Noul Honda Civic Hatchback 2011

**tokyodream** · 02-06-12, 06:54

2013 Honda Civic Type R Spy Shots (European Spec ):

http://www.motorauthority.com/news/1...-european-spec

While in the U.S. the hottest Honda Civic on offer is the very capable--albeit somewhat dull--Civic Si, over in Europe they have the Civic Type R, a high-revving hot hatch with race-inspired looks, taut suspension and impeccable handling.

With the release of a brand new Civic in the European market late last year there was talk that the high-performance Type R may not return for another round.

Our latest spy shots tell a different story, revealing a pair of performance-focused Civic prototypes that are almost certain to herald a new Type R.

The prototypes were spotted at Honda’s development center just outside the Nürburgring race track in Germany.

A clear giveaway that these aren’t your ordinary, run-of-the-mill Civics is the huge rear wing found on both cars. There are also some other subtle modifications including slightly wider wheel arches and a discrete bootlid spoiler.

Like the previous model, the new car should stick with a high-revving 2.0-liter four-cylinder engine delivering more than 200 horsepower to the front wheels via a six-speed manual transmission. The focus for engineers once again will be handling, but this time around they will have to work with a five-door body rather than the smaller three-door shape that the previous generation benefited from.

We could also see Honda’s in-house tuner and motorsports partner Mugen involved with some of the development. Given Mugen’s deeper integration with Honda’s road-car program of late, we wouldn’t be surprised to see Honda offer some official, factory-installed upgrades for the Civic Type R as well as other models in the near future.

Look out for the reveal of the new Honda Civic Type R at one of the major European auto shows next year.

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http://vtec.net/news/news-item?news_item_id=1068224

Civic Type-R, S2000-successor rumors from across the pond
Date: June 01, 2012 07:18
Submitted by: Jeff
Source: AutoCar, Caradisiac via TOV reader F. Oppermann
Credibility Rating: Not Specified

First up, Autocar (UK) has spy photos of a new "high performance" version of the European Civic. A basic wing crudely affixed to the hatch (of an undisguised black Civic) is the sole tipoff that this is the "high performance" version of the car. The "grassroots" nature of this fitment might lead one to believe that a "high performance" version of the Civic was never considered during the development cycle of the present model. Autocar doesn't even seem to be too sure about what is seen in their 7 exposure set of spy photos:

These spy pictures could be the first evidence that Honda is working on a new version of the revered Honda Civic Type R. Our photographers spied two test cars near Honda’s technical center at the Nürburgring, both wearing a large, unsubtle spoilers over their rear windows.

You can see all the photos and read more here:
http://www.autocar.co.uk/car-news/sc...-spied-testing

"Next Generation S2000?"

Across the chunnel from Autocar, a French automotive blog is talking about Honda developing a successor to the S2000. The blogger claims that the source comes from Honda France, which doesn't exactly inspire too much confidence in the rumor itself. There have been rumors of a new Honda Beat or a petrol powered EvSter for a while, so this could very well be what our French friends are referring to. Our guess is that a proper S2000 successor would surely rekindle the withering flames of Honda enthusiasm, so hopefully there is an inkling of truth to this latest rumor. Sorry, this link is in French but you can read a somewhat workable machine translation via http://translate.google.com. The original post his here: http://www.caradisiac.com/Une-descen...tion-78860.htm

**Robby_Alessio** · 02-06-12, 09:02

Aici se vorbeste de noul Type R (care spune ca va avea un 2.0 turbo de 220-240 caluti ,care spune ca va ramane pe aspirat...nici ei nu stiu ) si cica Honda va face si le va trimite si noul civic brek ...dar asta de la anu' . Se pare ca vestea de civic wagon nu e un zvon:
http://carguideblog.com/15455/2012-h...coming-europe/
Sper doar sa nu o faca la fel de urata ca ultimul wagon de la civic

**mhh39** · 02-06-12, 10:57

Arata bine "vagonul".

Sper sa fie la fel de frumos si pe strazi...
Imi amintesc de Accordul precedent (CM??), break, care arata oribil. Parca era dric.

Pe generatia curenta, l-au desenat destul de fain.

Greu de crezut ca vor mai veni cu un 2L aspirat la 200+cp, daca CTR-ul anterior nu s-a mai importat datorita normelor de poluare... Si cum tot marseaza pe "green-eco", probabil pregatesc o motorizare supraalimentata. Nu cunosc prea bine istoricul si filosofia Honda, insa am impresia ca in ultimii ani s-au departat de valorile lor de odinioara (putere mare per cilindree, NA si tot felul de "ghidusii"). Sa speram la ce e mai bun!

