Honda Civic 1.6 i-DTEC review (2012 onwards)

The eco-diesel family hatchback battle just got a lot more interesting, as Honda introduces a new 1.6-litre diesel Civic that combines 120hp with 94g/km CO2 emissions and 78.5mpg.

What: Honda Civic 1.6 i-DTEC
Where: Nice, France
Date: December 2012
Price: £19,400 - £23,175
Available: On sale now
Key rivals:Ford Focus, SEAT Leon, Toyota Auris, Vauxhall Astra, Volkswagen Golf

We like: smooth, refined, economical, exceptionally practical for a family hatchback, great gearbox
We don’t like: looks inside and out aren’t for everyone, not quite as dynamic to drive as the best rivals

Find a cheap used Honda Civic on Auto Trader
Read our Honda Civic 2012 first drive

Honda

Why, you might be wondering, are we bothering to first-drive a new engine variant of a Honda Civic? Well, we’d do it for an EfficientDynamics derivative of a BMW – and it’s not outrageous to make a similar fuss about the advantages of this new 1.6-litre i-DTEC turbodiesel.

A smaller turbodiesel has been a long time coming for Honda – it’s been building award winning 2.2-litre diesel units since 2005, but the latest version of this somewhat exceeds the needs of the buying majority. It also looks a little unnecessarily endowed with capacity, in an era of parsimony and downsizing.

Hence this is an extremely important new development for a company that prides itself on its engineering prowess, and one that will also come to benefit the new CR-V in 2013. But perhaps that still doesn’t answer the question of why you should care.

How about this then – the new Civic 1.6 i-DTEC combines 120hp with CO2 emissions of just 94g/km and on-paper fuel economy of over 78mpg. Giving it a performance and efficiency combo that instantly outflanks everything else in the family car C-segment.

It’s also first in a new family of “Earth Dreams Technology” power units, with more to follow as the entire engine range is renewed within the next four years. Whatever you think of that label, you’d better get used to it – Honda is intending to make it as recognisably eco-centric as EfficientDynamics and Bluemotion.

We found first gear surprisingly necessary

Being relatively late to the turbodiesel party, Honda has always chosen to focus on refinement – or Noise, Vibration and Harshness (NVH) in industry speak – as way of helping it to stand out from the crowd. This latest effort is no exception.

It is a little gruff sounding when started from cold, a definitely diesel noise that reappears whenever you accelerate particularly hard. Yet actual vibration and harshness is entirely absent from the experience in the Civic, as it delivers a smooth slug of power whenever it’s required.

With 0-62mph taking 10.5 seconds it’s not gobsmackingly rapid. But with 221lb ft of torque available at just 2,000rpm, it makes effortless progress in day-to-day driving and a relaxing companion on the motorway.

However, we did find first gear surprisingly necessary for slower manoeuvres around town – even with an especially small turbo specifically intended to provide lively low-speed response. Stalling it isn’t exactly an issue, though, since the standard stop-start system catches any clumsiness.

Honda

Compared to the 2.2-litre diesel Civic, the 1.6 represents a sizeable 54kg reduction in overall drivetrain weight. The engine alone saves 47kg – it’s the lightest of its type in class – with the other 7kg saved by a new six-speed manual gearbox, introduced specifically here. Honda does like to do things properly.

The gearbox is typically Honda, too – light of action but beautifully weighted and mechanically precise, we can well believe people buy the firm’s cars just for this kind of shift action alone. Still, more relevant for most will be the overall benefits of the weight reduction.

Good news for Britain’s broken road surfaces

Compared to the 2.2-litre diesel, for example, there’s now less mass ahead of the driven front wheels. This makes the 1.6 just that little bit keener into the corners, and generally a touch lighter on its feet – good news for Britain’s broken road surfaces. Being built in Swindon helps with this kind of detailing.

It isn’t as engaging as the best Ford can offer in the Focus range – there’s something not quite authentic about the steering weighting – and the latest Volkswagen Group rivals (Golf, A3, Leon) are lighter and more polished overall. Considering it’s other talents, the Civic is still a fine car from behind the wheel.

And so, to those other talents: the Civic is the most practical conventional family car choice on the market. It has a huge 477-litre boot – that’s getting on for 100-litres more space than any rival – and a rear seat setup that not only offers great rear legroom but one that flips and folds with enormous versatility.

This is all made possible by the unusual placement of the fuel tank beneath the front seats, and a comparatively simple rear suspension design; if this causes the slight handling compromise outlined above we’re sure that’s a trade many will be happy to make.

