The CR-V nameplate is one of particular note when it comes to being top of its class. Collecting over 142 global awards, this crossover came to define what the masses would soon adopt as one of the most purchased car segments. I first got behind the wheel of a new fourth generation Honda CR-V in Germany on the cars launch. Most of my time was spent in the diesel variant and now I thought was a good time to clock up some miles in the 2.0 litre petrol.
Our test car, in top spec EX trim, not only has every gadget and gizmo imaginable but, is also equipped with permanent all wheel drive. Having a big petrol engine in the world that we live in today is not the most popular choice, especially in a car as big as this. However, Honda must also cater for those wanting a petrol driven car for whatever reasons and so their 2.0 litre i-VTEC engine finds a home here.
The cabin of the CR-V is a ergonomic master piece with generous amounts of space for both front and rear passengers. In the back all three seats in the can be utilised by adults thanks to a transmission tunnel that doesn’t protrude up through the floor. The boot is vast with space for not only a months worth of shopping but likely a baby elephant or two! A nice feature is a leaver that folds the rear bench flat with one pull. The spring loaded mechanism has everything stowed flat in a second or two enabling you to load heavy items with minimal fuss. Up front the neat and tidy architecture is continued with buttons in logical locations and a brilliant dual screen navigation and entertainment system. All in all the interior of this Honda CR-V is not only well equipped with Bluetooth, DAB radio, heated seats and a beautiful glass roof, but it is also a comfortable environment to be in for long periods.
Starting this CR-V is as simple as pushing a button thanks to the keyless function. The ease continues as you move out from where you were parked with the aid of a rear camera, all-round parking sensors as well as dipping wing mirrors. In fact this big car is so easy to park that you can take advantage of a space that is only just big enough to fit in, perfect for those in densely populated areas. On the move the 2.0 litre engine pulls well but needs to be revved high to get the most out of it. Engine noise is minimal and the lack of wind noise intruding makes for a relaxing drive. The steering is nice and light making manoeuvres and the fight through built up areas a breeze. However, as you would probably expect with the configuration of this car, it is on the motorway where the diesel car makes much more sense. Though the petrol model is very refined at speed, even more so than the diesel, with the higher revving engine and the weight of its all wheel drive system its predicted range started to diminish faster than anticipated. That said on our best behaviour in ECON mode we managed a respectable 33.7MPG.
At £29,400 our test car with all of the toys doesn’t come cheap, yet for that money you get a lot of equipment. Another very large plus point to the CR-V is that it wears a Honda badge. The build quality is exceptional and everything you touch has a feeling of durability and longevity.
Though the diesel engine is the specification we would recommend, this highly capable petrol is ideal for those with a family and for whatever reason require a petrol car. It has been well over a decade since the introduction of the MK1 CR-V and in our eyes this MK4 simply picks up from where the old car left off. Top of class.
“WHAT?! The cost of fuel has gone up yet again!” A familiar cry from the masses as fuel companies cling ever tighter to their profit margins. A trip to the pumps now costs well over double what a weekly shop for a family of four does and with prices set to rise again people are looking for alternatives to their standard combustion engined car. What is the answer? The truth is nobody, not even the experts know, but I can give you my opinion. Electric cars work in theory but until battery technology catches up with such a demand for range it will remain a niche. Hybrid cars are best of both worlds and are becoming increasingly popular, however, is such an alternative really needed? Not if Honda has anything to say about it as their new 1.6 litre diesel engine finds a home in the Civic.
Opening the batting for what is being branded “Earth Dreams Technology,” Honda have produced a 1.6 litre diesel engine that claims to do an impressive 78.5MPG. To put that into perspective the worlds best selling Hybrid, the Toyota Prius, can only achieve 72.4MPG. Arriving in top spec EX trim our i-DTEC Civic was driven in many different environments and we are pleased to say that the car does appear to come very close to its claims.
The cars visual construct is something that has been debated the whole time we have been testing it. Opinions are divided with some seeing it as too obscure and other rather liking the reinterpretation of this next generation model. With the EX’s 16 inch alloy wheels and optional white orchid pearlescent paint the majority ruled with saying they liked the way it looked. Also found on this top specification car is a touchscreen navigation system, an excellent premium audio system with subwoofer, heated leather seats, DAB radio, rear reversing camera and parking sensors. The total cost of this car with every toy on the options list is a rather hefty £23,675.
