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- LeftLaneNewsPerformance from the naturally-aspirated 2.0L four-cylinder compares favorably to the competition when equipped with the six-speed manual, but the CVT option saps most of its get-up-and-go. While the engine sounds like it is working hard under full throttle, the CVT prevents that noise from being turned into any kind of significant forward progress.
- NYDailyNewsThe 2.0-liter, on the other hand, loses steam unless you keep it towards the higher end of the rev range, something that is hard to do when a belt system is controlling the power output. We had a chance to sample a bone-stock, 6-speed-manual Civic LX with the naturally aspirated unit, and its operating procedure was much more typical of Hondas past: rev the heck out of it to get ample power.
- Driving.caThe lack of a manual mode or paddle shifters was disappointing, but it does bring stellar economy: 7.6 L/100 km in the city and 5.5 on the highway, and this is all in spite of being two seconds faster than the 2.0-litre engine. It also consumes regular gasoline.
- AutoWeekThe interior on the base LX feels a little cheap considering Honda’s promise of premium appointments at entry-level pricing.
- MotorTrendThe sloping roofline affects passenger entry into the rear, and it’s visually hard to believe there’s more back-seat space as the official specs attest. You do seem to sit deeper into the rear bench, so friend and family ride-alongs should be fine as long as they’re not terribly tall and won’t bump their heads getting in and out.
- KBBThe cabin felt roomy, with more headroom and legroom than expected in the back seats (passengers well over six feet tall fit comfortably), and the interior is quieter than in past Civics. One quibble: there is a shelf-like platform on the bottom of either side of the back seats, which takes away foot room on the sides and makes it harder to get out.
- LeftLaneNewsThe story is a little different at the rear of the Civic where thick C-pillars can block the driver's view. However, the Civic does come with Honda's Lane Watch, which uses a camera mounted on the passenger's side mirror to project any potential hazards lurking in the side blind spot on the car's infotainment screen. The system automatically activates anytime the right-hand turn signal is turned on.
- LeftLaneNews.comThe screen itself offers good resolution and is general response to touch inputs. The unit also supports the latest Apple CarPlay and Android Auto systems. However, we still can't get used to the volume slider button. To make matters worse, that slider has migrated to the steering wheel where it is just as difficult to make incremental volume changes. Luckily you can still click up or down, in addition to the slide feature, if you choose.
- Examiner.comAnother factor that will likely drive some buyers to the Civic's competition is its price. While the Honda's price tag is reasonable, and while its class-leading fuel efficiency adds to its value proposition, the fact remains that a number of rather nice compact cars sell for less money. The Toyota Corolla – for many buyers, the top competitor to the Civic – doesn't have the Honda's polished driving dynamics or long list of features, but it's generally pleasant to drive and generally costs several thousand dollars less than the Civic, depending on what options you want. The Hyundai Elantra is another strong value proposition – the Civic is probably better in each way (except the simplicity of its controls), but not necessarily so much better that it's worth paying a lot more for.
And if you're craving the most driving enjoyment from a compact economy car, you'll still want to shop the Mazda3. If the Mazda's higher price and tighter interior volume make you cross it off your list, the Civic's performance isn't half bad, but it would be a car you're accepting rather than truly desiring.
They're based on the test cycles. In turn, you can bet the engine has been tuned to use a minimum of boost to drive the cycles. This is the legal version of what VW was doing with TDI emissions.Are the MPG numbers posted based on not utilizing the turbo ?
That low boost setting might also be for reliability, I think demanding too much of it can start to tap into reliability.They're based on the test cycles. In turn, you can bet the engine has been tuned to use a minimum of boost to drive the cycles. This is the legal version of what VW was doing with TDI emissions.
I agree, out of the information out there on the CVT setup, it's not what will discourage me from getting one if that ends up being the case. However I see this more of something to be aware of in comparison to what else is available in the industry.I've been around CVTs for quite some time, but not in a commuter type vehicle. I agree with some of the posts above, a lot of the discontent is undoubtedly caused by inexperience. While I would not buy a CVT Civic, I can appreciate the benefits it does provide. They just do not outweigh the downsides, for me.
It's true DCT has almost as many complaints as CVTs do, honda themselves even said at one point the reason they DON'T do a DCT in the civic is because americans don't like them. BUT. Honda also found a way around alot of the low speed lurching and issues the DCT has by using it in conjunction with a torque converter to help low speed operation.That said, many people do not like DCT transmissions either. Many many complaints and dealer visits due to "broke" transmissions because of the low speed lurching and such they are inherent to. Ford has learned that on the Focus that is for sure and there are other examples too. Apparently people just don't like change lol!
Ford has been sued for their DCT in the Focus and Fiesta. Dodge has issues with the Dart and Fiat on a few of theirs too. Americans don't like the DCT any more than the CVT.
From what I've seen, it's a huge improvement over the lame 2015 Civic in every way except maybe bugginess of the infotainment.I think overall it is a HUGE improvement over the 2015 Civic styling.
It's true DCT has almost as many complaints as CVTs do, honda themselves even said at one point the reason they DON'T do a DCT in the civic is because americans don't like them. BUT. Honda also found a way around alot of the low speed lurching and issues the DCT has by using it in conjunction with a torque converter to help low speed operation.
I remember besides Ford and Dodge having issues, Hyundai's application of a DCT in the base veloster didn't work out so well either. (the turbo got a traditional 6 speed auto) and i think now they've thrown out the DCT and used the same 6 speed even for the base velosters.
My personal thinking is that DCTs really only have merit in cars with 200+ horsepower, any less and it starts making less of a case for itself over a CVT or traditional automatic.
