For our European readers, here is a review of the 5-door Civic from Autoexpress.
Honda Civic
Taking a tight left-hander at 50mph, we had to double check it really was
Honda's most basic mass-market car we were driving. The new Civic, it seems,
has come a long, long way...
From its globally standardised platform, radical futuristic design, longer
wheelbase, more spacious interior, fully flat floor, torquier, more
environmentally friendly engine, higher safety standards and better on-road
handling, the 2001 Civic is an eye-opener. And a serious Ford Focus
competitor, too. But before we get into detail, how about some figures
worthy of a true world car? Since the Civic was launched in 1972, Honda has
built more than 13.3million models in 13 countries, and sold them in 140.
It's a real success story.
But to Honda, this seventh generation model is the biggest departure from
its Civic strategy yet. The firm calls the newcomer a hatchback, but it
looks and feels more like a small MPV. Why? 'More usable interior space is
exactly what the market called for,' according to chief engineer Tomoyuki
Sugiyama. Dropped on to a newly developed 'global compact platform', the
Civic is 130mm longer, 15mm narrower, 15mm higher and, at 1,170kg, 10 kg
lighter than its arch rival, the Focus, which it unashamedly resembles.
But inside is what sorts the men from the boys. The Civic has 30mm more
headroom than the Focus and a surprising 145mm more cabin width. And its
fully flat floor and walk-through capability (from front to rear) mean that
this extra interior space is that much more practical. Engine variations
differ between markets, but the UK will choose from a 90bhp 1.4-litre -
which has been specially redesigned to deliver class-topping mileage of up
to 65mpg - and a 110bhp 1.6-litre VTEC.
Judging by the performance of the Japan-spec 1.5 and 1.7 VTEC units we
tried, married to Honda's revised Multi-Matic CVT, engine response is much
sharper than before, and provides stronger torque in the low to mid rev
ranges. The company's Acceleration Map Select System (AMSS) employs a
computer to 'map' how the car is being driven in order to give the driver
the ideal compromise of engine revs and CVT gearing. Torque and power curves
are flat and power delivery is strong and progressive.
When the CVT system is pushed, it will take the car to the desired cruising
speed with no gearshift jerks. However, there's plenty of noise up to around
6,000rpm, where it hangs for a few seconds until it judges you're happy with
the speed you've reached, and then slips back down to a more manageable
2,500-3,000rpm.
While the car is now noticeably quieter in most areas, high engine revving
and rear tyre road noise are still apparent - although the Yokohama Aspec
15-inch tyres fitted to our car could take much of the blame for the latter.
The single most notable revision of the Civic's dynamics is the reinforced
chassis, which is 30 per cent stiffer and backed up by new front and rear
suspension. Pushed through corners at 60mph, it was almost impossible to
upset the rear's stability, and only the minimum understeer crept in. New
Electric Power Steering (EPS) assists in the handling department, too. By
quickening the steering gear ratio and making steering response more linear,
once a line is selected through a corner it can be easily maintained with
the minimum of fuss.
Honda has pulled out all the stops in totally reinventing the Civic's
character with a range ready to do battle with the likes of Ford's Focus.
The Japanese models may not share the same engines or tyres as the UK
versions, but the rest of the package bodes well for the Civic's performance
when it arrives here. We're sure it will be a big hit.
At a glance
*On sale here in January, but prices not yet finalised
*Five-door will be followed by coupe, MPV and three-door
*The five-door is the most spacious car in its class
*Class-leading standard equipment is promised