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It is generally accepted knowledge not to mess with a good thing, which is why there haven't been many earth-shattering changes to the Civic over the past decade or so. Well, folks, the earth has been shattered. Along with the host of improvements that usually accompany a new Civic -- bigger engines, more interior room -- comes a new shape, a new approach to interior design and a new commitment to safety.

Honda's messed with a good thing -- and they've made it even better.

First Glance

"Umm...I asked to see a Civic, you're showing me Accords." I wonder how many Honda dealers will be hearing that? The new Civic's styling builds on the puckered-and pudgy-look of the recently-redesigned Accord. The Japanese-styled sedan is a bit awkward, but the US-designed coupe is a real looker.

But it's what's underneath the skin that I like best. Honda designed the Civic using what it calls "advanced compatibility engineering". Translation: It's designed not to get pummeled when hit by a bigger vehicle. Honda showed us a Civic that had been slammed head-on into a two-ton Odyssey minivan. The Civic's front end had crumpled and passed the forces of the collision up through the roof rails, the passenger compartment staying intact and keeping its shape.

Civic's commitment to safety goes deeper: Antilock brakes and side airbags, once available only in higher-end Civics, are now standard in all 2006 Civics, as are side-curtain airbags.

Way to go, Honda! Side impact protection has been beefed up -- no easy feat on the coupe, which has no central door pillar -- and the front end is said to be more "pedestrian friendly" (which, by the way, is no excuse to mow down your ex, no matter how strong the urge may be).

In the Driver's Seat

Honda took a new approach to the dashboard by splitting the instrument panel into two levels. The most important information -- speed, fuel level, and engine temperature -- are displayed in the top pod, just below the windshield. Secondary information -- engine RPM and the like -- are in the lower pod.

Like me, the new panel is odd-looking but works well. Confusing instrument panels are one of my pet peeves; I hate having to scan the entire instrument panel just to figure out if I'm about to run out of gas (or afoul of the law), so I love this new design. Honda had a few competitor's cars for us to compare, and the Civic's split panel made the traditional two- or three-gauge cluster in cars like the Toyota Corolla, Mazda 3, and even the previous-generation Civic look years out of date. Look to the right of the instrument panel and you'll see something else new: A satellite-linked navigation system, optional only in the top-of-the-line Civic EX.

One of the old Civic's slickest features was the back seat's flat floor. It's back for 2006. The back seat itself is OK for shorties like me, but taller folks will find their head rubbing against the roof or, in the case of the coupe, the top of the rear window.

On the Road

The outgoing Civic earned many words of praise, but "quiet" wasn't one of them. Honda has finally turned its attention to the Civic's road noise problem, and the new model is remarkably quiet with only a wee bit of wind noise intruding over 75 MPH.

Engine size is now 1.8 liters, up from last year's 1.7, and while different Civic trims used to get different power levels, all Civics (aside from the hybrid and hot-rod Si coupe) now have 140 horsepower and 128 lb-ft of torque to haul them down the road. Manual transmissions are usually a Honda strong point, but I was disappointed by the new model's imprecise shifter. And the new drive-by-wire throttle, which sends signals from the gas pedal to the engine electronically (in other words, there's no mechanical connection between gas pedal and engine), has a slight delay that is noticeable with the stick-shift. It's less noticeable with the optional 5-speed automatic (last year's was a 4-speed), though, and the engine's variable valve timing system helps automatic Civics feel more responsive from a dead stop than the old model.

Fuel economy? Truly amazing: EPA figures are 30 MPG city/38 MPG highway (!) for the manual transmission, 30 city/40 highway (!!) for the automatic.

Journey's End

Let's talk finances. For years entry-level Civics have been as sparsely equipped as ox carts, but things have improved for '06. The entry-level Civic DX costs around $15k and comes with antilock brakes, airbags all around, and power windows, though it doesn't include a stereo. The $16,500-or-so LX adds a CD/MP3 player, air conditioning, power mirrors and locks, cruise control and floor mats. And if $20,500 seems high for the top-of-the-line EX, consider that you get all of the above plus a sunroof, high-end stereo with XM satellite radio, and a voice-activated satellite navigation system. An automatic trans ($800) is the only factory option; all others are dealer-installed (and usually overpriced).

Civic has always been the small-car trendsetter, and the new Civic sets new standards for safety, styling and comfort. I love the new interior design and I applaud Honda's commitment to safety; I bet competitors will soon follow suit. But I must confess to missing the small-car exuberance (and the hatchback versatility) of the Civics of yore. If you want cheap-n-cheerful, the Mazda3 might be more your speed. But if you're looking for the safest, cushiest, and most advanced compact car on the market, you're going to love the new Civic.