2021 Honda Civic vs Toyota Camry

What's the difference?

The Type R is a real joy to drive. Unlike some other hot hatches, it’s genuinely capable of being a comfortable cruiser or a ferocious feline at the flick of a switch.

This breadth of ability makes the Type R so appealing to the discerning enthusiast — so long as they’re able to live with its ‘out there’ looks.

We can, so we’re hoping the next-generation Type R, due in the next couple of years, doesn’t stray too far from the formula. Yep, as an overall package, this hot hatch is that damn good.

The Camry continues to be a quiet achiever for Toyota, dominating the mid-size-sedan bracket, and with its sensible pricing, appealing range of variants, and stellar hybrid-drive, it's easy to see why nothing comes close.

If nothing else, this latest update proves that this perennial sedan has well and truly outlived its need for a non-hybrid version.

Our pick of the range is the base Ascent hybrid as it's the most no-nonsense option, offering the best Camry attributes at the most impressive price-point. It's worth spending the extra $1000 on the upgraded multimedia suite, as it will still be better value than the Ascent Sport regardless.

Let’s get straight to the point: the Type R isn’t for everyone, and that’s got nothing to do with how it drives, because if it did, (spoiler alert) everyone would buy one.

Instead, the Type R divides opinion because of how it looks. Needless to say, it’s a wild child and the very definition of ‘boy racer.’ If you ask me, it’s love at first sight, but there’s a good chance you don’t agree.

Either way, Honda has given the Type R’s exterior a few tweaks, but they don’t make it stand out in a crowd any less. In fact, they give it even more of an edge – with functionality in mind.

For example, the larger grille and its thinner beam optimise engine cooling, with the combination delivering a 13 per cent larger air intake, while a tweaked radiator core also helps to reduce coolant temperature by up to 10 per cent in high-demand scenarios.

While these changes actually reduce front downforce by a small amount, the deficit is countered by a redesign of the front air dam, which is slightly deeper and now features ribbed sections to create negative pressure on the tyres.

Other design alterations include symmetrical fog light surrounds with smooth surfaces and body-colour blades, a feature that’s replicated on the rear bumper.

Otherwise, it’s business as usual, meaning you get LED headlights, daytime running lights and fog lights, as well as a functional bonnet scoop and a splitter up front.

Around the side, black 20-inch alloy wheels wrapped in 245/30 tyres are linked by the prominent side skirts, while the red of the front four-piston Brembo brake calipers filters through.

However, all eyes will be drawn to the rear, where the huge wing spoiler is complemented by vortex generators at the edge of the roof. Or perhaps it’s the centralised triple exhaust tailpipes sitting within the diffuser that will draw the most attention?

And if you really want to make the exterior pop, opt for searing 'Racing Blue' (as seen on our test vehicle), which has joined 'Rally Red', 'Crystal Black' and 'Championship White' as paintwork options. Worth noting Rally Red is the only colour to not command a $650 premium.

Inside, the Type R now has a black/red Alcantara-trimmed flat-bottom sports steering wheel. A new shift lever includes a teardrop-style alloy knob on top and black Alcantara boot at its base. A 90g internal counterweight has been added to the former for better feel and accuracy.

An updated but undersized 7.0-inch touchscreen multimedia system is also present, with physical shortcut buttons and a volume control knob now part of the package, making for much improved usability, even if overall functionality is still somewhat limited.

That said, for those that are keen to keep track of their driving data, new 'LogR' software is onboard, with it able to monitor performance, log lap times and score drive behaviour. We did mention ‘boy racer’ earlier, didn’t we?

Elsewhere, it’s pretty much the Type R we know and love, with red/black Alcantara upholstery covering the body-hugging front sports seats, which have integrated headrests as well as matt carbon-fibre trim on their backs, a highlight that’s also used on the dash.

A very useful and large multifunction display is positioned ahead of the driver, between the oil-temperature and fuel-level readings, while alloy sports pedals are at your disposal below.

But before any driving takes place, make sure all passengers are wearing their red seatbelts, with those in the rear sitting on a two-seat bench (yep, the Type R a four-seater), which is upholstered in black cloth with red stitching.

The Type R certainly feels more special than a regular Civic, with red accents featuring throughout, and black Alcantara with red stitching trimming its door inserts and armrests, while a ‘Type R’ serial number plate below the shift lever caps it all off very nicely.

This has to be one of the milder facelifts in recent memory. Nothing has changed when it comes to the Camry's profile or overall shape, with only very minor tweaks to each grade's bumper designs. If you're a keen Camry acolyte you may also notice the integrated antenna has been replaced with a roof-mounted fin, and the rear light clusters have been smoked out. Other than that, the standard facelift fare of tweaked garnish and new alloy options is what to expect here.

