It’s easy to forget or understate or forget what an absolute bombshell Honda dropped on us, GM, and the small-car market in the fall of 1983 with its all-new 3rd generation Civics. Completely unexpectedly, it arrived in four distinct and unique body styles; the two-seater CRX, the sporty hatchback, the Swiss Army knife hi-boy wagon and of course the relatively conservative four-door sedan. Nobody had ever attempted anything nearly as ambitious as this before; a full family of small cars, each perfectly optimized for its intended mission. Which was, of course, to utterly devastate and demoralize GM, Ford and Chrysler.
It must have been an ugly day on the 14th floor of GM’s headquarters when Roger Smith and his acolytes first realized what just hit them. GM’s new 1982 J-cars, although originally designed to compete against the Accord, stumbled at that goal right out of the starting gate. Now the J-cars were under attack from below, and GM had nothing except its ancient, hoary Chevette. The 1984 Civics were the coffin nails in GM’s small car program. No wonder Roger Smith went off the deep end and decided to launch his ill-fated Saturn moon-shot at about this time. The Civic made me do it!
As to which member of this foursome was the most brilliant, I think we’ll all likely agree it wasn’t the sedan, but then boring and a bit dull has its virtues too. There will probably be less agreement on my pick as the most outstanding member of the Civic quads: the wagon. Yes, I’m a tall-boy junkie, and yes, we had one, and yes, it’s a precursor to my current beloved xB, so yes, I’m biased. But never have so many seemingly divergent qualities been packaged so brilliantly in a tidy little package, at least in the US.
It had an astounding amount of room, thanks to its tall body. There’s nothing like a half foot of headroom to make a very short (157.1″) car feel remarkably roomy. No cranial constriction! For taller folks, that alone was a revelation given that all subcompact cars sold here had all fallen for the lower part of the lower, longer and wider mantra of car design, the VW Beetle being the notable exception.
But that was just the beginning; the rear seat was even more of a revelation: it was totally outsized given the size of the car. Massive legroom and headroom, and surprisingly wide. I remember vividly sitting back there with my two little kids on either side of me in their booster chairs on a long drive. It made our Jeep Cherokee that came along a few years later feel downright cramped. I still get a kick when folks frist step into the back seat of my xB: Wow! This is really roomy!
And of course the wagon was fun to drive, economical and reliable. And the 4WD version that came along a year or so later was the icing on the cake. I still wish I had one.
I wouldn’t blame you for picking the CRX though, as it was “Simply Mindblowing” according to Road and Track in their review. This battered survivor is still running around in my part of town. It’s just that I prefer to sit tall and upright rather than low and laidback. Never mind the lack of headroom or a rear seat altogether. But I totally got and still get the appeal. In its own way it was just as revolutionary as the tall-boy wagon.
And of course there’s the hatchback, which almost perfectly split the difference between the CRX and the wagon. It could be just as sporty, especially in the Si version, but it was also practical with a quite usable back seat and the functionality of a wagon with its almost vertical rear hatch and the seat folded down. Something very delicious for everyone.
And for those more prosaic folks that just couldn’t get turned on by one of those more unique and distinctive Civics, there was still the sedan. Yes, a bit white bread, but not just any generic loaf. This was Wonder Bread that actually lived up to the name.
Its five inch longer wheelbase made it significantly roomier, especially in the back seat. This went a long way to making the Civic palatable to more traditional American buyers for whom the previous Civics were a bit too far outside the mainstream. Honda was shooting for the heart of the small car market, and it hit the bulls eye, four times in a row.
This generation ushered in the trademark Honda low cowl in the Civic line, which materially enhanced visibility and engendered a feeling of spaciousness beyond the actual metrics. We can only dream…
And we did have to dream a bit when it came to actual performance, as these non-Si Civics weren’t exactly hot rods. The 12 valve 1.5 L SOHC carbureted four was rated at 76 hp, a number that seems as remote and outdated as that low cowl. But teamed with the slick-shifting four speed manual and thanks to their light weight (some 2,150 lbs.), they afforded plenty of fun, especially in town and on curvy roads. The 3-speed Hondamatic blunted that some, but even our automatic wagon managed to put plenty of smiles on my face hustling up Topanga Canyon wide open.
The sedan (and wagon) was not offered in Si trim, at least in the US, but that was of course a pragmatic decision to simplify the number of trim versions, something Honda was very big on back then. It’s not like Honda needed any reason to boost sales; in the 1980s pretty much the only way to buy a new Honda was to go to the dealer, put down $500 on the model of your preference and wait for the phone call telling you it had arrived, maybe in the color you actually wanted. And then of course there were the mark-ups over MSRP and the unwanted dealer-installed options. But that didn’t stop Americans for getting in line with their five Benjamins.
This particular Civic sedan has been at this location for as long as I’ve been shooting CCs (17 years now). And it sports this somewhat unusual sticker; a bit unusual inasmuch as I used to read a lot of comments from folks who served in WWII (or their kids) stating that they wouldn’t touch a Japanese car for love or money. Obviously there were exceptions, and probably plenty of them. Some might have appreciated the tenacity with which the Japanese fought and projected that quality to the tenacity they brought to building remarkable high quality yet highly affordable cars and other consumer goods. Or they just got over it.
