Honda Civic
Family-focused hatch gets some Type R pedigree. Is it too hot for the Scala to handle, though?
BUYERS of new family hatches are just as interested in the tech on board as they are the practicality or performance offered, which is why we’re testing an SR model (Sport trim pictured). It has a touchscreen to match its rivals, but lower-spec versions don’t get this. SR starts from £22,600, but PCP prices are competitive (see Through the Range, right).
Design & engineering
THE sporty Type R version of latest Civic has been scooping up awards since it was launched, and it’s still the best hot hatch on sale. Some of the DNA from that car trickles down into this diesel family model, including the unusual and bold looks, as well as its driving dynamics.
Honda’s latest global compact car architecture means it features struts at the front and a multi-link rear axle, which gives the Civic an advantage over rivals thanks to the complexity of its engineering. Even adaptive dampers are available, although you’d have to move up to the EX version to get them.
Its 1.6-litre diesel engine produces 118bhp and 300Nm of torque, which are the same maximum figures as the Ford’s 1.5-litre. Both units are slightly more powerful than the Scala’s, but the Skoda’s lighter kerbweight mitigates its power deficit.
The Civic’s interior has an unusual design, with a high centre console and chunky features, although this does help the driving position, because the controls are placed pretty well. It’s not without its ergonomic issues, though, such as some of the storage areas and the location of the USB port.
The seven-inch touchscreen display is smaller than its rivals’, which is a shame because to get this feature you need to shell out for the higher-spec SR model. It’s not good to use, either, but nav is standard.
Adaptive cruise control, climate control and a reversing camera all come fitted to the SR, so it’s well equipped. However, material quality isn’t as good as its rivals’ and the Honda looks a little cheap inside, despite build quality being very good.
Driving
THE Honda’s engine has a bit of rattle and rumble at idle and while driving, but that’s to be expected from a four-cylinder diesel.
Where the Civic’s motor excels is with its performance: it was the quickest of the three in several of our acceleration tests. For a start, it was the fastest from 0-60mph, taking 9. 2 seconds, but the others were both within 0. 2 seconds of its time.
More importantly, the Civic managed 50-70mph in 7.6 seconds in fifth gear, which was usefully ahead of its rivals: the Scala completed the task in 8.4 seconds, while the Focus needed an extra 0.1 seconds.
That helps when you’re accelerating up to speed on a motorway slip road, because you don’t always have to change down a gear in that situation.
It also adds to the fun, because while the Civic isn’t quite as lively as the Focus, it’s nearly as much fun to drive. The steering is well weighted and just the right speed. Good body control and lots of grip mean you can push the Honda quite hard and enjoy the extra performance from the torquey engine. The slick gearshift is one of the best around, too, so
there’s plenty of fun to be had here. It’s also just as comfortable as its rivals. All three of these cars are very well set up for British roads, offering enough control in the damping to keep them stable without being overly firm, yet none is bouncy or uncomfortable. On higher-spec models with adaptive dampers, the Comfort mode enhances this compliance in the Honda.
Practicality
WITH the seats up, the Honda’s boot is the biggest, at 478 litres. But the step in the boot floor when the seats are folded means there’s no flat load area. The total volume in this configuration is 1, 267 litres; the smallest here.
That means it’s not as good for carrying bigger loads as the Scala (1,410 litres) or the Focus (1,320 litres). Still, the hatch opening is wide, and the retractable parcel shelf is useful because you don’t need to remove it in order to carry a lot of luggage.
In-car storage is good, though, with a deep central bin and cup-holder behind the gearstick, although this isn’t very good for a bottle or bigger cups. Rear legroom is excellent and the seats are comfortable, but headroom isn’t quite as good as in its rivals.
Ownership
EVERY Civic has autonomous emergency braking, adaptive cruise control, lane departure warning and traffic sign recognition, which means safety is excellent. This helped the Civic score a full five stars from Euro NCAP when in 2017, matching the Focus and the Scala.
Honda’s seventh-place finish in our Driver Power 2019 satisfaction survey was a pretty strong result, and was way ahead of Ford’s position of 23rd. Still, Skoda came in fifth overall, so ownership prospects with the Czech car and the Honda are strong.
Running costs
RESIDUAL values for the Civic are pretty good, because it’s reckoned to retain more of its list price after three years/36,000 miles than the Scala and Focus. A predicted residual value of 45.8 per cent means the Honda will lose £12,249 and be worth £10,351.
The Skoda is just behind, holding onto an estimated 45.7 per cent of its list price, so it’ll drop by £11,014 and be worth £9, 251 after the same period.
The Focus is expected to retain 44.8 per cent of its original cost, losing £11,787 to be worth £9,558 after three years. Our figures show there’s not much in it, especially when you consider insurance costs: our example driver will pay within a fiver of £450 in all three cars for a year’s cover.