"Times are changing, my friend..."

**Dragos** · 02-06-12, 11:02

Nici mie nu imi place eleronul ala dar parca vad ca apar astia de la honda si zic ca eleronul asta salveaza 1g de CO2

si 100g de benzina.
Ori cum ramane de vazut ce o sa iasa in final, si sper ca honda nu o sa dezamageasca, daca Typ R va iesi pe piata cu 5 usi in loc de 3 va fi un mare plus de la inceput din punctulmeu de vedere.

**Robby_Alessio** · 02-06-12, 14:27

Eu raman la ideea mea ca nu e type r-ul ...Cred ca e vre-un ''inteligent'' care a vrut sa o faca pe desteptul iar ziaristii au cazut in plasa...

De cand lumea si pamantul o masina cand iese noua e atat de camuflata ca nici nu-ti dai seama ce marca e ...chiar daca e un face-lift sau doar cu foarte mici schimbari.

**tokyodream** · 06-06-12, 08:17

Honda Civic 1.4 iVTEC SE review

http://www.pocket-lint.com/review/58...-se-car-review

When reviewing a car, we can ask a manufacturer for a specific model and engine, but rarely have any say in what spec we get. This means they usually send us one that’s in top line trim and then had the entire options list thrown at it for good measure.

We account for this and try to see past those options most people won’t choose. But a car loaded with optional features can feel very different from the same model of car that does without them. So when Honda rang and said they could loan us a new Civic with the smallest engine, in the most basic trim level and with just one option – metallic white paint – we were intrigued. Just exactly how good is the basic, basement spec 16 grand family hatchback in 2012?
Darth Vadar’s Helmet?

Honda is an engineering company. More than anything else, it makes motors. And they aren’t all in cars. They’re in bikes, quads, boats, mowers and generators. But when it comes to the design of its cars - the look and feel - there’s often been a sense the company built the most simple of boxes into which to install some very fine powertrain engineering.

And that had been true of the Civic model, right up until generation eight came along in 2006. At that point, someone in the design department clearly staged a coup. All the engineering guys and bean counters were locked in a cupboard somewhere while the crayon guys went nuts for a few months, coming up with the most striking - and arguably futuristic - car in its class. This wasn’t your grandma’s Civic, it was the Darth Vader helmet of Civics.
Darth Vadar sucking a gobstopper

But as with so many daring designs, Honda’s had a bit of a wobble while tying to update the 2006 car. 2012 Civic retains the almost mono-volumes form, but elsewhere things have gone rather bulbous and clumsy. That front mask that joins the grille up with the lights? It makes Darth Vader look like he’s got a gobstopper stuck in his mouth.

And one of the negatives of our base spec car is its 16-inch wheels, which don't help the overall look - making the car appear as if it’s running on castors. At least the redesigned rear end means it’s now slightly easier to see out of the back of - particularly when it’s raining, as there’s now a rear wash wipe.
Like stepping into a space ship

But step inside and things improve. There is a lot to take in and if you hate clutter and are into your German simplicity you might not like it. But it works on two counts. First, it looks and feels more futuristic than any other car in the segment. And second, it actually works ergonomically. After living with the Civic for a few days, stepping back into another car feels very ordinary and drab.

You get a central rev counter as on the CR-Z, but the speedometer’s a digital display at the base of the windscreen. You’re therefore constantly aware of your speed without taking your eyes off the road. It’s flanked by a pair of little trend bars, they glow green when you’re driving economically and get progressively more blue if you’re reckless with the accelerator.

Joining the speedo at the base of the windscreen is a display screen showing clock, economy and the stereo display. Take the satnav option and the map pops up here. Unfortunately it picks up bad reflections in strong sunlight, and given that when an iPod’s plugged in it pulls through the Gracenote imagery in glorious technicolour it’s a shame Honda’s own graphics are a clunky dull blue.
A spacious ship

Novelty of the dashboard out of the way and the main thing you’ll notice inside is space. Put simply, while the Civic doesn’t feel bigger to park than anything else in this class, inside - and particularly in the boot - you seem to have a lot more space than in a Golf or Focus.

