Honda Civic vs BMW I3

What's the difference?

Talk about your new-car unsung heroes – I can't believe Honda's not selling more of these. So, if you can get over the price, and you worry it might be too small for you, I encourage you to check the Civic out. The back seat and boot are both bigger than you might expect, and the drive experience leaves most SUVs in the rear view mirror.

Yes, it’s pricey for a small hatch, but this little BMW is a city car like no other. The i3s is tailor made for the urban environment, and six years on retains the quirkiness and charisma that stood it apart at launch, and it can still hold its head high among the current EV crop. 

Beauty. Eye. Beholder. All that. But I reckon this Civic looks fantastic. Low-slung and sporty. The perfect antidote to all those bland, beige SUVs currently doing the rounds.

New as part of the most recent refresh is the front-end treatment, a new front bumper, more body-coloured flourishes and new designs for the 18-inch alloys. 

I think it looks sleek, premium and purposeful, and not at all boring.

Inside, though, it’s a little less adventurous, though I do adore some of the little design touches, like the perforated metal effect that spans the dash.

The central screen is pretty small by modern standards, and you don't want to push too hard on some of the touch points, like the gloss-black highlights on the doors, which feel flimsy, flexible and pretty cheap.

Now, the screen. Does UX design count in the overall design section? Let's say that it does. I haven’t really experienced less intuitive and user friendly cabin tech lately.

For example, I couldn't figure out (though I must admit I didn't resort to owner's manual) how to get Apple CarPlay to load automatically, if you can.

Instead I had to select my phone, cycle through several screens of approval, and then select my phone again, every single time I got in the car. I had a similar issue using Google maps, which simply wouldn't connect at all for me.

Good tech is easy and intuitive. This wasn't.

Built around a carbon-fibre reinforced plastic (CFRP) tub, the i3s is ultra-light (for a battery-electric vehicle), super strong, and unlike anything else on the road.

At just over 4.0m long, close to 1.8m wide, and a fraction under 1.6m tall, the i3s is compact, upright, and boxy. A classically polarising design, with some crossing the street to avoid it, and others (like me) loving its unique proportions and stand-out styling.

The nose is tall, short and upright, with the distance from the base of the front windscreen to the front axle (car designers call it the ‘dash-to-axle ratio’) unusually short.

That’s because the electric motor sits in the back of the car driving the rear wheels, with only a small front boot compartment required to house charging cables and other bits and pieces.

Despite the lack of anything of substance behind it, BMW’s signature ‘kidney grille’ is present and accounted for, with swoopy LED headlights (and DRLs) either side. Our test car’s ‘Fluid Black’ finish with ‘i Blue’ highlights dialed up the little car’s charismatic personality.  

One of the i3’s most impressive party tricks is its counter-opening ‘clamshell’ doors, and the engineering trickery used to create a B-pillar free side opening (including the strength of the carbon body structure) means the high window line follows a jagged path from front to back, the rearmost hatch windows shrinking the rear glass area appreciably.

The i3s’s standard 20-inch (dual) five-spoke alloy rims, although slightly wider in this performance model, are alarmingly skinny. But taking the car’s relatively light weight (1245kg) and urban-centric purpose into consideration, the narrow, low-rolling resistance rubber makes sense.

With the roofline and sides of the car tapering distinctly towards the back, the rear view is suitably idiosyncratic, highlighted by flush-fit, vaguely U-shaped LED tail-lights. 

The hatch window is small, and the bumper sits high to marry with the load space floor sitting on top of the motor and transmission.

And when it comes to moving inside, BMW offers a choice of three ‘interior worlds - ‘Loft’, ‘Lodge’, and ‘Suite’ - featuring renewable natural fibres, recycled plastics, naturally tanned leather, and open-pore wood (sourced from 100 per cent Forest Stewardship Council-certified forestry).

But irrespective of where everything comes from, the end result is inviting, comfortable and sub-zero cool. Our car’s ‘Suite’ interior was combined with ‘Oak dark matt’ wood, and ‘Vernasca’ brown leather to stunning effect.

A tunnel-free floor, gently curved dash and digital screens for instruments and media let you know you’re in something different and special. It might be six years old, but the i3 still feels contemporary and distinctive. 