That said, not everyone will appreciate the dashboard design – which manages to look like something out of Star Trek from the driver’s perspective yet rather plain and boring from the passenger’s position. Cabin quality is solid without any sense of wow – a description that’s equally applicable to the standard kit levels.

Honda

At this stage we can only go on what Honda says about the new engine’s efficiency – but hell, even then, you’ve got to tip your hat: 94g/km with 120hp is mighty impressive. Although the next Golf Bluemotion will almost certainly eclipse that CO2 performance it’s unlikely to match the Civic’s power.

94g/km also means zero road tax

The official fuel economy calculation is a massive 78.5mpg. In order to achieve this, Honda has done all the usual stuff – thermal management, stop-start, high pressure injection, clever alternator (which in this case only provides the voltage level absolutely required) – and also worked extremely hard to reduce friction.

Mechanical friction is 40% less in this engine than it is in the 2.2 – bringing the 1.6 down to levels more commonly associated with petrol engines, a considerable achievement. Many of the internal components are now lighter as well, which helps. Enabling the engine to rev with less effort is good news all round, really.

94g/km also means zero road tax at present. In terms of safety, the current Civic comfortably achieved five-stars when Euro NCAP tested it earlier in 2012, and nothing Honda has done here will change that. Six airbags and stability control feature amongst the standard equipment on every model.

A great British-built car, the Honda Civic – and now it has a great British-built diesel engine to go along with it.

There are more dynamic rivals on the market, and heaven forbid we get into arguing about image and appearance. But with Honda’s enduring reputation for reliability, if you’re in the market for a family hatch that’s practical, punchy and has the potential to be brilliantly efficient the 1.6 i-DTEC is an ideal place to start.

Find a cheap used Honda Civic on Auto Trader
Read our Honda Civic 2012 first drive

Specific model rated: Honda Civic 1.6 i-DTEC EX

View the original article here

Honda Civic 1.6 i-DTEC review (2012 onwards)

The eco-diesel family hatchback battle just got a lot more interesting, as Honda introduces a new 1.6-litre diesel Civic that combines 120hp with 94g/km CO2 emissions and 78.5mpg.

What: Honda Civic 1.6 i-DTEC
Where: Nice, France
Date: December 2012
Price: £19,400 - £23,175
Available: On sale now
Key rivals:Ford Focus, SEAT Leon, Toyota Auris, Vauxhall Astra, Volkswagen Golf

We like: smooth, refined, economical, exceptionally practical for a family hatchback, great gearbox
We don’t like: looks inside and out aren’t for everyone, not quite as dynamic to drive as the best rivals

Find a cheap used Honda Civic on Auto Trader
Read our Honda Civic 2012 first drive

Honda

Why, you might be wondering, are we bothering to first-drive a new engine variant of a Honda Civic? Well, we’d do it for an EfficientDynamics derivative of a BMW – and it’s not outrageous to make a similar fuss about the advantages of this new 1.6-litre i-DTEC turbodiesel.

A smaller turbodiesel has been a long time coming for Honda – it’s been building award winning 2.2-litre diesel units since 2005, but the latest version of this somewhat exceeds the needs of the buying majority. It also looks a little unnecessarily endowed with capacity, in an era of parsimony and downsizing.

Hence this is an extremely important new development for a company that prides itself on its engineering prowess, and one that will also come to benefit the new CR-V in 2013. But perhaps that still doesn’t answer the question of why you should care.

How about this then – the new Civic 1.6 i-DTEC combines 120hp with CO2 emissions of just 94g/km and on-paper fuel economy of over 78mpg. Giving it a performance and efficiency combo that instantly outflanks everything else in the family car C-segment.

It’s also first in a new family of “Earth Dreams Technology” power units, with more to follow as the entire engine range is renewed within the next four years. Whatever you think of that label, you’d better get used to it – Honda is intending to make it as recognisably eco-centric as EfficientDynamics and Bluemotion.

We found first gear surprisingly necessary

Being relatively late to the turbodiesel party, Honda has always chosen to focus on refinement – or Noise, Vibration and Harshness (NVH) in industry speak – as way of helping it to stand out from the crowd. This latest effort is no exception.

It is a little gruff sounding when started from cold, a definitely diesel noise that reappears whenever you accelerate particularly hard. Yet actual vibration and harshness is entirely absent from the experience in the Civic, as it delivers a smooth slug of power whenever it’s required.

