MANILA, Philippines - Honda’s bestselling, award-winning Civic may not be the new kid on the block anymore, but that doesn’t take anything away from its overall goodness. For the 2009/10 model year, Honda has bestowed upon the 1.8 variant a series of noteworthy improvements to make it even more enticing. While there are two basic variants to choose from – 1.8l or 2.0l – the former is the more important model. One generation ago the basic engine had a displacement of 1.6-liters, but now a 1.8 does the job. Its 140 horsepower and 17.7 kg-m of torque are more than adequate for the needs of the small Filipino family, and the 5-speed automatic transmission now sports paddle shifters. Yes, it has paddle shifters, a techno-cool feature that was formerly the reserve of top-of-the-line models and high-end cars.
In the Civic’s case, the shifter has only the P-R-N-D-S detents. The paddle shifters are just behind the steering wheel rim. Pull on the left and you trigger a downshift, pull on the right and it upshifts. In “D”, which is for everyday driving, you can override the automatic by pulling on either paddle. It reverts to full-auto mode after a certain period of time in which you’re not manually shifting anymore, or when you upshift past the 5th gear. In “S”, the shift algorithm becomes more aggressive, holding gears in corners and raising shift points. Override the program by manual shifting and it will not upshift unless you pull the paddle. It will also let you hold a gear at the redline, although it’s not really recommended for extended periods of time.
In “daily driving mode”, I found “D” to be more than satisfactory. The 1.8 has a lot of torque for the normal 2-passenger load, and the five gear ratios really maximize the available powerband. Short bouts of urgent thrust, such as for overtaking a bus or merging onto a highway, are ably handled by the full-auto mode. On a set of switchbacks and steep hills, though, the manual “S” mode is very satisfying. The paddle shifters are intuitive and the transmission shifts on demand with very little shift shock. The only hesitation I encountered was when I wanted a downshift from 2nd to 1st on a particularly steep grade; the computer would not allow the shift, probably because of the high engine speed. I can’t think of any other nicer engine in the class, except of course for the 2.0-liter version. As it is, the 1.8 has a sweet growl at high rpm, and it is reasonably fuel efficient: 8-9 kpl in city/highway driving. Typical of Hondas, engine vibration is almost nil.
Drivetrain aside, the rest of the car does a fine imitation of a sports sedan. The Civic’s front strut-rear double wishbone suspension provide a nimble feel with very good high speed stability, and the steering feels precise and alive with feedback. You can go flat-out with the car and it still feels planted on the road even at speeds above 160kph. The car will understeer at the limit, and trail braking will induce a predictable rotation that’s easy to control if you know what you’re doing.
The ride is tuned for suppleness, and while the OEM 55-series, 16-inch tires look a bit small for the car, the relatively tall sidewalls provide good compliance without feeling sloppy or slippery. One thing the engineers still haven’t excised is the road noise. You tend to hear the road rumble in a Civic more than in, say, an Altis, and the current model is no exception. Braking power from the all-disk setup is excellent, and there’s standard ABS.
Aiding the machine-like aura is a driver-centric cockpit. The two-tiered dashboard may look humongous, but all vital controls are within easy reach. The instrument panel has that fighter plane feel what with that huge, HUD-like speedometer and dials that are as clear as day. The front seats are also designed for functionality: adequate side bolsters to hold you in place, a seat cushion that’s long enough for most thighs, and firm enough for all-day support. You never feel like you’re sinking into the seat with the Civic. Instead, you strap yourself into the cockpit for the business of driving. Rear seat room is adequate for two adults, with the middle seat reserved for kids and people you don’t especially like. The greenhouse area is likewise expansive, marred only by the oversized A-pillars that block the view somewhat when you’re turning.
Utility-wise, the trunk is long but shallow, and the trunk hinges are the inexpensive gooseneck-type that can scrunch your bags if you’re not careful. If you have a large family (especially if you’ve got an infant), stuffing the normal accoutrement of bags and stroller will be a challenge. In which case, the friendly Honda sales rep will probably recommend you get a CR-V instead.
For the P958,000 price though, (P908,000 if you get the stick shift), the Civic packs a lot of performance. It’s not a real sports sedan, of course, but it does provide that fun-to-drive feel that the average buyer will look for from time to time. For that amount you get dual airbags, ABS, a nice stereo with an AUX-in jack, all-disk brakes, foglamps, smoked headlamps, LED taillamps, and even dual exhaust tips. If you’re comfortable with the thought of no airbags, the price goes down to P898,000/858,000 for the automatic/manual variants. Still too dear for you? Maybe you’d like to “downgrade” to the smaller City/Jazz then. Oh, the choices... . In any case, while it’s not cheap, the Civic is rolling proof that you get what you pay for. Everything feels bolted, screwed, and hammered together with precision, and for those who like a mainstream family car with an element of sportiness, then the Civic is as satisfying as a Swiss timepiece.
The Good
• Sporty drivetrain and handling dynamics.
• Excellent fit and finish.
• Still looks good.
• Roomy cabin.
The Bad
• Shallow trunk.
• Thick A-pillars impede vision.
•Plasticky dashboard.
• So many Civics everywhere you go.
The Verdict: A mainstream machine that fully deserves its reputation for driving enjoyment.
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