Displaying items by tag: Honda Civic

The verdict

The 2023 Honda Civic Type R capitalizes on the benefits of the mainstream Civic’s new-for-2022 platform and retains all of what made the previous-generation Type R great, while dialing back its aggressive exterior styling.

Versus the competition: The new Type R debuts with more close competitors than its predecessor had. The Hyundai Elantra N, Toyota GR Corolla and Volkswagen Golf R are key rivals, track-focused compact cars that offer manual transmissions and horsepower ratings in the ballpark of the Civic Type R — and all of them are similarly exciting to drive.

American enthusiasts rejoiced when Honda saw fit to bring its top-performance Civic Type R model to the U.S. for the 2017 model year. Prior to that, the Civic Type R was forbidden fruit, offered in select foreign markets from 1997 but never available in North America. When the ‘17 Civic Type R finally launched here, however, its hyper-aggressive exterior styling gave many shoppers pause.

Though it might have looked like a vehicular extra from the first three “Fast and Furious” movies, the 2017-21 Civic Type R’s outlandish, boy-racer looks covered a finely honed track machine with an astutely tuned chassis and smooth, strong turbocharged four-cylinder engine. The Type R offered racetrack-ready performance with a livable character in everyday driving, and even came with a few upscale interior touches that gave it a classier vibe than your everyday Civic.

The Type R took a one-year breather when the Civic was redesigned for the 2022 model year, and it returns on the car’s new platform for 2023. The basic concept stays the same: front-wheel drive, a four-door hatchback body style and lots of high-performance hardware. At Honda’s invitation, I drove the new Civic Type R on the road in California’s Napa Valley area and briefly on the track at Sonoma Raceway. (Per our ethics policy, Cars.com pays for its own airfare and lodging when attending such manufacturer-sponsored events.)

Upgrades Under the Hood

Like the previous-gen Civic Type R, the new one is powered by Honda’s K20C1 turbo 2.0-liter four-cylinder, but the engine gets a few noteworthy upgrades. The turbocharger is new, the air intake flow rate has been increased, and a new active-valve exhaust system increases exhaust flow by 13% over the previous-gen Type R. The result is 315 horsepower at 6,500 rpm and 310 pounds-feet of torque from 2,600-4,000 rpm (improvements of 9 hp and 15 pounds-feet over the previous Type R). Engine cooling has also been improved via a larger front bumper opening, larger radiator and larger-diameter cooling fan.

As before, the engine is paired exclusively with a six-speed manual transmission — an automatic is not offered. Honda says the flywheel is 18% lighter than before, reducing rotational inertia, sharpening engine response and enabling quicker engine rev matching from the automatic rev-matching system.

Girded Loins

The basic Civic body structure receives a few rigidity-improving measures for Type R duty. Honda says it used 3.8 times more structural adhesives in critical areas and implemented structural enhancements in various components of the body and chassis architecture.

The car’s track is 1 inch wider in front and 0.75 inch wider in back than the previous Type R, and the wheels and tires are a bit wider, as well: lightweight 19-inch alloys fitted with unique Michelin Pilot Sport 4S P265/30R19 tires. (Honda Performance 19-inch forged-alloy wheels and track-focused Michelin Pilot Sport Cup 2 tires are available accessories.) The brakes have been upgraded to Brembo 13.8-inch two-piece rotors with four-piston calipers up front and 12-inch rotors in back. Honda says brake cooling has been improved through increased airflow through the front end.

Handling-focused suspension revisions include stiffer spring rates and larger, stiffer stabilizer bars front and rear. An adaptive suspension system automatically adjusts damping based on driving conditions and drive-mode selection.

On Track and Street

Uncharacteristically rainy weather in California on the day of the press event meant we were unable to push the Type R close to its limits at Sonoma Raceway, but we nonetheless got a decent sampling of its capabilities. Though wet pavement occasionally showcased the traction limitations of pushing 315 hp through the front wheels, the Type R is a ferociously capable cornerer and tenacious performer all around that remains livable in street driving despite its track-focused enhancements.

