Buyers are literally spoilt for choice in the small car segment, with almost every major brand having an entry in this popular category. There’re models geared toward practicality and space, and there’re also models that are a bit sportier. The latter is represented by cars like the Honda Civic hatch and Kia Cerato hatch. Both cars take on a sleeker, more fastback-ish look which stands out amongst the more conventional two-box design seen on other hatches.

While both cars have been lined up here for a comparison test, it’s worth mentioning that the Civic hatch – available in only a single highly spec VTI-LX grade – is the more ‘premium’ option, commanding a drive-away price of $47,200. The Cerato hatch tested here is the range-topping GT variant, yet it costs nearly ten grand less than the Honda, with a drive-away sticker of $38,390.

Exterior

Honda isn’t trying to hide the fact it aims to elevate the Civic into a more upmarket offering, and it’s pairing the high price tag with some classy design elements as well. While looks are subjective, the Civic does come across looking more expensive and sophisticated than the Cerato. The new styling boasts a bolder front fascia characterised by that wider grille which is now positioned lower for a more aggressive look. The shoulder crease stretches uninterrupted from front to back, where it meets the wrapped around taillight. The rear design is a solid effort, too, with the tapered roofline setting off a sporty look. Elsewhere, the five double-spoke 18-inch alloy wheels match well with the car.

In comparison to the Civic, the Cerato’s design is more generic and derivative. That said, it still has some nice details to it, including those blacked out side mirror caps and eye-catching red accents in the grille, around the front bumper intake and on the wheel caps. The brand’s trademark ‘tiger-nose’ grille adds to the sporty looks, while those gloss black lower bumper trims and side skirts set a good contrast to the rest of the body work. Like the Civic, the Cerato rolls on 18-inch allow wheels, albeit with a multi-spoke design.

Interior

Both cars have well presented interiors that befit their high-spec status, although the Civic’s is a bit of an acquired taste. In its quest for simplistic design, Honda has churned up quite a retro styling for the dashboard and that may not sit well with everyone. Granted the honey comb air-con vent design looks unique and overall there’s very little clutter. The gloss black trims are carefully applied to only areas that are unlikely to come in contact with fingers, a clever move to reduce finger prints on such surfaces, while keeping that premium ambiance.

The Cerato’s interior is more uplifting, with polished silver trims punctuating the otherwise black cabin at various places. It’s also sportier with the red stitching found on the steering wheel and seats brighter and more contrasting than that in the Civic. Those round air-con vents also look lovely.

Storage spaces are about equal in both vehicles, with the pair sporting dual cup holders for the front and rear row of seats, centre storage, door pockets with bottle holders and glove box. However, every storage compartment seems to be just slightly larger and better designed in the Civic. The bottle holders in the door pockets for instance, are more usable as they have nothing that gets in the way. We also prefer the round cup holders than the square ones in the Cerato.

The Civic’s practicality winning streak continues in the boot as well, with it boasting a sizeable 449 litres of space, some 21 litres larger than the Cerato’s 428 litres. Not just that, the Honda also has a proper secondary storage tub under the boot floor, while the Kia only has an under floor partitioned tray for extra storage.

While both cars offer good interior space for all occupants, the Civic is slightly ahead in cabin comfort, with the front seats feeling plusher and more cocooning. There’s also a tad more legroom in the back. However, the Civic has a bulkier centre floor hump.

Tech and Safety

In terms of technology and connectivity, essential features such as built-in satellite navigation, Android Auto and Apple CarPlay support, Bluetooth and wireless phone charger are all included in both cars. The Cerato does have a bigger 10.25-inch centre touchscreen, compared to the 9-inch touchscreen in the Civic. Both car’s infotainment systems are intuitive, though the Civic’s larger on-screen buttons are easier to operate on the move.

