Honda Civic vs Ferrari California

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.

The overall score doesn’t necessarily reflect how good this car is, but that’s because we have to factor in safety kit and equipment. Those things matter, sure. But if you really want a Ferrari Portofino, you’ll probably read the drive impressions and look at the photos, both of which should be enough to push you over the line if you’re not quite there yet.

The Ferrari Portofino 2019 model is not just bellissimo to look at, it’s also a more Italian offering. And that’s buonissimo. 

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.

It’s a more angry-looking entry-level car for the iconic Italian brand, but not in an ugly way. 

Sure, some angry faces aren’t pretty. But I bet if Elle Macpherson or George Clooney got cranky at you, you’d still probably find them attractive. And so it is with the Portofino, which has a mildly menacing front end, some scintillating curves over its taut metalwork, and a pair of high-set hips with bold tail lights. 

It is undeniably more muscular than the old California was. And filling the wheel arches are 20-inch wheels, which measure eight inches wide at the front (with 245/35 rubber) and ten inches wide (285/35) at the back.

This isn’t a compact car, either - with dimensions of 4586mm long, 1938mm wide and 1318mm tall, the Portofino is longer than some mid-sized SUVs. But boy, does it pull its size off well. 

And like many of the beachside manors in the seaside town for which the new model is named, you can shutter yourself in to combat bad weather. The folding electronic roof system takes 14 seconds to raise or lower, and can be operated at speeds up to 40km/h.

I actually think it looks better with the roof on. It’s not often you can say that about a convertible…

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.

You aren’t buying a Ferrari if you want the most practical car for the money, but that doesn’t mean there isn't some semblance of pragmatism to the Portofino.

There are four seats. I know, it’s amazing to think there’s a point in making the Portofino a 2+2 seater, but according to Ferrari, owners of the outgoing California model used those back seats about 30 per cent of the time.

I wouldn’t want to be in the back row that much. It’s designed to play host to little kids or small adults, but anyone nearing my height (182cm) will be very uncomfortable. Even tiny adult males (like fellow auto scribe Stephen Corby, for example) reckon it’s tight and not a pleasant place to be back there. (link to existing review). But if you have kids, there are two ISOFIX child seat anchor points.

The boot space is not huge, but with 292 litres of cargo capacity with the roof up, there’s enough room for a weekend’s worth of luggage for a couple (Ferrari says you can fit three cabin bags in that configuration, or two with the roof down). And - a tidbit for the actual customers out there- it has more luggage capacity than you get in a new Corolla hatch (217L). 

As for cabin comfort, the front seats are sumptuous, and there are some nice elements like the 10.25-inch infotainment screen, which is pretty easy to use, if a little slow to load when you’re skipping between screens or trying to key locations into the sat-nav system.

There are also two 5.0-inch digital screens in front of the driver, mounted either side of the rev counter, and the front passenger can have their very own display with speed, revs and gear on show. It’s a neat option.

While it may have some long-distance touring pretence, the Portofino isn’t a beacon of loose-item storage. It has a pair of cupholders, and there’s a small storage tray that will fit a smartphone.

It would be silly to think that people who can afford a Ferrari aren’t conscious of finance. Most people who can buy a car like this are very specific about what they will and won’t spend their hard-earned cash on, but according to Ferrari, about 70 per cent of projected Portofino purchasers will be buying their very first Prancing Horse. Lucky them!

And at $399,888 (list price, before on-road costs), the Portofino is as close to an affordable new Ferrari as you’ll get. 

Standard equipment includes that 10.25-inch media screen that runs Apple CarPlay (an option, of course) and includes sat nav, DAB digital radio, and acts as a display for the reversing camera with parking guidance lines, plus there are front and rear parking sensors as standard.

The standard wheel package is a 20-inch set, and of course you get leather trim, 18-way electronically adjustable front seats, plus heated front seats and dual-zone climate control, and there’s proximity unlocking, too (keyless entry) with a push-button starter on the steering wheel. Auto LED headlights and auto wipers are standard, as is cruise control and an auto-dimming rear-view mirror. 

Speaking of Ferrari’s fantastic Formula One-inspired wheel (with paddle shifters), the version with the carbon fibre trim and integrated shift LEDs fitted to our car cost an extra $8300. Oh, and if you do want CarPlay, that'll be $6793 (which is more than the best Apple computer you can buy), and that reversing camera will add $6950 to the price. WHATTTT???

Some of the other options fitted to our car included the Magneride adaptive dampers ($8970), the LCD passenger display ($9501), adaptive front lighting ($5500), a premium hi-fi sound system ($10,100), and a foldable rear-seat backrest ($2701), among plenty of other interior elements. 