This generation of Civics played a significant role in Honda’s increasingly successful acceptance and expansion in America. Of all the Japanese manufacturers, Honda has had the highest percentage of its global sales come from the US for quite some decades now, and with an 8.5% share of the market, that strategy has worked out very well indeed. Boring but effective.
Related CC Reading
CC Capsule: 1987 Honda Civic – A Thank You Gift That Is Still Giving by G. Beckenbaugh
Curbside Classic: 1984 Honda Civic Wagon – A Fun Box Of Practicality by Eric703
Curbside Classic: 1987 Honda Civic 4WD Wagon (Shuttle) – The Automotive Swiss Army Knife by PN
Curbside Classic: 1984 Honda Civic DX (and 1987 Si) Hatchback – Peak Civic? by PN
Curbside Classic/Vintage Review: 1984 Honda CRX – “Mind-Boggling. Simply Mind-Boggling” by PN
Curbside Classic: 1993 Saturn SL – GM’s Deadly Sin #4 – The Eulogy by PN
This and the next generation of Civics were so great. I smile every time I see one, just wonderful cars.
I recall when these were new, C/D did a test of each of the Civic body styles. In testing the wagon, one of the Counterpoint writers – think it was Rich Ceppos – liked the Civic enough that he and his wife decided to buy one for themselves: “I wanted the Si hatchback and my wife wanted the sedan, so we compromised and bought the sedan”. Ah, couplehood in a nutshell. After driving the wagon, he thought maybe they should have “compromised” on the wagon instead.
I liked the ’84 Civics too, but because it’s Honda, they won’t but all the good stuff in the same car. The sedan offered some luxury-leaning bits; the hatchback the more powerful engine, the wagon foldable-every-which-way seats and AWD availability. Every time I’ve looked at new Hondas I didn’t buy one because I could never get one equipped as I wanted.
I knew the CRX was based on the Civic but I remembered it being sold as a separate model rather than a Civic variation. I never understood what selling point the CRX had over the Si hatchback, and it had obvious disadvantages.
“They won’t but all the good stuff in the same car.” Honda still operates this way.
Especially on lower-trim models, Honda offers the fewest color choices of any manufacturer. As an example, if you want to buy a new Honda Accord LX, your exterior finish options are black, dark grey, light grey, red, and white — with red or white being a $455 adder. And in many cases, the only interior color available is black. So, again using the Accord as an example, if you specify the dark grey exterior finish, you have the option of black or grey interior. But when you choose the light grey (or black, or red) paint, you’re stuck with a black interior.
Almost from the start, American Honda has taken this restrictive attitude towards options that has always driven me crazy. (It was a U.S. thing: In Japan, Honda had a lot more trim levels and also standalone options.) I have often liked Hondas, but the way they’re merchandised here is deeply obnoxious.
I bought one of the final year Fits just before covid and even the configurator wouldn’t let me choose a color other than silver or a darker metallic gray with a manual.
Perhaps the owner of the White 4 dr is a Japanese- American that fought in the war? It’s possible.
My ex BIL had one of these back in the day. Light Blue, Blue interior. Was not quick by any metric (Now OR then), but it was much more reliable than his 2 dr “Bronco II” (which his father always referred to as a “Jeep”).
Japanese Americans did serve on the Italian front. Must’ve been strange having interned parents (on Presidential Exec. Order). I had a coworker whose father was interned, and was deeply hurt by it.
Same thing Stalin did to Soviet Germans.
Your BIL wasn’t necessarily misguided to use “Jeep” for the Bronco. While the term’s origins are murky, it was used for other vehicles as well, e.g. the Dodge WC trucks, not to mention the Ford GP model.
I happen to be writing an article now about a relative of mine who was a WWII vet and harbored very negative views toward the Japanese… until be bought a Camry in 1990. In his case, he was dissatisfied with the new Chevy Luminas (he was a longtime Chevy owner), and realized that despite his misgivings about buying Japanese, the Camry was clearly the better car. Given my relative’s many disparaging comments about people who bought Japanese cars, I was pretty shocked when he bought a Toyota – it was clear to me then that the US auto industry was in pretty serious trouble.
A few weeks ago I saw a 1990 V6 Camry similar to his – so I photographed it and began writing the article. I found it interesting that the Camry I photographed had a Korean War vet sticker on it.
A very nice original version of one of the wagons turned up for sale in my area a few months ago. It was extremely clean with just a touch of rust getting started, and was priced very reasonably. I had to resist the urge to go look at it, because I really loved these early Civics, despite not having much firsthand experience with them. I decided that in the unlikely event that I adopt an old car with a carburetor, it is going to have to be something simpler than one of these.
I was a younger man in my late 20’s when these dropped. BAM. No one else came close to offering the choice or quality of the Civic for quite some time. It was a tsunami in the small car market. I personally loved the wagon but when in the market soon after these dropped I needed something a little larger with hauling capacity. But these were very, very impressive.