The Civic’s higher price tag buys you a few niceties that you don’t get in the Cerato, including an instrumentation cluster that combines a customisable 7-inch digital display with a physical speedometer gauge. The Cerato uses a more conventional dual gauge cluster with a centre multi-info display. You also get a quality 11-speaker plus a subwoofer Bose premium audio system in the Honda, versus the Kia’s 8-speaker JBL setup. Neither cars are fitted with head-up display, which isn’t expected in the Kia but certainly is in the higher priced Honda. The lack of a sunroof in the latter is also questionable at this price point.

Both cars are comprehensively equipped when it comes to safety. Adaptive cruise control, autonomous emergency braking, lane departure alert, blind spot monitor, rear-cross traffic alert, reversing camera and vehicle stability control are all standard fitment. The Civic goes a step further by throwing in speed sign recognition and 360-degree surround view camera.

Performance

Powering the Civic is a 1.5-litre turbocharged four-cylinder petrol engine developing 131kW and 240Nm, the latter available from 1700-4500rpm. The engine is paired with a CVT automatic driving the front wheels.

In comparison, the Cerato utilises a slightly larger 1.6-litre turbocharged four-cylinder petrol engine. Rated at 150kW and 265Nm it has more power and torque than the Civic. The torque also arrives earlier at 1500rpm. A 7-speed dual clutch automatic sends power to the front wheels.

While both powertrains have more than enough performance to meet the demands of the daily grind, the feel in which they propel the cars is quite different. The civic delivers a very smooth and polished driving experience, thanks in part to the CVT. Now we know the CVT is often associated with a dull and rubbery driving experience but the one in the Civic is quite the opposite. It’s discrete and quiet under normal driving, yet responsive and direct when you put your foot down. It’s a fine example of a well calibrated CVT.

The Cerato’s drive is more sports biased. The punchier engine combines with the quick shifting dual-clutch auto to deliver a crisp, athletic driving feel. It may not be as refined as the Civic, but its warm hatch-like performance is surely more enjoyable when the road is right.

And it’s not just the powertrain that delivers spices, the firm suspension setup endows the Kia with some genuinely sharp handling as well. That’s not the say the Honda is sappy, far from it. It’s still as competent and dynamic, albeit more refined and less hyper in its responses.

The firmly sprung Cerato only likes smooth roads, as rougher patches and imperfections get transmitted straight to the cabin with little suppression. It’s taking on a bit too much sporting flavour, which is unnecessary for a daily hatch.

The Civic, on the other hand, rides with excellent compliance, with bumps and ruts rounded off nicely. It’s also quieter than the Cerato thanks to better insulation from road and wind noise.

Running Costs

Both cars are inexpensive to fuel, as they chew on regular 91 RON fuel. However, the Civic will also yield more savings at the bowser, averaging just 6.7L/100km at the end of our week-long test, which is not far off the rated 6.3L/100km. The Cerato is inherently thirstier with its larger engine, reporting an average of 8.1L/100km against the rated 6.8L/100km.

There’s also a stark difference in terms of maintenance and warranty. The Civic is backed by a 5-year factory warranty, while the Cerato gives further assurance with a 7-year warranty. Both warranties have no cap on kilometres.

Service requirements are identical for both, at 10,000km or 12 months, but the Civic is a lot cheaper to maintain (surprisingly) with each trip to the dealer capped at $199 for the first five visits. The Cerato’s servicing costs almost double that, at $378 per visit.

Verdict

If you’re in the market for a well equipped daily hatch with sporty looks, both the Civic VTI-LX and Cerato GT are some of your best options. The Cerato, in its top-spec guise tested here, represents good value for what it has to offer, bringing with it athletic performance and a sporty interior. At the other camp, the Civic does cost almost ten big ones more than the Cerato, but it justifies that with a more refined driving feel, upmarket looks, better tech and lower long term running costs.

The Civic is a better car, no doubt. But the Cerato’s value is hard to ignore. For us, we might just stretch the budget a little and go for the Honda.