Inside the high levels of tech make for an environment that caters to your every need. Want to find the nearest Tesco? Sat-Nav has it covered. After crystal clear radio reception? DAB can arrange it. Tight sparking space? The rear reversing camera makes it as easy as playing a computer game. Long journeys are made comfortable by the very supportive seats and the dual zone climate control ensures life in cabin, even on ice cream melting days, if refreshingly cool. As a place to sit for long periods of time the Civic’s interior is top of its class. The boot is also vast and in tandem with Honda’s “magic seats” the space for luggage is versatile. However, the interior ergonomics is the cars Achilles’ heel. Keeping in mind the demographic for buyers of a diesel car with plenty of the options boxes ticked, let us say those who often require reading glasses, the vast amount of buttons all over the console and steering wheel could do with being reduced.
When this 1.6 Civic is on the move we can analyse the most important part of this new car, its engine. As with most diesels on colds days it is a bit gruff at start-up but once you get going it is a very smooth unit. All 300Nm of torque are found low down in the rev range allowing for seamless overtaking manoeuvres The gearbox is yet another brilliant manual from Honda with a really nice positioning and feel. Engine noise is minimal and as previously mentioned, fuel consumption is most pleasing. Around town the need to change gear at about 2,500rpm can become a little tedious, but the steering is light and the brakes give a lot of confidence to the driver. This car is most at home on the motorway where its high levels of torque, comfort and economy can be maximised.
This Honda Civic joins a highly competitive marketplace with tough rivals to beat such as the Ford Focus and VW Golf. The new engine puts this car right in the mix and its interior is most defiantly class leading in terms of comfort. Honda’s 1.6 i-DTEC Civic will no doubt be a big seller, particularly here in the UK.
In a world where big high street names are disappearing faster than Usain Bolt on a sugar rush and jobs are being cut more often than horse meat finds its way into a leading supermarkets burgers, every company is tightening their belts. Risk must be reduced and high volume products should take priority. So when Honda announced that for 2013 we would be getting a mid-life refresh of the CR-Z I was surprised to say the least. It’s not that it is a bad car or anything of that nature, but it is a niche product and Honda know that it doesn’t sell in big numbers. This car is a gamble, but it is one that I am very glad they have made.
The Honda CR-Z is officially a hybrid 2+2 coupe, however, some people class it as a rather impractical example of style over substance. It is very true that the rear seats could be described as not being suitable for amputees, and yes that shark fin on the roof isn’t the ideal shape for a radio antenna, but to call it over styled is like criticising Rihanna for being too beautiful. It looks sharp as razor and never fails capture peoples attention. One day it maybe even be a future classic… But there is much more to the CR-Z than its handsome appearance.
If you want to drive a hybrid car your choices are very limited, and almost nonexistent if you want something that is involving to drive. The beauty of the CR-Z is that it is the first hybrid car that will let you have your cake and eat as much of it as you like. Returning a commendable 54MPG, this funky little cars 1.5 litre i-VTEC engine is not only economical but also brilliant fun. Revving the nuts off of it whilst blasting down a country road is fantastically satisfying and in tandem a very well sorted chassis, the car dances from bend to bend. The high levels of grip inspires the confidence to make the most out of all 135BHP, a rare thing amongst front wheel drive cars. The CR-Z has three driving modes; Econ, normal and sport. Whilst in sport mode not only does the Knight Rider influenced dashboard glow red, but the suspension firms up and the steering becomes more weighted. The battery changes its core occupation from saving the environment to boosting the engines performance. In this state the CR-Z is direct, responsive and utterly rewarding to drive. New for 2013, aside from those snazzy 17 inch alloys and an increase in power, is a neon blue button on the steering wheel marked S+. This gizmo when pushed gives the car all of the power the battery has to offer in one big 15 second blast. What’s that? A big blue “go faster” button? Every mans dream! Though its effect on overall acceleration isn’t massive, the instant increase in torque is very noticeable and can be used effectively upon exiting a corner. It might be a bit of a novelty but I found it intoxicating as in my head for those few seconds I was Jenson Button deploying my KERS in an F1 car.
In an everyday capacity the 2013 Honda CR-Z isn’t all that different from the model it replaces. Folding flat those useless rear seats transforms the car into a very practical two seater and in the normal driving mode it merrily goes about its business of taking you where you want to go. I still find the Econ environmental mode a little bit frustrating as though it does indeed save fuel, I hate how it restricts how much power the car can summon and how quickly. The parking sensors are a god send as rear visibility, thanks to its CR-X inspired rear, is almost none existent. My only other gripe with the new CR-Z is that the new rims on this GT spec car do produce more road noise than its predecessor and the ride is notably harsher. That said it is far from unbearable and I feel that these diamond-turned alloy wheels are a must on a car that turns so many heads.
