Rebirth of an icon

Honda’s ubiquitous Civic has once again risen from the ashes to point the way to the future.

 

It is packed with technology, is super safe, has grown in size and looks so stylish, yet so practical and efficient as ever.

 

Looking back, I have fond memories associated with the Civic. I’ve never actually owned one, but have come close a few times to pull the trigger.

 

In the 90s, the Honda Civic was THE car to own: fast, fuel-efficient, and with a myriad of aftermarket parts and accessories.

 

Its success in motorsports, both local and abroad, particularly in Asia, is unparalleled. The Civic has won thousands upon thousands of races, both legal and illegal, in various disciplines like circuit racing, slalom, auto-cross, rallies, hill-climbs and of course, drag racing. These have added to the Civic’s aura, its desirability and mystique.

 

The EF, EG and EK body Civics are the most popular of the 10 generations of the Civic.

 

It’s funny also, because many of these Civic fanboys never seem to have grown up: I know a lot of people from my generation (30s crowd) who never sold their Civics, or have always bounced back from one Civic to another.

 

On social media, someone ranted about how the all-new Civic is bigger and heavier, has lost the much vaunted double-wishbone suspension, and doesn’t come with a manual anymore.

 

Likewise, the output from the turbocharged 1.5-liter L-Series engine (171 hp and 220 Newton-meters of torque from 1,700 rpm to 5,500 rpm) isn’t that far off from technology that was available in the late 80s in the form of the B16 engine, Honda’s eponymous power plant which developed 160 hp almost 30 years ago without the aid of turbocharging.

 

While this is true, the latest Civic is also far more safer, far more refined and comfortable to drive on long distances, is crucially more environmentally friendly to manufacture, to maintain and drive, and has far more recyclable parts.

 

Fanboys, progress comes in many ways indeed, not just speed and power, so shut your trap and, like the Civic, grow up.

 

Purists are also in a state of hysteria because Honda, known for high-revving naturally-aspirated soulful sounding engines, hs done a complete 180-degree turn because the power plant is now a turbocharged lump.

 

While I personally love this, because the instant torque makes cars easier to drive, to purists, it feels like the easy way out for Honda to meet ever-tightening fuel consumption and emissions regulations.

 

It’s the way of the future, ladies and gents. Turbocharging, from an engineering point of view, is far more efficient because less energy is wasted. Turbocharging allows a much smaller engine to deliver greater torque and power, along with better fuel efficiency.

 

If you wanted a normally aspirated engine to deliver the same output as the Honda Civic of today, you’re easily considering a 2.0 later to 2.5 later sized engine.

 

A bigger engine, for all intents and purposes, is heavier and will consume more fuel at idle versus a smaller displacement turbocharged engine. Look at Ferrari, Porsche, BMW, Mercedes-Benz, McLaren. Need I go on?

 

But enough of the engine. The all-new Civic is safer too. It exceeds the current NCAP 5-Star crash protection rating.

 

I sat inside the car and noticed how thick and wide the rear door sill/jamb is. This makes for a far stronger structure in the event of an impact, and gives the Civic far better stability on high speeds and bumpy roads.

 

And of course, it has multiple airbags (six for the RS, two for the 1.8 E variant), ABS-EBD brakes with brake assist, hill-start assist, rain-sensing wipers, an emergency brake light (the hazard lights and brake lights flash in the event of an emergency braking situation) plus traction/stability control.

 

The downside of all the safety gear and improvements in refinement is the weight; the RS tips the scales at a portly 1,308 kg, while the 1.8 E variant weighs in at 1,239 kg.

 

Small price to pay, though, for the safety and comfort of 99 percent of the driving public.

 

Many also dislike the coupe-like profile. From an aerodynamic efficiency point of view, this shape creates less drag, and thus reduces fuel consumption when  cruising on the highway.

 

And since there’s less drag, there will also be less wind noise permeating through the cabin. So many little details which most people take for granted or fail to see.

 

The Civic is  also packed with technology: the RS model gets full LED headlamps, an impressive multi-media system with GPS/SATNAV and remote-start so you can turn on the ignition and a/c before even entering the car.

 

You also get dual-zone climate control on the RS model, plus 17-inch wheels and tires.

 

Finally, the CVT is perhaps a source of much scorn for enthusiasts: it lacks the predictability of a regular automatic, doesn’t feel as sexy as dual-clutch transmission, and lacks the absolute control of a traditional manual.

 

Personally, I am on the fence on this one. But if the last few CVTs I’ve sampled on Hondas is anything to go by, it won’t be so bad. The CVT will also ensure that the Civic’s turbocharged lump will be in the right gear at the right time, all the time.

 

Honda benchmarked the Civic against the Audi A3 and Volkswagen Golf in terms of refinement, and Hiroshi Ito, the chief engineer for the Honda Civic, promises that the all-new 10th generation Civic is dynamically far better and superior to its predecessor.

 

A few years back, when I had the ninth generation Honda Civic over the holidays, I casually asked Toshio Kuwahara, president of HCPI, if I should get that Civic for my wife, as the missus and I had been going back-and-forth about replacing her Honda City.

 

Kuwahara-san smiled and said that if I can wait, the next one is better. While I have yet to drive the latest 10th generation Civic, it looks most promising indeed.