HOT SAUCE 16/06/2017 00:00:00
Honda unleashes its fieriest Civic Type R yet. Jonathan Crouch looks at what's on offer.
Ten Second Review
The Honda Civic Type R returns, this time with 320PS beneath the bonnet thanks to a revised version of the previous 2.0-litre turbo engine. Drive goes to the front wheels via a six-speed manual 'box, so no change there, but under the skin, this thing's rammed with trick bits. It looks the real deal.
Cards on table time. I absolutely adore hot Hondas. There's just something so unashamedly extreme about the way these cars are built. It pops up in the most unexpected places but speaks of a deep devotion to engineering excellence. Whereas most other manufacturers would be content to beef-up the engine, stiffen the suspension and add a few go-faster cues inside and out, Honda is different. That's just the start. A Type R Honda has, to date, been about the subtle details.
This latest Honda Civic Type R is a bit different. For a start, it's a bit shouty about its power output and its Nurburgring lap time. Perhaps Honda felt the need to make it appeal to a broader audience. Is it representative of the breed, or something different altogether?
The headline figures are undeniably impressive. Power comes courtesy of a direct-injected turbocharged 2.0 litre VTEC petrol engine, which really delivers a solid punch of both power and torque. Peak power output is slightly up on the previous generation model, up by 10PS to 320PS at 6,500rpm.
There are more significant changes too. The body itself has a longer wheelbase than the previous-generation version. Plus the relocation of the fuel tank from beneath the front seats to beneath the rears means that the driver sits 50mm lower than before. The centre of gravity is lower too. The body is 16kg lighter and (more significantly) 38% stiffer than the previous model's, but the most crucial mechanical change is that there's no longer a torsion beam rear axle. Instead, the latest Type-R gets a fully independent, multi-link rear set-up.
As before, there's a '+R' button that, when activated, heightens engine responsiveness and alters the torque-mapping to a more aggressive and performance-focused setting. That will have been activated when setting the Nurburgring Nordscliefe lap record this car now holds - set at 7min 43.8s, 7 seconds quicker than the previous generation car managed.
Design and Build
The Type R really amps up the already quite aggressive styling of the tenth-generation Civic. Honda's insistent that it's all functional and talks of the hours on the Nurburgring, being thrashed round the Takasu test track and forensic studies of the aerodynamics in the Sakura wind tunnel. An almost completely flat underside sucks the car onto the road and the rear wing, front splitter and deep side skirts are also demonstrably functional. Big grilles in the bumpers direct cooling air to the engine and brakes. The lightweight 20-inch alloy wheels look pretty mean too.
The cabin gets the trademark machined-alloy Type R gear lever. High-backed sports seats grip the front occupants with a suede-effect fabric offset by red double stitching. The red highlights continue across the leather-trimmed steering wheel and gearstick gaiter.
Market and Model
There's a real sweet spot for performance cars with around 320PS under their bonnets and it's close to £32,000, around which are clustered cars like the BMW M140i, the Volkswagen Golf R and the Audi S3. Therefore, it's no real surprise that when Honda announced pricing for the Civic Type R, it started at £30,995. There's also a better-equipped GT version for £2,000 more if you want it.
GT drivers will get gear such as forward collision warning, a traffic sign recognition system, lane departure warning, blind spot information including cross traffic monitor, dual control climate control, rain sensing auto wipers, dusk sensing auto lights, front and rear parking sensors, interior red ambient lighting, high beam support and Honda's new infotainment system, Connect, with Garmin navigation. Honda hasn't ruled out an even more focused Type R version, aimed to combat the track specials that are periodically wheeled out by the likes of SEAT and Renault.
Cost of Ownership
Economy and emissions figures for the Type R are, as expected, competitive though not quite up with this car's German rivals, VW's Golf R and Audi's S3. The combined cycle fuel figure is 36.7mpg and the CO2 reading is 176g/km. Residual values shouldn't put too much of a bash in the budget as there's always been a strong used trade in Type Rs. With this Civic being the only Type R model in Honda's line-up for the foreseeable future, demand ought to be very healthy indeed.