Pricing and Specification

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The Honda Civic Type R set a lap record at the Nurburgring Nordschleife with a lap time of 7 minutes and 44.881 seconds, regaining the title as the fastest front-wheel drive car around the famous test track. But the car that set the lap record isn’t the standard Civic Type R that you can now buy from a Honda dealership. Rather, it’s a lightweight version of the standard car.

A footnote that accompanies the European market press release states:

The lap time was set using a Type R that is a lighter version of the latest model. This model will be available to order in European LHD markets only, and will be referred to as a Type R S grade.

There we have it. Honda has just announced a hardcore version of the Civic Type R, and just like that it’s also now officially the fastest front-wheel drive car in the world.

According the Honda Europe, the Civic Type R S grade is lighter than the standard car thanks to the removal of air conditioning, electronic side mirror adjustment, satellite navigation, auto-dimming function of the rearview mirror, rear tonneau cover and parking sensors.

As yet, there’s no official figure on the Type R S grade’s weight, but it’s clear the lighter car is designed to be a base for a track car. To make it a true track day special, keen enthusiasts may further bring the weight down by removing items such as the rear seats and entire infotainment system. Lighter aftermarket wheels and exhaust system may also shed a few more kilos.

The Civic Type R is powered by Honda’s renown K20C1 engine. The turbocharged 2.0-litre four-cylinder engine now produces 235 kW of power and 420 Nm of torque – improvements of 7 kW and 20 Nm respectively over the previous model.

Watch the Civic Type R S grade’s record setting lap around the ‘Ring:

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The 2023 Honda Civic VTi LX Automatic is a fresh new take on a classic model, offering an elegant new exterior design and a clean retro-inspired interior.

Now in its 11^th-generation, the new Honda Civic has so much going for it, taking us back to a time when Honda produced some truly likeable cars like the Integra and Accord Euro, except it comes with such an outrageously uncompetitive cost!

That’s partly because Australia only gets the top-of-the-line VTi LX variant priced from $47,200 plus on-road costs, making it $7,600 more than the superseded Civic RS model – a tough pill for some buyers to swallow.

Another coffin in the nail for the once adored model is Honda’s switch to a fixed-price sales strategy, meaning you can say goodbye to your haggling skills. Everyone pays the same price here.

Nevertheless, let’s look past the pricing and focus on the new Civic’s good bits, of which there are many.

One of the standout features of the 2022 Honda Civic is its sleek new exterior design. Gone is the overdone styling with oversized faux air intakes, replaced by a more aerodynamic shape with a lower and wider stance for an elegant yet athletic look.

The front end is characterised by a wide grille and sleek headlights, while the rear end features a set of slender taillights and integrated dual exhaust pipes. It looks sharp and turn heads wherever it goes.

Inside, the transformation is even more striking, with a clean, retro-inspired design that harks back to the original Civic models of the 1970s. I know because I had one as my first car. The dashboard is simple, uncluttered and comes with a cool honeycomb design that seamlessly and cleverly hides the aircon vents.

As expected from a Honda, the choice of materials feels premium with the level of elegance boosted by white back lighting, tactile chrome dial surrounds and red mood lighting.

The central 9.0-inch touchscreen sits on top of the dash at eye-level and comes with a row of large, easy to read shortcut buttons and volume knob – a welcome achievement from Honda for resisting the buttonless interiors of some rivals.

The seats are comfortable and supportive, with plenty of room for both front and rear passengers. The Civic VTi LX also offers plenty of storage space, with cup holders large enough for bottles, a dedicated wireless phone charging pad up front and handy cubbies and compartments throughout the cabin.

The driver’s seat has eight-way power adjustment, plenty of leg, shoulder, and hip room, while the front passenger also scores a four-way power adjustable seat. Rear seat passengers haven’t been neglected, either, with rear air vents and a pleasing amount of legroom.

However, those at the back will have to supply their own power banks if they are prolific with their phones as there are no charging options at the back.

One thing that strikes us is how unimpeded the Civic’s cabin is. The view out is uncluttered with hidden wipers, a low bonnet and door mounted mirrors, giving it a sense of openness.

