2007 Honda Civic Reviews

Honda has long had a reputation for building high quality prestige cars that are packed with technology. The front-wheel drive Civic is one of its most popular; it’s been a mainstay of the company’s range since it was introduced here in 1973, and the eighth generation model introduced in 2006 continued that

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Ewan Kennedy reviews the Honda Civic sedan and hatch between 2003 and 2015 as a used buy.

Honda’s four-door excels at the duller virtues of safety and reliability. The dash is another matter. New There are few more respected badges in the car business than the Honda Civic. It’s been with us since the 1970s and its loyal band of followers wouldn’t drive anything else. Honda built its reputation on

That the Civic Honda launched in 2006 was the eighth generation of the popular nameplate says much about the small car.

Honda Civic began as a small car but increased in size over the years to become a small-medium by the period we are considering here.Because of the expansion in body size Honda also imports a smaller model, the Honda Jazz. Those who loved the smaller Civics of old may care to check out the Jazz. The Honda Civic has long had a reputation for build quality and reliability and this has lifted it a notch or two in the image stakes in Australia.Civic is a Japanese design in sedan format, with a fair bit of European input in the hatchback. The latter is built in England, the sedans in Japan or Thailand, the Civic petrol-electric hybrids are all made in Japan.Build quality doesn’t appear to be dependent on the country the Civic is manufactured in because the Japanese head office keeps a tight rein on the output of the factories. Interior room in the Honda Civic is good without being outstanding. There is space for four adults but in reality the rear seat is probably best left to children.Boot space is fine. Sedans are longer than hatches and most of this extra body size is put into a larger luggage area. There is some loss of boot space in the hybrid due to the installation of a large battery, but it’s better than many hybrids in this area.The Honda Civic is easy to drive and park thanks to light controls and good feel for the driver. These cars are popular with suburban users, but can be used on the open road, although bumpy secondary roads in the bush can cause a rough ride at times in older Civics as they have relatively short-travel in their suspension. Later models, from 2006, are better than the older ones.On smooth and moderate roads the Civic offers the sort of relaxed noise and vibration levels that are generally only found in cars from the next size class upwards. Engine sizes in the standard Civics are 1.6 litres and 1.7 litres in the older models; rising to 1.8 and even 2.0 litres in the current versions, introduced in 2012. The 2.0-litre engines are fitted to the sportier Civics and give plenty of performance.The semi-race Civic VTi-R, sold from 1996 until 1999, is very quick and is a delightful hot four. However, its engine only has a capacity of 1.6 litres and you have to work vigorously at the gearbox to keep it high in the rev range. If you’re not a keen driver you may find it frustrating and should perhaps avoid it. But if you do love pushing a car hard all the time then a VTi-R should definitely be on your short list.Five-speed manual gearboxes are standard in most models. Four-speed automatic transmissions are offered in all except the sporting Civic VTi-R. A five-speed auto is used in the eighth-generation Civics, launched at the start of 2006.The Civic Hybrid was introduced to Australia in early 2004 and is less extreme than previous Honda hybrids. As a result it’s more favourably priced. It has significantly lower pollutants from the exhaust as it runs a small 1.3-litre petrol engine, as well as an electric motor.The automatic fitted to the Civic Hybrid is a continuously variable transmission (CVT). Repairs and servicing can be relatively expensive. Spare parts also used to fall into that category, but Honda has worked hard with its parts network in recent years and things have improved considerably on the later Civics.Civic is reasonably simple mechanically so a good amateur mechanics can do a fair bit of the work themselves. Having a workshop manual at hand makes a lot of sense. Don’t attempt to carry out repairs to safety related items unless you have top class experience.Insurance costs are generally reasonable, with few companies making any real differentiation for the sportier versions of the Civic. Which is a surprise for such a little hotshot, it probably hasn’t sold in sufficient numbers to have come up on the radar of the insurance guys, let's hope it stays that way.Bodywork should be undamaged and free from rust. A Civic that has been poorly repaired after a smash may turn rusty later. Make sure the engine starts promptly and responds quickly and positively to the throttle. If possible arrange to start it when it’s cold after an overnight stop. Any engine that hesitates when revved suddenly should be treated with suspicion.A worn engine will smoke from the exhaust when it is driven hard after a period of idling. A conventional automatic transmission should be crisp in its changes and not hold onto any gear for too long. A continuously variable automatic transmission feels different in its operation so have an expert drive it if you are not confident it’s working correctly.The clutch pedal should be smooth in its operation. All manual gear changes should be light, positive and quiet. Problems will show up first on fast down changes, usually when going from third to second. Make sure the brakes pull the car up without any pulling to one side and that no one wheel locks while the others are still rolling freely.Look for Civics with a full service history as many belong to people who are very fussy about their cars.

