Honda Civic Mk11

	Honda Civic
	Debut: 2021 Maker: Honda Predecessor: Civic Mk10 (2015)

Published on 17 Sep 2021

Conservative look is the only major shortfall.

Looking back the history of Honda Civic, you will find its styling often swings between radical and conservative. If there is any consistency in its design philosophy, it must be consistently inconsistent. From brand management point of view, this is not good, as it keeps destroying the image already built. However, influenced heavily by instant noodles and pop cultures, the Japanese don’t care at all. They see big changes offer fresh talking points, allowing the designers and engineers to talk how much they had done and moved the game forward, even though sometimes it is actually backward. Usually, motoring journalists are willing to cooperate.

The outgoing, 10th generation Civic was the radical one. Shaped like a coupe and spiced up with some sharp edges, it looked far more interesting than any Civics since Mk5, I would say. This time, Honda takes a U-turn and drives to another extreme. The Mk11 Civic is conservative. Taller, fatter, flatter and bulkier. The pointy nose and sweeping clamshell bonnet of the old car have been replaced with a wind-blocking nose and a bonnet so flat that can easily double as a picnic table. Honda proudly said the base of its windscreen pillars have been moved back by 2 inches, but it did not explain what benefits this brings. To make the Civic like a rear-drive machine? I guess no one would confuse. Even yes, what’s the real benefit of making a car look like rear-drive without providing the handling advantages of rear-drive? Does the new shape improve aerodynamics? I don’t think so. Monospace cars like Mercedes EQS and Toyota Prius tend to return lower drag coefficient. I guess, if Honda really managed to reduce drag with a 2-box conservative, it would have mentioned in its press materials.

Hatchback retains manual box, sedan not so lucky.

To make things worse, the design team gave the new Civic sedan a comically short deck that makes the whole car look unbalanced. Still, the sedan is better than the hatchback, whose pronounced tailgate looks heavy yet its fast angle helps little cargo space. Perhaps Honda should turn it to a wagon instead. Peugeot proved that wagons could be just as stylish as sedans, provided you master the skills of styling. By the way, the Civic hatchback used to be built exclusively in the Swindon plant in UK. Following its closure last year, production of the hatchback will move to the US plant (while sedan is still assembled in Canada). Therefore, the upcoming Type R will be built in the US for the first time.

Surprisingly, underneath the uglier sheet metal is the same platform. While the new car is 35mm longer in wheelbase and 45mm longer overall, key mechanical parts are carried over. These include engines (2.0-liter NA or 1.5 turbo), transmission (CVT or 6-speed manual) and suspensions (struts up front and multi-link rear). Still, Honda found plenty space for improvement. For example, by using structural adhesives and additional reinforcement points, the chassis gains 8 percent torsional rigidity. Small they might sound, but on the road you can feel the improved NVH suppression. The front suspension gets low-friction ball-joints and damper mounting bearings to improve steering feel. The rear suspension gets slightly wider track to improve roadholding and larger bushings to cut harshness. Urethane spray foam is applied to hollow areas of the body to kill noise.

The entry-level 2.0 i-VTEC engine is exactly the same as on the old car. It produces 158 horsepower and 138 pound-foot of torque, the latter is on the low side by today’s standards, especially at lower down the rev. The “Earth Dream” 1.5 turbo used to employ only variable cam phasing, but now it has added VTEC variable valve timing and lift to the exhaust side, like the one serving Accord. In addition to improved turbo plumbing and a freer exhaust, output is lifted by 6 horsepower to 180, while peak torque increases from 162 to 177 lbft.

All-round dynamics is guaranteed.

Even so, performance has taken a backward step like the styling. Car and Driver found the 1.5T taking 7.5 seconds to do 0-60 mph sprint, compared with 6.8 seconds of its predecessor. Although 7.5 seconds is still pretty quick for a regular family car, it is no longer as special. No one has put timing gears to the 2.0-liter base model yet, but expect a similar drop in performance to around 9 seconds. Why slower? The new car has gained about 50kg, yet its fuel economy is improved by 1 or 2 mpg, which implies a more economy-oriented setup of its engine and transmission mapping.

