2012 Honda Civic first drive
Photo: Jeremy Sinek
Washington, D.C. - Auto writers are often scolded for devoting too much wordage on exotic cars that are unobtainable and irrelevant to the real needs of real people. Well, try saying that about this report. Our subject here is the re-invention of the affordable compact car that has been Canada's top seller for 13 years straight. It doesn't get much more relevant than that.
Actually, we should use the word "re-invention" with some caution here. The 2012 Honda Civic is indeed a full model change. But how Honda got there was more a process of finessing details than wholesale re-invention of the major hardware.
Word is that when the wheels fell off the world economy in 2008, Honda paused to re-evaluate its work on the next-gen Civic. And while we don't know what it was originally planning, we know now that what we do get is a broad focus on efficiency that optimises not only the car's own functioning, but also the driver's interactions with it.
Gallery: 2012 Honda Civic first drive
More images of the Civic from Bing
A lot of little changes, but little changes a lot
Photo: Jeremy Sinek
Hence we have a new shape that is new and more aerodynamic, yet looks little different. The structure is lighter, yet stronger. The inside is bigger, even though the outside stays the same size. Performance is improved, and yet so is fuel economy. The man-machine interface, already a Civic forte, is raised to an even higher level. And - perhaps the biggest deal for many - most models come with more standard equipment, for less money. Honda is finally serious about competing on price.
As before, the Civic comes in five "regular" and one Hybrid sedan grades, plus four varieties of coupe. Mainstream models share a tweaked but otherwise carryover 1.8-litre, 140-hp engine with a choice of five-speed manual or automatic transmissions (some rivals now offer six-speeds). The Hybrid sedan is upgraded with a larger 1.5-litre gas engine, a stronger electric motor, and lithium-Ion batteries ousting the previous older-tech nickel metal hydride cells.
Perhaps the greatest hardware change concerns the Si sedan and coupe, in which a version of the K24 (Acura TSX) 2.4-litre engine replaces the previous over-achieving 2.0. Punching out 201 horsepower at 7,000 rpm (four more hp, at 800 fewer rpm) and 170 lb.-ft. of torque at 4,400 rpm (31 more, at 1,800 fewer) the K24 promises more "fast" with less frenzy - and three per cent lower fuel consumption.
The numbers look good, but real-world economy was the focus
Photo: Honda
Across the range, fuel-consumption reductions vary from 1.7 per cent for the 1.8-litre with stick-shift, to an impressive 12.2 per cent for the 1.8 automatic. The latter, at 6.2 L/100 km combined, now ranks second to only the Hyundai Elantra (6.0) among its direct peers. The Civic Hybrid improves 4.6 per cent to 4.3 L/100 km (Toyota Prius: 3.8 L/100 km). All government figures are measured without the Econ Mode, and the Eco-Assist "coaching" system, that are now standard on most models.
Fuel-saving electric power steering, formerly Si and Hybrid only, is now standard, with a new Motion Adaptive function that actually initiates corrective steering inputs if the car threatens to veer off the road and temporarily become an impromptu hedge trimmer. Stability control is standard, too. Much effort also went into making the steering more linear: apparently the previous car was too edgy for some drivers. With the steering taken care of, detailed work on the basically carryover strut front and multi-link rear suspensions focused on enhanced ride comfort.
Braking is by front discs and rear drums on the DX, LX and Hybrid, with four-wheel discs on everything else. Reduced brake drag is among the many measures that contribute to the 2012's improved fuel economy, along with low-rolling-resistance tires.
Up to speed with on-board info-communi-tainment
Photo: Jeremy Sinek
Indoors, the Civic gets with the program in terms of telematics, infotainment and other essentials of distracted driving. An intelligent Multi-Information Display (i-MID) occupies a five-inch colour screen alongside the digital speedometer and can provide more info about your trip and your driving than most people would know what to do with. An auxiliary-input jack and MP3/WMA playback are standard across the range; ditto a USB port and Bluetooth on all except the base DX sedan; XM radio, and a nav system with bilingual voice recognition, complete the list on EX-L, Si and Hybrid models.
Despite keeping the exterior dimensions unaltered (apart from a surprising 30-mm decrease in wheelbase) Honda carved extra volume out of the interior. Passenger volume expands from 2,574 L to 2,677 - on par with the Chevy Cruze. In a segment where volumes range from about 2,500 L to 2,750, that raises the Civic's ranking from somewhat below to somewhat above average. At least, that's how it looks on paper: in terms of bums-in-seats roominess - especially rear kneeroom - things seem even better than the numbers say.
Apart from the new dashboard, the biggest difference you'll notice from the driver's seat is the clearer front-three-quarter view, courtesy of slimmed-down windshield posts. The two-tier instrument panel may not be pretty but it sure works well, and the switchgear is ergonomically impeccable. Let's hope, though, that the patchy, brittle-surfaced dashboard finish was a symptom of early-build imperfections. If not, then it seems Honda is getting sloppy about fit-and-finish just when some rivals (case in point: Chevy Cruze) are finally getting serious about it.
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