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Топ Гиър ревю на Civic 10та ген.

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Едно доста умерено ревю за новата 10та генерация. Отбелязва се значителния напредък от към окачване и шаси, пространството вътре (както винаги) и системите за сигурност. Също така и напредъка в интериора. Друг въпрос е колко хора ще харесат външния вид ;).


Набляга се на това, че колата е доста по-ниска, с независимо (и адаптивно) окачване, добър 1.5 турбо двигател с 182 bhp.


Colourful character in a muted part of the market










For: Chassis, 1.5 engine, space, safety kit

Against: Its nose and tail design are polarising





This is a nose-to-tail, top-to-toe overhaul of the Honda Civic. It’s much better to drive – close to class best in many ways – and sleeker with it. Yet the space of the old Civic has survived intact, if not perhaps its cabin versatility.

Most noticeably, it’s far lower than before, which makes it feel more lithe to drive. Lowering it has also reclined the passengers, so it’s longer.

The chassis now has a multi-link rear suspension so as to combine handling precision with better comfort. Adaptive dampers appear on upper-spec versions.

Two new petrol engines power the first Civics on sale. The old 1.8 natually aspirated engine has gone. In its place comes a 1.0 three-cylinder turbo, making a healthy 129bhp. Want zestier performance? Pick the 1.5 four-cylinder turbo of 182bhp. You can have either of them with a new six-speed manual transmission, or a CVT automatic.

There’s no diesel yet, but towards autumn the previous Civic’s 1.6 diesel will reappear, but with as-yet unspecified enhancements. There’s no mention of an estate.

The most exciting missing model is the Type-R. That hits the road in autumn 2017. It’ll field a 2.0-litre engine with about 330-340bhp. We’re salivating.

Exterior styling of all new Civics is busy with lines and angles. Huge pentagonal fake grilles dominate the front and rear corners. Sill and bumper extensions cling to the perimeter. Inside, you’re faced with a more logical and better-assembled dash than before. It’s still extrovertly styled compared with the German opposition though.

The old Civic’s famous ‘magic seat’, an upward-folding rear bench, has gone. It depended on the fuel tank being below the front seats, which is why the previous car ended up so tall. Now it’s in the conventional place below the fixed rear cushion. So you can’t have a footwell-to ceiling load space. On the other hand, that forward fuel tank always robbed rear passengers of foot space, so we’ll accept the trade.

It’s admirable that Honda fits a wide-ranging active safety suite to every single Civic model. That includes collision warning and auto city braking with pedestrian recognition, and active lane keeping. It uses the same cameras and radar for its cruise control, which doesn’t just adapt to the speed of the car in front, but also tries to predict when someone will cut in ahead of you and slows down more gently ahead of time. It’ll also change your speed as you pass limit signs. Blind-spot warning tech and a reversing camera come if you step up to the upper-middle trim.

This Civic is engineered with Europe very much in mind. But for the first time in several generations, the Civic sold here also sells with little modification in the Americas and Asia (they used to get their own very different cars.) In fact Swindon is only the factory in Honda’s worldwide network building the five-door version. It’s exported worldwide too. Good for Wiltshire.





Sitting lower than in the old Civic, or indeed many rival hatches, makes you feel connected to the road. It’s not just an illusion; the Civic traces a precise and quick-witted path to follow your orders.

The high-geared steering would feel nervous if the car’s actual reactions weren’t so progressive. It rolls less than most rival hatches, and just gets on with the job of steering round the arc you set. There’s not a lot of steering feel, but the general chassis confidence makes up for it. It copes well with mid-corner bumps too.

No surprise then that the ride is relatively taut, but it never gets harsh over small bumps, and on big intrusions it usually finds something in reserve. The adaptive damper system is nice to have, but not transformative.

The engines aren’t quite such a success. The 1.0 certainly has enough urge to get the car up hills, making a distinctive triple-cylinder chatter as it goes. But because it needs high boost to make its power and torque, there’s definite lag across the rev range, especially below 3,000rpm. Also the rev limit is just 5,600rpm, and we kept bouncing against it. Most unlike high-revving Honda engines of old.

The 1.5 will rev higher, to 6,500rpm, and lags less. Even so, you can’t help the feeling Honda pulled back on the tech. How much more responsive would it have been with VTEC and a twin-scroll turbo? (The VTEC Turbo badge is a dummy – there’s no VTEC here.) Still, let’s not bicker - for a relatively mainstream hatch, this is impressively lively. On boost it does 0-62 mphin the low-8-second range, depending on transmission and tyres.