There's a lot of competition in this market sector. The Audi S3, Volkswagen Golf R and Ford Focus RS offer all-wheel drive grip and sledgehammer acceleration off the line, while the BMW M140i delivers rear-wheel drive handling beloved by purists. So where does that leave the front-wheel drive Civic Type R? It suddenly looks a bit conspicuous. Honda is a company that insists we judge on results rather than on engineering dogma. It has a point. Drive an old front-wheel drive Integra Type R against, say, a rear-wheel drive BMW E36 M3 from the same era and the Japanese car will always feel like the more exotic, exciting drive.
The latest Civic Type R makes a whole lot of impressive numbers but the acid test will come against its most talented European rivals. Something tells us that this British-built Honda will manage to inveigle itself into its own niche and feel quite unlike the rest of the field. Type Rs have always been something different, something very special and this one promises to be no different.
YOUR TYPE? 20/10/2017 00:00:00
By Jonathan Crouch
Is it aggressive enough for you? The fourth generation Civic Type R is a model proud of its performance, proud of its heritage and proud of its status as the very fastest front wheel drive performance car from this era that you can buy. But does it make sense as a used hot hatch buy? Let's find out.
5-door hot hatch [2.0 VTEC petrol turbo]
Back in 2015, Honda needed this hot hatch to be good, not only to rejuvenate its image in Europe but also to satisfy the feverish sense of anticipation that accompanied almost every stage of this car's development. For fully three years before this Mk4 Civic Type R's eventual launch in the early summer of 2015, pictures of prototypes littered the motoring press, the Japanese brand hoping to get ardent fans of this model line used to the fundamental engineering change made for this fourth generation design: the adoption of turbo power.
The switch away from a normally aspirated engine in this top Civic was a huge step for Honda to take. Look back through history and you simply don't see turbos in the company's sporting cars, whether your point of reference is the S360 and S500 models of the early Sixties or modernday Integra Type-Rs, S2000 roadsters or original versions of the NSX supercar. In any of these models, you revved the engine off the clock to get the performance out of them, rather than relying on a turbo to do it, and the whole thing came with glorous aural fireworks that with later VTEC powerplants were characterised by a distinctive banshee wail.
But that was then. In more recent times, buyers of sporting cars - and particularly hot hatches - expect more power than a compact normally aspirated unit can give. To compete towards the top end of the shopping rocket market, you need over 300PS these days, nearly 50% more grunt than this model's third generation predecessor could manage: so a turbo was needed for this 'FK2' generation Type R. Delivering that extra output, yet keeping the 'Type R' charisma of this car intact was one challenge with this MK5 model: the other was delivering on Honda's determination to credibly establish this ultimate Civic as the fastest front wheel drive performance car that money could buy - an equally difficult task. After all, no other brand believes it's realistic to effectively transmit this amount of power to the tarmac merely through a spinning pair of front wheels. Honda thinks differently. The FK2 model sold for just 18months until it was replaced by a new generation FK8 design in the Summer of 2017.
What You Get
Honda calls this 'a race car for the road' and you certainly get that feeling the first time you make this Type R's acquaintance. If you were about to buy into the subtle understatement of a direct rival like a Volkswagen Golf R, an Audi S3 or a BMW M135i, then look away right now because you won't like it. The in-your-face styling treatment is much more likely to appeal to someone attracted by one of the more overt lesser hot hatches from this era - say a Ford Focus ST or a Megane Renaultsport - but who likes the idea of power and aggression being turned up a notch.
All of which is fine with us: it's nice to see a different approach in this segment. Not everyone feels shy about owning a superfast shopping rocket. If you don't and want everyone to know that you've got one of the very quickest, then here perhaps, is your car. The colour-coded aesthetics and piercing LED front lighting technology certainly makes its point but ultimately, in taking this Type R seriously, it helps to know that all those wings, slashes and spoilers are there to make the thing go faster rather than merely make it look quick.
So you need those huge grilles in the front bumper section to cool the 2.0-litre VTEC Turbo powerplant, with airflow channelled through the engine bay to the outlet vents on the trailing edges of the blistered front wheelarch extensions, fashioned from aluminium to save weight. The same vents cool the bigger Brembo brakes, while the front bumper has been designed specifically to inhibit air turbulence around the front wheels, enhancing high-speed stability and further reducing lift forces.