Some people will never “get” the CR-Z, there will always be those people who prefer the more sober VW Scirocco, but that is exactly why this is a niche product… Because there are a select few who do very much “get” what the CR-Z is all about. It is style, it is driving pleasure, it is a bold statement to the world showing that you don’t have to drive something dull to have a hybrid. I am one of those people. I completely “get” the Honda CR-Z.
If you are in the market for a small hatchback you have an absolute sea of choice. This lucrative sector of the market has just about every manufacturer under the sun baying for your attention. The class is dominated by the likes of VW’s very stylish yet grown-up Polo, and Ford’s funky Fiesta. Honda many years ago introduced its Jazz, a car that did just about everything. The Japanese swiss army knife was perfect for carrying vast loads, being a comfortable place to sit and had bulletproof reliability. This is the new Honda Jazz, but can it live up to its forefather?
To be specific our test car is the £14,550 Si model, a Jazz with a few sporty sprinkles. This specification includes unique 16” diamond cut alloy wheels, some sporty sills and bumpers, not to mention a unique interior. Overall the package does look very neat, particularly in what Honda call “white orchid.” It is a very well proportioned car externally with design architecture that is balanced. It may not be the last word in standing out from the crowd, but it is pleasing to the eye never the less.
Inside the Jazz is cavernous! Getting in for the first time is much like stepping into the TARDIS, it fells so much bigger on the inside. Honda have done a fantastic job in maximising interior space and making the Jazz Si a pleasant place to be. The unique fabric seats in contrasting black and white match similar tones struck by the black plastics and white finish of the exterior paint. Another nice feature is a little display in the form of a bubble that shows the current air conditioning settings. Though the seating didn’t offer much in terms of lateral support it did shine through with an overall comfortable position. Leg room in the rear is generous and thanks to Honda’s “Magic Seats,” that allow you raise the lower part seat swab yet maintain a divide to the boot, every inch of loading space can be used. The boot itself is of good size and when combined with the diversity of the rear bench, the new Jazz not only matches but by far surpasses the previous car in terms of utility.
Around town the Honda Jazz Si excels itself and proves to be more than a match for competitors. The large wing mirrors are perfect for keeping a watchful eye on others in a busy urban environment and visibility all around the car can not be faulted thanks to its large windows. Steering is light and makes parallel parking a joy. Honda has yet again provided a fantastic gearbox that is simply effortless in its function, from cog to cog it never misses a beat. It is clear that in such an environment the Jazz has no equal. The Fiesta and Polo are brilliant but the Jazz wipes the floor with them when it comes to the hustle bustle of the city. However, the trade off is that this Jazz is so suited to these surroundings that when it comes time to hit the open road, the competition fairs better. Powered by a 1.4 litre i-VTEC engine it does become apparent on motorways that the Honda Jazz begins to run out of puff. Approaching 70MPH it just feels like it could do with a few more horsepower to make an overtaking manoeuvre easier. It’s not that it can’t hold its own on the motorway, but it does feel a little reluctant to do so. That said, get the car up to speed and active the cruise control and it will sit there all day long with no trouble at all. The suspension has been tweaked for this Si model to give it a sportier edge and though firmer than the standard car, it does improve the handling somewhat. Whilst conducting our road test we managed to achieve 47MPG which isn’t bad at all in the real world.
All in all Honda has done a very good job with this new Jazz and the Si model with all of its toys does make for a smart little motor to behold. Whilst it doesn’t offer the perfect all-round package, around town it can’t be matched making it ideal for you city slickers. Of course another couple of aces the Honda Jazz has up its sleeves are strong residual values and brilliant reliability. The Honda Jazz suits a purpose.
I make it very public that I’m not a fan of motorbikes. Oh, I can see their appeal, don’t get me wrong! They are relatively inexpensive, rather entertaining to use and are also cheap to run. However, their pros for recreational use do not outweigh the cons of day to day living that include dressing up to ride it, living in fear that it will fall over and treating the common event of rain as a potential death sentence. They are just not for me. So if I wanted the same sort of kicks that a bike offers, but would rather not fall victim to the UK’s often miserable weather, what is left for me? The quad bike may just be the answer.
