2021 Honda Civic VTi-LX hatch review

A new 11th-generation Honda Civic is just around the corner, but some recent time in the outgoing flagship VTi-LX reminds us that the familiar compact hatch can still impress with excellent dynamics and versatile packaging.

Topping the mainstream Civic range at $36,600 before on-road costs, the feature-rich Civic VTi-LX hatch is powered by a 1.5-litre turbocharged four-cylinder petrol engine and feeds 127kW/220Nm through the front wheels via an automatic continuously variable transmission (CVT).

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You can have the same mechanical package for $5500 less by opting for the VTi-L, which also packs dual-zone climate control, automatic headlights and wipers, digital radio, 17-inch alloy wheels and the Honda Sensing suite of active safety features.

The sporty RS gains its own bodykit and shaves $1000 off the range-topping VTi-LX but shares the electric sunroof, leather trim, heated front seats, power-adjustable driver’s seat, LED headlights and an upgraded stereo while missing out on the integrated sat-nav.

It’s a generous amount of standard equipment for the price that encapsulates the Civic’s functional and no-fuss mien.

Despite nearing the end of its lifecycle, sliding into the low-slung cabin still feels reasonably premium for this day and age. It feels roomy from the front seat, too, thanks to its low seating position and a tall, shallow dashboard. There are various ingenious pockets and storage binnacles within arm’s reach, with a wireless phone charger, 12-volt socket, USB and HDMI ports located under the central stack.

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The cabin may lack the X-factor of younger rivals due to some ageing design cues but the leather seats are comfy and most touchpoints and interfaces are clearly legible and straightforward.

Giving away the Civic's age is a central 7.0-inch touchscreen isn’t the highest-resolution unit, is angled in a way that catches glare through the sunroof and has runs dated software that can be clunky to use. The included wired smartphone mirroring, however, makes for an easy solution.

Rear passengers are no longer penalised in the way they were in previous Civic hatches, the 10th-generation sedans and hatchbacks moving to share the same platform. Subsequently, rear passenger comfort is virtually the same as the 13cm-longer Civic sedan, with rear legroom up there with the best of the segment. A lack of rear air vents may be a sore point for some, however.

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Beyond the second row lies one of the Civic hatchback’s main party tricks.

Lifting the wide hatch reveals a huge aperture for ease of loading large goods. The short hatchback’s 414-litre luggage capacity yields 105 litres to the longer sedan (519 litres) but easily eclipses that of its main rivals such as the Hyundai i30 (395 litres) and Mazda 3 (295 litres).

The rear seats are split 60/40, folding almost flat to greatly expand the cargo space. An ingenious side-scrolling cargo blind keeps your items away from prying eyes while a space-saver spare under the boot floor ensures you won’t be left stranded in the event of a puncture.

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It’s not just clever packaging where the Civic is still able to impress, however, with keen and enjoyable dynamics that still stand up among current offerings in the small car segment.

The turbocharged 1.5-litre mill found in the VTi-LX (and lower VTi-L and RS variants) is the pick of the range, adding bandwidth and flexibility that the breathless 104kW/174Nm naturally aspirated 1.8-litre simply can’t match.

It also drops the 1.8L Civic’s claimed 0-100km/h time from a glacial 9.2 seconds to an agreeable 7.6 seconds in the turbo. The gain in performance doesn’t come at the cost of fuel economy either, as less stress on the powerplant is required to get the car moving.

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Being smaller but more powerful, the 1.5-litre engine delivers a claimed combined-cycle consumption of 6.1L/100km while our test car returned 8.4L/100km from a week of hustling about inner-city Melbourne.

The steering is very well-judged, possessing an intrinsically light and fast rack that weights up progressively with input and speed. The Civic also employs torque vectoring by brake, which makes the front-end feel remarkably nimble.

Adding to the popular Honda’s deceptive agility is an inherently well-balanced chassis that feels taut, with impressive body control, yet refined and compliant. Multi-link rear suspension was new for this generation and added a welcome level of sophistication to the Civic’s ride. Even with the VTi-LX’s upsized 17-inch rolling stock, the Civic remains composed and comfy over bumps and juts in the road.

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While it’s not positioned as an outwardly 'sporty' offering, in the dynamics department the Civic is genuinely rewarding to drive around town, being deceptively agile in the way it covers ground and ‘pulls’ you through corners.

The CVT is the sole transmission choice and can take the shine off the experience somewhat, as it struggles to make up its mind when faced with changing inclines and can display similar indecision when maintaining a constant cruise.

Each new Civic is backed up by Honda’s five-year/unlimited-kilometre warranty with servicing required annually, or every 10,000km. ANCAP has also awarded the mainstream Civic range a five-star rating.

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The 10th generation of Honda’s perennial small car may be beginning to show its age but the outgoing flagship endures as a capable and feature-rich dark horse within a hotly contested segment.

It may lack the intangible soul-stirring X-factor that younger rivals may bring, but that’s no fault of its own and the Civic still charms with innovative ergonomics, ingenious solutions, generous active safety equipment and joyful dynamics.

With a new generation Honda Civic waiting in the wings, our reappraisal of the outgoing Civic flagship, and its flashes of greatness, only bolsters our expectations for the new one. The humble Honda Civic is still a good car, and we’re excited by the prospect that the next one could be even better.

Honda Civic VTi-LX specs

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