Honda Civic VS Hyundai Veloster
- Looks are good (or bad)
- Suspension and steering are both terrific
- Plenty of legroom in the rear seat
- CVT drones at pace
- Standard safety lacking on base models
- RS is noisy on the wrong road surfaces
- Unique looks
- Grunty 1.6-turbo engine
- Great dynamics
- Small boot
- Only three doors
- 2.0-litre engine lacks grunt
If you think the new Civic Hatch looks a little lower-slung than its sedan sibling, that can likely be attributed to the crushing weight of expectation placed on its little metal shoulders.
See, this 10th-gen Civic might be the most important car Honda has ever made. While most manufacturers were pouring funds into their SUV ranges, Honda was diverting a huge chunk (heavily tipped to be a whopping 35 per cent) of their research and development budget into the Civic, using the evergreen nameplate as a key pin in their Australian comeback.
And with that much riding on it, it had to be good. In sedan form, which launched here last year, it mostly lived up to the hype, with Honda shifting more than 800 units per month. And with the Civic hatch finally touching down in Australia, Honda is hoping to add 1000 sales to the tally.
So the question now is, does this new hatch version shine, too?
|Fuel Type||Regular Unleaded Petrol|
Promise me something. Don’t judge a Hyundai Veloster just by its looks, especially this new generation which has just arrived.
So, what is it, then? If anything it could be the perfect compromise car: a coupe with easier access to the back seats than a two-door, a choice of engines, an affordable entry-point, plus good dynamics and a comfortable ride.
I went to the Australian launch of the new Veloster and here’s what I found out about this much improved second-generation model.
|Engine Type||1.6L turbo|
|Fuel Type||Regular Unleaded Petrol|
Energetic and engaging (if not quite sporty), the Civic hatch is quiet and comfortable around town, but it can more than hold its own on a twisting backroad, too. It’s looks will either appeal or not, but a lack of comprehensive safety equipment on the cheaper models is sure to ruffle some feathers.
For us, the cheapest way into the turbocharged engine forms the pick of the bunch, so we'd call the VTi-L the sweet spot.
The Veloster might not be the perfect family car with its small boot and three doors, but if you are looking for something different and sporty then the Veloster with its great driving dynamics could be the funnest reason not to buy an SUV like everybody else.
The Turbo is the sweet spot in the Veloster range for value - the most bang for you buck, plus plenty of great features.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
The word 'polarising' is usually a thinly disguised way of saying 'lots of people don’t like it'. And the all-new Civic sedan was, well, very polarising. A glance at this new hatch version shows it hasn’t strayed too far from that design approach, either.
It’s as understated as a snakeskin suit in all grades, but nowhere is it quite so busy as in the RS trim level, in which the sporty trimmings jump out from every possible angle. Strangely, though, we quite like the way it looks, and it's undeniably an individual in the small car segment.
Inside, Honda has produced the comfortable and tech savvy interior that was missing from the outgoing model, but the sense of well executed semi-premium fades as you approach the spartan rear seat.
Nobody had seen anything quite like the Veloster before the first one arrived in 2012. This ugly-pretty hatch with cranky frog looks made Australia rubber neck.
It arrived just after Hyundai had finished winning over Aussies with small affordable cars with outstanding five-star ANCAP safety scores and it was a case of 'now for something completely different.'
I’m going to put it out there and say the styling was about half-a-decade ahead of the trend because by the time 2017 rolled around brands like Toyota were coming up with pretty similar designs in the form of its C-HR and even more recently Lamborghini’s Urus bears more than a passing resemblance to the Hyundai. Where have you ever seen that written before?
This second-generation Veloster has arrived looking a bit more grown up and serious than the pioneering first-gen, with its longer nose and sleeker head and tail-lights, the latter of which now extend through into the tailgate.
And while it’s not quite as toy-like in its design as the original it’s still fun looking and different with the pumped up wheelarches, central exhaust, a roofline which slopes dramatically down to the oversized rear spoiler and the three-door design – one for the driver, the front passenger and a single entrance to the second row.
Yep, if you didn’t realise it then you should know that from the right-hand side the Veloster looks like a two-door coupe, but from the left it appears to be a four-door. Not even Hyundai can give me a reason why, other than it offers the practicality that a two-door coupe can’t.
All Velosters come with 18-inch alloy wheels but each grade’s rims come in a different design, while the Turbo and Turbo Premium have blacked-out side skirts and a sporty grille with a red-painted lower air-intake.
