Just because certain manufacturers deny Canadian car zealots of some of their better products, doesn’t mean you can’t read about them. Here is the fourteenth in our Unrequited Love series courtesy of our friends at thecarenthusiast.com

May 25, 2007 - We first drove a new Civic last year and were left thoroughly impressed by the style and practicality of the package, as well as Honda's courage to bring such a radical departure from its traditional conservative efforts to the marketplace. A year on and the range is now filling out with more sporting derivatives in the shape of the Type R range-topper and the car under test here, the Type S.

The rakish looks of the basic car are further enhanced by the cleaner profile of the three-door shell. It's a very striking car, as is the five-door, but the reduction of the number of doors somehow appears to leave the car in the form its designers intended when it was on their drawing board. We like it a lot. It's distinctive and different and a truly welcome departure from the majority of the relatively bland and anonymous opposition. Honda really has to be applauded and admired for its guts in pushing a radical design through to production. It's hard to pick fault, our only reservation being the slightly tacky silver filler cap that looks a little out of place.



Entering the car - via a noticeably longer and heavier door that offers good access to the rear - the striking interior is a bit of a shocker when you haven't seen it for a while. The multi-tiered contoured dash looks busy and cluttered, but once you're inside and have had a few minutes to find your way around, the usual sound Honda ergonomics shine through. Compared to the ES model we drove last year the more sporting overtones are clear: sculpted black Alcantara seats with silver stitching, leather-bound steering wheel and gear lever gaiter and aluminium footrests and pedals are among the visual aspects that differentiate this car as something altogether more driver-focused.

Once in situ and comfortable in the new sports seat, I did find the seat belt hard to reach; you have to pull it with your left hand rather than awkwardly bending your right; it feels unnatural at first, but it's another trait that you get used to. The seat and steering wheel offer a good range of adjustment to get comfortable and it's quickly obvious that the majority of the controls that matter fall immediately to the finger tip. The steering wheel features many minor controls such as those for stereo, cruise control and satellite navigation voice recognition. Again, more ergonomic common sense.



 A twist of the key illuminates the brightly lit dash and pushing the red starter button causes the engine to burst into life. In this case the engine in question is Honda's excellent 2.2-litre four-cylinder i-CTDi engine we've enjoyed previously in CR-V and Accord. Here in the Civic the 128bhp and 251lb.ft of torque go further in terms of performance courtesy of the significantly lighter kerbweight. Until the addition of the Type R, the Type S, specifically the diesel model as tested here, was the fastest Civic in the line up.

There is more engine noise in the Civic than we noticed in the Accord, but the characteristic diesel thrum is never uncouth, unpleasant or overly intrusive. In everyday use it is quiet and efficient and, thanks to the slick six-speed 'box, provides an excellent blend of performance, economy and refinement. As comfortable cruising on the motorway as it was being revved out on B-roads, the i-CTDi remains one of the finest diesels on the market at the moment.



For the most part our week with the Type S was spent on motorways where, with the engine revving at a relatively low speed, it was quite comfortable and sipped fuel at around 42mpg. There is always plenty of punch in reserve and it is a soothing and relaxing travelling companion. This being the Type S though it was away from this environment we wanted to try the car.

On our favourite B-roads the retuned suspension and quicker steering paid dividends as the car felt much tauter and keen to react than the standard car. New spring and damper rates and a wider rear track enhance the Type S's handling noticeably. As you'd expect, it falls someway short of the Type R's fireworks, but nonetheless is fun and capable. The new rear suspension design does appear to have robbed the Civic of some of the body control when compared to the outgoing model, but the trade-off in terms of cost and interior space may well be justifiable to many.



We haven't driven the new Type R at the time of writing, but in the meantime the diesel engine remains the best powerplant in the Civic line-up. It's the one to have in any version other than the Type R, offering not just the best economy under most circumstances, but appreciably more relaxed and punchy performance. It has as much power as most would need.

Around town the Type S is a pleasant to drive as any other Honda with the only downside of the Civic's design manifesting itself via the rear view mirror. That shaped rear screen causes a significant blind spot at times and the convex shape does distort the view of the outside world; at low speed it also proves something of an issue in the wet as there is no rear wiper to clear it. Whether this is an issue is individual taste, but do pay particular attention to this aspect when you check the car out.



And check it out you should. The Type S is a well-rounded package offering fun, performance and practicality as well as generous equipment levels, rakish looks and, in diesel form, low running costs. In comparison to the competition in the form of the Astra Sport Hatch and Focus, the Civic is a much more distinctive offering. It does come at a premium over some of the alternatives, but much of this expense would be recovered at time of resale thanks to the superior residuals.