Despite shrinking from more than 500L, the Civic VTI-LX’s boot is still a generous 450L, making it bigger than the Corolla hatch’s 333L, the Mazda3 hatch’s 295L, the Hyundai i30 hatch’s 395L and the Kia Cerato hatch’s 428L. Its cargo blind is also one of the easiest to use, sliding away effortlessly into its own little compartment when not in use.

The only caveat is, the Civic achieves this by eschewing any form of spare wheel. Instead, you are supplied with a tyre inflator and repair kit, not ideal if you travel long distance regularly.

To somewhat justify its price tag, Honda Australia has equipped the Civic VTi LX comprehensively. Standard tech includes:

• 9.0-inch high-resolution touchscreen (biggest from Honda to-date)
• Wireless Apple CarPlay and wired Android Auto
• Wireless smartphone charger
• Built-in satellite navigation
• DAB+ digital radio
• Bluetooth connectivity
• 12-speaker Bose Premium Sound System

Unlike some fully digital instrument clusters of its rivals, the Civic’s instruments is semi digital with a 7.0-inch LCD consisting of a tacho and driver information display, along with an analogue speedo. Despite the unconventional pairing, Honda has integrated both seamlessly.

Its new infotainment system is also a great step forward compared to the previous generation in terms of presentation and usability but the omission of a sunroof, speed sign recognition and head-up display is disappointing.

Safety wise, you get:

• Autonomous emergency braking
• Seven airbags
• Forward collision warning
• Lane-keep assist
• Lane-departure assist
• Blind spot detection
• Rear cross-traffic alert
• Adaptive cruise control
• LED headlights with auto high-beam
• Rain sensing wipers
• Rear view camera

For full specifications, head to the Honda Civic’s official site here.

We are glad to report most of the Civic’s driver assist system works well, including its adaptive cruise control which doesn’t jam on the brakes when the vehicle ahead turns off the road.

Under the low-slung bonnet is an evolution of the 1.5-litre turbocharged four-cylinder petrol which has been revised to liberate a token 4kW of power, although a more substantial 20Nm of torque. With 131kW and 240Nm, the Civic VTi-LX feels eager and lively but is no hot hatch. That, we will have to wait for the Type R.

The extra fire power is directed to the front wheels via a revised CVT automatic which is more responsive and ‘conventional’ feeling than before. While not a big fan of CVTs, it does a great job in giving the Civic a light and peppy feel, and only feels strained and tinny when you’re heavy on the accelerator.

Happily, all is forgiven when it gets going.

That’s because Honda has thoroughly revised the Civic’s chassis to eliminate NVH (noise, vibration and harshness) and it’s evident the moment you hop into the car.

Its ride is smooth and compliant for comfortable cruising and when the road turns twisty, the Civic feels as sporty as it looks. Its encouragingly light and agile on its feet and has an unsullied ability to tackle bumps, especially the dreaded mid-corner ones.

The adaptive electric power steering is brilliantly weighted, direct and accurate, and it turns in with wonderful eagerness along with tonnes of grip.

It also offers a number of driving modes, allowing you to tailor the car’s performance to your driving style and road conditions.

In short, the Civic’s chassis feels beautifully balanced and has the hallmark of Honda’s of old. It blends sporty performance with a new level of refinement and craftsmanship that pushes it into the ‘affordable’ premium territory. And it certainly has the price tag to match!

In terms of ownership cost, Honda offers a five-year, unlimited kilometre warranty and five years complimentary roadside assistance. It needs a service every 10,000km (which is 5,000km shorter than most of its rivals) or 12 months, with the first five scheduled services coming under $200.

On test, we averaged 8.3L/100km, well above the official 6.3L/100km on the combined cycle. The good news however is, the Civic will happily accept 91 RON, which will save a few dollars every time.

