Honda Civic 1.8 i-VTEC EX GT

The latest Honda Civic feels like a thorough evolution of an already successful product. Improvements have been made where they were needed – the ride is more comfortable and quality has been boosted too – but there are still some rough edges, while the 1.8-litre petrol is outperformed by the diesel in every way. Of more of a concern is the fact that the new Civic doesn’t feel like it stands out, and while Honda’s loyal customers are likely to be very happy with it, the company could find it doesn’t attract many new buyers.

The new Honda Civic has already impressed in diesel form - but how does it fare in 140bhp 1.8-litre petrol guise? Auto Express took a test drive in the new Ford Focus rival to find out. 

Costing from £17,995, the 1.8-litre engine now has 2bhp more than the old Civic, while despite having a more robust starter motor to cope with the demands of a new fuel-saving stop-start system, it actually weighs a bit less. 

Video: watch our video review of the Honda Civic

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Like all i-VTEC engines it has to be revved hard to deliver its best, but even if you extend it to the 6,500rpm redline, it never feels particularly fast – 0-62mph takes just under 10 seconds – and it's rather noisy too. 

Compared to the gutsy small turbocharged engines found in the VW Golf and the Ford Focus, the Civic feels flat and unresponsive at low revs – peak torque of 174Nm arrives at 4,300rpm – and you can often find yourself being caught out.  

It is pretty efficient though. Honda claims 46.3mpg for the fully-loaded flagship EX GT we tested, making the Civic almost as economical as a 148bhp 1.6 EcoBoost Focus. The six-speed manual gearbox is precise and slick, while the engine is hushed when cruising on the motorway. 

As for the rest of the ninth-generation Civic, it's a case of a thorough overhaul rather than a revolution. The body doesn't look much different to the old car, but it is more aerodynamic, while the cabin has been subtly updated with higher quality soft-touch materials and more logically laid-out dashboard dials.

The biggest improvement is to the ride. Thanks to re-tuned suspension with fluid-filled rear bushes, the Civic soaks up bumps more easily. New electric power steering and a super-stiff rear trailing arm (stiffer than even the old Civic Type-R) help make the Civic an agile, grippy and fun hatchback.

Overall, a Ford Focus is still sharper and a VW Golf is more refined and comfortable, but the Civic strikes a better balance than its predecessor. 

It's a shame then that some of the old car's problems have been carried over. Despite completely redesigning the rear end, including lowering the bar that splits the rear window (and adding a wiper), it still interferes with rearward visibility. And those rear pillars are so thick they make reversing tricky. 

Jazz-style 'magic' seats are a welcome carry over though. They flip up cinema-style and fold flat easily, while there's decent room for adults in the back and a class-leading 487-litre boot with a twin-height floor. There are other neat touches too like dashboard dial rings which glow different colours when you drive economically, just like in the Insight hybrid. 

Equipment is pretty good too. Even basic SE-trimmed cars get climate control, an ECON button (which tweaks the throttle response to boost economy), stop-start, alloy wheels and LED daytime running lights. For SE and ES-trimmed models you can add Bluetooth and sat-nav for an extra £995. The pricey EX GT had everything you could ever need, and the only options available were big car gadgets such as adaptive cruise control and a collision mitigation system. 

We wouldn’t go for the 1.8-litre petrol version though – we’d have the 2.2 diesel or wait for the cheaper, more economical new 1.6-litre diesel, which arrives next autumn.