Honda announces the new Civic at the IAA Frankfurt Motor Show. Developed specifically for the European market, the Civic will be offered exclusively as a five-door hatchback and will compete in the C-segment. It will reach European showrooms in early 2012.
Introduction
The Civic team led by Mitsuru Kariya, the ‘Large Project Leader' (LPL), were given the task to create and develop the new Civic. With the current Civic being known for its unique exterior styling and interior practicality within the C segment in Europe, Mitsuru Kariya and his team were keen to further understand the needs and desires of the European customers. The current Civic became the benchmark focus for their research to create a car that was even better.
"... when evaluating the requirements of our customers, we recognised that the European customer desires are demanding and unique in many aspects. We have focussed our development on fulfilling these expectations and through this process we have taken our development standards even further to a new level."
(Mitsuru Kariya, LPL)
With the current increase of fuel prices across Europe and the environmental targets set to achieve low emissions, it was concluded from the European customer survey that the current Civic customer not only considers modern styling and performance to be important but also advanced technologies to create a Civic that was even more cost efficient to run and eco-friendly.
The development period for the new Civic spanned over four years. Nearly all of components are new to the Civic or have been further developed with areas of focus on the suspension set-up to improve the ride and handling, the interior materials to improve the overall interior quality, the new design styling and aerodynamics for a refreshed image and improved efficiency, and the engines for improved performance and reduced CO2 emissions.
Overall the new Civic builds on the core strengths of its predecessor and takes them to an appreciably higher level. It also is one of the sector's best in performance against low CO2 emissions - the diesel model produces just 110 g/km with 150 PS and 350 Nm of torque.
Background and Research
The current Civic originally launched in 2006 saw a change in the type of layout approach with the development of a unique platform based on a "centre tank" layout designed to offer practical benefits such as large cabin space meeting the needs of Europe's "C" category customers. The Civic was designed and developed for the European market receiving positive feedback in areas such as design and versatility/practicality which have helped define the current Civic as having ‘road presence' with its ‘futuristic looks;' and having a ‘multi-purpose' function with the large boot space and multiple seat arrangements offered by the ‘magic seats'.
As research commenced, the development team for the new Civic considered these key milestones achieved with the current Civic and opted to maintain and even look to enhance the current Civic model qualities. The team wanted to create a new emotional design with the ability to surprise and provide the unexpected in terms of roominess and other practical features whilst also improving the visibility and widening the field of vision to enhance the overall ownership experience.
The current Civic had already achieved superior interior space with an unbeatable boot capacity among its competitors. Focus now was on maintaining this class leading interior space whilst improving the overall packaging and space efficiency in the attempt to reduce overall dimensions. This would lead to a new exterior design, improved aerodynamic performance, reducing weight that play a role in raising the car's overall performance envelope.
Focused research was conducted to determine the latest and most important requirements for the European market. European and Japanese designers and engineers worked together closely throughout the development process. Testing was carried out first in Japan and then repeatedly in Europe to ensure suitability for the world's most demanding C-segment customers.
"the car had to be safe and easy to handle, affordable and so on ... premium in terms of having a good balance of affordable performance."
(Mitsuru Kariya, LPL)
The Civic development team turned to drivers, dealers and the media to evaluate the existing Civic and define the essential ‘must keep' features and qualities, as well as the priorities for the new model. Drivers appreciated the distinct styling and form of the car, with its futuristic looks and practicality. However their feedback suggested that the car's rear design could be more sophisticated and that rear view could be improved. Inside the Civic the modern and user-friendly cockpit design was appreciated, as were the spacious cabin and versatile ‘magic seats', but users demanded an improvement in the quality of the materials used. Drivers were impressed with the driving experience, but noted that suspension noise could be reduced and ride comfort increased.
Research revealed that the typical Civic driver is attracted to unique, fresh design with sporty performance and advanced technologies. The environment was defined as a high priority, with customers demanding high fuel economy and low emissions.
Concept and development
Initial ideas for the new Civic explored the realm of the car having a ‘Lean Energetic' design. ‘Lean' was to emphasize the environmental-conscious world existing today, and ‘Energetic' to express Honda's vitality. This design direction translated into a ‘Clean-Dynamic' design concept.
