Why the double-wishbone setup in EG8/EG9 (and other 5th-gen Civics) is often regarded as better than the suspension systems in later Civics

 

Why the double-wishbone setup in EG8/EG9 (and other 5th-gen Civics) is often regarded as better than the suspension systems in later Civics? 

Like the EK4, EK9, and even FD2, despite all of them using some form of “double wishbone” or “advanced strut” systems?

🧩 1. EG-era Double Wishbone Was 

Pure and Uncompromised

The EG (1992–1995) generation Civics (and Integra DC2) used a true double wishbone suspension front and rear — a design derived from Honda’s racing philosophy of the late 1980s–1990s.

• Geometry priority: Honda’s engineers in the early 90s designed the EG platform with performance handling as a core design goal, not cost.
• Both front and rear used independent upper and lower control arms with optimal camber gain and roll center control.
• The layout gave consistent tire contact patch through compression, lean, and rebound — which equals more mechanical grip and better corner predictability.

💡 In short: the EG’s double-wishbone was a race-bred suspension geometry that allowed excellent camber recovery, great steering feel, and maximum grip in corners.

🧱 2. EK and FD Double Wishbones Were “Compromised” by Packaging & Comfort

When the EK (1996–2000) was developed, Honda faced new challenges:

• Stricter safety and crash regulations
• Higher ride comfort expectations
• Need for more cabin and engine bay space
• Reduced production cost

So while the EK still technically used double wishbones, the design was shorter, more upright, and less ideal geometrically than the EG’s.

Generation	Double Wishbone Quality	Explanation
EG (5th Gen)	Full, wide-based geometry	Long upper arms, wide wishbone angle, better camber control, low roll center movement
EK (6th Gen)	Compacted design	Shorter upper arms, more vertical geometry to fit taller body, reduced camber gain and grip in roll
FD (8th Gen)	Reworked advanced wishbone / strut	Designed for ride quality and crash absorption, heavier, less feedback, more understeer tendency

➡️ Result: EK and newer models had less camber gain under compression, meaning the tire leans less into the corner — slightly less grip mid-corner, more understeer at the limit.

The EG’s geometry allowed sharper turn-in and better “bite” mid-corner.

⚙️ 3. EG Suspension Angles and Arm Length = Superior Camber Curve

To understand this technically:

• In the EG, the upper control arm is longer and more angled downward, so as the car rolls, the outer wheel gains negative camber naturally.
• In the EK, because of higher hood line and taller chassis, the upper arm is shorter and more horizontal, giving less camber gain per degree of roll.

This small difference creates big effects at the limit:

• EG feels more planted and precise.
• EK feels safer, more stable, but slightly less sharp.

That’s why drivers describe EGs as “more connected, alive, and eager to rotate.”

🔧 4. FD2 and Later Models: MacPherson Strut Fronts = Simpler, Heavier, Cheaper

By the time of the FD2 (8th-gen Civic Type R, 2006–2011):

• Honda switched to MacPherson strut front suspension on most global models.
• The rear stayed multi-link, which is good but heavier.

Why Honda did it:

• Struts are lighter, cheaper, and easier to package for crash safety.
• Less engine bay interference.
• Easier to tune for comfort and alignment tolerance.

But the trade-off was again precision and feedback:

• Less control over camber under load.
• Less consistent tire contact patch in aggressive cornering.
• Slightly less steering feel and chassis “communication.”

So even though FD2 Type R handles amazingly, it’s the chassis stiffness and tuning that make it good — not necessarily the suspension geometry itself.

🧠 5. Track Feel: EG Suspension Feels More Natural & Linear

Because of all the above, the EG chassis feels:

• More predictable: linear weight transfer and progressive grip loss.
• Sharper turn-in: you can rotate the car with throttle and trail-braking easier.
• Better tire use: less edge wear, more even load on the contact patch.
• Superior feedback: more direct steering feel due to geometry and lighter structure.

This is why track drivers, autocrossers, and circuit racers still call the EG chassis the “sweet spot” of Honda suspension engineering.

⚔️ 6. Summary: Why EG8/EG9’s Double Wishbone Wins

Aspect	EG8/EG9 (5th Gen)	EK4/EK9 (6th Gen)	FD2 / Newer
Front Suspension	True double wishbone (long upper arms, low roll center)	Short-arm double wishbone (packaging-limited)	MacPherson strut (simplified)
Rear Suspension	True double wishbone	True double wishbone	Multi-link
Camber Gain	Strong	Moderate	Weak-moderate
Steering Feel	Raw, direct, organic	Softer, less linear	Heavily damped, electronic assistance
Weight	Lightest	Slightly heavier	Much heavier
Cornering Grip Potential	Excellent when tuned	Good but slightly less raw	High grip if tuned but more mass
Track Aspirated Feel	4S	4S	6S

🔩 7. Real-World Example

An EG9 with upgraded coilovers and sway bars can out-rotate and out-feel an EK9 Type R with similar mods on a tight technical circuit.

But on a long fast track (like Sepang), EK9’s added rigidity and aero balance might catch up.

In essence:

👉 The EG8/EG9 double wishbone system is “better” because it represents the last generation before Honda compromised suspension geometry for packaging, cost, and comfort. 

It’s lighter, freer, and purer — the foundation of that sharp, mechanical Honda handling enthusiasts still chase today.