After having been wowed by the recent styling upgrades to the Hyundai Elantra and Ford Focus, it was a bit of a shock to see the comparatively tame styling of the 2012 Honda Civic sedan. Though 90 per cent of the Civic sedan’s bodywork is new, according to Honda, it looks very much like the 2011 model, except for its large tail lights which resemble those of the last generation Toyota Camry.
Ironically, it was the dynamic styling of the last generation Civic sedan that raised eyebrows when it was redesigned five years ago. Its sweeping profile and two-tiered digital instrument panel were bold design moves at that time.
This time however, Honda is playing it safe. Though the new Civic sedan continues to offer a short hood, steeply raked windscreen, and aerodynamic profile, subtle differences in the shape of the grille, front bumper, rear bumper and tail lights make it appear more conservative than the last model.
That’s probably not an oversight: as Canada’s best-selling car for the past 13 years, the Civic has a proven record. Perhaps the company feels there is no need to take a risk on controversial new styling.
What Honda has done is improved the Civic’s fuel economy, cabin roominess, ride comfort, level of standard equipment, safety, and pricing. However, it’s debatable whether Honda has done enough to keep up with rapidly improving competitors like the Elantra, Focus, Mazda3, Cruze, and Forte.
The 2012 Civic sedan is the same length, width and height as the 2011 sedan, but its wheelbase is 30 mm (1.2 in.) shorter. Even so, the new Civic’s passenger volume has increased by 105 litres (3.7 cu. ft.), with more front shoulder and hip room, and additional rear hip room. As well, the trunk volume has increased to 353 litres (12.4 cu. ft.) from 340 litres (12.0 cu. ft.) in DX and LX models. Civic EX and EX-L models have slightly less trunk space, 344 litres (12.1 cu. ft.).
New for 2012 is a small screen to the right of the speedometer that provides driver information such as average fuel economy, clock, outside temperature and trip odometer; and on EX-L models, the screen serves as part of the newly available navigation system. The new Civic is also available with a USB audio interface, and Bluetooth hands-free phone and audio.
Under the Civic’s short hood, the DX, LX, EX and EX-L models continue to offer a 140-hp 1.8-litre SOHC 16-valve i-VTEC four-cylinder engine, but internal engine changes to reduce friction combined with a seven per cent reduction in the sedan’s body weight have contributed to a slight improvement in fuel economy. With the standard five-speed manual transmission, its official L/100 km rating of 7.2/5.4 city/hwy compares to last year’s 7.4/5.4. With the optional five-speed automatic transmission however, there is a much bigger improvement: now 7.2/5.0 city/hwy compared to 8.2/5.7 before. That’s indicative of revised transmission gear ratios and/or transmission software changes.
The new Civic sedan also features a new driver-selectable “Econ” mode that modifies the electronic throttle to provide more gradual response, adjusts the automatic transmission shifting points, and reduces the amount of power allotted to the air conditioning system. More on this in a minute.
2012 Honda Civic sedans are also available in the sporty Si trim with a new 201-hp 2.4-litre four-cylinder engine, and as the Civic Hybrid with a new 1.5-litre four-cylinder engine, integrated motor assist and a new lithium-ion battery pack. For the purposes of this review, we’ll focus on the Civic EX with the standard 1.8-litre motor.
With the same horsepower and torque as last year’s model, the new Civic sedan doesn’t make any big gains in performance, but I did detect a slight reduction in engine noise which made highway cruising more comfortable. The engine revs at just 2,000 rpm in top gear at 100 km/h. Still, with its competitors bringing out more powerful four-cylinder engines, the Civic is being left behind in the performance arena. The 2011 Hyundai Elantra sedan, for example, with its 148-horsepower 1.8-litre engine and six-speed automatic transmission, is quicker from 0 to 60 mph according to Consumer Reports (9.5 vs 9.9 seconds) and offers better fuel economy.
Civic drivers who want to save more fuel and reduce emissions can press the green button on the Civic’s dash to activate Econ mode. This saves fuel by cutting back the throttle responsiveness, allowing the transmission to shift up sooner and preventing it from shifting down as quickly. In Econ mode, performance could be described as lethargic, and requires a cautious driving style to compensate for its slow acceleration – for example, you learn not to turn right in front of fast-moving vehicles and expect to get out of their way.
The Civic’s optional five-speed automatic transmission (n/a on DX, optional on LX and EX, standard on EX-L) is responsive and changes quickly and smoothly. Applying the brakes while going downhill causes the transmission to shift down one or two gears for engine braking, and with the foot off the pedal, the fuel injectors shut off so that it doesn’t use any more fuel while revving higher. Shifting from D to D3 requires pressing a button on the shift lever which prevents inadvertently driving around in third gear – earlier Honda transmissions slipped into D3 by just pulling on the lever. Unlike some competitor’s manumatics, the Civic’s five-speed automatic transmission doesn’t include a manual mode.
