Honda Civic
Latest version of the hatchback adopts a ‘less is more’ approach with its styling, but there’s nothing simple about its hybrid tech
Design & engineering
THE latest version of the Civic is a clean-sheet design compared with its predecessor, and Honda has plenty of stats to back up the changes – even when it comes to the aesthetics. While you might not immediately notice a 35mm increase in wheelbase, a 20mm shorter rear overhang or a bonnet that sits 25mm lower compared with the outgoing model, the lack of fuss to the design is clear. This is a much cleaner, more cohesive look than the old Civic.
There are stats elsewhere to flaunt the Civic’s technical improvements, too. The new body structure is 22 per cent more rigid than the outgoing car’s, while the aluminium bonnet and resin tailgate are respectively 43 and 20 per cent lighter than the items on the last Civic. Revised suspension features retuned dampers, a wider track and low-friction ball joints, which Honda says bring the benefit of improved stability and dynamic response, while great care has been taken to insulate both the din from the engine at the front and the road noise from the rear wheelarches.
Honda’s designers have also worked hard to tidy up the interior design significantly. The overall effect is one of the slickest-looking cabins in the segment, yet one that hasn’t compromised on ergonomics – just take a look at the big climate control switches, for example. Build quality feels great, too.
The powertrain is a fascinating one. A 2.0-litre Atkinson-cycle engine (Honda claims an industrybest thermal efficiency of 41 per cent) is paired with two electric motors. At low speeds, the Civic is EV only; when hard acceleration is needed or the 1.05kWh battery runs low, the engine can run as a generator for the battery, without driving the wheels. At motorway speeds, the system switches to engine only, reducing any possible losses through the hybrid system. The result is 181bhp and 315Nm, plus a claimed economy figure of 56.5mpg.
Driving
IT may sound complex on paper, but in practice that hybrid system works incredibly smoothly. It behaves much like an EV in most situations – save for the occasional engine noise kicking in – which in combination with the precision of the other controls, makes it very easy to control when parking or when shuffling along in heavy traffic. The only time the engine really makes itself heard is if you’re trying to match the rapid 7.9-second 0-62mph time. It’s slightly noisier than the Toyota in similar situations, but it doesn’t sound as harsh.
The Civic’s ride quality is certainly the firmest here, though. Around town, this is relayed into the cabin by a level of fidget that isn’t quite present in either of the other two cars. The sounds of knocks and bumps are well isolated from the occupants, though, and this is combined with a level of damping which, although firm, feels sophisticated. The Civic’s
ride settles down beautifully at high speeds. The trade-off for that is a degree of body control that little other than a Ford Focus or Mazda 3 can compete with. The chassis is agile and adjustable, yet serves up plenty of grip, too. The steering feels sharp, precise and predictably weighted. The basic set-up here bodes very well for the Type R model – something hot hatch fans will be delighted to hear.
Practicality
THE Civic’s talents lie beyond the way it drives, though, because it’s also one of the most spacious in its class. Only the
Skoda Octavia is better for rear-passenger accommodation; the Honda is far more roomy than either of its rivals here. Headroom is also competitive, while a removable fabric panel makes it easy to reach the Isofix child seat mounts.
At 415 litres, the boot is above average for the segment. The opening is quite large, but the boot floor ramps up towards the front of the compartment with the seats raised, so it will be a little fiddly to stack larger items such as suitcases. The seatbacks fold flatter than in either of its rivals here, though, while the neat retractable parcel shelf is easy to stow when you need to carry bulky items.
Storage is decent up front, too. There’s a large central bin, a pair of deep cup-holders and a large smartphone shelf. The door pockets are larger than the Toyota’s, but not as wide as the Vauxhall’s.
Ownership
HONDA owners are provided with a three-year/90,000-mile warranty as standard with the new Civic. That’s the same amount of time as the Astra’s, but the Vauxhall’s package runs to only 60,000 miles.
Neither are a match for the Toyota, though, which can run for as long as 10 years and 100,000 miles. The only catch to this deal is that you must take the car to be serviced at an official Toyota garage each year, at which point the warranty cover is extended by a further 12 months and 10,000 miles.
Running costs
ONE of the chief aims of a hybrid powertrain is to save fuel – and in that respect the Civic has really nailed its brief. We averaged 50.3mpg on test, which is impressive considering the performance on offer.
The Corolla also does well, only just behind on 49. 2mpg. The Astra gets close to those numbers on a long motorway run, but around town it was thirstier, averaging out at 43.5mpg.
That means the Civic costs £2,999 to run for 20,000 miles; the Corolla is £67 more (almost the cost of one tank of fuel in the Honda) and the Astra is the most expensive, at just under £3,500.