The Type R has four driver-selectable modes (Comfort, Sport, Plus R and a customizable Individual setting) that alter engine response, steering assist, suspension damping, engine sound, rev-match speed and the digital gauge cluster. In Comfort mode, the suspension is acceptably compliant over rough pavement and most bumps. The Plus R mode is best reserved for racetracks and pristine roads; it significantly stiffens the suspension and amplifies the car’s snarky character. In any driving mode, the brakes supply impressive, confidence-inspiring stopping power.

High-performance turbocharged four-cylinders aren’t typically low-end torque monsters — they need higher engine rpm for the turbocharger to spool up and provide boost for truly strong acceleration. By these standards, the Type R does exceptionally well: It pulls smoothly and strongly from relatively low rpm, and the turbo’s boost arrives in a steady, predictable-but-still-exciting fashion, accompanied by a raspy snarl from the exhaust that’s music to enthusiast ears.

The manual transmission is also a delight. It’s agreeable and easy to use thanks to a smooth, progressive clutch pedal and an excellent short-throw shifter with a precise, mechanical action. However, I wasn’t thrilled with the egg-shaped shift knob — the more traditional ball-shaped knob of the previous Type R felt more natural in my hand and easier to grip firmly. Honda offers an accessory leather-wrapped shift knob; I might opt for that instead.

Selecting the Plus R drive mode switches the digital gauge panel from traditional analog-style tachometer and speedometer dials to a racecar-style display with a horizontal tach and a prominent gear-position readout. There are also separate shift-indicator lights above the gauge cluster that illuminate progressively as the engine nears its redline. When it’s time to downshift, the rev-matching system automatically blips the throttle for smooth gear changes. (You can turn this feature off if you’re better at heel-and-toe shifting than I am.)

Speaking of performance displays, the Type R’s updated LogR Performance Datalogger system should delight the track-rat crowd. It’s now a stand-alone app (no smartphone is required) and boasts a plethora of digital gauges, including a G-meter display, engine oil temperature and pressure, intake air temperature, turbo boost pressure, steering angle and accelerator opening angle, to name a few. Also included are a stopwatch for recording lap times, integrated track maps for notable race courses across the country and even an “Auto Score” function that generates a driver score based on the smoothness of their acceleration, braking and steering.

Seeing Red Inside

The Type R’s interior gets several performance-themed trim touches, such as red carpeting, contrast stitching and seat belts; faux suede upholstery on the front seats, door panel inserts and center console armrest; aluminum pedals; and a serial-numbered Type R badge on the dash. The main upgrades are the aforementioned short-throw shifter and a pair of sport front seats with pronounced bolsters and dual belt pass-throughs (for aftermarket racing-style harnesses). The previous-gen Type R’s front seats struck a near-ideal balance between snugness and support for aggressive driving on a racetrack and livable comfort for everyday driving and longer trips. The new seats offer a similar mix of comfort and support, though they’re a bit tighter on my backside than I remember the previous Type R’s seats being.

Those pronounced seat bolsters complicate entry and exit a bit since you can’t slide over them easily. The Civic also has a fairly low driving position for a mainstream compact car. This enhances the high-performance feel of the Type R but necessitates a deeper drop into the seats and a higher climb out than you might expect. The seats don’t offer any lumbar adjustments or heating, and the integrated head restraints aren’t adjustable.

Compare vehicles

Compared to the front seats, the Type R’s rear seats feel very much like an afterthought. Not only do they not get the same flashy red upholstery — they’re covered in plain old black cloth, jazzed up only by the red seat belts and a bit of red contrast stitching — they make do with a plastic dual cupholder insert plunked right in the middle of the bottom cushion. There’s no flip-down rear armrest and no provision for a middle rear-seat passenger.

Practical Considerations

One of the nice things about the Civic Type R is simply that it’s a Honda Civic hatchback — a spacious, practical compact car that boasts a rear seat that can comfortably accommodate average-sized adult passengers and a versatile cargo area that offers space on par with (or more than) many subcompact SUVs.

The Type R also benefits from the improvements of the new-for-2022 Civic. The thinner, more upright windshield pillars and door-mounted side mirrors are visibility aids especially beneficial in high-performance driving. The standard Bose premium audio system sounds great, the Honda Sensing suite of active-safety features gets welcome updates including a new camera that can see farther and has a wider field of view, and the Type R now comes with blind spot warning and traffic sign recognition.