The overall look is perhaps exactly where it needs to be, though. The Camry is an inoffensive car for corporate fleets and drivers who need a sedan but not one to grab eyes. Indeed, Toyota doesn't need to sell cars with wacky designs like the new Hyundai i30 sedan, nor does it need to  be quietly pleasant like the Volkswagen Passat or Skoda Octavia. Instead, it stays the course with the kind of car that anyone could buy without raising eyebrows. At least it's suitably low, giving it a slinky and slightly sporty sedan character, and just saving it from dipping into the realm of being too dorky.

This car's interior is where the biggest changes have taken place. It was one of the earliest cars to bear Toyota's TNGA underpinnings and corresponding new-age interior design. It's sensible and now laid out with a bit more attention paid to ergonomics.

To that end, the multimedia screen, which was once embedded too low in the dash, has now been lifted to a more contemporary, tablet-style design. It swaps positions with the air-vents, aligning it with the designs of the more recently launched Corolla and RAV4 ranges. Elsewhere, the swoopy design continues across the dash with some pleasant shapes and soft-touch materials employed, suiting this car's size and intent.

The seat trim in the non-leather-appointed cars looks pretty ordinary, although I must say it proved comfortable, even on longer trips. The old-school dash layout is endearing, although it would be nice to see some more digitisation here to help the Camry feel a bit more modern from behind the wheel.

Base models also have a bit of a tell when it comes to the abundance of plastic touchpoints, particularly the steering wheel and armrests, this is something that even more basic versions of rivals avoid.

Measuring 4557mm long (with a 2700mm wheelbase), 1877mm wide and 1421mm tall, the Type R is on the large side for a small hatchback, which means good things for practicality.

For example, cargo capacity is very handy, at 414L, but stow the 60/40 split-fold rear bench (using the second row’s manual release latches) and an undisclosed amount of extra storage space is created alongside a counterintuitive hump in the boot floor.

There’s also a tall load lip to contend with, although there are four tie-down points on hand alongside one bag hook, which make dealing with loose items easier. Better yet, the parcel shelf is retractable, with it stored to one side.

While it offers around four centimetres of legroom (behind my  184cm/6'0" driving position) as well as two centimetres of headroom, the second row only has just enough width for two adults, which is perfect given the Type R is a four-seater.

Of course, children have a lot more wriggle room, with not even the large 'transmission tunnel' posing a problem for them. And if they’re younger, two top-tether and two ISOFIX child-seat anchorage points are on hand.

In terms of amenities, though, the Type R lags behind, with rear occupants going without directional air vents, any form of connectivity or a fold-down armrest. Map pockets on the front seat backrests are also absent, while the door bins take regular bottles at a pinch.

That said, the situation is much better in the front row, where the deep central bin features a cupholder and a USB-A port, another one of which is located underneath the centre stack’s ‘floating’ cubby alongside a 12V power outlet and an HDMI port.

The glove box is on the larger side, meaning you’re able to put more than just the owner’s manual in it, while the door bins can comfortably accommodate one regular bottle apiece.

The Camry has a large cabin, giving it inherent practicality over some of its smaller rivals, but it's also worth noting that you shouldn't necessarily rule a sedan out from the get-go as many are just as practical as SUVs, or in the case of the Camry, perhaps even more practical for ferrying adults at the price.

Firstly, look at the front seats. Base Ascent and Ascent sport models offer manual adjust for their pretty ordinary cloth trim, although adjustability is good, as it is in many Toyotas, and once in position it's a very natural feeling place. You're able to sit low in an uncharacteristically sporty position for such a car, and the ergonomics, when it comes to operating the new touchscreen and climate systems, are excellent. Both have handy dials for quick adjustment, and the screen is much better placed for glancing at without taking your eyes off the road.

Storage options include a large centre console armrest box, large dual cupholders, and a sliding tray in front of the shift lever with a deep bay underneath. There are also large bottle holders in the doors, with a small trench for extra objects. My only complaint is that connectivity options are a bit limited. There's only one USB 2.0 port, and one 12v outlet. Many rivals offer more in this department.

The rear seat is almost proof alone that there's still a place for sedans when it comes to ferrying adults. Behind my own (182cm tall) driver's seat position I have almost absurd amounts of knee room, and the width leaves me with the impression that three adults could sit abreast  with reasonable comfort levels. The perfect Uber, perhaps? Headroom is a little more limited, thanks to a descending roofline down to the C-pillar, and it's when ducking down into the rear seats that you most notice how low this car really is to the ground.

