Toyota Camry VS Honda Civic
- Roomy cabin
- Strong powertrain
- Comfy ride
- Fussy styling
- Fiddly multimedia system
- Some road noise intrusion
I've got a line of Camry jokes that stretches to Mars and back, and I'm not alone. Heck, even Akio Toyoda sledged his own company's products when he famously delcared it would produce "no more boring cars". To be fair, the company is still struggling with that promise.
The new version has, sadly, knocked some of the stuffing out of my established Camry repartee. Until today, I had not yet had a go in the new car, and thus it was something of a shock to realise that it doesn't even look terrible any more.
My cruel colleagues, however, muttered darkly that this was still a Camry, just not as we've always known it.
Hmmm. I'm getting too old to deal with change. This Camry Ascent Sport Hybrid had better be boring.
|Fuel Type||Hybrid with Premium Unleaded|
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|
It's a pity families don't buy sedans any more, because this is a terrific family car, particularly if you're not bothered by badge cache or speed, but do like an easy-to-drive, cheap-to-run car. Just a few years ago it would have been almost laughable to contemplate a car this big, for this money, being so cheap to own and run.
I'm also really annoyed that my hackneyed Camry jokes are no longer just not funny, they're not funny because they're not (as) true. No, it's not a super-fun excitement machine, but that's not the point. It is a very good car, with all the Toyota goodness of old, added warranty and the bonus of genuinely feeling good to drive. And you're a mild shade of enviro-green to go with it.
Is it true? Has the Camry shaken off most of its dowdy image?
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.
Some key changes to the design approach on the new Camry means it's not as knock-kneed and simpering as the last, um, six or so generations.
To be fair, the previous one wasn't terrible but there are actual hints of mild bravery, with an angry front-end look, some interesting surface detailing and, even what might be called a "Lexus-lite" look for the rest of it.
The new Camry is lower, has big wheel arches that the 17s struggle to fill but it has some genuine style, rather than looking like the clay modellers knocked off before lunch. The dual exhaust seemed incongruous to me, but is, in fact, a styling win.
Jokes aside, I don't mind it at all. It's no Supra, but it's no mid-90s Camry, either. Yeah, I bet you don't remember which one I'm talking about, either.
I really like the cabin. The dash design is quite something and shows some real flair. William Chergowsky told me last year that this interior was going to be more emotional and memorable. And it really is, along with Toyota's impressive build quality. Even the volume knob feels substantial, the materials are nice but the steering wheel is... well, more of that later.
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.
The new, stretched wheelbase has meant a lot more interior space for passengers, particularly in the rear. The Camry hasn't really been small for a very long time, but this one's generous rear legroom is probably why it's a smash-hit with the Uber crowd. The seats are comfortable too, if trimmed in what appears to be neoprene.
Front and rear passengers each have a pair of cupholders for a total of four, plus there's a deep central console bin and a space under the stereo for a phone. There's even a coin slot. Each door also has a bottle holder.
The boot in the Ascent Sport is a voluminous 524 litres - the Ascent has a full-size spare that swallows up 30 litres of that space. The seats fold down 60/40, but the cargo volume when they are down is not readily available.
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.
Price and features
The hybrid drivetrain is available on the Ascent, Ascent Sport and SL. I had the $31,990 Ascent Sport for the week.
It comes with 17-inch alloy wheels, a six-speaker stereo (with CD player!), dual-zone climate control, cloth trim, with space-saver spare wheel, electric driver's seat, auto LED headlights, keyless entry and start, sat nav, reversing camera, active cruise control, front and rear parking sensors, an impressive safety package, power mirrors and windows. Did I mention the CD player?
The six-speaker stereo is powered from the 8.0-inch touchscreen and the software is...um...not great. Which wouldn't matter if it had Android Auto and/or Apple CarPlay but Toyota Australia stubbornly refuses to include them. The damn Seppos get it in their Toyotas, so it's not like it's impossible. But our version does have a CD player. Hipsters rejoice!
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.
Engine & trans
While the standard Camry packs the same 2.5-litre four-cylinder, the Hybrid's ICE output is slightly lower, at 131kW. When paired with a hybrid motor, the total power figure is a pretty decent 160kW, but the torque figure appears to be unaffected, at 202Nm. Toyota doesn't quote combined torque figures, because it's tricky with the type of transmission it uses.
The front wheels are driven by Toyota's favoured e-CVT, with six artifical steps to make it feel like a proper auto, if you're feeling racy.
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 Hybrid's windscreen sticker makes the bold claim of 4.2L/100km on the combined cycle, which is amazing for a big sedan. Reality isn't quite so amazing. In our week with the car, 5.7L/100km was the best I could get, but it was mostly city driving, the weather was really humid and, it turns out, this isn't a bad thing to drive, which means you're tempted to hit the throttle regularly.
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.
All the Camry markers are here. It's easy to get in and out of and easy to get comfortable. The dash isn't too high and, uh, the steering wheel is plastic, which is genuinely disappointing. A Mazda6 (no, not a hybrid, I know) doesn't have a plastic steering wheel. The Toyota one is pretty cheap-feeling.
Pressing the start-stop button, you hear the electrics switching on and, if you're backing out of the drive, you won't hear the engine until you're on the gas driving away. You may not hear anything, but your passengers might hear your tutting. The brakes are very grabby when you're in stealth, I mean, electric mode, whether you're going forward or backwards. No doubt it's something you will become accustomed to, but it's there. Toyota hybrids seem to be behind the game on this particular score.
In every other way, the Camry is exactly as it has always been. Except it isn't. Toyota kept all the good things - it's smooth, it's quiet and it rides well. Everyone is comfortable and everything works. I've already mentioned it was stinking hot the week we had it and the Camry's air-conditioning was super-fast cold.
The bit that's different, though, is that, just like the styling, things are better. Camrys past had over-light steering, marshmallows for suspension and as much grip on the road as Kanye West has on reality. This one has body control. The steering feels good. There is actual grip and you feel like you're driving the car rather than just steering it around.
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.
The Ascent Sport ships with seven airbags, ABS, stability and traction controls, active cruise, lane-departure warning, forward-collision warning, forward AEB, reverse cross traffic alert and blind-spot monitoring.
The Camry scored five ANCAP stars in November 2017.
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.
In news that still has me all a-tingle (okay, not really), Toyota now offers a five-year/unlimited kilometre warranty. There's till no roadside assist offered for free, though, so you have to pay extra for it.
The first five service intervals are capped at $195 each so, if you're lucky, five years of servicing will only sting you $975. Intervals are set at 12 months/15,000km.
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.