I like this transmission, but I have to wonder why Honda didn’t upgrade to a six-speed automatic like many of their competitors have. It would have improved fuel economy even more.
With its fully independent suspension, the Civic sedan is still a nimble handler, but a slight softening of the suspension provides a more comfortable ride which I found to be a benefit as roads deteriorate. My test car had Continental ContiPro contact 205/55R-16-inch all seasons which proved grippy in the dry but emitted some road noise at highway speeds. The Civic could use more sound insulation in the wheelwells, as could most cars.
All 2012 Civics now include Honda’s next-generation Vehicle Stability Assist system with Traction Control and Brake Assist which automatically intervenes in case of a loss of traction, directional control, or panic braking. Previously, this was only available on EX-L, Si and Hybrid models. Statistics show that these automatic systems save lives.
The Civic’s revised “Motion-Adaptive Electric Power Steering (EPS)” is easy on the arms, turns quickly, and has a tight 10.7 metre (35.4 ft.) turning circle, but the steering feels less connected with the road. The Civic’s slightly shorter wheelbase should contribute to improved maneuverability, but I couldn’t detect a noticeable difference. I did like the Civic’s new smaller steering wheel.
Driver visibility is good: new larger front quarter windows and slimmer windshield pillars contribute to better visibility when turning. However, the three rear head restraints and the high rear trunk lid obscure the view to the rear. Rear parking sensors or a rearview camera would be a useful addition to the Civic’s options list.
The Civic EX and EX-L have four wheel disc brakes with anti-lock and Brake Assist for emergencies, and I found pedal feel good and braking distances in the dry commendably short. Civic DX and LX models have rear drum brakes.
Interior impressions
The extra hip and shoulder room in the new Civic sedan is noticeable and the cabin does feel roomier. Front and rear headroom and legroom remains spacious enough for four adult passengers, and a flat rear floor provides more foot room for the middle passenger, if there is one.
The redesigned front seats are comfortable and supportive and the driver’s seat has manual height adjuster but no lumber adjuster. However, there is a prominent bulge in the lower back area of the seatbacks that provides lumbar support. The front passenger seat has neither height nor lumbar adjusters. The small steering wheel tilts up and down and telescopes in and out to accommodate different drivers.
Civic EX sedans have an attractive soft cloth seating material but in the EX, I would have expected front seat heaters. The Civic’s bi-level two-tone dash is attractive, but the plastic surfaces are hard to the touch. The illuminated analogue tachometer and digital speedometer are easy to read and easy on the eyes with their attractive blue and white colour combination. In the speedo, guiding lines change from blue to green depending on how economical your driving style is. There’s also an Instant Fuel Consumption display to the right of the speedo. In Econ mode, a little green tree lights up in the display to alert you to your greenness.
Beside the speedo, the new five-inch colour screen includes information such as radio station, outside temperature, trip odometer, and average fuel economy which the driver can access using buttons on the steering wheel. There’s a dedicated display for a round clock, the radio station or current CD; and a menu screen with vehicle info for maintenance, and vehicle settings. EX-L models also use this screen for the navigation system.
The audio system controls are angled towards the driver and easy to reach from the driver’s seat and all dash controls are illuminated at night. Civic EX models include an excellent 160-watt AM/FM/CD audio system with six speakers, including A-pillar-mounted tweeters. However, I was disappointed to see there is no provision for satellite radio. A 12-volt powerpoint and auxiliary input jack are located at the bottom of the instrument panel next to an open storage tray, and there’s also a USB port and iPod connector in the storage box under the centre armrest.
Steering wheel controls are for the screen menu, audio volume and media source, Bluetooth phone, and cruise control.
The climate system in the Civic EX includes easy to use dials and buttons with standard air conditioning, but I expected automatic climate control at this trim level.
Some of the little things I liked about the Civic’s interior were the spring-loaded cup grippers in the two front cupholders, the coinholder to the left of the steering wheel, the illuminated power window, power mirrors, and power lock buttons; the wide footwells, the height adjustable rear head restraints, the folding rear armrest with two cupholders, the big side mirrors, and the fully lined trunk.
Things I didn’t like included the hard armrests, the cheap looking radio face, no satellite radio, no seat heaters or lumbar adjuster, no manual shift mode for the automatic transmission, poor rear visibility, and the lack of a plastic bumper protector near the trunk.
Despite these complaints, I found the Civic sedan’s cabin a nice place to be; comfortable seats, bright instruments, easy to reach controls, a comfortable ride, easy steering effort, and good maneuverability added up to a pleasant driving experience. Subjectively, I like the new Civic sedan – as long as I don’t start comparing it to its rivals.
