Used Honda Civic Hatchback 2012-2017 review

The British-built ninth-generation Honda Civic arrived in 2012, a continuation of the popular family hatchback whose durability and dependability had already won it plenty of fans.

With its latest rival for the Ford Focus, Volkswagen Golf, Vauxhall Astra et al, Honda’s intention was to carry over the advantages of the previous generation, such as the spacious interior and excellent reliability, while making the Civic more enjoyable to drive.

On the space front, the Mk9 certainly appeals, with a boot that is comfortably bigger than you’ll find in rivals. The Tourer estate model that arrived in 2014 was so vast that is offered more load space than some cars in the class above.

However, head room in the rear of the hatchback is stingy, so it’s not a car for carrying four tall adults. But legroom is good and Honda’s ‘Magic Seats’ can either fold completely flat or flip up at the base to create additional space for carrying tall items.

Storage up front is merely average, not that you’ll notice because your entire focus will be on trying to decipher the complicated dashboard design. The mass of buttons is complicated to work out, while the unusual layered dials are obscured for some drivers unless the steering wheel is set in its lowest position.

Speaking of obscured, the split rear windscreen creates a large blind spot which means you can lose whole cars in your rear vision. For the same reason, parking is also more difficult than in the Civic’s rivals, so it’s worth noting that all but entry-level trim feature a reversing camera.

The engine range from launch consisted of 1.4- and 1.8-litre petrols and a 2.2-litre diesel, with a CVT automatic gearbox available only with the larger petrol engine. A 1.6-litre diesel followed later, offering improved fuel economy and sub-100g/km CO2 emissions.

While ride comfort is much improved over the older car, it’s still no match for the VW Golf, and there’s rather a lot of engine and road noise at motorway speeds, particularly if you opt for a petrol model. It’s also worth noting that the 1.4-litre petrol delivers only adequate performance, so isn’t great for overtaking slower traffic.

On a twisty road, the Civic offers lots of grip and turns in well enough, but its steering is too remote to be able to call it truly fun. If that’s the kind of experience you’re after, then have a look instead at the extreme Type-R model, which was launched in 2015 and is a very different kind of car to a standard Civic.

A mid-life facelift in September 2014 resulted in a few styling tweaks and improved specifications across the range, including the introduction of a new Honda Connect touchscreen system and autonomous emergency braking as standard.

Honda’s reputation for building reliable cars means the Civic stands up well as a used buy, which in turn keeps prices robust compared with some of its rivals. The Mk9 starts from about £4,500 for a high-mileage car, most of which are diesels. For something that’s covered a more favourable 10,000 miles per year, expect to pay closer to £6,500, and be aware that diesels command higher prices than petrol cars.

If you’re after an automatic, budget for at least £7,500, while Civic Tourer estates start from £12,000.

Go for the 1.6-litre diesel and running costs will be particularly low. In the Civic, this engine returned 78.5mpg in official Government fuel tests, and will top 65mpg in normal driving. Not only that, but because it only emits 94g/km of CO2, it’s also free to tax. The 2.2-litre diesel is thirstier, but you can still expect 55mpg in normal driving and it’s still only £20 per year to tax.

Assuming you choose a car with a manual gearbox, both petrol engines will exceed 40mpg, with the 1.4 costing £110 per year to tax and the 1.8 costing £130 per year. Opt for the 1.8-litre petrol engine with the automatic gearbox and you can expect more like 35mpg in everyday use, along with an annual tax bill for £145.

Servicing is required every 12 months or 12,500 miles, and costs are slightly higher than the equivalent Ford or Vauxhall. It’s also worth noting that diesel engines cost £20 more to service than petrol, plus there’s a £75 premium to pay on servicing for Civics equipped with the CVT automatic.

At launch, the Mk9 Honda Civic was available in SE, ES, EX and EX GT versions. SE featured 16in alloys, climate control and a USB socket so that you could play a portable music device through the car’s speaker. Upgrading to ES added cruise control, a reversing camera, dual-zone climate control and Bluetooth connectivity. A sat-nav upgrade called T-Grade could be added to SE and ES trims.

EX represented Honda adding a bit of luxury to the Civic, and thus included heated leather seats, satnav and an upgraded stereo. To this, EX GT added keyless entry, front and rear parking sensors, 17-inch wheels and a panoramic glass roof.

As of the 2014 facelift, Honda tweaked the spec to start with S which came with climate control, Bluetooth and alloy wheels. SE Plus supplemented this with cruise control, a reversing camera and automatic lights and wipers, while SR threw in heated leather seats and satnav. EX Plus once again added keyless entry among its list of desirable and expensive extras which also included LED headlights and blue ambient lighting.

Our favourite Honda Civic: 1.6 i-DTEC ES

For another extremely reliable Japanese hatchback of the Civic’s size don’t rule out the Toyota Auris, even if it is rather dull to drive. Look to Europe instead and it’s impossible to ignore the Volkswagen Golf as a fine all-rounder, the Ford Focus as being the most fun family car to drive, or the Vauxhall Astra for the sheer value for money it offers.

If you prefer something with a longer warranty and don’t mind sacrificing some of the Civic’s hi-tech feel for a newer car with a lower mileage, it is also worth considering a Korean car in the shape of the Hyundai i30 or Kia Cee’d.

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