It’s only a third of the way through the year, and it already looks like the Honda Civic is going to be Canada’s bestselling car again.
We can’t resist it. It’s been this way for more than a decade and a half.
Like maple syrup, smoked salmon, poutine, and making fun of the Maple Leafs (or cheering for them, you weirdo), the Civic has become a thoroughly Canadian tradition. Looking over the generations of this little car, it’s not hard to see why: the Civic started out small and thrifty and fun to drive, and it’s mostly stayed that way.
A couple of years ago, however, Honda redesigned the Civic and forgot to engineer much of the fun-to-drive part. The Si models were still sporty, but the rest of the range was a bit bland. It felt like they’d copied the Toyota Corolla. Thanks Honda, but we’ve already got something that drives like the Toyota Corolla. It’s called: the Toyota Corolla.
A proper Honda is supposed to have a little more zip tucked away – nothing crazy, just enough to make you actually want to get out and drive it. Well, praise be to the spirit of Soichiro, because Civic fun is back.
Design
What’s not back, unfortunately, is a sense of restraint. Previous Civics were pretty plain affairs, but to my mind, that was a benefit. Simple design ages well, while overworking something for the moment ends up in stuff like the Pontiac Aztek.
As with much of Honda’s current lineup, the new Civic features about as much styling as they could cram in there. It’s a mass of angles and spoilers, and both front and rear are dominated by these huge faux grilles. Good grief.
However, there are a few angles that work on the Civic, specifically up front. And at least that angularity indicates that Honda is trying to stand apart from the crowd. The LX version I tested comes with nicely sized 16-inch alloys, or you can move up to the Sport model on 18s. The latter will cost you more in tire replacement, but the sizing is pretty common, so options are plentiful.
Environment
One area in which the Civic has always displayed a quirk or two is with interior ergonomics. Things started getting a little bit weird with the two-tier tachometer and speedometer, and have remained slightly odd ever since.
I quite like the new hatchback’s layout, with its digital tachometer display and large bin between the seats. There’s also a two-level storage bin ahead of the shifter that comes with pass-throughs so you can have your smartphone up high and all your unrelated detritus below. Actually, it’d probably be smart to chuck your phone in the bottom bin, as it’d reduce the temptation to check it when you get a text.
The seats feel relatively sporty, but are certainly cushier than in past Hondas. If you’re looking for a road-trip cruiser, the Civic’s setup feels like it would be a comfortable place to go the distance. One caveat is that if you’re a longer-legged driver, the centre console is a little wide.
Cargo space is simply excellent, with 728 litres of stowage behind the rear seats. A large child seat fits without issue, and the anchors aren’t fussy.
The only real fly in the ointment is the Civic’s central touchscreen. It’s better than ever, but if you’ve got a passenger who likes to control the tunes, the lack of volume knob is irritating. Honda’s responded to this complaint with the new CR-V, but the Civic is still knobless. The driver at least gets a nicely tactile thumb control.
Performance
Here’s the good stuff. While we wait for the sporty 205 horsepower Si to take the fight to cars like the VW GTI, and for the range-topping R to battle the Subaru STI, the regular-grade Civic LX hatchback is completely wonderful to drive.
And we’re not talking some niche-market manual, either. While I’d recommend the stick to anyone – Honda builds probably the best manual transmissions in the business, along with Mazda – the mass market CVT doesn’t interfere with the fun. It’s smooth, and makes the most of the efficiency.
But the real jewel is Honda’s wonderful little 1.5-litre turbocharged four-cylinder, which makes 174 h.p. and 162 foot-pounds of torque. Continuously variable transmissions only work if there’s significant down-low torque to get you up and moving in regular driving, and the 1.5-litre has plenty.
My tester LX didn’t have paddle shifters or any other concessions to sportiness, but it didn’t matter. The thick steering wheel was like something you’d get in a BMW, and while there wasn’t much feedback, the assist was perfectly weighted.
Further, the Civic doesn’t roll much, and some of that delightful cornering zip is still there. The Sport model, with its 235-millimetre-wide tires, should grip as much as you’d need in any street car – but even this standard-level LX had enough lateral grip to impress.
Accelerating hard from a right turn, the Civic’s front tires scrabble for grip, and the car zips easily up to merging speeds. This isn’t just a peppy machine, it’s genuinely quick.
This Civic feels like a comeback. Of the cars I’ve tested so far over the past few months, the only ones that have really impressed have been special hot versions like the Golf R. For regular compacts, everything seemed focused on softness and thrift.
At $21,490 to start, the Civic hatchback isn’t as cheap as the Civic Sedan, and starts off where you can already get a very well-equipped sedan from the competition. However, it’s a great drive, with hatchback practicality, and manages to be both sporty and comfortable. The Civic we love is back.
Features
Part of the price premium of the Civic hatchback over the Civic sedan is in the standard features. You get a 180 watt stereo, remote entry, and cruise control. Commuters will want to take a look at the Honda Sense package, which adds in automatic cruise control, lane-keeping assist, and an auto-brake function. It’s well worth it for road warriors.
Despite the turbocharged engine – turbos can often suck up the fuel when driven hard – the Civic delivered solid fuel economy. Official figures are 7.7 (litres/100 kilometres) in the city and 6.0 on the highway. In real world driving my tester hit high sixes, which is right in range. Sport models require premium, but the LX is fine with regular.
Green light
Great drive; smooth ride; hatchback practicality.
Stop sign
Weird looks; fussy touchscreen.
The checkered flag
Should maintain Civic’s reputation as Canada’s favourite car.
Competition
Hyundai Elantra ($15,999): Remember Canada’s favourite car in the 1980s? For a time, it was the Hyundai Pony. Happily, Hyundai has improved by leaps and bounds since then, and the new Elantra is just excellent.
Available in a 201 h.p. Sport model, the sharp-looking Elantra is an example of how to make a good-looking car that isn’t overwrought. Take heed, Honda.
However, the standard car isn’t quite as much fun without the Sport designation. The chassis is there, but the Elantra’s base engine is tuned for economy first. The Civic Hatchback might hit a Goldilocks proposition a little better.