Move to the side and you've very much the kind of profile you might expect from a Civic on steroids. Again though, look beyond the Max Power excess to the intricate engineering that's prompted it. You're given lightweight high-rigidity 19-inch alloy wheels shod with Continental tyres that were created through a bespoke development programme designed around the unique handling characteristics of this car. Then there are deep side skirts that, like the wide front splitter, are another key factor in reducing lift, creating downforce and pinning the car to the road.
The huge rear wing also does that of course, combining with an almost completely flat underside to further suck this Civic into the tarmac, with aerodynamics carefully enhanced by the design of the potent-looking piano black gloss rear diffuser, with its prominent dual tailpipes. It's the sort of thing you'd get on a racecar. Further up, stylised rear combination lamps feature LED light bars that complete a distinctive visual signature.
Inside, the differences over the standard Civic are rather more restrained. The high-backed competition-style sports seats with their red belts are the main change, the kind of thing you'd have to pay extra for on most rivals, with prominent side bolsters for greater lateral support through the kind of extreme cornering Honda thinks Civic Type R owners will habitually engage in. You get lovely suede-effect black fabric with red double-stitching and positioning that places you further down into a floor itself already lowered, a combination that leaves you sitting 30mm closer to the tarmac than you would be in an ordinary MK9 model Civic.
Typically for a Type R model, the gear knob is fashioned from machined aluminium alloy, which looks nice but feels freezing in winter, while branding your palm with the gearshift chart in the heat of summer. It's beautifully positioned though, falling perfectly to hand, as close to the steering wheel as it could be for easy access to the short shift throw that gives you lovely, quick snikerty changes. Ah yes, the wheel - the other point of Type R cabin differentiation. It's a proper flat-bottomed leather-trimmed affair with slimmer spokes for a more tactile feel. Serious intent is underlined by a red-stitched centre-position marker at the top of the rim, the kind of thing you get on all serious sportscars for a visible indicator of the steering wheel angle when cornering. We also love the plaque you get attached to the transmission tunnel showing your car's individual production number.
Otherwise, the feel and architecture of this cockpit is much as it would be in any ordinary Civic, a wilfully futuristic look that combines dual-plane architecture with a curious mixture of analogue and digital instrumentation. Directly ahead of you are three deeply recessed sporty dials, the Type R-branded rev counter appropriately taking centre stage, with the two outer gauges flanked by buttons for the engine start system and the 'R+' performance mode that changes the instrument backlighting to a potent red. Above this main binnacle lies what Honda rather pretentiously calls the 'Driver Interface Zone', an upper display that arcs over the main instrument binnacle and is viewed above the steering wheel rim, gathering essential information like speed at the natural point of eye focus.
Also conveniently in your eyeline is the so-called 'i-MID' 'Multi Information Display screen sited slightly to the left that updates you on things like the time, plus audio and trip computer functions, as well as a whole range of Type R-specific features. You get read-outs for boost and oil pressure, water and oil temperature, along with information on cornering G-forces and your brake and throttle pedal positioning. There's also a lap timer, plus something we'd not seen before - the glorious option of measuring your own 0-62mph or 0-quarter-mile acceleration times. Brilliant.
Anything this i-MID screen can't tell you will probably be covered by the 7-inch colour 'Honda Connect' infotainment touchscreen, positioned above the climate control switchgear in the centre of the dash. Annoyingly for Apple users, it's an android-based set-up. Still, if that works for you, then you'll be able to use the display's 'pinch, swipe and tap' functionality and its clever 'MirrorLink' function that allows you to mirror your mobile handset's screen display and gain access to its applications. If we can come over all 'old tech' for a moment though, it is irritating not to be able to play CDs. You'll not have a player for those unless you get yourself a plusher GT version whose original owner specified a sat nav upgrade. Otherwise in the standard model, you'll have to have your music stored on your 'phone and plug it into the provided USB socket. Alternatively, you could listen to the included six-speaker DAB audio system. Or enjoy internet radio, given that you can browse the web with the 'Honda Connect' set-up, plus it's possible to download and access a whole range of apps - 'Aha' for example.
