![]() Sounds boring? Well, Honda has worked hard to make this Civic as engaging as possible to drive, with lots of technical upgrades over the old car. Those other markets also get more engine choices including a 200PS 'Si' model, but here there's only one and it's a self-charging hybrid mated to a sort-of CVT gearbox (it doesn't actually have a traditional gearbox, but it works in the same way as a CVT). It's a global car, this, but Honda has bigger markets than Europe to satisfy. this Civic has been on sale for several months now. The other reason you might recognise it is that over in markets such as the U.S. But it's not exactly showy or striking, is it? Previous Civics divided opinion but changed dramatically between generations. As a hatchback it's smart and neatly proportioned, and a bit less divisive than the old car, while colour choices like the nice blue in our pictures help it avoid looking dull. Part of that is the design, which isn't a dramatic departure from the old Honda Civic. However you might not look at the latest, eleventh-generation Civic and think it's all that new. For just £1,000 more than the base car (or £20/month on a three-year deal with a circa-20 per cent deposit), the Sport is our pick.Like when Vauxhall launches a new Astra and Volkswagen reveals a new Golf, a new Honda Civic arriving on the scene is a big deal - even if it might not be the most exciting thing to happen in the motoring calendar. Advance (the final 25 per cent of sales) cars get a panoramic roof, a 12-speaker BOSE stereo, electric front seats and a bigger instrument cluster. Sport brings a racier look, with 18-inch alloy wheels, gloss-black mirror caps and window surrounds, synthetic leather for the seats, and wireless phone charging. All for £360 per month on a three-year PCP deal. Yet entry-level Elegance cars (30 per cent of sales) get a nine-inch touchscreen with Apple CarPlay and Android Auto, a reversing camera, all-round parking sensors, keyless entry and start, plus heated front seats and a suite of safety kit. There are three trims to choose from when ordering your new Civic, with the majority of buyers (45 per cent) expected to opt for the mid-range Sport we’re driving here. Of course, company car drivers may be inclined to seek out one of the Civic’s PHEV or EV rivals – such as the Mercedes A 250 e, or Volkswagen ID.3 – on Benefit in Kind (BiK) costs alone. And with no plugs to contend with, those numbers should be quite achievable. Making this Civic hybrid-only means it’ll return (according to Honda) an impressive 56.5mpg. What’s unlikely to raise any unwanted concerns are running costs. Despite the Civic’s steeply-raked rear screen, we never found visibility an issue, either. You’ll notice very little reliance on the petrol engine, with the 1.05kWh battery doing the legwork in most situations. Parking or manoeuvring around town, the Civic stays almost silent. The e-CVT transmission isn’t a gearbox in the conventional sense, but the aforementioned set-up should, in theory, make the Civic’s powertrain smoother and prevent the sudden rise in revs you might find in something with a normal CVT box.Īnd it works. The engine can, however, send drive straight to the front axle under heavy load or at higher speeds. Unlike hybrid systems from rival manufacturers, most of the time the engine acts as a generator to power the battery rather than the wheels – making it feel more electric, more of the time. Lifted from the CR-V, the 2.0-litre e:HEV system has been tweaked and refined to make it more powerful, but also quieter and more efficient. Honda Civic Sport: long-term test review.Honda Civic vs Toyota Corolla vs Vauxhall Astra: 2022 group test review.Honda Civic Type R vs Volkswagen Golf R 20 Years: 2023 twin test review. ![]()
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