Honda don’t like people calling their product a quad bike as I guess it makes it sound too much like a child’s toy as opposed to a capable piece of equipment, but to us laymen this Japanese ATV is indeed a quad bike. It is called the Fourtrax and I took it into Scotland’s wilderness to find out exactly how much rough and tumble it could take.
This specific Fourtrax is the AT 2/4wd and for those who don’t speak Honda that means it has an automatic transmission with the ability to switch between rear wheel drive and all-wheel drive. The engine is a 420cc unit with direct injection. The gearbox holds five cogs and when combined this little tank will do just over 50MPH… ON ANY TERRAIN! The argument of whether it is more of a car or bike and the placement of this review on a predominantly car orientated site can wait. Between deep icy lochs and imposing mountains the Fourtrax is quite an experience.
Operated by a lever throttle, the Fourtrax’ performance is unleashed at the mere twitch of your thumb. Acceleration is brisk and in tandem with its heavy-duty suspension it will literally fly over anything you lay down before it. The seating position feels very natural as the quad moves around beneath you and makes it very easy to shift body weight to counter unwanted roll. The vast amount of torque at your disposal makes this little machine as versatile as a mountain goat. It will climb steep slopes, rocks, wade through deep water and mud, as well as wrestle with ruts. Its off-roading capabilities are undeniable and there is no doubt that these machines are truly the ultimate tool for going off of the beaten track.
In two wheel drive mode in an open space the Fourtrax is a riot! It is possible to get the rear end to kick out in spectacular fashion, potentially coating innocent bystanders with mud. It is at its most agile in this state and the rider/machine relationship grows with every mile of admiration. However, in this mode you can find yourself getting quite stuck with the rear wheels spinning hopelessly in a desperate bid to find traction. Yet clicking it into all-wheel drive and being gentle with the throttle seems to get the bike out of almost any difficult situation. The steering does become a lot heavier when all four wheels are engaged with power delivery and so whilst at its most capable like this, it does require a surprising amount of upper body strength.
On tarmac the Fourtrax bumbles along quite nicely, obviously it isn’t the last word in refinement being a working vehicle, but with the abilities to scale mountains a pot hole is not match. The digital display is clear with a functional layout and the thick padding on the saddle is more than adequate for the period of time you are likely to be riding. The gearbox will merrily clicks away in a well-mannered fashion whilst left in auto, but it is equally happy with you taking control to pick an appropriate cog.
At £7,800 this Fourtrax ATV is a costly toy to obtain, but let’s not forget, it is so much more than a rich man’s play thing. It is the greatest off-roader man has ever made.
I am well know for my unrelenting bashing of environmentalists through tortured similes and hyperbole so atomic it makes weapons of mass destruction look like children’s toys. The long and short of it is that I don’t like being made to do something. By all means ask me politely, but don’t go telling me I have to do something especially if the end result is me coming out worse. The motor industry has been a huge target for the green party of late, but I will admit that cars should be made a bit more environmentally friendly where possible, however, I will not be made to accept that a car must be worse than its a gas guzzling counterpart. The enjoyment of driving should not be sacrificed as if a product is no longer desirable by the people who want to take pleasure in its use, then it becomes an unnecessary waste of time. There are many “green machines” out there that are just soul destroying to drive because sacrifices have been made to boost MPG. Honda decided to let a team of designers and engineers find a solution to hybrid cars being the focal point of petrol heads gripes.
The Honda CR-Z is billed as being the worlds first sporty hybrid. Incorporating battery power and a 1.5 litre petrol motor, this machine was built to be about more than just saving Fred the polar bear. In terms of visual design it is a striking thing to behold. The CR-Z’s highly raked stance and sharp angles all taper to the cars “bread van” styled rear end that was inspired by the Honda CR-X of the 1980’s. In pearl white with an optional panoramic roof our test car looks more like an automotive sculpture from outer space than an object used to travel from one destination to another. One friend of mine remarked “it looks like something from the future” with this sci-fi design being continued internally. The instrument cluster glows blue like something from Tron upon ignition and changes colour dependent upon what one of three modes the car is in. Body hugging leather seats that hold you in place firmly when the road gets twist and warm you on these cold winter days are without complaint. As something to look at the CR-Z turns a lot of heads and so it should! It looks bloody fantastic!