The as-tested price for our just-under-four-hundred-grand Ferrari, then, was actually $481,394. But who's counting?

The Portofino is available in 28 different colours (including seven blue hues, six grey options, five red and three yellow paint choices).

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 3.9-litre twin-turbocharged petrol V8 engine produces 441kW of power at 7500rpm and 760Nm of torque from 3000rpm. That means it has a sizeable 29kW more power (and 5Nm more torque) than the Ferrari California T it replaces.

Plus the 0-100 acceleration time is better, too; it will now hit highway speed in 3.5 seconds (was 3.6sec in the Cali T) and moves past the 200km/h marker in just 10.8sec, if you believe Ferrari’s claim.

Top speed is “more than 320km/h”. Didn’t get a chance to test that, sadly, nor the 0-200km/h time.

The kerb weight for the Portofino is 1664 kilograms, while the dry weight is 1545kg. The weight distribution is 46 per cent front, 54 per cent rear. 

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.

The twin-turbo-V8-powered Ferrari Portofino uses a claimed 10.7 litres per 100 kilometres. Not that fuel costs are a big concern if you’re spending $400k on a car. 

But that’s more than, say, a Mercedes-AMG GT, (9.4L/100km; 350kW/630Nm) but not as much as a Mercedes-AMG GT R (11.4L/100km; 430kW/700Nm). And the Ferrari has more power than both of those, and it's quicker, too (and more expensive…).

Fuel-tank size for the Ferrari Portofino is 80 litres, enough for a theoretical mileage range of 745km.

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.

Compared to the California T it replaces, the new model is stiffer, has a lighter all-aluminium chassis, gets a reworked transmission and also includes an electronically controlled limited-slip differential. 

It’s faster, has more tech - like electronic exhaust bypass valves to make it sound better - and it's gorgeous. 

So it's fast and fun? You bet. It has electronic power steering, which mightn’t be as tactile in terms of road feel as a vehicle with a hydraulic steering setup, but it is rapid in its reactivity, and arguably offers better point-and-shoot ability as a result. Old diminutive Corby criticised it for being very light and somewhat lacking, but I reckon that as an entry point to the brand, it serves as a very manageable steering setup.

The adaptive magnetorhelogical dampers do a magnificent job in allowing the Portofino to ride over rough patches of road, including pockmarks and potholes. It hardly ever feels ruffled, although there is some scuttle shake to the windscreen, as is often found in convertible cars.

The most surprising element to this Ferrari is that it is supple and reserved at times, but can turn into a manic machine when you want it to.

With the Manettino drive-mode dial on the steering wheel set to Comfort, you will be rewarded with sedate progress and cushioning from the road surface below. In Sport mode, things are all a bit more growly and rigid. I personally found the transmission in this mode, when left in Auto, was eager to upshift to help save fuel, but still responded pretty quickly when I put my foot down hard.

Turning Auto off means it’s you, the pedals and the paddles, and the car won’t overrule your decisions. If you want to see just how realistic that 10,000rpm tacho top is, you can test it in first, second, third… oh wait, you need to keep your licence? Just keep it to first. 

Its braking is tremendous, with aggressive application resulting in seatbelt-tensioning response. Plus not only was the ride comfortable, the balance and control of the chassis was both predictable and inherently manageable in corners, and there was plenty of grip, even in the damp. 

With the roof down, the noise of the exhaust is exhilarating under hard throttle, but I found it droned a bit under less-urgent acceleration, and in most instances of ‘regular driving’ it actually just sounded loud, rather than lush. 

Things that were annoying? The throttle response is dull for the first part of the pedal travel, making for some testing moments in traffic. Not helping that is the fact the engine stop-start system is exceptionally overactive. And that there’s no fuel use readout on the digital trip computer screen - I wanted to see what the car was claiming in terms of fuel use, but I couldn’t.

There is no ANCAP or Euro NCAP crash-test score available for any Ferrari model, and it’s fair to state that safety tech isn’t the reason you buy a Ferrari. 

The Portofino, for instance, has dual front and front-side airbags, and an advanced stability control system… but that’s about it. 

Things like auto emergency braking (AEB), lane-departure warning, lane-keeping assist, blind-spot monitoring and rear cross-traffic alert are all unavailable. 

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.

Ferrari servicing won’t cost you a cent for the first seven years, and that’s whether you hold on to it or sell it - the new owner will have access to complementary maintenance for whatever is left of the initial seven-year period.

The standard warranty offer from Ferrari is a three-year plan, but if you sign up for the New Power15 program, Ferrari will cover your car for up to 15 years from the first registration date, and that includes cover for major mechanical components including the engine, transmission, suspension and steering. It reportedly costs $4617 for V8 models like this - a drop in the financial ocean at this price point.