The design team often referred back to their sources of inspiration to help define ‘Clean- Dynamic', a ‘blended body' airplane in which fuselage and wings blend into a single body for superior aerodynamic performance, quietness and habitability. Other inspiration was swimwear and track outfits worn by the athletes which provide low resistance.
Initial sketches focused on elegantly flowing designs taken from the ‘blended body' airplane (a concept model designed by engineers at the University of Cambridge) and low resistance swimwear with no obvious borderlines between surfaces with bumper and fender lines blending seamlessly into the body.
This concept was a clear break in a new direction, rather than relying on sheer strength and engine power to convey a sporty image, a ‘blended body' with reduced resistance would demonstrate a smarter image for the new Civic.
The team returned to these sources over and over again during the design process, using them as a touchstone when they needed to reaffirm their direction.
Drive trains
The new Civic will be offered with three engine options: a 1.4 l petrol unit, a 1.8 l petrol unit and a 2.2 l diesel unit. All the engines are combined with a 6-speed manual gearbox, ECO Assist, advanced fueling control technology and Idle Stop. They are also equipped with Hill Start Assist. The 1.8 l engine can be paired with a specially designed 5-speed automatic transmission.
The chief goal in the engine and transmission development was to maintain the high performance driving experience whilst improving the overall efficiency of the engine resulting in lower running costs.
Honda has announced its new Civic will cost from £16,495 when it hits showrooms in January. The top of the range Civic 2.2 i-DTEC EX GT will be priced from £26,595 OTR.
The new Civic will also be available in the familiar SE, ES, EX and EX GT trim levels.
Standard equipment will include Honda’s Intelligent Multi-Information Display (i-MID) dashboard display, which records the car's mpg and allows the driver to control climate and audio settings. Other new additions include a rear windscreen wiper, daytime running lights and a headlight-off timer that maintains illumination for 15 seconds after the car is locked.
On top of that, car's with manual gearboxes get Idle Stop fuel-saving technology and a new ECON switch, which offers a fuel-efficient driving mode.
The ECON switch is already offered on Insight and Jazz Hybrid, which tells the car’s management system to adopt specific settings to improve fuel consumption.
SE equipped cars
The entry-level SE trim includes 16-inch alloy wheels, air-conditioning and USB connectivity for an iPod.
ES equipped cars
Features all the equipment found in SE (above) but adds cruise control, rear view parking camera, keyfob-operated windows and door mirror folding, plus electric rear windows. ES also offers dual-zone air-conditioning, BluetoothTM Hands Free Telephone (HFT), front fog lamps, auto headlights and wipers, leather steering wheel and gear knob, ambient interior lighting and six-speaker audio system.
EX equipped cars
EX builds on ES with leather upholstery, heated front seats and a HDD satellite navigation and a premium audio system as standard.
EX GT equipped cars
Top-of-the-range EX GT cars get keyless entry, front and rear parking sensors and xenon headlights. There's also a panoramic glass roof and 17-inch alloy wheels. For the first time Honda’s Adaptive Cruise Control (ACC) and Collision Mitigation Braking System (CMBS) are available in the Civic range.
The next Honda Civic Type R will not only be the fastest version yet – it’s tipped to be Honda’s first-ever turbo road car. And our sources in Japan say tuning expert Mugen is already well underway with development.
The Type R has already achieved cult status in the UK – Europe’s biggest hot hatch market – thanks to its combination of a high-revving naturally aspirated engine and aggressive styling. But in order to meet emissions regulations, this latest model will tweak the formula slightly.
Instead of the previous 2.0-litre naturally aspirated engine, it will use a 2.0-litre turbo designed to comply with Euro V emissions regulations. A similar engine will feature in Honda’s 2012 British Touring Car Championship challenger.
Adding a turbo will give more torque lower in the rev range, so a higher gear can be used more often to boost efficiency. Stop-start is also likely to be fitted.
Just as VW hiked power with its latest Golf GTI, so Honda will increase the Type R’s output – but not by much. A figure of 210bhp would allow a 0-62mph time of less than 6.5 seconds and a top speed approaching 150mph.
Based on the new Civic seen at last month’s Frankfurt Motor Show, the Type R gets the standard car’s front grille, slim headlights and LED daytime running lights, although most of the bodywork will be uprated.
