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High on the success of its new car, Honda introduced the second family of 'Super Civics' in 1979. It bombed. It was undoubtedly better, with superior aerodynamics, more integrated styling, a more economical engine and roomier cabin, but it lacked the dinky style and jaunty air of its predecessor. Iwakura admits that the company placed too much emphasis on the results of marketing surveys, neutering the verve of the first Civic with a better-performing but less engaging car. "Customer response was lukewarm at best and car buyers were just not impressed with the way it looked. We were crushed but our own vanity was to blame because we played it safe second time round," he candidly admits.
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Despite this waning interest, the second generation broadened the Civic range. It saw the introduction of the first Civic 5-door hatchback, and an estate version followed, while the lean-burn engine grew to 1.5 litres in capacity and produced 70bhp at 5,500 rpm. Like the first model, the second Civic could be had with either a four-speed manual or two-speed automatic gearbox, these later upgraded to five- and three-speed transmissions. It was more versatile too, featuring a split rear bench, gas struts for the hatch tailgate and more interior stowage space. Ride and handling were also improved, Honda's engineers making use of the newly completed Tochigi proving ground to good effect.
In 1981 a four-door version was launched. Also known as the Ballade, this car was also built under licence by the Austin Rover Group and sold as a Triumph Acclaim, beginning a long - and not always happy - relationship with the British manufacturer that would eventually see the Civic being manufactured in the UK Customer reaction to the second Civic may have been lukewarm, but it kept its presence in the sales charts, so that by the end of 1982, three million had been manufactured.
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