The latest Honda Civic betters
its practical predecessor in nearly every area. There's no hybrid
powertrain option yet, but the two small-capacity petrol engines are
efficient, powerful and refined, while the diesel engine is punchy. The
all-new platform makes the Civic much sweeter to drive.
The Civic isn't as well built as some of its European rivals, nor is it as economical as the fuel-sipping Peugeot 308. It's not as fun to drive as a Vauxhall Astra, either, but it’s practical, desirable and filled with kit. All things considered, this new British-built hatchback finally has what it takes to challenge the best cars in its class.
The Civic isn't as well built as some of its European rivals, nor is it as economical as the fuel-sipping Peugeot 308. It's not as fun to drive as a Vauxhall Astra, either, but it’s practical, desirable and filled with kit. All things considered, this new British-built hatchback finally has what it takes to challenge the best cars in its class.
Our Choice
Honda Civic 1.0 129PS i-VTEC Turbo SR
The Honda
Civic has an interesting history that some may call ‘chequered’, but
there’s no doubting the car that’s been a Honda mainstay since 1972 is
back with a bang. The tenth-generation Civic for sale at dealers today
offers a range of capabilities that make the five-door family hatchback a
genuine rival to the best in class.
It’s a pretty strong class, too, with a wide range of rivals that includes long-established stalwarts and relative newcomers such as the Ford Focus, Hyundai i30, Kia Cee’d, Mazda 3, Peugeot 308, Renault Megane, SEAT Leon, Skoda Octavia, Toyota Auris, Vauxhall Astra and VW Golf.
Over the years the Civic has grown from a diminutive runabout to a compact family hatch, creating the iconic Civic Type R performance brand along the way. In fact, the impressive hot hatch version is our 2017 Hot Hatch of the Year.
While the performance model is built in Japan, the rest of the UK line-up is assembled at Honda’s Swindon plant. Other world markets get our hatchback versions, plus saloon and coupe models built in North America, but we are limited to the homegrown hatchback and there’s no plan to replace the Civic Tourer Estate.
The lack of choice of bodystyles is almost repeated when it comes to powertrains. There are just three engines available; two petrol and one diesel. Both petrol units have Honda’s signature variable valve timing tech known as VTEC, and offer either 127bhp or 180bhp. They’re 1.0-litre and 1.5-litre units respectively, and both come with a six-speed manual gearbox and front-wheel drive, although there’s an optional CVT auto.
The diesel engine is a heavily revised version of the 1.6-litre i-DTEC unit already used to great effect in the CR-V, but there is no hybrid or economy version currently in the mix.
While the bodystyle and mechanical options are limited, there’s a decent spread of trim levels in the Civic line-up depending on which engine you opt for. Go for the 1.0, and you have SE, SR and EX trims to choose from; the diesel is available with all those, as well as cheaper S trim; and, the 1.5 is split into Sport, Sport Plus and Prestige versions.
SE cars get an electric parking brake, front and rear parking sensors and heated wing mirrors, while SR adds sat-nav and dual-zone climate control, and EX incudes adaptive dampers and a sunroof. Sport models are roughly the same as SE spec, while Sport Plus adds adaptive dampers, sunroof and keyless entry and starting. Prestige has all this kit, plus heated leather seats front and rear.
It’s a pretty strong class, too, with a wide range of rivals that includes long-established stalwarts and relative newcomers such as the Ford Focus, Hyundai i30, Kia Cee’d, Mazda 3, Peugeot 308, Renault Megane, SEAT Leon, Skoda Octavia, Toyota Auris, Vauxhall Astra and VW Golf.
Over the years the Civic has grown from a diminutive runabout to a compact family hatch, creating the iconic Civic Type R performance brand along the way. In fact, the impressive hot hatch version is our 2017 Hot Hatch of the Year.
While the performance model is built in Japan, the rest of the UK line-up is assembled at Honda’s Swindon plant. Other world markets get our hatchback versions, plus saloon and coupe models built in North America, but we are limited to the homegrown hatchback and there’s no plan to replace the Civic Tourer Estate.
The lack of choice of bodystyles is almost repeated when it comes to powertrains. There are just three engines available; two petrol and one diesel. Both petrol units have Honda’s signature variable valve timing tech known as VTEC, and offer either 127bhp or 180bhp. They’re 1.0-litre and 1.5-litre units respectively, and both come with a six-speed manual gearbox and front-wheel drive, although there’s an optional CVT auto.
The diesel engine is a heavily revised version of the 1.6-litre i-DTEC unit already used to great effect in the CR-V, but there is no hybrid or economy version currently in the mix.