A front end with large mesh air intakes, a lower chin spoiler and chunky side skirts will boost the visual impact, while a rear diffuser and extended spoiler aim to increase stability at high speeds. Also helping the car’s balance in corners is the standard Civic’s longer, wider chassis; this should also improve ride comfort and grip.
Don’t expect refinement to match a Mercedes S-Class, however. The Type R has always been an extreme proposition and that’s the way it will stay.
The steering is set to be pin sharp, while the six-speed manual box will use a stubby gearlever for snappy changes. Plus, the suspension will be firm, to cope with track work as well as blasting down B-roads.
In a break from tradition that matches the turbocharged Ford Focus ST – a key competitor for the Type R – Honda will offer the car as a five-door only. Prices are expected to start from around £23,000 when it arrives in 2013.
The new ninth-generation Honda Civic is more civilised than ever, with improved refinement, toned-down styling and lower running costs. Honda has sold more than 650,000 Civics in the UK since 1973, so the arrival of an all-new version of the Ford Focus rival, built in Swindon, Wiltshire, is big news – and we’ve driven it.
The design represents a gentle evolution rather than the radical overhaul introduced by the old car. It won’t be to everyone’s tastes, but is still sure toget you noticed. The new Civic is 2cm lower, 1cm wider and 3cm longer than before, but a shorter wheelbase leaves itwithmuchlonger overhangs.
Other novelties include the high-mounted tail-lamp clusters, the daylight running LEDs and the active grille shutteron dieselmodels. The light strip spoiler,which bisects the back window, is set 20mm lower than before and a rear wiperhas been added, too.
Inside, there’s slightly less space in the rear, although adults still have plenty of head and legroom. The boot is eight litres smaller than before, at 478 litres, but that’s still class-leading.Honda’s flexible seatlayoutis carried over, allowing you to fold the rear bench flat or fix the seats vertically, freeing up space to slot in bulky objects through the rear doors.
From the driver’s seat, visibility is improved thanks to thinner A-pillars, but the spilt screen still hampers the view to the rear. The dash layout has grown up, too, with the confusing digital dials from the old car making way for a cleaner, more logical design.
Quality has taken a leap with soft-touch materials added everywhere except on the top of the instrument panel. The driver’s seathas betterlateralsupport and now features a pneumatic lumbar support which will be useful on long journeys.
It doesn’t take long behind the wheel to realise Honda’s focus was to improve refinement. The suspension bushes are now filled with fluid,rather than rubber, so the ride is more comfortable, while reinforced door sills and thicker front windows help keep engine noise and tyre roarat bay.
The Civic’s relaxing character is helped by the light steering, which is ideal around town, and a more direct ratio means it’s accurate and quick when you up the pace.
The initial engine line-up will be familiar to owners of the current Civic, although stop-start has been added across the range. The 1.4-litre and 1.8-litre petrol engines have the same outputs as the currentmodel– 99bhpand 140bhp respectively – while the 2.2-litre diesel in the car we drove has beengivena more thorough makeover. Power is up by 10bhp and torque by 10Nm, to 148bhp and 350Nm, and fuel economy rises 18 per cent to 67.3mpg.
The large-capacity four-cylinder diesel remains one of the best engines around. It pulls hard from low revs,spins smoothlyand has plenty of performance.
Despite being the most expensive option, Honda predicts this engine willbe its biggest seller here – at least until a smaller 120bhp 1.6-litre diesel, with less than 100g/km of CO2, arrives this time next year.
The new Honda Civic has already impressed in diesel form - but how does it fare in 140bhp 1.8-litre petrol guise? Auto Express took a test drive in the new Ford Focus rival to find out.
Costing from £17,995, the 1.8-litre engine now has 2bhp more than the old Civic, while despite having a more robust starter motor to cope with the demands of a new fuel-saving stop-start system, it actually weighs a bit less.
Like all i-VTEC engines it has to be revved hard to deliver its best, but even if you extend it to the 6,500rpm redline, it never feels particularly fast – 0-62mph takes just under 10 seconds – and it's rather noisy too.
Compared to the gutsy small turbocharged engines found in the VW Golf and the Ford Focus, the Civic feels flat and unresponsive at low revs – peak torque of 174Nm arrives at 4,300rpm – and you can often find yourself being caught out.