The previous generation (I owned an ‘82 hatch) had every variation but the CRX, though of course the wagon wasn’t a Tallboy, so I see this gen as an excellent example of Japanese continuous improvement. But what an improvement! At various times I came close to buying all but the sedan. I came to appreciate the Accord sedan over time, but with the other choices in this and the succeeding generation of Civic, I didn’t really get it. But it was certainly popular. By the way, I saw a white Si hatch of this generation last week. Stock looking, clean, and sounding, briskly driven by an elderly man. First non-CRX or wagon of this generation that I’d seen in a while.
That’s all a bit optimistic in retrospect. The model variants were common at least in Europe. The same goes for the Japanese competition, see Toyota, Nissan etc. In detail, the compact segment specification may be correct when viewed in the USA. In terms of price, for example, the CRX was no cheaper than a larger Ford Capri or Opel Manta, and certainly not a Nissan Synny Coupé, 200 SX or Toyota Celica and the like. The Civic 4 WD was even more expensive here than a comparable larger Nissan Prairie (Stanza Wagon) or Toyota Tercel Wagon or Mitsubishi Wagon 4WD. The FWD version was also considerably more expensive than the station wagon versions of the Nissan Sunny, Toyota Corolla, Mitsubishi Lancer or Ford Escort, Opel Kadett. Honda has always been a more exclusive and not so much a mass market product in Europe. The focus on the US market was probably the decisive factor here, which is why Honda has not played a role in Europe for years.
I will forever argue that the model that Honda called “hatchback” wasn’t a hatchback at all, but a shooting brake. For me, a hatchback is based on a sedan or coupe with the trunk… truncated. (or vice versa – the Mk I Jetta sedan/coupe added a trunk to a Rabbit). To my eye, the Civic Hatchback was a CRX (sports car) with a “longroof”, the very definition of a Shooting Brake.
A shooting brake was a large utility wagon for hauling guns, beaters and other gear to shooting events they werent sporty and they werent hatchbacks.
I’ve always thought that the Civic “breadbox” hatchback seemed similar in concept to the Chevy Vega Kammback.
I bought one of the final year Fits just before covid and even the configurator wouldn’t let me choose a color other than silver or a darker metallic gray with a manual.
A near by resident of where I’m staying was hiding rust spots on a Civic hatch that model recently automatic car in white, I havent seen one in ages, I drove a manual hatch version a few times, zippy little thing around town, but they are nearly all gone now.
The Civic has been the best-selling car in Canada for 24 of the past 26 years. It’s always helped that they’re made in Alliston, Ontario, as they have been for at least 35 years now. They passed the 10 million mark in 2023 and are unlikely to stray far from the top spot any time soon, assuming the factory survives the current upheavals.
Is this car still driven by a WW2 vet? The youngest would be 98!
No, but it appears that it was once upon a time.
Just came back from a BDay party and was talking with a person I know who knows my wife. He is a Honda and Toyota trained mechanic. Talking cars, mainly an MR2 getting an updated engine in his garage. and we got off to Civics. he once owned an 83 sedan while I owned an 80 Wagon. Both of us wished to have them today. Not happening for me but almost did for him as I saw one in a small corporation yard, an 87 Hatchback in red, and showed it to him. The for sale sign said $800 and he was ready till I said in Reno and the next week it was gone.
After that we went on to new cars and he elaborated on what he has against the new Hondas and Toyotas from a maintenance point of view. For example the front seal on a newer Honda CVT that fails can’t be replaced. Honda doesn’t sell one separately. You need to replace the transmission. Then the Toyota with 20 individual modules to control functions. They are so expensive that if the car is maybe 5 years old, and one fails, the car could be totaled.
Paul: You refer to the quick-shifting 4-speed manual transmission. As I recall, only the base hatchback (and CR-X?) came with a 4-speed. The 85 Civic sedan we test drove, and the 85 Civic wagon we bought were both 5-speeds, and very slick shifting! Great car, never regretted buying it, but do regret selling it to some friends when it only had 85,000 miles on it. Replaced it with a 91 Civic wagon, also a 5-speed, which went to 146,000 miles. Then an 07 Fit, and now a 2013 Fit, 5-speed manual of course. Sadly, Honda does not make a suitable replacement, so this will likely be the end of the line for our small manual transmission Hondas… 🙁
I got out of China in mid1984 and arrived in Hong Kong. Since I always pay attention to car even there was no much around in China back then, one exception was the diplomatic circles of Beijing where many modern West and Eastern European and Japanese vehicles ran around even before China opened up.
Back to Honda Civic, I noticed there were very modern looking 1984 Honda Civic hatchbacks running around in Hong Kong streets, there were even few CRXs too. One month later I arrived in Toronto, my causin just graduated from engineering school and in his first job has a brand new 1984 Civic sedan. I sat on it many times, my first impression was that greed LED digital clock at the center of dash board and the very low dash offering a good view in the front seats. Then I noticed the wagon model was even nicer looking and more practical. I believe the Honda Civic in that vintage were today Tesla vehicles, they are forge leaps in vehicle trends and design .