If the previous generation Civic seemed a little cheap and cheerful the eighth generation model reignited the Civic brand. It really needed a boost given that it was then facing off against some classy European models from Ford and Holden and a number of price-driven small cars from Japan.MODEL WATCHHonda's Civic has been a mainstay of the brand since the 1970s, but most models have tended to be conservative. The eighth generation stepped away from the past with an adventurous shape and a futuristic cabin that set it apart.Only available as a four-door sedan, there was no hatch available, the Civic came in three models, plus a hybrid. For the moment we'll leave the hybrid for another day, as it really is a subject all on its own.Under the shapely new skin lay the choice of two four-cylinder petrol engines; one a 1.8-litre that put out 103kW at 6300rpm and 174Nm at 4200rpm that was fitted to the VTi and VTi-L, the other was a 2.0-litre that boasted 114kW at 6200rpm and 199Nm at 4200rpm. Both had more than enough power for the job, and they were also quite frugal.Buyers could choose between a five-speed manual gearbox and a five-speed auto. Underneath was all independent suspension, which copped some criticism. The handling was fine and grip level good, but the ride was choppy and not as comfortable as it should have been.The VTi was quite well equipped with air, cruise, electric windows and mirrors standard, along with a full-sized spare. Further up the range the VTi-L had a six-stacker CD system with MP3, alloy wheels and auto air, while the Sport had a sunroof and leather trim.IN THE SHOPHondas are generally robust and reliable and the Civic is no different. It's well engineered and well built, which flows through to its use in the hands of owners. Few issues are reported to CarsGuide, and those that are tend to be of an individual nature and not widespread. Check for a verifiable service record, Hondas need regular and proper maintenance to live a long ad happy life.IN A CRASHAll models came standard with ABS brakes and electronic brakeforce distribution; electronic stability control only became available in 2008 when it was fitted to the Sport. The base VTi had dual front airbags, but the VTi-L also had side front airbags, and the range-topping Sport had all of that plus head airbags for the best crash protection. ANCAP rated the base model at four stars.AT THE PUMPHonda claimed the 1.8-litre would average 6.9L/100km, the 2.0-litre 8.4L/100km. The latter was confirmed when CarsGuide tested the 2.0-litre Civic Sport and it returned 8.2L/100km, quite impressive for a 2.0-litre engine.AT A GLANCEPrice new: $22,990 to $31,990Engines: 1.8-litre 4-cylinder petrol, 2.0-litre petrolPower/Torque: 103 kW/174 Nm (1.8); 114 kW/188 Nm (2.0)Transmission: 5-speed manual, 5-speed automatic; front-wheel driveEconomy: 6.2 L/100 km (1.8), 8.4 l/100 km (2.0)Body: 4-door sedan Variants: VTi, VTi-L, SportSafety: 4 star ANCAPVERDICTGood looking, nice driving small car that delivers on most fronts. 3.5 stars Pros Sleek looks, frugal engines, full-sized spare Cons No hatch, choppy ride, rear visibility Price; $10,800 plusRATING3.5 stars

This year has seen the launch of Audi's S3, the Mini Cooper S, Mazda3 MPS, Ford's Fiesta XR4 slotting in just below the Focus XR5, the Volkswagen Golf GT joining its even hotter sibling — the legendary GTi — and Volvo has even entered the fray with the funky C30.Not to be left out, Honda has joined the field with the first Civic Type-R to come here (although many people will have fond memories of the Integra that also wore the R badge here for several years).Coming in $10 under the psychological $40,000 barrier, that badge is intended to give an echo of Honda's racing heritage — and a warning right from the start that this Civic is no docile little shopping trolley.It looks wouldn't leave you in doubt about that anyway, with bold futuristic styling, especially around the tail where myriad angles and planes suggest that the car might unfold Transformer-like and reveal the true little beast within.The rear wing adds to the sporty look but severely limits vision for reversing, or even keeping an eye on the few vehicles that might attempt to overtake you.The enveloping Alcantara sports bucket front seats — with harness-ready holes — almost suction you into place, and with tilt and reach adjustment on the steering it's easy to find your perfect driving position.Rear seat passengers don't fare as well. It's a bit of an awkward task to clamber in there, and once you succeed there's not a lot of legroom to reward you.Likewise the boot capacity is fairly limited — even though it carries a space-saver spare — although dropping the rear seat helps.Despite the abundance of nasty plastics, the cabin still has a thoroughly sporty feel, aided particularly by the red-lit instruments. At night you can indulge in fighter pilot fantasies.The Type-R comes equipped as standard with automatic airconditioning, cruise control, sports suspension, trip computer, drilled aluminium pedals, foglights and leather wrapped gearshift and multi-function steering wheel.The safety list includes stability control, six airbags, and anti-skid brakes with electronic brakeforce distribution and brake assist.The car is built in the UK — although the power heart and soul are shipped there from Japan — and a plate in the cabin bears the individual build number.Where many of its rivals get a turbo boost, the Type-R carries a punchy little naturally aspirated V-Tec engine — a high-revving 2.0-litre four cylinder that develops 148kW of power at 7800rpm and 193Nm of torque at 5600rpm.This is claimed to get it to 100km/h in 6.6 seconds and to a top speed of 235km/h.Where it definitely will get you — if you're not careful to keep it leashed — is explaining yourself to a very nice person in a rather fetching blue uniform.The little monster just demands to leap forward and attack the bitumen from the minute you raise the garage door.Luckily, you need to have the tacho sitting well over 4000rpm to really get the hottest action, but the engine happily revs all the way up to 8000rpm, and inadvertently illegal speeds (honestly, officer, we had no idea) are a risk even in first gear.A slick six-speed close-ratio manual gearbox — with a wonderfully satisfying precision in the shift movement — drives the front set of 18" alloy wheels.With responsive steering and sharp handling, the car almost demands that you tests its limits, and the switchable stability control system doesn't intervene until you've really started testing your own.Low-profile tyres made for a lot of roar on our northern roads, but otherwise the car was reasonably quiet.Any prospective buyer will already expecting the McPherson strut front and torsion beam rear suspension to be quite hard, and this set-up is a large part of the Type-R's agility through corners, but is tiring on long trips.While the car is an exhilarating drive out on the highway or back roads, around town all the factors behind that enjoyment make it temperamental and tetchy in traffic.But that shouldn't stop the fans. The Type-R has been a sell-out success in Europe, which has limited supply. Australia will get only 100 Type-Rs a month, and there's a waiting list.

