HONDA

TYPE S FOR SPORTS Although the Type R is the Civic with the cult following, the Type S is a decent pick for those who don’t need the intensity turned up to eleven at all times. Andy Enright reports

So elegant and cohesive is the styling of Honda’s five-door Civic that you might think there to be a very real chance of the three-door variant having to live in its shadow. In silhouette, there’s very little difference between the five-door and three-door shapes, so Honda has been forced to put in the overtime developing three-door models that will make potential customers sit up and take notice. The Type R sporting flagship has a ready market of committed petrolheads but if that car is a little too full-on for your tastes, fear not, for the more affordable Type S offers a decent quota of fun, packaged at a more manageable price.

Sharing the same platform as the five-door car, the Type S is priced from £15,530 and features retuned suspension for sharper cornering and a younger image. The styling is well judged, with a decent array of sporting cues without appearing too over the top. If you’ve seen the Type R, you’ll appreciate that it’s for genuine extroverts. Get at all self conscious in a car and this Type S may be more your thing. With side skirts that flare outwards to the wheel arches, the Civic’s flanks now get a more voluptuous Coke-bottle look and the front and rear spoilers give the impression that the Type S is absolutely bonded to the tarmac. The lower body structure is finished in gun metal grey. The side windows of the three-door are probably the easiest way of identifying it, with an upwards kick to the rearmost pane giving a wedgier look than the five-door. Powered by either a 1.8-litre iVTEC petrol engine or a torquey 2.2-litre diesel unit, both engines good for 139bhp, the Type S also comes with a slick, wristy six-speed manual gearbox that will have you punching up and down the ratios just for the sheer fun of it. Honda’s automated manual i-SHIFT box is also offered on the petrol car but unless you plan to be bogged down in traffic for much of your time, it’s hard to look beyond the manual transmission.

"The Type S may live in the shadow of the Type R but it certainly justifies its existence"

The suspension is what makes this car special and it’s a long way removed from a common-or-garden variety five-door Civic. For a start, the steering has been sharpened to give a more direct feel. The spring and damper settings have been revised to offer a decent ride quality with the standard 17-inch alloys coupled with beefy roll resistance through corners. The rear track has been widened by 20mm to give the Type S an even more planted appearance, the car almost appearing to sit foursquare on the tarmac. The detailing is very neat, with a repeating triangular theme appearing on the front fog lights, exhaust pipes and rear trim. Many manufacturers have tried to combine sharp angles with rounded curves and the results haven’t always been very happy. The Civic shows how it should be done. The adventurous styling doesn’t stop on the outside either. Where the old car introduced a lot of new ideas when it came to packaging, the eighth generation Civic again offers a novel approach. The dashboard is designed on two levels, the main instruments housed on the nearer one with a surrounding ‘tier’ that includes auxiliary functions like stereo, heating, ventilation and trip meter. This sophisticated, three-dimensional feel to the fascia is backed up with quality materials and interesting textures. The Type S is fitted as standard with silver-stitched black alcantara seats and a leather trimmed steering wheel. Peer into the footwell and you’ll spot a natty aluminium pedal set too. Two model grades are offered – standard and GT. As well as the big alloys and Vehicle Stability Assist (VSA), the Type S is fitted with air conditioning, a cool box, remote audio controls and curtain airbags. Those who bought the old Type R will remember that air con was a costly option and many felt they had been a little hoodwinked by the car’s attractive base price. No repeat this time round. The GT version of the Type S adds dual zone climate control, a panoramic glass roof, cruise control, front fog lights, retractable mirrors and automatic wipers and headlamps. Now comes the bit that may well have you scratching your head. It did for me. Although the latest Civic is significantly smaller than its predecessor on the outside, the company claims that room inside is just as generous as before. Instead of trying to understand how Honda have warped the time-space continuum, it’s easier to spot the simple engineering solutions they’ve employed. Like the Jazz, the Civic features a fuel tank that’s centrally mounted along the cross member below the front seats. This means that the seats in the rear can fold flat and there’s no intrusion into the cargo bay floor. Just because you opt for a three-door model doesn’t bring any penalty in luggage carrying ability, the 485 litres of loading space identical to the more family-friendly five-door car. Honda’s one motion dive down seating system creates a flat loading floor. The Civic Type S looks to be a well judged package that will likely appeal to both younger buyers who can’t afford the insurance on the Type R and older customers who are turned off by its extreme image. Although it may live in the shadow of its more extreme sibling, it more than establishes a niche for itself.

Facts At A Glance CAR: Honda Civic Type S range PRICES: £15,530-£17,830 - on the road INSURANCE GROUPS: 9 CO2 EMISSIONS: 138-156g/km PERFORMANCE: [1.8] 0-60mph 8.9s / Max Speed 127mph FUEL CONSUMPTION: [2.2] [urban] 42.8mpg / [extra urban] 67.3mpg / [combined] 55.4mpg STANDARD SAFETY FEATURES: Twin front, side and curtain airbags, ABS, VSA WILL IT FIT IN YOUR GARAGE?: length/width/heightmm 4276/2046/1460mm

GEARING UP Honda’s i-SHIFT System Offers Civic Buyers The Opportunity To Rest The Left Peg. Andy Enright Takes A Look

If pushed to name the best gear shift around at the moment, I’d probably plump for Honda’s S2000. Best of all time may well be the old Civic Type-R. Those who were lucky enough to drive a Honda NSX will remember that wristy, short throw action with fondness. All of which goes to underline the fact that when it comes to making great manual gearboxes, Honda is virtually out there alone. There are some very good rivals around now with the Ford GT and even Volkswagen’s latest Passat both boasting a sweet manual shift but Honda remain the masters. Strange then, that so many Civic buyers are opting to ignore all of that and opt for the affordably priced i-SHIFT gearbox.

Unless you’ve been living under a rock for the past decade or so, you’ll probably know that sequential manual gearboxes are now getting rather good. The first such units were, not to put too fine a point on it, spectacularly lousy and even the popular second generation units were none too clever. Lately, however, there have been some that make keen drivers ponder the wisdom of buying a conventional manual gearbox, Audi’s DSG being at the head of that particular field. BMW’s SMG has come a long way and Ferrari’s F1 ‘box is a whole lot better than the first clutch-immolating clunker that appeared in the F355. To that list we can now add Honda’s i-SHIFT, priced on a Civic from £15,570. Available on all petrol-engined models in the Civic line up, this is Honda’s first crack at a sequential manual gearbox. When executed well, these systems offer the plus points of both a normal manual and an automatic. In an ideal world, you’d get the driver involvement, performance and fuel economy of a manual gearbox coupled with the convenience, rapid shifts and smoothness of an automatic unit. Unlike an automatic gearbox which features a power-sapping torque converter, a sequential manual instead uses hydraulic clutches to do the work normally carried out by your left leg.

"Many Civic buyers like an easy life. The i-SHIFT system delivers"

The Honda system utilises paddles behind the steering wheel rather than the less satisfactory buttons on the wheel face that some manufacturers opt for and switching between manual and ‘automatic’ modes is via button next to the gear shifter or via the paddles. When you’re in manual mode, the gear is indicated on the visual display next to the speedometer so it’s easy to keep track of what ratio you’re in. Software prevents you from being able to ‘buzz’ the box by changing into first gear while zipping along the motorway for instance. Likewise, it will refuse to change up below 1,000rpm. It is effectively impossible to stall. Stop the car in fourth gear and the system will automatically shift back to first gear in either automatic or manual modes. The i-SHIFT system also uses different shift maps depending on the driving conditions so when the Civic is being driven downhill, the system will shift down to add a little engine braking. Similarly, it won’t shift down in the middle of a corner if there is any chance of upsetting the car’s handling balance. Activate the paddles and you can shift manually even when the car is in automatic mode, to take advantage of a tempting looking corner or to provide an instant burst of acceleration. Otherwise things are much as with any petrol-engined Civic. Bucking the trend for successive Civics to be bigger and heavier than their predecessors, the latest car is significantly more compact than the seventh generation model. Overall length is 35mm less and the car stands lower by the same amount. In order to create a more dynamic stance, width has increased by 65mm. It’s this change in dimensions that give the Civic its rather pugnacious demeanour. Honda are quite upfront about the shift in target demographics, heading their pre-launch material with phrases like "your granny wouldn’t like it" and dubbing the car a "premium sports compact." The Civic’s face is quite unlike any other car on the road, brining to mind the glazed-in nose of the old Citroen SM. Headlamps sitting at the front corners are obviously old hat as the Civic adopts an illuminated bar. Few cars pursue the one-box look quite as aggressively as the Honda either, the cab forward design and wedged side profile giving the impression that the car has been moulded rather than designed on a computer. The adventurous styling doesn’t stop on the outside either. Where the old car introduced a lot of new ideas when it came to packaging, the eighth generation Civic again offers a novel approach. The dashboard is designed on two levels, the main instruments housed on the nearer one with a surrounding ‘tier’ that includes auxiliary functions like stereo, heating, ventilation and trip meter. This sophisticated, three-dimensional feel to the fascia is backed up with quality materials and interesting textures. All versions of new Civic are generously specified, with the top models featuring equipment usually only found on far bigger cars. Standard across the range are features like climate control air-conditioning, Vehicle Stability Assist (VSA), trip computer, front, side and curtain airbags, rake and reach adjustable steering column and rear ‘Magic’ seats. High grade models will feature innovations such as automatic lights and wiper functions, high intensity discharge headlamps, Dual Zone Climate Control and retractable door mirrors, in addition to options such as alloy wheels, DVD satellite navigation and leather trim. Honda were late to the diesel market and now have one of the best diesels around. Likewise, it’s taken them a while to develop a sequential manual gearbox but if projections are correct, the Civic will soon be the biggest selling car fitted with such a system. How times change.

