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honda hs624 snowblower manualLast Tank: 34.0 MPG 1 minute ago Blackbetty83 fueled-up their 1999 Honda Civic. Last Tank: 26.5 MPG 23 minutes ago adyelmoro updated the photo of their 2009 Honda Civic. 27 minutes ago adyelmoro added a 2009 Honda Civic to their garage. 36 minutes ago andymilby added 1 notes for their 2020 Honda Civic. 52 minutes ago mjf711 added 1 notes for their 2009 Honda Civic. 2 hours ago mattmac2007 fueled-up their 2008 Honda Civic. Last Tank: 23.4 MPG 5 hours ago It may cost a bit at first. But that car you remember might not bear much semblance to what you'll find after some cross-shopping. In the years since then the Civic has grown, and Honda has vied for more of the mass-market, but in the process has lost a lot of the appeal that used to charm miserly enthusiasts, as well as affluent households who could afford more, to add a Civic to the garage. That said, the Civic remains a comfortable, spacious, and economical small-car choice. The Civic still comes in standard Coupe and Sedan models, a Civic Si two-door coupe, a Civic Hybrid sedan, an eco-minded Civic HF, and a Civic Natural Gas. The newest generation, all new for 2012, builds on the car's traditional strengths—sporty roadholding, good gas mileage—but faces increasingly stringent competition from new entries like the Hyundai Elantra, Ford Focus, and Chevrolet Cruze. While the new Civic retains much of the futuristic, previous-generation model—including its rakish roofline—it tones down the look with more conservative rear styling. Likewise, inside Honda has kept the dual-tier instrument panel but recontoured it to cant slightly (and disconcertingly, to some) toward the driver. Review continues below The 140-horsepower, 1.8-liter engine, paired with either a five-speed manual or five-speed automatic, feels strong and responsive, and it isn't at all boomy when revved as some other models. The Si performance model gets a larger, 201-hp, 2.4-liter four that promises—but doesn't quite deliver—a stronger kick.http://www.glaskunstcentrum.nl/images/ford-focus-midget-engine-owners-manual.xml
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Meanwhile, our favorite of the lineup is probably the improved 2012 Honda Civic Hybrid, which gets an improved version of Honda's mild-hybrid system and impressive 44-mpg city and highway ratings. Front seats are a little short and flat, but backseat accommodations are among the better ones for this size. Trunk space is vast, too. Road and wind noise aren't quite the issues they were in the previous-generation Civic, and the ride is a bit softer. But while interiors have been rapidly moving upscale in this class, the Civic's interior feels like a sore point, with hard plastics, thin-feeling panels, and a relatively cut-rate feel. But that base DX model doesn't come with all that much—windows are hand-winding, and there's no Bluetooth, air conditioning, or cruise control. Other models add features—like an improved navigation system, USB inputs, and a new secondary display screen in the line of sight—but also have much a much higher price tag, and it's disappointing that Bluetooth and satellite radio are only offered on the top-of-the-line EX and EX-L models. We see the taillights as vaguely echoing those of the mid-size Honda Accord, while the front end has a bit more of a chiseled look. Otherwise, while the Civic's flanks have been a little more sculpted—including a raked-upward character line—the roofline looks remarkably familiar, and its footprint is about the same as the outgoing model. Inside, too, Si models get a sportier theme, with darker trim, sport seats, and details like a leather-wrapped steering wheel. On the other hand, the Civic Hybrid blends in even more so with the rest of the line; it gets different wheels and front fascia, plus a small spoiler on the trunk lid, but you'd have to read the badges to know that it's the Hybrid—making it the antithesis of the Toyota Prius identity.http://www.zuppardo.eu/userfiles/ford-focus-manuals-uk.xml While some might find the curvature of the instrument panel, and its dual-level instrument readouts, a bit odd, the design fits right in with Honda's emphasis on practicality over style this time. Review continues below Steering remains quite good, even though all the models in the lineup now come with an electric power system that doesn't feel quite as good, but it's easy to position the car exactly where you want it within the lane. It gets a larger-displacement 2.4-liter engine that produces its maximum torque roughly at engine speeds roughly 1,000 rpm lower than its predecessor, but as always, you still have to spin the engine toward its 7000-rpm redline to get the power. Novice Si drivers may find themselves one gear too high for useful acceleration under many different circumstances, yet the larger displacement