More arthritic passengers, or those who frequently fit child seats, may find the height of an SUV friendlier here.

Regardless, amenities are decent, with a single large bottle holder in the doors, sturdy pockets on the backs of the seats, and a spongey drop-down armrest with an extra two large bottle holders. The Camry offers dual adjustable air vents for rear passengers, although annoyingly there are no power outlets, which seems like a significant oversight.

Finally, there's the boot. The Camry offers a 524-litre (VDA) space, which is larger than some mid-size SUVs. Indeed, we found the space to be useful, easily consuming our entire CarsGuide luggage set with plenty of space to spare, although I will admit loading and unloading this sedan's boot is not as easy as it is with the large aperture offered by an SUV.

Under the boot floor on hybrid grades there is still room for a space-saver wheel, but the only remaining non-hybrid offers a full-size spare.

On the face of it, the Camry range looks very similar for 2021, but some of the biggest changes are to this car's grade walk.

The same four variants persist, consisting of the base Ascent, the mid-grade Ascent Sport and sporty SX, and top-spec luxury-focused SL.

Most importantly, Toyota has dumped the 3.5-litre V6 engine option for the range, and made every variant available with its popular 2.5-litre four-cylinder hybrid. There has also been a price adjustment, making every Camry variant marginally more expensive than it was before.

The Ascent kicks off the range wearing a before-on-roads cost (MSRP) of $30,990 for the non-hybrid, or $33,490 for the hybrid. This base car is well equipped, especially compared to some similarly priced SUVs, with standard-spec including 17-inch alloy wheels, a 7.0-inch multimedia touchscreen with Apple CarPlay and Android Auto connectivity, LED headlights, a driver's instrument screen (there is still no digital dash in the Camry range), manual air-conditioning, cloth interior trim, and a wide-angle reversing camera.

The hybrid variant also gains keyless entry and push-start ignition, as well as dual-zone climate control, both of which make the base non-hybrid look quite dated and unappealing. The base Ascent also gets an upgraded safety suite for 2021, which we'll look at later in this review.

Next up is the Ascent Sport. This car adds a visual upgrade over the base car, as well as a larger 9.0-inch multimedia screen with built-in navigation and additional safety items. Now only available as a hybrid, the Ascent Sport wears an MSRP of $36,290, but it's worth noting that if you don't need this car's extra active safety or styling upgrades, the larger screen and sat-nav suite can be had on the base Ascent as a $1000 option (a saving of almost $2000).

The sporty SX is the next grade, offering sportier styling touches, an alternate suspension tune, larger 19-inch alloys, paddle shifters for the transmission, and leather-appointed interior trim. With the discontinuation of the V6, the SX is now hybrid only, wearing an MSRP of $39,190.

Finally, we have the top-spec SL. The SL offers a luxurious alternative to the sporty SX, with smaller 18-inch alloys, heated and cooled front seats, an electric tailgate, auto-dimming rear vision mirror, and a panoramic sunroof. The SL is also only available as a hybrid, wearing an MSRP of $46,990.

Our pick of the range has to be the base Ascent hybrid with the $1000 screen upgrade. It presents outstanding value, with only the best bits of the Camry range. It misses out on a handful of active-safety items, however, which may make it worth your while to spend the extra to upgrade to the Ascent Sport.

No changes have been made to the Type R’s 2.0-litre turbo-petrol 'VTEC' four-cylinder engine, although newly introduced 'Active Sound Control' (ASC) enhances its noise during aggressive driving in the Sport and +R modes, but refines it further in the Comfort setting.

The unit still produces a punchy 228kW of power at 6500rpm and 400Nm of torque from 2500-4500rpm, with these outputs sent to the front wheels via a close-ratio six-speed manual with flattering rev-matching functionality.

Yep, there are no all-wheel-drive and automatic options here, but if they’re what you’re after, there are plenty of other hot hatches that do have them.

As already mentioned, the Camry V6 has been killed off, and honestly it was about time. The dominant drivetrain option, by popular demand so we're told, is the 2.5-litre hybrid.

This drivetrain is a 2.5-litre four-cylinder petrol engine producing 131kW/225Nm, mated to dual electric motors for a total output of 160kW. It drives the front wheels only via a continuously variable automatic transmission.

The base Ascent is the only variant that can be had as a non-hybrid, which now consists of a 2.5-litre four-cylinder petrol engine mated to an eight-speed torque converter automatic to drive the front wheels.

