Complementing the instrument lighting is the blue fabric clothing the seats and door panels. The sharply-raked windshield requires van-type mini-windows and hectares of plastic dashboard, but the design looks well integrated and provides plenty of front legroom. Front seats are supportive and comfortable. The tilt-telescope steering wheel allows perfect positioning, and it feels properly meaty (and it also looks like a Cylon). The Civic still has the most spacious rear seat in the compact class, thanks mostly to the unique flat-floor design.

Secondary controls are efficiently laid out using rotary main controls for audio and aircon. The Z-shaped handbrake falls easily to hand while taking up minimal space. That leaves a center console large enough for a Type-2 phaser, and a classy sliding cover to keep it hidden away. There are several other cubbyholes, including a small ledge for your iPod. The auxiliary input for the stereo is just above it, making for a very convenient connection. The built-in audio system delivers robust sound, and it incorporates an auto-volume control that adjusts to vehicle speed.

Another convention to fall is the 1.6-liter engine displacement. With that tax-induced constraint now removed, Honda has installed a 1.8 as the base engine for the Civic. To those fretting about fuel bills, Honda promises that this engine will provide the fuel efficiency of a 1.5-liter, and provide the power of a 2.0-liter to boot. Is this claim too good to be true?

On paper, the Civic seems to have the needed firepower. The i-VTEC engine incorporates infinitely-variable valve timing and switches to a more aggressive camshaft profile at higher revs. The result is 140 hp and 177 Nm.

A manual transmission is standard, but our test car was equipped with the five-speed automatic. Shifting is smooth and responsive. Fifth is an overdrive gear meant mainly for highway driving. Cruising at 100 km/h in top gear sees the engine ticking over at around 1900 rpm, instead of 2500 rpm as with most four-speeds. This reduces fuel consumption and cabin noise. Over a week of mixed city and highway driving, with no undue effort to drive efficiently, the Civic returned an impressve 12.4 km/liter.

The Civic’s steering reacts like a whipcrack glare from Commander Adama. If your driving involves holding the steering wheel in one hand while the other fondles a cellphone, coffee cup, or the hand of your passenger, you’d better watch out. The quick and flab-free steering doesn’t take too kindly to being ignored. For enthusiastic drivers, it’s a delight, rewarding with precision.

The Civic manages to avoid the downsides of responsive steering. It’s steady on the highway and doesn’t require constant correction. The suspension filters out bumps and maintains its composure even when subjected to potholes and ragged surfaces. With its excellent suppression of engine noise, it’s too bad that the Civic lets in a lot of road noise, particularly from the front tires.

Safety is better than on any previous Civic, with features that are the most complete in its class.  The Civic comes with Vehicle Stability Assist and four airbags for the 2.0 liter model, and ABS-EBD standard except on the base 1.8V.  The Civic features four-wheel independent suspension, with Honda’s trademark double wishbone setup in the rear, with disc brakes on all four corners.

Honda has pulled out all stops to make sure that its core sedan is once again on top. Cutting-edge styling? Roomiest and most high-tech interior? Best ride-handling combination? Best in class? Check on all counts—mission accomplished.

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