Boy Racer Begone (Mostly)

Honda has dialed back on the outlandish styling of the old Type R, but there’s still plenty to differentiate it from an Si or other mainstream Civic. In fact, other than the front doors, roof and hatchback liftgate, the Type R’s body panels and add-on components are unique, aimed at improving aerodynamic and cooling performance or increasing downforce for better high-speed stability.

The gaping front end sports a honeycomb-pattern grille and ducts for brake cooling. The hood is made of aluminum for weight savings, and it has a large vent for dissipating radiator heat and minimizing airflow resistance. Wider, flared front and rear fenders cover the wider tires. Unlike the previous-gen Type R, which wore separate rear fender flares that looked a bit tacked on, the new Type R has rear fenders with integrated flares. The rear doors are unique to the Type R, as well, flaring out to meet the wider rear fenders for a smoother, more cohesive look that Honda says also aids aerodynamics.

As with the previous Type R, a large rear wing is part of the package. It has aluminum stanchions and, thankfully, is positioned so that it doesn’t interfere with the view out the rear window — it sits just below the top of the window opening, above the driver’s sightline. A carbon-fiber wing is available as an accessory option.

The Bottom Line

Like its predecessor, the new Civic Type R is essentially an all-in, mono-spec offering — it comes in a single well-equipped trim level with everything standard. The Civic Type R is arriving at Honda dealers now, with a starting price of $43,990 (all prices include destination). The only factory option is exterior color, and there are just five of those: Crystal Black Pearl and Rallye Red are no extra cost; Boost Blue Pearl, Championship White and Sonic Gray Pearl are $395.

That’s still a serious jump over the $38,910 sticker of the regular-edition 2021 Type R, but it’s comparable to a few of the Type R’s key competitors: The redesigned-for-2022 Volkswagen Golf R, starts at $45,385, and the new-for-2023 Toyota GR Corolla starts at $43,995 in comparably equipped Circuit Edition trim. Both of those rivals have all-wheel drive, which the Type R doesn’t offer, and the GR Corolla also comes as a pared-down Core model that starts at a more accessible $36,995. The delightful Hyundai Elantra N is more affordable still and starts at $33,745. Its 276-hp, turbo 2.0-liter four-cylinder gives up 39 hp to the Type R, but the N offers a similar roster of track-focused enhancements that make it a hoot to drive as well.

Given the realities of today’s new-car marketplace, where trucks and SUVs are the dominant body style, it’s a happy development that performance enthusiasts have this many solid hot-rod compacts from which to choose — and all of them are invigorating to drive and cost less than the current average transaction price of a new vehicle.

Source: cars.com

Published in Honda
Wednesday, 20 October 2021 06:07

New Honda Civic Si

The latest generation of Honda Civic (model year 2022) had its premiere in the form of a sedan in April this year, then a new Civic hatchback arrived at the end of June, and now the sporty Civic Si has appeared in North America.

It is already the 11th generation of Civics, which Honda says will raise the bar in terms of style, performance, safety and advanced technologies in the compact vehicle market.

As for the new Civica Si, this version also received standard LED headlights and taillights, modified suspension, improved steering, aero body kit (modified bumpers, front spoiler, sills, trunk spoiler), 18-inch black alloy wheels, LSD differential, black honeycomb mask with Si marking, black mirrors, sports brake system, two chrome exhaust pipes, sports interior with two-tone seats, leather steering wheel and aluminum pedals, as well as a 1.5 liter turbo gasoline engine with 200HP and 260 Nm of torque ( with 6-speed manual transmission).

There’s also 7.0-inch digital instruments, a 9.0-inch touchscreen, higher-quality materials, a 12-speaker Bose audio system and a higher level of security (with Honda Sensing active technology).

 

Published in Blog/News

Despite the popularity of new SUVs, the fact is that not everybody wants to sit up high in a quasi-off-road station wagon. And for those remaining resisters, Honda has this: the updated 2022 Honda Civic. As you can see, the new Civic has shed its old “boy racer” look and has adopted the calmer, more conservative appearance of the bigger Accord sedan. Gone are the odd bumper polygons and the low and racy roofline, and in its place we have … well, what appears to be a three-quarter-scale Accord. But how much of the rest of the old racy Civic has become the new, more conservative Accord? I recently got to spend a couple of days with the new 2022 Honda Civic Touring, and I can confirm: The new one has grown up in many ways.

