generation that introduced the import tuning scene and raised the appreciation for Japanese cars in the country. The impact was widened into the mainstream thanks to a certain movie that portrayed an undercover cop infiltrating a group of illegal street racers that were stealing DVD players.
That tuning culture spread all over the world and Malaysia wasn’t spared. Once again, locally-assembled (CKD) units still do not feature the venerated VTEC engine, instead, they were equipped with a 1.6-litre D16 SOHC engine (120 PS/140 Nm).
The EG was the last generation to offer a hatchback officially in Malaysia
However, that didn’t stop people from swapping it with a B16 VTEC engine down the line to get more power and that sweet rev line. As a result, finding a clean, stock EG is hard and even modified ones command a very high price.
6th gen (EK) – The cult classic
As revered as the Civic EG was, it was its successor that really got the ball rolling for performance-oriented Civics. The sixth-gen Civic EK featured a less radical design change unlike the EG but it was the first Malaysian-spec Civic to introduce the VTEC engine.
Offered on the VTi variant, the VTEC-powered Civic was the top-of-the-range EK but this was only paired to a 4-speed automatic transmission. A bummer then but there are manual swaps available.
For those looking for a decent Civic generation that was simple to tune and has that strong nostalgic air for the nineties with flannel shirts and chunky sneakers, the EK presents the right choice without breaking the bank.
This EK9 was once displayed at a Honda showroom in Seremban!
The EK’s cult status was only supplanted with the first . Available only as a hatchback, the EK9 would revolutionise the hot hatch world and pushed the Civic name permanently into the performance landscape.
7th gen (ES) – The underwhelming one
No no no no…
After all that’s said and done with the Civic’s progression up to the EK, the seventh-generation ES is the Civic’s own Bruno – no Civic enthusiasts would want to talk about it. Unlike the previous generations, the seventh-gen was more comfort-oriented.
It focused more on interior space with an emphasis on rear passenger comfort thanks to a flat rear floor. Meanwhile, the introduction of MacPherson struts at the front instead of double wishbones made this a floatier Civic than a punchy one.
Facelift shown, still meh…
Malaysian units were initially offered with a 1.7-litre SOHC VTEC (117 PS/149 Nm) while a 2.0-litre K20A i-VTEC engine (155 PS/177 Nm) would be introduced later on the facelift. Unfortunately, that might be too little too late as even from a design standpoint, the ES was more of a Civic that your old uncle would drive rather than one you would want to be in.
8th gen (FD) – The futuristic comeback
After what might have been a lacklustre generation of the Civic, Honda gave the Civic a much-needed revitalisation in the form of the eighth generation, also known as the FD.
From bland and generic, the Civic became a futuristic-looking sedan and that space-age design is best seen inside through its two-tier instrument panel. A little over 15 years after it was launched, we still think the digital speedometer is the coolest thing ever shown on a Civic.
Cool is also the expression most people felt when the FD was launched in Malaysia in March 2006. Two engines were offered for the FD, a 1.8-litre SOHC i-VTEC (140 PS/174 Nm) and a 2.0-litre DOHC i-VTEC (155 PS/190 Nm). Both engines were paired to a 5-speed automatic.
Besides the 1.8- and 2.0-litre engines, the Civic FD was also sold with an IMA hybrid powertrain and for the first time ever, the Civic Type R was sold officially in Malaysia. The legendary FD2 was the last naturally-aspirated Civic Type R with the 2.0-litre K20A making 225 PS and 215 Nm.
The FD was a huge hit in Malaysia and reintroduced the Civic name into public consciousness. Like the EG and EK, this was also a favourite among local tuners who transformed their regular Civics into Type R wannabes. Something that its successor might have trouble emulating.
9th gen (FB) – Hard successor
The Civic FB has the unenviable task of following up a comeback kid, so the comparisons to its predecessor have always been hanging around ever since it was launched here back in 2012.