Speaking of transmission, the mass-selling Civic sedan has killed off manual transmission this time around – although it is still available on the hatchback – leaving only a CVT to serve all people. We hate CVTs, of course, but the one on Civic is undeniably better than what we used to see, because “rubber band effect” is limited to initial acceleration, after which the ratio is locked, so the thrash comes down. Still, CVT is a cheap alternative to a torque converter automatic and no replacement to a good old manual. On the weaker engine, the CVT needs to work harder thus refinement remains a weak point.

However, unless you push the engine too hard, you can enjoy high refinement in the new Civic. The engine is well isolated from the cabin, ditto other noise sources. The ride quality is especially appreciable, as it is smooth and quiet yet has an underlying firmness like Volkswagen, keeping body roll well checked. The steering is predictably light, but accurate and linear in response. Ditto the throttle and brake pedals. Overall, the Civic is not as entertaining as Mazda 3 or Ford Focus, but certainly handles better than its main rivals Toyota Corolla and Hyundai Elantra, while offering more ride comfort and refinement as well.

Interior looks far more upmarket.

The biggest improvement is probably the interior. We criticized the old car’s cabin for its cheap plastics used in center console and transmission tunnel, as well as its angular and busy design that didn’t help quality perception. Honda has listened to criticisms and worked harder this time. The interior styling and build quality have been lifted markedly, at least how it is perceived. Its dashboard is mounted lower to feel more airy. Slimmer A-pillars, lower cowl and waistlines also improve outward visibility and sense of spaciousness. Unusually, a honeycomb mesh accent spans the full width of the dashboard to spice up the style and give a luxury feel. It covers the vents, so you adjust the vents using joysticks, which is another novel feature – just wonder how to clean the dirt gathered at the mesh. Yes, the Civic employs plenty of hard plastics to keep its price affordable, but they are grained and rarely come into touch. The transmission tunnel is covered with a metallic plastic panel that doesn’t catch fingerprints like the popular choice of gloss black. Such attention to details is worth praising.

A conventional instrument pod looks a bit outdated these days, but it is necessary to accommodate an analogue dial in the base model. After all, the Civic starts at just under $23,000, not a $50,000 EV. Higher spec. models get a full-digital instrument (which still doesn’t fit the instrument pod fully) and has the 7-inch center touchscreen upgraded to 9-inch item, both incorporate some physical buttons and rotary volume knob for easier access. Likewise, Honda keeps the rotary switch for climate control. The infotainment system is well designed, while smartphone connectivity and wireless charging are standard.

While space is virtually unchanged from the old car, it is still one of the roomiest in the class. Not many compact family cars can take a 6ft 3in passenger behind a driver of the same size with space to spare.

All in all, the new Civic is a solid player that offers superb comfort and fine dynamics. Practicality and value for money remain a strong card. Although the conservative exterior is hard to love, the more seat time may change your view.

Verdict:

Published on 22 Dec 2021

Civic Si

Drives better than it appears.

Civic Si has always been a performance compact car designed for the North American market. Sitting under Type R, it is Honda’s version of Golf GTI. Our fondest memory of the Civic Si was associated with the legendary K20 VTEC engine, which produced about 200 horsepower and propelled the Si from zero to 60 mph in 6.8 seconds. Back in 2006, that was a pretty fast car for entry-level budget.

Unfortunately, since then the Civic Si seems to be content of the same performance. The latest Si still produces 200 horsepower, but that comes from a 1.5-liter turbo engine instead of a naturally aspirated VTEC. The last generation from 2017 was, too, but it made 205 ponies. Honda did not explain why the new version loses 5 hp, just said it has a broader spread of torque, with the same peak torque of 192 lbft produced between 1800 and 5000 rpm instead of 2100-5000 rpm. The peak output is moved 300 rpm up to 6000 rpm. Yes, it feels a tad more tractable low down, but hard to tell if it is more eager to visit redline, which is set at 6500 rpm, not the VTEC’s 8000 rpm. Being a highly boosted small turbocharged engine, it feels strained at the top end from the way it sings (or protest). This isn’t a match to Volkswagen’s 2-liter EA888, which is not only sweeter but also a lot more powerful and flexible.

As a result, the new Si is a tad slower in acceleration, taking 6.8 seconds to go from 0-60, or about half a second slower than before. In fact, it is no quicker than the 2006 version.

