camber
12-01-2005, 07:29 AM
Road Test: 2006 Honda Civic (http://www.channel4.com/4car/road-tests/H/honda/civic06-/civic06-.html)
http://www.channel4.com/4car/media/H/honda/civic/03-large/06-f3q-s.jpg
http://www.channel4.com/4car/media/H/honda/civic/03-large/06-r3q-s.jpg
http://www.channel4.com/4car/media/H/honda/civic/03-large/06-r3q-a.jpg
http://www.channel4.com/4car/media/H/honda/civic/03-large/06-i-dash.jpg
http://www.channel4.com/4car/media/H/honda/civic/03-large/06-i-front-seats.jpg
http://www.channel4.com/4car/media/H/honda/civic/03-large/06-f-s.jpg
Assets
Dramatic styling combined with very clever packaging, refined diesel.
Drawbacks
Petrol 1.8 engine unrefined at speed, no rear wash/wipe
Verdict
The Civic, while not totally without flaws, is that rare thing: a triumph of both form and function.
On sale
January 2006. Prices from £12,685 to £18,100
INTRODUCTION
After seven generations and 16m Civics sold, Honda has unleashed the latest and most radical version yet of this motoring icon.
It's a crucial model to Honda's continued health, with more than 35,000 sold annually in the UK alone. The new Civic is also aiming upmarket, hoping to tempt buyers out of their VW Golfs, Audi A3s and BMW 1-Series. Younger buyers are also being targeted, with Honda hoping to bring the average age of Civic customers down to 25-40 years from the current 58.
At first glance, the Civic's styling provides the most potent talking point. It's got a very coupe-like profile, with rear door handles recessed into the C-pillar and a steeply raked waist line. We think it looks terrific and may well tempt those buyers looking for something different and less anodyne than the usual competition.
It goes on sale in the UK with 1.4 and 1.8 petrol engines, as well as Honda's excellent 2.2-litre diesel. Prices range from £12,685 for the 1.4 petrol to £18,100 for the range-topping diesel.
In the first year, the Civic will only be available as a five-door and there are no immediate plans for a Type-R model. That said, insiders have told 4Car that there will be a concept car at Geneva Motor Show in 2006 that will preview both a three-door and Type-R Civic model.
RELIABILITY AND QUALITY RATING:
This is where Honda's core values reside, so we're happy to predict that Civic's reliability and essential quality will continue to be exceptional. Indeed, the fit and finish of external panels on our test cars was first rate, as was the paint finish.
Inside, most surfaces have a quality feel to them, although the transition from soft-touch plastic on the dash to a harder, differently textured plastic on the centre console jars slightly.
For those of us who remember the terrible rust problems of the first-generation Civics, the fact that Honda has increased the perforation warranty to 12 years on the new car is evidence of just how far the little Civic has come. The original would have been reduced to a pile of red dust in that time...
IMAGE RATING:
Even in its own press material, Honda refers to the Civic's historic image as being dull, middle-aged and cardie-wearing.
To be fair, though, the company's front-line involvement in Formula One and models like the hotshoe Type-R have helped give the Civic more credibility among those for whom image is important.
And the new car's dramatic styling might be a lot of things, but "dull" certainly isn't one of them. Indeed, the new car could well be the first-ever Civic to sway fashionistas and, when the Type-R eventually arrives, we predict it'll be a cult hit.
DRIVING RATING:
Honda has always trumpeted its commitment to four-wheel independent wishbone suspension, so its abandonment of that set-up at the rear in favour of a torsion beam has raised eyebrows. The company says that it has done so to create a "good balance between the demands of packaging, performance and weight."
The reality on the road, though, is far less dramatic than the cynics would have you believe. Makers like Peugeot have used a torsion beam set-up for decades, and they've produced some of the best handling hatches we've ever driven.
Indeed, the Civic's handling is totally secure, with remarkably high levels of cornering grip and a reasonably flat stance. The only time a keen driver might notice the absence of wishbones at the back is when encountering a particularly rough bit of road mid-corner.