The Honda Civic measures 4569mm in length, 1802mm in width and 1415mm in height, and as you've no doubt already noticed, it's not an SUV, rather a liftback-style sedan.

But if you feel like you need an SUV to move a family, I beg to differ. While the middle seat in the second row is too tight for adults (owing largely to the intrusive raised tunnel that runs through the middle of the cabin), the two window seats can absolutely fit adult humans. I'm 175cm, and had absolutely no issue sitting behind my own driving position.

But the biggest surprise is the boot, which opens to reveal a flat and wide storage space that can swallow 409 litres (VDA) of luggage. In real terms, that's more than enough for our pram and the assorted knick-knacks that go with it on a baby day out.

Unfortunately, though, there’s no spare. Instead you’ll find yourself wrestling with a hateful repair kit should you get a puncture, and you don't want to wait for roadside assist.

There's also twin USB ports in the back, as well as air vents, along with twin cupholders in the pulldown divider.

Wide-opening clamshell doors make getting in and out of the i3s a breeze. But bear in mind you have to open the front door to get to the latch for the back one, which can be a pain.

The driver and front passenger enjoy heaps of room, in an open environment, but there’s only a single cupholder in the centre console, so let the coffee cup wars begin.

Aside from that there are seriously big bins in the front doors, a modest glove box, and a handy elasticised pocket near the floor at the base of the bulkhead.  

Outlets for 12-volt and USB are provided, and there’s a small oddments tray at the rear of the centre console.

Slip around to the rear and you’re in anything but limousine territory. Sitting behind the driver’s seat set for my 183cm height, head and legroom are modest but do-able. And remember it’s two seats only back there.

In terms of storage, there are two cupholders between the seats but no storage pockets or bottle holders in the doors. You won’t find adjustable ventilation outlets either, but that’s not a huge factor in car of this stature.

The boot’s volume is quoted at 260 litres with the 50/50 split-fold rear seatback upright, which is enough to easily swallow the largest 124-litre suitcase in the CarsGuide three-piece set. The smaller 95- and 36-litre cases will sit side-by-side without a problem.

Fold the rear seat down and you have 1100 litres of space at your disposal, with tie-down anchors, an elasticised pocket and 12-volt power provided.

Don’t bother looking for a spare of any description, a repair/inflator kit is your only option. And not surprisingly, the i3 is a no-tow zone. 

For a compact, four-seat hatch the BMW i3s is all the money at $70,900, before on-road costs. Close to $20K more than even the top-spec ‘Premium’ version of Hyundai’s Ioniq electric hatch ($52,490), and even further away from Renault’s cute little Zoe ($49,490).

But a carbon monocoque body and high-tech powertrain don’t come cheap, and that’s where BMW’s ‘i’ model program has seemingly run out of juice.

Getting into the EV market early, BMW took a punt on niche vehicles using exotic materials, appealing to a relatively small group of premium buyers. And in glorious hindsight, that path has proved something of a dead end.

But putting all that to one side, it’s fair to expect a generous standard equipment list in a $70K-plus BMW, and the i3s comes to the party with a solid, if not spectacular batch of features. 

Aside from the safety tech detailed later, Included is a 10.25-inch media touchscreen, managing audio, built-in nav (with real time traffic alerts), phone connectivity and more.

Other features include, wireless phone charging (for compatible devices), a rear-view camera, automated parking assist, active cruise control (with stop-go function), climate control air, driver’s digital display, ambient interior lighting, 20-inch alloy wheels, auto LED headlights, LED DRLs, indicators and tail-lights, keyless start, rain-sensing wipers, plus heated and folding power mirrors.

But there are a few surprises. It might be an electric car, but forget power adjustment of either front seat. And despite inclusion of Apple CarPlay (BMW says Android Auto will be available later in 2020) and digital radio, the audio system only has four speakers, all in the front doors (because of the clamshell arrangement detailed later). 

