Honda Civic VS Citroen C3
- Roomy cabin
- Strong powertrain
- Comfy ride
- Fussy styling
- Fiddly multimedia system
- Some road noise intrusion
- Great design
- Unbelievable ride
- Terrific engine
- Awkward centre console design
- Servicing costs
- Upfront costs
The clue’s in the name.
A permanent fixture of the small-car scene for nearly 50 years, the Honda Civic has long been a strong urban runabout proposition, providing quality, efficient and progressive engineering at affordable prices.
Here we take a longer look at the Civic RS – one of the more popular and sportier grades in this 10th-generation series – to see how effective the updates are, as small cars struggle to stay relevant against the onslaught of compact SUVs.
|Engine Type||1.5L turbo|
|Fuel Type||Regular Unleaded Petrol|
Really small cars aren't what they used to be, and there are a number of reasons for that. The first is that, compared to five years ago, nobody buys them. The world of small hatchbacks is a shadow of its former self, mostly because there's so much money sloshing around in Australia that we buy a class up and often an SUV rather hatch.
As usual, Citroen is taking the path less travelled. There's no getting away from the fact that the C3 hatch has always been an a brave choice - there are still a few of the original, arch-roofed version kicking around, a car I was very fond of, despite it not being very good.
For 2019 Citroen has addressed a couple of glaring issues with the C3, namely a lack of safety gear that contributed to a four-star ANCAP safety rating and a couple of little dramas that marred an otherwise impressive package.
|Engine Type||1.2L turbo|
|Fuel Type||Regular Unleaded Petrol|
The Civic RS may look like it was designed to keep up with racy Golf GTIs through twisting mountain passes – and it can certainly hold its own thanks to assured handling and roadholding – but it actually shines best as an urban family runabout proposition.
The key points to remember are that the turbo engine provides enough low-down punch for rapid round-town driving while returning reasonable economy, the suspension’s ability to soak up the rough stuff should help calm and soothe away the most trying commute, and the cabin’s focus on functionality and simplicity (fiddly multimedia screen aside) serves to enhance rather than distract from the job at hand.
With nearly half a century’s experience building Civics, it’s clear that Honda hasn’t forgotten how to build an excellent town car. Like we said in the beginning, it’s right there in the name.
As you've probably gathered, the C3 is a fun little car with a proper personality. Obviously it's not cheap - Japanese, German and Korean competition are all cheaper - but none of them are as individual as the C3.
And that's probably its strength and weakness. The looks are polarising - you'll spend your entire time with the car explaining the Airbumps to perplexed onlookers. The updated safety package is a huge help to making the C3 more comeptitive at a specification level, but the price of entry is still high - Citroen knows its market.
Would I have one? Definitely, and I'd love to try one in manual, too.
Would you consider a C3 now that it's got better safety gear? Or is that whacky exterior too much for you?
Two things are immediately apparent about the Civic hatch’s brash aesthetics. Firstly, it’s big for a so-called small car, reflecting the model’s US-focus and with the upshot making for a pleasingly spacious cabin. And secondly, Honda’s designers seemed uncertain as to when to put pencils down. It’s a melting pot of fussy styling.
For some, the sleek fastback-style four-door sedan is a little more elegant, but both shapes stand out as truly individual. Sadly, with a move to cleaner and more geometric lines nowadays, gen-10 Civic is unlikely to age quite as gracefully as several earlier iterations.
That said, the RS’ large, turbine wheels fill the guards nicely, while that vast interior is right on the money, now that the fiddly touchscreen interface has partly given way to hard buttons for faster and more intuitive access to multimedia, ventilation and vehicle-control settings.
Sure, the Civic’s handsome dash architecture is swathed in a sea of monotone plastic, but it’s of hardy and consistent quality, is well-crafted (save for one persistent rattle in our test car) and is created to prioritise function over form, from the perfectly-placed screen and considered ventilation outlets, to the easy reach of most switchgear (barring the USB ports below and behind the buttressed centre-console layout.
Few cars at any price present a greater choice of, or more effective, storage solutions. Enormous cavities to lose things in seem to proliferate everywhere.
The RS’ stitched leather trim contrasts well to the matt metallic highlights decorating the dash and door cards, adding a dose of athletic intent. It’s fair to say, then, that – unlike the exterior styling – the Civic’s interior may weather the years better.