With 0-62mph taking 10.5 seconds it’s not gobsmackingly rapid. But with 221lb ft of torque available at just 2,000rpm, it makes effortless progress in day-to-day driving and a relaxing companion on the motorway.

However, we did find first gear surprisingly necessary for slower manoeuvres around town – even with an especially small turbo specifically intended to provide lively low-speed response. Stalling it isn’t exactly an issue, though, since the standard stop-start system catches any clumsiness.

Honda

Compared to the 2.2-litre diesel Civic, the 1.6 represents a sizeable 54kg reduction in overall drivetrain weight. The engine alone saves 47kg – it’s the lightest of its type in class – with the other 7kg saved by a new six-speed manual gearbox, introduced specifically here. Honda does like to do things properly.

The gearbox is typically Honda, too – light of action but beautifully weighted and mechanically precise, we can well believe people buy the firm’s cars just for this kind of shift action alone. Still, more relevant for most will be the overall benefits of the weight reduction.

Good news for Britain’s broken road surfaces

Compared to the 2.2-litre diesel, for example, there’s now less mass ahead of the driven front wheels. This makes the 1.6 just that little bit keener into the corners, and generally a touch lighter on its feet – good news for Britain’s broken road surfaces. Being built in Swindon helps with this kind of detailing.

It isn’t as engaging as the best Ford can offer in the Focus range – there’s something not quite authentic about the steering weighting – and the latest Volkswagen Group rivals (Golf, A3, Leon) are lighter and more polished overall. Considering it’s other talents, the Civic is still a fine car from behind the wheel.

And so, to those other talents: the Civic is the most practical conventional family car choice on the market. It has a huge 477-litre boot – that’s getting on for 100-litres more space than any rival – and a rear seat setup that not only offers great rear legroom but one that flips and folds with enormous versatility.

This is all made possible by the unusual placement of the fuel tank beneath the front seats, and a comparatively simple rear suspension design; if this causes the slight handling compromise outlined above we’re sure that’s a trade many will be happy to make.

That said, not everyone will appreciate the dashboard design – which manages to look like something out of Star Trek from the driver’s perspective yet rather plain and boring from the passenger’s position. Cabin quality is solid without any sense of wow – a description that’s equally applicable to the standard kit levels.

Honda

At this stage we can only go on what Honda says about the new engine’s efficiency – but hell, even then, you’ve got to tip your hat: 94g/km with 120hp is mighty impressive. Although the next Golf Bluemotion will almost certainly eclipse that CO2 performance it’s unlikely to match the Civic’s power.

94g/km also means zero road tax

The official fuel economy calculation is a massive 78.5mpg. In order to achieve this, Honda has done all the usual stuff – thermal management, stop-start, high pressure injection, clever alternator (which in this case only provides the voltage level absolutely required) – and also worked extremely hard to reduce friction.

Mechanical friction is 40% less in this engine than it is in the 2.2 – bringing the 1.6 down to levels more commonly associated with petrol engines, a considerable achievement. Many of the internal components are now lighter as well, which helps. Enabling the engine to rev with less effort is good news all round, really.

94g/km also means zero road tax at present. In terms of safety, the current Civic comfortably achieved five-stars when Euro NCAP tested it earlier in 2012, and nothing Honda has done here will change that. Six airbags and stability control feature amongst the standard equipment on every model.

A great British-built car, the Honda Civic – and now it has a great British-built diesel engine to go along with it.

There are more dynamic rivals on the market, and heaven forbid we get into arguing about image and appearance. But with Honda’s enduring reputation for reliability, if you’re in the market for a family hatch that’s practical, punchy and has the potential to be brilliantly efficient the 1.6 i-DTEC is an ideal place to start.

Find a cheap used Honda Civic on Auto Trader
Read our Honda Civic 2012 first drive

Specific model rated: Honda Civic 1.6 i-DTEC EX

View the original article here

Honda Civic 1.6 i-DTEC review (2012 onwards)

The eco-diesel family hatchback battle just got a lot more interesting, as Honda introduces a new 1.6-litre diesel Civic that combines 120hp with 94g/km CO2 emissions and 78.5mpg.