Our test car featured the ‘Suite’ interior package ($2308) which brings ‘Vernasca Dark Truffle’ leather on the seats, instrument panel, doors and side trim, as well as ‘Oak dark matt’ wood trim, the steering wheel in black with a ‘Satin Silver’ contrast ring, floor mats (and general interior fabrics) in ‘Anthracite’, the roofliner in ‘Carum Spice Grey’, plus orange/white LED lighting for the door pull handles and front map pocket. A dual porthole-style glass sunroof adds another $2246, for an as-tested price of $74,454.

The Civic range is an all-hybrid affair, which in this case is what Honda calls its 'two-motor hybrid', which pairs a 2.0-litre petrol engine with two electric motors, one being an electric generator, and the other being the actual propulsion motor which sends power to the wheels. Expect a total 135kW and 315Nm, which is sent to the front wheels via a CVT auto.

The i3s is powered by BMW’s ‘eDrive’ hybrid synchronous electric motor, producing 135kW at 7000rpm, and 270Nm from 0-4500rpm. Yep, that’s right, maximum torque is delivered the instant you depress the right-hand pedal, and we’ll get to what that brings to the driving experience a little later.

The unit incorporates a charging and generator function for braking energy recuperation, the latter delivering up to 50kW.

Drive goes to the rear wheels via a single-speed (fixed-ratio) automatic transmission.

The battery powering the whole show is a 352-volt/120 amp-hour (Ah) Lithium-ion unit with a (gross) energy rating of 42.2kWh.

Honda says you can expect 4.2L/100km on the combined (urban/extra-urban) cycle, but we found the fuel use was a still impressive 5.5L or so, admittedly mostly in the city.

The 40-litre tank drinks 91 RON 'standard' fuel, meaning its cheapish to fill up, and — using Honda’s numbers at least — should deliver a 950km driving range.

Yesterday, 91 RON was about $1.80 per litre meaning you can theoretically get from Melbourne to Sydney for around $75.

When it comes to an electric car’s energy use and projected range, there are two main things to consider - the motor’s power consumption and the battery’s capacity.

And according to BMW, the i3s’s power consumption for the combined (urban/extra-urban) cycle is 14.6–14.0kWh/100km.

Over a week, and roughly 250km of urban driving (with some brief freeway runs thrown in) we saw 19.3kWh/100km staring back at us from the on-board computer.

When BMW launched the i3 in Australia in 2014, the pure EV version came with a 60Ah battery pack delivering a claimed 130 kilometre range (a range extender model featuring the addition of a two-cylinder petrol motorcycle engine was also offered). 

In 2016 a 94Ah version arrived to boost range up to 183km, and the i3s launched in 2018, with its 120Ah battery pushing range out to BMW’s current, real-world estimate of 260km.

Then, there’s charging time, which is like asking how long is an electric piece of string.

According to BMW, for a 0–80 per cent charge from a (50 kW DC) fast-charging station, you’re looking at 45min.

From a (11kW/16A/380V) high-output home/office wall unit, that pushes out to 3.10h, and using a (3.7kW/16A/240V) low-output home/office unit stretches the wait time to 9.40h.

BMW offers the ‘WallBox plus’ charging suite as a dealer accessory priced from $1990 (not including GST or install costs).

Plug into a domestic (2.4kW/10A/240V) socket, and you’re staring down the barrel of 15.00h. But at least you can use low-cost, off-peak energy overnight, right? Nah, I don’t buy that line either.

First things first – I really, really like the way this Honda drives. There's a finesse, a confidence, in the drive experience that's sometimes missing from the new brands when they first arrive in Australia.

In short, it feels like it was engineered by people who really know what they're doing. That's the easiest way to describe it.

If you're used to driving older-fashioned hybrid systems you might be used to a bit of shuddering harshness when the engine kicks in, but that's simply not the case here.

Instead, the transition is seamless, with the Honda Civic making the choice for you and largely leaving you out of the process entirely.

Where the powertrain does let itself be more known is under heavier acceleration, with engine thrum seriously invading the cabin, without much in the way of flat-footed performance to accompany it.

But the magic of the Civic drive experience is in its balance. It's not a performance car, but there's real driver engagement to be found in the way it rides and handles. Equally, though, it's never uncomfortable, striking the balance between road-holding confidence and comfort really well.

