Honda Civic 2006 Review

Go figure, indeed. Still, it does require a quantum imaginative leap to accept that this vehicle is a Honda Civic.

The eighth-generation Civic resembles in no way the previous sedan variants, let alone the three- and five-door hatches of yore with which the Civic name was synonymous. It's vastly bigger and appreciably more powerful.

As has been lamented previously, Australia won't be getting the almost unbearably hip-looking new Civic hatch. Instead, there are four variants of a Thai-built sedan, including this one, the mid-range VTI-L.

Priced at $24,990 for the five-speed manual, exactly midway between the entry-level iteration and the Sport (there's also a petrol-electric Hybrid), the VTI-L is the one likely to sell in the greatest numbers. Visually, all models are almost identical — which is to say pleasant, but not really pretty, to the eye.

The sedan-only gambit makes more sense than it might initially appear. Consider the Civic's chief rival, Mazda3, which happens to be Australia's best-selling fully imported car.

When launched in 2004, no one — least of all Mazda — expected punters to opt for the 3 sedan over the 3 hatch by a ratio of some 70 to 30 per cent, or that 30 per cent overall would go for the premium SP23 models.

The VTI-L's very direct competitor is a slightly lesser Mazda3 — the $25,455 Maxx Sport sedan. The former has its work cut out to displace the primacy of the latter.

The shock of the new Honda is just as pronounced within as without. The instrument panel has been designed around the "Multiplex Meter".

Driving information, including the digital speedo, is displayed in the upper part of the instrument panel, while odometer is beneath the tacho, which is the only conventional dial in the set-up.

Lack of legibility detracts from what would otherwise be a fine driver's workstation, which boasts body-hugging seats of the sort that you would like to see in the rorty Integra coupe.

The same fully adjustable and funky little steering wheel that's impossible to grip in any but the correct way obscures the lower read-outs. The sun can outshine those above the dash.

Rear visibility is excellent via almost outsize wing mirrors, but the thick A-pillars required to support the long, sloping windshield constitute a massive visual incumbrance.

So, what looks a deucedly clever interior is just too smart for its own good.

Pity. Elsewhere, functionality is to the fore, with split-fold rear seats and a 376- litre boot that combine for load versatility that is impressive in a small sedan.

No, it's not as capacious as the Mazda3, but Honda at least contrives to include a full-size spare tyre.

When we reached the more interesting stretches of our 300km test loop, however, I rued that the tyres were not bigger.

The Sport gets 16s, but our VTI-L made do with 15-inch Dunlop Sport 300s — nice shoes but not big enough to match the Civic's dynamic capability.

Nor it's stopping ability. One simulated emergency braking from 80km/h produced distinct tail movement. The next, from 90km/h, was sufficient to dissuade me making one from 100.

Yet the Civic takes comfortably most of what's chucked at it, riding firmly but capably over the coarse blacktop of the Bells Line of Road, but making a fair bit of engine noise about it. Being a Honda small capacity four-potter, revving out is of the essence to induce smart progress.

That the 1.8-litre i-VTEC's 103kW doesn't arrive until 6300rpm would matter less if the 174Nm came in earlier than 4300rpm.

Shifting is not a chore, with a typically slickly snicking Honda five-speed manual, mounted slightly forward and off the floor.

The manner in which it drives is an even more emphatic reminder than its appearance that this Civic is a very different conveyance from those that have borne the name.

Not so sharp as the marginally more powerful Mazda3, it is nevertheless possessed of a chassis that generally delivers great balance and poise.

With a competitive equipment level including ABS standard across the range (are you listening, Toyota Corolla?) and attractive pricing, the VTI-L makes a lot of sense without extinguishing the nagging feeling that the top-of-the-range model would be worth the extra dough.

More on that next week.