Audi RS5 vs Honda City

What's the difference?

Good looking, good to drive, and good to simply sit in, the Audi RS5 range ticks plenty of premium boxes. Whether you can live with the practicality pitfalls of the Coupe is up to you, but if you can't, might I suggest taking a wander over to our RS4 Avant review?

Small sedan sales are on the wane, and as a result, the cars that remain in the market often aren’t the best in a brand’s lineup.

This is the case with the Honda City. While it’s got plenty of space for passengers and it’s economical, the performance of the drivetrain in terms of composure leaves a lot to be desired.

The underdone steering, too, makes the car uncomfortable for passengers more often than not, while the buggy, hard-to-use multimedia system is unforgivable in an almost-$22,000 car.

Put it this way… the larger, newer, more refined base model Honda Civic is tantalisingly close in price to the top-spec City, and we know which side of the dealership we’d be walking towards.

I defy anyone to describe the RS5, and especially the Coupe, as anything but stunning. Seriously, the near perfect proportions and swept-back styling make it look fast even when it's parked. 

Up front, there's a new-look black-mesh grille that's been given a 3D effect, like it juts out over the road in front it, while the thing headlights have been carved back into the body work like they're been windswept under hard acceleration.

The 20-inch darkened alloys fill the arches, too, with a sharp body crease that runs from the front headlight all the way back to the bulging shoulder lines above the rear tyres accentuating the curves.

Inside, the RS5 is a sea of black Nappa leather and sporty touches, and we particularly like the chunky, flat-bottomed steering wheel, which both looks - and feels - great.

The City does a good job of disguising the fact that it’s a micro-sized sedan; at first glance, the revised front bar and grille that’s meant to mimic the one on the new Civic does such a good job that some people will need to look at the bootlid badge to find out it’s not a Civic.

A high waistline and a solid yet stylish sweep over the roof keep the City from looking overly twee, and even though the 16-inch wheels look a bit narrow, the overall impression is one of a larger car.

The interior, too, is spacious and airy, while the controls and steering wheel give the City an upmarket feel. There’s a little too much grey plastic inside, and hard plastics aren’t difficult to spot, but the City presents well, on the whole.

We only tested the Coupe, and I can tell you that the practicality perks on offer largely depend on where you're sitting.

Up front, you're spoiled for room in the two-door Coupe, with the two spacious seats separated by a sizeable centre console that's also home to two cupholders and a variety of cubbies, with extra bottle storage in each of the front doors. 

The back seat, though, is a little, or a lot, tighter, with come acrobatics required to even climb into it, given the Coupe only has two doors. The Sportback offers two more doors, which will surely make the process a little easier. 

The Coupe measures 4723mm in length, 1866mm in width and 1372mm in height, and will deliver a decent 410 litres in luggage space in the boot. The Sportback measures in at 4783mm, 1866mm and 1399mm, and boosts your luggage space to 465 litres.

Either vehicle has your tech needs sorted, with an abundance of USB and power outlets serving both front and backseat riders.

Up front, the City is a great fit even for taller drivers, and its height-adjustable seat also means that the, err, less vertically inclined pilot can find a comfortable position behind the tilt-and-reach adjustable wheel.

A regular gear shifter and manual handbrake means the two cupholders are squashed under the centre console, but there are bottle holders in all four doors, as well as two more cupholders in the rear centre armrest in the VTi-L.

The VTi-L also gains two extra 12-volt accessory power points in the rear to complement the USB and a third 12V point up front, while the keyless entry system is not something you’d usually find on a car at this price point.

Sadly, the City’s multimedia system lets the side down - big time. Try as we might, we couldn’t connect a phone to our tester, no matter what we did, and it’s just utterly unintuitive to use in most situations.

It’s a bit of a rude shock, actually; most manufacturers have media systems sorted, but there’s simply not a even a half-decent one in any Honda that’s currently on sale. And there's no Apple CarPlay or Android Auto, though you can find those mirroring systems in the larger Civic.

Rear seating has adequate headroom – just – for taller teens, and there isn’t a lot of compromise required from front seaters to comfortably accommodate four people. Five? That’s getting crowded, but it can be done.

Two ISOFIX baby seat fixtures are present, along with three top-tether mounts. Boot space measures 536 litres - which is actually 12 litres bigger than that of the new Camry - while both rear seats fold flat(ish) to increase load capacity further.

A good point; the seats can be unlatched via boot-mounted buttons. A bad point; you still have to reach in and push the seats down by hand. A space saver spare nestles under the boot floor, as well.

The top shelf VTi-L is the best of a two-model lineup, and costs $21,590 plus on-road costs. It comes with an 88kW 1.5-litre four-cylinder petrol engine and a continuously variable transmission driving the front wheels, as well as LED daytime lamps, a part-leather interior, push-button start and smart key, climate control air conditioning, 16-inch alloys and a 7.0-inch touchscreen multimedia system with sat nav and Bluetooth phone and audio streaming.

It also has a leather-bound steering wheel and gear shifter, and map pockets on both seat backs.

