Honda Civic VS Skoda Fabia
- 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
- Looks sporty
- Fun on a good road
- Good ownership prospects
- No paddle-shifters
- Some slow-speed lurch
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|
The Skoda Fabia range has been updated and facelifted. You mightn’t be able to tell just by looking at it, but there are broad-reaching adjustments across all models.
We’re in the sporty looking, high-spec Monte Carlo. It isn’t quite a hot hatch - rather, it has the makings of one, but instead makes do with a downsized turbo engine and a dual-clutch auto transmission without paddle-shifters. Shock, horror.
Even if it doesn’t hit the highs of some closely-priced go-fast compact hatches, the Fabia Monte Carlo offers some food for thought in this tough-fought segment.
|Engine Type||1.0L turbo|
|Fuel Type||Premium 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.
I like the Skoda Fabia Monte Carlo, but I’d have to love it if I was going to own it - especially considering I now live right in the guts of the city. If I still lived up in the Blue Mountains, it would make a bit more sense… but should that be the case for a city car? Arguably not.
Would you buy a Skoda Fabia? Tell us what you think in the comments section 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.
The redesigned front end of the Skoda Fabia is barely different to the model that preceded it, but trainspotters will note slightly redesigned headlights and a different bumper and grille. Those headlights include integrated LED daytime running lights, and there’s the option of full-scale LED headlights - but you have to pay for them.
In Monte Carlo spec you get sportier bodywork, including a black rear spoiler and black lower body kit, plus black 17-inch wheels with grippier Bridgestone Potenza rubber, and Monte Carlo badges on the B-pillars and door sills. Over lower grade models it also has front fog-lights and LED tail-lights.
There are changes inside the cabin, too, with different seat trim and a flat-bottom steering wheel. Check out the interior pictures to see if it’s to your taste or not.
I think it’s a sporty looking little hatch, with enough design flair to suit its compact dimensions. The Fabia hatch is just 3997mm long (on a 2470mm wheelbase), 1732mm wide and 1467mm tall.
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 cabin of the Fabia is compact. Admittedly, it’s a compact car on the outside too, but while most of Skoda’s other models manage to make you feel like you’re in something larger than you are, the Fabia - aside from its high roof and therefore very good headroom - is a little cramped.
Rear seat legroom and shoulder space is among the worst in the class, for instance - but if you’re not hauling 182cm-tall adults like me around in the back, then that mightn’t matter too much to you.
Youngsters will be comfortable in the back, and there are dual ISOFIX child-seat anchors and three top-tether points as well. Yep, it’s a five-seater.
There are bottle holders in all four doors, and a pair of map pockets on the front seatbacks, too. No cupholders in the rear and no centre armrest, either, and up front the cupholder situation could be better - there are two, but they are shallow and smaller than the standard Keep Cup. But hey, you get an umbrella hidden in the glovebox, and there’s a little rubbish bin in the driver’s front door pocket, too.
The materials used are on the cheaper side, with hard plastics on the doors and dashboard. But there are padded elbow rests on the doors and the small adjustable centre console cubby, and the carbon-look panel that runs across the dash is nice. The cloth seat trim looks great, too.
Boot space is good for the class, with 330 litres of cargo capacity with the rear seats up and 1150L with them down.
Not big enough? You can get a Fabia wagon - and as a Monte Carlo model if you’re completely sold on the look - and in that guise you’ll get a much bigger boot (530L/1395L).
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.
It’s small, has some touches of luxury and sportiness, and is definitely no Toyota Yaris.
So, with an asking price of $25,490 drive-away, what other cars could you be shopping it against? How about a Mazda 2 GT auto ($23,680 plus on-road costs), or a Volkswagen Polo Comfortline auto ($21,990 plus on-roads), or if you really want something a bit more sporty, then maybe a Suzuki Swift Sport auto ($27,490 plus on-roads).