At least a lighter flywheel helps improving throttle response, while the combination of a light clutch and a world-class manual gearbox is still a strong reason for keen drivers to choose the Civic Si. Gearshift of the 6-speed unit is slick, short and mechanical. The gear throw has been shortened by a further 10 percent to make it feel even snappier. It is one of the very few manual boxes that you will love shifting for the sake of it. Besides, automatic rev-matching function has been added. What the new Si loses in numbers, it pays back in quality.

The chassis is similar. Objectively, it is hardly remarkable. Cornering grip, braking distances and lap times are all no better or even a bit worse than its predecessor, but the stiffer monocoque and improved NVH suppression of the new Civic returns a more substantial feel to the driving experience. The steering weighs up nicely in corner and delivers decent feel. Adaptive dampers of the old car have been discarded on the ground of cost cutting, but stiffer suspension setup makes up, keeping body movement in check and resisting understeer well. Although the ride gets stiffer than the old car in comfort setting, harshness is largely absorbed by the chassis, so there is not much to regret. The standard LSD keeps the nose biting. Only the brakes feel not up to the job, could easily fade after a few high-speed stopping.

Inside, the Si shares the standard car’s much improved build quality, style and ergonomics, as well as better visibility achieved by the upright windscreen and slimmer pillars. Space and practicality remain its strengths. The heavily bolstered bucket seats are the only upgrade it gets. Overall, the new Si is a slightly better car as a whole, but it cries for a better engine, brakes and exterior design to challenge Golf GTI.

Verdict:

Published on 29 Nov 2022

Civic e:HEV

After 3 failures, hybrid Civic finally takes off.

Honda did not produce a Hybrid version of the last generation Civic, but prior to that, it built Civic Hybrid in 3 successive generations, all powered by the unsuccessful IMA (Integrated Motor Assist) hybrid system. IMA paired a small petrol engine with a disc-shape small electric motor which doubled as generator during braking. Its electric power was weak, needed the petrol engine to work most of the time, if not always, so fuel economy was not as good as advertised in real world situations. Consequently, it lost to Toyota in the hybrid competition.

Now the hybrid Civic returns, but it has switched to a new hybrid system called e:HEV. This consists of a larger, 2.0-liter Atkinson-cycle and direct injection 4-cylinder engine, a CVT and 2 electric motors. One motor works as propulsion motor while another as a generator, so their design could be optimized for their purposes. The engine produces 141 horsepower, well above the 90 horsepower figure of the last Civic Hybrid’s 1.5-liter 8-valver. But most important, the propulsion motor produces 184 horsepower, versus merely 23 hp of the old car. The electric motor is also remarkably torquey, giving 232 pound-foot of torque.

The way the hybrid system works is also very different from before. In fact, for most of the time it is a series hybrid system, like Nissan’s e-Power (see Nissan Note). This means, in hybrid operation mode the engine does not drive the wheels directly, but is used to turn the generator motor, which supplies the propulsion motor and drives the front wheels. This indirect propulsion is usually more efficient in most driving situations, because the engine can work at steady rev regardless of vehicle speed. The battery can supplement if more power is in demand, or conversely, if there is surplus power from the engine, can be used to recharge the battery. At lower speeds where not much power is required, the Civic works in EV mode until battery runs out. Only at highway cruising where the engine rev is constant, a clutch will engage the engine to the CVT and drive the front wheels directly, so to minimize the loss in between. Because of such arrangement, its maximum system output is equivalent to the propulsion motor’s output, i.e. 184 hp and 232 lbft. The result is a quite remarkable performance: 0-60 mph takes only 7.5 seconds, although top speed is limited to 112 mph.

On the road, the e:HEV blends the two power sources seamlessly. Transitioning from electric power to series hybrid power is very smooth. Only in full-effort acceleration the engine will make you aware of its work audibly, yet the noise is not too intrusive. The CVT is also well configured such that rubberband effect is rectified, no doubt thanks to the thick torque. As a result, the car feels brisk and responsive yet refined. As for fuel economy, it beats the equivalent Toyota Corolla 2.0 Hybrid narrowly, something none of its predecessors could dream of.

The rest of the car is the same story as other Civic models. It drives much better than it looks. Steers well, rides well and controls its body well, especially as the e:HEV is tuned for Europe thus gets stiffer suspension setup. The cabin is roomy and nicely finished. Feels rigid and refined on the move, too. The hybrid’s battery is only 1.05 kWh, so it fits neatly under the rear seat and takes no luggage space. What a pity the Civic looks so dull.