Facts At A Glance CAR: Honda Civic i-SHIFT range PRICES: £15,570-£18,720 - on the road INSURANCE GROUPS: 4-10 CO2 EMISSIONS: 139-156g/km PERFORMANCE: [1.8] 0-60mph 8.9s / Max Speed 127mph FUEL CONSUMPTION: [1.4] (urban) 37.2mpg/ (extra urban) 57.6mpg/ (combined) 47.9mpg STANDARD SAFETY FEATURES: Twin front, side and curtain airbags, ABS, VSA WILL IT FIT IN YOUR GARAGE?: length/width/heightmm 4250/1760/1460mm

FUTURE PERFECT Honda’s Civic makes the chasing pack suddenly look very old indeed. Andy Enright reports

It’s not too often a car is launched that, at a stroke, manages to make all of its rivals look way behind the curve. This however, is what Honda have managed with their latest Civic. This car marks a new generation of family hatches.

In times past, despite the success of the excellent Type-R version, the rest of the Civic range would rarely appear on the radar of anybody under fifty years old. Majoring on impeccable practicality, space and reliability, this family hatch was loved by its owners but perhaps a little short on inherent ‘want one’ factor. This was one of the key changes Honda had in mind with the development of the eighth generation Civic. In a market where utility vehicles were invading the old version’s client base, the MK8 model needed to have instant desirability and an appeal that would turn the heads of younger buyers. It has exactly that. Buyer behaviour has changed and Honda are reacting to this shift. Bucking the trend for successive Civics to be bigger and heavier than their predecessors, the latest car is significantly more compact than the seventh generation model. Overall length is 35mm less and the car stands lower by the same amount. In order to create a more dynamic stance, width has increased by 65mm. It’s this change in dimensions that give the Civic its rather pugnacious demeanour. Honda are quite upfront about the shift in target demographics, heading their marketing material with phrases like "your granny wouldn’t like it" and dubbing the car a "premium sports compact." The Civic’s face is quite unlike any other car on the road, bringing to mind the glazed-in nose of the old Citroen SM. Headlamps sitting at the front corners are obviously old hat as the Civic adopts an illuminated bar. Few cars pursue the one-box look quite as aggressively as the Honda either, the cab-forward design and wedged side profile giving the impression that the car has been moulded rather than designed on a computer.

"The Civic is instantly striking in a way that few family hatches ever achieve"

The detailing is very neat, with a repeating triangular theme appearing on the front fog lights, exhaust pipes and rear trim. Many manufacturers have tried to combine sharp angles with rounded curves and the results haven’t always been very happy. The Civic shows how it should be done. Although the car has a coupe-like roofline, look carefully and you’ll spy blade-thin door shutlines and a handle concealed into the glass. Yes, this is a full five-door. Whereas the old Civic five-door was a rather frumpy thing, this model is far sassier – though if you don’t agree, there’s the option of going for one of the sportier Type-S or Type-R three-door models. Prices start at £14,490 for the five-door and £15,490 for the three-door bodystyle. The adventurous styling doesn’t stop on the outside either. Where the previous generation Civic introduced a lot of new ideas when it came to packaging, the eighth generation Civic again offers a novel approach. The dashboard is designed on two levels, the main instruments housed on the nearer one with a surrounding ‘tier’ that includes auxiliary functions like stereo, heating, ventilation and trip meter. This sophisticated, three-dimensional feel to the fascia is backed up with quality materials and interesting textures. Now comes the bit that may well have you scratching your head. It did for me. Although the latest Civic is significantly smaller than its predecessor on the outside, the company claims that room inside is just as generous as before. Instead of trying to understand how Honda have warped the time-space continuum, it’s easier to spot the simple engineering solutions they’ve employed. Like the Jazz, the Civic features a fuel tank that’s centrally mounted along the cross member below the front seats. This means that the seats in the rear can fold flat and there’s no intrusion into the cargo bay floor. Borrowing technology from the innovative FR-V, the Civic also features seats that fold and flip with one smooth action. All versions of this Honda are generously specified, with the top models featuring equipment usually only found on far bigger cars. Standard across the range are features like climate control air-conditioning, Vehicle Stability Assist (VSA), trip computer, front, side and curtain airbags, rake and reach adjustable steering column and rear ‘Magic’ seats. High grade models feature innovations such as automatic lights and wiper functions, high intensity discharge headlamps, Dual Zone Climate Control and retractable door mirrors, in addition to options such as alloy wheels, DVD satellite navigation and leather trim. Previous Civics have built a reputation for Honda as being amongst the safest cars in their class and this car continues the theme. With a stronger body structure and subframes, recessed pedals, double pretensioners on the front seatbelts and side curtain airbags, this car has achieved a Euro NCAP five star result for front and side impact safety, three stars for pedestrian safety and four stars for child protection safety. Four engines are offered at present. The entry level powerplant is an 82bhp 1.4-litre petrol unit, with a 139bhp 1.8-litre petrol engine offering a bit more punch and a 2.0-litre unit offered on the flagship Type-R. The most popular engine in the range is the 139bhp 2.2-litre diesel unit. All are mated with a six-speed manual gearbox, making the Civic the first car in the family hatch sector to be equipped with six-speed gearboxes across all of its range. The 1.8 and 2.0-litre petrol units are assembled in Swindon (as is the diesel), while the 1.4-litre engine hails from Japan. This Civic will be causing many rival industry executives to come to the sobering conclusion that their next new product launch is already dead in the water. Honda have upped their game. Now it’s up to the rest to follow suit.

Facts At A Glance CAR: Honda Civic range PRICES: £14,490-£19,000 - on the road INSURANCE GROUPS: 4-17 CO2 EMISSIONS: 135-215g/km PERFORMANCE: [1.8] 0-60mph 8.9s / Max Speed 127mph FUEL CONSUMPTION: [1.4] (urban) 37.2mpg/ (extra urban) 57.6mpg/ (combined) 47.9mpg STANDARD SAFETY FEATURES: Twin front, side and curtain airbags, ABS, VSA WILL IT FIT IN YOUR GARAGE?: length/width/heightmm 4250/1760/1460mm

WARMING TO THE THEME The diesel warm hatch is a sub-genre that’s starting to take off. Andy Enright checks out Honda’s take, the Civic Type-S 2.2 i-CTDi…

Warm hatches are nothing particularly new but it’s only relatively recently that diesel warm hatches started to make a significant impact on British buyers. Cars like the SEAT Ibiza FR TDI, the Citroën C4 VTR HDi and the Skoda Fabia vRS TDI have all notched-up respectable sales. As this was going on, Honda already had all the ingredients necessary to join the party.

Firstly, the company had already established the Type-S badge in the previous generation Civic. Secondly, they already had an excellent 2.2-litre i-CTDi diesel engine doing sterling work in the Accord and, thirdly, they had engineered the Civic in such a manner that this powerplant could be squeezed beneath its stubby bonnet. The result is the surprisingly satisfying Civic Type-S 2.2 i-CTDi we have before us here. It’s not cheap but at least it’s easy to see where your money has been spent. Powered by a torquey 2.2-litre diesel unit good for 139bhp, the Type-S also comes with a slick, wristy six-speed manual gearbox that will have you punching up and down the ratios just for the sheer fun of it. The dynamics are what makes this car special and they’re a long way removed from a common-or-garden variety five-door Civic. For a start, the steering has been sharpened to give a more direct feel. The spring and damper settings have been revised to offer a decent ride quality with the standard 17-inch alloys coupled with beefy roll resistance through corners. The rear track has been widened by 20mm to give the Type-S an even more planted appearance, the car almost appearing to sit foursquare on the tarmac. Like any diesel car, it doesn’t show off its best aspect with a bald 0-60 figure, managing to hit the benchmark in 8.3 seconds. Instead, the Type-S saves its best work for the midrange where it will overtake with real verve with as little as 2,000rpm showing on the clock, despite maximum power being attained at 4,000rpm. Keep it in this band and it feels genuinely quick. Top speed is pegged at 127mph.

"Thanks to Honda, not every aspect of growing up needs to be disappointingly onerous"

Sharing the same platform as the five-door car, the styling of the Type S is well judged, with a decent array of sporting cues that stops short of appearing too over the top. If you’ve seen the Type-R, you’ll appreciate that it’s for genuine extroverts. Get at all self-conscious in a car and this Type-S may be more your thing. With side skirts that flare outwards to the wheel arches, the Civic’s flanks now get a more voluptuous Coke-bottle look and the front and rear spoilers give the impression that the Type-S is absolutely bonded to the tarmac. The lower body structure is finished in gun metal grey. The side windows of the three-door are probably the easiest way of identifying it, with an upwards kick to the rearmost pane giving a wedgier look than the five-door car. Although the latest Civic is significantly smaller than its predecessor on the outside, the company claims that room inside is just as generous as before. Instead of trying to understand how Honda has warped the time-space continuum, it’s easier to spot the simple engineering solutions they’ve employed. Like the Jazz, the Civic features a fuel tank that’s centrally-mounted along the cross member below the front seats. This means that the seats in the rear can fold flat and there’s no intrusion into the cargo bay floor. Just because you opt for a three-door model doesn’t bring any penalty in luggage carrying ability, the 485 litres of loading space identical to the more family-friendly five-door car. The Type-S is fitted as standard with silver-stitched black alcantara seats and a leather trimmed steering wheel. Peer into the footwell and you’ll spot a natty aluminium pedal set too. Two model grades are offered – standard and GT. As well as the big alloys and Vehicle Stability Assist (VSA), the Type-S is fitted with air-conditioning, a cool box, remote audio controls and curtain airbags. Those who bought the old Type-R will remember that air con was a costly option and many felt they had been a little hoodwinked by the car’s attractive base price. No repeat this time round. The GT version of the Type-S adds dual zone climate control, a panoramic glass roof, cruise control, front fog lights, retractable mirrors and automatic wipers and headlamps. Pricing may well raise an eyebrow, Honda wanting £17,170 for the entry-level car and £18,170 for the GT variant. This sort of money will buy you a fully-fledged hot hatch such as a Clio Renaultsport 197 or, at a pinch, a Ford Focus ST so it’s worth bearing in mind that you probably won’t spend this sort of money in order to recoup it in terms of fuel bills. You’ve got to actively want the characteristics of the diesel engine. The upside of having a relatively modest 138bhp diesel engine up front is a Group 10 insurance rating. Compare that to Group 17 for a Ford Focus ST for example. Give both cars a good pedal cross country and you’ll be lucky to see much over 20mpg from the Ford where the Civic will still nudge 40mpg, with an average figure quoted at 54.3mpg. Maybe we’re not comparing eggs with eggs here but it goes some way to indicating the markedly different running costs between a diesel warm hatch and a spicier petrol model. Emissions is another area where the diesel Type-S scores heavily, logging a mere 138g/km. This will make it very attractive to corporate user-choosers who want something that appears outwardly responsible to the bean counters in the back office but decidedly racy to their colleagues in the company car park. Depreciation is another area in which the Civic is reasonably strong, this model expected to retain around 48 per cent of its value after three years. Get over the fact that it’s not going to regularly win you the traffic light Grand Prix and there’s a lot to be said for the Honda Civic Type-S 2.2 i-CTDi. It’s good-looking, well-equipped, engineered with an integrity utterly beyond 90 per cent of other car manufacturers and, once you’ve got it spooled up to speed, very good fun to drive. It also manages to make most of its rivals look a generation older. The initial asking price might put some off, as may the nagging suspicion that this is a sheep in wolf’s clothing. Some will pigeonhole it as a Type-R for those whose partner wouldn’t let them have one but this is perhaps unfair. Responsibilities happen to all of us sooner or later. Thanks to Honda, not every aspect of growing up needs to be disappointingly onerous.