When the time comes to take a seat in the rear, access is aided by the Honda's decision to make this fourth generation Type R hatch model the first to feature five-doors. Coupe-like rear side profile styling aims to disguise this, with swept-up side windows that incorporate concealed rear door handles in their outer corners. These combine with the standard rear privacy glass to give the back seat of the car a slightly claustrophobic feel, but there's reasonable room for two adults once you take a seat inside. You'd struggle with three, even though the central transmission tunnel is commendably low. One disappointment is that this Type R model's redesigned mechanicals have meant the deletion of the ordinary MK9 model's 'Magic Seat' system whereby the seat base can be flipped up, cinema seat-style, for the carriage of taller items.
Still, at least once you raise the rear hatch, the cargo area is as large as it would be on the ordinary model, with 477-litres available. That's nearly 40% more space than you'd get in a rival Volkswagen Golf R or BMW M135i. If you need more room, the 60:40 split-folding rear backrest can be pushed down to create a completely flat floor that offers you 1,210-litres of total carriage capacity up to window level - more if you load to the roof.
What You Pay
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What to Look For
Not a lot goes wrong with the fifth-generation Civic Type R. Buyers are, on the whole, a contented lot if customer satisfaction surveys are anything to go by. However, we did come across a few issues, the most common of which seems to be a 'crunch' that you get when changing quickly from first to second gear. Look out fr that on your test drive. One owner also experienced problems with fuel pump starvation when cornering at high speeds. On that subject, try and steer clear of cars that have been extensively used on rack days; graunching front brakepads are a giveaway here. Other than that, we'd inspect the 19-inch alloy wheel rims very closely; they're extremely easy to kerb when parking and cost plenty to put right when that happens. A few customers reckoned that the paintwork scratched easily as well.
(based on a 2016 Type R - ex VAT): Oil filters sit in the £4-£8 bracket. A wiper blade is around £9-£16, while a headlamp bulb is around £185 and a fuel filter would cost around £24. A wing mirror glass will cost around £28.
On the Road
The addition of turbocharging to Honda's four cylinder 2.0-litre VTEC powerplant means that thing are very different with this fourth generation model. Though the lovely short-shift six-speed manual gearshift still encourages you to rev the engine mercilessly, turbo torque now means you don't have to, performance here on tap from much lower in the rev range. There's plenty of it too, the 62mph benchmark dispatched in just 5.7s en route to 168mph and the option of an 'R+' button that when activated, stiffens the suspension, sharpens the throttle and weights up the steering.
The aural fireworks you get from the 310PS VTEC engine aren't as melodic as was the case with the previous normally aspirated 2.0-litre unit but the intensity of the driving experience certainly is. A 'Dual Axis Strut Front Suspension' system is effective in dialling out wheelspin and torquesteer, while a mechanical limited slip differential and an electronic 'Agile Handling Assist' system together help you with traction through the turns. The well-weighted steering adds to the enjoyment, encouraging you to exploit the grip of the bespoke Continental tyres and the downforce of all those skirts and spoilers. It's an addictive recipe: a proper driver's car: a proper Type R.
This fourth generation Civic Type R offers a quite different, more intense take on what a car of this kind should be. It may be the first Type R to try turbo power but it's still a pure performance package in the very best traditions of this model line. It's also properly quick, two seconds faster than a Lamborghini Gallardo supercar round the Nurburgring Nordschliefe and every inch the Touring Car racer when parked in your driveway.
What it isn't is the affordable performance package it once was, the power and technology needed to deliver that 'fastest front wheel drive' accolade elevating this car into competition with more mature alternatives. Yes, something like a Golf R is dull by comparison, but you can't ignore the fact that the Volkswagen will slip comfortably into situations where this bespoilered tearaway might be seen as something of an embarrassment - your company carpark for example.
If you've petrol pumping through your veins and don't think that matters, then respect is due. You'll choose this Civic Type R because you've remembered just why it was you wanted to buy a hot hatch in the first place. And you'll revel in the extrovert, intoxicating driving experience it offers. There's nothing else quite like it.
