IT'S hard to believe, but we're now on the ninth generation Honda Civic.

Yes, the first model from the marque best known for its motorbikes took its bow back in 1972 and since then no fewer than 20 million of the little cars (now somewhat larger...) have rolled off production lines around the world.

Most of us will probably best remember the last two versions. The 2001 model was practical, angular and tall but best of all it spawned the iconic Type R - a favourite among enthusiasts and boy racers alike.

The 2006 Civic, with its concept car-like looks and radical styling, broke new ground and was host to Honda's first diesel.

The new 2012 car is an evolution rather than a revolution and builds on the previous generation's strengths.

The egg-shape is largely similar but it's more streamlined with more space for both passengers and luggage and the three door version has been dropped in favour of a five-door with ‘camouflaged' rear doors.

There are two petrol versions - 1.4-litre, 98bhp and a 140bhp 1.8-litre - and a single 2.2-litre 148bhp diesel.

A smaller diesel will join the line-up later in the year and all the British cars are built at Honda's Swindon factory.

I got behind the wheel of a top-of-the-range 1.8 EX GT, which carries a price tag of £24,495 although the range kicks off at £16,495.

Let's get the niggles out of the way first. I can't understand why most Japanese manufacturers insist on fitting a pip-squeak horn to all their cars short of big saloons. The Civic's horn is weak and somewhat apologetic - and certainly doesn't suit the car's nature.

Another gripe is the split rear screen, which though less intrusive than the earlier model's, still restricts visibility. It has to be said that neither of these mild whinges would sway me away from shelling out for a Civic, though.

There's a real sense of occasion within the cabin. This partly down to the futuristic formatting which is developed from the previous model and also due to a noticeable stepping up of the quality of materials used.

It feels very much like a premium sector model with heavy duty plastics, superb leather seating (standard in the EX GT), and precision switchgear.

Noise levels are generally lower than average with little sign of vibration or harshness - a sign of a really rigid structure.

The 1.8-litre engine isn't the most ‘torquey' and its ‘voice' can be heard when revved but generally noise levels are subdued.

Top speed is given at 134mph and 62mph is reached in 9.6 seconds.

The diesel is a shade quicker and I suspect the extra torque would make it noticeably nippier in everyday driving.

Honda prides itself on designing driver's cars and the new Civic can justly lay claim to having an excellent six-speed gearbox and truly intuitive steering which helps make cornering fun as well as comfortable. But we'll have to wait a bit longer for a totally sporty version in the shape of the next Type R.

With an emissions level of 143g/km, the GT has an official combined figure of 47.1mpg. Most owners can expect around 40mpg on normal running.  

An eco button to the right of the dash dulls throttle response and brings into play green illumination signifying the quest for better mileage. I actually preferred to drive cautiously but with this the eco button de-activated allowing sharper reactions.

Despite the compact exterior dimensions the Honda does well in the space race. With rear seats in place there's 477 litres of boot room and up to 1,378 litres when fold. A

clever ‘magic seat' arrangement allows various permutations of luggage.

Honda has achieved just what it set out to do with the latest Civic - improving on an already excellent car.