Facts At A Glance CAR: Honda Civic Type S 2.2 i-CTDi PRICES: £17,170-£18,170 - on the road INSURANCE GROUP: 10 CO2 EMISSIONS: 138g/km PERFORMANCE: 0-60mph 8.3s / Max Speed 127mph FUEL CONSUMPTION: [urban] 42.8mpg / [extra urban] 67.3mpg / [combined] 55.4mpg STANDARD SAFETY FEATURES: Twin front, side and curtain airbags, ABS, VSA WILL IT FIT IN YOUR GARAGE?: length/width/heightmm 4276/2046/1460mm

CIVIC DUTY Honda has an ambition to supply one out of every ten cars purchased by a user chooser. To do that, it has to take on the Germanic brands that dominate this segment. Can the Civic diesel we’ve been running long term cut the mustard against the likes of the VW Golf and the Audi A3? Andy Enright reports

Radically improving a car is relatively easy. Changing public perception is a whole different matter. Honda is in the process of repositioning itself from a commodity manufacturer to one whose products are a notch or two above the mainstream. That’s the aspiration at least, but while the products are all falling into place nicely, is the brand strong enough to sustain this premium approach? We asked some sample customers whether they thought our long term Civic 2.2 i-CTDi held its own against typical premium rivals.

Even as recently as four years ago, if asked to name the Civic’s rivals, anybody in the know would have identified cars such as the Ford Focus, the Peugeot 307, the Toyota Corolla and the Renault Megane. It was only with the launch of the latest Accord in 2002 that it became apparent that Honda was looking for bigger fish to fry. This car marked a departure from the company’s previous mainstream approach. When the sixth generation Accord was launched, the reedy, rather two-dimensional feel of previous Accord models was consigned to history. Honda had built a heavyweight contender. In order to reinforce the premium feel, Honda ditched the budget engines, giving the Accord a heftier lead-in price than mainstream offerings. The fact that the 2.0-litre and 2.4-litre models were still much the same price as an equivalent Vectra or Mondeo was by the by. The seed was sown in the public’s mind that the Accord was a more prestigious piece of machinery. This ground work is paying off with the Civic. Buoyed by a series of highly acclaimed advertisements charged with building Honda’s brand recognition, the Civic is a far more radical proposition than the Accord and, as such, marked a real gamble on Honda’s part. Given that the average Civic buyer was well into their forties prior to the introduction of the latest model, the adventurous styling ran the risk of alienating existing customers. In order to achieve their ends, Honda were willing to take those odds and so far, the results are promising. The Civic petrol was the biggest retail seller in its category in February 2006, yet residual values remained strong. The retail sector is always an important indicator of a car’s relative desirability and the Civic had passed its first test. The acid test was whether company car user choosers who had the choice of a Honda or an Audi or a Golf would turn their back on the Vaterland.

"The impossible Honda can usually achieve, but miracles take a little longer."

Status counts for a lot here. Company car buyers have traditionally valued brand equity, often favouring base models of premium brands over well-equipped mainstream alternatives. One only has to look at the rise in sales of compact executive models over traditional company fare like Mondeos, 407s and Vectras to see what Honda are up against. In 1996 this sector of the market accounted for 24.6% of UK sales. By 2005 it had shrunk to just 17.5%. Ford built half as many Mondeos in 2005 as it did as recently as 2001. These days, the BMW 3 Series outsells the Vauxhall Vectra and cars like the VW Passat and Audi A4 register more sales than the Peugeot 407 or the Renault Laguna. Badge equity is vital and Honda still has some work to do. We interviewed a focus group of six owners who had either bought Volkswagen Golfs and Audi A3s privately or selected them as company cars. The aim was to discover whether they felt the Civic represented a viable alternative. All were impressed by the car’s innovation, the fact that it offered more equipment for the money and, surprisingly, that it was a better drive than their Golf or A3. Some experts have carped about the fact that the Civic has reverted to a torsion beam rear suspension from a fully-independent system, complaining that this is a retrograde engineering step given Honda’s technical acumen, but none of our target group complained about this. In fact, all but one of the respondent’s felt the Civic’s ride and handling to be superior to the German cars. It certainly trumps them in terms of value for money. If you’ve been granted a £20,000 budget, it’s not going to get a whole lot of Audi A3 diesel. The 1.9-litre engine is too old and rough to bother with and the only 2.0-litre option under the budget is the base model. With the same 138bhp power output as the Honda, you’ll have to live without the dual zone climate control, the refrigerated glove box, cruise control, rain sensing wipers, front fog lights, DVD sat nav and even something as basic as a stereo that plays CDs is extra. By contrast, a Civic 2.2 i-CTDi EX includes all this kit. You’ll even be able to specify the optional leather interior, panoramic glass roof and metallic paint and still get change from £20,000. It’s worth making the point, however, that the most unreconstructed badge snobs will drive around in a car as poorly appointed as a Bulgarian thrift store if the insignia on the front is right. That’s Honda’s challenge and the signs are it’s winning the battle. After a drive in our well-specified Civic, four out of the six respondents reckoned they’d choose Honda next time over their German alternative. One would never budge, feeling that, if anything, he was looking to trade up to a Mercedes or a BMW model while the other was undecided and professed to know little about cars. This is a real factor. Many customers choose the German brands because they’re afraid of making what might be perceived as the ‘wrong’ buying decision amongst peers and, lacking in-depth product knowledge, plump for the safe option. If Honda can get potential customers into Civics, they’ll convert them to sales. The product speaks for itself. Where the challenge lays is in getting typical Audi and Volkswagen customers into a Honda dealership in the first instance. Perceptions are changing and it’s not going to happen overnight but it would be a brave analyst who would bet against the company achieving that goal in the medium term. The impossible Honda can usually achieve, but miracles take a little longer.

Facts At A Glance

HONDA GAINS TYPE APPROVAL In the Civic Type-R, Honda has produced yet another showstopper. Andy Enright reports

We’ve become accustomed to some pretty uncompromising stuff from Honda and the second generation Civic Type-R is the latest in a long line of performance sector class leaders. As well as its predecessor, the latest car follows in the footsteps of well loved Accord and Integra Type-R variants, the S2000, the NSX and at the wheel of one, enthusiasts might even hark right back to the original 1963 Honda S cars, the S360 and S500. All have one thing in common: a mile-high rev limit with an engine note that’s the closest you’ll come to a racing car on the road.

Like its predecessor, this Type R is powered by Honda’s naturally-aspirated, high-revving 2.0-litre DOHC i-VTEC engine but the unit has been significantly reworked to improve responsiveness using a new balancer shaft and drive-by-wire throttle control. VTEC variable valve timing and VTC variable inlet camshaft technology continue to underpin the engine structure. Further development of the Type R unit means more useable torque, as the switch to high-lift, long duration valve timing (the cam change) now takes place at a lower 5,200rpm, and continues all the way to 8,000rpm. So that screaming, high rpm VTEC range is broader and more accessible. To mark the entry to this ‘power band’ a clever i-VTEC indicator just to the right of the digital speedometer is illuminated once the revs rise above 5,200rpm. Maximum power is now 201PS, reached at 8,000rpm (the old car managed 200PS at 7,400rpm) and this Type-R should feel more responsive generally, while improved aerodynamics ensure that it cuts through the air more cleanly. Slightly lower gearing compensates for a small increase in kerb weight. Sixty from rest occupies just 6.6 seconds on the way to 146mph.

