Honda Civic VS Holden Astra
- Roomy cabin
- Strong powertrain
- Comfy ride
- Fussy styling
- Fiddly multimedia system
- Some road noise intrusion
- Sedan's comfy and composed ride
- Hatch's beautiful styling
- Aussie tuning for sedan and hatch
- No AEB in sedan
- Hatch's storage could be better
- Sedan's rear headroom limited
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|
There are two types of people in this world*. Those who like hatchbacks, and those who prefer sedans.
We're not making any judgments. If you're a sedan fancier, it's your business, and hatchbacks have their leagues of loyalists, too. Whichever way you lean, Holden hopes it has something to please you with hatch and sedan versions of its Astra small car.
This is the mothership of Astra reviews, taking both the hatch and sedan into account to help you make a better decision.
|Engine Type||1.4L 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.
The Astra sedan is a different car to the hatch – but then it's really aimed at different people, perhaps more mature ones. I mean, one of the sedan's paint colours, 'Old Blue Eyes', isn't available on the hatch. This could be a hint.
Either way, the sedan could be a better pick for you because of its more comfortable ride, extra rear legroom and bigger boot.
The hatch is a much better looking car. It's also more refined and stylish inside and out. The hatch comes with a more powerful engine and better handling, but its ride is not as comfortable as the sedan's.
As for the sweet spots for each range. For the sedan it's the LS+ with its great safety equipment at a good price. For the hatch line-up, it's the RS because it comes with the larger 1.6-litre engine, advanced safety equipment, and many of the features on the top-spec RS-V, which is $4500 more.
*But wait, there really are more than just two types of people in this world. There are wagon people, too. And Holden will soon have that covered when the Astra Sportwagon arrives by the end of the year. And that one looks a lot like the hatch.
Are you a hatch or sedan person? Lets us know what you think in the comments section below.
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.
Holden has performed cosmetic surgery to bring them closer together, but they still look like distant cousins at best.
Let's focus on the hatch first. This seventh-generation car looks damn good, but it's near impossible to identify the different levels. The easiest way is to look at the wheels (design and size), while the RS has shiny metal blades on the grille, and the RS-V gets that, plus the same trim around the windows for a posher look.
The cabin is also good looking, but regardless of grade, doesn't have the premium feeling the car's exterior looks suggest. Don't get me wrong, the RS-V's interior is cool and stylish, but the use of glossy plastics and a lack of contrasting colour cheapens the vibe.
All Astra hatches have the same dimensions - 4386mm long, 1807mm wide and a height of 1485mm, which is a smidge longer than the Corolla and a bit shorter than the Mazda3. The RS-V auto is the heaviest at 1363kg.
Now the sedan. Holden has styled the front to look more like the hatch but I don't think it's fooling anybody.
The sedan's cabin is also different to the hatch's. We're talking completely different, from the steering wheel to the temperature controls. I'm more of a fan of the hatch's interior styling than the sedan's relatively basic look.
The sedan is 30cm longer than the hatch at 4665mm end-to-end, it's shorter in height though, standing 1457mm tall (-28mm), but is exactly the same width at 1807mm across.
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.
This could be the clincher if you're wondering whether the hatch or sedan is roomier. And the answer may not be the one you expected.
So, in one sentence, the Astra sedan has more rear legroom, but less rear headroom than the hatch, while the sedan's boot is bigger, but I'd pick the hatch if I was using it to move house.
The first bit makes sense. The sedan has a longer wheelbase, meaning more legroom for passengers in the back. Even me, and I'm 191cm tall. In the sedan I still have about 5cm of space between my knees and the driver's seat set to my position, but I can only just squish my knees in when I'm in the hatch.
But in a cruel twist of design fate the roofline of the sedan is lower than the hatch's, and my head skims the ceiling.
The sedan's 445-litre boot is 85 litres bigger than the hatch's (360L), but I'd choose the latter to move house because it has a larger cargo opening. Fold the hatch's back seats down and you could slide a coffee table in, which is not going to happen in the sedan.
The sedan has better cabin storage areas, with four cupholders (two up front and two in the back), bottle holders in all the doors, and a decent-sized centre console storage bin. The hatch gets bottle holders in all the doors, and while there are two cupholders there aren't any in the back. The hatch's centre console bin is small, but there is a driver's side pull-out bin.
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.
Let's start with the hatchback. There are three grades of Astra hatch: the entry-level R lists for $21,990; then there's the mid-spec $26,490 RS, and at the top-of-the-range is the RS-V for $30,990. These are all prices with a manual transmission, and it's another $2200 on top if you want an automatic. There's a sort of bonus level, too – the 'R+' which is an R with advanced safety equipment, but costs $1250 more.
There are three grades to the Astra sedan range, too – but wait, they don't align with the hatch line-up, and even have different names.
The sedan kicks off with the LS spec at $20,490, if you opt for the manual gearbox, or $21,490 for the auto. Standard features at this level include 16-inch alloy wheels, auto headlights, a 7.0-inch touchscreen with reversing camera, Apple CarPlay and Android Auto support, as well as rear parking sensors.
There's an 'LS+' grade for another $1250 which adds advanced safety equipment, LED daytime running lights and a leather steering wheel.
The $25,790 LT gets all of the LS+ features and adds 17-inch alloys, an 8.0-inch touchscreen, proximity unlocking, auto parking, sat nav and rain-sensing wipers.
