Malaga, Spain: This is Honda’s take on a world car but, unlike the Ford Focus, for instance, which is a universal product, Honda prefers to tailor cars individually for each market. So, the UK and Europe get hatchback models – currently only a five-door, but it’s likely to be joined by a three-door further down the line – while the US Civic comes as a coupe or four-door with their own design language.
The UK-European Civic was a pretty radical piece of design when it debuted six years ago, so it has only been tinkered with around the edges. Its most drastic change is the wrap-round rear spoiler and high-level brake light that spans the rear window; the latter has been made deeper so shorter drivers have a better view out the back window.
Aerodynamics have played a big role in the car’s design, with specialists who worked on Honda’s abortive F1 effort contributing their knowledge and expertise to the car’s design. What can’t be seen is the full length underbody paneling designed to ease airflow, while the diesel model has small vertical strakes on the rear quarters that help to keep the air attached to the car and at the same time knock 1 g/km CO2 off the diesel model’s fuel consumption. In total it’s reckoned the car is 30% more slippery than the old model. The diesel also gets active grille shutters that open and close automatically to further improve aerodynamic efficiency.
All very clever, but reduced coefficient of drag only works on the move whereas reducing weight has a more universal effect. To this end Honda has reduced the car’s weight by 60Kgs over the outgoing one, but additional equipment has added it all back on to neutralize the gains.
Inside there’s been a general improvement in materials and overall quality, although the instrumentation – a slightly odd combination of digital and analogue read outs – might not be to everyone’s taste. What you can’t argue about is the interior’s roominess, it’s very spacious for its size and the clever flip and folding rear seat arrangement, made possible by having a central fuel tank under the floor and torsion beam rear suspension, is unique to Honda.
The 2.2 liter diesel with 147 bhp and 258 lb.-ft. of torque is going to be the big seller in the UK and Europe, not surprising when it only emits a class-leading 110g/kms and returns a combined average of 56 mpg (US); it’s reasonably sprightly as well with a 135 mph top speed and 62 mph reached in 8.5 seconds.
Otherwise there’s a 1.8 gasoline version, delivering 139 bhp and 128 lb.-ft. of torque. In typical Honda fashion it’s a pretty high revving engine with peak power and torque not coming on song until 6500 and 4300 rpm, respectively, resulting in 134 mph max speed and a dash to 62 mph in 9.6 seconds.
The last car to wear the Civic badge didn’t have great ride and handling, but that has been comprehensively put to one side with this latest iteration. A solidly mounted rack means the steering is sharper and more responsive whilst new front suspension geometry and clever hydraulic rear suspension bushes keep everything under control, allowing keener drivers to punt the car down the road with some gusto.
By European standards the diesel is a bit limp requiring more gear changing than you’d expect from a 2.2, but it delivers on fuel consumption.
Forget the change up arrows on the gasoline version and max it out to the red line and you’ll be rewarded with a thrumming exhaust note and a reasonably quick drive.
Ultimately does it beat European contenders like the Focus or Golf? Probably not, because it’s quite pricey for starters. But what it does do well is hold its value on the used car market and appeal to those that don’t want to be mainstream. And that’s a good enough reason for many.
Related posts:
- Frankfurt Preview: European Honda Civic
- The 2012 Honda Civic Hits Macy’s Stores
- 2012 Honda Civic Plummets in Consumer Reports Ratings
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