Each grade of Veloster comes with a different interior package with a black and blue colour scheme with cloth material in the entry-level car; while the Turbo’s cabin is black with red highlights using cloth and leather; and the Turbo premium is similar but with leather upholstery.
That said, there’s way too much hard plastic used on all grades, from the dash to the door sills and that brings the feeling of quality down even if the fit and finish of the cabin is excellent.
At 4240mm long, 1800mm across, and 1399mm tall the Veloster is about 100mm shorter in length than an i30, a little bit wider and not quite as tall, giving it a low and planted stance.
Colours include 'Red Ignite', 'Yellow Thunder Bolt', 'Chalk White', 'Dark Knight', 'Tangerine Comet', 'Phantom Black' and 'Lake Silver'. Frankly a frog-looking car should come in green, but that isn’t offered, neither is blue, grey or purple.
The Civic hatch is surprisingly spacious in the cabin, where up front the two seats are split buy a central bin housing two of the fattest, deepest cupholders we’ve ever seen (that would be America’s 'Big Gulp' influence on the Civic’s design), along with a hidden USB and power source that sits behind the centre console, hiding the ugly chords while you’re plugged into touchscreen unit.
The back seat, is plenty spacious in the longer and wider hatch - which also sits on a 30mm longer wheelbase than the outgoing car - with more shoulder, leg and knee room for backseat riders.
Which is just as well, as there’s not much else happening back there, with no air vents, power outlets or USB points on offer, with just the two cupholders housed in a pulldown divider that separates the rear seat.
It’s not. Well not very practical anyway, not in the same way a Hyundai i30 is or even a Kona SUV is.
Let’s go straight to the obvious one – the three doors. A door for the driver, one for the front passenger and another on the kerb-side of the car for entry into the two seats in the second row.
Yes, it’s quirky and different, but it’s frustrating for the those who need to climb in from the left-hand side and scoot across a hard plastic tray and cupholders in the centre to sit behind the driver.
To be fair, the aperture of the entry has been widened by 58mm, improving entry and egress and headroom in the second row has been increased, too.
At 191cm tall I can just sit behind my driving position while my hair is brushing the ceiling. Not a place I’d like to be a on a long trip, that’s for sure.
Hyundai argues that the third door provides practicality that a two door doesn’t have, which is true, but that’s like making a T-shirt with one long sleeve and a short one just in case it’s colder than you thought outside. No, it isn’t… but I can’t think of a better analogy right now.
Did you notice that the front doors are different lengths? The driver’s door is long because the B-Pillar on that side is positioned further rearwards than the other side while the passenger door is short. This causes a few issues – the driver’s door is heavy and if you park next to somebody you might have trouble opening it far enough for you to clamber out.
But if you don’t have kids and will only occasionally ferry people around in the back, then the Veloster is far more suitable.
Cabin storage is good with two cupholders in the back, and two up front, along with slim door pockets up front, a large centre console storage bin under the centre armrest and a big hidey hole in front of the shifter.
As for power outlets you’ll find a 12-volt along with two USB ports up front – a media connection and charging-only one.
Price and features
Thanks to what Honda refers to as its “One Civic” philosophy, this new hatch lineup perfectly mirrors the sedan range that was launched here last year, with the only major change being the ‘Ring-burning Type R, which will be hatch-only when it arrives later in 2017.
And that means the five-strong Hatch range kicks off with the entry-level VTi ($22,390) before stepping up to the VTi-S ($24,490) and the VTi-L ($27,790). Next up is the sport-sprinkled RS ($32,290), before the range tops out with the high-flying VTi-LX ($33,590).
Entry-level shoppers will make do 16-inch steel wheels, fabric seats and single-zone climate control, but there are some nice and premium-feeling flourishes, like LED DRLs, a 7.0-inch touchscreen that’s now Apple CarPlay and Android Auto-equipped and a second colour screen in the driver’s binnacle for your trip information.
Stepping up to the VTi-S adds 16-inch alloy wheels, integrated LED indicators in your wing mirrors and proximity locking and unlocking, along with some clever safety stuff we’ll come back to under the Safety heading.
Along with a better engine (more on that in a moment), springing for the VTi-L will earn you 17-inch alloy wheels, twin-zone climate control and automatic windows in both rows, while the sporty-flavoured RS adds LED fog and headlights, along with a hearty dose of sporty styling courtesy of a bumper kit, skirting and a liberal splashing of piano black highlights.
Inside the RS gets leather trimmed seats, a better 10-speaker stereo and and a standard sunroof, too.
Finally, the range-topping Civic - the VTi-LX - gets satellite navigation, and a fairly comprehensive suite of safety kit.