CIVIC SENSE 27/01/2017 00:00:00
By Jonathan Crouch
The Honda Civic has always been a more interesting choice for buyers in the Focus-sized family hatchback segment, hence this hatchback's loyal following. Conquest customers though, have often been harder for this Japanese maker to attract, hence the package of updates that was made to in 2015 to a ninth generation Civic model that as a result became smarter, cleverer, safer and more comfortable. It meant that this under-rated contender is able to represent a very good used car buy in its segment, especially when matched to peppy but frugal 1.6-litre diesel power. It's a surprising package for the right kind of customer.
5-door family hatch, five-door estate [(1.4, 1.8, 2.0 petrol, 1.6 diesel) S, SE, SE Plus, S-T, SR, Sport, Type R]
The Honda Civic. It's a family hatchback that's always been frustratingly close to greatness, especially perhaps, in its ninth generation guise, which was significantly updated in the form we're going to look at here.
Cars of this kind were always closest to the heart of company founder Soichiro Honda. Back in the Sixties when the best the motor industry could offer a small family was something like a lumbering Morris Oxford, it was he who pioneered the idea of a compact fuel and space-efficient family car with a hi-tech air-cooled flat-four 1300cc engine. It was thinking that led to the launch of the original Civic in 1972, a model series that over the next forty years would go on to sell over 20 million cars around the world, over 650,000 of them in the UK.
Throughout those decades, there were so many things that made motoring enthusiasts want to like this model line: its unique styling, its wonderfully slick gearbox, its sporty engines, its clever 'magic seating' practicality and its unique driver-centric dash. And, sure enough, all of these things were present and correct when the MK9 Civic model first appeared in 2011. But then came the 'if onlys'. If only the ride, refinement, cabin quality and running costs had been better. If only the lifeless power steering hadn't disguised the responsive handling. If only the pricing had been a bit more competitive. You can't afford 'if onlys' the way the Focus-class segment is at present and Honda knew it had to do better.
So, in 2014 the fightback began, first with tweaks to the suspension and power steering that significantly improved the on-the-road experience. Then with the addition to the range of a class leadingly-spacious Tourer estate version. Next up was the announcement of a fearsomely potent Type-R hot hatch variant. And finally, in the Spring of 2015, we got a complete refreshment for the mainstream range, with smarter styling, extra safety kit, a new infotainment system, more equipment and lower pricing. That's the car we're going to look at here as a potential used buy. It sold until the MK10 Civic model was launched in early 2017.
What You Get
The improved ninth generation Civic offers buyers a choice of two bodystyles - the five-door hatch or a spacious 'Tourer' estate. In this hatch guise, it certainly remains one of the better-looking models in the Focus-class segment, with looks that were carefully evolved by the original version of this ninth generation design and were further developed by this facelifted version. In this improved form, this Civic was given a sleeker front bumper, smarter headlamps and de rigeur integrated LED daytime running lights that deliver a unique visual signature. Back in 2015, it was all just enough to keep it looking current.
Those changes apart, things are much as they were with the original 2011 version of his MK9 model, which means that buyers of the hatch version still got this model line's usual distinctive split-rear screen. This almost unique design element was made easier to live thanks to the way that the designers of the original version of this MK9 model narrowed the rear central spoiler and dropped it further down to create greater rearward visibility that allowed space for a rear wiper. The rear hatch's bisecting bar (supplied either in classy piano black or in body-colour) links revised arc-shaped combination rear lamps that for this facelifted model featured LED technology and were raised well out of harm's way above a restyled bumper.
As ever, this Civic features class-leading aerodynamics, an area in which huge efforts were expended by the brand, the design team of the original version of this car having borrowed aerodynamicists from Honda's F1 racing programme to help them perfect the slippery shape. Hence the careful detailing - things like the underbody panels that direct airflow around the car. Or the little ribbed sections you'll find on the tail lamps. The overall result is a 0.27 Cd drag factor sleek enough to embarrass most rivals.
