Cool and distracting at the same time, this screen will show all audio functions, driver information, Bluetooth and navigational updates should the car be equipped as such.
Now, about the drive. The new car acts as one would expect it. The 2012 Civic is competent, surefooted and fun to drive. Chassis movements or weight transfers are well controlled and front-end grip is surprising, to say the least, especially when compared to a 2011 Hyundai Elantra and Toyota Corolla.
The let-down is in all-out performance. Where 140 hp was once tops in the category, it is now at or near the bottom of the totem. And it shows. The Elantra, Focus, Jetta 2.5, Mazda3 and a few others seem zippier, more alive. The 5-speed autobox's prevalent job is minding fuel economy and the absence of a manual mode means that the driver is always victimized by the box's one-track mind. It is true that our time behind the wheel was limited, given that there are three engines and four possible powertrain configurations. A week-long test-drive may confirm or not this impression.
The Civic Hybrid was also a recipient of much attention. Underhood is where most of the action took place. A 1.5L now replaces the 1.3L. Power remains virtually unchanged; torque numbers climb slightly to 127 lb-ft from 123. Combined horsepower stands still at 110 but shows up 500 rpm sooner at 5,500.
The big improvement, a first for Honda, is a new lithium-ion battery. Output increases from 15 kW to 20 kW while weight drops compared to the old nickel-metal hydride battery. In order to enhance efficiency, the Hybrid is ever more aerodynamic, with larger under-floor aero-parts which reduce drag.
All this translates into a hybrid car that is more responsive, better on gas and that behaves a little less like a hybrid. Brake-pedal feel has inched closer to that of a normal car as the regenerative brakes are less intrusive. As well, the new battery permits the car to coast on electricity over a longer distance at speeds between 18 and 70 km/h.
What I came away with from this event is a sense that the new Civic is more of an important mid-cycle refresh than a whole new car. The car went under the knife, a nip here and a tuck there, a little liposuction over here and a shot of steroids for good measure, but nothing consequently substantial.
The 2012 Civic is and will be a good car and the work they did will allow Honda to keep the car current for a few more years. My guess is that we can expect a whole-new 10th-generation to arrive sooner than later; the next one will most likely revolutionize the segment. I'm convinced that Honda engineers are already hard at work as you read these lines.
2012 Civic pricing begins at $14,990.
What about the Si you ask? Don't worry, we would never forget. Here it is.
Now, about the drive. The new car acts as one would expect it. The 2012 Civic is competent, surefooted and fun to drive. Chassis movements or weight transfers are well controlled and front-end grip is surprising, to say the least, especially when compared to a 2011 Hyundai Elantra and Toyota Corolla.
The let-down is in all-out performance. Where 140 hp was once tops in the category, it is now at or near the bottom of the totem. And it shows. The Elantra, Focus, Jetta 2.5, Mazda3 and a few others seem zippier, more alive. The 5-speed autobox's prevalent job is minding fuel economy and the absence of a manual mode means that the driver is always victimized by the box's one-track mind. It is true that our time behind the wheel was limited, given that there are three engines and four possible powertrain configurations. A week-long test-drive may confirm or not this impression.
The Civic Hybrid was also a recipient of much attention. Underhood is where most of the action took place. A 1.5L now replaces the 1.3L. Power remains virtually unchanged; torque numbers climb slightly to 127 lb-ft from 123. Combined horsepower stands still at 110 but shows up 500 rpm sooner at 5,500.
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| Where 140 hp was once tops in the category, it is now at or near the bottom of the totem. (Photo: Mathieu St-Pierre/Auto123.com) |
The big improvement, a first for Honda, is a new lithium-ion battery. Output increases from 15 kW to 20 kW while weight drops compared to the old nickel-metal hydride battery. In order to enhance efficiency, the Hybrid is ever more aerodynamic, with larger under-floor aero-parts which reduce drag.
All this translates into a hybrid car that is more responsive, better on gas and that behaves a little less like a hybrid. Brake-pedal feel has inched closer to that of a normal car as the regenerative brakes are less intrusive. As well, the new battery permits the car to coast on electricity over a longer distance at speeds between 18 and 70 km/h.
What I came away with from this event is a sense that the new Civic is more of an important mid-cycle refresh than a whole new car. The car went under the knife, a nip here and a tuck there, a little liposuction over here and a shot of steroids for good measure, but nothing consequently substantial.
The 2012 Civic is and will be a good car and the work they did will allow Honda to keep the car current for a few more years. My guess is that we can expect a whole-new 10th-generation to arrive sooner than later; the next one will most likely revolutionize the segment. I'm convinced that Honda engineers are already hard at work as you read these lines.
2012 Civic pricing begins at $14,990.
What about the Si you ask? Don't worry, we would never forget. Here it is.
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