2016 Honda Civic Sedan
Like the auto industry itself, it’s been quite a roller coaster of late for the Honda Civic. After its 2011 redesign was met with much disdain by professional car testers, it was hastily re-done just a year later. But, there was only so much they could do. It would take a full reengineering to return the Civic back to its accustomed pedestal. Well now it’s arrived, the 10th generation Honda Civic. So, let’s see if it still deserves its perch.
Redesigning the Honda Civic is surely a tightrope act that even the Flying Wallendas would think twice about. On one hand, people have extremely high expectations of what a Civic is and should be; and on the other hand people want to see lots of improvements that make upgrading worth it. And much like an extremely dangerous high wire act, getting it wrong would be a real disaster.
So, Honda’s goal for the 2016 Civic; like any stunt performer will tell you, is to do all of the prep work possible, leaving nothing to chance. For Honda, that means making it better in every possible way.
Starting it off, there’s some exciting news under the hood for a change, 2 new 4-cylinder engines. A 158-horsepower 2.0-liter, and a 174-horsepower 1.5-liter turbo that spins up 162 lb-ft. of torque.
The tiny turbo is the more intriguing of the two, and the one we spent the most time with on our first drive opportunity just outside of New York City.
It’s a little bit laggy with power delivery, clearly feeling more entry level than sporty. But S mode tightens things up, though not so much that you can’t leave it in there all of the time, which we eventually did.
The CVT transmission attached to it does the best job yet of acting like a real automatic, unless you’re keeping it pinned for extended periods a la highway on ramps. And even then, it’s fairly quiet.
Government Fuel Economy Ratings aren’t official, but Honda puts the 1.5-liter at 31-City, 42-Highway, and 35-Combined. The 2.0-liter is remarkably similar at 31-City, 41-Highway, and 35-Combined with a CVT. A 6-speed manual is also available with the 2.0-liter.
Coupe and first time 5-door hatchback body styles will be available, but sales will start off with the bread and butter 4-door sedan.
It’s still highly recognizable, but the new Civic sedan has gotten a lot more stylish with a coupe flavored silhouette, exaggerated fenders, and very aggressive looking face with LED running lights.
Wheelbase is 1.2-inches longer than before at 106.3; and overall length sees a gain of almost 3-inches. It also sits lower and wider.
Of course that adds to interior space which now feels more mid-size than compact. There is plenty of room up front; with more than expected hip, leg, and head room in back, even when equipped with a sunroof. Trunk space also sees a big boost to 15.1 cubic-ft.
Seat comfort is very good and the low seating position is reminiscent of 80’s Japanese cars. Small A-pillars and a big windshield provides the typical Honda great visibility, aided by big side mirrors and a standard backup camera.
The dash is very linear looking without much to break up the flow. Both fit-and-finish and material quality are impressive. Thankfully the two tiered gauge experiment has come to an end.
Despite our turbocharged car’s lag time at launch, we were off to a decent 0-60 time of 7.5 seconds. With both the little turbo cranked and CVT screaming, the ¼-mile passed in a respectable 15.7-seconds at 93 miles-per-hour.
Through the cones there is a noticeably firmer feel, and a lot less understeer than before. Throw on beefier tires with actual grip, and Honda might really have something here. The steering stiffens up as you go, but it’s a very artificial feel, not necessarily a helpful one.
Civic pricing is up slightly, but remains under 20G’s, with a base, well equipped LX Sedan starting at $19,475. Top Touring trim with the turbo and Honda Sensing accident avoidance package begins at $27,335.
Despite recent journalistic pans, the Civic has remained a compact car sales leader. Still, Honda took no chances this time around, and has updated everything possible in the 2016 Civic. Looks like the 10th time is a charm.
Specifications
- Engine: 1.5 liter turbo
- Horsepower: 174
- Torque: 162 lb-ft.
- 0-60 mph: 7.5 seconds
- 1/4 mile: 15.7 seconds @ 93 mph
- EPA: 31 mpg city/ 42 mpg highway,
2025 Nissan Kicks
More Kicks To Kick Around In
Nissan began kicking around the idea of replacing their subcompact Juke with a much more modern crossover ute more than a decade ago. But it wasn’t until 2018 that the Kicks finally stepped onto our shores. Turned out it was a smart move, one that Nissan hopes to build upon with this all-new second generation kicks. So, let’s see if it kicks up more good things for Nissan.