Verdict:

Published on 23 Dec 2022

Civic Type R (FL5)

Old wine in new bottle? If the wine is so fine, why not?

This is the 6th generation Civic Type R, built on the 11th generation Civic. The evolution of this car shows how far the hot hatch world has gone. Remember the original EK9? A really compact car powered by a 9000-rpm 1.6-liter VTEC motor. You need to squeeze out every rev to feel quick, but the process was immensely fun. In 20 years’ time, the CTR gets 2 sizes larger and 300-odd kilograms heavier, 5 doors instead of 3, and the motor became a 2.0-liter turbo with 320 horsepower, plus a lot of mid-range torque. Fortunately, the car has not gone soft. On the contrary, it gets sharper and better, finally rising to the top of the hot hatch class in the view of keen drivers. In the past 5 years, nothing else could quite threaten its domination, especially after the mighty Renaultsport Megane RS275 retired.

Mechanically, the latest Civic Type R, codenamed FL5, isn’t remarkably different from the outgoing FK8. Its engine, gearbox, suspension, steering and brakes are all carried over, although subtly improved. The biggest change is the new body shell, defined by the latest Civic, of course. Unfortunately, that is also the biggest drawback of the car, as it looks conservative and boring, lacking any sense of firepower and speed. If not the huge rear spoiler, it doesn’t look like a performance car at all. It might be the dullest CTR of all in its 25 years history.

On the plus side, the new Civic body shell is larger than ever. Its 2735 mm wheelbase falls into mid-size family car segment, while the 1.9-meter width also challenges our definition of “hot hatch”. This lends the new Type R a roomy back seat and generous cargo space. Another big improvement is the finish of the interior, which feels high-quality and upmarket, if not up to the level of Mercedes or BMW's small cars.

Beautifully tuned controls and interactive chassis put it above its peers.

By using more structural adhesives, the body structure is 15 percent stiffer than the old Civic Type R. The 15 mm wider tracks enhance handling, while 35 mm stretch of wheelbase helps ride comfort. Honda gives it an aluminum bonnet and resin tailgate, but the new car still gains 50 kg over its predecessor, now tipping the scale at 1430 kg.

Therefore, it needs more power. The K20C1 motor is basically unchanged, still employs goodies like sodium-filled exhaust valves, piston-cooling oil jets, forged steel crankshaft, forged con-rods, dual-variable cam phasing and VTEC variable lift at the exhaust valves, which helps spooling up the turbo at low revs, but it gets a freer flowing exhaust and a modified turbocharger with lower inertia turbine. The result is 10 extra horsepower and 15 more pound-foot of torque. 330 horsepower arrives at 6500 rpm, while 310 lbft of torque flats out at 2600 to 4000 rpm. In other words, the linear character of the engine is unchanged, just delivers a little bit more across the rev.

Likewise, Honda keeps the excellent 6-speed manual gearbox together with its great-looking aluminum gear knob and rev-matching function. It just reworked the details like shift gate pattern and spring rate to improve the precision and feel further. A lighter flywheel improves throttle response and helps rev matching more quickly.

As for chassis, there is no need to alter the proven dual-axis front suspension, multi-link rear axle or the standard adaptive dampers, because the stiffer chassis already yields 16 percent higher camber rigidity, meaning the suspension geometry can sustain higher cornering load. To improve roadholding, Honda stiffens the springs and dampers, while downsizing the forged alloy wheels from 20 to 19-inch to cut unsprung weight thus compensate the loss in ride comfort. By widening the rubbers from 245 to an unusual 265 mm, contact patch area is actually enlarged by 8 percent, and I am sure the Michelin Pilot Sport 4S tires must generate more grip than the old car’s Continental SportContact 6. You may even opt for Cup 2 tires now, if you are really keen on track days.

10 more horsepower offset by 50 kg more weight means unchanged straight line performance. Gearshift greater than ever though.

The steering keeps variable-ratio rack geared to 2.1 turns from lock to lock, but a stiffer torsion bar should give more feedback. The Brembo brakes are unchanged, as Honda found they have no problems to deal with the extra weight. However, brake cooling is improved, so it should cope with track work more easily.