Controversial Looks
From the outside, the new car is easily mistaken for the Accord. There are many styling similarities, from the new proportions of the longer, lower body to the more upright roofline and larger windows; even that little kink in the C-pillar is copied over from the Accord sedan. It’s a decidedly more conservative look than the Civic has had for the previous two generations, and it comes just as competitors are getting ever more outrageous (have a look at the new Hyundai Elantra) in order to stand out and grab whatever share of the shrinking compact sedan class they can get. It’s not a bad look for the Civic, by any means, but its tepidness does make me wonder how this is going to look in a Type R version with scoops, wings and ducts added.

It’s Strong at Heart
Under the hood is a turbocharged 1.5-liter four-cylinder engine mated to a continuously variable transmission, which is, yes, the Accord powertrain. But in the Civic EX and Touring trims, this powertrain combination is good for 180 horsepower and 177 pounds-feet of torque, understandably less than it makes in the bigger Accord. It’s one of two possible engines in the new Civic, the other being a naturally aspirated 2.0-liter four-cylinder you get in the basic LX and Sport trims making 158 horsepower and 138 pounds-feet of torque. (Both are tied to the retuned CVT). There’s no sporty Si model or fire-breathing Type R track monster just yet, but Honda likes to get the basic stuff out of the way first before turning up the heat later on.

A Rethink of Honda Interiors
While Honda stylists may have made a near carbon copy of the Accord from the outside, the inside is a whole new world for the brand. The interior is much, much different than the Accord, featuring a retro-cool style that brings back some of the boxier looks of classic Japanese cars of the 1980s. There’s a long strip of hexagonal mesh dash trim that hides the front passenger climate control vents, and the interior itself no longer looks like it was designed by several committees that never talked to each other. What do I mean by that? Well, the doors now meld well with the dash design, and the graining of the materials is the same from the dash to the doors, as well. There’s a sophistication to the new Civic interior that looks quite refreshing, and it comes from a newfound minimalism that we first saw in the Honda e electric car that’s not sold in the U.S.

The new electronics look good, with a high-mounted 9-inch multimedia screen (the biggest ever fitted to a Honda-brand vehicle) easily reachable by the driver, with a dedicated volume knob and a big prominent “home” button. Wireless Apple CarPlay and Android Auto are standard with the 9-inch system in the Touring but require a cable if you stick with the standard 7-inch multimedia system. The new 10.2-inch digital gauge cluster that comes only in the Touring trim is also well done, with four possible arrangements: either traditional round dials or bar-type graphics, each also featuring a minimalist option that reduces the information overload to the driver.

Overall, there are only as many buttons as are needed, nothing extra, nothing confusing. Everything is arranged within the driver’s sightlines. I can even see the buttons that Honda likes to mount low and to the left of the driver’s knee without a problem now. You feel like you’re sitting low in the Civic thanks to the plentiful headroom, but the windshield feels upright and the dash and beltline feel low, improving the outward visibility considerably over the past Civic. The steering wheel feels substantial, and the shifter position (note that it’s not a push-button affair) is perfectly located for resting your hand.

Materials quality was excellent in the top Touring trim level I drove, with leather seats and nicer trim up top. It’s also plenty spacious inside, with about average room for the category both front and back. The tall design to the overall exterior sheet metal comes in handy in the trunk, which feels quite capacious, with sufficient room in it to wonder if the upcoming hatchback model is really necessary. There’s a maturity to this design; it’s more friendly and approachable than futuristic and fantastical, but it again makes me wonder how Honda is going to zoot this up for its sporty models down the road. Guess we’ll have to wait and see.