The Malaysian unit carried over the same petrol powerplants from its predecessor but the Hybrid got a larger engine – 1.5-litre instead of 1.3 – that, combined with an electric motor, made 110 PS and 172 Nm. The overall design was similar to the FD and it retained the futuristic digital speedometer and yet, because it’s merely an evolution, the 9th generation was heavily criticised by fans.
The overall comfort might be good but the FD was more engaging to drive, so for purists, the FB’s softer ride made it feel like a step backwards.
However, the FB is decent for an everyday Civic, offering good fuel economy and the best practicality in its class. It’s a sound purchase as a used car too and we have a buying guide if you want to experience a liveable and underappreciated Civic.
10th gen (FC) – A return to form
Seeing how the FB turned out to be not quite the good successor to the FD, Honda had to once again make sure that the generation which came after make or break the Civic name. Thankfully, the FC went the former route and blew it straight out of the park.
The “crab claw” taillights earned the FC the Civic Ketam nickname
If the success of the FD broke new grounds for the Civic in Malaysia, then the FC fully cemented itself into the minds of Malaysians. Its design was as daring as it was controversial – those “crab claw” taillights, for instance, sparked epic discussions in mamak stalls.
The tenth generation was meant to be the first global Civic model in decades as the previous generations saw different versions of the Civic depending on the market. Still, the racy, coupe-style design was an instant hit.
Malaysia saw the introduction of the first turbocharged Civic with the launch of the 1.5-litre VTEC Turbo (173 PS/220 Nm) variants. Eventually, Honda Malaysia would bring in the Civic Type R (FK8) which despite being a hatchback, never stopped owners from converting their sedans to look like one.
Needles to say, the FC was a huge hit among Malaysians that it easily became the country’s best-selling C-segment sedan. It didn’t need the national/non-national differentiator since Proton stopped producing theirs for quite some time, resulting in our government bodies and agencies using the Civic for their ahem…civic duties.
11th gen (FE) – All grown-up
Which leads us to the current 11th-gen Civic, the FE. Gone are the naturally-aspirated engines with all 3 variants powered by a 1.5-litre turbocharged VTEC motor that is the most powerful in ASEAN (182 PS/240 Nm).
Its looks have matured a lot, encroaching closely into the larger Accord territory but honestly, the photos don’t do justice. You have to look one up close at your nearest Honda showroom or even on the road to really appreciate it but there’s no doubt that the Civic FE will be as popular as its predecessor.
The space and features are top-notch as well with the excellent Honda Sensing ADAS available as standard across all variants. That might justify the FE's much higher starting price than the FC (from RM 126k for the base E variant).
Even in our short review, we can’t help but compare the Civic FE’s drive and handling not just to its bigger brother, but the with how engaging it is.
So, is the Civic FE the best Honda Civic ever? Honestly, it’s too early to tell and we’ve only driven it around the Sepang circuit. You might have to wait for our proper review where we test the Civic FE in the real world to see if we hold on to our praises.
But enough speculating, here’s what we think is the best generation of the Honda Civic.
Winner – Civic FD
As we’ve mentioned before, the Civic’s progression with each generation has been an improvement of sorts. Up until the seventh-gen ES that is, which nearly relegated the Civic into being a forgotten choice.
The FD helped revitalise the Civic name, especially among Malaysians. While it didn’t sacrifice on comfort and practicality which Honda always excelled at, it brought out a trait that made the Civic stand out among its C-segment peers – performance. Or at least the aspiration to be powerful.
It brought back the tuner culture that was prevalent from the fourth to the fifth generation and this would continue with its successors, especially the FC. From an ownership standpoint, the Civic FD holds its values better than its contemporary rivals and used ones can be quite affordable too.
Do you agree with our decision on the FD being the best generation of the Civic or do you think it’s another generation (EG? FC?) that deserves to be the best? Sound your support in the comments.
Keyword: 50 years and 11 generations later, which is the best generation of the Honda Civic?