Must back seat passengers pay for the coupe-style shape? To some extent, yes. The side windows that incorporate rear door handles hidden within their frames are certainly smaller than is usual in this class. Compensation when you take a seat at the back is provided by plentiful legroom and a near-flat floor which frees up space if necessary for a central rear passenger. Headroom for really tall occupants may be a little restricted for some - you'll struggle a bit if you're over 6ft - but most will be fine, especially if they take advantage of the reclining seat mechanism for greater comfort on longer journeys. That's an MPV-style touch that might prompt you to also wonder whether the seats might slide back and forth, but they don't do that because they can do something cleverer still. If you've a tall load to carry - say a plant from the garden centre - you can flip the base up, cinema seat-style.
If you're wondering why other rivals can't offer this kind of versatility, it's because they often have complicated multi-link suspension systems taking up space that Honda thinks buyers would rather see devoted to passenger room or luggage capacity. Hence this Civic's simpler torsion beam suspension set-up and its designers' clever placement of the fuel tank under the front floor, these measures together feeing up an enormous 477-litre boot capacity. To give you some perspective on that, you're talking 97-litres more than you'd get in a Volkswagen Golf and a massive 161-litres more than is offered by a Ford Focus.
You'll find 75-litres of that capacity in a useful under-floor compartment that's as spacious as it is because (rather annoyingly) you can't specify a proper space-saver rear wheel. As usual, if you need more room, you can push forward the 60:40 split-folding rear backrest in a simple dive-down motion to create a completely flat 1367-litre load bay that's 1600mm long and 1350mm wide, big enough for three extra-large Samsonite cases, three large golf bags or, if you're an out-doorsy-type, three mountain bikes with the front wheels removed. Need more? Then you'll need the Tourer estate model, a bodystyle with 235mm of extra length, all of it devoted to luggage capacity that sees this variant able to offer as much as 624-litres in total up to tonneau cover level. Flatten the 'Magic seat' folding mechanism in a Civic Tourer and you can free up as much as 1,668-litres and with this variant, you've the flexibility of a 117-litre under-floor compartment too.
Take a seat up-front and you'll find yourself in a cabin that'll deliver a surprise or two if you're not familiar with Civic culture. There still isn't a cockpit we can think of this side of a motorshow concept car that looks more wilfully futuristic with its dual-plane architecture and mixture of analogue and digital instrumentation. In principle, it sounds like a mixed-up mess. In practice though, it all works really well. Directly ahead of you are three deeply recessed sporty dials with metallic surround trims. And above them lies what Honda rather pretentiously calls the 'Driver Interface Zone', an upper display that arcs over the main instrument binnacle and is viewed above the steering wheel rim, gathering essential information like speed at the natural point of eye focus. Also conveniently in your eyeline is a small screen sited slightly to the left that updates you on things like the time, plus audio and trip computer functions.
The other design keypoint in this cabin is what the designers call the 'Information Interface Zone', essentially this area in the centre of the dash just above the perfectly positioned gearstick. This is where you'll find not only the air conditioning controls but above them, the key interior change that was made to this revised model, namely the addition of this larger 7-inch 'Honda Connect' colour infotainment touchscreen. Provided you avoid entry-level trim, this Android-based set-up is standard across the range, controlling stereo and informational functions, dealing with the optional Garmin sat nav system and providing full internet browsing when you're stationary. For that kind of use, this set-up should feel just like your smartphone to use thanks not only to familiar 'pinch, swipe and tap' functionality but also to a clever 'MirrorLink' function that allows you to mirror your mobile handset's screen display and gain access to its applications.
You can personalise the touchscreen with a choice between two different 'skins' and download your favourite apps onto it via the Honda App Centre. In fact, one key app - 'Aha' - came pre-loaded with the system, giving users access to thousands of stations of audio, spanning everything from music to news, podcasts and audio books, plus social media and location-based services. The integrated interface should make finding everything from a Twitter account to weather updates easy. And 'Aha' also includes points of interest searches, helping users locate things like nearby restaurants and hotels.
It's all very welcome - if hardly unique in this segment. One thing that is though is the perfected driving position. Honda nearly always gets this small but crucial element right with its cars and this Civic is no exception, aided by rake and reach adjustment for the wonderfully tactile steering wheel. There's a beautifully supportive driver's seat too, with height-adjustment that'll be welcome for taller folk having to site the seat base further down to compensate for the cabin's slightly restricted headroom. It's slightly annoying that you have to adjust the rear backrest with an awkward lever rather than the usual rotary wheel.
