Honda Civic

With the launch of the eighth-generation Civic, Honda SA has breathed new life into its sub-compact range. Although not quite as avant garde as the 5-door version, the new Civic saloon is elegant, solid and well equipped.With the launch of the eighth-generation Civic, Honda SA has breathed new life into its sub-compact range. Although not quite as avant garde as the 5-door version, the new Civic saloon is elegant, solid and well equipped… it’s handling is more than handy, too.

Built on an all-new version of Honda’s Global Compact Platform, the new Civic is said to be the most important new model introduction in the history of Honda SA. And although some may be disappointed that the range only offers a 1,8-litre i-VTEC petrol engine (no diesel option at this stage), our first impression is that the new Civic is one of the best saloons, if not at the top of the pile in its segment.

Having perused the very impressive 5-door version of the new Civic at its international launch, the four door’s styling was a lot more sobering at first glance. Its so-called “Advanced Personal Compact” design theme incorporates a very steeply-raked windscreen, a sweeping roofline, and a low and wide stance. Honda went to great lengths to reduce the gap between the car’s tyres and wheelarches and even though the overall look is still on the conservative side of youthful, the car looks better in the metal than pictures suggest. The front end seems a little blunt, but there’s clever detailing in the contours of the front spoiler and side skirts. The rear end, for example, is neat to a fault and arguably less bland than that of the Accord.

Built on an all-new version of Honda’s Global Compact Platform, new Civic has grown in length (by 70 mm), width (35 mm) and wheelbase (80 mm), but is lower (5 mm). The new structure is claimed to set new standards of torsional (up 35 per cent) and bending rigidity in the compact segment, and utilises no less than 50 per cent high strength steel in its entire construction. The rigidity of the platform is a basis for significant improvements in the areas of noise, vibration and harshness (NVH), handling and safety.

Inside, the Civic has a two-tier Dual Link instrument panel that puts the most frequently accessed information, such as speed, temperature and fuel levels high in driver’s field of vision. The steeply sloped windscreen contributes to a particularly large dashboard surface. Slightly lower down are the remaining displays, including the rev counter, multi-information digital display and warning lights.

Even though the overall ambience of the interior is that of fuss-free functionality, as opposed to a funky and stylish cabin, the Civic’s build quality is quite superb. Increased body width has allowed Honda to design wider and more supportive seats, and has also freed up space between the front seats for a commodious storage box/armrest that can store up to 20 CDs. Improvements have been made to the levels of hip-, shoulder- and kneeroom in all seating positions. The Civic continues the flat-floor design concept of the previous model, which frees up extra legroom for rear passengers.

All models feature a rake- and reach-adjustable steering wheel (with remote audio controls), a driver’s seat that can be adjusted for height, air-conditioning, electric windows and radio/CD player. The Civic has five three-point safetybelts, and the front belts also have pretensioners. Child seat anchorages are fitted on the outer rear seats, and there are childproof doorlocks. Dual front airbags are standard across the range, with EXi and VXi adding front side airbags and the top-line VXi also featuring full-length curtain side airbags. ABS with EBD and BAS are part of the comprehensive safety package.
Honda’s high-tech new 1,8-litre i-VTEC is claimed to offer the performance of a 2,0-litre and the economy of a 1,5-litre. Shorter and lighter than the 1,7-litre in the previous generation car, the powerplant is equipped with variable valve timing and lift technologies, a variable length intake manifold and oil jets for piston cooling. Maximum power is 104 kW at 6 300 r/min, and 173 N.m of torque is available at 4 200 r/min. Honda claims a zero-to-100 km/h time of 8,6 seconds, and a fuel consumption figure of 6,4 litres/100 km in the combined cycle.

The standard gearbox is a five-speed manual unit that is smaller and lighter than the one used previously and its shift action is slick and precise (a Honda trademark). A smooth-shifting five-speed automatic is a R12 000 option on each of the three models and well adapted to the characteristics of the high-revving, yet flexible, powerplant. However, the auto versions are best suited to cruise mode.

Apart from a stiffer bodyshell, lower centre of gravity and wider tracks front and rear, the Civic’s MacPherson strut front- and multi-link rear suspension have been significantly revised. There have been changes to steering angles, bushings, material rigidity as well as spring and shock tuning, to improve body control during cornering. And to improve the ride quality, the compliance angle on the lower control arm has been optimised to transmit less harshness.

The handling of the Civic belies the car’s conservative exterior styling… The steering weighs up nicely when you push the Honda through the twisties and the car is notably poised under braking. The clutch action is so light that it’s hard to know whether you’ve engaged or not, and the sound track from the twin-bore exhaust is rorty!

In terms of pricing, the mid-range EXi (R178 000) matches the previous top-line 170i model, but offers more features. The LXi (R166 000) is only R6 000 more expensive than the previous 1,5-litre entry-level model and the flagship VXi (R193 000) is well-specced. All Civics are covered by a 3-year/100 000 km warranty and a 5-year/100 000 km maintenance plan. Service intervals are 15 000 km.