Honda Civic VS Kia Rio
- 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
- Great design and looks
- Awesome multimedia
- GT-Line is good fun
- S and Sport drive experience
- S and Sport lack active safety
- Expensive servicing
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|
Over four generations, the Kia Rio has cemented its place in the Australian small-car landscape.
Now that it’s an established player, though, could it aim for a bigger slice of the small-hatch pie? Could it become one of Australia’s most beloved small-car nameplates?
We’ve driven the entire updated 2019 Rio range to find out.
|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 Rio is a well-designed and spacious hatch with excellent multimedia and a classy cabin.
It’s a shame the S and the Sport, with their dated engine and expensive automatic options, can’t live up to the otherwise fantastic road manners on offer.
That leaves the GT-Line as our pick of the range. With its fun-packed drivetrain and expanded active safety offering, it’s hard to look past as the Rio of choice.
Would you be willing to splash the extra dollars to get a far better car? Tell us what you think in the comments below.
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.
Design is a strong point for the Rio. This generation of car has been imbued with strong Germanic style courtesy of Kia’s skilful design boss.
The boxy shape and well-defined lines make any variant in the range look ready to take on the Volkswagen Polo, and the plastic detail finishes are largely tastefully executed. But it’s a shame about the dorky hubcap-clad steel wheels in the base car.
Inside, the Rio’s cabin is easily one of the best in the segment. It has a primo-looking dash with tasteful patterns and colours. The 7.0-inch touchscreen taking pride of place in the dash lends a modern feel to the unit, and the steering wheel could easily be borrowed from the far more expensive Stinger sedan.
A simple dial cluster and low-seating make the cockpit a reasonably nice place to be in any variant. But as good as it looks, the interior is hard materials galore, so don’t expect stellar comfort for your elbows or knees on long drives.
Manuals make the lack of knee room obvious, as taller folks can be susceptible to bashing their knee on the steering column during clutch operation.
The seats are executed in a tasteful pattern and are reasonably comfortable, but offer hardly any side support, even in the GT-Line.
Other than the GT-Line’s carbon-look touches and bespoke seat trim, there is little difference between the interior design of each variant.
The Rio still easily possesses a better looking and more ergonomic cabin than the Swift, Yaris and Jazz.
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.
The Rio’s square dimensions lend it a spacious interior, although it is surprisingly bested in this class on boot space by several competitors.
Arm-flailing space and headroom is great for all occupants, but rear passengers get perhaps better legroom than even the driver.
There are well-sized bottle holders in each door, as well as two small ones for front occupants in front of the console box.
Speaking of which, it’s impressive this little car gets a console box at all, because the Jazz and Yaris are left without, while in the Mazda2 it’s a $495 option.
There’s also a decently sized trench in front of the gearknob which houses the USB, AUX and 12v ports. The Rio doesn’t get rear air vents, but it does have a USB power outlet in the back.
Boot space is a decent 325 litres VDA which sounds and looks good, but is bested in this segment by the Honda Jazz (354L), Suzuki Baleno (355L) and Hyundai Accent (370L).
It maxes out at 980L with the rear seats flat, which is almost double the equivalent room in a Suzuki Swift.
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.
Price is everything in such a competitive segment, and so every dollar matters in the small-car stakes.
The Rio range is a three-variant affair, starting with the $16,990 base-model S. The S is unchanged from last year’s model and comes equipped with either a six-speed manual or an antiquated four-speed auto at a $2100 premium.
Standard inclusions on the S are 15-inch steel wheels, a 7.0-inch multimedia touchscreen with Apple CarPlay and Android Auto support, a reversing camera and halogen headlights with auto function.
Missing is cruise control or more recent systems like AEB, lane-keeping assistance, blind-spot monitoring, or cross-traffic alerts.
It’s worth noting the entry-level variants of the Honda Jazz, Mazda 2 Neo and Suzuki Swift are all cheaper, too. And the additional cost of $2100 for a lacklustre automatic is a particular let down.
The next grade up in the range is the new Sport variant ($17,790). The Sport replaces the previously-mid-spec Si, and it gains 17-inch alloy wheels, cruise control, a leather-bound steering wheel and gear shift as well as heated and folding wing-mirrors.
The Sport can also be had with a new six-speed torque converter automatic at a $3000 premium. This transmission is better, but it still can't make up for the failings of the engine; but more on that in the Driving section of this review.
Finally, the updated Rio range tops out with the GT-Line ($21,990). The GT-Line replaces the previous top-spec SLi and comes with an overhauled drivetrain and the presence of active safety features which are not available, even optionally, on lower grades.