On to practicalities. We like the hatch model's distinctive split rear screen but it does somewhat restrict your over-the-shoulder rear three-quarter visibility. This isn't an issue on the glassy Tourer estate model and to be fair, even on the hatch variant, it was mitigated to some extent on this facelifted model with the standard fitment of a colour reverse parking camera on most models in the range. On a less sensible note, the plush Civic Sport model's signature drilled metal pedals deserve a mention, too. First, for being over the top. And second, for being exactly in the right place.
On to fit and finish. It's certainly true that the choice of trim and materials, though better than with the original MK9 model, still didn't have the 'hewn-from-granite' feel you'd get in, say, Volkswagen Group products and there are some slightly awkward touches like the blanked-off button for the optional push-button start system most variants didn't get. Still, some of the detailing is nice - the white stitching used on plusher variants for example - and the British factory in Swindon certainly screwed it all together very well. More importantly perhaps, customer satisfaction surveys without number all suggest the cabin quality to be durable. There's plenty of practicality too: reasonably-sized door bins, a spacious glovebox, a holder for your sunglasses and space between the front seats for a couple of 1-litre bottles, plus a further couple of 350ml bottles.
What You Pay
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What to Look For
Not a lot goes wrong with the ninth-generation Civic. Buyers are, on the whole, a contented lot if customer satisfaction surveys are anything to go by. However, we did come across a few issues. One owner complained of problems with the stop/start system. And several others reported a baulky gearshift from 2nd to 3rd. In one car, the centre dash display screen stopped working. And in another, there were Bluetooth connectivity issues. One buyer said there was a rattle from the high-mounted rear stop light too. A few customers reckoned that the paintwork scratched easily as well.
(based on a 2016 5-door 1.6 i-DTEC - ex VAT): Brake pads are between £20-£35 for cheap brands and up to £60 if you want an expensive make. Brake discs start in the £25 to £37 bracket, but you can pay up to £112 for pricier brands. Air filters sit in the £6-£8 bracket. A wiper blade set is around £10-£22, while tyres cost in the £35-£40 bracket. A headlamp is around £185, while a fuel filter would cost around £35.
On the Road
Let's face it, you'll need to have a long memory if you can recall a Honda Civic that wasn't good to drive. If we were going to put a date on the time when Civics stepped from being something a bit pedestrian to something that was a guarantee of a decent steer, it'd probably be the sixth-generation car that debuted in 1996, championing a clever multi-link rear suspension system that most of its rivals subsequently copied. That was dumped for both the eighth generation version and this ninth generation design because it impinged on cabin space, but thanks to some clever trickery elsewhere on the suspension front, Honda's little hatch continued to be able to entertain.
There were a few downsides though. Back in 2012 when this ninth generation model was first launched, some Civic enthusiasts complained about a lack of steering feel, while buyers placing greater priorities on comfort tended to take a test drive, try the firm ride - then go and buy something else. It was to correct these issues that the engineers decided upon a surprisingly extensive rosta of dynamic tweaks for this updated design. They'd been fiddling with the suspension set-up since launch and for this facelifted MK9 model, there were further changes to things like the roll bars, the bushes and the damper rates. All this helped. Or at least it helped a bit. There's certainly an improvement in low speed ride that you might well notice if you've owned an earlier version of this Mk9 model, this Honda in this updated form gliding more easily at urban speeds over our country's terrible tarmac. Speed up though and bigger potholes will still slightly impede your progress: it's here that you might rue Honda's decision to ditch the sophisticated multi-link suspension set-up it once pioneered in this segment. Still, you don't get that on many direct rivals either.
What's important is that the changes that were made to make this Civic an easier day-to-drive didn't dilute its rewarding feel through the bends. Indeed, that was actually enhanced thanks to the extra steering feel you get from an altered steering rack and the addition of an 'Agile Handling Assist' system, Honda's version of the kind of torque vectoring set-up first introduced to this segment by the Ford Focus. During tight cornering at speed, this imperceptibly brakes your offside wheel at the inside of a curve. When power is applied, the excess torque then flows to the outer wheel that can better use it, which helps to maximise traction and makes the car steer through the bend precisely and power out of it more quickly. Software tweaks to the stability control system also make unnecessary electronic interference less frequent too when you're simply trying to enjoy yourself at the wheel.