What: Honda Civic 1.6 i-DTEC
Where: Nice, France
Date: December 2012
Price: £19,400 - £23,175
Available: On sale now
Key rivals:Ford Focus, SEAT Leon, Toyota Auris, Vauxhall Astra, Volkswagen Golf

We like: smooth, refined, economical, exceptionally practical for a family hatchback, great gearbox
We don’t like: looks inside and out aren’t for everyone, not quite as dynamic to drive as the best rivals

Find a cheap used Honda Civic on Auto Trader
Read our Honda Civic 2012 first drive

Honda

Why, you might be wondering, are we bothering to first-drive a new engine variant of a Honda Civic? Well, we’d do it for an EfficientDynamics derivative of a BMW – and it’s not outrageous to make a similar fuss about the advantages of this new 1.6-litre i-DTEC turbodiesel.

A smaller turbodiesel has been a long time coming for Honda – it’s been building award winning 2.2-litre diesel units since 2005, but the latest version of this somewhat exceeds the needs of the buying majority. It also looks a little unnecessarily endowed with capacity, in an era of parsimony and downsizing.

Hence this is an extremely important new development for a company that prides itself on its engineering prowess, and one that will also come to benefit the new CR-V in 2013. But perhaps that still doesn’t answer the question of why you should care.

How about this then – the new Civic 1.6 i-DTEC combines 120hp with CO2 emissions of just 94g/km and on-paper fuel economy of over 78mpg. Giving it a performance and efficiency combo that instantly outflanks everything else in the family car C-segment.

It’s also first in a new family of “Earth Dreams Technology” power units, with more to follow as the entire engine range is renewed within the next four years. Whatever you think of that label, you’d better get used to it – Honda is intending to make it as recognisably eco-centric as EfficientDynamics and Bluemotion.

We found first gear surprisingly necessary

Being relatively late to the turbodiesel party, Honda has always chosen to focus on refinement – or Noise, Vibration and Harshness (NVH) in industry speak – as way of helping it to stand out from the crowd. This latest effort is no exception.

It is a little gruff sounding when started from cold, a definitely diesel noise that reappears whenever you accelerate particularly hard. Yet actual vibration and harshness is entirely absent from the experience in the Civic, as it delivers a smooth slug of power whenever it’s required.

With 0-62mph taking 10.5 seconds it’s not gobsmackingly rapid. But with 221lb ft of torque available at just 2,000rpm, it makes effortless progress in day-to-day driving and a relaxing companion on the motorway.

However, we did find first gear surprisingly necessary for slower manoeuvres around town – even with an especially small turbo specifically intended to provide lively low-speed response. Stalling it isn’t exactly an issue, though, since the standard stop-start system catches any clumsiness.

Honda

Compared to the 2.2-litre diesel Civic, the 1.6 represents a sizeable 54kg reduction in overall drivetrain weight. The engine alone saves 47kg – it’s the lightest of its type in class – with the other 7kg saved by a new six-speed manual gearbox, introduced specifically here. Honda does like to do things properly.

The gearbox is typically Honda, too – light of action but beautifully weighted and mechanically precise, we can well believe people buy the firm’s cars just for this kind of shift action alone. Still, more relevant for most will be the overall benefits of the weight reduction.

Good news for Britain’s broken road surfaces

Compared to the 2.2-litre diesel, for example, there’s now less mass ahead of the driven front wheels. This makes the 1.6 just that little bit keener into the corners, and generally a touch lighter on its feet – good news for Britain’s broken road surfaces. Being built in Swindon helps with this kind of detailing.

It isn’t as engaging as the best Ford can offer in the Focus range – there’s something not quite authentic about the steering weighting – and the latest Volkswagen Group rivals (Golf, A3, Leon) are lighter and more polished overall. Considering it’s other talents, the Civic is still a fine car from behind the wheel.

And so, to those other talents: the Civic is the most practical conventional family car choice on the market. It has a huge 477-litre boot – that’s getting on for 100-litres more space than any rival – and a rear seat setup that not only offers great rear legroom but one that flips and folds with enormous versatility.

This is all made possible by the unusual placement of the fuel tank beneath the front seats, and a comparatively simple rear suspension design; if this causes the slight handling compromise outlined above we’re sure that’s a trade many will be happy to make.

That said, not everyone will appreciate the dashboard design – which manages to look like something out of Star Trek from the driver’s perspective yet rather plain and boring from the passenger’s position. Cabin quality is solid without any sense of wow – a description that’s equally applicable to the standard kit levels.

Honda

At this stage we can only go on what Honda says about the new engine’s efficiency – but hell, even then, you’ve got to tip your hat: 94g/km with 120hp is mighty impressive. Although the next Golf Bluemotion will almost certainly eclipse that CO2 performance it’s unlikely to match the Civic’s power.