The Type R’s fuel consumption on the combined-cycle test (ADR 81/02) is 8.8L/100km, while its carbon dioxide (CO2) emissions are 200g/km. Considering the level of performance on offer, both claims are quite reasonable.

In the real world, though, we averaged 9.1L/100km over 378km of driving split between highways and urban roads. For a manual front-wheel-drive hot hatch that was driven with intent, that’s a cracking result.

For reference, the Type R’s 47L fuel tank takes 95RON petrol at minimum, so be prepared to pay a premium at the pump.

Official fuel consumption is impressive for Toyota's sleek hybrid options, coming in at just 4.7L/100km, figures once unheard of for a car this size. My week of testing over both daily grind and freeway kilometres saw a figure of 5.8L/100km. Not the claimed figure, but again, hard to beat for a vehicle of this magnitude.

Even the remaining non-hybrid option has a bold claim of just 6.8L/100km, although our week of testing that saw a figure predictably closer to 9.0L/100km. The hybrid sells itself, really, as you'll be able to beat the non-hybrid on fuel consumption, even without sparing a thought to making the most of it. It really is a click-and-forget fuel-saving solution.

Both Camry drivetrain options are technically capable of consuming base-grade 91RON unleaded fuel, although Toyota recommends mid-shelf 95. The non-hybrid has a fuel-tank capacity of 60L, while hybrids have slightly smaller 50L capacities.

Some say there’s no such thing as too much power, but the Type R might just beg to differ…

Being a front-wheel-drive hot hatch, the Type R was always going to test the limits of adhesion, but it’s got so much power it can break traction (and begin to torque steer) in third gear when under hard acceleration. Reverse muscle-car antics, indeed.

That said, the Type R actually does a pretty remarkable job of putting down its 228kW, so long as the throttle is squeezed appropriately, with it progressively getting sharper in the Sport and +R modes.

Helping this process around corners is the helical limited-slip differential on the front axle, which works hard to maximise grip by limiting power to the wheel that’s stuttering the most. In fact, it puts in a prodigious effort.

Either way, when you work out how to make the most of the Type R’s high performance, it becomes apparent just how hard it hits. After all, it sprints from a standstill to 100km/h in a claimed 5.7 seconds, which is pretty darn good for a manual front-wheel-drive hot hatch.

And while 400Nm of maximum torque is on tap throughout the mid-range, this engine is still a VTEC, so business really picks up as you approach peak power and then the redline, making for addictive acceleration.

Yep, the extra shove in the upper reaches really is noticeable, and it makes you want to the rev the Type R out in every one of its gears, the first few of which are pleasingly on the shorter side.

Speaking of which, the gearbox is just as delightful as the engine. The clutch is well weighted and has a perfect release point, while the shift lever feels great in hand and its short throw makes quick upshifts and downshifts much more achievable.

While that’s all well and good, the Type R’s trump card is actually its ride and handling.

The independent suspension consists of MacPherson-strut front and multi-link rear axles, with its adaptive dampers evaluating road conditions 10 times faster than before thanks to a software update, which aims to deliver better handling response and ride quality.

That’s promising, especially considering the Type R was already at the front of the pack when it comes to ride quality. In fact, it's relatively sublime in the Comfort mode.

Of course, if you seek out some cobblestones, you’ll go through the motions, but on the blacktop, the Type R is as liveable as it gets for a hot hatch. I particularly like how quickly it rebounds from road imperfections like potholes to ensure it remains in control.

But don’t make the mistake of thinking the Type R is too soft, because it most certainly isn’t. Flick between the Sport and +R modes and the adaptive dampers firm up to deliver a much sportier ride.

While adaptive dampers have almost become a bit a cliché because many versions do very little to change the driving experience, the Type R is a different beast, with its variability as genuine as genuine gets.

As soon as you’re out of the Comfort mode, everything is amplified, with the conditions underfoot coming to the fore and body control becoming even stronger.

Overall, even more confidence is afforded, with the Type R always keen to corner, managing to keep its 1393kg body flat while only exhibiting a hint of understeer when pushed hard.

Of course, there’s more to handling, with the Type R’s electric power steering also playing a key role. 

While it has a variable ratio, its darty nature is immediately apparent, with the Type R looking to point as directed at a moment’s notice.

Stiffer front and rear bushings, alongside new lower-friction ball joints, are said to improve steering feel for better control and improved toe-in characteristics when cornering.

Feedback through the wheel is fantastic, with the driver always across what’s happening on the front axle, while the system’s weighting is well judged, varying from nice and light in Comfort, to meatier in Sport (our preference), and heavy in +R.

It’s also worth mentioning the Type R now has a stronger braking system in tow, with new two-piece floating 350mm ventilated front discs decreasing unsprung mass by about 2.3kg.