So aside from design what does the Honda CR-Z offer? With the aid of the battery and being driven mainly in normal and sport mode, as opposed to economy, predominately in urban environments it will achieve a reasonable 40MPG. Practicality? Well this is where the CR-Z falls down. Sold as a four seater car in the UK, the rear seats are about as useful as a chocolate teapot. You would honestly struggle to fit anything larger than a garden gnome in them as rear legroom is almost nonexistent and thanks to the sloping roofline so is headroom. In America this car is sold strictly at a two seater and in this form is makes much more sense. Folding the useless rear seats flat the boot becomes vast turning a cramped 2+2 into a spacious two-seater hatchback. The reason for the rear bench in this country is Honda’s attempt to tackle the UK’s ridiculous insurance system. By having more seats the CR-Z is cheaper to insure. Another issue the CR-Z has is with the definition of the world ergonomics. It is full of little things that should have been swatted whilst the car was in development. For example; the engine starter button is visually obscured by the steering wheel, the preset buttons for the radio are a real stretch for the driver to reach, rear visibility is poor, and with the cars huge doors the seatbelt requires you to twist in your seat in order to reach it. You see, little things but in an ownership experience it is these tiny details that make the CR-Z just a little bit harder to live with. In many ways this makes it like an Ikea bookshelf… It looks great in the shop and you know it will fit perfectly into your room, but you still have to build it first and that can be a pain. These things don’t ruin the CR-Z, but they are an inconvenience. But you know what? I don’t care. Why? Because the Honda CR-Z can do something that no other hybrid can do, and that is make you smile.
Hitting the start button and letting the revvy i-VTEC stretch its legs is extremely rewarding. It isn’t the fastest of cars but it is brisk. Punching sport mode and letting the dashboard glow red launches you into a world of fun. With everything on its sharpest setting and the battery being used to boost performance, and not just be a dead weight in the boot, the CR-Z is a riot as it enthusiastically bounds from corner to corner. The steering is responsive and well weighted, the firm suspension proves worthy of putting up with on rutted roads. The gearbox is a masterpiece with each change being direct and involving. It is such a joyous car to drive at a pace and its composure never seems to be lost even on challenging roads. Around town in normal mode it is quiet and refined. The cabin is a comfortable place to be and the car overall conceals its excitement in favor of being a well mannered companion. Personally the economy mode or “ECON” I found to be best reserved for motorways. Around town the engine in this setting is reluctant to give you all of its power and tends to feel unresponsive, however, feel free to get up to pace and use it as you waft along with the cruise control set saving the polar ice cubes.
Despite being a pain to park and potentially not being as frugal as it could be, the CR-Z redeems itself by being a rewarding drivers car. Unique design and the ability to excite you are all new tricks for a hybrid, and for that this little car has succeeded in opening doors for such vehicles in the future.
In 1995 Honda revealed to the world the future in a new model named CR-V. Little did they know then what a runaway success this “soft roader” segment of the market would be. Today every mum on the school run or pensioner picking up their grandchildren has such a car, and through three generation the CR-V has led the pack. From its debut MK1 model to the MK3 Honda have sold 5 Million units world wide. Fantastic, but the problem for Honda’s engineers this time around was how to improve on an already successful formula? The market has become flooded with some tough competitors but the CR-V has always done very well within its target audience. We went to Germany to find out if one of Japans engineering superpowers can keep its SUV crown.
Not available in the UK until late October, the new Honda CR-V is a vehicle with high levels of polish, particularly in our top spec EX trim test car. Aesthetically it demands more of your attention than its predecessor thanks to a sloping roofline and stylistic windows. It isn’t imposing but it does really stand out amongst what would be considered its competitors. From the outset it presents itself as a premium looking 4X4 and inside the cabin this continues. The dashboard is clean and simple with tasteful detailing. Seating in this car deserves general all-round praise as not only do the rear units collapse at one pull of a strap, but the seats themselves proved high levels of comfort and support. The interior roofline is 8mm taller, not much you say, but it does go a long way to make this CR-V feel spacious. The much desired high driving position is complimented by a large front windscreen adding to already good levels of visibility. The boot is vast and more than capable of swallowing a months worth of shopping with room to spare. With the rear seats folded flat you can fit three full size mountain bikes in the back as well as one passenger thanks to its class leading capacity. Everything you touch in the cabin is typical Honda, by that I mean it feels solid. You know that every screw will be up to doing its current job 10, 20, even 30 years from now and this is something this company has been very good at doing for decades.