makes it thirstier than former Si models. That's perfectly fine, as it's one of the best engines in this class, smooth and responsive throughout the rev range, without becoming boomy when you rev it like some other models. Overall, we like the manual gearbox that comes on Civics best; the five-speed automatic tends to balk a little bit with downshifts and doesn't allow manual control. It's worth noting that the 2012 Honda Civic Hybrid uses Honda's first-ever lithium-ion battery pack, which takes up relatively little room in the trunk and weighs far less than the older nickel-metal-hydride battery in its predecessor. Boost has been increased for the Honda Civic Hybrid; the hardware consists of a very thin 15-kilowatt (22-horsepower) electric motor, inserted between the 1.5-liter engine and Honda's continuously variable transmission (CVT). In most Civic models there's an Econ mode that allows a gentler throttle calibration, along with more conservative transmission and accessory settings, but in the Hybrid you might need to turn it off to better keep up with traffic on hilly stretches.https://www.airyachtnboat.com/en/article/dsc-communique-manual Because the Civic Hybrid has to restart its engine to move away from a dead stop, it's not as smooth to drive as a Prius-style full hybrid, either, with a tendency to switch the engine off momentarily in stop-and-go traffic, then hesitate for a moment when getting back on the throttle. Steering remains quite good, even though all the models in the lineup now come with an electric power system that doesn't feel quite as good, but it's easy to position the car exactly where you want it within the lane. It gets a larger-displacement 2.4-liter engine that produces its maximum torque roughly at engine speeds roughly 1,000 rpm lower than its predecessor, but as always, you still have to spin the engine toward its 7000-rpm redline to get the power. Because the Civic Hybrid has to restart its engine to move away from a dead stop, it's not as smooth to drive as a Prius-style full hybrid, either, with a tendency to switch the engine off momentarily in stop-and-go traffic, then hesitate for a moment when getting back on the throttle. Review continues below Overall, accommodations are adequate in the four-door, but definitely tight in the coupes. The seats in the 2012 Civic have been redesigned, and while better, they're still flat and too short for taller drivers to be comfortable over long distances. In either model, with the Civic's steeply angled windshield, there's a sense that the dash extends considerably into the cabin, and even in front the Civic can feel a little tight for headroom and legroom compared to other vehicles in this class. A multi-directional button on the steering wheel lets the Civic driver navigate through a menus while keeping hands firmly on the wheel, while there's a smaller screen more directly in front of the driver, for trip computer and audio functions. While the curvature of the dash is more an issue of personal taste, many more will find issue with the hard, thin-feeling plastic surfaces that top the dash. The central area of the dash on 2012 Civics without navigation fitted is a large swatch of flat gray plastic, with no texture or accent lines—and you tend to notice it as it's low and under such a long windshield. And trunk space in the 2012 Civic Hybrid is no longer significantly compromised. It's the first Honda hybrid fitted with a more compact lithium-ion battery pack, which takes only about 6 or 8 inches out of the trunk depth. Although Hybrid and Natural Gas models do still forgo the folding rear seatbacks. This is an area where compact cars have made great strides lately, none more so than the remarkably hushed Chevy Cruze, which may be best-in-class for interior quiet. The Civic Hybrid may be a step worse in this are because of its low-rolling-resistance tires. And the entire climate-control setup looked a bit like part of an older audio-system faceplate. Review continues below Those items are all included in the next-up LX, which gets a USB input, along with power windows and an auto-up driver's side window (which we some of us consider a safety feature). EX models add Bluetooth and an upgraded six-speaker sound system, while top-of-the-line EX-L models come with leather heated seats. But, in the same way that Honda typically packages its vehicles, you can't get Bluetooth on the lower trims, and XM Satellite Radio can only be had with the navigation system. LX and EX models, along with Hybrids, get an additional, smaller screen more directly in the driver's view, which accesses trip-computer and audio information (and has a customizable display). But over several drives, we've found a number of disappointments in the navigation-system and audio interfaces. While iPod integration on the 2012 Civic was intuitive and easy to use, the USB port