Verdict

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The new FL5-generation Honda Civic Type R officially goes on sale ahead of its arrival in February 2023. But the most powerful, best-performing, and well-equipped Civic Type R ever is also the most expensive. With a national drive away price of $72,600, the new 2023 Civic Type R costs about $12,000 more than the previous model.

Neverthelss, interest is still at sky high for the hot hatch, with it already having more than 4,000 pre-registrations since its world premiere in July this year.

Purists who fork out for what could be the last engine powered Civic Type R will be rewarded with an even more powerful version of Honda’s renown K20C1 engine. The turbocharged 2.0-litre four-cylinder engine now produces 235 kW of power and 420 Nm of torque – improvements of 7 kW and 20 Nm respectively over the previous model.

The added power is courtesy of a redesigned turbocharger, increased air intake flow rate and a new, more efficient exhaust system that features a straight through design and an active exhaust valve. A larger grille opening, upsized radiator and bigger fan improve engine cooling, ensuring sustained, optimal performance even during extreme driving.

Driving engagement is heighten with the active exhaust valve opening at higher rpm to extract the best of the engine sound track. Offering an even more intimate and rewarding connection with the driver, the exclusive six-speed manual transmission is further improved with a lighter flywheel and a revised rev-match system that ensures perfectly paired rev-matching when shifting down through the gears. The gearbox has also gained a high-rigidity lever and optimised shift gate pattern for more precise gear changes.

Designed in Japan, the Type R’s new, more muscular body features integrated flared wheelarches over wider tracks and lightweight 19-inch matte black alloy wheels wrapped in wider 265/30 ZR19 Michelin Pilot Sport 4S tyres. The new wheels use a special ‘reverse rim’ design that improves the stability of the tyre contact patch under load.

Compared to the specification of the previous generation Civic Type R, the new model is more comprehensively equipped with a wide-ranging list of new features and technologies, including:

• Newly developed 2.0-litre VTEC Turbo engine with increased power and torque
• Individual drive mode in addition to Comfort, Sport and +R
• Active exhaust valve
• Wider 265/30 size Michelin Pilot Sport 4S tyres
• Customisable 10.2-inch high-definition full colour digital driver information display
• Blind spot information system
• Rear Cross Traffic Alert
• Traffic Sign Recognition System
• Intelligent Speed Limiter
• Driver Attention Monitor
• Knee airbags – driver and front passenger
• 9-inch Advanced Display Audio touchscreen system
• Wireless Apple CarPlay
• Wireless phone charger
• Honda Connect
• In-built Honda LogR
• Satellite navigation
• Acoustic windscreen
• ‘Smart Clear Wiper’ windscreen wiper/washer system
• Auto-retractable door mirrors
• Full suede-effect seat trim
• Ambient door trim and front footwell lighting

Paint colours for the new Civic Type R will include the historic Championship White revered by Type R enthusiasts, along with Rally Red, Crystal Black and Sonic Grey.

Arrival of the 2023 Civic Type R will complete the new generation Civic family, joining the VTi LX variant and e:HEV LX hybrid model.

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One of the most exciting new cars to launch this year is the highly anticipated Honda Civic Type R. The sixth generation model of the cult hot hatch will again be based on the Civic hatch – currently in its eleventh generation.

The outgoing Civic Type R is already the fastest production front-wheel drive car in the world, but we can expect the new model to up the ante further and unleash an even quicker lap time at the Nurburgring circuit.

Honda’s strategy to electrify its entire model line-up by 2030 means the new Civic Type R may be the company’s last pure petrol powered hot hatch. Technical specs are scarce, but new car is expected to continue the use of a 2.0-litre turbocharged four-cylinder engine with at least 235kW and 405Nm. The current model produces 228kW and 400Nm.

Like the current model, the new car will be exclusively offered with a six-speed manual transmission that channels power the front wheels.

A racy bodykit will set the Civic Type R apart from its Civic hatch donor car, though unlike the current tacky design, the new styling will take on a more refined and mature approach.

So far, Honda has kept the new car tightly wrapped up in camouflage, but that didn’t stop Japanese publication BestCarWeb from cooking up these superbly realistic rendering of the hot hatch.