There’s some clever thinking too. Our favourite feature is the "magic" rear seat. This splits and folds down like an ordinary car, but the seat bases also fold up into the backrest, leaving a vast space in the rear of the car, which is perfect for a dog to jump into or to put a bike in. And that large boot has a clever double floor which gives the choice of a separate compartment below the floor, or means you can make the whole space much deeper. We reckon it’s a key Civic selling point. If you value versatile, flexible space, put it high on your list.

That engineering background shines through too. Honda’s engines are some of the most compact in the business, which means the bonnet can be lower and the "scuttle" (where windscreen meets bonnet) can in turn be lower. Result? Your view out is clearer and more panoramic than other cars in the class.
Everything you’ll ever need - except performance

The equipment tally doesn’t make you feel like you’re driving a base car either. You get a USB port, aux connector, full climate control and two 12v ports in the centre console.

There’s a beautifully seamless stop-start system and an eco button to help you milk the best fuel economy from the car. If you decide a Civic’s for you we’d recommend you stick with the base SE spec but add the "T" (for tech) pack for £995. It adds Bluetooth and satellite navigation. We can’t see why you’d really need anything else on the options list.

One thing we wouldn’t suggest you do is buy this base 1.4 engine if you can afford either the bigger 1.8 petrol, or better still, the diesel. The 1.4 is smooth but has to be worked hard just to keep up with traffic and that means fuel economy suffers. Spend £1500 more for the 1.8 petrol and the whole experience will be more relaxed and we doubt you’ll suffer much worse fuel economy. Better still, if you’ve got an extra £3500 (or are buying it as a company car), get the 2.2 diesel. It’s fast, will do 60-odd mpg if you baby it, is super-refined and emits just 110g/km of CO2.

Outside of engine performance the Civic drives well. It now rides smoothly – our wife refused to let us buy the previous generation car in Type R spec because the ride was so hard and uncomfortable she said she’d “need to wear a sports bra” every time she was driven in it. It has well judged brakes and a nice gearbox that’s like working a precision bolt.

And so back to our original question: just what kind of family car does 16 grand buy you in 2012? Well, in the case of the new Honda Civic, a rather well-engineered but slightly odd-looking car. One that feels as if it will last forever and has most of the kit and space you will ever need.

We can’t help feeling that exterior design is a step backwards from the car it replaces though. But then you don’t look at a car’s exterior while you’re driving it, and, for our money, the Civic’s interior is fresher, more futuristic and a better place to be than just about any other car in this class.

In that regard, it’s in many ways a very Pocket-lint car. The design and tech inside actually makes it feel like a more advanced car and - potentially - it helps you to be a better driver. With the diesel engine, we suspect it could be a winner. But as tested here, with this 1.4 engine, it’s a good example of how spending that little bit more on an upgrade can still be well worth it.

===========================================

http://rumors.automobilemag.com/spie...l#.T87kpVLixko

Spied: Honda’s European Civic Type R Reborn?

The Honda Civic Si might be the closest thing Honda has to a sport compact car in our market, but we’ve come across some spy shots that would suggest the sharper looking (and driving) Honda Civic Type R is headed back to European dealers.

The spy shots in question show what appears to be the current Euro-spec Honda Civic driving around with a giant rear spoiler placed atop its hatch. Considering the current Civic has a small spoiler–the molding between the top and bottom rear windows, which also houses the center high mount stop light–a bigger wing could suggest there’s more firepower under the hood, a better suspension at all four corners…or both.

At current, the most powerful engine in the Euro-spec Honda Civic is a 2.2-liter i-DTEC turbo-diesel I-4 that makes 150 horsepower and 256 pound-feet of torque. Not bad, but demand for a hotter hatchback could mean that Honda willwhip up something more powerful.

We’re not sure exactly what engine that will be: while we’d appreciate the return of the K20, a 2.0-liter DOHC I-4 with VTEC (which made 198 horsepower in stock form and either 240 or 256 in Mugen-tuned guise) that powered the previous Civic Type R, it’s been reported that the naturally aspirated motor won’t conform with European emissions regulations and therefore is out of the question. Still, new reports from Autocar suggest that the next Type R will again use a high-revving, naturally-aspirated I-4, so don’t expect Honda to go the downsized, turbocharged route any time soon.

As for the looks, it’s the Honda Civic we’ve come to covet from across the Atlantic: from the taillights that look slightly melted to the strips of LED running lights (a la Porsche 911 or Mercedes-Benz C-Class), to the angled, vaguely rocketship-esque design, the car is still the redheaded stepchild to the conservatively penned Honda Civic we buy in the U.S. If the finished product also bests the U.S.-spec Civic Si coupe/sedan’s 201 horsepower, we’ll covet it even more.