Little has changed in the looks department, and that's a good thing. While the C3 isn't to everybody's taste, it's certainly a Citroen. The car has drawn heavily from the bold-as-brass Cactus, which I genuinely think is one of the greatest pieces of automotive design, certainly for a mass-produced car. Funky and, as it turns out, quite influential - have a look at the Kona and Santa Fe. The only real differences are colour-coded door handles with chrome strips.
All present and correct are the rubber Airbumps down the lower portion of the doors, the stacked headlight and DRL arrangement that is the "wrong" way around. It's chunky and very much aimed at the compact SUV crowd.
The cabin is basically the same and still terrific. Again, lots of Cactus in here, which includes the two of the best front seats in the business. The dash design is a cool departure from the rest of the planet, with lots of round-edged rectangles and a consistency of design across the Cactus and other Citroens. The materials are mostly pretty good, but the central console is a bit awkward-looking and sparse.
The overall feeling in the Civic is that it’s low, wide and roomy. A big small car, if you will.
Getting in and out is easy, broad yet enveloping seats provide ample support up front and reasonable comfort, even for three (at a squeeze), out back, and that’s backed up by ample space for legs, knees and shoulders. Taller scalps might scrape the rear ceiling, though.
Back up front, that big central touchscreen does demand familiarisation – and the fact you need to confirm an action every time you restart the car is annoying – yet the basics are spot-on, from the excellent driving position and super-clear dials, to the abundant ventilation, logical control layout and the aforementioned storage bonanza.
The USB and 12V ports are a stretch away behind the two-level lower-console layout, but there’s nothing difficult or intimidating here otherwise.
That said, while the forward view is commanding and confidence-inspiring, shallow side and rear glass makes reverse parking tricky and the rear camera essential.
Speaking of the back of the Honda, a long, flat cargo floor offers very competitive luggage space (at 330 litres). With only a lipped sill to lift bulky things over, loading is effortless, although not everybody will appreciate the gimmicky cargo cover blind that needs to be pulled across like a sunshade. A space-saver spare lives below the floor.
Note that if you’re coming from the two earlier-generation (2006 and 2011) Civic hatches sourced from Britain, you may be disappointed to find that Honda’s ‘Magic Seats’ aren’t fitted, since the older cars were based on the Jazz supermini and had their fuel tanks beneath the front seats to enable the base and seat-back ensemble to fold down into a cavity for extraordinary floor-to-ceiling space.
Still, reflecting its focus on the key US market demographic, few rivals this side of a Kia Cerato feel, or are as accommodating as, our Thai-assembled Honda.
The weird French approach to cupholders lingers with the C3. Perhaps to match the name, there are three - two in the front and one in the back at the rear of the centre console. Each door will hold a mid-size bottle for a total of four.
Rear-seat room is acceptable, with good knee room for adults up to 180cm. I toured around in the back and was perfectly happy behind my lanky son's front-seat lounging position. Headroom is very good front and rear as it's quite upright.
The boot isn't bad for a car this size, starting at 300 litres with the seats in place and 922 litres with the seats folded down. There is quite a step in the floor with the seats down. The floor is also not level with the loading lip, but it does liberate a few litres, so it's not a huge deal.
Price and features
Instead, like a Civic in Lululemon, the RS is the automotive equivalent to an athleisure outfit, striving for a sporty yet stylish and easy fit.
To that end, the $33,540, automatic-only RS continues with the 127kW/220Nm 1.5-litre four-cylinder turbo engine (rather than the 104kW/174Nm 1.8-litre naturally aspirated unit powering the lesser VTi and VTi-S), but introduces larger alloy wheels (up from 17 to 18 inches) shod with top-shelf Michelin Pilot Sport 4 tyres (a massive thumb’s up), reshaped bumpers, a new rear diffuser, different grille and fresh colours.
Stepping inside, the RS adopts auto high-beam headlights (of superb spread but tardy response since sometimes they don’t switch off in time, so dazzle on-coming traffic), physical buttons (including a volume knob at last) for the 7.0-inch touchscreen and dual-zone climate-control systems, and updated seat and dash trim inserts. Still looking fresh.