The front bumper sports enlarged intake and an integrated splitter, while the rear replaces the current towering spoiler with something much sleeker and less bulky. The air vents behind the front fenders are once again making an appearance, so are the trademark triple exhaust tips and 20-inch wheels.

We like what we see here, and we can’t wait to see the real thing.

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Honda’s premium arm, Acura has released teaser images of the resurrected Integra but it won’t be a coupe as we’ve hoped for. Instead, the fifth-generation model will be a fastback four-door as revealed here.

Featuring a Mercedes-AMG GT 4 mimicking rear end, the new Integra will be a far departure from its two-door predecessor. Honda has remained tight lip about the car though we know it will be based on the latest Civic platform. Electrification is also not expected for the upcoming Integra, not at launch at least.

However, reports out of the US suggests a hybrid variant would join the petrol line-up some where down the line. A high-performance variant sharing some components with the next-generation Civic Type R could also be expected at some stage.

While the Integra project is led by Acura in the US, development of the model is undertaken in Japan, meaning it could potentially wear a Honda badge for sale outside of North America.

The Acura Integra is expected to launch in the US in 2022.

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Toyota has the GR 86, Mazda has the MX-5 and Subaru has the BRZ. Honda, on the other hand, has nothing. Well, not since the Integra.

While it’s unlikely Honda is going to revive the Integra, at least not in the immediate future, it didn’t stop creative minds of the internet from putting their creativity to work. Shown here is an artist rendering of the ‘next-generation’ Integra. And we are impressed, to say the least.

The ‘new’ Integra boasts a sleek and modern look, while staying faithful to its roots. There are some pretty obvious Integra styling cues, including the slim headlights and taillights, the lift back design, and the prominent rear spoiler.

What’s more, the Integra in the rendering has been envisioned as a Type R model. This is evident by those white wheels which had been a trademark of previous-generations of Integra Type R.

The rendering doesn’t stop with the exterior, as the interior is also shown, along with a highly detailed rendering of the engine bay.

Overall, we really like what we see and here’s hoping that the Integra will get to see the light of day again.

Rendering by jrubinsteintowler

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Honda has released the first images of the all-new Civic five-door hatchback, the 11th-generation of the brand’s long-running small car.

With a coupe-like profile inspired by European sportbacks, the all-new Civic hatch builds upon the fresh and distinctive exterior design direction seen on the 11th-generation Civic sedan, with unique styling cues to give the hatch a sportier attitude.

Inside, the retro-inspired interior features a 10.2-inch fully digital instrument cluster and a 7.0-inch infotainment screen with wireless Apple CarPlay and Android Auto as standard. A 9.0-inch screen is also available as an option.

The new Civic Hatch is available at launch with an uprated version of the current 1.5-litre VTEC turbo engine. Developing 134kW and 240Nm, the four cylinder petrol engine is paired with a CVT automatic driving the front wheels.

Honda’s newly developed e:HEV (hybrid electric vehicle) powertrain is set to make first application in the Civic in 2022 and will join the Civic line-up in Australia.

Already powering the next-generation Honda HR-V and Jazz, the e:HEV powertrain combines a turbocharged 1.5-litre i-VTEC petrol engine with two electric motors. In the HR-V hybrid, the e:HEV produces a total output of 96kW, with a peak torque of 253Nm. Expect the Civic hybrid to see similar figures.

The all-new Civic hatch is scheduled to go on sale in Australia in the fourth quarter of 2021.

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Honda Australia has celebrated the local arrival of the highly-exclusive Civic Type R Limited Edition with a tribute livery on the Civic Type R TCR race car driven by TCR Australia racing driver Tony D’Alberto.

The usual ‘Racing Blue’ colour scheme that has adorned D’Alberto’s #50 Honda Civic Type R TCR racer this year has been replaced with a striking ‘Sunlight Yellow’ livery, taking inspiration from the new shade that is the hero colour of the Civic Type R Limited Edition.

