The 2017 Honda Civic gains a hatchback body this current year, but we had arrived already sold. It’s a really good compact car.
There’s almost no more we can add about the new Honda Civic, which had been completely redesigned for 2016. Rather, the automaker has decided to do that for people: New for 2017, Honda offers the 10th-generation Civic—now in the fifth decade the car has been available in the U.S.—being a sedan, coupe, and today hatchback.
The Swindon, England-built hatchback will complement a lineup that’s already solid for Honda. Honda offers the Civic sedan applying LX cars at the bottom, as much as EX, EX-T, EX-L and Touring trims. The coupe varies slightly from that formula (but not much), the Hatchback wanders slightly further. The hatchback is offered in LX, Sport, EX, EX-L Navi, and Sport Touring trims; the Sport trims are only at the Hatchback.
Honda offers the Civic Si in coupe and sedan forms with a livlier turbo-4 along with a slick-shifting 6-speed manual. What’s more, it sells the Civic Type R, a 306-hp track-ready model with the hottest performance ratings of all.
The Civic earns a really good 7.8 from 10 on our overall scale, which reflects its superlative safety and great fuel efficiency.
Styling as well as
The 2017 Honda Civic isn’t essentially the most daring design from Honda for a while, yet it’s certainly the very first for a while that works. The exterior of the Honda Civic is busy basically, but it looks sharp by us. The coupe and sedan have been available for any year—and aged well so far—but new for 2017 may be the hatchback, which adds its own flair from a corner doors back. Clothing for all, we’ll admit, however it’s distinctive and ultra-aggressive in Type R guise.
The interior may be considered a letdown in accordance with the busy exterior, yet it’s magnitudes as good as the two-tier dash layout we were treated to a few years ago. The cabin’s a bit more tame and well-organized, with a broadly horizontal look along with a single screen has replaced the dual-screen tiered form of the past Civic. Most versions have analog gauges, but the priciest Civic gets are just looking for display.
Underneath the hood are a couple powertrains that consist of fair to fairly good. Base Civic sedans and coupes are powered using a 2.0-liter inline-4 generates 158 horsepower which is paired to your 6-speed manual or automatic continuously variable transmission (CVT). That engine is for daily commutes, but for the small expense of upgrading towards the uprated turbo, we ponder its continued existence.
That turbocharged engine in EX-T, EX-L and Touring models (standard in the hatchback) is often a 174-hp inline-4 that can even be paired to your 6-speed manual or CVT. Is it doesn’t efficiency champ, as well as the most fun to drive. That includes more athletic running gear, the Civic is usually a sporty runner for fun on saturday with a nice composed ride to be effective around the weekdays.
Upgrading to Si trim receives a hotter turbo-4 generates 205 hp and 192 pound-feet of torque. It’s mated exclusively to your 6-speed manual with a shorter throw than the bottom Civics. Is it doesn’t performance king—for now—but doesn’t sacrifice fuel-efficiency. It’s with a rating of 32 mpg combined. Within the Type R, the turbo-4 makes 306 hp.
Most Civics will manage around 35 mpg combined, using the EPA. That’s about as effective as it gets without strapping on battery packs these days.
Comfort, safety, and features
Civic sedans holds four adults comfortably without sacrificing interior space for water bottles, phones, iPads, or whatever millennials wear these days. The Civic is longer, lower, and wider than it ever continues to be, but it could be lighter. It typically competes against compact cars, the Civic is anything but. Owing to clever packaging as well as a low seating position, the Civic is bigger than a handful of its rivals including Mazda and Ford, and could be a mid-sizer in many respects.
In upper trims, the Civic benefits greatly from hydraulic rear bushings in its rear suspension that soaks in bouncy roads and keeps the Civic pointed in the proper direction during spirited driving.
