Civic deception
Smaller outside, but bigger inside even than recent Accords, Honda’s new Civic has arrived in New Zealand, writes Dave Moore.
WHEN you compare the first Civic of 41 years ago with the new ninth-generation version, the only connection is the name. Connect the dots of each Civic through the years and they form an exponential growth curve, meaning newer, smaller Hondas have in the meantime slipped into the range to do the original Civic’s job.
The 2012 Civic Sedan range arrived in New Zealand this month, and the good news is that despite its extra cabin volume, most models are cheaper than the equivalent outgoing versions.
The newest Civic is still available in three versions, with the manual 1.8S starting at $32,900, compared with last year’s $33,800. An automatic costs another $2000.
The 1.8S uses an improved version of the previous 1.8-litre I-VTEC petrol engine, delivering the same 104 kilowatts and 174 newton metres of torque, although the figures do not impart the improvements in the mid-range, with a flatter, more amenable torque curve noticeable on the road.
The 2.0S is automatic only and comes with leather and a power glass and shade two-way sunroof. It costs a reasonable $38,500, compared with the old car’s $40,500. The 2.0S still uses a 2.0-litre I-VTEC four-cylinder engine, but instead of being a separate twincam unit, it is now an enlarged version of the smaller single-cam unit, putting out 114kw and 190Nm of torque.
The 1.8S’ fuel consumption is listed as 6.8 litres per 100km in manual form, and 6.7L/100km with the automatic, while the 2.0-litre gives 7.5L/100km, compared with the earlier model’s 8.4 l/100km.
The Hybrid Civic costs a little bit more at $43,500, compared with $42,000 last year, thanks to improvements to a powertrain which is now closer to that of the company’s recently launched CR-Z hybrid sports car. Unlike the Z, the Civic can still be driven on electricity alone.
The Hybrid is powered by a Jazz Sport-derived 1.5-litre petrol engine, paired with the latest version of Honda’s Integrated Motor Assist system, producing a combined 82kw and 172Nm.
Honda says the revised system provides more urge in the midrange than before and better recharging of the lithium-ion battery pack through the engine and
Tregenerative braking. The hybrid’s fuel economy figures have improved to 4.4L/100km.
All the new Civics have a nosedown, tail-up attitude, a neat softwedge profile and a styling crease that starts as a tangential line from the rear of the front wheel arch and courses back, taking in the door-handle indents, to the point of the rear light clusters’ wraparound.
The window silhouette is narrow and crisp, with a sharp recurve at the rear pillar, while pointy, lozenge-shaped front lamps slide into the new smiley chrome moustached grille to give the car a happy face.
The Hybrid adds a vestigial spoiler, its own IMA Hybrid grille and blue tones to its headlights and tail lights.
From the rear, the new car looks a little like a miniaturised C-class Mercedes-benz, which is a good move, because the rear of the old car could easily be mistaken for that of the Holden Cruze sedan.
A simple method of telling the difference between the models is to look at the wheels. The 1.8S Civic has 16-inch alloys, and the 2.0S 17-inch rims, while the Hybrid has 15-inch wheels.
Inside, the Civic shows just as many thoughtful design touches, with a delightful two-level dash which tells you all the usual things, while adding economy elements and the like. The IMA hybrid also throws in feel-good things about restrained green driving, with graphic plant shoots that appear when you’re being extra good. HE CIVIC has a light, airy cabin, front seats with good support and pleasing wraparounds, and a very comfortable, multiadjustable driving posi- tion.
There is lots of extra leg room in the rear, thanks to the cabforward design, which, along with