There are three grades in the Veloster range with the entry-point simply called Veloster, which lists for $29,490 with a manual gearbox and $31,790 for the automatic transmission.
Above this is the Turbo, which lists for $35,490 for the manual (add $3K for a dual-clutch auto) and at the top of the range is the Turbo Premium for $38,990 in manual guise and, that’s right, three grand extra for the dual-clutch.
The standard equipment list is impressive. Well, it is for the Turbo and Premium, but the entry-grade Veloster still comes with a good safety suite (read about that below) and features such as LED daytime running lights, a 7.0-inch screen with Apple CarPlay and Android Auto, single-zone climate control, sports front seats, leather-clad steering wheel, 18-inch alloy wheels with Michelin Pilot Sport 3 tyres and switchable drive modes if you go for the auto transmission.
The Turbo is the sweet spot in the Veloster range for value coming standard with an 8.0-inch screen with Apple CarPlay and Android Auto, eight-speaker Infinity sound system, proximity unlocking, LED headlights, sat nav, digital performance gauges, digital radio and Michelin Pilot Sport 4 tyres.
The Turbo Premium has all of the Turbo’s features but adds leather upholstery, heated and ventilated seats, power adjustable driver’s seat, head-up display, heated steering wheel, sunroof, and wireless charging for your smartphone. Plus, this grade gives you the option of the two-tone effect with the black roof for $1000. Premium paint on all grades costs $595.
Engine & trans
Like the sedan version, there are two engine choices on offer, with the cheaper option a 1.8-litre petrol engine, good for 104kW at 6500rpm and 174Nm at 4300rpm found in the VTi and VTi-S trim levels.
The better option, though, is a perky turbocharged 1.5-litre petrol engine that will push 127kW at 5500rpm and 220Nm at 1700rpm to the front tyres.
Both engines are partnered with a CVT automatic transmission, with or without wheel-mounted shifters, depending on the trim level.
There are two engines in the Veloster range: a 110kW/180Nm 2.0-litre naturally aspirated petrol four cylinder in the entry-grade car; and the 150kW/265Nm 1.6-litre turbo-petrol four in the Turbo and Turbo Premium.
Both engines can be had with a six-speed manual, while the 2.0-litre is also available with a six-speed automatic and the 1.6-litre is offered with a seven-speed dual-clutch auto.
For me, the best combination is the turbo engine with the manual gearbox. For more on what the Veloster is like to drive, skip on down to that section below.
Fuel use is pretty impressive across the board, with the 1.8-litre engine sipping a claimed combined 6.4-litres per hundred kilometres, while the turbocharged version needs just 6.2 litres on the same cycle.
Emissions are pegged at 150 and 142 grams per kilometre of C02 respectively.
Hyundai says that after a combination of open and urban road driving the 2.0-litre petrol engine with the six-speed manual will use 7.0L/100km, while the six-speed auto will need 7.1L/100km.
In my test drive of the automatic the trip computer was telling me it was using an average of 7.1L/100km but that was mainly country roads.
As for the turbo engine Hyundai says consumption will be 7.3L/100km with the manual gearbox and 6.9L/100km with the dual-clutch. My testing of the DCT car saw the trip computer report 6.8L/100km after motorways and then getting lost in Brisbane’s CBD during peak hour. Not bad at all.
Honda struggles a little in explaining exactly what its new 1.5-litre turbo-powered Civic is.
Is it a hot hatch? Nope, the incoming Type R will handle those duties. Oh, so it's a warm hatch, then? Not really - it's mechanically identical (same engine, gearbox and suspension) to the other, top-tier Civics. In fact, only the brand of tyres seperate the RS from the more luxurious VTi-LX.
"We would say it's a 'sporting hatch'," says Honda's head honcho, Stephen Collins.
And sporting it is, with its clever turbocharged 1.5-litre engine a willing and perky unit, delivering plenty of oomph all over the rev range and with no noticeable, soul-destroying lag in its power delivery.
The steering, too, has a sporty flavouring, it's super direct, and offers such crisp direction changes that you have to pay keen attention driving, as even the slightest input will see you steering out of your lane. And while the ride is a little crashy through bumps, it pays you back with composed cornering antics that see the front wheels hanging on to the tarmac for much longer than you might expect.
But the best trick of the 1.5-litre engine is that it doesn't require much accelerator to make it move, which means there's never too much strain on the CVT auto in town. And, given the auto is both loud and intrusive when you ask too much of it, that can only be a good thing.
