HONDA CIVIC
a 75-millimetre liberates much volume.
Sadly, finished in dull brown and milky cocoa tones, nearly all the vinyls and plastics in front of the driver are awful, being hard and brittle, with unconvincing textures and finish, although the layout is superb.
It is all put together well, but there’s no soft-touch give in any part of the driving environment, while the big, hard, squarebuttoned sound system could be mistaken for a refugee from a mid1980s Toyota Cressida if it wasn’t for the CD slot.
There, I feel better now. Having said that, the cabin didn’t emit a squeak or rattle while I was driving any of the five cars I sampled, which suggests the build standards are as good as ever. It’s just that the plastics aren’t friendly.
Standard features across the new range include cruise control, automatically controlled airconditioning and an intelligent Multi-information Display (I-MID), which informs of Bluetooth, audio streaming and hands-free phone use.
All Civics have USB and ipod connectivity, steering-wheelmounted controls for stereo, communications and cruise systems, and a leather-wrapped wheel rim. There is a dash-mounted ECON Mode button with Eco Assist speedometer display.
Under its boot lid, pure petrolpowered Civics offer 440 litres of storage space and a 60-40 split folding rear seat, while the Hybrid’s battery pack limits its total to just 351 litres and precludes seat folding.
On the road, all three models feel like big grown-up cars, with wider cabin, more useable good impact and rebound damping and nice ‘‘heft’’ in the electric steering assistance.
Some bumps that caught out the 17-inch rimmed 2.0-litre car were traversed with less fuss by the smaller-wheeled 1.8 and Hybrid models, although all three did suffer a tad from coarse chip road noise, even with their differing wheels and tyre specifications.
However, the Civic was impressive on the smoother parts of Auckland’s motorway system. I doubt there is a four-cylinder car in the segment or the one above that’s as hushed and quiet at 100kmh. In fact, it is so apt to creep beyond that figure that using the standard cruise control is a must.
As with all Hondas these days, the Civic has standard Vehicle Stability Assist, half a dozen airbags, ABS with electronic brakeforce distribution, and Honda’s G-con crash technology, where impact forces are directed around the passenger cell and not into it.
Not surprisingly, the latest batch of Australian NCAP crash testing last month gave the new Civic a five-star rating.
Deceptively big inside, remarkably nimble and well sorted in the chassis, it is a fine car. I do have misgivings about those hard plastics and its road noise factor.
I had expected the new 2.0-litre to be my favourite, now that its engine is related directly to the unit in the previous champion 1.8. But no, the cheaper – by $2700 – 1.8 is still my pick, especially in automatic form, where its hushed, comfortable progress is quite remarkable at 1800rpm, 100kmh in top.
The manual uses 1000rpm more and the fact that the auto uses less fuel and emits fewer emissions bears this out.
The Hybrid, too, is impressive, with huge savings in store. However, as before, you’d have to own the car for years and drive a lot of kilometres before you could make up the difference on the 1.8 auto in terms of real cost.
I’m glad I had something to complain about with the new Civic. Cars that are too good to be true unsettle me. This one is good and it’s true, and I forgive it for seeming human for once. Drivetrain: Transverse FWD SOHC 16-valve fours, plus IMA on hybrid. Fivespeed manual on 1.8S, fivespeed auto option, 2.0S has standard auto. Hybrid has CVT. Performance: 1.8S – 104kw at 6500rpm, 174Nm at 4300rpm. 6.8L/100km, 161g/km CO (man), 6.7L and 159g (auto). 2.0S – 114kw at 6500rpm, 190Nm at 4300rpm. 7.5L/100km, 178g/km CO . Hybrid – 82kw at 5500rpm, 172Nm from 1000-3500rpm. 4.4L/100km, 104g/km CO . Chassis: Front Macpherson struts, rear multilinks. Vented front, solid rear disc brakes. Electric power steer. Safety: VSA, traction control, ABS with EBD, six airbags, 5-star ANCAP. Dimensions: L 4549mm, W 1753mm, H 1434mm, W/base 2670mm, weight 1209-1280kg, fuel 50L. Pricing: 1.8S $32,900 (man), $34,900 (auto). 2.0S $38,500, IMA Hybrid $43,500. Hot: Sharper styling, pricing, cabin and boot space, equipment, smoothsurface refinement. Not: Coarse chip noise, hard, unforgiving plastics, clunky sound system, beige and brown cabin. Verdict: Probably best in class and should easily catch downsizers both in and out of the Honda camp.