Which begs the question: what should Honda do for its European customers? And considering the U.S. Civic’s well-publicized shortfalls have forced Honda to push a mid-cycle refresh up in the timetable, is it finally the time for Honda to pull the trigger on sending the red-hot Civic Type R to our shores? Let us know in the comments below.

**Delphi** · 06-06-12, 09:14

Din articolul cu Civicul de 1.4 am retinut asta: "Everything you’ll ever need - except performance."

**ticker** · 10-06-12, 17:23

m-am urcat si in asta ieri. nu m-a impresionat delc, dimpotriva.

acum nu stiu daca e mare minus sau doar minus estetic, dar pe scaunele din piele au si un material sintetic care nu are nici o legatura cu pielea.

tare mi-e ca nu o sa rezista bine in timp.

**tokyodream** · 13-06-12, 08:17

http://www.promotor.ro/teste-auto/te...i-dtec-9738983

Am condus versiunea diesel Honda Civic 2.2 i-DTEC

În mod ciudat, cea mai puternică versiune a noii Honda Civic este, la ora actuală, cea diesel. Care, culmea, este şi cea mai economică. Am testat-o să vedem dacă realitatea corespunde teoriei şi nu am rămas cu o impresie foarte bună.

După ce am luat contactul cu versiunea pe benzină Honda Civic 1.8i cu câteva luni înainte, iată că acum a venit rândul să vedem despre ce este vorba în cazul versiunii diesel. Ca o coincidenţă, modelul de test Honda Civic 2.2 i-DTEC era vopsită în acelaşi alb, deci impresia de deja-vu a fost foarte puternică.

Cu alte cuvinte, rămân la părerea că precedenta generaţie avea un design mai extravagant, dar, pe de altă parte, am început să mă obişnuiesc cu liniile mai rotunjite ale noului Civic, care mi se pare cea mai avangardistă propunere din segmentul compactelor de pe piaţa europeană la ora actuală. Este adevărat, e de preferat să fii mai nonconformist din fire, altfel s-ar putea să nu înghiţi stopurile inedite sau ornamentul gri în formă de "T" dintre faruri.

În interior, am avut parte de o mică surpriză: faţă de modelul testat mai demult, care era în echiparea de top Executive, versiunea diesel vine exclusiv în echiparea inferioară Sport, care se diferenţiază în primul rând prin sistemul multimedia. Adică pe consola centrală, în loc de un display tactil practic, avem parte de un modul cu butoane audio de mari dimensiuni.

În rest, Civic-ul rămâne fidel displayului inteligent conceput din partea superioară a bordului, comenzilor pentru audio şi cruise control de pe volan, calităţii bune şi aspectului reuşit ale plasticelor bordului sau spaţiului foarte bun, atât pe scaunele din spate, cât şi în portbagaj.

Iar acum, să vedem lucrul cel mai important care ne interesează în acest test: motorul diesel de pe Honda Civic 2.2 i-DTEC, pe pagina următoare.

În mod ciudat, cea mai puternică versiune a noii Honda Civic este, la ora actuală, cea diesel. Care, culmea, este şi cea mai economică. Am testat-o să vedem dacă realitatea corespunde teoriei şi nu am rămas cu o impresie foarte bună.

Pornirea motorului diesel de 2,2 litri nu este de natură să te entuziasmeze, deoarece zgomotul specific al unui propulsor alimentat cu motorină nu poate egala muzicalitatea unui benzinar i-VTEC , aşa cum sunt obişnuiţi fanii Honda. Din fericire, doar la ralanti şi turaţiile mici, sub 2.000 rpm, fanii "înaltelor" sunt oarecum agasaţi de zgomotul tărăgănat al dieselului, pentru că, în rest, compartimentul motor e bine antifonat.

Deşi concurenţa oferă puteri similare din motoare cu o cilindree mai redusă, de 2,0 litri sau chiar mai mică de atât, cei de la Honda rămân fideli regulii care spune că o capacitate cilindrică mai mare înseamnă mai mult rafinament, iar un raport putere/cilindree decent va duce la o experienţă de condus mai plăcută.