Only turbo Civics offer Honda’s ‘Sensing’ safety package that brings autonomous emergency braking, forward collision warning with pedestrian detection, adaptive cruise control with stop/go functionality, lane departure warning, lane-keep assist and steering assist, thus almost matching direct rivals like the Corolla and Mazda3 that standardise most of these from base-model up.
There are a couple of driver-assist omissions, though. More on that in the Safety section below.
Other RS goodies include leather upholstery, heated front seats, a powered driver’s seat, LED headlights, a multi-angle reverse camera with inside-lane view to avoid cyclists (brilliant), privacy glass, DAB+ digital radio, Apple CarPlay/Android Auto connectivity, a (smashing) premium audio system and keyless entry/start with walkaway locking. Handy.
The RS undercuts the $35,590 Hyundai i30 N-Line Premium and $35,090 Mazda3 G25 GT (though lesser-equipped grades are available in both), matches the $33,490 Kia Cerato GT Turbo but trails the $32,240 Ford Focus ST-Line with Driver Assist Pack and $32,135 Corolla ZR – but the latter makes do with the standard 2.0-litre engine and the ZR Hybrid for an extra $1500 is substantially down on oomph against this lot.
The spare is a space-saver while all RS colour choices are either metallic or pearlescent, with no cheaper flat paint alternative.
Prospective C3 buyers will have to endure a solid price rise on the old car, which landed just over a year ago at $23,480 before on-roads. The 2019 car lists at $26,990 but does come with an overall uplift in spec.
As you did previously, you get cloth trim, reversing camera, auto headlights and wipers, leather steering wheel, trip computer, climate control, rear parking sensors, cruise control, power windows all around, speed-limit recognition and a space-saver spare.
The 7.0-inch touchscreen carries over unchanged and includes Apple CarPlay and Android Auto. These are welcome additions, although the basic software is okay on its own. Like other Citroens and sister Peugeots, the screen hosts much of the car's functionality, which makes sorting out the air-con a bit of a memory game.
Engine & trans
Diesels aside, Honda famously eschewed turbos for decades, relying instead on multi cams, variable-valve timing and other high-tech advances to get the most out of its (mostly brilliant) petrol engines.
For Australian buyers, the tenth Civic broke the rule, and with it brought a terrifically flexible 127kW/220Nm 1.5-litre four-cylinder turbo that maintains the urge of old Hondas at the top end, without the need to rev the daylights out of it at lower engine speeds.
Driving the front wheels via an ultra-smooth continuously variable transmission, off-the-line response is pleasingly immediate, and the power just keeps on coming on, making for a slick and rapid machine.
In fact, there’s enough torque on tap for the driver to avoid the engine droning typically associated with CVTs in most instances, except when mashing the pedal right down for, say, fast overtaking.
That droning comes about because the single-speed CVT is tuned to keep the engine revving at a pre-determined spot (usually close to the red line) to achieve access to maximum power.
That’s about the only time when the 1.5-litre turbo ensemble hits a sour note, as it's also accompanied by an uncharacteristically un-Honda gruffness. But, like we said, it’s avoidable for most urban scenarios, and soon just blends in with the rest of the RS' driving experience.
Another key benefit to going turbo in the RS’ case is commendable fuel consumption. We managed a trip-computer-indicated 7.9L/100km around our mostly-urban driving loop, against the official combined average of 6.4L/100km. That’s just 1.5 litres shy of the claim.
Honda states that standard 91RON unleaded petrol is fine, and with the 47-litre tank, over 734km between refills is possible.
Honda has tuned the 1.5-litre turbo/CVT combination to great effect around town, since it offers seamless acceleration and (mostly) quiet operation in almost all urban environments, for un-intrusive point-to-point motoring. It’s a slick city-friendly machine.
Perhaps it’s the quality Michelin Pilot tyres talking, but the RS’ steering, handling and roadholding behaviour really seemed to have improved over the already-competent pre-facelift version released over three years ago.
From the first turn of the wheel, the Honda feels connected to the road and nicely measured in response, yet is also light and agile enough to be easy to manoeuvre through tight spots and between gaps in traffic. The turning circle is also small for effortless parking.
Out away from the confines of the Big Smoke, the car continues to feel secure and surefooted, taking fast curves with a flat and solid attitude that encourages keener drivers to step things up if feeling inclined to. Brakes feel natural, progressive and reassuringly strong.
