T’S hard to believe that the new Civic is the eighth generation of a name that has been part of Honda’s line-up for 34 years (albeit one or two of the family having been called Ballade is some markets, including South Africa). That suggests, on average, a fresh face every four years or so, which is an unusually high turnover in motoring terms, especially over such a long period. World renowned for its technical and engineering excellence, Honda obviously does not sit on its Civic laurels for long, and the latest model reveals some interesting forward thinking in its presentation.
In the flesh, it appears a relatively big car, and when compared with its rivals, it does stretch the tape measure. What emphasises the look are the proportions: long wheelbase, short overhangs, and a coupé-like silhouette almost disguise the fact that this is, in fact, a three-box saloon. There is a hint of a boot at the back, but it is at the front in the way that the stubby nose (which looks a little awkward from some angles) blends into the huge windscreen – 1 360 mm wide and 1 045 mm deep – and gently flows into the roofline that gives the shape such substance. A neat touch is the triangular glass panel at the base of each A-pillar that relieves what would otherwise be an unsightly and blind spot-creating junction of bodywork. A chrome “steer’s horns” bar set into a slim black grille, flanked by styled headlamp lenses, give the frontal aspect considerable visual width.
The doors are big, so entry/exit to the cabin is not a chore. Up front, the facia immediately grabs attention. Although the windscreen is sharply raked, its size is not so obvious because the top of the facia sits surprisingly high, which requires the driver to crank up the seat height if one is to get a reasonable view of what is immediately ahead of the front bumper. For most, the bonnet is out of sight.
Then there is the instrument panel, an imaginative two-tier affair that attempts to be informative without being distracting. On top of the facia is a curved binnacle that contains graphic displays for coolant temp and fuel level, with a digital speed readout in between. It is as close as you can get to a headup display without actually being one. In a separate binnacle underneath sits a stylish, multi-coloured rev counter with integral odo/2xtrip/ outside temp readouts, flanked by warning light panels. The concept sounds fine, but not every driver will find the layout entirely satisfactory, because with the height-adjustable seat and a rake- and reach-adjustable steering wheel set to provide the ideal driving position, it does not automatically mean that everything remains visible. Imaginative, but not definitive.
In the centre of the facia, mounted high for ease of use, are a digital clock/audio setting display, a CD/ MP3 slot, the audio controls (including some neat rocker switches), and controls for the powerful air-conditioning that includes an auto setting. On the far right is an adjuster for the headlight beam height.
The leather-covered steering wheel has an unusual centre design with slotted, matt-aluminium spokes. Satellite audio controls lie in the left-hand spoke slot, and cruise control buttons in the righthand one, with a black mesh in the vertical one. The aluminium look continues on the short and nifty Zshaped handbrake lever and the door latches, but, oddly, the gearshift surround does not quite match.
Upholstery is leather, and both front and rear seats have generously sized cushions and backrests, but small to average-sized people might bemoan the lack of sufficient bolstering. There are power windows all round, with one touch up/down for the driver, and plenty of oddments stowage in the floor console (holds up to 20 CDs), doors, facia, and behind the front seats. Other convenience items for the driver include powered exterior mirrors, a left-foot rest, and a push/pull floor mounted fuel flap/boot release.
Being a Honda, it is no surprise to learn the engine is yet another development of the company’s i-VTEC four-cylinder. The motor’s variable valve-timing system is now almost legendary, and its operation has been steadily refined over the years to offer an efficient blend of power and economy. The 1,8-litre unit develops peaks of 103 kW at 6 300 r/min, and 174 N.m at 4 200, outputs that are on par with many modern 2,0-litre engines. With the accent on drivability, performance is also comparable, the i-VTEC propelling the Civic to 100 km/h in 9,39 seconds, past the kilometre marker in 30,57 seconds at 174,5 km/h, and on to a limited top speed of 202 km/h.
Drive is taken to the front wheels by a five-speed transmission whose clutch and shift action are super light. Although we never missed a shift during performance testing, in general driving the gearchange action feels almost too light, and it is easy to send the revs spinning when dipping the clutch, which “takes” high on the pedal travel.
Steering, too, is featherweight, and a tad numb but – like the gearchange – precise and accurate, which nevertheless isolates the driver somewhat from the car’s superb dynamics. Ride is firm but compliant, and handling benign – the transverse engine’s centreline is just ahead of the front axle line for good balance – providing a satisfying driving experience regardless of the road type. Ah, but not the road surface. On coarser tar, there is an excessive amount of road roar generated by the 205/55 R16 tyres that is tiring, and can make conversation a bit of a shouting match. Around town, the 11,6- metre turning circle can be a nuisance.
All-disc ABS brakes, with EBD and BAS, proved a little erratic in our 10-stops-from-100 km/h test routine, stopping times fluctuating between 2,87 and 3,04 seconds for a reasonable average of 3,07. The sequence times suggest the brakes need time to bed in.
The rear backrests fold down with a 60:40 split (released by levers in the boot – the seat cushion is fixed), increasing usable boot volume from 304 dm3 to 928 dm3 of utility space through a reasonably open bulkhead aperture. The loading height is 645 mm, but the boot floor is high – a full-size steel spare lies underneath – making the boot shallow and long, necessitating a l-o-n-g stretch for items at the back.
Amongst its safety equipment, the VXi boasts front, side and curtain airbags, active head restraints, and front seatbelt pre-tensioners.
Test summary
Possibly the Civic saloon’s biggest problem is its dramatic hatchback sister, which makes the four-door appear almost conservative by comparison. Not all of the test team were won over by the total package, but judging by the public’s reactions we noted during the test period, the saloon does have plenty of novelty value and the appeal to suggest it will be a success. And let us applaud Honda for bringing some fresh thinking to market.