"The latest Type-R is unashamedly extreme"

That puts this Honda in pole position to combat the big hitters in the GTi hot hatch sector, principally the Renaultsport Clio 197, Vauxhall’s Astra VXR and Ford’s Focus ST. Against these rivals, the Honda offers better build quality, a stronger product image and likely lower depreciation. Plus it’s one of the few hot hatches that you wouldn’t bat an eyelid flogging round a circuit for a weekend’s trackday fun. The suspension is based on the Civic Type-S, already fine-tuned for sharper chassis dynamics, and the Type R takes those modifications to the next level. Like the Type S, its rear track is 20mm wider than that of the 5-door model, but otherwise damper, bush and spring characteristics are all unique to Type R. Broad 225/40 ZR18 tyres provide added grip, while a 15mm reduction in ride height further reduces body roll. Firmer steering, a quicker ratio and stiffer steering box mountings all provide pin-sharp responses to steering wheel input, while the fuel tank’s central location beneath the cabin floor helps to lower the centre of gravity and reduces the body’s inertia moment. The Type R also builds on the Civic’s body structure – one of the stiffest in the C-sector – and that rigidity plays a key role in the responsive chassis dynamics. Extra strengthening has been introduced into the floor cross member just ahead of the central fuel tank, around the upper front suspension mountings, while the lower cross member (just ahead of the engine bay) provides greater rigidity. The overall result is a more predictable chassis, with levels of responsiveness and stability that are some of the best in class. At the same time, the damper settings deliver enhanced ride comfort, so the Type R is easier to use in all conditions and on all surfaces. The styling is another major plus. Seven-spoke 18-inch alloy wheels are fitted as standard and – helped by the car’s low ride height – these tuck neatly under the body coloured arches. The deep front spoiler incorporates a larger air intake to channel air to the induction system, as well as triangular foglamps. There’s no missing the distinct body-coloured tailgate rear spoiler, which follows the kick-up line from the rear quarter windows, and provides added down-force. It helps if you like mesh because there’s a whole lot of it. Black mesh inserts sit in the front grille and the triangular cutouts where the fog lights would normally sit. The rear end also features mesh in the underbumper section. The profile of the car looks similar to the five-door and it’s only after a second glance that you realise that the razor-thin rear door shutline and concealed handle are absent. If there’s a body shape that better integrates three and five door body styles than this latest Civic, I’ve yet to see it. Inside, it’s all about the driving experience. Front seats are racing-style buckets with large black Alcantara bolsters and red stitching, red fabric seat cushions and backs. The seat bench in the back repeats the same colour combination. The effective Dual Zone, two tier dash – common to other Civic models – also features but with red illuminated dials set off by gun-metal effect switch panels on either side of the central display. The driver grips a black, leather-covered steering wheel with red stitching and central ‘H’ logo, while the gear shift knob with aluminium-finish has a black boot with red stitching. And, to make each Type R even more exclusive, a plaque engraved with the car’s unique serial number is placed just ahead of the gear lever. Also available is a fully-equipped GT version, with additional features such as cruise control, dual zone air conditioning, fog lights, automatic lights and wipers and curtain SRS bags. A voice-activated, state-of-the-art navigation system is offered as an option. Overall? Well, this Type-R is a worthy successor to the original – and that’s saying something. It’s a car you must consider if you’re shopping for the ultimate hot hatch. Many will see this car as being exactly that.

Facts At A Glance CAR: Honda Civic Type-R PRICE: £18,000-£19,000 - on the road INSURANCE GROUP: 17 CO2 EMISSIONS: 215g/km PERFORMANCE: 0-60mph 6.6s / Max Speed: 146mph FUEL CONSUMPTION: (urban) 22.2mpg / (extra urban) 40.4mpg / (combined) 31 mpg STANDARD SAFETY FEATURES: Front and side airbags, VSA, ABS. WILL IT FIT IN YOUR GARAGE ?: Length/Width/Height 4276/1785/1440mm

SHE’S ELECTRIC Honda’s latest generation Hybrid Civic is an eco-friendly car without caveats. Andy Enright reports…

It’s taken some time but the viable hybrid car is finally with us. Until fairly recently hybrids were bought by publicity seekers or sanctimonious politicians. Real people were priced out of the market by fledgling technology that often proved impractical and unreliable. That’s no longer the case and cars like Honda’s Civic Hybrid now offer excellent fuel economy, low emissions, decent performance, everyday practicality and an affordable price tag. Small wonder that Honda is rather proud of this model.

The Hybrid marks a very different tack for Honda and it’s one whereby the company have been forced to backtrack slightly. Honda’s initial take on the hybrid theme was based around Integrated Motor Assist, whereby the petrol engine would run at all times but would be augmented under acceleration with the additional torque of an electric motor. The first car to use this system, the Insight, was wildly impractical. Although it was reasonably good fun to drive, the wacky looks, bulky battery packs, enormous price and two-seater layout relegated it to curiosity status only. Shortly afterwards Toyota launched their Prius, a car that also featured a petrol engine and electric motor but which could run purely on electric power at low speeds and modest throttle openings. It was an instant hit. Honda battled on with their Civic IMA, but when Toyota launched their second generation Prius, it was clear which system customers preferred and Honda have rather pragmatically shelved the first generation Integrated Motor Assist system in favour of propulsion a little more like the Prius. Honda hasn’t stopped there, however, and in some respects the Civic makes the Prius look a little old fashioned. The powerplant is five per cent more compact than that of the old Civic IMA but hikes power by 20 per cent. Now good for a full 113bhp from its 1.4-litre engine, this Civic also utilises a continuously variable transmission (CVT) to help optimise the engine’s torque to best effect.

"More powerful, more spacious, cleaner and less thirsty than its predecessor, the Civic Hybrid is the current state of the art in responsible motoring"

Performance figures seem rather churlish when reviewing a hybrid car, but if you’re interested, the Civic will get to 60mph in 12.1 seconds and run on to a top speed of 115mph which would be respectable for a 1.8-litre car, let alone a 1.4. Of far more relevance is a combined fuel consumption figure of 61.4mpg and carbon dioxide emissions of just 109g/km. It also undercuts the Prius on price, with a £17,105 price tag in ES guise. There’s also a plusher EX variant on offer for £19,605. But why a saloon? Haven’t Honda created an amazing power system and then ruined its chances by putting it into a four door car. Haven’t they consulted the sales data? Small saloons are about as popular in this country as a dose of the bird flu. Step back and widen your perspective and you’ll understand Honda’s rationale. Since 1997 only 8,000 hybrid cars have been sold in the UK. That’s not a lot. Compare that to the 110,000 hybrid sales that Honda have notched up worldwide in the last five years and you’ll see that we’re small beer. Ninety per cent of those sales have been in the US and Japan, markets that are very receptive to four door saloons. Honda’s aiming to double its European sales figures to 5,000 cars a year, but that’s still quite a modest aspiration. Besides, there’s another reason why this car actually works better as a four door saloon. Hatchback buyers like the benefit of folding the rear seats flat for added practicality. The battery pack in this car resides behind the rear seats so that wouldn’t be possible in any case. Compared to the sleek Swindon-built Civic hatch, the Japanese-built saloon does look a little frumpy but it’s certainly a good deal better looking than any other comparably priced hybrid. The interior is a good deal more spacious than the old Civic IMA and the dashboard is far more attractive, with an adventurously three-dimensional look. Convinced yet? Well if not, maybe you need to be convinced over the whole subject of hybrid technology. For decades, the motor industry has struggled to bring us anything better than a choice between petrol and diesel power. Only electric cars have offered the prospect of something new but they’ve usually been dismissed as sluggards that need their batteries charging every five minutes. Only with hybrid technology has battery power become a viable everyday option for ordinary buyers: the system of petrol push when you need it, constantly charging the batteries so that there’s electric frugality when you don’t. This latest generation engine cuts out at idle, reverting to purely electric mode and also increases engine braking effect when decelerating to charge the battery packs even more effectively. Residuals values are likely to be another issue of concern for customers – though not, it seems, for industry analysts. CAP Monitor expect the new technology to create a premium on the used car market of around 1.5% when it comes to used values. As far as overall cost per mile is concerned, independent data for Service Maintenance and Repair (SMR) costs indicate highly competitive figures equal to or less than other Focus or Astra Family Hatchback-sector models. Exemption from the London congestion charge is also a major plus for capital-bound motorists. The great thing about the Civic Hybrid is the fact that it is outwardly so unexceptional. No onerous demands are placed on the owner in return for this technological showpiece. It drives well, is easy and cost effective to own and has a few tricks up its sleeve. It’s so easy to become rather pessimistic about the way motoring is going but cars like the Civic Hybrid show that fun and responsibility can go hand in hand.

Facts At A Glance CAR: Honda Civic Hybrid PRICE: £17,105-£19,605 - on the road INSURANCE GROUP: 7 CO2 EMISSIONS: 109g/km PERFORMANCE: 0-60mph 12.1s / Max Speed 115mph FUEL CONSUMPTION: (combined) 61.4mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS

CIVIC STREET The 1.4-Litre i-DSI model may be the least exciting Honda Civic on paper but it has most of what makes the Civic so good at the right price. Steve Walker reports…

All too often, entry-level cars are just depressing. Stripped of the desirable titbits that caught your eye in the brochure, devoid of the panache that marks out models from further up the range, their sole purpose, it often seems, is to provide a rock bottom entry-level price for the manufacturer to trumpet in their advertising. The only feature consistently included as standard on an entry level model is a tangible sense that you’re missing out on something. Honda’s 1.4-litre i-DSI Civic could be a little bit different. It is the bog standard model in the range but, crucially, it still features the one thing that attracts buyers to Honda’s family hatch most strongly – that spaceship styling.

The wow-factor in the way the Honda Civic looks isn’t created through appendages like body-coloured bumpers, aggressive spoilers or big alloy wheels which can be stripped away to leave the entry-level model looking singularly unappetising. It’s a product of the car’s essential design. The multi-angular rear end, the slashes of light across the nose and tail, the plunging roofline and the stocky silhouette: the Civic’s stand out features are as eye-catching on the 1.4 as they are on the plusher derivatives. Buyers at this level miss out on the twin chrome exhausts but otherwise, there’s little to make you feel inferior to people who’ve parted with £650 more for the 1.8 or nearly £2,000 more for a 2.2 diesel. The 1.4-litre DSI engine is available only in the five-door bodystyle and with the SE trim level priced at £14,490. The specification includes power steering, central locking, remote keyless entry, twin front and side airbags, ABS with EBD, brake assist, electric heated mirrors, a height adjustable driver’s seat, 60:40 split rear seats, a CD stereo, active head restraints, climate control, a refrigerated glovebox and steering wheel-mounted audio controls. The best course of action for 1.4-litre buyers would appear to involve scraping together enough money to have a set of alloy wheels fitted but apart from that, most of the main items you’d want seem to be present.