Starting up the cars 2.2 litre diesel is a prominent reminder of how far the oiler burners have come. Gone are the days of canalboat sound effects and black smoke, a refined hum is all that lets you know that the motor is running. Setting off it was immediately clear that this engine provides plenty of low end grunt. High torque levels combined with four wheel drive meant that the relatively heavy car was more than capable of surging up the autobahn. Wind and tyre noise was kept in check throughout and toys such as cruise control added to the refinement this car offers on long hauls. The manual gearbox, however, was a bit clunky at times and required a firm grip of the gear knob to avoid embarrassingly bouncing back into neutral. Some of this can be blamed on the very low millage the car had done, but it did leave us questioning if it could just be the design of the gearbox itself. Moving onto more demanding country roads the CR-V again impressed with plenty of grip and a chassis that can tolerate the tarmac when things get twisty. The suspension at first seemed a little firm at higher speeds but pottering around towns it appeared to absorb bumps and stray potholes well. Steering inputs were met with adequate responses but feedback from the road to the driver was limited. Parking such a big car is always a challenge to do well but the CR-V has a few tricks up its sleeve. Front and rear parking sensors team up with a display screen giving you a visualisation of just how close the nose the car may be to an object. The reversing camera keeps a watchful eye out for the rear end whilst the door mirrors angle themselves downward so you can see just how far from the curb you are. This car really is very good at making day to day tasks much less tedious. Honda say that the 2.2 lite i-DTEC of this car is good for 45MPG, not bad at all for its class and something that will be most welcome to buyers as the cost of fuel continues to rise.
Conclusion. The new Honda CR-V is a very competent crossover. It feels much more akin to driving a car as opposed to a 4X4 and considering the sort of people who will go and buy this that can only be a good thing. It might not provide the most enthralling experience amongst its rivals but it does cover more bases and to a higher standard than most. This CR-V can stand proud amongst its highly successful forefathers safe in the knowledge that it to is sure add to more than 142 global awards the nameplate already has.
When you really excel yourself at something you not only get that deep self satisfaction that tells you that this is your best work, but also the admiration of all your peers. This is what Honda did with the outgoing Civic. It looked fantastic with its triangular exhausts and Knight Rider inspired dashboard. It was a great car to drive, very direct and rewarding. It was practical, well priced, appealing to the younger generation, the list goes on… So what Honda were faced with whilst developing this new 2012 Civic was a true dilemma. How do you improve upon something that was so good in the first place?
Earlier this year we were invited to a preview of the new Honda Civic before it went on sale, and if I’m honest I came away from it a little worried. Gone were the funky exhausts, the rocket shaped door handles, and the futuristic dash. It was clear that Honda wanted to go back to a market that it felt it had neglected with the previous “lava lamp” Civic. My concern was that with this softening of design would the character of the car become softer also? Well today we find out as after much delay, due to natural disasters, we got the keys.
Our test car was the top of the range 1.8 litre petrol in lavishly equipped EX GT spec. We had all the toys such as; keyless go, 17 inch alloys, HDD Navigation, full leather, aluminium pedal set, panoramic glass roof and more. All-in-all the value of this Civic was just under £25,000. So, no excuses then. This car is arguably the best platform for Honda to show us what its best seller is made of.
Let’s start with what meets the eye. When I first made contact with the car at the preview it was in a rather bland grey and my immediate impressions were that its appearances came across as a little dull. But my goodness, what a difference a lick of paint can make. In this sensational silver the little styling details that were once hidden now jumped out at me like a startled deer. Though not as bold as its predecessor, it is all in the fine characteristics of this cars design that it conveys its nature. The handsomely contrasting grill sets the cars wedged stance in stone. The protruding rear lights gives the silhouette further definition, and the now visible body lines highlight its premium sculpture.
The premium feel continues inside as quality and attention to detail really are class leading. The cabin cocoons its occupants in high grades of leather and techno-wizardry. Supportive seats that sprout body hugging bolsters provide good levels of comfort and support. Rear legroom is also fantastically vast meaning that the awful question of “are we there yet” will not be caused by cramp. With all the gadgets that this car and its rivals contain it has become par for the course to have a maze of buttons on the console, it is the very same for the Civic. They all make sense and are positioned logically, but I do feel that the number of them is a little excessive. The cabin also houses what Honda call “magic seats” that basically allows you to raise the base of the seat and use that area as a separate loading bay to the boot. We like it, we like it a lot. I mentioned attention to detail not that long ago. How is this for being anal? Honda noted that on the old model, whilst it was raining, the boot lid would drip on people loading the rear of the car. The Japanese resolved this with a tiny gutter that directs the water away from the edge of the boot. Top marks to them for listening to customer feedback.