Like most CVT 'boxes, it's quiet and composed in city driving, but loud and with a tendency to surge when you start to test it. So much so that heavy acceleration requires a kind of lucky dip as to when to back off the throttle, with the Civic continuing to accelerate for a moment or so even once you get off the gas.
Happily, then, the 1.8-litre models are much easier to classify. They're the cheap ones.
It's a a simple, honest and hardworking engine that feels both slower and slower to respond than its newer, turbocharged sibling, but is more than capable of getting up to speed, even if it struggles to add pace from the mid-range onward.
I kicked things off in the base grade Veloster with its 2.0-litre four-cylinder engine and six-speed automatic, then upgraded to the Turbo Premium with the 1.6-turbo and dual-clutch auto, before piloting the mid-range Turbo with the six-speed manual gearbox. It was enough for me to see straight away which I’d want in my driveway.
And ‘yeah-nah’, it wasn’t the base grade Veloster. Not for me, anyway. The frankly superb (for the money) suspension is let down by an engine which can’t offer the performance a car this well set-up deserves.
Still, you get the look, great handling, outstanding steering and a comfortable and composed ride for less money than the rest. So, if ‘extra sporty’ driving doesn’t matter to you, then you will still love the way the entry Veloster feels to pilot.
If you have a little more to spend my recommendation is the middle-of-the-range Turbo with the six-speed manual. This is the bang for your buck winner with that 1.6-litre turbo making 150kW/265Nm at a pretty darn good price.
You’ll find the same engine in the Hyundai i30 N-Line, but the Veloster Turbo with a manual gearbox is 1270kg - 45kg lighter than the i30, giving it a better power-to-weight ratio.
The lightness and all that torque rushing in from 1500rpm, combined with quick and natural steering makes the Veloster Turbo feel so pointable, changing direction almost as quickly as you can think it.
The manual gearbox just ups the engagement factor, with a light clutch pedal and easy ‘flick of the wrist’ shifts.
If you’re going to be commuting in traffic daily then you’d probably be happier with the dual-clutch auto, which reduces the driver-car connection but has its own benefits over the manual.
First, the DCT can shift faster than any human, and second when it moves to a higher gear the burbling exhaust note lets out satisfying deep burps.
The official 0-100km/h acceleration time for the Turbo cars is 7.1sec for the DCT auto, and 7.7sec for the manual.
All Velosters have the same suspension tune and it’s much improved over the previous model. MacPherson struts underpin the front while suspension in the back has been swapped from a torsion beam to multi-link set-up which has improved high-speed and cornering stability, while giving the Veloster a comfortable and composed ride.
Hyundai has done a top job in designing the driving position, too, with a low hip point, supportive seats and plenty of elbow room.
You might be wondering what visibility is like in a car with a mini-tank turret and it’s nowhere near as bad as you might think.
Hyundai has moved the A-pillars back to improve the view, but they are still a bit in the way while looking rearward, your sight obstructed by the chunky C-Pillar and small windows. But use your mirrors and the reversing camera when parking and you’ll be fine.
That brings us to looking at how practical something like the Veloster is…
While some of its key competitor are throwing safety functions at all trim levels, with Honda it’s still sadly a case of you get what you pay for.
The entry-level VTi, for example, makes do with six airbags (front, front-side and curtain) and a 180-degree reversing camera, opting for the VTi-S, VTi-L or RS adds front and rear parking sensors and Honda’s cool 'LaneWatch' (with activates a side-mounted camera when you indicate, beaming an image of the lane running alongside the lefthand-side of the car up onto the 7.0-inch screen).
The entire Civic range was awarded the maximum five-star ANCAP safety rating.
This new-gen Hyundai Veloster hasn’t been given an ANCAP assessment yet, but it’s likely the rating could be split between a four-star score for the entry grade and a five-star for the Turbo and Turbo premium.
This is because the entry car has AEB but it’s not the pedestrian detecting type which is found on the top two grades and is necessary for a five-star score.
All Velosters have rear parking sensors, but none have front ones.
The LED headlights on the Turbo and Turbo premium are excellent. Keep this in mind if you’re thinking of the base grade and you live in a country area – its full beam headlights are nowhere near as good.
For child seats you’ll find two ISOFIX mounts and two top tether anchor points in the second row.
The new Veloster is covered by Hyundai’s five-year/unlimited kilometre warranty. Servicing is recommended every 15,000km or 12 months for the base grade Veloster and costs $279 for the first two visits followed by $365 for the next then $459 and $279 for the fifth.
The Turbo and Turbo Premium need servicing every 10,000km or 12 months and you’ll pay $299 for the first three visits then $375 and then $299 for the fifth.