"Honda’s Civic 1.4 i-DSI is an entry-level family hatch that doesn’t constantly remind you of the fact"

As well as the Civic’s exquisite exterior, the car has an interior straight out of a 1980’s sci-fi show. When seated at the wheel, you half expect to turn to your left and see one of the Cylons from Battlestar Galactica riding shotgun. The multi-layered dash is a daunting thing to come to terms with at first but at least the entry-level 1.4-litre models do without some of the more advanced features which thins down the button quota a bit. If you can fight the initial urge to panic and grab at the manual, you’ll find that the car is surprisingly intuitive to use. The information you need is prioritised across two displays, with the most essential nuggets positioned at the top of the dash closer to the driver’s line of sight. The second display resides within a more conventional binnacle and details engine revs, fuel levels and the various trip-computer functions. It looks really good and, like the rest of the car, very different but there is an initial suspicion that it’s all a bit gimmicky. Actually get to grips with the Civic, however - pushing the buttons, twisting the dials, turning the wonderfully sculpted steering wheel, shifting with the rollerball gear lever - and you soon feel the quality and realise what thought has gone into the driver/vehicle interface. Some of the plastics used look like they may be prone to scratching and the fabric on the cloth seats also looked like it could wear over time but otherwise the interior gets a firm thumbs up. The 1.4-litre i-DSI engine is an 82bhp unit that, like most Honda petrol units, responds well to being revved quite hard. Peak power is achieved at 5,700rpm, so there is a benefit to be gleaned from holding on to your gears that shade longer. Performance isn’t really the point of this powerplant but if you really persevere, it will spirit the Civic from 0 to 62mph in 14.6 seconds, way down on the 8.9s sprint that’s achievable in the 1.8-powered model. The 1.4 i-DSI is the engine to go for if your life at the wheel seems to be spent in one long traffic jam. The engine is ideal for crawling along through urban sprawl, with its modest 47.9mph combined and 37.2mpg urban fuel economy figures and hushed refinement. Torque of 119Nm is produced at 2,800rpm and this helps when pulling out briskly into tight gaps in the traffic. There’s also the option of Honda’s i-SHIFT 6-speed automatic transmission which is quite jerky in the best traditions of auto ‘boxes in small cars but will take the strain off your left leg. On the road, the 1.4 Honda Civic is much as you would expect from a 1.4-litre family hatchback. The engine is quiet and competent but not particularly exciting. The Civic is very at home in urban areas where the light touch of its controls and its tight turning circle make it a pleasure to punt about. In such situations, the lack of get up and go from the engine isn’t too important and you’re free to get on with enjoying the responsive chassis. The thick C-pillar hinders visibility out the back as does the split rear screen but you get a good view around the front of the car. Honda’s Civic 1.4 i-DSI is an entry-level family hatch that doesn’t constantly remind you of the fact. The engine is refined, economical and reasonably sprightly, build quality is good and there’s a surprising degree of practicality to the interior. Its £14,870 price point is a shade above the base Focus, Megane and Golf models but the bog standard Civic feels a more complete car. Specify some nice alloys from the options list, your 1.4 will look nine tenths as good as a range-topping derivative and looking good is what the Civic does best.

Facts At A Glance CAR: Honda Civic i-DSI range PRICE: £14,490 - on the road INSURANCE GROUP: 4 CO2 EMISSIONS: 139g/km PERFORMANCE: 0-60mph 14.6s / Max Speed 106mph FUEL CONSUMPTION: (urban) 37.2mpg/ (extra urban) 57.6mpg/ (combined) 47.9mpg STANDARD SAFETY FEATURES: Twin front, side and curtain airbags, ABS, VSA WILL IT FIT IN YOUR GARAGE?: length/width/heightmm 4250/1760/1460mm

CIVIC PRIDE Pre Honda Civic, few would have guessed that a family hatchback could look like this. with the i-CTDi Engine installed, it goes pretty well too. Steve Walker reports…

You know those TV clips from the 1950s where ‘experts’ predicted how people would be living in the distant year 2000? Families lounged around in aluminium foil jumpsuits, goldfish bowls on their heads, being served meals in pill form by robots that resembled upturned chrome dustbins. This vision bore little resemblance to what most of us were actually doing at the turn of the century but it felt impossibly fresh and futuristic in its time. Fifty years hence, we almost certainly won’t be driving around in vehicles like Honda’s Civic but right now, the car looks more futuristic than just about anything else on the road.

The Honda Civic’s concept car looks and sci-fi interior are always going to be the big talking points whenever anyone is confronted with the car but, for the most part, more prosaic factors will end up determining whether it really will strike a chord with the buying public. Factors like the interior space, the versatile rear seating arrangement and the i-CTDi diesel engine that looks destined to account for a significant slice of Civic sales. Prior to actually getting behind the wheel, it was difficult to imagine Honda’s 138bhp 2.2-litre i-CTDi common-rail injection diesel engine being anything but a triumph in the Civic. The same unit had already appeared in other Honda models, notably the Accord, where its refinement and linear power delivery saw it hailed as one of the most petrol-like diesels ever produced. Of course, there were also the added benefits of the low CO2 emissions, the strong torque output and the impressive fuel economy we traditionally associate with diesel cars. Expectations had been cranked so high that upon actually getting to grips with the Civic i-CTDi, it was a marginal disappointment. Honda had to make modifications to the engine in order to fit it into the Civic’s engine bay and some of the unerring smoothness it displays elsewhere has been lost in the process. Do not despair, however, because the Civic is still one of the quietest diesel family hatchbacks around. It never sounds quite like a diesel, emitting an unusual ticking whine that’s higher-pitched that the bass clatter of most oil-burners. Under acceleration, the turbocharger can be heard whooshing in as an accompaniment. The sound is never loud enough to present a problem, even when road and wind noise are so successfully masked in the cabin.

"The Honda Civic’s concept car looks and 1980s sci-fi interior are always going to be the big talking points"

Elsewhere, it’s good news virtually all the way. Honda claim an outstanding 55.4mpg combined fuel consumption figure for the Civic and CO2 emissions of 135g/km will also attract the attention of company car users. The engine has smooth pulling power from low in the rev range, with 251lb/ft of torque being produced at 2,000rpm. It’s capable of an 8.6s sprint to 60mph too, with a maximum speed of 127mph giving it respectable top end reserves. The Civic offers a really good driving position with firm side bolsters in the seat for support and the headrest hovering just behind your cranium. The pedals feel well weighted underfoot and there’s a large foot rest area to give the left peg a break from clutching duties. The power assisted steering is very light and direct, greatly simplifying low speed work. That said, there’s little feedback and things can get slightly twitchy on the motorway because of this steering sharpness. The gear lever flows around the standard six-speed gearbox with finger-light ease but the action isn’t as reassuring and solid as in top rivals. The Civic has plenty of grip and does much to inspire confidence through the corners. Overall, there’s no doubt it’s up amongst the class best handlers. This is a great-looking car, a real head-turner, but the designers have taken this futuristic high-tech line rather than going for the classically beautiful. The decision does leave question marks about how the ground-breaking look will age but whether or not the years are kind to the Civic, dull rivals like Ford’s Focus and Toyota’s Corolla will never look as good as this Honda does now. Once you get past that swoosh of light and plastic across the car’s nose, the plunging bonnet line and the multi-angled rear end, it’s the detailing that stays with you. The triangular exhausts, the split rear windscreen, the concealed rear door handles and the recessed front ones: Honda have pulled out the stops to make this car different. Inside, you’re confronted with a daunting array of buttons and digital displays that make you instinctively feel like reaching to the owner’s manual, but it’s not as complex as it looks. The information you need is laid out in two tiers with the digital speedo and optional satellite navigation system located near the base of the windscreen so your eyes needn’t divert too far from the road ahead. The rev counter, fuel gauge and trip computer are lower in a more conventional instrument binnacle. Again, it’s the detailing that’s most eye-catching; the red starter button on the driver’s right, the tactile control dials for the air-con and the sat nav. None of it would feel out of place in an executive saloon and the steering wheel is one of the most comfortable designs around. There are some areas where the Civic doesn’t quite live up to the high standards it sets itself. You suspect that some of the plastics and the standard cloth seating trim may not wear too well, while the brittle clear plastic in the centre of the front grille may prove vulnerable to stone chips. There’s a large blind spot created by the thick C pillar and the split rear window also restricts rearward visibility. Overall though, the Civic is riddled with great design. It’s practical too: the car is actually shorter and lower than its predecessor but it’s wider by 45mm and, crucially, the wheelbase is increased to 2,640mm. General interior space is good and there’s a massive 485 litres of capacity in the boot. The 60:40 split rear seat backs can be folded down to increase this space or the seat bases can be simply pulled up, producing a separate load compartment between the front seats and the boot. Civic i-CTDi diesel customers will pay £16,480 for the privilege and that will land them the SE model. Above this sit the Sport, ES and EX derivatives with the top price being £18,980. There are also sporty three-door Type-S models from £16,830. Across the board, equipment levels are high and the pricing looks tight considering the quality of Honda’s product and their premium aspirations for it. In the end, it’s hard to view the Civic’s bold design direction as anything other than a success. Some won’t like it and the acid test will be how it looks in ten years time but it’s easily the most striking car in the sector today. Elsewhere, it has a superb interior, good driving dynamics and is remarkably practical. Honda have shown that futuristic vision needn’t come at the expense of modern day relevance.