If things go pear-shaped in that spirited drive, the Civic boasts among the finest safety scorecards of any car on the street today. It aced federal testing, aced IIHS testing, and nearly aced our battery. Good, useful active safety features—available across the board, not just for over the top trims—complement our confidence that they can’t come much safer compared to the Civic. It’s only (small) blemish is the sub-standard headlights, as rated by the IIHS.
Base cars are well suited for 16-inch wheels, automatic climate controls, electronic parking brake, automatic headlights, LED taillights and daytime running lights, Bluetooth connectivity, a modest four-speaker stereo, a 5.0-inch display (look, but can’t touch), rearview camera, as well as a low-power USB port that might struggle to charge quickly that massive phablet you bought.
Coupes, sedans, and hatchbacks can all add an impressive availablility of options including leather, 7.0-inch touchscreen with Apple CarPlay and Android Auto, premium stereo, or 18-inch wheels, but a majority are walled within packages—not free-floating options.
2017 Honda Civic
There exists a lot happening inside and out, and therefore the Civic is perhaps all the more effective for it.
Here’s Honda hitting a stride.
We admit we have seen missteps here before. Old Ridgeline pickups and Crosstour sedans had funhouse-mirror angles and appears; their full capacity efforts fell flat towards the competition.
We’re calling the Civic’s exterior more than good—it’s excellent—and the interior is certainly above average. The Civic’s styling earns an 8 due to 10, in accordance with us.
Recently, Honda introduced us towards the Civic sedan and coupe, the 10th generation to your automaker, and the best. We presume it’s the best-drawn, sleekest shapes for the road. There is hints of this Crosstour throughout the sedan, nonetheless the wonky attributes are generally smoothed over. It’s more formal, more busy to look at compared to the simpler deep-set grille on, say, the revolutionary HR-V hatchback. Down along side it, the Civic’s big wheel wells intersect with steeply surfaced sills; at a corner, the lovely roofline tapers into another couple of bracketed lamps.
This halloween season the Civic has evolved right five-door hatchback and the chunky exterior won’t appeal to the mainstream. We like that. The sedan shape and proportions are typical there, but from a corner door back, fantastic verve its own.
The exterior styling is exciting, maybe to a new fault, nonetheless the cockpit one is more tame and quite as effective in correcting past miscues. It adopts an easy, horizontal theme, not unlike recent BMWs within the bow and swell of this major trim pieces. Thick at the driver side, it tapers precisely as it moves toward the passenger door, paneled with embossed metallic trim. The previous two-tier dash continues to be banished with a third-world automaker’s future design notebook; within the Civic, the clutter of screens becomes concentrated on one area, when a 5.0-inch base color screen grows right 7.0-inch touchscreen for the nicer trim levels.
Facing the driver in base models is often a clean, crisp couple of real dials; on pricey Touring models, the dials are swapped out for any LCD screen using a 270-degree tachometer arc framing be sure you speedometer. It may not be somewhat ironic of the fact that Civic’s digital display shows real digits, while other automakers select super-wide TFT panels to mimic the dials they virtually ripped out.
The Si gets their own flair, notably within the inclusion from the decklid spoiler (sedan) or taller wing (coupe) that feed into the boy-racer look. Type Rs wear a lot more extravagant aero add-ons, a huge spoiler, red-stitched interior trim, and many extra badges. We’re fans of this sedan’s more understated approach, but admit that taste is entirely relative.
2017 Honda Civic
It’s best handling and ride coming from a Civic to date. Possible turbo engine causes it to become each of the better.
The 2017 Honda Civic contains a split personality; one configuration is a pleasing commuter, the opposite is a more adventurous runner having a near-luxury ride.
Hold back until the ultra-hot Civic Type R shows up.
In many configurations, the Civic is an amazing commuter with the excellent ride and above-average handling. We’ll tell you to spring with the turbo if you can, this makes the car better to drive. But no matter what’s in the hood, it earns a 7 beyond 10 on our performance scale.