Otherwise, the Civic's suspension set-up gets the job done nicely, albeit without the throttle adjustability and communication of the best of breed. Our only complaint on this front is an overly firm low-speed ride quality.
The electric power steering is particularly quick, too, with just 2.2 turns from lock to lock. Reasonably well weighted, it also has very strong self-centering, which won't be to everyone's taste.
The driver's environment is good, too, with panoramic visibility forward, well-placed controls and a precise, good-to-use gearshift. The high-tech dashboard presents information sensibly, although it's a bit intimidating on first acquaintance.
Rear visibility isn't great, though, with the shallow rear door glass and thick C-pillars obscuring rear-three-quarter vision. Also, Honda's insistence that the Civic's aerodynamic design means that a rear wiper isn't necessary doesn't really wash. There were times we would have liked to get standing water off the rear screen at city-driving speeds.
Also, the lower section of the hatch is perspex and doesn't contain heating elements, so there's no telling how that will deal with frost or early morning condensation (neither was an issue on our launch drive, so we'll reserve judgement on that score. For their part, Honda says the perspex is treated to so moisture won't adhere)
PERFORMANCE RATING:
Three engines are on offer, an 83bhp 1.4 and 140bhp 2.0 petrol and a 140bhp 2.2-litre diesel.
We haven't tried the 1.4 petrol, but with a quoted 0-62mph time of 14.6sec, a lack of performance could be an issue. The 1.8, though, pulls reasonably well, posting a 0-62mph time of 8.9secs. This VTEC engine feels most responsive when mated to the six-speed manual gearbox, less so when matched with Honda's i-SHIFT automated manual transmission. Shifts are slow and clumsy, much more so than with a conventional automatic transmission. We don't think the efficiency gains are worth it, either.
Predictably, the star of the range is the 2.2-litre diesel. Here is an engine that develops nearly twice the torque at half the revs (251lb ft at 2,000rpm) of its equally powerful 140bhp 1.8-litre petrol sibling. So performance is flexible, relaxed and gratifyingly punchy in that crucial 2,000-4,000rpm rev range. It's also a refined cruising engine, much more so than its petrol sibling.
SAFETY AND SECURITY RATING:
We'll hold off on the full five stars for now, as the Civic hasn't yet gone through EuroNCAP crash testing.
Honda reckons it'll rate the full five stars for front and side impact safety, three stars for pedestrian safety and four stars for child protection. That would make the Civic one of the safest cars in the class, an achievement we've little doubt they'll make.
For the record, the Civic has dual front and side airbags, electronic stability control, active head restraints, emergency brake assist, seatbelt pretensioners and five three-point seatbelts.
The Civic does equally well on the security front, with a rolling-code engine immobiliser, deadlocks, a perimeter security alarm and an integrated radio.
RUNNING COSTS RATING:
Some value monitoring organisations are already predicting excellent residual values for new Civic, which will take the bite out of depreciation costs (one of the largest for new car buyers).
The first service costs £110 for the diesel and £82 for the 1.8 petrol, with intervals stretching out to 12,500 miles, so the Civic won't break the bank on that score, either.
There's good news on the fuel consumption front, too, with the diesel returning 55.4mpg overall. Even the 1.8 petrol manages 44.1mpg overall. These are impressive figures, even taking into account that real-world fuel consumption is rarely as optimistic as official claims.
Honda has also done much to reduce the Civic's repair costs, particularly in low-speed impacts, where design efforts have gone into restricting damage to cheaper plastic parts.
Having said that, the entry-level diesel Civic 2.2-CTDi S costs over £15K, which seems a bit stiff given that aircon and alloys aren't even offered as an optional extra.
COMFORT AND EQUIPMENT RATING:
The best trick that the Civic manages is to offer up dramatic coupe styling with quite the cleverest packaging in the class.