wouldn't charge unknown devices like the Blackberry we connected, or read iPhone media via USB. And we found the Bluetooth interface itself to be quick with some handsets, oddly sluggish with another (an iPhone). Other issues included a very limited number of characters for artists and songs on satellite radio, and channel lists and songlists that always defaulted back to the first channel or first file in the library. Review continues below With EPA city ratings of 28 or 29 in the city and up to 41 on the highway, the Civic actually gets better mileage than the smaller Honda Fit. If gas mileage is a priority, you might want to reconsider. Its EPA ratings are 44 mpg on both city and highway cycles, and for 2012, it provides more boost from a larger 15-kilowatt (20-hp) electric motor. It even softens cruise-control responsiveness to save fuel. Over nearly 400 miles of driving—leaving the car mostly in 'Econ' mode—we averaged more than 45 mpg. As for the other models, we managed to about match the EPA city number in mostly city driving. Review continues below Rate your car on Performance, Safety, Features and more.In looking for a replacement I found a 2012 Honda with under 30,0000 miles on it runs like new and a very comfortable ride this car just came. In looking for a replacement I found a 2012 Honda with under 30,0000 miles on it runs like new and a very comfortable ride this car just came off lease so it was will taken care of. I would highly recommend this car and brand I drive close to 75 miles a day to and from work in the northern suburbs of chicago so we get all kinds of weather and so far I have not been let down. I expected the same of the 2012 and, while the reliability is. I expected the same of the 2012 and, while the reliability is still there, the fun to drive and interior quality of materials is lacking. In an attempt to remain affordable (and I expect the best selling small car in Canada with Hyundai nipping at its heels)there was a certain decontent feel to the 2012 and lacking some of the electronic features coming out at that time in comparable cars. That said, I have not had any issues with the car and it remains a comfortable, reliable vehicle. However, I would definately shop around before considering another Honda in the future. With Michelin MXV4 tires, it is smooth and quiet. The mileage is over 40 mpg on. With Michelin MXV4 tires, it is smooth and quiet. The mileage is over 40 mpg on the highway. I probably average 37-38 mpg in all driving year 'round. The trunk is spacious and the car rides good enough for a compact. One thing bugs the heck out of me (and I. The trunk is spacious and the car rides good enough for a compact. One thing bugs the heck out of me (and I didn't discover it until I had purchased the car): There is no engine temperature gauge. There is a blue 'C' that lights up when cold and a red 'H' when hot. These were called 'idiot' lights in the 70s. The Honda engineers took up a large amount of space on the dash to display the tachometer (which most people ignore), and skipped a very important gauge. Basically if you see the red 'H' you're probably already screwed--the engine will overheat. If you have an analog gauge, you can see the temp ticking up and take corrective action (which I have done on previous cars). For me this is a huge flaw and I will never buy another Civic again if they continue to do this. What a difference a few HP makes - 140 to 201. Amazingly fun car to drive and no maintenance except for oil changes. I like this car! Stock photography by izmo, Inc. Read our Cookie Policy. The Civic Natural Gas vehicle is anticipated to earn a 7 improvement in fuel economy compared to the current model. The Civic Sedan, Civic Coupe and Civic Natural Gas models will all be equipped with the Honda ECO Assist technology. The Civic Si sedan and coupe models will be equipped with a larger, more powerful 2.4-liter engine as well as a new 6-speed manual transmission.I'm underwhelmed. The rest of the lineup seems pretty solid though. I'm interested to see where the hybrid comes in on pricing. The standard 2012 Mazda 3 has power comparable to the Civic Si. Good recovery? And it's still not as fuel efficient. Can you post the URL. Equipped with a 1.8-liter i-VTEC engine, the Civic HF is targeted to earn EPA-estimated fuel economy1 of 41 mpg on the highway.The Civic Sedan and Civic Coupe achieve an EPA-estimated fuel economy2 of 39 mpg on the highway, an improvement of 3 mpg when compared to the current model. The Civic Natural Gas vehicle is anticipated to earn a 7 percent improvement in fuel economy compared to the current model. The Civic Sedan, Civic Coupe and Civic Natural Gas models will all be equipped with the Honda ECO Assist technology. The Civic Si sedan and coupe models will be equipped with a larger, more powerful 2.4-liter engine as well as a new 6-speed manual transmission. The