It does miss out on a lot of other stuff, though, including Apple CarPlay and Android Auto capability, automatic lights (remember when a car last beeped at you to turn off the lights? Me neither...) and automatic wipers, and it also misses out on driver aids like auto emergency braking (AEB).

It starts to look a bit dear when you look at similarly priced cars - even from the next size sector up - that do offer inclusions like AEB and automatic headlights, though the small sedan is a bit of a rarity in the Aussie market now.

Its only like-for-like rivals in the space are the Mazda2 sedan and the Hyundai Accent sedan. Other potential competitors like the Ford Fiesta sedan and, more recently, the Toyota Yaris sedan have been deleted from local line-ups after years of declining sales, while the subsequent rise of the compact SUV will continue to have an impact on the so-called 'light car' market.

Its a terrific engine, this - a twin-turbo 2.9-litre six-cylinder TFSI that will deliver 331kW at 5700rpm and 600Nm at 1900rpm, sending it thundering to all four wheels (because quattro) via an eight-speed tiptronic automatic.

That's enough, says Audi, to deliver a 0-100km/h sprint time of 3.9 seconds in the Coupe and the Sportback. Which is very, very quick.

The i-VTEC four-cylinder 1.5-litre single cam engine is naturally aspirated, and it makes its 88kW at a high 6600rpm, while its modest 145Nm of torque peaks at 4600rpm.

It means the CVT gearbox needs to work pretty hard to get the best from the engine, which has been superseded by a twin-cam version in other markets.

The RS5 Coupe will sip a claimed 9.4L/100km on the combined cycle, and emit a claimed 208g/km of Co2. It's fitted with a 58-litre fuel tank. 

The RS5 Coupe will the same 9.4L/100km, but emit 209g/km of Co2.

The underdone performance does offer a benefit at the petrol pump, with the City returning a claimed 5.9 litres per 100km on the combined fuel economy cycle.

A 320km test loop netted us a dash-indicated figure of 6.3 litres per 100km, which is impressively close.

The 40-litre fuel tank is happy to accept standard unleaded petrol, too.

With our time behind the wheel limited to the RS5 Coupe, we can only really report on how the two-door feels on the road, but given the prodigious power on offer, it's unlikely the addition of two doors is going to make the Sportback any slower. 

In short, the RS5 is thunderously fast, collecting speed with utter nonchalance thanks to this thick and endless-feeling supply of power unleashed whenever you plant your right foot.

It makes even the most ham-fisted attempts at cornering feel fast as lightning, with the power flow able to make up for every slow entry and exit by simply piling on pace between bends. 

But that's what you expect from an RS model, right? So perhaps more impressive is the RS5's ability to transform back into a relatively sedate urban cruiser when the red mist subsides. The suspension is firm, especially over rough road surfaces, and you do need to be a little careful with the accelerator to avoid that lurching feeling at every green light, but driven calmly, it doubles as a everyday car quite nicely.

Like in the RS4, we did find the gearbox felt a little quick to change at pace, shifting up or down at strange moments on the way into or out of corners, but you can reclaim control via the paddle shifters.

Weighing just 1100kg, you’d expect the 1.5-litre powered City to have a bit of get up and go… but unfortunately it’s already gotten up and left by the time you drive off.

The 1.5-litre naturally aspirated engine is a carryover unit from the previous generation, and it feels like it, too. It’s also teamed with a CVT gearbox that isn’t a patch on more up-to-date trannies from the likes of Subaru and Toyota.

On any sort of incline, the CVT ups the revs of the engine to a point between bloody annoying and mildly painful, too. The VTi can be ordered with a manual gearbox, which has to be better than the CVT in this example.

The underdamped suspension tune is adequate for light duties around town, but the electric steering feel very odd underhand, especially at the very beginning of a turn.

There’s a big initial motion at the front wheels when you start to turn which then quickly tapers off, meaning that you have to be ultra precise with your steering to prevent the City from lurching into the corner and falling over its soft suspension.

On light throttle, with no hills and few corners, though, the City is just fine…

As mentioned, the City misses out on AEB and other driver aids, but does offer emergency brake assist and emergency flashing brake lights, as well as hill-start assist.

Full-length curtain airbags are offered along with dual front and front side 'bags, and there's a reversing camera. The City holds a maximum five-star ANCAP rating, which it has had since it was tested back in 2014.

Audi vehicles are covered by a three-year, unlimited-kilometre warranty, which is feeling more than a little underdone when compared to some competitors.

Services are due every 12 months or 15,000kms, and Audi allows you to pre-pay your service costs for the first five years, at a cost of $3,050.

Honda sells the City with a five-year, unlimited kilometre warranty, while a no-catch seven-year, unlimited kilometre warranty is occasionally offered with its cars, along with premium roadside assistance for the life of the longer warranty.

Both warranties are also transferable to the next owner, should you sell your car before the warranty expires.

A fixed-price servicing regime is in place for the City, too, starting at $259 and peaking at $297. But Honda asks for the City to be serviced every six months or 10,000km, which does add to the cost of running the car.