The first surprise is space in the rear, which looks tight from the outside. With a comfortably installed six-foot-two driver, there's enough space behind to accommodate a similarly sized passenger, with more than adequate leg and headroom. That shallow sideglass makes the rear space either cosy or claustrophobic, depending on your point of view.
The rear seats also do that clever folding thing pioneered on the Jazz, so they fold flat and low, or up and rearward (including the squabs) to provide an unimpeded floor-to-ceiling load area behind the front seats. That torsion beam and the forward-mounted, centrally located fuel tank also contribute to a low boot floor and the largest luggage compartment in the class. Impressive.
The dashboard feels very Japanese, with a surfeit of holograms, flashing LEDs for fuel consumption monitoring and rev warnings, and a big digital speedo in front of the driver on the second tier. It does actually work, though, with crucial information just where you need it. The revcounter is, Porsche-style, the most prominent analogue instrument and, to emphasise its sporting aspirations even further, there's a big red engine-start button. That said, the drilled alloy pedals seem like a case of overkill.
If you're interested in test driving the Civic, make very sure you do some motorway miles in it. At a steady 85mph cruise, we don't think the petrol 1.8 is as refined as it should be. It's not so much road or wind noise, but the constant, intrusive drone of the engine. Part of the problem is the gear ratios, which are too low in top gear (sixth in auto or manual). By comparison, the diesel is a model of refinement, and at the same 85mph, all you'll hear will be acceptable levels of wind and tyre noise.
As we mentioned earlier, the low speed ride quality on all models is a bit on the firm side.
Equipment levels aren't overly generous, with steel wheels and no aircon on the most basic models (it's not even an option on entry level 1.4 and 1.8 models). Electric windows all-round and a reach- and rake-adjustable steering wheel are standard across the range, though. On the highest spec models, there's an optional front and rear panoramic glass roof, which is well worth specifying as it makes for a light and airy cabin, especially in those cosy back seats.
This car is suppose to show up in Canada next spring/summer. I'm not sure about the US. Looks pretty good and should be more then competive with other hatchbacks, if Honda can keep down the MRSP.
http://www.channel4.com/4car/media/H/honda/civic/03-large/06-f3q-s.jpg
http://www.channel4.com/4car/media/H/honda/civic/03-large/06-r3q-s.jpg
http://www.channel4.com/4car/media/H/honda/civic/03-large/06-r3q-a.jpg
http://www.channel4.com/4car/media/H/honda/civic/03-large/06-i-dash.jpg
http://www.channel4.com/4car/media/H/honda/civic/03-large/06-i-front-seats.jpg
http://www.channel4.com/4car/media/H/honda/civic/03-large/06-f-s.jpg
Assets
Dramatic styling combined with very clever packaging, refined diesel.
Drawbacks
Petrol 1.8 engine unrefined at speed, no rear wash/wipe
Verdict
The Civic, while not totally without flaws, is that rare thing: a triumph of both form and function.
On sale
January 2006. Prices from £12,685 to £18,100
INTRODUCTION
After seven generations and 16m Civics sold, Honda has unleashed the latest and most radical version yet of this motoring icon.
It's a crucial model to Honda's continued health, with more than 35,000 sold annually in the UK alone. The new Civic is also aiming upmarket, hoping to tempt buyers out of their VW Golfs, Audi A3s and BMW 1-Series. Younger buyers are also being targeted, with Honda hoping to bring the average age of Civic customers down to 25-40 years from the current 58.
At first glance, the Civic's styling provides the most potent talking point. It's got a very coupe-like profile, with rear door handles recessed into the C-pillar and a steeply raked waist line. We think it looks terrific and may well tempt those buyers looking for something different and less anodyne than the usual competition.
It goes on sale in the UK with 1.4 and 1.8 petrol engines, as well as Honda's excellent 2.2-litre diesel. Prices range from £12,685 for the 1.4 petrol to £18,100 for the range-topping diesel.