new engine is anticipated to deliver 200 horsepower with 170 ft-lb of torque. Even with the larger engine and a 22 percent increase in torque, Civic Si is targeted to achieve an EPA-estimated highway fuel economy1 of 31 mpg; an increase of 2 mpg when compared to the current model. For more information on the current Civic and other Honda models, please visit www.hondanews.com. Sign up for our newsletter now! Initially revealed in Thailand last summer, the Toyota Corolla Cross will land in Canada in the third quarter of this year as a 2022 model. Great news: the world premiere is coming soon. The Japanese automaker has confirmed that its sporty compact sedan will be fully redesigned and reengineered for 2022, meaning the current WRX will retire after seven years on the market.It offers news, reviews, and exclusive videos, as well as all of the important details concerning new and used vehicles. Offering a unique combination of affordability, reliability and refinement, the Honda Civic has long been a gold standard not just for the category, but for personal transportation in general. Its dominance is in decline, though, as evidenced by our most recent compact sedan comparison test in which the 2012 Honda Civic tied for first place with the ultra-stylish new Hyundai Elantra. The Honda Civic does remain the clear leader in variety, with a wide-ranging lineup that includes sedan and coupe body styles, a 201-horsepower sporty Civic Si version, a 45-mpg Civic hybrid variant, and a limited-availability natural-gas-powered version. Even though the 2012 Honda Fit isn’t the least expensive car in the category, we deemed it the best value in our recent four-car comparison test thanks in large part to its legendarily strong resale value. Nor is it the most fun to drive. Curious, then, that we’d rate it tops in driving dynamics in our shootout of the four newest cars in the category. How does it do it? With the help of steering and pedal response that other automakers could only dream of delivering. It’s easy to overlook excellence in these areas, but just as driving feel is a big part of the magic in a Porsche, the way the Civic gracefully listens and responds to a driver’s input is a key reason we consider the 2012 Honda Civic the connoisseur’s compact sedan. Everything works wonderfully, but the design, textures and materials put its visual appeal in the bottom half of the segment, behind new and newly relevant nameplates like Hyundai Elantra, Ford Focus and Chevy Cruze. It’s hard to argue against sticking to a styling strategy that’s helped keep the Civic at or near the top of the sales charts for many years running. The Honda Civic’s myriad active and passive safety technologies are included as standard equipment across the line. The EX and EX-L models sit at the top of the 2012 Civic’s non-hybrid, non-natural-gas pyramid, with the Si coupe and sedan covering performance side of the street. Nevertheless, it delivers exceptional fuel economy and plenty of power. The mileage-maxing HF trim features the same powertrain, but adds two highway miles per gallon with a lower ride height, aerodynamic adds and tires with lower rolling resistance. The Civic Si, in sedan and coupe form, comes with 201 horsepower and a six-speed manual transmission. Super reliable vehicle.I am the only owner, purchased it new. My first new car purchase. I have 60,000 miles on the car, get it serviced according to manufacturer’s guidelines, and have not had to purchase new brakes yet. Amazing! It is a fun car to drive. In eco mode the pick up is sacrificed, but it does help with gas mileage. I wish I had the lane change feature. I can see owning this car for a good 200,000 miles. Definitely get your money’s worth from this car. Handles like a dream,, great MPG. Holds value well. Good reputation (Honda). Fun to drive to get your YA-YA's out.This makes the frame 10 percent stiffer. While it scoots with newfound power and gets better gas mileage, the high-rev pizzazz and handling poise that gave the Si such unique appeal — even as its competitors got faster — are gone. The ninth-generation Honda Civic chose comfort over dynamics, and too much of that rubbed off on the Si. Click here to see our full review of the redesigned Civic, and here to compare the 2012 and 2011 Civic Si. We tested the Civic Si coupe. With 31 pounds-feet more torque than the old 2.0-liter Si, there’s enough oomph to get moving in 6th gear above 45 mph or so, no downshifts needed. Pushing the car toward its 7,000-rpm redline reveals little of the high-end rush that the old 2.0-liter unleashed, but most editors found the experience refined enough to enjoy. Like most performance hatches, the car still needs premium gas — a longstanding Si requirement. Alas, the engine hangs revs too long, delaying a half-second or so before the tach needle falls back to earth — and blunting the precision