Happy in the city, happy on a twisting road - this is not one of those smaller cars that leaves the drive experience as a secondary factor. It feels like it really has the driver at heart.

It might not look like a conventional sports car, but the BMW i3s certainly accelerates like one, with a claimed 0-100km/h time of 6.9sec. The i3s is a smile-inducing hoot to drive.

Every one of this little hatch’s 270 newton metres of torque is available from the minute you hit the accelerator pedal, and remain in service until 4500rpm, at which point torque delivery drops off a cliff.

But peak power steps in at exactly 7000rpm, so if you’re determined to make that overtaking move you won’t be left in the lurch. In fact, BMW says it only takes the i3s 4.3 seconds to surge from 80km/h to 120km/h.

However, the i3’s forte is 100 per cent the city, rather than the open road. Its ‘point and squirt’ ability making it the perfect partner for the cut and thrust of the urban jungle.

The i3s features an upgraded ‘Sports Suspension’ incorporating firmer dampers, re-tuned springs and revised anti-roll bars. It’s also lowered 10mm, the track is widened (+21mm front / +2.0mm rear) and the wheels go plus one inch to 20-inch alloys.

The standard i3 (no longer offered in Australia) rolls on 19-inch rims shod with 155/70 rubber all around. And while the i3s’s 175/55 front and 190/50 rear tyres are still exceptionally narrow, from the side the low-profile Bridgestone Ecopias look like fan belts wrapped around pulleys rather than tyres around wheels..

No surprise then that ride comfort isn’t exactly cushy, and in signing on for the i3s experience you’ll need to be ready for more than occasional bumps and thumps.

But the pay-off is super-sharp dynamics, Suspension is by alloy struts at the front, and a five-link alloy set-up at the rear..The steering responds to inputs quickly yet smoothly, and with 48/52 front to rear weight distribution, the car always feels balanced, eager, and taut.

And if you really want to dial things up the ‘driving experience control’ allows a switch to Sport mode for a further tweak of the suspension, steering, and traction control set-ups.

A tight 10.3m turning circle makes for easy parking and stress-free U-turns. But if things get too tight, rapid three-point turns are assisted by the gear shift controller bring mounted on a chunky stalk on the right-hand side of the steering column. Too easy.   

Braking is by vented discs front and rear, but they’re tiny. That’s because the ‘Brake Energy Regeneration’ system does most of the work. 

Effectively turning the motor into a generator, the system not only slows the car dramatically but feeds energy to the battery in the process. It takes a while to get used to the sensation, but soon becomes a fun, and surprisingly easy game to use the brake pedal as little as possible… often not at all, for long periods.

The i3 scored a maximum five ANCAP stars when it was assessed at the time of its local launch in 2014, and the standard safety spec has been boosted since then.

Active tech includes ‘the usual suspects’ such as ABS, EBD, and ESC, as well as city-speed AEB (with 'Forward Collision Warning', and  'Traffic Sign Recognition'). reversing collision avoidance, a reversing camera, and tyre pressure monitoring.

If all that doesn’t prevent an impact, passive safety tech includes, dual front, side chest and side curtain airbags.

There are also top-thether points and ISOFIX anchors to secure child seats/baby capsules in both rear seating positions, as well as a first aid kit and warning triangle..

The Honda is covered by a five-year/unlimited-kilometre warranty, and servicing is every 12 months or 10,000km.

There is a capped-price servicing program, called 'Low Price Servicing', which means your first five services are $199, but don't cover things like brake pads and tyres.

BMW offers a three year/unlimited km warranty, which is off the pace given the majority of mainstream brands have stepped up to five-year cover, with some at seven. And the pressure is on with Mercedes-Benz recently announcing its shift to five years/unlimited km.

That said, the BMW's body is warranted against rust (perforation) for 12 years/unlimited km, and roadside assistance is provided free-of-charge for three years/unlimited km.

Maintenance is 'condition based' with sensors and on-board algorithms (mileage, time since last service, driving style) determining whether an annual vehicle inspection is required.

The 'BMW Service Inclusive' package, offering a single, one-off advance payment to cover selected service and maintenance costs, is available in two levels - 'Basic' ($850) or 'Plus' (dealer quote)