Honda Civic VTI-S

ANY SHOT AT A RETURN TO GLORY IS LOST IN TRANSMISSION

A CHAIN is only as strong as its weakest link, and sadly the Civic VTI-S sedan’s many virtues are compromised by one crucial weakness – its transmission. And that’s a tremendous shame because the 10th-generation Civic sedan comes so achingly close to returning Honda to its 1980s heyday, when cutting-edge VTEC engines, meticulous interiors and sophisticated suspensions were the norm.

Dual camshafts are still missing from the spec sheet of the Civic VTI-S, but it is real-world performance, not box-ticking technology, that matters most. And, unfortunately for Honda, it’s the mediocrity of the base Civic’s carry-over drivetrain that prevents its promising return-to-form from truly materialising.

Rather than employ a traditional torque-converter automatic, Honda has followed the lead of Toyota, Mitsubishi, Nissan and Subaru in opting for a CVT. And only a CVT.

To its credit, the Honda’s transmission anticipates sporty driving behaviour when accelerating or braking heavily in Sport mode, and will swing its tacho needle more quickly to its 6400rpm power point to improve responsiveness.

Granted, not everyone (in fact, barely anyone) will drive the Civic VTI-S like Fernando Alonso. But what can’t be overlooked is the volume of noise from its engine bay when asked to perform, or its mushy throttle response when slotted into ‘D’. Not only is the Honda’s step-off languid, but accelerating from a rolling start doesn’t save its CVT’S reputation, either. At 7.3sec from 80-120km/h, the Civic VTI-S is the slowest of the group by some margin. And it also irritatingly hangs onto revs for a split second after you lift the throttle.

Given a competitive transmission – even one of Honda’s dated five-speed autos – the Civic VTI-S would be much more appealing. Equipment levels are healthy, with smartphone mirroring, a kerbside camera view, climate control, front and rear parking sensors, a reversing camera, keyless entry/start and a slick electronic instrument panel. And the Honda’s cabin has a cohesive, high-quality feel that elevates it far beyond rivals like the patchy Corolla.

Cabin comfort is just as generous, with a huge amount of rear legroom and deep-set, welcoming seats making the Civic feel like a mini-limo. Thoughtful touches such as coat hooks mounted on the B-pillar and a vast centre-console box help offset the absence of rear face-level vents and the somewhat ridiculous and difficult to access doubledeck lower console trays.

But it’s chassis dynamics that shine brightest in the new Civic, thanks to steering that’s initially light but progressively weighted and incredibly incisive, an eager front-end, supple damping and excellent grip from 215-section tyres. The new-gen Honda feels wonderfully light on its feet compared to many others in the group, and has a degree of fluency and poise that are hard to beat.

What’s more, the Civic’s handling nous isn’t the result of rock-hard spring rates and aggressive damper settings. It rides comfortably and quietly over bumps and corrugations that would see some of the others kiss their bump-stops.

Combined with its terrific seating and space, there’s so much goodness to be had in the new Civic. But until Honda sees fit to invest in higher-quality drivetrains – yes, we just said that about a Honda – then the promising Civic is destined to flounder mid-pack, unable to realise the potential of its fantastic handling and ride. TOK