More Entertaining Than Expected
Or will we? The Touring trim may not be the vaunted Si, but it still is far more entertaining to drive than any non-sport Civic trim level I’ve ever tried. The turbocharged engine is super-torquey; even a light jab of the pedal brings surprising acceleration. The transmission may be one of the best-tuned CVT units I’ve ever tried, it’s perfectly matched with the engine to provide quick power and impressive response. Something new for 2022 is a Sport mode on 2.0-liter Sport and turbocharged Touring trims, which changes steering and throttle response when you select it, allowing you to hustle the Civic along back roads with surprising speed — and you’ll find yourself grinning as you do it.

The whole experience of driving the new Civic is one of sophistication, and as good as an Accord is, this just might be better. The chassis response is excellent, the ride and handling balance is outstanding, and there’s actual steering feel and feedback, too. It feels considerably lighter on its feet than a new Accord, which always struck me as a bit piggish and heavy. Even the brakes are outstanding, providing excellent bite and progressive stopping strength without being the slightest bit grabby.

It may not be billed as a sporty sedan, but the Civic holds its own nicely and conveys the sensation of an advanced, refined, even premium driving experience. You can feel that the bones of the car are going to provide an amazing base for the actual sporty versions in the Si and Type R whenever they do arrive. I’d easily stack it up against the best out there like the latest Elantra, the Volkswagen Jetta or even more premium models like the Audi A3. If, like me, you really don’t see any need for a new crossover when there are still sedans out there that are this good, you’re going to want to put this new Civic on your list.

Long Live the Resistance
Honda has also brought some updates to the Civic’s onboard safety tech, now featuring available rear-seat side airbags, some next-generation front airbags meant to minimize head and neck trauma, and a new camera for forward facing systems like adaptive cruise control and pedestrian detection. There’s also a new optional 12-speaker Bose premium audio system that sounds fantastic. And loaded examples like my fully equipped Touring test car will come in just a hair less than $30,000, including destination.

But really, the story with the new Civic is the enhanced driving dynamics and simplified interior styling that elevate the car beyond its humble compact sedan class. It’s a substantial, satisfying car to drive, either on back roads or urban boulevards — and for SUV resisters, it’ll give you one more reason to avoid that new crossover for a few more years.

(cars.com)

Published in Honda

Finally, all the details of the 11th generation Honda Civic Sedan are known, which brings a lot of state-of-the-art technology and unusual design. He is unusual because he is no longer overly aggressive. The new Civic will strive to remain one of the best-selling cars in the United States for the last 50 years.

After a short announcement from Honda in April, which was accompanied by only one photo of the new Civic, the 11th generation of this model was finally presented in a four-door sedan version.

It is technologically refreshed, and the main goal of the company is for the new Civic to continue its success story as one of the best-selling models in the USA, writes Auto Klub.

To achieve this, Honda returned to the original simplicity of design, which was a huge success in the 70's.

And indeed, the new Civic has a bit of design sharp lines but already looks very clean. To simplify the design, Honda has moved the windshield frame back by two centimeters, which makes the bonnet look longer and has classic proportions.

The sharp line that cuts through the body and enters the rear lights of the Civic has been deliberately retained. In addition, the sedan looks much wider due to the stronger "shoulders" at the rear and the wide-set LED lights.

"All this contributes to a car that is not burdened with the weight of unnecessary design tricks," they say in Honda. Three new colors will also be available: Meteorite Gray Metallic, Sonic Gray Pearl and the exclusive Morning Mist Blue Metallic.

In the cabin, the new Civic offers a 10.2-inch digital instrument panel and a 7-inch infotainment system as standard, which is much larger than the dimensions of the outgoing model.

As part of the Man Maximum / Machine Minimum design philosophy, Honda has decided to retain physical controls for certain functions, such as air conditioning and an audio system that can also offer 12 Bose speakers.

When choosing the material in the interior, practicality was taken into account, so that you forget the "piano black" details on which fingerprints remain. Instead, a mesh honeycomb design was used, which looks clean and elegant, and hides ventilation openings that would disrupt the harmony of the front panel.

Moving the windshield provided better visibility outside the car, while longer and wider dimensions contributed to more space for passengers' heads, legs, hips and shoulders, so it can be said that the new Civic is more spacious than ever.

The wheelbase is 3.5 centimeters longer, which contributes to better stability and a smoother ride.

In addition, the strategic use of high-strength steel and aluminum, torsional strength is eight percent better than the older model. And with all that, the weight of the vehicle is reduced.