It is pretty efficient though. Honda claims 46.3mpg for the fully-loaded flagship EX GT we tested, making the Civic almost as economical as a 148bhp 1.6 EcoBoost Focus. The six-speed manual gearbox is precise and slick, while the engine is hushed when cruising on the motorway.
As for the rest of the ninth-generation Civic, it's a case of a thorough overhaul rather than a revolution. The body doesn't look much different to the old car, but it is more aerodynamic, while the cabin has been subtly updated with higher quality soft-touch materials and more logically laid-out dashboard dials.
The biggest improvement is to the ride. Thanks to re-tuned suspension with fluid-filled rear bushes, the Civic soaks up bumps more easily. New electric power steering and a super-stiff rear trailing arm (stiffer than even the old Civic Type-R) help make the Civic an agile, grippy and fun hatchback.
Overall, a Ford Focus is still sharper and a VW Golf is more refined and comfortable, but the Civic strikes a better balance than its predecessor.
It's a shame then that some of the old car's problems have been carried over. Despite completely redesigning the rear end, including lowering the bar that splits the rear window (and adding a wiper), it still interferes with rearward visibility. And those rear pillars are so thick they make reversing tricky.
Jazz-style 'magic' seats are a welcome carry over though. They flip up cinema-style and fold flat easily, while there's decent room for adults in the back and a class-leading 487-litre boot with a twin-height floor. There are other neat touches too like dashboard dial rings which glow different colours when you drive economically, just like in the Insight hybrid.
Equipment is pretty good too. Even basic SE-trimmed cars get climate control, an ECON button (which tweaks the throttle response to boost economy), stop-start, alloy wheels and LED daytime running lights. For SE and ES-trimmed models you can add Bluetooth and sat-nav for an extra £995. The pricey EX GT had everything you could ever need, and the only options available were big car gadgets such as adaptive cruise control and a collision mitigation system.
We wouldn’t go for the 1.8-litre petrol version though – we’d have the 2.2 diesel or wait for the cheaper, more economical new 1.6-litre diesel, which arrives next autumn.
New small-capacity diesel promises greater efficiency than ever
The new Honda Civic has had a mixed reception so far. We were impressed by the 2.2-litre diesel (Issue 1,190) but less so by 1.8-litre petrol (Issue 1,191). The 148bhp diesel has had its power increased and torque upped, while it delivers great economy at 67.3 mpg. But it’s expensive. The 1.8-litre i-VTEC petrol isn’t cheap either, and has to be revved hard – it feels pretty unresponsive at low revs.
So the need for a new engine is clear – and Honda is pinning its hopes on a new turbodiesel. The four-cylinder 1.6-litre i-DTEC certainly promises to be an interesting addition to the range, and has some clever technology on its side. Honda claims it will offer an unbeatable blend of fuel economy and power output, delivering best in class figures for both.
Key to achieving this is its low weight. An aluminium open deck block is used to shed the pounds – indeed, Honda claims it is the lightest engine of its type in the world, and at 170kg, it weighs significantly less than the 2.2. A more compact auxiliary system helps to reduce friction, too.
Improvements in the cooling system reduce CO2 consumption by 15 per cent.
When combined with the compact high-efficiency turbocharger, the results are impressive.
There’s plenty of pull from low-down and acceleration is strong, although you have to work the admittedly solid six-speed manual gearbox hard. Peak torque of 300Nm arrives at 2,000rpm. Refinement is adequate at high speeds, although not on a par with the best in the class.
It promises to be a winner in terms of efficiency, too. No fuel economy figure is available yet, but sub 100-g/km emissions are promised, meaning free road tax.
Elsewhere, the rest of the package reflects the upgrades made to the rest of the range. The cabin uses better quality materials and the dash is more logically laid out. There’s plenty of space, too, and a flexible Jazz-style seat arrangement is a welcome addition.
Re-tuned suspension has improved the Civic’s ride, and it makes for agile handling and an enjoyable drive. Key to this engine’s success, though, will be price, and with it not due to be launched for another 12 months, Honda is playing its cards close to its chest in terms of what you might expect to pay.
Get it right, and it will be an interesting alternative to the class leaders.
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