Facts At A Glance

REV HEAD The 1.8-litre i-VTEC petrol engine is well suited to Honda’s high-tech Civic. Steve Walker reports…

Historically, Honda have never been too keen on diesel. Forget the fact that their 2.2-litre i-CTDi engine is now available in models from across their range and has been widely hailed as a triumph by commentators. Until relatively recently, the top brass from the big ‘H’ were resolute in their opinion that diesel had nothing to offer over good-old unleaded. Such a conviction might seem misguided with hindsight and in context of a modern European car market increasingly besotted with diesel cars but then, Honda were in possession of some of the world’s finest petrol engine technology at the time these views were prevalent. They still are and in the 1.8-litre Honda Civic, i-VTEC petrol power continues to make a strong case for itself.

How could Honda have known of the huge leaps forward that diesel engine technology would make over such a short period? It took almost everyone by surprise when diesel cars transmogrified, over the space of just a few years, from fume-belching clatter wagons into highly efficient technological showcases oozing with mid-range torque. In the end, any lack of foresight that there was didn’t matter much. Honda eventually turned their renowned engineering expertise to the problem of diesel and came up with the 2.2-litre i-CTDi engine which went straight to the head of its class. Today’s Civic benefits from that unit as well as the 1.8-litre i-VTEC petrol we feature here. Despite the diesel’s capacity to grab the headlines, the petrol option has undeniable charm that dates back to old-school Honda. Honda VTEC petrol engines are characterised by their high-revving performance and the i-VTEC 1.8 in the Civic is the latest incarnation of that line. It produces its maximum output of 138bhp at a lofty 6,300rpm, inviting the driver to hold each gear and explore the upper reaches of the rev range to achieve the quickest progress. The reward for flirting with the red line is a charismatic high-pitched growl and an 8.9s 0-60mph time but the beauty of the i-VTEC technology is that for the 90% of the time when most drivers don’t feel like putting the hammer down, it remains relatively subdued and economical.

"It’s a highly advanced free-revving petrol engine in the best Honda traditions"

The 1.8-litre engine pours its power on smoothly and you can still make good progress without letting the revs rise up towards 6,000rpm. There’s 174Nm of torque being generated at 4,300rpm and average fuel economy of 44.1mpg is very good for a 1.8-litre family hatchback (Vauxhall’s Astra 1.8 manages a 10.1s 0-60mph time and returns 36mpg). The i-VTEC system achieves its impressive results through the art of variable valve timing and lift. The engine incorporates twin sets of cams to intelligently adjust the valves which control the volume of air entering the engine. During acceleration or other high engine loads, the high-output cams work to boost performance but when you’re just pottering around, the fuel economy cams take over to maximise efficiency. This also has benefits in terms of emissions, with the 1.8-litre engine’s 152g/km CO2 output being lower than many smaller cars with smaller engines like SEAT’s 1.4-litre Ibiza or Ford’s 1.6-litre Fiesta. The Civic 1.8 i-VTEC is available across most of the entire trim level range, which means S, SE, Sport, ES and EX versions of the car in five-door form, where prices start from £15,520. You can also go for the sportier three-door Type-S with this engine at prices starting from £15,870. All variants come with power steering, a height adjustable driver’s seat, remote keyless entry, central locking, a rear spoiler and twin chrome exhausts. Once you’ve settled on a trim level, there’s a choice of 6-speed manual or i-Shift semi-automatic gearboxes. The Civic offers a really good driving position with firm side bolsters in the seat for support and the headrest hovering just behind your cranium. The pedals feel well weighted underfoot and there’s a large foot rest area to give the left peg a break from clutching duties. The power assisted steering is very light and direct, greatly simplifying low speed work. That said, there’s little feedback through the wheel and things can get slightly twitchy on the motorway because of this steering sharpness. The gear lever flows around the standard six-speed gearbox with finger-light ease but the action isn’t as reassuring or solid as in top rivals. The Civic has plenty of grip and does much to inspire confidence through the corners. Overall, there’s no doubt it’s up amongst the class best handlers. This is a great-looking car, a real head-turner, but the designers have taken this futuristic high-tech line rather than going for the classically beautiful. The decision does leave question marks about how the ground-breaking look will age but whether or not the years are kind to the Civic, dull rivals like Ford’s Focus and Toyota’s Auris will never look as good as this Honda does now. Once you get past that swoosh of light and plastic across the car’s nose, the plunging bonnet line and the multi-angled rear end, it’s the detailing that stays with you. The triangular exhausts, the split rear windscreen, the concealed rear door handles and the recessed front ones: Honda have pulled out the stops to make this car different. Inside, you’re confronted with a daunting array of buttons and digital displays that make you instinctively feel like reaching to the owner’s manual, but it’s not as complex as it looks. The information you need is laid out in two tiers with the digital speedo and optional satellite navigation system located near the base of the windscreen so your eyes needn’t divert too far from the road ahead. The rev counter, fuel gauge and trip computer are lower in a more conventional instrument binnacle. Again, it’s the detailing that’s most eye-catching; the red starter button on the driver’s right, the tactile control dials for the air-con and the sat nav. None of it would feel out of place in an executive saloon and the steering wheel is one of the most comfortable designs around. There’s a large blind spot created by the thick C pillar and the split rear window also restricts rearward visibility. Overall though, the Civic is riddled with great design. It’s practical too: the car is actually shorter and lower than its predecessor but it’s wider by 45mm and, crucially, the wheelbase is increased to 2,640mm. General interior space is good and there’s a massive 485 litres of capacity in the boot. The 60:40 split rear seat backs can be folded down to increase this space or the seat bases can be simply pulled up, producing a separate load compartment between the front seats and the boot. In a money-no-object buying decision, the i-CTDi diesel will still get the nod from most but at £1,500 less, the 1.8-litre i-VTEC petrol will appeal to cost-conscious customers. It’s a highly advanced free-revving petrol engine in the best Honda traditions and it suits the high-tech Civic down to the ground.

Facts At A Glance CAR: Honda Civic 1.8 range PRICES: £15,520. -£18,020 - on the road INSURANCE GROUPS: 9E-10E CO2 EMISSIONS: 152-156g/km PERFORMANCE: 0-60mph 8.9s / Max Speed 127mph FUEL CONSUMPTION: (combined) 44.1mpg STANDARD SAFETY FEATURES: Twin front, side and curtain airbags, ABS, VSA WILL IT FIT IN YOUR GARAGE?: length/width/heightmm 4250/1760/1460mm

THE BRITS BEHIND THE HONDA CIVIC Although Honda might seem the quintessential Japanese car manufacturer, there’s a dash of red, white and blue that runs right through the heart of their model range. Andy Enright reports

We’re almost conditioned to view the British motor industry as a joke, the last throes of some Imperial legacy and one which will shrivel and die before our eyes. While that may sadly be true of the big British volume manufacturers, it’s taken foreign investment to show that world class cars can be produced in this country. Honda has demonstrated that great cars can be built profitably and productively and can showcase a very particular success story with the Civic family hatch.

The Civic story is, at the time of writing, turning a pivotal page. It’s not too often a car is launched that, at a stroke, managed to make all of its rivals look way behind the curve. This however, is what Honda achieved with their current Civic – a car that hails from the Honda UK Manufacturing plant near Swindon. In times past, despite the success of the excellent Type-R version, the rest of the Civic range would rarely appear on the radar of anybody under fifty years old and the average age for the range as a whole was nudging sixty. One of the key changes Honda identified with the development of the eighth generation Civic was to turn the heads of younger buyers. The sixth generation car has done exactly that, preliminary figures suggesting that the Civic now has an age profile amongst buyers that’s younger even than Ford’s Focus, the car previously seen as the dynamic choice in this sector. Demand has increased and so has the manufacturing capacity at the Swindon plant to deal with it. Also exporting CR-V utility models around the globe, this state of the art facility features two productions lines with three shifts, turning out up to 870 cars a day at full capacity. It wasn’t always so. It took fully fourteen years for Honda UK to produce their first half million cars, that figure being reached in 1999. The next half million took four years and the subsequent half million a mere 24 months. Perhaps Peugeot, who recently shut their Ryton plant down citing poor productivity, would have been better advised to benchmark Honda’s management techniques, although implementing the Honda way would have required a fundamental change in corporate culture.

"This Civic may carry a Japanese badge but it’s heart and soul will be forever Wiltshire"

Some 4,000 of Honda’s 131,600 global ‘Associates’ are employed at the South Marston factory outside Swindon, with 3,500 assigned to the twin production lines. A key component of the local economy, fully 80 per cent of Associates live within a 30-mile radius of Swindon. Formerly the Vickers plant, this site covers 370 acres and is the UK’s fourth largest car factory. Innovation is a key word here, the factory being the only manufacturing facility in Britain that can build both petrol and diesel engines on the same production line, helping Honda respond to demand quickly and flexibly. To give an idea of where the cars are destined for, 27 per cent will be sold in the UK, 33 per cent go to the USA, just over 39 per cent to mainland Europe and the remaining fraction of a per cent represent Type-R models that are exported to Japan. In this country, the Type-R has been a significant part of the product mix, making up over 40 per cent of all Civic 3 door sales, although the factory is in a Type-R hiatus at the moment with the new model not due to be launched until March 2007. For the time being at least, sales are looking very promising. A slight dip in the final year of sales of the seventh generation model has been obliterated by demand for the eight generation car. Bucking the trend for successive Civics to be bigger and heavier than their predecessors, the current car is significantly more compact than the seventh generation model. Overall length is 35mm less and the car stands lower by the same amount. In order to create a more dynamic stance, width has increased by 65mm. It’s this change in dimensions that give the Civic its rather pugnacious demeanour. Sales have traditionally been weighted heavily in favour of petrol five door cars but the introduction of the excellent 2.2-litre diesel into the Civic and the increased production of sporty three door models is evening out the split somewhat. The old Type R made up around 17 per cent of all Civic sales in the UK and the new model may well even exceed this figure, the concept car creating a real buzz and attracting numerous letters of intent when it was unveiled at the British International Motor Show. But if sales of Civic are on the rise, where are these new customers coming from? Honda have identified Volkswagen as the key rival that they hope to snatch ‘conquest sales’ from. Certainly the volume seller of the Civic line up, the 1.8-litre ES petrol five-door model, undercuts its Golf rival by several hundred pounds, is more powerful, quicker, and more economical to boot with a longer standard equipment list thrown into the mix as a sweetener. It’s easy to see why even dyed in the wool Volkswagen customers could see the appeal in the pert Honda instead of the rather staid Golf. The Panoramic glass sunroof has proved popular amongst Civic customers, with many also opting for wheel upgrades and the rear car parking camera that’s also offered as an option on cars fitted with satellite navigation. There’s also an aero kit to give the Civic an even more aggressive appearance. The Honda Civic is a British success story the like of which will have escaped many potential customers. With some manufacturers taking a critical appraisal of their British factories, it’s worth getting behind one that has got things very right.