În practică, de la plecarea de pe loc realizezi că motorul diesel este mai mult decât civilizat, trăgând cu încredere, iar forţa este eliberată progresiv. Cuplul motor maxim de 350 Nm se atinge între 2.000 şi 2.750 rpm, dar acceleraţiile sunt corecte încă de la 1.500 rpm. O bulină albă pentru modul progresiv în care urcă motorul în ture, la 2.000 rpm lipsind obişnuitul "boost" resimţit în cazul dieselurilor multor concurenţi.

Dacă nu ai fi "ţinut la curent" de zgomotul motorului, ai putea crede uşor că i-DTEC descrie, de fapt, un motor pe benzină turbo mai puternic de 150 CP, în timp ce rafinamentul acestui diesel, pus în valoare de cutia cu o bună timonerie şi trepte bine etajate, se dovedeşte la cote excelente pentru clasa compactă. Ba chiar aş risca să spun că acest 2.2 i-DTEC îţi dă, în mers, o impresie serioasă de premium.

Şi pe această versiune, butonul verde "ECO", din stânga volanului, este standard, iar, la apăsarea acestuia, maşina îşi încetineşte vizibil reacţiile, deoarece computerul central dictează un răspuns al motorului care să privilegieze consumul cât mai redus. Moment în care şi ledurile care mărginesc vitezometrul te ajută foarte mult să-ţi adaptezi stilul de condus, făcându-se verzi când mergi economic.

A nu se înţelege că, în modul "ECO", Honda Civic diesel devine o maşină pentru pensionari - pur şi simplu pare că nu mai ai sub capotă un motor de 150 CP, ci cu vreo 20-30 CP mai puţini. Ceea ce, sincer, nu e nici o problemă în traficul urban, unde sistemul "auto-stop" te ajută să scoţi un consum urban cât mai redus.

Totuşi, e indicat să nu te grăbeşti când se face verde la semafor, deoarece te poţi pomeni că sistemul auto-stop "îţi trage clapa" şi îţi opreşte motorul, chiar dacă ai băgat în treapta întâi. Pe de altă parte, o bilă verde pentru faptul că sistemul funcţionează chiar şi înainte ca motorul să ajungă la temperatura optimă de funcţionare.
La viteze mari pe autostradă sau pe şosele, Civic-ul diesel demonstrează bune reprize, dându-ţi suficient de multă încredere în depăşirile rapide. Dar, când ai de gând să te grăbeşti, e de preferat să decuplezi modul "ECO" - altfel latenţa răspunsului la acceleraţie va fi deranjantă. În modul normal, motorul diesel este foarte elastic, iar pe traseele virajate maşina e plăcut de strunit, mai ales dacă ne gândim că evoluţia la capitolul tren de rulare şi direcţie este foarte mare faţă de precedenta generaţie.

Singurul regret, din punct de vedere dinamic, rămâne soundul - chiar dacă maşina se demonstrează rapidă, iar eficienţa dieselului este incontestabilă, alături de rafinamentul răspunsului motorului, ambianţa este privată de sunetul sportiv pe care îl aşteaptă în principal fanii Honda. E un dezavantaj mai mult sau mai puţin mare, în funcţie de subiectivismul fiecăruia.

În rest, din punct de vedere al preţului şi consumului, Honda Civic 2.2 i-DTEC are numai avantaje - vedem pe următoarea pagină.

Dieselul de 2,2 litri şi 150 CP face din Honda Civic o maşină suficient de economică, cu atât mai mult dacă utilizăm modul de conducere "ECO". În oraş, în trafic aglomerat consumul s-a cifrat în jurul valorii de 6 litri/100 km cu butonul ECO activ, iar pe modul normal nu a depăşit 7 litri/100 km, şi asta fără a adopta un stil de condus cuminte. Este adevărat, sistemul "auto stop" are şi el meritele sale incontestabile.

La drum lung, consumul maşinii se cifrează undeva la 6 litri/100 km, iar, dacă eşti cuminte şi mergi în modul "ECO", computerul de bord va arăta în jur de 5 litri/100 km. Pe autostradă, de exemplu, la o viteză constantă de 140 km/h setată pe cruise control, dar şi cu aerul condiţionat pornit, turaţia este de 2.200 rpm (adică exact în plaja de cuplu maxim), iar în modul ECO valoarea consumului mediu este de numai 5,5 litri/100 km.