While the bodystyle and mechanical options are limited, there’s a decent spread of trim levels in the Civic line-up depending on which engine you opt for. Go for the 1.0, and you have SE, SR and EX trims to choose from; the diesel is available with all those, as well as cheaper S trim; and, the 1.5 is split into Sport, Sport Plus and Prestige versions.
SE cars get an electric parking brake, front and rear parking sensors and heated wing mirrors, while SR adds sat-nav and dual-zone climate control, and EX incudes adaptive dampers and a sunroof. Sport models are roughly the same as SE spec, while Sport Plus adds adaptive dampers, sunroof and keyless entry and starting. Prestige has all this kit, plus heated leather seats front and rear.
Engines, performance and drive
There’s no Civic hybrid yet, but the two petrol engines are economical and refined, and the diesel is strong
Honda
has tried to deliver a more grown-up driving experience with the
tenth-generation Civic, which means that refinement is improved, while
the lower and wider stance delivers assured handling. More importantly,
the company has dropped its tried-and-tested naturally aspirated petrol
engines in favour of downsized turbos.
Under the skin is Honda’s new global compact car architecture, which means that this version is around 15kg lighter than the old car, and the structure is over 50 per cent stiffer. The Civic also comes with fully independent rear suspension (there are struts at the front), while adaptive dampers are standard on the EX version.
By moving the fuel tank from under the front seats to ahead of the rear axle, Honda has been able to lower the driving position. The electrically-assisted steering is quick, there’s plenty of grip and the dampers deliver decent body control in Sport mode. Honda’s torque vectoring does a good job of keeping you on line, too, but you feel it working more than the smooth system in the VW Golf. Switch the suspension to Comfort and the Honda does a good job of soaking up bumps – matching the softly suspended Renault Megane for comfort. Elsewhere, the Honda is impressively refined, and generates less wind noise at speed than a Golf.
The entry-level petrol engine, a 127bhp 1.0-litre three-cylinder turbo unit, will take the car to a top speed of 126mph. However, despite nearly matching the 127bhp 1.2 TCe engine in the Renault Megane and developing a muscular 200Nm of torque, when we tested the Civic with this engine, it trailled the lighter 108bhp 1.0 TSI VW Golf at the track. It was half a second slower in the sprint from 0-60mph with a time of 10.1 seconds, while the Civic trailed the Golf in-gear, too.
On the road you have to work the Honda as hard as the Renault to keep up with the VW. The Civic’s engine is eager to rev, but there’s more vibration than in either rival, and it’s more vocal than the VW’s three-cylinder, too.
Some buyers may mourn the death of Honda’s famous naturally aspirated, high-revving VTEC engines, but in reality, the new turbocharged units are more responsive and easier to drive. There’s very little lag, and with the torque appearing lower down the rev range, you’ve less need to keep changing gear.
The more powerful 1.5 gets 180bhp, but feels heavier and not all that much faster on the road. Honda claims 0-62mph in 8.4 seconds, though in many situations you’d be hard-pushed to tell the two apart. It’s not as economical either, returning only 48.7mpg on the combined cycle.
With 118bhp, the diesel is the least powerful engine in the Civic; but, while it's more expensive than the 1.0-litre unit, it makes up for that with better fuel economy and lower emissions, and has much more torque.
While it's not as refined as the 1.0-litre, it'll suit high mileage drivers down to the ground. Not only is there a welcome lack of vibration through the steering wheel, pedals or gear lever, the engine also pulls strongly and willingly from low revs. In fact, it makes it a tremendously easy car to drive. Rather than having to work your way up and down the six speeds in the gearbox, you can generally rely on nothing more than a gentle flex of the right ankle on the accelerator to keep up with traffic.
Under the skin is Honda’s new global compact car architecture, which means that this version is around 15kg lighter than the old car, and the structure is over 50 per cent stiffer. The Civic also comes with fully independent rear suspension (there are struts at the front), while adaptive dampers are standard on the EX version.
By moving the fuel tank from under the front seats to ahead of the rear axle, Honda has been able to lower the driving position. The electrically-assisted steering is quick, there’s plenty of grip and the dampers deliver decent body control in Sport mode. Honda’s torque vectoring does a good job of keeping you on line, too, but you feel it working more than the smooth system in the VW Golf. Switch the suspension to Comfort and the Honda does a good job of soaking up bumps – matching the softly suspended Renault Megane for comfort. Elsewhere, the Honda is impressively refined, and generates less wind noise at speed than a Golf.