94g/km also means zero road tax

The official fuel economy calculation is a massive 78.5mpg. In order to achieve this, Honda has done all the usual stuff – thermal management, stop-start, high pressure injection, clever alternator (which in this case only provides the voltage level absolutely required) – and also worked extremely hard to reduce friction.

Mechanical friction is 40% less in this engine than it is in the 2.2 – bringing the 1.6 down to levels more commonly associated with petrol engines, a considerable achievement. Many of the internal components are now lighter as well, which helps. Enabling the engine to rev with less effort is good news all round, really.

94g/km also means zero road tax at present. In terms of safety, the current Civic comfortably achieved five-stars when Euro NCAP tested it earlier in 2012, and nothing Honda has done here will change that. Six airbags and stability control feature amongst the standard equipment on every model.

A great British-built car, the Honda Civic – and now it has a great British-built diesel engine to go along with it.

There are more dynamic rivals on the market, and heaven forbid we get into arguing about image and appearance. But with Honda’s enduring reputation for reliability, if you’re in the market for a family hatch that’s practical, punchy and has the potential to be brilliantly efficient the 1.6 i-DTEC is an ideal place to start.

Find a cheap used Honda Civic on Auto Trader
Read our Honda Civic 2012 first drive

Specific model rated: Honda Civic 1.6 i-DTEC EX

View the original article here

2012 Honda CR-V Concept – Official Image and Info

2012 Honda CR-V Concept Photos and Info – News – Car and Driver #pallet {margin:0;}#echoice li.category {margin:0;}Car and DriverIntelligence. Independence. Irreverence. VehiclesReviewsNewsFeaturesBuyer's GuideFollow UsSubscribeSearch Car and DriverHome › News › 2012 Honda CR-V Concept - Official Image and Info

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2012 Honda CR-V Concept - Official Image and InfoHonda calls it a concept, but this is the next CR-V.BY JUSTIN BERKOWITZ, PHOTOGRAPHY BY ROBERT WHITLEY, KGP PHOTOGRAPHY, AND THE MANUFACTURER
July 2011

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Photos (34)Visit Our Buyer's Guide »Honda CR-V› Overview› Specifications› Price with Options› Photos & 360° View› Get a Free QuoteNews & Reviews2012 Honda CR-V Spy Photos - Future CarsHonda CR-V 2.2 i-CDTi EX - Short Take Road Test2009 Honda CR-V - Review2008 Honda CR-V EX-L 4WD - Short Take Road Test2007 Honda CR-V - First Drive Review2007 Honda CR-V - First Drive Review2007 Honda CR-V - SpiedHonda CR-V EX - Road TestTop CompetitorsChevrolet EquinoxFord EscapeKia SportageSubaru ForesterToyota RAV4

Honda has released a picture of the concept version of its next-generation CR-V, and it looks, well, pretty much like we expected based on recent spy photos. The vehicle seen here is, as is typical with Honda’s concepts, a loosely disguised version of the production car.

That’s not to say that when the fourth-generation CR-V arrives at dealerships some time in late 2011, it will be festooned with some of the concept’s more colorful design elements. Items like the smoked-out headlights, prominent front skid plate, gargantuan wheels, and polished black lower trim likely will remain the domain of the show car. Otherwise, though, what you see here is what we’ll get.

Despite a relatively significant change in the CR-V’s design—it’s major by Honda’s conservative standards, at least—the new car will be mechanically similar to the one it replaces. Front-wheel drive definitely will again be standard, with optional all-wheel drive returning to the menu, too. It’s doubtful that Honda will make any major changes in the engine department from last year’s car, meaning that buyers will probably get a 2.4-liter inline four good for about 180 hp. Unlike the 2011 CR-V, which had a five-speed automatic transmission, the new model is likely to receive a six-speed unit. If Honda does go this route, you can expect a modest boost in fuel economy over the current CR-V’s 21 mpg city/28 highway for front-drive models and 21/27 for those with AWD.

While the CR-V has never fully roused the enthusiast’s soul, it has always been one of the more involving small crossovers to pilot. (Pun intended as an excuse to post a link to the face-lifted 2012 Pilot, which Honda also announced.) At the same time, the CR-V has been one of the more practical and easy-to-use small utes, too, a factor we’re sure is of higher importance to most of the people with one in their driveway. (There are a lot of those people: 227,760 CR-Vs were sold in the past 12 months alone.) We don’t expect those traits to change with this next-gen model, although we’ll have to wait until Honda decides to show us the production model to find out for sure.