Cu alte cuvinte, la cât de rafinat se dovedeşte motorul în general, el face o figură bună şi în ce priveşte consumul, deşi nu pot spune că se numără printre performerii categoriei. Trebuie ţinut seama, totuşi, că, faţă de concurenţă, acest i-DTEC este uşor penalizat de cilindreea mai mare în ce priveşte impozitul, de exemplu. Eu unul consider că acest mic sacrificiu merită pentru a beneficia de rafinamentul propulsorului.

Preţul versiunii diesel Honda Civic 2.2 i-DTEC se cifrează la 22.308 euro cu TVA (17.990 euro fără TVA), ceea ce poate părea, la prima vedere, puţin cam ridicat pentru o compactă. Da, însă nu trebuie uitat că vorbim de un design aparte, de un spirit practic mult peste ce te-ai aştepta de la cum arată maşina (portbagajul de 470 de litri este o performanţă pentru un hatchback compact) şi de o foarte bună calitate a fabricaţiei.

La care se mai adaugă un nivel de echipare chiar de bogat, nelipsind camera pentru mersul înapoi, senzorii de presiune în pneuri, cruise-controlul, senzorii de ploaie şi de lumină, climatizarea automată cu zonă dublă, jantele din aliaj sau un pachet complet de securitate, format din airbaguri frontale, laterale şi de tip cortină, alături de controlul tracţiunii şi stabilităţii VSA.

Practic, aproape toate compactele cu motoare diesel de circa 150 CP şi un nivel de echipare similar au preţuri de aproape 20.000 euro sau peste, aşa încât, fără a fi o ofertă redutabilă, Honda Civic diesel are cu ce-şi sensibiliza potenţialii clienţi. Singurul compromis serios rămâne lipsa sunetului plăcut al motorului - dar trebuie să fii exagerat de pretenţios pentru a spune "pas" Civicului diesel doar pentru atâta lucru.

**octi_b** · 13-06-12, 20:52

Eu tot n-am inteles: de ce pana la urma nu au ramas cu o impresie buna despre diesel?

**tokyodream** · 28-06-12, 08:25

http://www.theautochannel.com/news/2...australia.html

All-New Honda Civic Hatch Lands In Australia

TULLAMARINE, AUSTRALIA – June 27, 2012: The all-new Honda Civic Hatch is now on sale in Honda dealerships around the country.

Honda Australia's Director and General Manager Sales and Marketing, Mr. Stephen Collins said, “We are proud to launch the all-new Civic Hatch to Australia to take up the fight in the small hatch market.

"With European heritage, the Civic Hatch has superior styling, dynamic handling and practical features. Priced from just $22,650* it offers exceptional value for money.

"We are very confident customers will love the Civic Hatch," Mr. Collins said.

The Civic Hatch is available in two variants; the VTi-S and the VTi-L. Both feature an improved 1.8 litre four cylinder i-VTEC engine delivering maximum power of 104kW at 6500rpm and 174Nm of torque at 4300rpm.

A strong feature list includes heated power door mirrors with LED turn indicators, LED daytime running lights, Honda’s unique Magic Seats, an intelligent multi-information display (i-MID), Honda’s Eco Assist system and Econ Mode as well as power windows.

It achieves a five-star ANCAP safety rating and features six airbags (front, side and full length curtain), Honda’s Advanced Compatibility Engineering (ACE) body structure, Anti-lock Braking System (ABS), Electronic Brakeforce Distribution (EBD), Hill Start Assist, Vehicle Stability Assist (VSA) with traction control, Honda’s G-Con technology, tyre deflation warning system and a reversing camera for the VTi-L (displayed in the Intelligent Multi-information Display).

For comprehensive technical information and a full list of specifications, please see the Honda Civic Hatch press kit, available on AutoNews.

**tokyodream** · 30-06-12, 06:48

http://www.nzherald.co.nz/motoring/n...ectid=10816305

Honda: Civic hatch makes welcome return

Honda plugs its Kiwi gap with a hatch contender, writes Matt Greenop.

Looking good inside and outside, the new Honda Civic will go on sale in New Zealand from the end of July in three models costing from $32,900 to $38,990.

Honda has had a huge gap in its standard offering over the past five years, with no Civic hatchback to defend its turf against hatches from almost all of the other major manufacturers.

We have a sedan on the books in New Zealand - a Japanese vehicle as opposed to the Euro-sourced five-door - but with hatchbacks ranking second in New Zealand's rapidly growing small SUV segment, it's a glaring omission that Honda New Zealand is more than happy to rectify.