The camp Civic gets its power coming from a 2.0-liter inline-4 with a rating of 158 horsepower and 138 pound-feet of torque. It’s the camp engine in LX and EX trims with the coupe and sedan, and delivers chance to top wheels with a 6-speed manual or maybe automatic continuously variable transmission (CVT). Although engine is fairly new for Honda, the delivery is similar: it’s really a commuter special without much to make it remarkable. It fades into the backdrop during most commutes.
The CVT could possibly be relatively unfamiliar for car buyers who haven’t purchased or driven a new car recently. That style of automatic transmission doesn’t use gears, rather pulleys plus a belt which will mimic an infinite range of “gears” and keep a motor room fire running as efficiently as possible. Accelerating by way of a CVT means wading by way of a slurry of infinite gear possibilities, which can seem to be imprecise and could possibly be noisy. Honda’s CVT is quicker and quieter than a great many others, but unlike Subaru’s unit—which we also like very much—there aren’t any paddle shifters to simulate gears.
The not compulsory turbo-4 (standard around the Civic Hatchback) is with a rating of 174 hp and 162 lb-ft of torque (167 lb-ft while using manual transmission and 180 hp while using Civic Sport Hatchback’s dual exhaust) and makes the camp inline-4 seem like a lesser bargain. When considered while using small upgrades, the more powerful engine is sort of nearly the exact same price. The engine sounds Honda-sweet at full blast—not entertaining such as the classic VTEC, but nonetheless happy enough. It’s in the same way sharp as a lot of the old Civic Si models, but at lower speeds it is like there might be a little of any tug of war between your turbo lag and slack from the CVT. The turbo model is still frugal, and returns the Civic’s highest mpg—much more when the “Econ” button is pressed, cutting the A/C fan speed and slowing throttle response.
The powertrains get their peaks and valleys, but also in ride and handling, the Civic excels. This car is a magnitude mature than the last generation.
It is just a wide-track Honda, up almost 2 inches across top wheels, up over an inch in wheelbase. You’ll find it contains a thicker steering column, in part for better crash protection. And so the Civic needed a rare steering system than in the past. Where Honda settled was over a dual-pinion, variable-ratio setup such as the one around the Buick Verano—and an example of the modern-day electrical energy steering we’ve been promised for years. As an alternative to applying more turning force within the tire, or perhaps at the stage where the column and steering rack intersect, this system lets the column move over the rack directly—when using the a motor geared independently further over the rack to produce steering boost in a more gradual, better-buffered way. It’s slightly more complex, but yields good steering consistency when winding and unwinding in turns. The Civic also can use a brake contained in the front wheel in most to tighten its line.
The Civic’s suspension setup is half-classically Honda. Up-front are struts, in your back is a multi-link design with a solid rear stabilizer bar. Leading struts are fitted with hydraulic bushings that quell harsh ride motions. In EX-T, EX-L, and Touring models (sedan and coupe); Sport, Sport Touring and EX-L Navi (Hatchback) models a back corner bushings are hydraulic also it shows in improved ride quality. LX and EX models roll on unambitious 16-inch tires, higher trims preserve grip and damp out ragged pavement well.
These Civics don’t bobble and dance over bumps, rather, they micromanage them. They filter from the economy-car stages of compliance we’re helpful to feeling inside best-selling Korean and American compact cars. Incorporate firm, quick-reacting brakes with short pedal stroke, and the Civic has its own performance act together you might say it hasn’t, really, since core of the last decade.
Honda Civic Si
The 2017 Honda Civic Si arrived to fill a performance space left involving the Civic Sport and Civic Type R. The Civic Si banks on an uprated version of your 1.5-liter turbo-4 located in the Civic EX-T and better models, but boosts the boost to crank 205 hp from very busy little engine. It’s fluid-filled suspension bushings were substituted for solid fixtures for better steering feel and feedback.