 


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Car and Driver Video »This Month in Car and Driver » Vehicles Trucks, SUVs, & Vans Sporty & Fun Sedans & Wagons Luxury Budget & Green Editor's Choice Most Researched Reviews In the Magazine From the Archives Comparison Tests Road Tests First Drives News Auto Shows Spy Photos Car News Car and Driver Blog Features Gear Box Interviews Tech Department Sport Awards Columns Features Buyer's Guide Editor's Choice: Trucks, SUVs, & Vans Editor's Choice: Sporty & Fun Editor's Choice: Sedans & Wagons Editor's Choice: Luxury Editor's Choice: Budget & Green Follow us Car and Driver RSS Car and Driver on Twitter Car and Driver on YouTube Car and Driver on Facebook Backfires Subscribe Mobile Digital Edition Newsletter Subscriptions Sitemap Contact Us Browse Cars for Sale Subscriptions/Customer Service Website Feedback Best Cars Luxury Cars Sports Cars Trucks Hybrids YouTube Twitter FacebookHFMU.S. Mens Network

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2012 Honda Pilot – Official Image and Info

2012 Honda Pilot Photos and Info – News – Car and Driver #pallet {margin:0;}#echoice li.category {margin:0;}Car and DriverIntelligence. Independence. Irreverence. VehiclesReviewsNewsFeaturesBuyer's GuideFollow UsSubscribeSearch Car and DriverHome › News › 2012 Honda Pilot - Official Image and Info

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2012 Honda Pilot - Official Image and InfoA new grille and (probably) transmission are on the menu for one of America’s favorite SUVs.BY JUSTIN BERKOWITZ, PHOTOGRAPHY BY BRENDA PRIDDY & CO. AND THE MANUFACTURER
July 2011

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Photos (25)Visit Our Buyer's Guide »Honda Pilot› Overview› Specifications› Price with Options› Photos & 360° View› Get a Free QuoteNews & Reviews2012 Honda Pilot Spy Photos - Future Cars2009 Honda Pilot Touring 4WD - Long-Term Road Test2009 Honda Pilot Touring 4WD - Long-Term Road Test Update2009 Honda Pilot - Short Take Road Test2009 Honda Pilot - Video2009 Honda Pilot - First Drive Review2009 Honda Pilot Concept - VideoHonda Pilot - Auto ShowsHonda Pilot - Auto Shows

Honda, like airline companies, likes its Pilots to be sober, and there’s nothing to raise a pulse in the 2012 Pilot, which the company has just revealed via a single photo. But for the vast number of Americans—and many of our own staffers—who appreciate the current Pilot and the innocuous, reliable, and easy way it transports up to eight people and their stuff, this is no bad thing.

Up front, the seemingly Battlestar Galactica–inspired fascia seen on the current model is mostly gone, replaced with a rather plain face for 2012. A three-slat grille has been installed, while the lower edge and fog lights are redesigned.

It’s the changes we can’t see—from Honda’s first picture of the new Pilot, at least—that comprise the significant upgrades to the three-row crossover for 2012. Honda promises that the Pilot’s fuel economy will improve, and we expect that this will largely be attributable to a six-speed automatic transmission taking the place of last year’s five-cog unit. We’re also told that the car’s interior has been freshened, with “upgraded” navigation and audio systems. Given that antiquated nav systems and hard-to-navigate radio units have been one of Honda’s most glaring faults in the past several years, we’re glad to hear that some kind of change has been made—although we’ll be eager to try the new setups out for ourselves.

Beyond some new paint colors and a new wheel design, the rest of the 2012 Pilot is about the same as it was in 2011. The automaker says this refreshed model will begin arriving at dealers in September.

 


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Car and Driver Video »This Month in Car and Driver » Vehicles Trucks, SUVs, & Vans Sporty & Fun Sedans & Wagons Luxury Budget & Green Editor's Choice Most Researched Reviews In the Magazine From the Archives Comparison Tests Road Tests First Drives News Auto Shows Spy Photos Car News Car and Driver Blog Features Gear Box Interviews Tech Department Sport Awards Columns Features Buyer's Guide Editor's Choice: Trucks, SUVs, & Vans Editor's Choice: Sporty & Fun Editor's Choice: Sedans & Wagons Editor's Choice: Luxury Editor's Choice: Budget & Green Follow us Car and Driver RSS Car and Driver on Twitter Car and Driver on YouTube Car and Driver on Facebook Backfires Subscribe Mobile Digital Edition Newsletter Subscriptions Sitemap Contact Us Browse Cars for Sale Subscriptions/Customer Service Website Feedback Best Cars Luxury Cars Sports Cars Trucks Hybrids YouTube Twitter FacebookHFMU.S. Mens Network