Unveiled as part of a special customer handover event, the new TCR livery will see track action on for the first time at Morgan Park Raceway in Queensland in August, for the fifth round of the TCR Australia Series.

Just 20 examples of the Civic Type R Limited Edition are headed for Australia, from a global production run of just 1,020 vehicles. The most track-focused Civic Type R ever has been designed and engineered to be the most dynamic front-wheel drive hatchback available. Building on the acclaimed standard Civic Type R with new lightweight components, the Limited Edition is the purest expression of the iconic Civic ever made.

The ultra-exclusive model features lightweight 20-inch forged BBS alloy wheels with high-grip Michelin Pilot Sport Cup 2 tyres, which have been designed for high performance on track, whilst providing a 10 kilogram weight saving overall.

The bold Sunlight Yellow colour is exclusive to the Limited Edition model, reflecting the heritage of Type R and ensuring it stands out in the performance hatchback segment.

The Limited Edition model retains the Type R’s 2.0-litre turbo engine that develops 228 kW at 6500 rpm with a peak torque of 400 Nm from 2500-4500 rpm. It’s paired exclusively with a six-speed manual gearbox driving the front wheels.

D’Alberto heads to the next round of the TCR Australia Series with good speed in hand, having qualified and raced with pace at the last event at Sydney Motorsport Park. After four rounds, he currently sits ninth in the series and within striking distance of the top five.

The new livery will be in action on D’Alberto’s #50 Honda Civic Type R TCR at the fifth round of the TCR Australia Series at Morgan Park Raceway in Warwick, Queensland on August 13-15.

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Honda has taken the wraps off its new 2022 Honda Civic Sedan in the US.

Set to go on sale in America by September 2021, the 11^th-generation Civic sedan will however be a no show in Australia, with Honda’s local arm focusing instead on the stronger-selling hatchback, which is due to be unveiled in the next few months.

Compared to the current-generation Civic sedan, the new model takes on less fussy and more upscale design. Up front, there’s a slender grille with body-coloured upper lips flanked by LED headlights. The front bumper features a large centre airdam and a small inbuilt chin spoiler.

Side on, the body lines are cleaner while the C-pillar is inspired by the larger Honda Accord.

Around the back, the 10^th-generation’s ‘claws’ taillights have been replaced with L-shaped taillight signature, with the bootlid featuring an integrated ‘ducktail’ lip spoiler.

Buyers will also be offered a range of optional Honda Performance Development add-ons, including an extended front splitter, a black rear lip spoiler, deeper side skirts and different alloy wheels.

Inside, the retro-inspired interior features a 10.2-inch fully digital instrument cluster and a 7.0-inch infotainment screen with wireless Apple CarPlay and Android Auto as standard. A 9.0-inch screen is also available as an option.

Honda says the interior materials have been chosen with practicality in mind, that means no fingerprints attracting ‘piano black’ trim. Instead, there are plenty of brushed aluminium trims along with a honeycomb mesh that spans across the width of the dash. It hides the air vents that “would otherwise mar the uncluttered and harmonious look of the dash”.

In terms of size, the new Civic sedan measures 4,674mm long, 1,801mm wide and 1,415mm high, while its 2,736mm wheelbase is 36mm longer than its predecessor.

Its A-pillar has also been shifted rearwards by nearly 50mm for a more rear-wheel drive appearance, while the rear track is up to 13mm wider.

Underneath, its chassis offers eight per cent greater torsional rigidity and a 13 per cent increase in bending rigidity.

Honda claims the car’s noise, vibration and harshness have also been improved, while tweaks to the suspension geometry and an aluminium front subframe is said to deliver a sportier drive.

Engine options include a 2.0-litre aspirated four-cylinder petrol developing 118kW and 187Nm, and a 1.5-litre turbo four-cylinder petrol generating 134kW and 240Nm. Both engines are paired with CVT automatic transmissions driving the front wheels.

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