After a period in the 2010s where Honda struggled with its identity, unable to decide exactly what type of cars it wanted to build, the company is back, its mission clear.
Yes, the SUVs remain, and they are very nice units, but Honda is back doing what it does best, building some of the best sports-luxury sedans and hatches on the planet.
We recently rekindled our affair when a Civic e:HEV LX rolled into my life, and I remembered just why I enjoyed them so much.
The Civic is a long-nose/short tail hatchback, without looking off-kilter, there is a sense of proportion that similar designs seem to miss.
Not surprisingly, front and rear overhangs are short, a bonus in modern economy-size car parks, but it is not a ‘wheel at each corner’ go kart, rather an example of clever packaging.
The body is a mix of hard angles, especially around the bonnet and front guards, cleverly melded with a curving roofline and rounded rear section.
Despite rolling on 18” rims – a size unheard of for a small car 10 years ago – the Civic retains a visual balance, the wheels look proportional to the rest of the car.
Broad, slimline, LED headlights and indicator assemblies integrate into the grille section, contributing to the smoothness and efficiency of the design.
Honda bucked the trend towards retractable door handles, retaining the traditional ‘handgrip’ style, they are also easier to use with your hands full.
Inside, the clever packaging continues, Honda fits plenty into the cabin without overcrowding the driver or passengers.
The leather-wrapped steering wheel is a chunky, easily gripped, rim, complete with heating, all gloss black and chrome trim, adorned with the usual controls for adaptive cruise, audio, telephone and the driver-selectable instrument cluster display.
The driver display is recessed in a domed binnacle, reducing glare on the colour LCD screen but retaining a clear line of sight through the top of the wheel.
The central touchscreen is smaller than others at 9”, but the widescreen display works to keep occupants informed and entertained.
Backing this up is the 12 speaker Bose audio unit, tuned to the cabin acoustics, that kept the cabin rocking.
Bad news for anyone with old-style USB cables, the Civic has four ports, but all the new style ‘C’ connectors.
While comfortable and supportive, the seats are a bit small for bigger drivers, but head, leg and shoulder room is excellent, although tall back-seaters might get a bit too close to the headlining, thanks to the curved roofline.
The centre console is slimline, but still offers two cupholders, Honda uses push-button gear selection, returning space to the occupants.
Overall, the cabin has an old-style ‘cockpit’ feel, boosted by the honeycomb airvents and stick-style vent controls, accentuated by chrome rotary knobs for the climate control functions.
The biggest interior flaw is the sloping tailgate, slicing into vertical luggage storage, there is plenty of flat floor space, but tall items are a challenge.
No surprise, Honda’s interior fit and finish is first class, with lots of padding taking the hard edge off contact surfaces, also reducing in-cabin noise.
Dynamically, the Civic is an excellent drive, again, no real surprise given Honda’s history in global motorsport, there is plenty of experience in creating a ride that is sporting without being aggressive.
The motion-adaptive electric power steering is firm but not heavy, with an accuracy others would love to achieve.
With its prime role as a small-bore luxury car, the Civic is supple and pliable in its ride, focusing more on passenger comfort than ultimate corner speed.
That is not to say the Civic doesn’t cut through corners, more that engineers set the car to have a bit more body roll and bump absorption.
Tyres are still low profile 235/40 Series, which do stiffen the ride, requiring a little more ‘give’ in the shocks and springs.
While the classic ‘giant’ pothole will still be felt, as will a too-fast approach to steep-sided speed bumps, less agressive driving is rewarded with reduced banging and crashing from underneath the car.
The hybrid drive combines a high compression 2-litre petrol engine with the E-CVT electric motor and transmission for maximum power of 135kW and 315Nm.
The result is sharp acceleration from a standing start using electric power, with the combustion engine kicking in as required, the CVT provides a seamless transition, with no physical gears, although sudden throttle applications will see a momentary lag while the pulleys reposition.
The system responds better to steady increases in power, a common trait in CVTs, allowing a better reaction to driver requirements.
Preferencing EV mode for low-speed, stop-start, driving, the CIvic makes Ebenezer Scrooge look wasteful, the regenerative braking topping up the battery as it is being drained.
The system can be locked in electric-only for low speed work, with low emission zones likely to be a real thing, the Civic can clear sensitive areas before restarting the petrol engine to help replenish battery levels.
Despite a loaded weight of 1,980kg, the Civic doesn’t feel bloated although there is a slight tendency to understeer in fast, tighter corners, but this is not the car’s forte.
Braking is excellent, with not only four-wheel-disc brakes but the magnetic brakeforce of the regenerative system stopping it brutally hard if needed.
As a total package, the Civic is hard to top, it provides comfort and capability in equal measure, along with a high-efficiency driveline.
The biggest downside is the reduced luggage space, this could be an issue for some, but otherwise this is a lot of car.
Gary is an experienced motoring journalist, and a graduate of Griffith University.