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2012 Honda Civic EX Tested: Comfier, but Disappoints

2012 Honda Civic EX Sedan Road Test – Review – Car and Driver #pallet {margin:0;}#echoice li.category {margin:0;}Car and DriverIntelligence. Independence. Irreverence. VehiclesReviewsNewsFeaturesBuyer's GuideFollow UsSubscribeSearch Car and DriverHome › Reviews › 2012 Honda Civic EX Sedan - Short Take Road Test

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2012 Honda Civic EX Sedan - Short Take Road TestHonda’s new Civic boasts lots of refinements and good fuel economy, but the thrill is gone.BY TONY SWAN, PHOTOGRAPHY BY ROBERT KERIAN AND THE MANUFACTURER
May 2011

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Photos (19)Highs and Lows

Highs:Exceptionally quiet for this class, improved interior materials, roomier than its predecessor, comfortable.

Lows:Subliminal styling update, lots of body motions, deliberate handling responses, all but devoid of character.

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It’s been a compact-car sales leader for decades, a pace setter in technical innovation since the clever emissions-reducing CVCC (“compound vortex controlled combustion”) engine in 1975, and a car whose fun-to-drive index has almost always ranked at the top of its class. Now here we are with the latest renewal—generation nine—and we confront the inevitable questions: Does the latest Honda Civic carry on the enviable tradition of its honorable ancestors? Is it still transportation for the spirit as well as the body?

Exterior design leader Toshiyuki Okumoto tells us that fun-to-drive is part of the persona. But he says he draws his dynamic inspiration—“energy coming from inside to outside”—through yoga, which may be spiritual but ain’t exactly kinetic.

The Car

An EX sedan with an automatic transmission—the variation tested here—isn’t exactly the most exciting Civic. Invited to help ourselves from the 2012 inventory, we’d go with the sportier and much more powerful Civic Si. But the EX trim level at the upper end of the Civic range gets a lot of the sales action—it’s what they call the “volume car” in the cubicles of marketing departments.

Consistent with previous policy, Honda’s trim levels tend to be complete packages; there are essentially no stand-alone options. The base DX sedan starts at $16,555. For $18,605, the LX trim adds cruise, an upgraded stereo with steering-wheel-mounted controls and a USB input, power windows and locks, and air conditioning. The EX sedan tested here is $21,255 and has a substantial list of standard features: power sunroof, Bluetooth connectivity, tilting-and-telescoping steering column, 16-inch aluminum wheels, and four-wheel disc brakes, to hit the highlights. If you want navigation and satellite radio, add $1500.

All-New?

Like car companies do with every redesign that comes along, Honda calls the latest Civic not merely new, but all-new. Even though the ninth-generation car’s footprint is unchanged from that of gen eight, that statement holds more truth here than in most applications. The wheelbase has shrunk by 1.2 inches to 105.1. (The coupe’s wheelbase diminishes by 1.1 inches to 103.2 inches.) Alterations to the wheelbase entail fundamental changes to a vehicle’s basic architecture—vindication for the “all-new” descriptor.

In the same vein, there’s more room within this similarly sized package. Honda claims an interior-volume increase of almost four cubic feet—now up to 95 cubes—versus the gen-eight sedan. The most readily apparent element of this gain is 1.6 inches of additional rear-seat legroom. Shoulder room has been increased—by three inches in the front and one in the back, according to Honda—interior plastics have lost their hard sheen, and skinnier A-pillars improve forward sightlines.

Déjà Vu?

All the foregoing is tangible, and welcome. Where the all-newness is hard to perceive, though, is from outside the car. Honda redid the Civic’s sheetmetal—it now has a longer hood and revised headlights, as well as other subtle creases and timid sculpting—but unless you see new and old parked cheek by jowl, we bet you’ll be hard pressed to see this car as new.

The previous generation was a bold break with the past and a design that stood out from the herd when it was introduced in 2005. It was refreshingly rare for Honda, but with this new generation, the design department has reverted to form: no risks, no distinction. Still swoopy enough to look interesting—Honda calls it “one motion design”—but not enough to provoke envious glances.

