Road Test: Honda Civic 1.6 I-DTEC SE

Price as tested: €23,795

+ Terrific engine, quality, space, practicality
- Dynamically not as sharp as it should be
= Lovely engine but doubters will still need convincing




Just over a decade ago, Honda didn't make Diesel engines. In spite of the great advances that, even that long ago, had been made in making diesels smoother, gruntier and more refined, Honda regarded them as anathema. Too noisy, too smelly and just not us, old boy. We'll stick to high-revving, lightweight VTEC petrol screamers, thanks.

Given that, it was a pleasant surprise that the original 2.2-litre i-DTCi engine was, and remains, so good. And if it has taken this long to get a second, more compact, Honda diesel to the market then at least, as with John Mills' pint at the conclusion of Ice Cold In Alex, it was worth waiting for.

Honda's new 1.6-litre i-DTEC engine makes its debut in the Civic, a car which pushed Honda Ireland's sales up by a healthy 12% last year, against the background of a stagnant market. And given that the Civic's lonely 2.2-litre diesel, even with its Band A emissions, excluded Honda from the bulk of the c-segment market, its expectations for the new engine are commensurately high. It's expected not just to expand overall Civic sales, but to do so while simultaneously taking over most of the 2.2-litre's sales.

Just as well then that Honda's engineers haven't simply sleeved-down the old 2.2 to make a 1.6. The engine is new from the sump up and Honda claims that it's the lightest engine in its class. So sylph like is its weight that Honda has retuned the Civic's front suspension and steering to take advantage, with claims for improved feel and agility being made.

Honda makes great claims for its refinement, even fitting an active acoustic damping system in the cabin, and the result is indeed hushed; you only get a distinct diesel clatter when you venture beyond 2,500rpm. Better again is the performance. The 120bhp Honda gets from its 1.6 makes mincemeat of the similarly sized engines in the rival Ford Focus and VW Golf (95 or 115bhp and 105bhp respectively) and the i-DTEC engine makes a decent fist of convincing you that it's much larger in capacity,thanks to largely lag-free delivery and solid mid-range punch.

We doubt you'll ever match the claimed fuel consumption of 3.6-litres per 100km (78mpg) in real world driving, but on our brief test drive, we got 4.6l/100km (61mpg) so it's not what you'd call thirsty. 94g/km bests the standard Golf (albeit not the BlueMotion model) and Focus and means you can tax your Civic for €180 a year.

So, with the engine now bang-on the par for the class in terms of size, and potentially even class-leading in terms of its overall performance, can the Civic now meet the mighty Golf and Focus head-on?

Well, not quite but it's closer than it was before. The current Civic, when launched, seemed too detached in its driving style and too crude in its ride quality. Honda's decision to continue with a simple torsion bar rear suspension brings boons in weight, affordability and space efficiency, but it's simply not at the races when compared to Ford and VW's more complex multi-link rear ends.

So what happens is; you barrel happily into a corner in your shiny new Civic, enjoying the recalibrated steering which, while still a touch too light, feeds back a little better than before. You also notice, and enjoy, the fact that the lightweight engine means the front end is more eager to sniff out the apex. The Civic lacks the outright driver involvement of some rivals, but it's still a fun drive.

And then you hit a mid corner bump and feel the rear end bang, hop and skip. It's not as bad as the reaction you'd get from the VW Beetle (which we tested this week also and which has a similar rear suspension arrangement) but it still feels unacceptably crude compared to the best of the competition.

Which is a shame, as the rest of the Civic feels so sophisticated. I've heard some colleagues complain that the cabin feels 'too Japanese', and I can kind of see the point. The multi-level displays, a mix of analogue and digital, won't be to all tastes and yes, the surfaces and materials don't have that final Volkswagen-esque sheen of touchy-feely niceness. But the sense of sheer quality in the assembly is easily noticed. Honda has better chops when it comes to bolting together cars that last than most (even the vaunted Germans, and notwithstanding the 2.2 diesel's habit of having an expensive flywheel-related off-day) and you can feel that sense of quality in the cabin. It's very much a love/hate thing (as is the exterior styling) but for what it's worth, I like both. It's more distinctive by far than either a Toyota Auris or Mazda 3 and feels more special than a Focus or Golf. It's also more versatile, with a big cabin and those clever back seats that either fold flat horizontally or flip up vertically, like cinema seats. The payload options are almost infinite and it's the only mid-size hatch with which you'll feel truly smug in the IKEA car park...

Prices start from €23,975 for the SE model; a touch more than a Focus or Golf but it is better equipped, including climate control, stop-start and alloys as standard. If you buy into its quirkiness, or Honda's engineering-led image, then it's a more interesting alternative to the mainstream masses, and one with a deeply impressive new engine. John Mills was right, all those years ago...

Facts & Figures
Honda Civic 1.6 i-DTEC SE

Price as tested: €23,975
Range price: €21,895 to €30,395
Capacity: 1,598cc


Power: 120bhp


Torque: 300Nm


Top speed: 207kmh


0-100kmh: 10.5sec


Economy: 3.6l-100km (78mpg)


CO2 emissions: 94g/km

VRT Band: A2. €180 road tax


Euro NCAP rating: 5-star; 94% adult, 83% child, 69% pedestrian, 86% safety assist