of a well-timed rev match. Mash the pedal hard, and the front-drive Si succumbs to some torque steer, but it’s not as pronounced as quicker front-drive cars like the MazdaSpeed3. Similar cash gets you a smidge-quicker Volkswagen GTI or Mini Cooper S, while the V-6 Ford Mustang and Chevrolet Camaro will show an Si driver their taillights by 2nd gear. The Si never packed the most potent motor, but redemption always came in its reflexes. Attack a corner, and the car feels out of its element, with pitchy body roll and soupier turn-in precision than any performance compact ought to have. Cut the wheel harder, and the nose pushes readily. It’s all but impossible to drift the tail, something Honda’s CR-Z does so well. A standard limited-slip differential quells uneven wheelspin, too, but the Si’s heavy nose wins the dynamics fight time and again. It’s firmer than the regular Civic, with more road noise from the Michelins, but overall ride quality benefits from the redesign’s softer tuning. A lot of performance compacts are road-trip nightmares; the Civic Si is viable. Most editors found headroom tight in our test car, whose standard moonroof cuts headroom by 0.4 inches versus lesser, moonroof-free trims. Our staff had differing opinions on the seats, which I found too stiff compared with the non-Si sedan’s cushy chairs. Another editor, in contrast, found seat comfort outstanding. A Honda engineer conceded the short shrift on interior quality; faced with widespread criticism, the automaker has promised improvements by the 2014 model year. The last Civic had standout quality; its successor feels midpack at best. Trunk volume totals 11.7 cubic feet in the Si coupe and 12.5 cubic feet in the sedan — more than before, but still at the small end of the compact segment. The coupe hasn’t been crash-tested, however, and structural differences mean the sedan’s scores don’t translate. Click here for a full list of safety features, or here for our evaluation of child-safety seats. Other features include larger wheels and a leather-wrapped steering wheel. Curiously, the non-Si Civic offers an EX-L trim with heated leather seats, but the Si is only available with cloth upholstery. As a factory performance compact, it falls short, especially given the competition. The good news for Honda is that a lot of performance enthusiasts might not care much. The Civic is arguably the most customizable car in recent history, and those who find the Si too dull can have at it with a parts catalog and a lot of free Saturdays. My son did jam the key in the frozen door lock, and we had to replace that. 166,000 miles and my mechanic says it's absolutely fine. Not plastic junk. I wish it had more horses but if yer looking for good city car this is it. Great turn radius and gas milage. Was durable, fast, and easy to drive. Great compact car. Porsche Cayman GTS 4.0 We may earn money from the links on this page.Now here we are with the latest renewal—generation nine—and we confront the inevitable questions: Does the latest Honda Civic carry on the enviable tradition of its honorable ancestors. Is it still transportation for the spirit as well as the body? But he says he draws his dynamic inspiration—“energy coming from inside to outside”—through yoga, which may be spiritual but ain’t exactly kinetic. The Car An EX sedan with an automatic transmission—the variation tested here—isn’t exactly the most exciting Civic. Invited to help ourselves from the 2012 inventory, we’d go with the sportier and much more powerful Civic Si. But the EX trim level at the upper end of the Civic range gets a lot of the sales action—it’s what they call the “volume car” in the cubicles of marketing departments. Consistent with previous policy, Honda’s trim levels tend to be complete packages; there are essentially no stand-alone options.Even though the ninth-generation car’s footprint is unchanged from that of gen eight, that statement holds more truth here than in most applications. The wheelbase has shrunk by 1.2 inches to 105.1. (The coupe’s wheelbase diminishes by 1.1 inches to 103.2 inches.) Alterations to the wheelbase entail fundamental changes to a vehicle’s basic architecture—vindication for the “all-new” descriptor. HIGHS: Exceptionally quiet for this class, improved interior materials, roomier than its predecessor, comfortable. LOWS: Subliminal styling update, lots of body motions, deliberate handling responses, all but devoid of character. Honda claims an interior-volume increase of almost four cubic feet—now up to 95 cubes—versus the gen-eight sedan. The most readily apparent element of this gain is 1.6 inches of additional rear-seat legroom. Shoulder room has been increased—by three inches in the front and one in the back, according to Honda—interior plastics have lost their hard sheen, and skinnier A-pillars improve forward sightlines. Where the all-newness is hard to