Engines
At launch, the Honda Civic was available only with a choice of two, small-capacity turbo petrol engines, but a diesel has now been added to the range.The entry-level petrol engine, a 127bhp 1.0-litre three-cylinder turbo unit, will take the car to a top speed of 126mph. However, despite nearly matching the 127bhp 1.2 TCe engine in the Renault Megane and developing a muscular 200Nm of torque, when we tested the Civic with this engine, it trailled the lighter 108bhp 1.0 TSI VW Golf at the track. It was half a second slower in the sprint from 0-60mph with a time of 10.1 seconds, while the Civic trailed the Golf in-gear, too.
On the road you have to work the Honda as hard as the Renault to keep up with the VW. The Civic’s engine is eager to rev, but there’s more vibration than in either rival, and it’s more vocal than the VW’s three-cylinder, too.
Some buyers may mourn the death of Honda’s famous naturally aspirated, high-revving VTEC engines, but in reality, the new turbocharged units are more responsive and easier to drive. There’s very little lag, and with the torque appearing lower down the rev range, you’ve less need to keep changing gear.
The more powerful 1.5 gets 180bhp, but feels heavier and not all that much faster on the road. Honda claims 0-62mph in 8.4 seconds, though in many situations you’d be hard-pushed to tell the two apart. It’s not as economical either, returning only 48.7mpg on the combined cycle.
With 118bhp, the diesel is the least powerful engine in the Civic; but, while it's more expensive than the 1.0-litre unit, it makes up for that with better fuel economy and lower emissions, and has much more torque.
While it's not as refined as the 1.0-litre, it'll suit high mileage drivers down to the ground. Not only is there a welcome lack of vibration through the steering wheel, pedals or gear lever, the engine also pulls strongly and willingly from low revs. In fact, it makes it a tremendously easy car to drive. Rather than having to work your way up and down the six speeds in the gearbox, you can generally rely on nothing more than a gentle flex of the right ankle on the accelerator to keep up with traffic.
MPG, CO2 and running costs
Not
quite as frugal as its petrol rivals, but the diesel is impressive,
although there's no Honda Civic hybrid for the time being
The lack of a hybrid model means the Civic can’t compete with rivals when it comes to rock-bottom running costs. That said, the two petrol engines offer low emissions and decent fuel economy, so neither should break the bank over three years or 36,000 miles. An entry-level 1.0-litre turbo with a six-speed manual gearbox will do 58.9mpg and emit 110g/km of CO2, while the CVT auto is slightly more frugal – returning 60.1mpg and 106g/km. Watch out, though, as the larger wheels on SR models adversely affect CO2 emissions.
Opt for the 1.5 VTEC, and the manual is more economical than the CVT auto. The automatic car will do 46.3mpg and emit 139g/km of CO2, but the manual does 48.7mpg and 133g/km. In both cases, the less frugal car represents a one per cent Benefit in Kind tax penalty for company car drivers. However, higher list prices mean business users will be better off with a Golf in comparison. Choose a 1.0 TSI Golf, and emissions of 109g/km mean lower-rate earners will face an annual salary sacrifice of £803 to run the Golf, compared to £1,011 for the Honda.
Unsurprsingly, the most economical engine of the lot is the 1.6-litre diesel. Its claimed fuel economy of 80.7mpg and CO2 emissions of 93g/km are up with the very best in the class, and better than the equivalent engines in the Volkswagen Golf, SEAT Leon and Renault Megane.
Insurance groups
The outgoing Honda Civic had insurance groups as low as Group 5, but due to all the added kit and new engines, the new car starts at group 15 for the entry-level 1.0 SE. Luckily, upgrading to the better-equipped SR makes no difference to the Civic’s rating – in fact, even top-spec EX models fall into the same category.Stepping from the three-cylinder to the more powerful 1.5 pushes the hatch into group 22. As with the 1.0-litre, all cars fitted with the bigger engine fall into the same insurance bracket.
A Volkswagen Golf starts from group 7, while a Peugeot 308 goes from group 12 upwards.
Depreciation
Residual values are reasonable for the new Honda Civic, with an entry-level 1.0-litre SE expected to retain 44 per cent of its value after three years or 36,000 miles. The more desirable SR holds on to 43 per cent, while the top-spec EX boasts a 41 per cent rating. Regardless of trim, the Civic can’t match the Golf for residuals, as a similarly specced Golf will retain around 46 per cent of its value.The faster 1.5 posts broadly similar numbers, though the range-topping Prestige model dips just below the 40 per cent barrier – holding on to 39.57 per cent of its value after three years. Almost all Vauxhall Astra models are expected to retain less than 40 per cent, meaning the Civic is a better financial bet if you’re planning to keep your car for an extended period of time
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