The biggest stride the Civic’s taken, however, is in its ability to absorb all sorts of bumps back in the urban jungle, smoothing over bad roads with a high degree of isolation.
And this is despite the switch to larger (18-inch) alloys. You can probably attribute the sophisticated multi-link rear suspension system, elevating the Honda to the pointier end of the class in terms of dynamics.
About the only criticism is the level of road-noise intrusion at even moderate urban speeds, but even this is still within the class average. That said, Honda ought to ride in the latest Mazda3 or Volkswagen Golf if it really wants to see how quietness should be done.
Still, overall, the RS impresses with its maturity and refinement.
Three things work together to make the C3 (see what I did there?) an excellent small car.
The first is the brilliant 1.2-litre turbo triple cylinder. This is such a terrific engine. It's not the quietest or the smoothest, but once you've got things spinning, it's torquey and keeps you rolling very nicely indeed.
In my previous outings in the C3, I've noticed a propensity for the transmission to engage a little too enthusiastically, particularly after waking from stop-start. It now seems to have had a little calibration update that has smoothed things out remarkably. It honestly doesn't feel as slow as its 0-100km/h figure suggests.
Secondly, it's incredibly comfortable for a small car. Even at launch, riding on 17-inch wheels I was impressed, but now on 16-inch wheels with higher-profile tyres, it's even more relaxed. The C3 is no corner-hugging handler, with a bit of body roll and a comfort-biased spring and damper setting, but it's not an understeering duffer, either. Only sharp tranverse bumps upset the rear (nasty rubber shopping centre speed bumps, I'm looking at you) and most of time it feels like a much larger and generously-sprung car.
These two form the basis of a package that seems equally at home in the city and out on the freeway. It's quite something.
Third, it neatly straddles the line between compact SUV and small hatch. Accepted wisdom would suggest sticking to one lane, but the successful blurring of the lines means that you get much of the visual and practical elements of that class while also not paying for, say, the C3 Aircross, which is an out-and-out compact SUV. It's a weird marketing play, but the "What's that?" chats in the shopping centre car parks weren't of the heated kind.
Obviously, it's not perfect. It's reasonably sluggish once you're past about 60km/h and grip is at a premium. The cruise control still needs way too much attention to activate and the touchscreen has too many functions crammeed in, as well as being a bit slow. The lack of AM radio is fixed by the addition of DAB.
As stated earlier, only the turbo Civics in Australia score Honda Sensing, and that currently covers most of the driver-assist safety offered right now in the small-car class. Yet all Civics, regardless of turbo status, score a maximum five-star ANCAP rating, awarded in 2017.
Sensing includes camera and radar-based AEB, forward collision warning with pedestrian detection (but not for bicycles like some other rivals), adaptive cruise control with stop/go and slow-traffic follow functionality, lane departure warning, lane-keep assist, steering assist and auto high beams.
However, unlike the Mazda3, Corolla, and various others, the Civic misses out on Rear Cross Traffic Alert (RCTA) and Front Cross Traffic Alert (FCTA), which automatically brakes the vehicle at up to a certain speed when nosing or reversing into traffic.
Other safety items are six airbags including curtain items covering second-row outboard occupants, stability and traction control systems, and anti-lock brakes with electronic brake-force distribution and brake assist.
For younger travellers, there are two ISOFIX points and three top tethers fitted.
There are also three top-tether restraints along with two ISOFIX points in the rear.
ANCAP awarded just four stars to the C3 in November 2017 and at the car's launch, the company expressed its frustation at the low score, which it believed was a result of the lack of AEB.
It also calls for servicing once every 12 months or 10,000km whichever comes first, and features capped-price servicing known as 'Honda Tailored Servicing', that lasts for five years or 100,000km.
As of May 2020, each standard service costs $297 (except the 80,000km one, which is $328).
That’s more than Toyota’s regime, which for Corolla ZR is $180 for the first four years/60,000km.
Citroen provides a five-year/unlimited-kilometre warranty as well as five years of roadside assist. Your dealer expects a visit every 12 months or 15,000km.
Service pricing is capped as part of Citroen's Confidence program. You'll be confident of paying a fair bit, though. Servicing starts at $381 for the first service, climbing to $621 for the third and moving around until the fifth year.