Now we move to the most important part of the test. How it drives. The 1.8 litre motor, being a VTEC, means that it loves to rev all the way up to 7,000RPM allowing you to preform such tricks as dropping from 6th to 2nd at 40MPH with no fuss. Power delivery is progressive and as mentioned, the more you rev the nuts off it the more enjoyable it becomes. Acceleration is brisk and the gearbox has a very smooth action meaning that your journey from a junction to the speed limit is effortless. The dials are well displayed and the handy speed limiting feature in our car meant that we were safe from speed cameras for today. Dropping a cog and throwing it into a progressive bend revealed that my hesitation of the car being too soft were invalid. Though the steering perhaps could do with a tad more feel, it was direct and the suspension helped balance the car faultlessly. The previous Civic was a little harsh over the bumps but this generation irons them out without falter.
Overall this new Honda Civic is a much more grown up, and in many ways, complete car than the one it replaces. It may not have that same visual statement that it once had but as a machine it is a very commendable piece of engineering, and something the likes of Ford should be very worried about.
Badge snobbery is nothing new. Audi and BMW drivers will tell you the history and prestige of their logos until the cows come home. But what does the symbol on the bonnet of a car mean these days? Because today I have learnt that judging a car by its badge is just like judging a book by its cover. When being told that I was to review Hyundai’s new i40 I was intrigued by its sleek shape but much more overcome with envy as I could have got the keys to the new Range Rover Evoque. Nevertheless it is my job to test anything with wheels and the i40 would be my chariot for the day.
The preconception of a Hyundai tends to draw people to the same singular word. “Cheap.” Well, our test car was certainly not that as with its 1.7 litre diesel and fancy paddle-shifters its cost came to £23,495. Being a large family car and that price means that Hyundai have set themselves up for a fight with the big boys, particularly the class leading Ford Mondeo.
The i40 sets about its mission of changing your assumptions of the car from the moment you lay eyes on it. It is a fantastic piece of design blending sleek lines with muscular features. I was stopped by several people asking what the car was and once told they could not believe it! The handsome looks continue into the cabin with highly sculpted consoles, well crafted panels and high levels of detail. Boot space is also something to be applauded as its generous size puts it on par with the competition. The inside of the car is a genuinely nice place to be and our model with all its toys made life entertaining and relaxing. So we have established that the i40 ticks the boxes in terms of practicality and styling, but what is it like in motion?
Our test cars keyless-go means that providing you have the key on your person the engine will start at the simple touch of a button. A feature that is a clear sign of Hyundai’s progression into a more premium market. On the move the 1.7 diesel pulls rather nicely and noise within the cabin even at motorway speeds is minimal. Good levels of torque mean that the i40 is never shy to make a quick move at a junction, though pottering along at under 1,700rpm the engine is a little grumbly. Ride comfort is par for the class but driving comfort in general scores very highly. I did not feel uncomfortable at any point in the car as the seats provide ample support and the air-conditioning is simply brilliant in this car. The steering, however, is a little lacking in its feedback. It is good, but not outstanding. But get the car onto a motorway and there it will really shine. Good MPG and an astonishing ability to mask its speed, the i40 is very at home on the open road. That said, even for a big car, hitting the sport button on an a-road is still entertaining.
I do have two complaints I’m afraid… Sometimes, particularly around town, the gearbox can be caught napping in that there is just a little to much of a delay between an input and a response. Also due to its sleek shape, the large a-pillars do restrict visibility at junctions. These gripes are by no means huge but in an urban environment the i40 is a big car and this does not help. Yet a vast amount of equipment on the car is standard including the rear camera. Parking the car around town is easy with this tool and the well placed parking sensors do a marvelous job of playing safety net.
The base i40 starts at a very reasonable £18,000 and with the vast quantity of standard equipment that is often found to be optional extras on competitors, the i40 sure makes finical sense. Is it as good as a Mondeo? It is a case of close, but no cigar. The Hyundai i40 is a competitive car in a very competitive market and for that it must be commended. The Mondeo is a bit more of a drivers car and that is why it gets my vote, but if you are after a well priced, tranquil family hauler the i40 must be at least considered. It even comes with a 5 year, unlimited millage warranty!
Well done Hyundai, good job.