There are some other shortcomings for a car at this price point: you don’t get keyless entry or push-button start, for instance, and there is no leather seat trim, heated seats or built-in sat nav (add $950 if you want that). A panoramic glass roof will set you back $1000, too.
As has been the case in previous years with Skoda models, there are several packs that customers can choose to add to their car to boost the specification levels.
On the Monte Carlo model, that includes the Vision Pack (priced at $1400) consisting of full LED headlights, auto lights and wipers, auto-dimming rearview mirror, and additional safety spec in the form of blind-spot monitoring and rear cross-traffic alert - our car was fitted with that pack.
There’s also the Tech Pack ($1800), which includes keyless entry and push-button start, rear parking sensors, adaptive cruise control, climate control air-con, driver fatigue detection, DAB+ digital radio and dual USB ports in the rear.
Add both those options to the price and you’re approaching VW Polo GTI money…
The Fabia is available in an array of colours, including the choice of a black roof finish. You can choose between white, grey, blue, black and red, but green is reserved for non Monte Carlo models.
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.
Under the bonnet of the Fabia Monte Carlo is what Skoda calls the 81TSI engine - a 1.0-litre three-cylinder turbo-petrol producing 81kW of power and 200Nm of torque.
It has a standard-fit seven-speed dual-clutch auto transmission, and like the lower-grade version, is front-wheel drive. There are no paddle-shifters, which might seem a bit of a silly concern - but after driving it, I found myself wishing there were.
Sadly, there is no manual version, which is a shame.
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.
Claimed fuel economy is 4.7 litres per 100 kilometres, which is very good. But in the real world, you can bank on using about double that in city driving. Plus you’ll need to factor in that the engine requires 95RON premium unleaded petrol, so filling up will add a few extra bucks.
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.
On the right stretch of road, the Fabia Monte Carlo has handling as good - if not superior - to some pint-sized hot hatches. It holds the road beautifully, turns with grace and ease, and feels balanced and controlled in the twisty bits.
The engine revs freely, the transmission shifts smartly - only let down by a lack of paddle-shifters. The whole experience feels nice, and if you only deal with higher-speed driving that happens to involve a mountain climb on the way to work, then: a) you’re luckier than you know; and b) you’ll be happy with a Fabia Monte Carlo.
But the big issue here is that this is a city car, and that’s where it stumbles and fumbles most.
The transmission is the real problem - it is hesitant, reluctant, downright dumb at times. Combined with some turbo-lag from the three-pot turbo engine, traffic lights can actually be nerve-wracking, as there’s not really a ‘regular’ feel to the way the car will take off. Sometimes it’ll jump away from the lights, other times it will lag and lurch.
The ride is reasonable in town, but sharp edges can upset things. And while the steering is a lot of fun in its weighty, direct attitude, that heft can be a tad annoying when you’re trying to park it.
All in all, the drivetrain feels a bit like old-Skoda-by-way-of-VW, and it simply isn’t as well considered as the equivalent VW if you just drive around town.
What a damn shame there isn’t a manual Monte Carlo, because it would easily negate all these concerns.
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.
No Fabia model comes with adaptive cruise control, rear cross-traffic alert or blind-spot monitoring as standard, but those are optionally available (see the pricing section above).
There’s no lane keeping assist or lane departure warning system on the Fabia - standard or optionally.
Where is the Skoda Fabia built? The answer is Skoda’s home country - Czech Republic.
Skoda offers a five-year/unlimited kilometre warranty on its models putting it on par with rivals, though it was one of the earlier adopters of the long warranty program.
Skoda offers the choice of either following a capped price servicing plan (out to six years/90,000km) or buyers the option to pre-purchase three years/45,000km or five years/75,000km of servicing in a service pack.
The latter allows you to roll the maintenance costs into your finance, which is nice, and the costs area $760 for three years, or $1600 for five - which works out to a discount of $317 and $885 if you pre-purchase rather than follow the standard capped-price plan.
Follow the capped price path and you will find costs of maintenance are on the high side for such little car, at: $291, $351, $435, $622, $435 and $351 respectively.