Today, all new cars have many assistance systems, and the Civic calls its package of active safety technology Honda Sensing, which has been upgraded with a new camera that provides a wider field of view, as well as a system that recognizes pedestrians, cyclists and other vehicles. Cruise control has been improved with more natural braking and faster reaction, as well as a lane keeping system.

We offer two four-cylinder engines - a 2.0-liter atmosphere with 160 hp (118 kW) and 187 Nm of torque, as well as a 1.5-liter turbocharged engine that produces 182 hp (134 kW) and 240 Nm, which is 7 HP more than the same engine in the last generation. In addition, fuel consumption has been reduced.

The new sedan should go on sale this summer, and it will be produced at Honda's factory in Ontario, Canada. A compact version is expected in a few months. However, the prices have not been announced yet, but a little more than 21,250 dollars is expected, which is the price of the current basic model from 2021.

Published in Blog/News
Tagged under

Minor concessions in comfort return huge gains in driver engagement.

Buying a performance car often costs more than money; it costs comfort and convenience. If you're buying a 2020 Honda Civic Si, though, it doesn't have to.

The Civic Si is essentially a mono-spec vehicle. As such, it rings in at just $26,155, making it one of the cheapest sports cars on the market in the best way possible. For that price, you get 31 more horses than a standard Civic, two-mode electronically controlled dampers, and a limited-slip differential. We spec'd ours with the $200 High-Performance Tire (HPT) option, but aside from that, all you could add to this car are some dress-up parts, a wireless phone charger, and an auto-dimming rearview mirror. The last two would've been nice, but we easily lived without them.

2020 Honda Civic Si: The Cost Of Caring

The Civic Si doesn't cost much in terms of comfort, either. The standard setting for the adjustable shocks is firmer than that of the average compact sedan, but not much. The shocks get firmer still in Sport mode, but that's just for when you're pushing the car on a good road. The front seats have big bolsters on the sides to keep you in place, but they're big, soft pads, not rigid extensions. If the Si is any louder inside than a standard Civic, it's not enough to notice (interior noise has long been a Civic weak spot).

The Civic Si costs almost nothing so far as convenience is concerned—provided you don't consider driving a stick shift in traffic inconvenient. In sedan guise, it gives up nothing in rear-seat space or access, and you get a big, secure trunk. And although there's no navigation option, it does come with Apple CarPlay and Android Auto compatibility so you can use your phone's navigation instead.

In fact, the Civic Si is comfortable and convenient enough that my wife and I didn't have a second thought about taking it on a three-hour journey to celebrate our anniversary at a house—with a pool—we rented. I thought for sure we'd stuff the car to the roof with clothes, food, drinks, and entertainment for a week, but we barely filled the trunk. Hours on the freeway to and from were no big deal, as the car was neither too stiff nor too loud for a road trip (nor were the seats too stiff).

On this particular trip, the Honda was just a nice little compact sedan with some extra zip for passing lane hogs. On other trips, especially those up into the mountains to go hiking, it was the best sports sedan for the money on the market (the Civic Type R is a hatchback). The composure of the chassis could teach things to more than a few sports cars that cost three times as much.

2020 Honda Civic Si Sedan: Momentous Performance
The Civic Si is what we call a momentum car. With 205 hp, it's no performance monster, but at 2,900 pounds, it's light enough to chuck about without constantly needing to slam on the stoppers. There's a delightful dance to be had in braking just enough to safely make the corner without losing any more momentum than absolutely necessary. The brakes, which aren't even upgraded past a set of performance pads, stand up to anything you can throw at them, which isn't much because again, you don't really have to slow down much for most corners. On the way out, the Civic Si's limited-slip lets you get back on the power early and pull it out of the corner, making the most of every pony. The manual transmission, the best of any this side of a Porsche, never lets you miss a shift, and the pedals are perfectly spaced for heel-toe downshifting.