They’re fitted alongside fresh pads with a more fade-resistant material, with this combination claimed to improve thermal efficiency, particularly during spirited driving.

Better yet, brake stroke has been reduced by about 17 per cent (or 15mm) under heavy loads, which leads to a more immediate pedal feel. Yep, the Type R almost feels as good to stop as it does to accelerate and corner…

I know the Camry has had a history of being pretty ordinary to drive, but since the launch of this new TNGA-based car in 2017, things have taken a leap in terms of how nice the experience is behind the wheel.

This car's low ride height and notable width really come into play, making it feel secure and grippy on the road. The steering is perhaps not as full of feel as it could be, with dollops of electrical assistance, but it's impressive how light it is at low speeds, making it easy to park such a large car.

This lightness also suits the hybrid's character more than anything. Outside of the ultra-low-drag Prius, the 2.5-litre four-cylinder version of the signature Toyota system is the best one on the market. The electric motors are notably scaled up from the smaller Corolla or Prius, giving an excellent range of motion under electric power alone.

The system allows the Camry to take off in smooth silence from the get-go, removing any transmission woes from the equation, and leaving you with the impression of a seamless, almost luxurious drive experience. In stop-start travel, or at low commuting speeds, it's even a little hard to tell when the 2.5-litre engine kicks on, because at low revs it's surprisingly quiet.

While it might not be the most engaging car to accelerate hard in, the combination of a decently sized engine and the torque boost from the electric motor certainly get things going, leaving enough power for overtaking manoeuvres at higher speeds. It's notably more refined in these scenarios than the thrashy Corolla, for example.

The ride is also nicely tuned to ram home how smooth and comfortable Toyota intends its hybrids to be. The base-spec hybrid with small alloys, healthy tyre profiles, and the compliant ride make for a car that dispatches potholes and road imperfections with relative ease. It should be noted that we did not sample the SX and its sportier ride for this review, so stay tuned for a variant review in the future with regard to this car's specific ride quality.

Seat comfort and visibility out of the Camry are also notable, regardless of grade, for long periods of time, solidifying this car's position as an excellent choice for an efficient tourer. It is a little hard to see out the rear, though, with the boot lid being notably high from the low seating position, and how low the Camry is could potentially be an issue for some buyers. It's low enough that it's susceptible to scraping on tall driveways and even some suburban speed bumps.

We also sampled a base-spec non-hybrid for this range test, and perhaps the most notable thing about it is how unsophisticated it feels compared to its hybrid counterparts. The drop in refinement is obvious, and while we appreciate the inclusion of a torque converter transmission over a CVT,  the acceleration experience just felt tired and dated compared to how sleek and effortless the hybrid proved to be.

This Camry update will carry across the car's maximum five-star ANCAP rating from 2017, although there are some welcome updates to its active suite this time around.

Base cars score auto emergency braking, which works to freeway speeds with pedestrian and cyclist detection during the daytime, adaptive cruise control, traffic-sign recognition, and auto high beams.

New for 2021 on base cars are lane-keep assist with lane-departure warning, as well as an emergency SOS and stolen-vehicle-tracking system, which can summon emergency services with the press of a button, or automatically if the airbags are deployed.

The mid-grade Ascent Sport and SX trim levels add blind-spot monitoring and rear cross traffic alert, while the top-spec SL adds a surround camera suite and head-up display.

It's a competitive active suite on any grade, although it does little to move the envelope forward. All Camrys also have seven airbags (the standard dual front, side, and curtain, plus a driver's knee) and the expected stability, traction, and brake controls.

As with all Honda Australia models, the Type R comes standard with a five-year/unlimited-kilometre warranty, which is two years short of the ‘no strings attached’ benchmark set by Kia. And roadside assistance isn’t included in the package.

Service intervals are every 12 months or 10,000km (whichever comes first), with the distance on the shorter side. That said, a free check-up is due after the first month or 1000km.

Capped-price servicing is available for the first five years or 100,000km, costing $1805 at minimum, which is pretty good, all things considered.

All Camry variants are covered by Toyota's competitive five-year and unlimited-kilometre warranty promise, which matches segment rivals like Volkswagen and Honda. Toyota will extend warranty on the drivetrain for up to seven years if the service books are kept with a Toyota dealer, and the brand covers the hybrid battery for up to 10 years.

The Camry is also covered by a very impressive capped-price-servicing program, which sees the first four services (required at 12 monthly or 15,000km intervals) cost just $220. Be wary, costs increase beyond this point, although they will still be more affordable than many rivals.