At the top of the pile, the $29,790 LTZ has all of the above, plus 18-inch alloy wheels, sunroof, climate control air con, and heated, leather-trimmed front seats.
Depending on the grade, the hatch costs $1000 to $2000 more than the sedan.
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.
The Astra hatch comes with a choice of two petrol engines. A 110kW/245Nm 1.4-litre four-cylinder turbo powers the R grade, and a 147kW/300Nm 1.6-litre turbo four sits in the RS and RS-V.
All Astra sedans come with just the 1.4-litre engine.
Buyers have a choice of a six-speed manual (when paired with the 1.4-litre engine torque is 240Nm) or six speed automatic.
CarsGuide test pilot Stephen Corby drove the Astra R grade and pointed out that Holden notes a 0-100km/h time for the base car of "n/a", which pretty much says it all, while our RS and RS-V hatch drivers, including me, found the 1.6-litre to have good acceleration (claimed 0-100km/h in 7.8s).
The six-speed auto in the RS-V hatch is slow and emotionless, while the six-speed manual's short gear ratios keep the turbo going hard.
When it comes to the sedan engine, that 1.4-litre, while competent, doesn't impress the socks off me. But (with socks still well and truly on) it does suit the nature of the sedan far more. The hatch needs a gruntier powerplant to suit its sporty styling and firmer suspension. Lucky there's a 1.6-litre that delivers more mumbo.
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.
First the hatch. Sure, the 1.4-litre engine is the least powerful but it also uses less fuel, with Holden's claimed combined cycle figure being 5.8L/100km in manual and automatic. The 1.4-litre also only requires cheaper 91 RON fuel. The 1.6-litre engine needs 95RON, and the official figure is 6.5L/100km in the manual and 6.3L/100km for the auto. You'll 52 litres of it to fill the tank.
These are low claims and the stop-start tech would help achieve those figures. Our own driving found real-world consumption is higher, with the RS recording 8.6L/100km on the dash computer, while the manual RS-V scored 7.1L/100km.
After 250km in the RS-V auto the trip computer was reporting 10.2L/100km. I also found the fuel gauge needle moved towards empty faster than rivals I've driven. I don't think the Astra's efficiency is the core issue here, more my driving style, and it could be down to the Astra's 48-litre fuel tank, which is three litres smaller than the Mazda3's, and two litres less than the Corolla and i30's.
The sedan returns similar mileage, with official (combined cycle) fuel consumption for the manual sitting at 5.8L/100km, and the auto at 6.1L/100km. The trip computer in our automatic LS reported 8.2L/100km after a little more than 100km of country road driving.
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 CarsGuide reviewers drove three different versions of the Astra, and it's pretty clear the R didn't impress in the same way the RS and RS-V did. While the chassis felt great, the issue was put down to the 1.4-litre engine, which had to work hard while the automatic droned on.
I took the RS-V on my 150km country road test loop and found the chassis to be taut and well balanced, and by the feel of the firm dampers, set-up for more sporty driving and handling rather than comfort.
The RS-V's 18-inch rims, with low-profile 225/40 R18 92W Bridgestone Turanza rubber mean you'll feel almost every crack and bump in the road. Great grip, but the ride isn't comfortable.
The six-speed automatic doesn't match the 1.6-litre engine's perky personality, in that it's slow to change gears. Shift paddles on the steering wheel would add more connection to the driving experience.
Vani's RS-V was a six-speed manual and she loves how quickly that gearbox responds. All all our testers agree the steering is accurate, but artificial and light, although the sport mode gives it more weight, along with changing the throttle response to be sportier.
While the hatch has sporty styling and a firmer ride, Holden has tuned the placid-looking sedan's suspension to be comparatively supple. It's a far more comfortable drive.
I had seat time in each grade. The LS with the manual is the most enjoyable to drive - shifting is easy, the gear ratios are nicely spaced and I could get more out of that 1.4-litre engine.
Being tall and all arms and legs, I found I had to drive with the middle armrest up – my elbow kept bumping into it otherwise when shifting. The clutch also has a high return position.
The auto-only LT and LTZ ride just as comfortably as the LS manual. Steering on all grades has been tuned for Australian roads, and it feels accurate, well weighted and smooth. I've driven far fancier cars with steering that isn't anywhere near this good.
Cabin insulation is also impressive in the sedan – the hatch on the other hand has a fair bit of noise intrusion.
And that engine? Well, you're not going to win any drag races, but the comfortable ride and smooth steering, combined with looks that don't promise land speed records means it's far more suited to the sedan than the hatch.
Even with two well fed Holden employees and myself on board, the sedan didn't once feel like it was running out of puff, even on steeper hills.
The Astra sedan doesn't have the handling ability of its hatch sibling, it also has a ridiculously large turning circle of 11.9m (the Mazda3's is 10.6m), but it just skims in at seven out of 10 thanks to that great steering feel, and well-tuned suspension, keeping the ride comfortable and composed.
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.
The R+ hatch adds a safety pack which includes such as AEB and lane keeping assistance.
The LS+ sedan is $1250 more than the LS and comes with suite of safety gear including lane keeping assistance, lane departure warning and forward distance indicator.
You'll find two ISOFIX mounts and three top tether points for child seats across the back row in the sedan and hatch.
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.
The Astra hatch and sedan are covered by Holden's three-year/100,000km warranty.
Servicing is recommended every 15,000km or annually. The Astra also comes with Holden's life-time capped-price servicing. You'll pay $229 for each of the first four services, then $289 each for the next three before stepping up higher as the car ages.