With nearly 4000km on the clock, the hybrid has turned in two 700km plus results from a single tank of fuel.We were getting a bit worried because it is rated at 4.6 litres/100km and we haven't been getting anywhere near that. Still, it is early days yet because the car wasn't even run in when we took delivery.Honda tells us that Hybrid owners with 15-20,000km on the clock have been regularly getting the stickered fuel figure.Until recently we were averaging about 6.6 litres/100km from the 50-litre tank (fuel used against kilometres travelled). Since then, we have chalked up a personal best of 754km, with plenty of fuel still to go in the tank.This, of course, is still a long way short of the 1086km theoretically possible, but we live in hope.After 754km we still had 5.7 litres of fuel left and after 700km there was still 7.4 litres in the tank. So, at a rate of about 5.8 litres/100km we still had just under 100km to travel which would have taken our total to about 850km.It means the fuel gauge is either pessimistic or some of the remaining fuel could be permanently inaccessible to the fuel pump. Either way next time we hope to crack 800km and we'll be packing a can of fuel just in case.As in the previous model, the hybrid power train consists of 1.3-litre petrol engine, paired with an electric motor that, together, develops 85kW of power (previous Civic was 69kW).At the same time it is a larger car and weight is up 75kg from 1190 to 1265kg.The engine is teamed with a continuously variable CVT automatic transmission.Unlike its main competitor Toyota Prius, the Civic Hybrid is barely distinguishable from a standard Civic.Only the badge on the back and pancake-like, flat pack alloy wheels give the show away. The wheels are fitted with special low rolling resistance tyres. Performance from the hybrid power train is unexciting but more than adequate.There can be a lag between pushing the throttle and the car responding, which can sometimes make life a little exciting.Inside, the Hybrid has plenty of room for four adults to travel in comfort, with climate control airconditioning, six airbags and a six-stack CD player with MP3 input part of the equipment.At $32,990 it is now most expensive model in the range. But it is still significantly less than the Prius at $37,400. 

The two-seat Insight was an expensive, rather odd-looking thing, with performance and handling best described as interesting.The Civic Hybrid that followed in 2003 was a huge step forward and the second generation, petrol-electric Civic launched last year raises the bar again.Fuel economy has been pegged back even further, but by far and away the biggest appreciable difference is in the packaging of the car.The previous model was a practical but rather boring small sedan while this one is not only easy on the hip pocket, it looks pretty good too.Honda continues to offer its hybrid technology as part of its normal line up, instead of as a dedicated model like Toyota's Prius.The new Civic Hybrid is larger and showier, with a breezier, roomier cabin of which many so-called larger sedans would be proud.But what's it like to drive?Readers may remember that we tested the first Civic Hybrid over a period of several weeks back in 2005.Honda has been good enough to come to the party again with an extended loan of the replacement model.The first Civic delivered a claimed 5.2 litres/100km, while this one is rated at just 4.6 litres/100km.We've yet to put this claim to the test, but looking back we averaged 6.4 litres/100km in the previous model.To look at the Civic Hybrid looks like any other Civic apart from the pancake flat alloys which are fitted with special low rolling resistance tyres.It is a probably worth pointing out at this point that our test vehicle was brand spanking new with just 25km on the clock.So we've not only go the job of testing economy but running it in too.Honda lays claim to the fact that the Civic is Australia's most affordable hybrid vehicle at $31,990 (the Toyota Prius is $37,400).That's the same price as the top of the line Sport, making the choice is a clear one _ power or economy?As in the previous model, the hybrid power train consists of 1.3-litre petrol engine paired with an electric motor that together develop 85kW of power (previous Civic was 69kW).Having said this, it's a larger car and weight is up 75kg from 1190 to 1265kg _ so that offsets some of the power increase.The engine is again teamed with a continuously variable CVT automatic transmission.You also get a few extra goodies like climate control airconditioning, six airbags and a six stack CD player with MP3 input.We're also happy to see the inclusion of cruise control which was missing from the previous model.