A 6-speed manual, adapted from other Civic models, is the only real transmission available inside Si and similar to other Honda gearboxes, it’s good. A shorter throw as opposed to Civic Sport as well as a smooth clutch help wring the turbo-4 out on long jaunts. The Civic Si lacks VTEC power this time around—just turbos—but retains the helical limited slip differential and electricity steering rack on the last generation.
The revolutionary Si is in keeping with its performance heritage; at slightly below $25,000 to begin, it’s value speaks volumes. It could possibly don’t have the wail of previous generations, but with only enough performance to meet most curious new-timers, the Si conveniently suits the Civic lineup.
Honda Civic Type R
Inside the Civic Type R, extra boost on the turbocharger and many small weight-saving changes net out at 306 horsepower and 295 pound-feet of torque to entry wheels, by using a 6-speed manual transmission.
The staggering increase posts high on the Civic Si by 101 hp. To be certain everything that power reaches the pavement, Honda fits a standard helical limited-slip front differential. A three-mode drive selector toggles some driving efforts from normal to Sport and +R track modes.
Honda doesn’t peg 0-60 mph times, but low-five-second times are typically in reach. The Type R contains a sport-tuned suspension and massive 20-inch tires that have unparalleled grip. It’s a grin-inducing surprise to observe how well the Civic handles all the extra power, and credit goes to your stiffly tuned suspension in +R mode. It may not be a very noisy sports coupe, either, and ride quality is livable daily, something i cannot say about rivals like the Focus RS or WRX STI. For the track you will need more finesse as opposed to runners all-wheel-drive machines, but on the highway, the Civic Type R trounces them all.
2017 Honda Civic
Comfort & Quality
It may not be precisely the same compact as before; four will see enough room with regards to feet, gear, and beverages in the brand new Civic.
The Honda Civic was all-new a year ago, a necessary makeover to the compact car since its last iteration firmly flopped.
Except, it’s less a compact car anymore. By some measures, it’s a mid-sizer; in other people, low number of much. The Civic has expanded in practically every dimension over the past svereal years, excluding one: the brand new Civic weighs lower than older models.
It’s comfortable for four millennials, possesses plenty of interior storage spaces with regards to darned cell phones. Stage system a 7 beyond 10 on our comfort scale.
Because of the numbers: The Civic sedan wraps up 112.9 cubic feet of space in the 182.3 inch long body. That’s bigger as opposed to Mazda 3 (108 cubic feet) plus the Ford Focus (103.2 cubic feet), but small compared to the Chrysler 200 (117.4 cubic feet).
The numbers matter, but so do how Honda uses the free space. The slimmer, tailored front bucket seats sit much lower than before, as well as for a lot of our taller editors would have to be adjusted higher to get the best driving position—a rarity for the long-legged payroll. The dash structure is less pronounced than before, plus the tilt/telescoping steering has an extended stroke, so locating an excellent driving position is possible for numerous body types, nevertheless the prominent headrests might push past an acceptable limit forward for some. There’s excellent leg room and a cushty incline to your footboard—most won’t find any problem with available head room either.
In the trunk seat, the Civic outperforms virtually all the cars it names as rivals, as well as some others, too. There’s enough head room and leg room for 6-footers to sit down behind 6-footers, having an inch of knee room to spare. The seatbacks recline with a natural angle—but on the camp LX they do not fold forward or open into your trunk.
We’ve found the middle console to generally be particularly clever, especially the configurable array that opens the middle console up to become deep iPad bin, a dual cupholder tote, key tray, or padded armrest. Additionally, there are storage for smartphones before the shift lever as well as a glove box big enough for the lunch cooler bag. The molded-in door pockets are square and may hold small, square water bottles. (We won’t say the trade name, but you together with I both know we’re preaching about Fiji.)
Coupes are somewhat more cramped in the trunk seat—predictably, but both sedan and coupe models punch above how much they weigh classes on account of an exceptionally high perceived feeling of quality. A lot of the cost-cutting is out of sight; an unlined trunk lid and exposed hinges are places we can easily realize that they’ve saved money. The great news is that any of us aren’t seeing those places very often. That is where by you would like your cost-cutting to generally be?
