The new Honda Civic betters its dreary but practical predecessor in every area. Despite not yet offering a diesel or a hybrid powertrain, the two small capacity petrol engines are efficient, powerful and refined, while the all-new platform makes the Civic much sweeter to drive.
It’s not as beautifully built as a Volkswagen Golf nor is it as economical as the fuel-sipping Peugeot 308 nor as fun to drive as a Vauxhall Astra. But it’s practical, desirable and filled with kit – allowing this new Brit-built hatchback to finally rival the best cars in its class.
Built and engineered in Europe, the new Civic was actually designed in Japan – and from the outside the influences are clear. It pulls the hatchback in line with the newer Jazz and HR-V models, as well as taking inspiration from the NSX supercar.
Specifications for the 1.0-litre turbo model range from the entry-level homologation ‘S’ spec, to the bigger selling SE, SR and flagship EX. For some unknown reason, Honda has chosen to label its 1.5-litre cars differently, with Sport, Sport Plus and Prestige trims.
All cars get a squat, sporty stance, with a wide track and low roofline. SE cars come with fabric seats, but include climate control and automatic headlights as standard. A black grille, chrome trim for the windows and 16-inch wheels are also thrown in to decorate the exterior.
SR versions add a leather steering wheel and gear knob, auto wipers and a bigger screen with Garmin sat-nav. Privacy glass and bigger 17-inch wheels are also included. Three-cylinder models in EX spec add leather, a glass roof and an auto-dimming rear-view mirror.
Sport models with the 1.5-litre engine get some racy details like the central exhausts and a more aggressive bodykit, as well as LED headlights and a black grille. Sport is largely comparable with the smaller engine’s SR spec, while Sport Plus mimics the EX trim – also adding wireless phone charging and a more powerful stereo.
Flagship 1.5-litre Prestige cars come with heated rear seats and chrome door handles – acting as a standalone spec for those buyers wanting absolutely every conceivable extra.
Everything is logically laid out inside the Civic and there are plenty of practical touches to keep things neat and tidy. The side-retracting parcel shelf is a revelation that’ll surely be adopted by rival makers in the near future, while the handy wire clips ahead of the gear lever keep any unwanted cables in check. Honda’s innovative Magic Seats no longer feature due to the more complicated rear suspension in this generation of Civic, but in reality that’s unlikely to matter to many buyers.
Sat-nav, stereo and infotainment
While Honda will (in theory) offer you a Civic in basic ‘S’ specification, few buyers are expected to plump for the miserly entry-level trim. For just £100 more, you can bag a well-equipped SE, which includes a five-inch infotainment screen.
That specification includes Bluetooth, but it’s worth looking at the mid-spec SR if your budget will stretch. For the extra, you’ll benefit with a larger screen, Garmin sat-nav and improved smartphone connectivity – courtesy of Apple CarPlay and Android Auto. We’d prefer a physical dial over the fiddly touch sensitive volume controls, but it’s far from a deal breaker. A rear parking camera that operates through the central screen is also standard on SR cars.
By placing the 10th-generation Honda Civic on an all-new platform, engineers have been able to completely revise the way the hatchback drives. Luckily, it’s a big improvement on its predecessor – feeling fun yet predictable on a range of roads.
In all honesty, Honda could have revamped the Civic simply by fitting a new range of engines – but the changes run deeper than that. Body control is very good, and while the steering isn’t brimming with feel, there’s enough feedback through the wheel to allow you to place the car with confidence.
• Honda Civic 1.0 Turbo review
There’s a new multi-link rear suspension set-up, too. While the old car could be described as uncomfortable, the new one majors on long-distance refinement. We’ve yet to try the car on UK roads, but the rougher sections of our Spanish test route proved the Civic was more than capable of dealing with surprise potholes. It’s smooth around town, too.
Two petrol engines will be available from launch, with a frugal diesel and Type R hot hatch coming later. Both the three and four-cylinder units are really quiet, and each can be paired with a six-speed manual or CVT automatic gearbox.
Adaptive dampers feature on higher-spec cars, though in our experience the difference between the two driving modes is minimal. The suspension is ever-so-slightly firmer, but as the Civic is already decent to drive in the passive set-up, we’d leave them as they are.
Engines
From launch, the Honda Civic is available with a choice of two, small-capacity petrol engines, but a diesel will join the range later.
The entry-level 1.0-litre three-cylinder turbo is our pick of the range, offering sprightly performance, low running costs and impressive long-distance refinement. It’ll do 0-62mph in 10.9 seconds and hit a top speed of 126mph.
Some buyers may mourn the death of Honda’s famous naturally aspirated, high-revving VTEC engines, but in reality, the new turbocharged units are more responsive and easier to drive. There’s very little lag, and with the torque appearing lower down the rev range, you’ve less need to keep changing gear.
The more powerful 1.5 gets 180bhp, but feels heavier and not all that much faster on the road. Honda claims 0-62mph in 8.4 seconds, though in many situations you’d be hard-pushed to tell the two apart. It’s not as economical either, returning only 48.7mpg on the combined cycle.