SUVs, “small” utility vehicles in this case, remain the hottest wheels going, with carmakers putting a herculean effort into making them as appealing as possible to as wide of an audience as possible. That brings us to this 2025 Nissan Kicks.
What started out in 2018 as a more mainstream replacement for Nissan’s funky, entry-level ute Juke, has now evolved into a fine-looking SUV with impressive substance. While even the first Kicks looked way better than the Juke ever could, this one doubles down with some upscale Murano flavor, though the wide stance and exaggerated rear fenders do pay homage to the Juke. The unique patterns and textures around the lower body are designed to resemble high-end sneakers or “kicks”. Top SR makes the most of it with available 19-inch wheels, black accents, and full LED lighting.
This second gen is now bigger in every dimension, just under an inch taller, an inch and a half wider, and almost 3 inches longer; and even ground clearance gets a nice boost to a healthy 8.4 inches. There’s a new engine, too, staying naturally aspirated, but growing from 1.6 liters to 2.0 liters, and gaining 19 horsepower to 141. Torque gains are more impressive from 114 to 140 lb-ft. Bigger news is that all-wheel-drive is now available, as the original was front-drive only. And while we’re talking about that first gen, don’t get confused, as there is also a 2025 Nissan Kicks Play, which is actually a budget carryover of that first-gen Kicks.
Kicking off our track time, there’s a nice hit of initial spirit off the line, but then power delivery settles down and you take a slow CVT crawl down the track. It took us 10.7 seconds to hit 60 mph, a full second slower than the 2018 original. But it does seem to pick up the pace a bit further on, ending the quarter-mile at 18-flat and 78 mph. Engine noise is expectedly elevated, and even though there are simulated shifts happening in the CVT, it doesn’t really help the pace. Drive modes include Normal, Eco, Sport, and Snow, which comes only with all-wheel drive.
There was substantial grip and good balance, steering was light and it provided a respectable amount of feedback.
Now, it was a completely different experience on our handling course. Here, the Kicks kicked it up a nice notch for its class. There was substantial grip and good balance, steering was light and it provided a respectable amount of feedback. The suspension was firm and willing, with very little body roll and no notable understeer or oversteer. Overall, a quite pleasant cone trip.
All-wheel-drive models come with a suspension upgrade, replacing the rear’s simple twist beam setup with a multi-link arrangement, and adding a thicker stabilizer bar to the independent strut front. It was also quite commendable in braking with consistent, straight stops from 60 of only 106 feet.
Bigger dimensions allow for a nice upward movement in space inside the Kicks’ five-seat cabin. Plus, a tech upgrade has definitely taken place with all but base S trim getting wireless phone charging and a new 12.3-inch touchscreen. Top SR adds a 12.3-inch gauge display; and comes with a leather-wrapped steering wheel, simulated-leather trimmed seats, and surround-view camera. Nissan spreads the supportive Zero Gravity seats to both rows, so even back seat dwellers get well above average comfort for this price point. AWD hardware and suspension does necessitate a higher cargo floor and a bit less cargo capacity, 23.9 cu.-ft. instead of 29.2; max is 50.1 with seatbacks folded.
Government Fuel Economy Ratings with all-wheel-drive are 27 city, 34 highway, and 30 combined. Our average was right on at 30.4 mpg of regular. While the new Kicks is certainly better to look at, it remains exceptionally affordable, beginning at $23,220; top SR starts at $27,570. All-wheel drive is available with all trims for $1,500.
The original Nissan Kicks existed almost totally as a value leader. And while the value proposition of the 2025 Nissan Kicks remains very high, it has upped its own ante to be a far more interesting and appealing small SUV to see, to drive, and to be driven in. We think Nissan put this one straight through the uprights!
Specifications
As Tested
- Engine: NA 2.0-liter I-4
- Transmission: CVT
- Horsepower: 141
- Torque: 140 lb-ft.
- EPA: 27 City | 34 Highway | 30 Combined
- 0-60 mph: 10.7 seconds
- 1/4 Mile: 18.0 seconds at 78 mph
- Braking, 60-0 (avg.): 106 feet
- MW Fuel Economy: 30.4 mpg