Facts At A Glance CAR: Honda Civic range PRICES: £14,870-£22,030 - on the road INSURANCE GROUPS: 4-17 CO2 EMISSIONS: 135-215g/km PERFORMANCE: [1.8] 0-60mph 8.9s / Max Speed 127mph FUEL CONSUMPTION: [1.4] (urban) 37.2mpg/ (extra urban) 57.6mpg/ (combined) 47.9mpg STANDARD SAFETY FEATURES: Twin front, side and curtain airbags, ABS, VSA WILL IT FIT IN YOUR GARAGE?: length/width/heightmm 4250/1760/1460mm

INNER SPACE The Latest Honda Civic Has Wowed The Critics With Its Bold Styling But Just How Much Practicality Lies Beneath The Sleek Silhouette? Andy Enright Checks On How Our Long Term Car Measures Up

Couched in terms of passenger space, the most efficient shape for a car is a big rectangular box. Look at a bus or a train and you’ll get the idea. It’s the reason why so few MPV people carriers are truly desirable and most supercars are. The extremes of the scale are easy to justify, compromise not being their business. When it comes to family cars, however, things are more difficult. These are expected to do a bit of everything – look good, entertain the driver, offer decent fuel economy and still be able to fulfil all of the family duties. Since we took delivery of our long term Honda Civic we’ve yet to grow bored of its next generation styling, but can a shape that sassy be anything other than a practical disaster?

Honda is a company that likes to do its own thing. When it launched the Stream mini-MPV a few years ago, it targeted that car at people who needed such a vehicle because of family commitments but probably didn’t actually want one. Therefore, it was sleek and great to drive but, despite its seven seat billing, not the most practical mini-MPV around. Since then, Honda has launched a rather cleverer MPV, the FR-V, and the suspicion was that the existence of this model, alongside the CR-V compact 4x4, would allow the designers of the Civic a little more leeway with their more creative side. That was the first impression but closer inspection reveals the depth of thought that has gone into the Civic. The tip-up, dive-down rear seats are unique, and fundamental to achieving a comfortable, spacious environment was a central fuel tank layout which permits a low and flat rear floor to the benefit of both passengers and load carrying capacity. The compact look of the Civic is a neat styling trick. In terms of cabin space and practicality, the Civic sets new standards in the family hatch segment, taking the baton from the Ford Focus, the car that for many years defined the class best.

"…closer inspection reveals the depth of thought that has gone into the Civic"

Honda’s designers are rightly proud of their work and can point to all sorts of arcane measures that highlight the extent of their achievements. Ever heard of the tandem distance? Me neither, but it’s defined as the distance from the hip point of the front seat passenger to that of the rear seat passenger. In the Civic it measures 835mm, a figure on a par with some larger medium range family saloons of the Mondeo class and it’s better than many executive saloons. It’ll put a BMW 3 Series to shame in this key regard. That centrally-located fuel tank mounted just beneath the front cabin floor plays a key role in achieving spaciousness and the flexibility of the cabin. Another key element is the H-shaped torsion beam rear suspension which allows for a much lower rear floor. At the same time, this rational layout provides increased body rigidity, enhanced crash protection in all directions as well as improved protection of the fuel tank, since it has complete perimeter protection provided by the floor cross members and the floor frame. Much has been made of this rear suspension layout, some commentators dubbing it a retrograde step compared to the sophisticated all-independent rear suspension of the previous generation Civic. Let’s examine that argument. If pushed to nominate the best handling hot hatch of recent years, most experts would give the nod to the Renault Cliosport 182, a car that rides on, you guessed it, torsion beam rear suspension. The all-new Civic Type-R could well finally silence those who think a twist beam rear is unduly detrimental to handling. Diverting tangent that it is, this isn’t about handling and we’re back in the Civic armed with tape measures, empty boxes and the 22-stone tyre fitter from the garage down the road. He’s 6’5" and he can get comfortable in four of the Civic’s seats. Folding the seats is no problem for this guy either, a man we once watched for the best part of an hour trying to lever a sixteen-inch tyre onto an eighteen-inch rim. Collapsing either section of the 60:40 split rear seat completely into the deep footwell to create a flat load floor requires one easy step, and unlike some competitors, it’s all possible from a position standing just inside the rear door. Added versatility comes from a 60:40 split seat base that can be tipped up and locked against the seat back, so creating a second load area between front and rear seats (1,205mm in height), that opens up a whole range of loading possibilities: two mountain bikes with their front wheels removed, a folded wheelchair, even a completely unserviceable Corghi Artiglio Master tyre changer machine can be levered in. It can also provide an alternative load area when access is limited because the tailgate cannot be opened, or when the weight of an item means it is easier to lift it the short distance into the rear footwell. Young children can also stand up – to change wet clothes while at the beach, for example. Equally, it also serves as a convenient area to place wet or dirty items to prevent the damage of luggage in the rear. That’s true depth of design. The luggage compartment is the largest in class by a substantial margin and even exceeds the capacity of some much bigger cars. While the class average is around 320 litres, the Civic provides 485 litres (1,352 litres to the window with rear seats folded down) of totally unobstructed space. Manufacturers love to measure things by golf bag capacity. The Civic takes three full sized bags in its boot. As well as offering plenty of room, the load space also provides excellent flexibility by means of a clever two level storage configuration. There are also loads of small storage areas scattered throughout the Civic’s cabin, but these are provided with lids wherever possible to ensure everything is neatly concealed. The glove box has a vast 14-litre capacity and includes a map pocket inside the damped lid, in-box illumination, and a ‘fridge-like’ cooling feature for drinks. Warm, flat cola can really harsh your vibe. Look elsewhere and you’ll spot a litre capacity centre pocket, while located behind the 12v power outlet is a convenient double cup holder with sliding lid. The 6.9-litre console box can hold 22 CDs, maps, phones, organisers, and sunglasses. Both the front and the rear doors are equipped with storage spaces ideally used for bottles (500ml) and maps (front doors). It’s only now that you begin to realise why there was such a deep depression cast over rival design teams when the Civic made its debut at the 2005 Frankfurt Show. Expect cars that crib the Civic’s ideas to be appearing in a year or two. In the meantime, if you want a family hatch that fulfils its practical duties whilst still having the most head turning shape on the block, you’re looking at it right here.

Facts At A Glance CAR: Honda Civic i-CTDi range PRICES: £16,820-£19,320 - on the road INSURANCE GROUPS: 10-11 CO2 EMISSIONS: 135-140g/km PERFORMANCE: 0-60mph 8.6s / Max Speed 127mph FUEL CONSUMPTION: (urban) 42.8mpg/ (extra urban) 65.7mpg/ (combined) 55.4mpg STANDARD SAFETY FEATURES: Twin front, side and curtain airbags, ABS, VSA WILL IT FIT IN YOUR GARAGE?: length/width/heightmm 4250/1760/1460mm

RACKING UP THE PLUS POINTS The only thing Honda’s entry-level 1.4-litre Civic was lacking were a few finishing touches. The SE+ version supplies them, as Jonathan Crouch reports.

If you’re going to buy a family hatchback that looks as futuristic as the Honda Civic, there’s no point in spoiling the overall effect for the sake of a few hundred pounds. All that’s lacking with the entry-level 1.4-litre version of this car is a few finishing touches. Alloy wheels perhaps. Plus metallic paint and some sporty addenda would be nice. The Civic SE+ supplies all this at an eye-catching sub-£15,000 asking price.

To be more specific, the £14,910 package runs to 16" ‘Atlas’ alloy wheels, metallic paint in ‘Vivid Blue’ or ‘Alabaster Silver’ and an ‘Image Pack’ with colour-coded front, side and rear skirts, plus a body-coloured spoiler. That’s in addition to the standard specification of all current 1.4-litre Civics which runs to power steering, central locking, remote keyless entry, twin front and side airbags, ABS with EBD, brake assist, electric heated mirrors, a height adjustable driver’s seat, 60:40 split rear seats, a CD stereo, active head restraints, climate control, a refrigerated glovebox and steering wheel-mounted audio controls. The 1.4-litre SE+ is available only in the five-door bodystyle. Though the sporty styling add-ons are nice to have, the wow-factor in the way the Honda Civic looks doesn’t depend upon them. It’s a product of the car’s essential design. The multi-angular rear end, the slashes of light across the nose and tail, the plunging roofline and the stocky silhouette: the Civic’s stand out features are as eye-catching on this 1.4 SE+ as they are on the plusher derivatives. Buyers at this level miss out on the twin chrome exhausts but otherwise, there’s little to make you feel inferior to people who’ve parted with a little more for the 1.8 or around £1,500 more for a 2.2 diesel.

"This Civic this feels a more complete car than its rivals. Enough said."