Even six years after going on sale, the old Honda Civic still managed a respectable 40th place in our annual Driver Power Survey. As a manufacturer, Honda’s overall 20th place finish in 2016 wasn’t quite as good, but that still put it ahead of Audi, VW, Ford and Nissan.
With all the safety kit on board the new Civic, bosses are hoping for a full five-star Euro NCAP safety rating. The brand’s SENSING safety systems are standard across the range, meaning all cars get lane departure warning, automatic emergency braking, adaptive cruise control and rear cross-traffic assist.
Warranty
All new Hondas come with a three-year/90,000-mile warranty, which is about on par with rival manufacturers. Hyundai and Toyota do offer five-year guarantees, however, while Kia pips the lot with seven years of peace of mind. Civic buyers can extend their warranty for an additional cost.
Servicing
Honda dealers offer a fixed price service package for the Civic – costing from £195. That’s for only one service, however, with additional check-ups costing £265 and £245 respectively. A SEAT Leon’s first service is £16 cheaper, for example.
Despite being longer, lower and wider than the old Honda Civic, the latest-generation car gains little in the way of practicality. As is the Japanese way, the new Civic is crammed full of practical touches, while a big boot and wide opening make it enormously practical day-to-day.
There’s only one bodystyle available to UK buyers, even though US buyers also get a choice of coupe and saloon variations. Bosses have already confirmed that the Europe-only Civic Tourer estate will not be replaced, meaning those after outright space will need to look elsewhere. All cars come with five seats, including ISOFIX points in the back.
Inside there’s room for five, as well as plenty of places to store your odds and ends. There’s a decent glove box, a bin between the front seats and sizeable door pockets. The slim side-retracting parcel shelf is a novel idea and can be removed easily and stored under the boot floor. Cable clips ahead of the gearlever give you somewhere to tidy your wires when charging your phone or sat-nav.
Leg room, head room & passenger space
Space inside the Honda Civic is good. There’s loads of knee room in the back, and while taller adults may struggle slightly for head room, getting comfortable shouldn’t be a problem for most.
Honda has done away with the previous-generation car’s innovative Magic Seats, allowing engineers to move the fuel tank and lower the front seat hip point. This means both the driver and front seat passenger sit lower than before – offering a sportier and more engaging driving position. There’s loads of adjustment in the steering wheel, too.
Boot
The Honda Civic’s 478-litre boot is actually one litre bigger than before, meaning the family hatch remains one of the most practical cars in this class. Handy features such as the slimline parcel shelf that retracts sideways to save space are a boon, too. Unfortunately, overall bootspace is slightly smaller than the outgoing car – though it’s still plenty big enough for the occasional trip to the tip.
The sloping roofline may pose more of a problem than outright space, however. Where a VW Golf gets a flatter rear end, the Civic’s sporty design might prove troublesome when it comes to loading big, square boxes. Bosses have also confirmed that the Civic Tourer estate will not be replaced – so those seeking ultimate practicality will have to look at rivals like the Peugeot 308 SW.
While the 10th-generation Honda Civic is still very new, the lack of diesel or hybrid engines means it can’t compete with rivals when it comes to rock-bottom running costs.
That said, the two petrol engines offer low emissions and decent fuel economy, so neither should break the bank over three years or 36,000 miles. An entry-level 1.0-litre turbo with a six-speed manual gearbox will do 58.9mpg and emit 110g/km of CO2, while the CVT auto is slightly more frugal – returning 60.1mpg and 106g/km. Watch out, though, as the larger wheels on SR models adversely affect CO2 emissions.
Bizarrely, if you opt for the 1.5, the manual is more economical than the CVT auto. The automatic car will do 46.3mpg and emit 139g/km of CO2, but the manual does 48.7mpg and 133g/km. In both cases, the less frugal car represents a one per cent Benefit in Kind tax penalty for company car drivers.
Insurance groups
The outgoing Honda Civic had insurance groups as low as Group 5, but due to all the added kit and new engines, the new car starts at group 15 for the entry-level 1.0 SE. Luckily, upgrading to the better-equipped SR makes no difference to the Civic’s rating – in fact, even top-spec EX models fall into the same category.
Stepping from the three-cylinder to the more powerful 1.5 pushes the hatch into group 22. As with the 1.0-litre, all cars fitted with the bigger engine fall into the same insurance bracket.
A Volkswagen Golf starts from group 7, while a Peugeot 308 goes from group 12 upwards.
Depreciation
Residual values look good for the new Honda Civic, with an entry-level 1.0-litre SE expected to retain 44 per cent of its value after three years or 36,000 miles. The more desirable SR holds on to 43 per cent, while the top-spec EX boasts a 41 per cent rating.
The faster 1.5 posts broadly similar numbers, though the range-topping Prestige model dips just below the 40 per cent barrier – holding on to 39.57 per cent of its value after three years. Almost all Vauxhall Astra models are expected to retain less than 40 per cent, meaning the Civic is a better financial bet if you’re planning to keep your car for an extended period of time.