The GT-Line gains a bespoke body-kit, flat-bottomed perforated-leather steering wheel, carbon-look interior trim, LED DRLs, fog lights and rear light clusters.
All Rio variants score a reversing camera with rear parking sensors.
The range, spanning from $17,790 to $21,990 is a decent one, but the safety and performance improvements of the GT-Line make it our pick of the range, and it's worth spending the extra money for one.
Just be aware that the GT-Line's circa-$22k pricing will put you in a car the next size up fairly easily.
It’s a shame both the S and the Sport do not get any active safety features and are burdened with antiquated (or expensive) automatic transmissions.
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 and four transmissions in the Rio Range. But only one combination is likely to put a smile on your face.
The S and Sport are only available with a 1.4-litre four-cylinder non-turbo petrol engine which produces 74kW/133Nm. That sounds competitive on paper, but in real life it fails to deliver.
Both cars come with the same six-speed manual, but the S can be optioned with an ancient four-speed auto at a $2100 premium. This is an antiquated transmission and not good value.
The Sport is available with a six-speed auto at a $3000 premium. It’s a much better transmission and improves the drive experience, but it's expensive for an auto and cannot make up for the engine’s failings.
Up the top of the range is the much more impressive 1.0-litre three-cylinder turbo in the GT-Line.
The GT-Line is not available with a manual and can only be had with a seven-speed dual-clutch transmission, a first for Kia in Australia.
The engine produces 88kW/172Nm but can make use of its peak torque in a much wider band than the 1.4. Combined with the slick-shifting dual clutch it's a much better combination.
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.
The 1.4-litre manual variants of the S and Sport have a claimed/combined fuel usage figure of 5.6L/100km. The S’ four-speed auto has a claimed figure of 6.2L/100km and the Sport’s six-speed has a figure of 6.0L/100km.
Meanwhile, the three-cylinder turbo offering in the GT-Line with the seven-speed auto has the best claimed figure of the lot, at 5.4L/100km.
In my test of the S and Sport I found a more realistic figure to expect from the 1.4-litre to be between 7.5 and 9.0L/100km. This is generally worse than fuel figures we’ve experienced in cars like the Suzuki Swift and Mazda2.
My test of the GT-Line produced an 8.9L/100km figure, but I was having a lot of fun.
All Rios have 45-litre tanks and drink base-grade 91RON unleaded petrol.
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.
The Rio has some excellent, and some not-so-excellent driving characteristics.
It’s frustrating, really, because all Rios have a nice wide footprint, solid steering and excellent suspension tuned here in Australia.
The downside is the drivetrains in most variants can’t live up to the promise laid out by the rest of the experience.
The outdated 1.4-litre feels breathless until torque starts to arrive somewhere around 4000rpm. In manual versions, this means you’ll be shuffling gears with annoying frequency to try and keep the power up. In the four-speed auto S you’re left with no choice but to be stuck without power, then suddenly too much power, while the six speed in the Sport helps to smooth this out a little.
All 1.4-litre variants feel slow off the line no matter what you do. Overtaking is a chore.
The new 1.0-litre three-cylinder unit in the GT-Line is a different story altogether. It’s an enthusiastic little engine with a wide power band. It does have a small amount of lag to contend with, but it sounds gruff and has a heap more character than most engines in this class.
It’s not quite on the same level as the Suzuki Swift Sport, but performance-wise, it's a rung above competitors from other brands.
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.
All Rio variants carry a maximum five-star ANCAP safety rating from 2017 onwards. Although, safety across the range varies geatly.
The entry-level S and Sport have no active safety items whatsoever, even optionally. This is a roaring shame given even base variants of the Swift and Mazda2 have AEB, and it is available as an affordable option on the Toyota Yaris.
The GT-Line, again, is far superior to the others in that it comes standard with city-speed auto emergency braking (AEB), forward collision warning, lane keep assist (LKAS) with lane departure warning (LDW), and driver attention alert (DAA).
Standard fitment across the Rio range is the standard suite of stability controls, six airbags and three top-tether or two ISOFIX child-seat mounting points.
One of the Rio’s strong points has always been Kia’s fantastic seven-year unlimited kilometre warranty. It far outstrips the now-standard five-year warranties offered by other brands.
While other brands are upping the pace, the Rio still has the best warranty in this class.
The same can’t be said for ownership costs, sadly. The Rio only needs to be serviced once a year or every 15,000km, and costs an average of $390.71 per year for 1.4-litre variants, or a significantly more expensive $484.57 per year for the GT-Line.