perceive, though, is from outside the car. Honda redid the Civic’s sheetmetal—it now has a longer hood and revised headlights, as well as other subtle creases and timid sculpting—but unless you see new and old parked cheek by jowl, we bet you’ll be hard pressed to see this car as new. It was refreshingly rare for Honda, but with this new generation, the design department has reverted to form: no risks, no distinction. Still swoopy enough to look interesting—Honda calls it “one motion design”—but not enough to provoke envious glances. One positive note—although it doesn’t mitigate the cautious styling—is that the redesigned Civic weighs a little less than its predecessor. Depending on model and equipment, it is anywhere from 20 to 55 pounds lighter, according to Honda. That’s not much, but it’s rare for a new car today. Another familiar element of the new Civic line lies under its sloping hood: the 1.8-liter SOHC 16-valve i-VTEC four, bolted to a five-speed automatic transmission. If you want a manual transmission—a five-speed—you have to go for one of the lesser trim levels (the EX was available with a manual last year). Your punishment for making this choice is that you can’t opt for Honda’s nav system, which is limited to the EX and EX-L trim levels. This means you can’t have satellite radio, either—it’s baked into the nav package. Output is unchanged—140 horsepower at 6500 rpm, 128 pound-feet at 4300—although the power peak now arrives 200 rpm later. Considering its long-stroke design (81.0-mm bore, 87.3-mm stroke), the 6500-rpm power peak is pretty high. But it’s unlikely that owners will get there often, since the transmission wants to upshift as early as possible and doesn’t really invite manual operation. All the foregoing is about fuel economy, of course, and that’s the good news. We averaged 33 mpg. It’s also interesting to note that EPA highway ratings are 3 mpg higher for the EX than for DX or LX editions equipped with the manual gearbox. The other good news is that ambient noise levels in the new EX are distinctly lower than in the gen-eight model. The bad news? That would depend on your expectations. The 2012 Civic EX achieves 60 mph in nine seconds flat and drones through the quarter in 17 seconds at 83 mph. If you’re looking for haste, buddy, you’re shopping at the wrong store. We must admit that Honda accomplished these objectives, but at what cost. The company slowed the ratio of the electric power steering, allegedly to enhance linearity. What we observe is diminished road feel and reduced response. The suspension tuning is noticeably softer, diluting transient response and allowing more-pronounced body motions. Braking, rarely a strong suit with Civics, is merely adequate—184 feet from 70 mph to zero.Assembly and materials are high quality, and for the driver whose requirements are limited to competence and comfort, the 2012 Civic will do very nicely. But another cog in the transmission would make the going even smoother, allowing the engine to spend more time in the comfortable part of its power band. We’re disappointed that the Civic is sticking with a five-speed auto while others (e.g., Hyundai Elantra, Ford Focus ) are graduating to six-speeds. More important, the eager responses that have characterized Civics over almost four decades are missing. For those drivers who seek involvement, the latest Civic will be disappointing. With the exception of the Si, Honda has turned the Civic’s character dial toward bland—turned it almost all the way to the stop. You may be able to find more information about this and similar content at piano.io. Honda, handout Honda, handout Ask any auto manufacturer. For all the conspiracy theories attributed to them — everything from the stifling of the 100-miles-per-gallon carburetor to force-feeding us gargantuan SUVs we supposedly didn’t want — the biggest conundrum facing automakers is deciphering the North American motoring public’s often conflicting demands. Basically, we want it all — more room to stretch our legs, more power and, to a growing and particularly noisy minority, better fuel economy. It doesn’t take an engineering degree to figure out that desires One and Two are in direct conflict with Number Three, so exactly which attribute you choose to focus on will play a significant role in your products’ future success. Making things even more difficult is that what we — and the headlines trumpeted by the media — say we want isn’t necessarily what we will buy. Guess the wrong mix and watch your latest product revision tank. Imagine poor Honda’s quandary, then, when it introduced the last (eighth-generation) Civic. Then, as now, everyone was lamenting the spiralling price of gasoline and demanding better fuel economy. Honda listened and designed its then-new Civic with a relatively fuel-sipping 1.8-litre four-banger with but a modest increase in displacement over its 1.