We have ergonomic issues: we’d trade the climate control knobs for volume and fan speed controls; the steering wheel controls don’t inspire confidence, the passenger seat can’t tilt its bottom cushion in any respect, therefore we needed time to adjust to Honda’s LaneWatch system that projects the view at a side mirror-mounted camera to the touchscreen to protect the blind spot—sitting at long lights while using the blinker on rendered the infotainment system inoperable.
From your B-pillar—the rooftop support just aft within the front seats—on the front within the hood, the Civic Hatchback is equivalent to the sedan. Inside, front and back seat passengers won’t know which Civic they’re in unless they absorb some minor trim color changes. Behind the B-pillar—the rooftop, doors, fenders, and, surely, tailgate, are exclusive.
That cargo deck affords 25.7 cubic feet of cargo room for most models behind the 2nd row (that’s 10 cubic feet about the sedan), and a bike-swallowing 46.2 cubes with a corner seat folded forward. That’s impressive together with the Hatchback, which was created for congested European streets, is going 4 inches shorter compared to sedan.
The Civic Hatchback also features an innovative cargo cover that slides out of either side within the cargo deck; it is put on either the left or the ideal sides.
Could possibly minimal difference relating to road noise between your Civic Hatchback and the sedan and coupe siblings. Our ears could only discern any small popularity of ambient noise at higher speeds thanks to the hatchback’s open cargo area. Its cargo cover is bulky enough that it appears to be to block out most additional noise.
2017 Honda Civic
With better headlights, the Civic often see a great score.
The 2017 Honda Civic manages some of the best safety ratings driving on the road today that will be fitted with many remarkable active safety features.
Honda’s sedan and hatchback ace every federal test every IIHS crash. When fitted with Honda’s suite of advanced safety measures, it is just a Top Safety Pick, and that is certainly without shelling out much more than $30,000. The world thinks that’s good, the item earns a 9 of 10 on our scale. Have you thought to 10? The Civic just needs better rated headlights by your IIHS.
Every Civic has got the prerequisite airbags and stability control, with hill-start assist. A wide-angle rearview camera is standard, and so is Bluetooth. And praise be, Honda has finally uncoupled its innovative safety measures with the top trim levels of its products. So while features like adaptive cruise control, lane-departure warnings, and forward-collision warnings with automatic braking are standard on the top Touring level, they’re available on any other versions, even at the base Civic LX.
You could have realized that we didn’t mention the coupe earlier. 100 % danger-free federal testers only give the two-door model a four-star rating at the front crash safety although the IIHS doesn’t make similar distinction. We’re basing our rating on volume models, the sedan outsells the coupe, but we’re all for full disclosure here.
Together with good crash scores, the Civic also manages to acquire excellent outward visibility. We haven’t yet driven the latest hatchback model, so we’ll report back on that version whenever we log those miles.
2017 Honda Civic
The 2017 Honda Civic covers wide ground quickly, but a lot of the choices walled off in increasing trim packages.
Honda Civic shoppers have an abundance of options when wishing to buy a good solid model—except nearly every one is limited to packages in place of free-floating options that could bolt on anywhere.
Starting with base LX models, the Civic sedan is provided in EX, EX-T, EX-L, and Touring trims. Want two fewer doors? Coupes can be bought in LX, LX-P, EX-T, EX-L, and Touring trims. Want to travel all the other way and have more doors? OK. The Civic Hatchback is provided in LX, Sport, EX, EX-L Navi, and Sport Touring trims.
(We should certainly take a look at your indecisiveness.)
Even for budget shoppers, the Civic LX models are trimmed well and every car gets a powerful 5.0-inch display. That’s best for a 7 beyond 10 within books.