The manual transmission has a well-oiled notchy lever action and wisely chosen ratios. The optional CVT is decently predictable in light driving. But if you press on, or take control using the paddles to choose between the seven virtual ratios, it slurs annoyingly.

The brake pedal is progressive and nicely firm and the Civic pulls up true. But the pedal box was a bit cramped on the left-hand-drive cars we tested, getting in the way of heel-and-toe shifts. If you’re into that sort of thing.

Road noise doesn’t bother you most of the time, but it works its way up on coarse surfaces. Wind rustle gets audible at high motorway speeds too. It’s no biggie, but overall silence falls short of a VW Golf’s.


On the inside


Layout, finish and space103303_2017_honda_civic.jpg?itok=qi8J1Hn

The main instrument cluster consists of a TFT screen with a half-moon tacho wrapping around a digital speedo and lots of selectable ancillary info. The graphics are clear enough if not especially beautiful. On either side are bar-graph fuel and temp gauges.

The main central touch screen measures seven inches on upper spec versions, and five on the lowest. The bigger one features Honda Connect, linking you to web-based apps and traffic, and enabling Aple CarPlay and Android Auto. Response time and touch smoothness of the screen are first rate.

You can quickly adjust temperature with actual knobs on the dash, but if you want to redirect the air flow or change fan speed, you’re into the screen.

Lying below all that, the central spine of the Civic is vastly accommodating. A two-level tray holds a phone or three. A conduit takes a USB cable from the low-mounted slot to the upper-level tray. That’s thoughtful. This upper tray can also act as a wireless charger if your phone takes it. Behind that is a big armrest-cubby-cupholder setup with dozens of possible arrangements.

The back seat is fine for legroom, if tight for tall heads. Behind that, the boot is big anyway, and even deeper if you can live without the optional spare wheel. Instead of a rigid boot cover that’s a pain to store when you fold the seats, there’s a roller blind that brilliantly goes side to side. Rolled up, it’s little more than the size of a telescoping umbrella. Still some clever touches to admire then, even without those magic seats.

Outward vision isn’t great. Much of the apparent glass area in the rear three-quarters and back window is just glossy black paint. You’ll want the reversing camera.






Honda has a history of strong reliability and residuals, so a Civic is a safe buy. Honda estimates 83 per cent of Civics will go to retail – actual humans spending their own money, not company fleets. Good residuals mean lowish PCP rates.

Buying on the company could be tax-efficient though, as the 1.0 petrol scores a nifty 106g/km for the CVT. But if you can’t bear that, it’s 117g/km for the manual.

Just as well it’s economical: the fuel tank is a meagre 46 litres. If you want max mpg, though, you’ll have to wait some months for the diesel.

The active-safety kit does play well with some insurers, so that’s another cost the Civic should be able to suppress.



The Honda Civic brings some welcome colour to a sensible part of the market. Not perfect, but very interesting.

After the soft and vague ninth-generation Civic, version ten comes out rejuvenated.

Its low silhouette speaks the truth about its sharp driving manners. Quick steering and a taut chassis put it at home on B-roads. But it’s well-judged enough not to mess up the main duties of a family hatch: it’s stable at a cruise, and the ride comfort in towns and suburbs is perfectly acceptable.

Performance is lively versus rivals, whichever of the new turbo engines you get. But the 1.0’s lag sometimes takes the shine off it. The 1.5 keeps a lid in that problem, and feels semi-sporty. It’s a good match for the athletic cornering.

Despite the low roof and seats, it’s still roomy, but only by virtue of being a fair bit longer than most rivals – check it fits your garage.

Perhaps because Honda hasn’t over-complicated the engines, there was money left over to serve up impressive equipment lists, especially the active safety setup.

Last time around, you barely felt any common ground between the pin-sharp Type R and the mushy rump of the Civic range. This generation, the mainstream versions feel like they have some R blood in their veins. It all bodes well for the hot hatch itself.

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Страшна е, просто страшна.Мисля обаче, че е крайно време CIVIC да се сдобие с версия 4х4.

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Ще очаквам да я видя и пипна на живо. Иначе, екстериора на едни ще им харесва, на други не, но поне безразличните ще са малцина. Продажбите ще покажат доколко балансиран в класа си и спрямо конкурентите е моделът, но жалко, че за Европа няма да има щатският лифтбек вариант, а комби изобщо.

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Явно са решили че липсата на Акорд отчасти може да се замести със седана и според този материал ще го има и у нас.


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Сивик Седан трябва да го има на изложението, което започва от утре, в Интер Експо Център:


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