One positive note—although it doesn’t mitigate the cautious styling—is that the redesigned Civic weighs a little less than its predecessor. Depending on model and equipment, it is anywhere from 20 to 55 pounds lighter, according to Honda. That’s not much, but it’s rare for a new car today.

Déjà Vu All Over Again?

Another familiar element of the new Civic line lies under its sloping hood: the 1.8-liter SOHC 16-valve i-VTEC four, bolted to a five-speed automatic transmission. If you want a manual transmission—a five-speed—you have to go for one of the lesser trim levels (the EX was available with a manual last year). Your punishment for making this choice is that you can’t opt for Honda’s nav system, which is limited to the EX and EX-L trim levels. This means you can’t have satellite radio, either—it’s baked into the nav package.

But we digress. Honda made some friction-reducing refinements to the Civic’s mainstream four (there’s also the hybrid’s 1.5-liter version, paired with an electric motor). Output is unchanged—140 hp at 6500 rpm, 128 lb-ft at 4300—although the hp peak now arrives 200 rpm later. Considering its long-stroke design (81.0-mm bore, 87.3-mm stroke), the 6500-rpm power peak is pretty high. But it’s unlikely that owners will get there often, since the transmission wants to upshift as early as possible and doesn’t really invite manual operation.

All the foregoing is about fuel economy, of course, and that’s the good news. Honda dodged the expense of adding direct fuel injection to the 1.8 but still cites EPA ratings of 28 mpg city/39 highway for the 2012 Civic EX, gains of 3 mpg in both categories. We averaged 33 mpg. It’s also interesting to note that EPA highway ratings are 3 mpg higher for the EX than for DX or LX editions equipped with the manual gearbox. The other good news is that ambient noise levels in the new EX are distinctly lower than in the gen-eight model.

The bad news? That would depend on your expectations. The 2012 Civic EX achieves 60 mph in nine seconds flat and drones through the quarter in 17 seconds at 83 mph. If you’re looking for haste, buddy, you’re shopping at the wrong store.

But Does She Dance?

The other top priority in the Civic redesign was refinement—quiet operation, creamy ride quality, cushy comfort. We must admit that Honda accomplished these objectives, but at what cost? The company slowed the ratio of the electric power steering, allegedly to enhance linearity. What we observe is diminished road feel and reduced response. The suspension tuning is noticeably softer, diluting transient response and allowing more-pronounced body motions.

Braking, rarely a strong suit with Civics, is merely adequate—184 feet from 70 to 0 mph. Adequate also applies to grip—0.82 g on the skidpad, delivered here by a set of Continental ContiProContact all-season tires measuring 205/55-16.

On the other side of the ledger, the new Civic sedan isolates its driver and occupants from the outside world in a way its predecessors did not. Assembly and materials are high quality, and for the driver whose requirements are limited to competence and comfort, the 2012 Civic will do very nicely. But another cog in the transmission would make the going even smoother, allowing the engine to spend more time in the comfortable part of its power band. We’re disappointed that the Civic is sticking with a five-speed auto while others (e.g., Hyundai Elantra, Ford Focus) are graduating to six-speeds.

More important, the eager responses that have characterized Civics over almost four decades are missing. For those drivers who seek involvement, the latest Civic will be disappointing. With the exception of the Si, Honda has turned the Civic’s character dial toward bland—turned it almost all the way to the stop.

Specifications

VEHICLE TYPE: front-engine, front-wheel-drive, 4-passenger, 4-door sedan

PRICE AS TESTED: $21,255 (base price: $21,255)

ENGINE TYPE: SOHC 16-valve inline-4, aluminum block and head, port fuel injection

Displacement: 110 cu in, 1798 cc
Power (SAE net): 140 hp @ 6500 rpm
Torque (SAE net): 128 lb-ft @ 4300 rpm

TRANSMISSION: 5-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 105.1 in Length: 177.3 in
Width: 69.0 in Height: 56.5 in
Curb weight: 2751 lb
C/D TEST RESULTS:
Zero to 60 mph: 9.0 sec
Zero to 100 mph: 24.9 sec
Street start, 5–60 mph: 9.3 sec
Standing ¼-mile: 17.0 sec @ 83 mph
Top speed (drag limited): 125 mph
Braking, 70–0 mph: 184 ft
Roadholding, 300-ft-dia skidpad: 0.82 g

FUEL ECONOMY:
EPA city/highway driving: 28/39 mpg
C/D observed: 33 mpg

 


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