The global financial nightmare hit as the last Civic Euro was launched. It would have pushed pricing from sharp to ridiculous, so Honda wisely decided not to bring the car to New Zealand.

Huge pricing disparities between generations serves only to muddy the used market, confuse the new car buyer and annoy people.

Honda's fortunes were also dented by the Japanese tsunami and earthquake and Thailand's floods.

Sure, the IMA (integrated motor assist) hybrid Insight is available here, but it is aimed more at the fuel-frugal, technology chaser than the average Kiwi driver and costs significantly more than the Civic. And the little CRZ is a small two-seater that would require huge compromise to fill the needs of most hatch-hunters.

There is good news - the new Euro Civic ticks a whole lot of boxes in this market. It's a looker, with a rear "wing" incorporating stop lights, a sweeping profile and a short, pointy bonnet, frontal design to emphasise its width and create a fairly commanding road presence for a mid-sized hatchback.

It has storage space defying its small(ish) form, and a high level of refinement, despite a few glaring omissions.

Plus, the Civic Euro will be priced very competitively when it goes on sale towards the end of next month.

We'll be getting three models, starting at the razor-sharp price of $32,990. We'll see a 1.8-litre i-VTEC Euro L - the luxury specification with premium additions including a superb sound system with boot-mounted subwoofer - and manual and auto versions of the lower 'S' spec.

Despite sharing Honda's long-running Civic nameplate, the Euro hatch and current sedan model share only around 30 per cent of their respective parts.

The Euro has been extensively improved over the last model - the "invisible Civic" that wasn't sold in New Zealand - and that was a head-and-shoulders leap over the predecessor.

Its interior is extremely comfortable and well set-up, with driving and entertainment/comfort features purposely divided for ease of use.

Honda says it took inspiration from a fighter plane cockpit, but that's a popular line in vehicle marketing, and it might as well be inspired by the swing-wing spaceships of the Polygalactic Freedom Fighters.

Sarcasm aside, this division means the driver and front-seat passenger can easily access audio functions and climate control, and the driver is left to concentrate on the task at hand.

The gauge cluster is well conceived, with a central rev counter and fuel/temp gauges on either side, and an upper binnacle with a digital speedo and Honda's trick "coaching system" that displays different coloured sweeping lines on either side of the speed read-out, depending on how fuel-efficient your driving is.

A new iMid system is controlled by steering wheel-mounted buttons - a dash-mounted colour screen readout of everything from fuel economy to what's playing on the sound system.

You can even load pictures from a USB thumbdrive into the car's flash memory to display as the "desktop". Those with the right sense of humour could have some real fun with this.

Honda tested the cockpit with people of all heights, and it was very easy to get set up and settled into. Cabin noise is one area where serious work has been done, and 10kg of deadening material were added to ensure a real sense of serenity, from getting into the car through to highway speed motoring. There is a full body undertray to further defeat noise.

The engine is also whisper-quiet until pushed - in true iVTEC nature, when stretched into the upper reaches of the rev range it really comes on song, and while power output isn't earthshattering at 104kW, it is quite tractable on city streets and through windier roads.

As the name suggests, a great deal of work was done on refining the hatch for European roads, and it had hours of testing on those continental highways and byways.

Surfaces ranging from autobahn to cobbled streets revealed the need for a larger torsion bar fitted to the rear, and radically redesigned bushes to absorb bitumen bashings.

This bodes well for coping with the unique roads of rural New Zealand, and combined with stability control and stability assist, the car is happy to be pushed along in the wet.

During the test route from Sydney to Wollongong and back via the National Park, the car handled well over some challenging roads - although there weren't many patches of the heavy chip that punctuates much of New Zealand's roading system.

Feedback from the speed-sensitive power steering seemed light - the car went exactly where it was told, but a more solid feel would have been nice.

The six-speed manual version "S" was quite well-sorted, although did require climbing up and down through the gearbox in hilly areas to maintain consistent drivability.

But it's the sportshift auto five-speed with steering wheel-mounted paddles that will sell here.

While we'll reserve final judgment on the Euro Civic's handling until after the Driven team has put some local mileage on the car, first impressions are that it will be reasonably well-suited to our roads.

Honda is banking heavily on this fact, and aims to sell around 1000 cars in the next 12 months.

The manual S will cost $32,900 and the high spec L will be $38,990.

Initial impressions after a few hours at the wheel are that it would be worth spending the extra $6000.
By Matt Greenop | Email Matt