I hate Hybrids. Mixing myself and a Hybrid is much like mixing water and electricity, the car tends to conduct my rage with shocking consequences. A day in hell for me would consist of continuously driving a Prius around the M25 whilst listening to the Eco-Nazi’s tell my about how many polar bears I have saved. If the world wants me to drive a Hybrid then it must offer the same as a proper car, in terms of refinement and performance, or surpass it. Right now trading your car for a green party pacifier would be like swapping your perfectly good 32” T.V. for a 15” on the basis that your saving on electricity, you may well go to bed safe in knowledge that a baby seal lives to fight another day but your still going to wake up tomorrow squinting at the screen in a vain attempt to read the football results. So in my mind the New Honda CR-Z was the Hybrids last chance before I totally disregarded them for eternity.
The CR-Z is based on the same chassis as the Honda Civic, so it has the right building blocks as the Civic gives a pleasant ride whilstnot being docile in its feedback. From the top… The Honda CR-Z is designed to be the world’s first “sporty” hybrid offering drivers a claimed 57MPG whilst keeping the excitement of a nimble hatchback. The exterior of the car echo’s back to Honda’s past as styling aspects have been taken directly from the 1981 CR-X. Though inheriting the rather attractive coupe sloping back, the athletics have been thoroughly modernised and I must say as a complete package makes the car a real head turner. Its sharp pointed nose, meaningful bodylines and rather individual rear end are a credit to the Honda design team as it is certainly the most delectable Hybrid I have ever seen. But beauty is only skin deep, once inside will it be the usual assault of cheap plastics and recycled road kill that the average Hybrid greets you with?
Not a dot! The attractive design work is carried into the cabin and even in this base S model it is a generally nice environment to be in. Everything feels securely attached and every button and leaver is very well finished. Don’t let me mislead you, it’s no Rolls-Royce but for a hatchback costing £16,999 and remember the majority of that cost is the yet discussed technology, the CR-Z scores highly. However, the car in this country is marketed as a 2+2 to keep insurance costs down. The result of this is that the wonderful design element of the steeply sloping roofline beheads any occupant in the rear over 4ft tall. Rear leg room is also an issue and so if you want any hope of riding in the back you had best be well versed in the art of human origami. But the key thing you must remember is that the 2+2 trick is a clever ploy by Honda to save you money, if this was sold as a two-seater your insurance would rocket skywards. There is a rather large positive to all this in terms of practicality as with the rear seats folded flat the boot becomes a vast storage facility, so think of the CR-Z as a car with the designed capacity of 2 but it will carry four when the tax man gets suspicious.
Now for the most crucial point in this review and indeed for Hybrids of the future, if this car can’t perform on the road then it is of little use to me. Priming the ignition brings the dashboard to life in a hallucinogenic light show. You are immediately bathed in a deep blue light as various displays appear making the driver’s seat feel much like the bridge on the USS Enterprise. Starting the car with a starter button instantly makes you feel six years old again, but unlike a noisy child the car starts almost in secret. So with the wheels rolling, I feel now would be an appropriate to tell you about some of the astonishing tech within the CR-Z.
The car has 3 modes to choose from and each has an effect on the cars battery as well as the 1.5 litre engine. Econ, or economy forthose of you who don’t speak Honda, aluminates the rev counter in green hinting at the modes intentions. The car reduces power from the engine and replaces it with energy stored in the battery though deceleration. The air conditioning system is also toned down as the entire car wafts tranquilly down the road with its smooth ride and minimal engine noise. It also completely cuts fuel consumption from the engine whilst stationary and uses the battery until you are mobile again. Next up is normal mode and it is here where the dials turn blue again and it rides around balancing performance and environmental responsibility. The car becomes a bit livelier as the engines power is fully utilized and your air-con is no longer under communist control. But it is in Sport where this car really becomes the first Hybrid to have the ability to excite you. Pressing the button turns the dials red, firms up the suspension and steering. But best of all the Battery is used to boost the power from the engine and as we found whilst driving in 2nd and pushing sport, it gives the car an instant surge of torque propelling the CR-Z toward the horizon. The car is agile whilst remaining comfortable for occupants and when you decide to push on it has the grunt to do so.
The CR-Z without its Hybrid badge could have fooled me as it is an utter joy to spend time with. This car is the way forwards for this technology as it not only offers the driver the opportunity to save the polar ice cubes but also use that battery power for his own ends. Other than a few little niggles like the completely unnecessary daytime running lights (daytime generally means that there is light hence the term “DAY” as opposed to night!) I really can’t fault it.
Now all the world needs to do is make all Hybrids this good.