That you'll be able to do that in this car is something that you'll be aware of right from the get-go because everything about it feels so driver-centric. The perfectly positioned seat and pedals. The way the gear lever falls beautifully to hand. The way the futuristic dash delivers everything you need to know in perfect line of sight. As the miles roll by, you'll also be struck by the near-perfect weighting and smoothness of the brake and clutch pedals and the lovely, snickety precision of the six-speed gearbox. In short, you don't need an expensively powerful engine to feel fast in this car.
You won't get one either. Not unless you opt for the Type-R hot hatch variant with its 310PS 2.0-litre VTEC TURBO petrol engine. This is a car capable of 62mph from rest in just 5.7s en route to 167mph. Mainstream versions of this Honda give you only three engine choices, neither of which is neck-snappingly rapid. The least expensive alternative is the 100PS 1.4 i-VTEC petrol unit. This is a leisurely performer that gets to 62mph in 13.4s on the way to 116mph. Far more rewarding, though notably less efficient, is the other volume petrol powerplant, the 1.8 i-VTEC derivative. With 142PS on tap, this offers reasonable performance on paper (0-62mph in 9.1s en route to 134mph), but only if you rev the thing harder than most owners will want to. The necessity for this is down to the fairly feeble amount of pulling power on offer - just 174Nm - and you have to storm up to 6,500rpm to get that. Plus it'd be even worse in a version fitted with the five-speed automatic gearbox. Our advice then, would be to bypass these engine options and, if funds permit, opt instead for the 120PS 1.6 i-DTEC diesel powerplant.
In the past, Honda has sold cars with diesel engines about as willingly and satisfyingly as McDonalds will sell you a salad - but this one's different. True, it's no ball of fire (62mph takes 10.5s on the way to 129mph), but more importantly, there's a lusty 300Nm of pulling power available. That's nearly twice as much as the alternative 1.8-litre i-VTEC petrol variant can offer. This makes the car feel a lot more willing than those figures might suggest, as well as facilitating a 1,400kg braked towing weight that some buyers of the Tourer estate version might really value.
As with ordinary petrol Civics, the engine in the i-DTEC model sits crossways under the bonnet and drives the front wheels through a standard six-speed manual gearbox. Unlike the regular petrol units though, it's a powerplant that seems to have been properly tuned to suit the character of the car, feeling happiest when simply surfing along at modest speeds leaving plenty in reserve. There's little of the harshness and vibration you often get from some other small diesels when pulling away, even if you're in a gear higher than perhaps you ought to be. Nor is there any need to bother pushing it much past 3,500 revs because it's done its best work by then. Instead, simply plug it into the next gear and take a moment to appreciate the noise reduction work that Honda has put into all Civic models in recent times.
Extra insulation in the rear wheel arches, the roof and the engine bay, plus better door seals all round and thicker front side windows has made this one of the most refined cars in this segment, with unpleasant frequencies of engine, tyre and wind noise filtered out far more effectively. This is one of the things that makes this car a better long distance travelling companion than the original post-2011 MK9 Civic ever was. In fact, it's a better car than it was previously all-round. It just shows how much a careful programme of development can achieve.
'Kaizen', the Japanese approach to 'continuous improvement', characterises every aspect of this much improved ninth generation Civic. This car may look similar to the MK9 model we first saw in 2011 but under the skin, it's a far more competitive prospect. The upgraded infotainment set-up, the more comfortable driving experience and the wider range of trim options, plus the availability of an estate bodystyle and a Type-R hot hatch variant - all of it makes a big difference to this car's appeal.
All of these things are welcome, but they didn't dilute the individual appeal of a package that remains distinctively different in its era in the Focus-sized family hatchback segment. The sporty feel of the engines, the brilliant 'Magic Seat' practicality of the cabin and the distinctive looks all continue to underline the way that Honda isn't afraid to go against the grain when designing a car of this kind.