Road Test: Honda Civic i-CTDi VXi

Historically, Honda, the world’s largest manufacturer of internal combustion engines measured by volume, has never been too keen on diesel – smelly, noisy and slow. The Japanese manufacturer has, however, come to the oil burning party with a punchy 2.2-litre i-CTDi engine.

This power plant is available in a number of models in their range and it has been widely hailed as a triumph by motoring hacks like us. Remember, Soichiro Honda, the company’s founder, was resolutely against the oil burning menace. In fact, until about two decade ago, Honda were resolute in their belief that diesels had no real value to offer over petrol engines. In hindsight, that conviction seems a trifle misguided in the context of the modern South African car market increasingly interested in diesel cars. To be fair, Porsche also said they would never build a diesel and our recent drive of the Cayenne Diesel proves they have wholeheartedly embraced the technology. Returning to Honda however, I can confirm that the 2.2-litre Honda Civic i-CTDi diesel makes a very strong case for itself.

Honda have done well to not be left behind in their diesel technology given the huge leaps forward that diesel engines have made over such a short period. It took most of us by surprise when diesel cars evolved quickly, over the space of just a few years, from fume-belching sluggards into super-efficient technological showcases, with huge mid-range torque. In the end, any lack of foresight didn’t matter that much. Honda eventually turned their renowned engineering expertise to the problem of diesel and came up with the 2.2-litre i-CTDi engine, which is one of the best in its class.

The 2.2-litre engine pours its power on very smoothly and you can still make good progress without letting the revs out of the 2 500 – 3 500 r/min rev range. There’s 340 N.m of torque being generated at 2 000 r/min and combined fuel economy of 5.3 L/100km is very good for a 2.2-litre family hatch. The i-CTDi engine achieves its impressive results through variable control technologies that include: continuously variable swirl control valve to provide optimum combustion; variable nozzle turbo charger ensuring optimum intake pressures for improved fuel economy and lower emissions; as well as an exhaust gas recirculation (EGR) valve  and EGR cooler, which serve to increase intake air volume and lower intake temperatures while reducing nitrogen oxides and particulates. As a result, the 2.2-litre engine’s 139 g/km CO2 is lower than some smaller cars with smaller engines.

The diesel i-CTDi is available only as a 6-speed manual. Once you get over the rather odd ‘knee joint’ gate that the gear-stick looms out of, is really precise and offers well-spaced ratios with finger-light ease. The car comes with power steering, a height adjustable driver’s seat, remote keyless entry, central locking, a rear spoiler and twin chrome exhausts. The Civic offers a really good driving position with firm side bolsters in the seat for support and the headrest hovering just behind your cranium. The pedals feel well weighted underfoot and there’s a large foot rest area to give the left peg a break from clutching duties. The power assisted steering is very light and direct, greatly simplifying low speed work. That said, the steering feel is a little lifeless on the move. In windy conditions on the motorway it gets twitchy because of this steering sharpness. The Civic has plenty of grip and does much to inspire confidence as it’s hustled through corners. It’s right up amongst the opposition’s best handlers.

Is this is a great-looking car? It’s a refreshing change to some of its dull rivals. For me, the metal is cleverly folded and pressed but the designers have over-done the crystal ‘bling’ on the front and rear light treatment for my tastes. It’s a futuristic high-tech style rather than being classically beautiful, but I reckon it won’t age well. Some of the detailing is memorable. The triangular exhausts, the split rear windscreen, the concealed rear door handles and the recessed front handles show that the marketing men have been listened to by the designers.

Inside, you’re confronted with a slightly bewildering array of buttons and digital displays that actually made me reach for the owner’s manual. Spend a little time with the car, however, and it’s not as complex as it looks. Information you need is laid out in two tiers with the digital speedo and optional satellite navigation system located near the base of the windscreen so your eyes needn’t divert too far from the road ahead. The rev counter, fuel gauge and trip computer are lower in a more conventional instrument binnacle. Again, it’s the detailing that’s eye-catching; the red starter button on the driver’s right, the tactile control dials for the air-con. Oddly, you have to turn the ignition off to cut the engine, so the start button is just that. It starts the car only. The steering wheel is one of the most comfortable I’ve experienced in this price range There is a massive blind spot created by the thick ‘C’ pillar. The novel split rear window also restricts rearward visibility.

It’s practical too: the car is actually shorter and lower than its predecessor but it’s wider by 45 mm and, crucially, the wheelbase is increased to 2 640 mm. General interior space is good and there’s a massive 485-litres of capacity in the boot. The 60:40 split rear seat backs can be folded down to increase this space or the seat bases can be simply pulled up, producing a separate load compartment between the front seats and the boot.

What we like…

• Some manufacturers are frightened to move away from traditional shapes and designs. Honda has no such qualms.
• Honda is inching towards the premium market when it comes to quality of materials and engine performance. That mid range punch is addictive.
• The all-important diesel alternative is now up to speed and is the pick of the bunch. (Something of an unsung hero – Ed.)

What we would like…

• To see the 2012 Honda Civic line-up, which made its world debut on the 20th April at the 2011 New York International Auto Show.
• Less jewelled glitz in the styling detail front and rear.
• Better rearward parking vision.

Richard Webb is the publisher of Blower, South Africa’s longest running car magazine and contributor to SACarFan.

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