In the first year, the Civic will only be available as a five-door and there are no immediate plans for a Type-R model. That said, insiders have told 4Car that there will be a concept car at Geneva Motor Show in 2006 that will preview both a three-door and Type-R Civic model.
RELIABILITY AND QUALITY RATING:
This is where Honda's core values reside, so we're happy to predict that Civic's reliability and essential quality will continue to be exceptional. Indeed, the fit and finish of external panels on our test cars was first rate, as was the paint finish.
Inside, most surfaces have a quality feel to them, although the transition from soft-touch plastic on the dash to a harder, differently textured plastic on the centre console jars slightly.
For those of us who remember the terrible rust problems of the first-generation Civics, the fact that Honda has increased the perforation warranty to 12 years on the new car is evidence of just how far the little Civic has come. The original would have been reduced to a pile of red dust in that time...
IMAGE RATING:
Even in its own press material, Honda refers to the Civic's historic image as being dull, middle-aged and cardie-wearing.
To be fair, though, the company's front-line involvement in Formula One and models like the hotshoe Type-R have helped give the Civic more credibility among those for whom image is important.
And the new car's dramatic styling might be a lot of things, but "dull" certainly isn't one of them. Indeed, the new car could well be the first-ever Civic to sway fashionistas and, when the Type-R eventually arrives, we predict it'll be a cult hit.
DRIVING RATING:
Honda has always trumpeted its commitment to four-wheel independent wishbone suspension, so its abandonment of that set-up at the rear in favour of a torsion beam has raised eyebrows. The company says that it has done so to create a "good balance between the demands of packaging, performance and weight."
The reality on the road, though, is far less dramatic than the cynics would have you believe. Makers like Peugeot have used a torsion beam set-up for decades, and they've produced some of the best handling hatches we've ever driven.
Indeed, the Civic's handling is totally secure, with remarkably high levels of cornering grip and a reasonably flat stance. The only time a keen driver might notice the absence of wishbones at the back is when encountering a particularly rough bit of road mid-corner.
Otherwise, the Civic's suspension set-up gets the job done nicely, albeit without the throttle adjustability and communication of the best of breed. Our only complaint on this front is an overly firm low-speed ride quality.
The electric power steering is particularly quick, too, with just 2.2 turns from lock to lock. Reasonably well weighted, it also has very strong self-centering, which won't be to everyone's taste.
The driver's environment is good, too, with panoramic visibility forward, well-placed controls and a precise, good-to-use gearshift. The high-tech dashboard presents information sensibly, although it's a bit intimidating on first acquaintance.
Rear visibility isn't great, though, with the shallow rear door glass and thick C-pillars obscuring rear-three-quarter vision. Also, Honda's insistence that the Civic's aerodynamic design means that a rear wiper isn't necessary doesn't really wash. There were times we would have liked to get standing water off the rear screen at city-driving speeds.
Also, the lower section of the hatch is perspex and doesn't contain heating elements, so there's no telling how that will deal with frost or early morning condensation (neither was an issue on our launch drive, so we'll reserve judgement on that score. For their part, Honda says the perspex is treated to so moisture won't adhere)
PERFORMANCE RATING:
Three engines are on offer, an 83bhp 1.4 and 140bhp 2.0 petrol and a 140bhp 2.2-litre diesel.
We haven't tried the 1.4 petrol, but with a quoted 0-62mph time of 14.6sec, a lack of performance could be an issue. The 1.8, though, pulls reasonably well, posting a 0-62mph time of 8.9secs. This VTEC engine feels most responsive when mated to the six-speed manual gearbox, less so when matched with Honda's i-SHIFT automated manual transmission. Shifts are slow and clumsy, much more so than with a conventional automatic transmission. We don't think the efficiency gains are worth it, either.
Predictably, the star of the range is the 2.2-litre diesel. Here is an engine that develops nearly twice the torque at half the revs (251lb ft at 2,000rpm) of its equally powerful 140bhp 1.8-litre petrol sibling. So performance is flexible, relaxed and gratifyingly punchy in that crucial 2,000-4,000rpm rev range. It's also a refined cruising engine, much more so than its petrol sibling.
