2014 Honda Civic

2014 Honda Civic

The 2014 Honda Civic sedan and coupe are back in sync. In its 2012 redesign, the Civic emerged with a cheaper interior, more sluggish powertrains, and less crisp handling. Honda faithful revolted–and Honda itself went on a crash program to bring the Civic back up to snuff.

• Interior / Exterior »

With last year’s design tweaks, the Honda Civic added some influence from the latest Honda Accord on the outside, while upping the level of sophistication inside–if not quite in the way the cabin looks, in the way the materials feel.

Surprisingly, Honda made some significant changes then, after the Civic had received a full redesign just a year earlier, for 2012. That’s because many cried foul over the new Civic’s apparent cost-cutting throughout, as well as a a lack of overall detailing that left the newer model looking quite bland.

Those 2013 changes carry over to the 2014 Honda Civic, and while this model doesn’t look particularly edgy or daring, it sizes up well against the competition–both in terms of styling and functionality.



With its “open-mouth” lower bumper and black honeycomb mesh grille, the Civic’s look is a little more chiseled on the outside; and integrated fog lamps help punctuate the look in the upper trims, with new clear-lens cornering lamps (plus a chrome finishing bar in back and new Accord-like rear bumper design). From the rear, the lights and rear fascia serve to widen the look just a bit, although we’re not big fans of the generic wide chrome bar that runs across the edge of the trunklid, connecting the taillamps.
Fundamentally, the Civic’s footprint and stance haven’t changed much in many years. In this current generation, its flanks are a little more sculpted—including a raked-upward character line—yet the roofline looks remarkably familiar.
Sporty 2014 Honda Civic Si models do get a set of racier upgrades—including new wheels, a blacked-out eggcrate grille, chrome-tipped exhausts, and a noticeable rear spoiler—that are bound to draw a little more attention. To complement that, there’s a sportier theme inside: darker trim, sport seats, and details like a leather-wrapped steering wheel.
The Civic Hybrid, on the other hand, blends in with the rest of the line—with the exception being different wheels and a (marginally) unique front fascia, as well as a small spoiler on the trunk lid.
Inside, the funky, oddly contoured, and asymmetrical instrument panel is probably what you’ll first notice. Honda completely redid the materials for it last year, subbing in soft-touch surfaces, and the vast spans of grained gray plastic have been replaced with darker trims.
The upper tier of the dash is covered with a softer padded surface that extends around to the upper door trims (to the front doors, at least). Seat upholsteries were updated just last year, including faux-stitching that recurs throughout. Along with some of the other detailing, it helps with first impressions but up close it’s not all that.

• Performance »

The 2014 Honda Civic isn’t one of the more exciting compact sedans to drive, but thanks to the additional refinements added this past model year, it’s one of the more enjoyable to drive.

Last year, Honda made some modest suspension changes (firmer springs, stiffer anti-roll bar, quieter bushings, and quicker steering ratio), and altogether they go a long way toward making this staid compact sedan feel a little perkier again. We think the steering might be a little too light and quick, but the mild retune (and greater noise-reducing measures) given to the suspension makes it feel more settled–both in ride quality and handling in tight corners.

Performance is respectable from the 140-horsepower, 1.8-liter four-cylinder engine that’s included in all but the Si, Hybrid, and Natural Gas. It’s paired with a five-speed manual, or new continuously variable automatic transmission (CVT) that, for the most part, works quite well, with a natural, even feel to acceleration. It’s neither an engine worth working into its high rev ranges, nor one that’s all that torquey in the low revs.
Several other different models of the 2014 Civic—including standard gasoline versions, a Hybrid, the sporty Si, and a Natural Gas version—each drive a little bit differently.
The 2014 Civic Hybrid is a “mild hybrid,” meaning it can’t move the car on electric power alone. This is Honda’s first hybrid with a lithium-ion battery pack, which takes up relatively little room in the trunk and weighs far less than the older nickel-metal-hydride battery in its predecessor. A very thin 15-kilowatt (22-horsepower) electric motor, inserted between the 1.5-liter engine and Honda’s continuously variable transmission (CVT), provides a level of boost that’s weak, yet enough to maintain steady city speeds (up to 36 mph) for short distances. The Civic Hybrid can’t accelerate in electric-only mode at low speeds, like that of the Prius, however. Because the Civic Hybrid has to restart its engine to move away from a dead stop, it’s not as smooth to drive as a Prius-style full hybrid.
Si models get a more muscly 201-hp, 2.4-liter four, along with various performance upgrades. But it doesn’t feel quite as sharp as its predecessor, with increased road noise as well. As always, you still have to spin the engine toward its 7000-rpm redline to extract the most power.

Front brake rotors were also given an upgrade throughout the Civic model line this past year, and stops are confident, although we’ve found brake feel a little mushy.

Performance is one area where the 2014 Honda Civic is mostly unchanged–although some modest suspension changes (firmer springs, stiffer anti-roll bar, quieter bushings, and quicker steering ratio) go a long way toward making this staid compact sedan feel a little perkier again. Much of the lineup continues with the 140-horsepower, 1.8-liter four-cylinder engine. But for 2014, the five-speed automatic is being retired, in favor of a new continuously variable automatic transmission (CVT) — or you can still get a five-speed manual on much of the lineup. Si models get a more muscly 201-hp, 2.4-liter four, and Civic Hybrid models will be back with their IMA mild-hybrid system that provides EPA ratings of 44 mpg, city and highway.

Steering is probably still the biggest letdown; it’s overly light and too quick. But the Civic’s mild retuning gives it better composure. Ride quality feels a bit more settled than in the 2012 car. Front brake rotors also get an upgrade in size, although we’ve noted that brake feel is a little mushy.

The most recent Civic has received some structural upgrades, and based on crash tests, its occupant protection is better than ever. It’s achieved top ‘good’ ratings in the new small overlap frontal test, and it’s now an IIHS Top Safety Pick+. Safety-feature content has been bolstered, too, with the introduction of a new SmartVent airbag design—like what’s been introduced in the 2013 Accord—and the Civic Hybrid will get standard Forward Collision Warning (FCW) and Lane Departure Warning (LDW) systems.
Features are the other area where the Civic was most changed for 2013; those upgrades carry over this year. Honda has in the past saved some of its best, most useful features only for its top models, but all Civics get Bluetooth hands-free calling connectivity and audio streaming, text-message functionality, Pandora integration, and a rearview camera system. In addition, navigation systems have been upgraded with more points of interest and a new FM-based (subscription-free) traffic service). Whichever trim level you go with, we’d advise you go without the nav system, as the base audio system’s interface is better and more intuitive.
Photo Gallery: Honda USA

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