As well as the Civic’s exquisite exterior, the car has an interior straight out of a 1980’s sci-fi show. When seated at the wheel, you half expect to turn to your left and see one of the Cylons from Battlestar Galactica riding shotgun. The multi-layered dash is a daunting thing to come to terms with at first but at least the entry-level 1.4-litre models do without some of the more advanced features which thins down the button quota a bit. If you can fight the initial urge to panic and grab at the manual, you’ll find that the car is surprisingly intuitive to use. The information you need is prioritised across two displays, with the most essential nuggets positioned at the top of the dash closer to the driver’s line of sight. The second display resides within a more conventional binnacle and details engine revs, fuel levels and the various trip-computer functions. It looks really good and, like the rest of the car, very different but there is an initial suspicion that it’s all a bit gimmicky. Actually get to grips with the Civic, however - pushing the buttons, twisting the dials, turning the wonderfully sculpted steering wheel, shifting with the rollerball gear lever - and you soon feel the quality and realise what thought has gone into the driver/vehicle interface. Some of the plastics used look like they may be prone to scratching and the fabric on the cloth seats also looked like it could wear over time but otherwise the interior gets a firm thumbs up. The 1.4-litre i-DSI engine used in the SE+ is an 82bhp unit that, like most Honda petrol units, responds well to being revved quite hard. Peak power is achieved at 5,700rpm, so there is a benefit to be gleaned from holding on to your gears that shade longer. Performance isn’t really the point of this powerplant but if you really persevere, it will spirit the Civic from 0 to 62mph in 14.6 seconds, way down on the 8.9s sprint that’s achievable in the 1.8-powered model. The 1.4 i-DSI is the engine to go for if your life at the wheel seems to be spent in one long traffic jam. The engine is ideal for crawling along through urban sprawl, with its modest 47.9mph combined and 37.2mpg urban fuel economy figures and hushed refinement. Torque of 119Nm is produced at 2,800rpm and this helps when pulling out briskly into tight gaps in the traffic. On the road, the 1.4 Honda Civic is much as you would expect from a 1.4-litre family hatchback. The engine is quiet and competent but not particularly exciting. The Civic is very at home in urban areas where the light touch of its controls and its tight turning circle make it a pleasure to punt about. In such situations, the lack of get up and go from the engine isn’t too important and you’re free to get on with enjoying the responsive chassis. The thick C-pillar hinders visibility out the back as does the split rear screen but you get a good view around the front of the car. Honda’s Civic SE+ is an entry-level family hatch that doesn’t constantly remind you of the fact. The engine is refined, economical and reasonably sprightly, build quality is good and there’s a surprising degree of practicality to the interior. Its £14,910 price point is a shade above comparable Focus, Megane and Golf models but this Civic feels a more complete car. Enough said.

Facts At A Glance CAR: Honda Civic SE+ PRICE: £14,910 - on the road INSURANCE GROUP: 4 CO2 EMISSIONS: 139g/km PERFORMANCE: 0-60mph 14.6s / Max Speed 106mph FUEL CONSUMPTION: (urban) 37.2mpg/ (extra urban) 57.6mpg/ (combined) 47.9mpg STANDARD SAFETY FEATURES: Twin front, side and curtain airbags, ABS, VSA WILL IT FIT IN YOUR GARAGE?: length/width/heightmm 4250/1760/1460mm

FUTURAMA Models Covered: 3 & 5dr Hatch, 4dr saloon (1.4, 1.8, 2.0 petrol, 2.2 diesel, 1.4 petrol/electric hybrid [S, SE, Sport, ES, EX, Type-S, Type-S GT, Type-R, Type-R GT])

BY ANDY ENRIGHT

The Honda Civic vaulted itself firmly into the premier league of family hatches with the eighth generation model. The Civic had evolved steadily from extremely humble beginnings but few predicted the massive change in design direction ushered in by this version. As a used buy, it remains one of the best in class, customer satisfaction surveys routinely returning Honda at or near the head of the pack. Here’s what to look for when searching for a used car that looks more modern than many new rivals.

The collective clonking sound at the 2005 Geneva motor show was that of a thousand journalist jaws hitting the deck when Honda pulled the wraps off the eighth generation Civic. Most hacks are a jaded bunch, singularly unimpressed by flight of fancy show cars but this was a model that looked as if it had flowed straight off a tyro designer’s pen and was made metal in production ready form right in front of us. The Aston Martin V8 Vantage, The Ferrari F430 Spyder and the BMW M6 were all overshadowed by a five-door hatchback built in Swindon. That was some coup. The Civic that appeared in dealers had the same effect on the general public. Almost overnight, the mean age of Civic buyers was slashed by nearly twenty years, the car effortlessly shucking off its ‘granny magnet’ image. Whereas before, the racy Type-R was the only Civic model anybody with their own teeth would consider, now the whole range was fair game. Sales rose and that means there’s more stock for used buyers to choose from. The first cars to hit the market in January 2006 were the five-door hatches but the Type-S augmented the range in September 2006 and the three-door models, including the fiery Type-R variants, arrived at the beginning of 2007. The Civic Hybrid saloon was also launched at the start of 2007, shelving the old Integrated Motor Assist (IMA) system in favour of a pdrive set-up more akin to the successful Toyota Prius.

The detailing is very neat, with a repeating triangular theme appearing on the front fog lights, exhaust pipes and rear trim. Many manufacturers have tried to combine sharp angles with rounded curves and the results haven’t always been very happy. The Civic shows how it should be done. Although the five-door car has a coupe-like roofline, look carefully and you’ll spy blade-thin door shutlines and a handle concealed into the glass. Yes, this is a full five-door. Whereas the old Civic five-door was a rather frumpy thing, this model is far sassier – though if you don’t agree, there’s the option of going for one of the sportier Type-S or Type-R three-door models. The adventurous styling doesn’t stop on the outside either. Where the previous generation Civic introduced a lot of new ideas when it came to packaging, the eighth generation Civic again offers a novel approach. The dashboard is designed on two levels, the main instruments housed on the nearer one with a surrounding ‘tier’ that includes auxiliary functions like stereo, heating, ventilation and trip meter. This sophisticated, three-dimensional feel to the fascia is backed up with quality materials and interesting textures. Now comes the bit that may well have you scratching your head. It did for me. Although this post-‘06 Civic is significantly smaller than its predecessor on the outside, the company claims that room inside is just as generous as before. Instead of trying to understand how Honda have warped the time-space continuum, it’s easier to spot the simple engineering solutions they’ve employed. Like the Jazz, the Civic features a fuel tank that’s centrally mounted along the cross member below the front seats. This means that the seats in the rear can fold flat and there’s no intrusion into the cargo bay floor. Borrowing technology from the innovative FR-V, the Civic also features seats that fold and flip with one smooth action. All versions of this Honda are generously specified, with the top models featuring equipment usually only found on far bigger cars. Standard across the range are features like climate control air-conditioning, Vehicle Stability Assist (VSA), trip computer, front, side and curtain airbags, rake and reach adjustable steering column and the rear ‘Magic’ seats. High grade models feature innovations such as automatic lights and wiper functions, high intensity discharge headlamps, Dual Zone Climate Control and retractable door mirrors, in addition to options such as alloy wheels, DVD satellite navigation and leather trim.

Used Civic prices are now settling nicely, with 2005 55-plate 1.4-litre DSI five-doors kicking off at £8,975 in S trim. An SE tacks £650 onto that. The 1.8-litre VTEC models have sold well and these start at £9,175, well worth the extra over a 1.4-litre car in other words. That’ll buy you an S trim five-door. Go for a ritzier SE with satellite navigation option and you’ll be looking at £10,325. The 2.2-litre diesel models have been rightly prized for their big engine/small car configuration and these begin at £9,550 for an S or £11,300 for the value-packed ES model with the 17-inch alloy wheels. The Type-R models are still fluctuating quite markedly in valuation.

The Civic has proven to be a sturdy thing and the eighth generation car is no exception. Some owners have groused about plastics quality in the car and silver painted fascia panels can look tatty surprisingly quickly. There has also been an issue with broken driver’s door handles. The Type-R model requires a good inspection as the alloys are very prone to kerbing. With traction control and ESP fitted, this generation of Type-R is no longer quite so susceptible to frazzled front tyres and has less of a propensity to fall off the road when the going gets wet.

(Based on a 2006 5-door 1.4S – ex VAT): A full exhaust system (excluding catalyst) is around £210 and a full clutch assembly around £175. Front and rear brake pads are around £45 and £40 respectively per set. A starter motor is £240, a radiator around £150, and an alternator around £275.

For all its futuristic styling, the Civic is, in some ways, a retrograde step from the old car. The expensive and beautifully-engineered multilink rear suspension of the seventh generation Civic has been ditched, replaced by a far more utilitarian torsion beam arrangement. On the plus side, there is now an ESP stability control system to keep you on the straight and narrow should ambition outweigh talent. Five main engines are offered. The entry level powerplant is an 82bhp 1.4-litre petrol unit, with a 139bhp 1.8-litre petrol engine offering a bit more punch and a 2.0-litre unit offered on the flagship Type-R. The most popular engine in the range is the 139bhp 2.2-litre diesel unit. All are mated with a six-speed manual gearbox, which made the Civic the first car in the family hatch sector to be equipped with six-speed gearboxes across all of its range. The 1.8 and 2.0-litre petrol units are assembled in Swindon (as is the diesel), while the 1.4-litre engine hails from Japan. The Civic Hybrid saloon is rather more specialised. The electric motor is five per cent more compact than that of the old Civic IMA but hikes power by 20 per cent. Good for a full 113bhp from its 1.4-litre engine, this Civic also utilises a continuously variable transmission (CVT) to help optimise the engine’s torque to best effect. Of special relevance is a combined fuel consumption figure of 61.4mpg and carbon dioxide emissions of just 109g/km.

The Honda Civic is about as safe a bet as it’s possible to make in the used family hatch sector. Proof positive that British factories can turn out quality automotive products, the Civic has sold well and as a result, there is no shortage of used stock in the system. The best bets right now look to be decently specified 2.2-litre diesels and 1.8-litre petrol models.