The aforementioned directory trims reads as being a crowded bowl of Alpha-Bits, so we’ll do our best for getting as small as the milk. LX models get automatic climate controls, electronic parking brake, 16-inch wheels, automatic headlights, LED taillights and daytime running lights, Bluetooth connectivity, a modest four-speaker stereo, a 5.0-inch display (look, but can’t touch), rearview camera, together with a low-power USB port which can struggle to charge quickly that massive phablet notebook bought.
EX models generally add some more comforts which includes keyless ignition, rear-seat armrest, 17-inch wheels, 7.0-inch touchscreen with Apple CarPlay/Android Auto and internet radio streaming, upgraded eight-speaker stereo, remote start, a larger power USB charging point, and Honda LaneWatch that utilizes a passenger mirror-mounted camera to show what might be hiding in that , blind spot.
Coupes and sedans together with the EX-T trims are largely the same, but swap the 2.0-liter inline-4 accompanied by a 1.5-liter turbo-4, and toss in some amenities which includes heated front seats and dual-zone automatic climate control. EX-L models add lashings of leather, power adjustable driver seat, heated rear seats, and available navigation. The Hatchback EX-L Navi? You’ve probably already figured that out.
But you aren’t considering letters. Rather, you want to pay just over $27,000 in your Honda Civic sedan. That’s Touring-level country and that also offers the full ride: Navigation, leather, upgraded 10-speaker stereo, LED lights and Honda’s full active safety suite, which we cover separately.
New for 2017 is the Civic Hatchback, which gets a few unique trims in Sport and Sport Touring. Both trims add bigger 18-inch wheels, center mounted exhausts, a slightly uprated engine by 6 hp, and sporty accents which includes an aero kit. Sport Touring gets some booming stereo: 540-watts driving 12 speakers. Boom.
The Civic Si gives you standard 18-inch wheels, a center-mounted exhaust, adaptive dampers, Honda’s 7.0-inch infotainment screen, upgraded stereo, 18-inch wheels (summer tires are optional), and deeper front buckets.
Your Type R money—$34,775, without a options—translates right Civic with 20-inch wheels with 245/30ZR Conti tires, a ton of aero add-ons, sport seats and pedals, performance meters, a hobby wheel, 7.0-inch touchscreen infotainment, navigation, a 12-speaker 540-watt stereo, Android Auto and Apple CarPlay, dual-zone automatic climate control, keyless ignition, LED headlights, together with a serial number plate within the console.
2017 Honda Civic
No matter powertrain, body style—or your shirt size—the 2017 Honda Civic is remarkably fuel efficient.
There isn’t a hybrid model in the lineup anymore, nonetheless Honda is remarkably fuel efficient no matter what body style or engine you end up with.
Nearly every model manages 35 mpg combined, good EPA. That’s up to scratch for all of us to give it a near-perfect score on our fuel economy scale—only hybrid and electric cars do better.
The base LX offers the lowest ratings of this bunch. The 2.0-liter inline-4 paired for a 6-speed manual transmission manages 28 mpg city, 40 highway, 32 combined with the sedan, good EPA—coupe models with just one engine aren’t far faraway from there either.
For several automakers, 32 mpg combined is the highest—not the lowest—ratings from the small car offerings. One example is, oahu is the best a Nissan Sentra can do.
Grab the turbos, and you will improve with the Civic than each and every other car.
The Civic sedan, when loaded the 1.5-liter turbo-4 together with a continuously variable automatic transmission, is rated by your EPA at 32/42/36 mpg. The coupe with an identical powertrain isn’t far faraway from that mark.
But shop carefully, since the 18-inch wheels plus the special body kit on Civic Hatchback Sport models drop those figures for a less impressive 30/36/32 mpg (non-Sport Hatchbacks are available within the same mpg for the reason that sedan). Manual Hatchback models, despite of trim, are available at 30/39/33 mpg.
Civic Si models are rated by your EPA at 28/38/32 mpg in coupe and sedan forms. The Type R checks in at 22/28/25 mpg.