Its shortcomings are few and far between. If you're something of a drag racer, this isn't the car for you. Although the Civic Si feels quicker than it is, it's still held back by an engine that lags below 3,000 rpm and runs out of steam a thousand rpm before redline. The little Honda sedan is best when hustled on a road where you can keep both its speed and the engine's speed up. Around town, you're best off shifting before the turbo switches on, and when you're hustling, short-shifting. You'd also be well advised to keep a rag in the car to protect your hand from the cool-looking but scalding-hot or freezing-cold aluminum-topped shifter. When you're done driving, make sure to wait until the engine actually stops running after you switch off the car. If you release the clutch in gear too quickly ... well, it could get ugly.

It's easy to overlook the Civic Si when the Civic Type R is right there on the lot and only $11,500 more, but whether you're on a budget or just not ready to make the compromises its more powerful kin demands, the Si delivers. It's rewarding to drive on the best roads and comfortable on the commute. Ultimately, the Civic Si demands very little in exchange for the fun it provides, leaving you with a practical sedan every other day of the week.

Source: motortrend.com

Published in Honda

Honda parlayed its sponsorship of esports, where it’s the official automotive sponsor of Team Liquid, to reveal the prototype of the next generation of its popular (and Cars.com comparison-winning) Civic compact car on the streaming platform Twitch. If you don’t know what Twitch is, ask your kids or U.S. Rep. Alexandria Ocasio-Cortez, D-N.Y.

Taking a page from Nissan and its Z Proto, the Civic prototype isn’t a fanciful concept but a very close to production-ready look at the new Civic sedan we’ll see early in 2021. We’ll have to wait longer to see the hatchback, however (Honda already axed the coupe). We’ll also need to wait for details on performance versions like the Si or the Type R. But enough about what this prototype isn’t — let’s talk about what it is.

Updated Exterior Styling

Up front, the Civic prototype ditches the current version’s large, fake “air intakes” at the corners of the bumper for angular elements that sit beside the split grille’s larger lower front opening. Slimmer-looking headlights give the prototype a sportier look than the current Civic’s non-Si or Type R design.

Along the sides are subtle, sculpted lines that evoke the new Acura TLX or, outside of the Honda family, Lexus IS, giving the prototype a more premium look. For wheels, Honda chose a set of black five-spokes that offset the metallic orange paint, a belated taste of Halloween. The rear forgoes the current Civic’s chevron taillights extending to the decklid for more traditional-looking thin units. The roofline borrows a lot of the current Accord, with a slope that blurs the line between sedan styling and liftback or hatchback styling.

Honda also wanted to improve cabin visibility and moved the A-pillars rearward, out of the driver’s line of sight. It also mounted the side mirrors to the doors for a clearer view out the side windows.

Cleaner Aesthetic Inside

Unlike the exterior, Honda only provided a sketch of the prototype’s interior, but it shows a cleaner and simpler look reminiscent of the e Prototype electric city car. New technologies that will debut on the next Civic include a digital instrument cluster and a 9-inch infotainment screen. A bummer: The infotainment screen shows only one physical control, likely the volume knob.

An interesting design touch is a single honeycomb mesh insert that runs horizontally across the length of the dashboard, concealing the air vents without impeding air flow because Honda deemed the vents “visually busy.”

Safety First

Safety remains a priority for Honda with the next Civic, starting with as-of-this-writing “multiple new active and passive safety systems,” including unspecified updates to the Honda Sensing suite of safety tech and “new airbag designs.”

Honda also said it updated the body structure to improve occupant and pedestrian protection in a collision. The more rigid body structure will also improve the Civic’s driving dynamics, Honda claims.

Pricing, Release Date and Other Things We Don’t Know Yet

Since this is a prototype, that does mean some details aren’t clear yet. We don’t know how powerful the next Civic’s engines will be, though Honda says they will be more powerful and more fuel-efficient. Transmission choices are also unclear, though the interior drawing shows an automatic gear selector. We also don’t have a clear picture regarding pricing, the aforementioned hatchback or performance variants.

Honda says the 2022 Civic will arrive in the late spring of 2021. Between now and then, we’ll likely see the additional variants, get more details about the official production version and, if we’re lucky, be able to drive it and tell you what it’s like.

Source: cars.com

Published in Honda

The latest news from the world of the auto industry

"It's time for Europe to respond to the threats posed by Chinese car brands," said Renault Group CEO Luca de Meo, urging European Union countries to collaborate in addressing the i...