Tested: 2022 Honda Civic VTi

I’ve always found it deeply irritating when someone describes themselves as an entrepreneur. The term is not a role or a job description, it is a title that must be demonstrated, earned over time, and then awarded by others. Calling yourself an entrepreneur is like walking into a trophy shop and buying yourself a cup. And in the car world, exactly the same applies to the label ‘premium’.

None of the key players in the current premium new-car market bought their way into the game, and the reputation as a more luxury, high-quality and exclusive option is a medal fought for. And so it goes that any hopeful brand wanting to join the Skodas, Volvos and Land Rovers of the world had better come with a very strong offering. And now Honda is having a crack with its 11th-generation Civic.

The Japanese brand's attempt to infiltrate more affluent company is a comprehensive revision of the 50-year old model and arguably the biggest shake up of the Civic formula in a half a century. Styling is said to take most inspiration from my favorite of all the Civics – the 1983 third generation.

The result is a dramatic simplification of the design with all of the previous model's tacky complexities banished.

The nose is smoothed and calmed into a milder and more handsome visage, a longer front overhang and shorter rear overhang transforms its stance along with a lower beltline and bonnet, while there are now six side windows in place of the four-plus-one-massive-c-pillar of the outgoing model.

Inside, the transformation is even more striking and pleasing, and the cabin has undergone somewhat of a materials renaissance. Gone are any traces of tacky plastics as well as the needlessly busy layout in favour of high-quality materials including a cool honeycomb mesh covering the air vents, premium leather for the steering wheel and a relaxing simple design for the dash.

There's a new 9.0-inch touchscreen, which might not sound huge when compared with rivals, but it's the biggest yet fitted to any Honda.

The driver's display is divided into traditional analogue speedometer and digital tacho with information display. This is a step up even if the rear-view camera resolution is a bit crappy and the instrument cluster looks like a phone picture taken through a greasy lens.

Another downside of the larger screen is that information displayed on the far-left forces the driver to glance a long way from the road, and there's no head-up display. Notable omissions also include a sunroof and speed sign recognition (although the revised Honda Sensing safety suite is very comprehensive), but you wouldn't mind if it was a bargain, right..?

The driver's seat is electrically adjustable, both front seats have heating and the entire cabin is upholstered in a combination of (good) synthetic leather and perforated imitation suede, and it also offers masses of space for tall and portly people in both rows.

Even if the boot has shrunk from more than 500 litres, it's still a generous 450L. A 45-litre under-floor bin is very handy, but I’m not forgiving the absence of a spare in favour of the dreaded inflator and can of goo.

Easily the best part of the interior, however, is the view out. Honda's engineers went to lengths to open up the forward view including hidden wipers, the lower bonnet, a completely uncluttered screen, and door mirrors that are no longer attached to the A-pillar. It is a noticeable improvement, imparts a wonderful sense of confidence and is class-leading.

Under the virtually invisible bonnet is an evolved version of the 1.5-litre turbocharged four-cylinder petrol which has been revised to liberate a paltry 4kW but a more significant 20Nm. This Civic's 131kW and 240Nm is not Type R territory, but adequate, and the torque boost makes the Civic far more versatile and eager.

The bigger shove is fed to just the front wheels via a revised CVT auto which is snappier and more responsive and offers convincing gear steps when using the paddle shifters. It still has a little of the typical CVT drone and elastic-band feel, but it's up there with Subaru's interpretations as one of the best.

But better than all of this is the new Civic's chassis. Extensive development to eliminate the sources of noise vibration and harshness combines with a smooth compliant ride for comfortable cruising but when the way ahead turns twisty, the new model is sensational.

Electric power steering is beautifully weighted, sharp and accurate, while the Dunlop Eagle F1 tyres conspire with the new suspension tune for massive grip levels and a front to rear balance that feels 50:50.

The nose turns in with delightful eagerness and bountiful grip, and the body control is confidence-inspiring as the speed builds.

Doubtless then, the new Civic has the credentials to be called posh, but all the premium improvements have come with the premium price tag to match.

Subsequently, its $47,200 asking price overlaps with the BMW 118i, it's more than the entry Mercedes-Benz A180, and the same cash will get you into a Mini Cooper S five-door.

Compared with the flagship versions of Honda's more traditional rivals, the Civic doesn't offer quite the same levels of equipment and in most cases the top-shelf variants are still cheaper. But what really puts it into perspective is the Hyundai i30 N and Ford Focus ST-3 high-performance flagships are also the same money.

And if you were thinking of haggling for a deal, don't waste your poker face, because Honda's new nationwide one-price policy means there's absolutely no bartering. Nor is there a cheapo entry-level version to lure you into showrooms.

The sole VTi LX will be joined by a hybrid in 2022, and the Type R after that but neither will save you any cash.

Honda certainly gets away with applying the premium label to its new Civic, but this award comes at a significant cost.

With a degree in mechanical design Daniel has enjoyed tenures as a mechanic and engineer but realised writing about cars is far better than a real job.