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The watershed. Rather than celebrate its arrival on the threshold of middle age with a bigger, blander and less engaging car - why break a run - the seventh and current Civic range was a true mould-breaker. The dull, almost anonymous lines of the outgoing car were replaced by a completely different profile that married everyday hatchback versatility with voluminous people-carrying capacity. It also jumped class, its increased physical dimensions pushing it into the Golf/Focus/Astra category.
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Perhaps Honda was stung by the criticism levelled by motoring publications at the last few Civic generations, or perhaps the new tide of sharply styled European rivals inspired its designers - whatever the reason, the current Civic is unique and instantly recognisable. A global car with three and five-door versions as well as the spin-off Stream people carrier, the Civic has a silhouette like no other car in its class. It's a full 50mm higher that the car it replaces and its steeply raked windscreen - reminiscent of the fourth generation - is complemented by an equally steep bonnet line leaving virtually no nose to speak off.
Inside, the traditional floor-mounted gearlever is replaced by a stubby lever on the dashboard, freeing up internal space. Another first - for the Civic - has been the introduction of diesel engines. Developed in conjunction with Isuzu but breathing through Honda's own induction and exhaust system, this engine is a reluctant concession to Europe's insatiable demand for oil-burners. Reluctant, because Honda's engineers are philosophically opposed to diesels.
But without doubt it was the arrival of the ballistic Type-R that has reignited a lot of interest in the Civic. This squat, three-door bullet-shaped machine is powered by a 200bhp 2.0-litre engine, capable of catapulting it to 60mph in 6.8sec and onto an impressive 145mph - an upbeat note on which to finish the Civic story so far.
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