SAFETY AND SECURITY RATING:
We'll hold off on the full five stars for now, as the Civic hasn't yet gone through EuroNCAP crash testing.
Honda reckons it'll rate the full five stars for front and side impact safety, three stars for pedestrian safety and four stars for child protection. That would make the Civic one of the safest cars in the class, an achievement we've little doubt they'll make.
For the record, the Civic has dual front and side airbags, electronic stability control, active head restraints, emergency brake assist, seatbelt pretensioners and five three-point seatbelts.
The Civic does equally well on the security front, with a rolling-code engine immobiliser, deadlocks, a perimeter security alarm and an integrated radio.
RUNNING COSTS RATING:
Some value monitoring organisations are already predicting excellent residual values for new Civic, which will take the bite out of depreciation costs (one of the largest for new car buyers).
The first service costs £110 for the diesel and £82 for the 1.8 petrol, with intervals stretching out to 12,500 miles, so the Civic won't break the bank on that score, either.
There's good news on the fuel consumption front, too, with the diesel returning 55.4mpg overall. Even the 1.8 petrol manages 44.1mpg overall. These are impressive figures, even taking into account that real-world fuel consumption is rarely as optimistic as official claims.
Honda has also done much to reduce the Civic's repair costs, particularly in low-speed impacts, where design efforts have gone into restricting damage to cheaper plastic parts.
Having said that, the entry-level diesel Civic 2.2-CTDi S costs over £15K, which seems a bit stiff given that aircon and alloys aren't even offered as an optional extra.
COMFORT AND EQUIPMENT RATING:
The best trick that the Civic manages is to offer up dramatic coupe styling with quite the cleverest packaging in the class.
The first surprise is space in the rear, which looks tight from the outside. With a comfortably installed six-foot-two driver, there's enough space behind to accommodate a similarly sized passenger, with more than adequate leg and headroom. That shallow sideglass makes the rear space either cosy or claustrophobic, depending on your point of view.
The rear seats also do that clever folding thing pioneered on the Jazz, so they fold flat and low, or up and rearward (including the squabs) to provide an unimpeded floor-to-ceiling load area behind the front seats. That torsion beam and the forward-mounted, centrally located fuel tank also contribute to a low boot floor and the largest luggage compartment in the class. Impressive.
The dashboard feels very Japanese, with a surfeit of holograms, flashing LEDs for fuel consumption monitoring and rev warnings, and a big digital speedo in front of the driver on the second tier. It does actually work, though, with crucial information just where you need it. The revcounter is, Porsche-style, the most prominent analogue instrument and, to emphasise its sporting aspirations even further, there's a big red engine-start button. That said, the drilled alloy pedals seem like a case of overkill.
If you're interested in test driving the Civic, make very sure you do some motorway miles in it. At a steady 85mph cruise, we don't think the petrol 1.8 is as refined as it should be. It's not so much road or wind noise, but the constant, intrusive drone of the engine. Part of the problem is the gear ratios, which are too low in top gear (sixth in auto or manual). By comparison, the diesel is a model of refinement, and at the same 85mph, all you'll hear will be acceptable levels of wind and tyre noise.
As we mentioned earlier, the low speed ride quality on all models is a bit on the firm side.
Equipment levels aren't overly generous, with steel wheels and no aircon on the most basic models (it's not even an option on entry level 1.4 and 1.8 models). Electric windows all-round and a reach- and rake-adjustable steering wheel are standard across the range, though. On the highest spec models, there's an optional front and rear panoramic glass roof, which is well worth specifying as it makes for a light and airy cabin, especially in those cosy back seats.
This car is suppose to show up in Canada next spring/summer. I'm not sure about the US. Looks pretty good and should be more then competive with other hatchbacks, if Honda can keep down the MRSP.