Lastly, the dull-looking body shell is actually better in aerodynamics. Top speed has risen by 2 mph to a Porsche-like 171 mph, which is very un-hot-hatch. Simultaneously, downforce increases by about 100 kg at 124 mph – yes, it is still one of the very few hot hatches that produce positive downforce.

On the Road

The new Civic Type R might look dull, especially up front, but once you have settled in the cockpit, everything feels right – the trademarked red bucket seats are supportive, grippy yet comfortable for long journey. The driving position cannot be more correct. Pedals, steering wheel and gear lever are all found at the right position. The alloy gear knob feels perfect in hand, as is the Alcantara-trimmed steering wheel. This car is built by someone who really loves driving. Visibility is very good, too. Even the huge rear wing doesn’t hamper rearward view, as it is mounted high enough. The dashboard design is not especially attractive, but the materials feel great, fit and finish is flawless. The rear seat is restricted to 2, as it is split by cup holders, but those 2 get massive legroom and plenty of headroom. Behind them is 470 liters of boot space, expandable with rear seats down. This is not just a hot hatch, but a decent family car for everyday use.

Honda’s turbocharged motor might lack an inspiring soundtrack, but its power delivery is remarkably linear. The higher it revs, the stronger it feels, encouraging you to use its full 7000 rpm spectrum. Although there is a little bit turbo lag low down, throttle response is keen. Unlike so many turbocharged motors that work well at the mid-range but reluctant at the top end, the Honda motor is always smooth and enthusiastic to rev beyond its 6500 rpm power peak. If Ferrari builds a turbocharged four, it might be like this.

The wonderful gearshift enhances the joy further – snappy and precise, so enjoyable that you will turn off the rev-matching function just to enjoy the full experience.

If Porsche’s GT department builds a hot hatch, it might be like this.

Inevitably, sticking with manual gearbox means sacrificing outright performance. Ditto front-wheel drive. Although the CTR feels quick, it is actually no quicker than the last generation. 0-60 mph takes just over 5 seconds and 100 mph is reached at more than 12. A Volkswagen Golf R, benefited by 4WD and DSG gearbox, is a full second and 2 seconds quicker, respectively. It goes without saying super hot hatches like Mercedes A45S and Audi RS3 are faster still.

However, the CTR is designed to excel in a road course like Nurburgring or a race track. Its aero, its roadholding, its balance and precision all point to an outstanding handling. Its controls are so well tuned that the steering, the braking and the drivetrain work all in a piece. The chassis is so predictable and well balanced. Although the Type R offers massive grip, it is not all about cornering on rails. Push it to the apex and it understeers gently. Back off throttle abruptly and it tugs its nose into corner. Hit the brake hard and its tail swings out a little, even with stability control left in place. Such an interactive and consistently predictable chassis are rare in the hot hatch field now, and definitely no one operates at such a high performance level and in a manner so reassuring. The CTR’s stiff body shell and its ability to absorb bumps without distorting suspension geometry is one of the causes to praise. Mid-corner bumps fail to shake its chosen line. If Porsche’s GT department builds a hot hatch, it might be like this.

Undoubtedly, the Civic Type R is engineered by someone who are really hardcore drivers, more so than the N division of Hyundai. It is not remarkably different from the last generation, but the concept is further polished and improved to deliver even greater results.

Downside? Apart from looks, its ride is quite hard, noticeably harder than the old car. It renders the Sport and R+ mode to useless on normal road driving. Fortunately, an Individual mode allows you to set the dampers to Comfort mode and the rest of the car to Sport or R+ mode, which is the most sensible combination.

Besides, the new car gets very expensive. When the last generation arrived 5 years ago, it started from $35K in the USA and £31K in the UK. Now the entry price balloons to $44K and £47K, respectively, which is no longer a bargain. A Golf R and AMG A35 are slightly cheaper at £43K and £44K, respectively, while Hyundai i30N (£34K) and Ford Focus ST (£35K) are significantly so. Admittedly, none quite offer the same lap performance, overall ability and thrills as the Honda. While Audi RS3 and AMG A45S are much quicker, they charge even more (£51K and £61K before thick options). Toyota GR Corolla Circuit pack could be its stiffest rival at the moment, which charges $43K in the US market. However, the fact that Honda dares to charge so much for the new CTR reflects exactly its superiority over any other cars in its class, as no one can quite challenge it, at least in the front-wheel drive hot hatch world.

Verdict: