Want a Toyota Corolla Cross Hybrid but not keen on waiting for 18 months? The Honda ZR-V e:HEV might be your answer.

What is it?

The five-seat Honda ZR-V is a mid-size SUV that straddles the gap between the Honda CR-V and the smaller HR-V in size, performance and price.

Measuring 4,568mm long, it is 108mm longer than its closest rival, the Corolla Cross. However, the model also goes head-to-head with low-spec versions of the Toyota RAV4 and Mazda CX-5.

And like the Corolla Cross, it sports a naturally aspirated 2.0L engine along with two electric motors driving just the front wheels.

Yes, it’s all a little convoluted.

The ZR-V hybrid LX on test here is also the only electrified variant of the range and sits at the top of the four-tier line-up at $54,900.

The range kicks off with the petrol only VTi X at $40,200 before moving up to the VTi L at $43,200. The VTi LX petrol book ends the ICE line-up at $48,500.

Prices above are drive-away and like all new Honda’s sold in Australia since July 2021, they are fixed and non-negotiable.

2024 Honda ZR-V price (drive-away):

• Honda ZR-V VTi X: $40,200
• Honda ZR-V VTi L: $43,200
• Honda ZR-V VTi LX: $48,500
• Honda ZR-V e:HEV LX: $54,900

What do you get?

All models get:

• 17-inch alloy wheels
• Adaptive LED headlights with active cornering lights
• Rain sensing wipers
• 10.2-inch digital instruments
• 9.0-inch touchscreen infotainment system
• Wireless Apple CarPlay
• Wired Android Auto
• 8-speaker sound system
• Dual-zone climate control
• Black fabric seats
• Front USB-A and 1x USB-C
• Rear USB-C (2x)
• Rear air vents

ZR-V VTI-L adds:

• 18-inch alloy wheels
• Rear LED taillights
• Heated exterior mirrors
• Hand-free power tailgate with walk-away closing
• Black leather and cloth upholstery
• Heated front seats
• Rear privacy glass
• Metal paddle shifters

ZR-V VTi LX adds:

• 18-inch two-tone alloy wheels
• Body-coloured lower bumpers and wheel arches
• 12-speaker Bose Sound System
• Wireless smartphone charger
• Satellite navigation
• Black leather upholstery
• Eight-way power driver’s seat with memory
• Four-way power passenger seat
• Heated outboard rear seats
• Heated steering
• Plasmacluster air purification system

ZR-V e:HEV adds:

• Smart key card
• Humidity sensor
• Shift-by-wire gear selector

What’s the Honda ZR-V e:HEV LX like on the inside?

Like most car manufacturers today, there’s a great deal of resemblance between the cabin of the Honda ZR-V and other recent Honda models, especially the Civic.

There’s a strong retro vibe in the cabin courtesy of the honeycomb-patterned one-piece air vents, hexagonal steering wheel boss, and old-school rotary dials – the latter are much easier to use than some touchscreen embedded systems of its rivals.

Built quality is excellent too, with beautifully weighted controls, high quality plastics and precise switchgear.

The leather-wrapped steering wheel feels great to hold and adjusts for reach and tilt. Together with the electric driver’s seat adjustment, finding the perfect driving position is a cinch.

From the driver’s seat, the ZR-V feels more car-like than some of its peers due to the low mounted front seats.

The driver is greeted by a 10.25-inch digital instrument cluster that is standard range wide. Again, it’s similar to the one found on the latest Civic, which isn’t a bad thing as it’s clear, easy to read and comes with a virtual ZR-V that mimics the actual lights and indicators. However, it lacks the configurability of some rivals.

Further along the dash, a 9.0-inch touchscreen takes care of the easy-to-use infotainment system, including built-in sat-nav that complements the phone’s map (wireless Apple CarPlay and Android Auto).

It also comes with a five-year complementary subscription to Honda Connect which offers a raft of convenience and safety services accessible via a smartphone app including remote lights on/off, lock/unlock and climate control pre-conditioning.

Other functions include vehicle status, virtual dashboard, trip log, geofence alert and automatic collision detection.

The interior feels upmarket, with solid switchgear and dials. The knurled climate control knobs in particular clicks with precision when turned and wouldn’t look out of place in a premium car.

How spacious is the Honda ZR-V?

It’s easy to get comfortable in the ZR-V’s cabin. Both rows of seats are supportive, while there are plenty of head, knee and leg room for taller occupants.

The rear floor is nearly flat which makes it easy to accommodate three across the rear seat.

There are plenty of storage throughout the cabin, including a cubby underneath the electric park brake. Ahead of the gear lever is a wireless charging pad for your smartphone.

The door bins are large enough to accommodate larger bottles, while the storage cubby underneath the centre armrest is good for keeping things out of sight.

Rear seat passengers are not forgotten with rear air vents, map pockets behind the front seats, door bottle holders and cupholders in the fold-down centre armrest.

Further aback, boot capacity is rated at 370L, which is smaller than the Corolla Cross Atmos’ 414L. The e:HEV only comes with a tyre pair kit while petrol variants are all equipped with a 17-inch space saver spare wheel.

How safe is the ZR-V e:HEV?

The Honda ZR-V hasn’t been hurled into a wall by ANCAP as yet, though safety systems include:

• AEB with pedestrian and cyclist detection
• Adaptive cruise control
• Traffic Jam Assist
• Lane Keep Assist
• Traffic sign recognition
• Front and rear parking sensors
• 11 airbags including knee and centre

Blind-spot monitoring, rear cross-traffic alert and surround-view camera are found on VTi LX and above.

What’s under the ZR-V e:HEV’s bonnet?

The e:HEV is powered by a 2.0-litre naturally-aspirate four-cylinder petrol engine combined with two electric motors to produce a system output of 135kW and 315Nm.

It drives the front wheels via an e-CVT with no all-wheel drive option offered.

Honda claims the e:HEV will return 5.0L/100km on the combined cycle which isn’t far from our real world figure of 5.2L/100km with around 70 per cent of city commute.

How does the Honda ZR-V e:HEV drive?

The ZR-V e:HEV drives like what a good hybrid should. It’s smooth, quiet and refined.

At low speeds at up to around 40km/h, the pair of electric motors do most of the propulsion duties before the engine kicks in quietly and smoothly.

In everyday driving, it’s hard to tell which power source is doing the hard yards unless you look at the tell-tale green EV light in the instruments.

Honda has even imbued some surprising driving fun into the e:HEV with the e-CVT dishing up simulated gearshifts when you put your foot down instead of the dreaded drone commonly associated with this type of transmission.

The steering is well weighted and there is decent body control to hustle the ZR-V quickly around the corners like a tall hatchback.

The cabin is well insulated from road and wind noise and the ride is beautifully compliant around the city and over speed bumps.

Out on the freeway, the ZR-V e:HEV feels planted and has enough oomph to overtake slower vehicles and on inclines.

Visibility is good all around, thanks to decent glasshouse. And while some might miss Honda’s Side Vision Camera, the new blind-spot monitor indicator light in the wing mirror is a more user-friendly proposition.

Other driver assist system works well, too. The lane centring system will gently nudge you back into your lane should you stray, the forward collision warning works as intended without being too nervous and the adaptive cruise will adjust the speed of the car smoothly based on the leading vehicle.

Ownership

Like all Honda cars sold in Australia, the ZR-V comes with a five-year, unlimited kilometre warranty.

It needs a service every 10,000km or 12 months, whichever comes first with the first five services costing $199 each.

Verdict

The post 2024 Honda ZR-V e:HEV LX Hybrid Review appeared first on ForceGT.com.

For decades, enthusiasts have been relying on cars like the Subaru WRX and Honda Civic Type R for a relatively affordable way to fix their cravings for driving thrills. Now these buyers have new options to choose from. Late comers Toyota GR Corolla and Hyundai i30 N join the party with bucket loads of fun to offer.

Never before since the early 2000s has there been so much going on in the compact performance car segment. But this frenzy isn’t going to last for long. As the automotive landscape transitions toward sustainable, electrified motoring, we’re just humbly glad that through fun cars like the WRX, Civic Type R, GR Corolla and i30 N driving enthusiasts have not been forgotten – not yet.

And so, we’ve lined them up here for a shootout to find out which of these cars is the most satisfying to the die-hard petrol head, and the one which will leave a legacy as we dawn on a new era of mobility.

Subaru WRX

Is there a more familiar three-letter acronym to the enthusiast than the WRX? Okay, maybe the EVO… but the WRX was the car that started it all. Born out of Subaru’s “World Rally eXperimental” (hence the WRX name) project of the early 90s, the WRX has since become a global performance icon with a cult following.

The latest generation WRX was launched in 2022, available in both sedan and wagon body style with the option of a six-speed manual gearbox or a Sport Lineartronic (CVT) automatic. On test is the best-spec’ed manual version available, the WRX RS Manual priced at $50,490 plus on-road costs.

Honda Civic Type R

The Civic Type R also has an illustrious history that dates back to the late 90s. It’s well known for its high revving engine and nimble handling.

The current sixth-generation model was introduced in 2022 and remains faithful to its roots by being strictly front-wheel drive and exclusively available with a six-speed manual transmission. It’s the most expensive model here with a drive-away price of $72,600.

Toyota GR Corolla

For many car nuts, the name Corolla has never come to mind when talking about their next upgrade – until now. Yes, Toyota has finally succumbed to temptation and built a go-fast Corolla. And it’s hot!

Tuned by Toyota’s in-house racing outfit Gazoo Racing, the synonymously named GR Corolla has a sticker price of $64,190 plus on-road costs and is only offered with a six-speed manual gearbox.

Hyundai i30 N

Hyundai’s first attempt at a sports car is a much celebrated one. Since its launch in 2017, the i30 N has proven to be one of the best hot hatches on the market. Facelifted in 2020, the i30 N brings sharpened looks and a range of chassis tweaks for improved handling.

Drivers keen on something a bit more special can opt for the i30 N Drive-N Limited Edition model which is what we have on test. Just 180 examples of the special edition model are brought into Australia out of the 800 units available globally, with each costing $53,200 plus on-road costs – a price premium of $2500 over the i30 N Premium on which it is based.

Let the shootout begin…

On the outside

The WRX is the only car here that’s not based on a cooking model, being built from the ground up as a WRX. It’s also the only sedan in this company. While its styling has certainly matured a lot compared to previous generations of WRX, it’s still a WRX from top to bottom no matter from which angle you view it. The trademark bonnet scoop, wide fenders and quad tailpipes are all still there.

But this new design is a controversial one, for it’s got a bit too much black plastic cladding going on all around the car. It’s a confusing look, almost like a cross between a sedan and an SUV. Having some of those cladding colour coded will make the car look much better, we reckon.

The Civic Type R, GR Corolla and i30 N are all based on their respective regular hatchback models. But at least both the Honda and Toyota are hotted up with wide bodykits complete with flared fenders, deep side skirts and bulging bonnets. There’re functional vents that extract heat from the engine bay, with the Civic Type R also getting side vents behind the front wheel arches to relief air from within to aid aerodynamic.

The i30 N is the most restraint looking of the lot with most body panels carried over from the regular i30 hatch. But that doesn’t mean it looks pedestrian. Far from it. N specific details like the beefed up front and rear bumpers, black grille, side skirts and roof spoiler all look pretty hot. Our Drive-N Limited Edition model has added sizzles courtesy of red accent application around the car and bronze vinyl on the sides. The matching bronze wheels look the business, too, so are those bright red brake callipers tuck behind them.

All four cars stand out in traffic, but we’re most drawn to the looks of the Civic Type R. It’s the widest and lowest car here. And unlike the tacky-looking previous generation model, the new car looks so clean yet so aggressive and hunkered down. Many body panels are bespoke and it’s ten out of ten for that black aero-shaped rear spoiler and those matte black 19-inch wheels.

Here’s how they rank on looks (best on top):

1. Honda Civic Type R
2. Subaru WRX
3. Toyota GR Corolla
4. Hyundai i30 N Drive-N Limited Edition

On the inside

There’s a good progression from comfort to sport with the interior of these four contenders. The WRX has hands down the most comfortable and complete interior. The vertically orientated 11.6-inch centre touchscreen is the largest here and not only does it look good nested neatly within the layered dashboard, it’s also intuitive to use with large on-screen buttons and a straight forward menu structure.

The rest of the WRX interior is just as well sorted, with seats that are as comfortable as they are supportive. There’s good space throughout, too, with it being the most spacious in this company. It’s also the only car here with rear air vents.

What’s practical may not necessarily be the sportiest. And that’s the case with the WRX. The driving position is quite high and apart from the red contrast stitching and WRX embroidery on the front headrests, there’s really not much else that shouts sports car on the inside.

Save for the sport bucket seats and GR steering wheel, the interior of the GR Corolla is mostly carried over from the top-spec Corolla ZR donor car. In other words, it isn’t very sporty, nor is it that comfortable. The driving position is high, the steering wheel doesn’t feel that particularly special and there just isn’t enough sporty detailing throughout to justify its GR badge.

Rear seat space in the GR Corolla is tight, so is the boot – the smallest here. That said, with the rear seats down the space should still be good for a set of track wheels and tyres.

Like the GR Corolla, the i30 N interior is based on a much cheaper donor car. Hence, there’s the inevitable budget feel in certain areas of the cabin. But unlike the Toyota, the Hyundai gets a much higher dose of sporty touches. The Alcantara-wrapped steering wheel looks and feels fabulous. The pair of red N configurator buttons on the spokes are racy. You instantly know you’re in something special the moment you grip the wheel.

There’s more. The front buckets have red stitchings and a very cool illuminated N emblem under each headrest. The red seatbelts are nuts. And for the collectors, there’s a limited edition-specific build plate in the centre console.

The driving position is as high as that in the GR Corolla, but there’s more space for rear passengers and the boot is larger as well.

Regardless of how special the i30 N feels on the inside, it can’t come close to that of the Civic Type R. In fact, no car in this segment can touch the Honda when it comes to interior expression. Those red seats and carpets are hallmarks of Type R and the moment you sink into the driver seat of the Civic Type R you get into one mood and one mood only – the driving mood.

These low sitting buckets are some of the best driving seats in the world – superbly comfortable yet super snug and supportive. The Alcantara-wrapped steering wheel falls into hand with such a nice grip and the aluminium gear shift knob – another Type R trademark – not only looks exquisite but also a joy to use.

The quality of cabin materials is the highest in the Civic Type R, so is the tactile feel of all knobs and switches. It’s the only car here with interior mood lighting strip. Like the i30 N there’s a build plate on the passenger side of the dashboard to convey its exclusivity.

But if you want a five-seater, write the Honda off because its rear seats can only seat two. The middle bit has fixed cup holders and there isn’t a middle seat belt.

Here’s how they rank on interior (best on top):

1. Honda Civic Type R
2. Hyundai i30 N Drive-N Limited Edition
3. Subaru WRX
4. Toyota GR Corolla

Under the skin

We’re certainly at the peak of the internal combustion engine. How Toyota managed to squeeze a whopping 221kW out of a turbocharged 1.6-litre three-cylinder engine is beyond our imagination. That’s 138kW per litre of engine capacity, putting the GR Corolla on par with the Bugatti Chiron in terms of kW output per litre. The engine is not gruff like certain other three-pots, either, in fact it’s quite refined.

There’s 370Nm of torque peaking from 3000-5550rpm. Again, strong for such a small engine, and enough to propel the 1485kg hot hatch from 0 to 100km/h in just 5.3 seconds.

There’s all-wheel drive at play here and it’s not just any front-drive biased part time AWD. There’s some serious mechanics going on underneath, including Torsen limited slip differentials at both axles and the ability to channel up to 70 percent of the engine’s power to the rear wheels.

The six-speed manual gearbox is slick, sporty and precise, exactly what you need in a hot hatch. It features auto rev matching on downshift which can be turned off, but you’d want to leave it on as the pedal positioning is not that ideal for heel and toe shifting.

The raw, angry and always-on persona of the GR engine reminds us of the WRXs of yesteryears. Yup, the latest WRX has lost a lot of character in the process of maturing up. There’s a lack of theatric from the turbocharged four-cylinder boxer engine, which has also not made much progress in terms of output. At 202kW and 350Nm, it’s the weakest mill here. Granted, peak torque is spread over a wide rev range of 2000-5200rpm, making the WRX the easiest car here to roll off the line and get up to speeds. But it’s 0-100km/h time of 6 seconds is 0.1s slower than the front-drive i30 N. As the biggest and heaviest car here (1516kg), that’s not a surprise, despite the WRX being AWD.

The WRX’ six-speed manual doesn’t feel quite as sporty and precise as the other cars here, but the pedal placement is the best for heel and toe shifting. It’s no wonder Subaru couldn’t be bothered with auto rev matching – the only car here without it.

When we first drove the i30 N, we thought what a complete hoot it was. It still is. There’s just constant entertainment from the turbocharged 2.0-litre four-cylinder engine which punches out a healthy 206kW and 392Nm, the latter available from 2100-4700rpm. In N drive mode, this thing burps and pops on overrun.

With all of that power going only to the front axle, don’t expect a clean launch from standstill. The i30 N will spin the front wheels frantically coming off the line, but after the initial struggle the engine will then punch through to the limiter hard. It’s got the thickest low to midrange torque of all cars here, making it the most effortless to poke around once on the move.

The six-speed manual is a joy to use. Auto rev matching is available if you fancy, though heel and toe shifting is quite easily executable.

The Civic Type R is the most powerful car here. It’s turbocharged 2.0-litre four-cylinder engine serves up 235kW and 420Nm, the latter on tap from 2600-4000rpm. It may not be the angriest sounding mill here – the GR Corolla and i30 N share this space – but let’s just say it’s different. The Honda engine feels like it’s been honed to perfection with no rough edges. And it sounds that way – racy and sporty not just for the sake but in a very purposeful and refined way.

Being front-wheel driven like the i30 N, front wheel spin and a little torque steer are part of every hard launch. But once that’s dealt with (quite effortlessly) strap in and hold tight because this thing goes like the clappers. From about 2800rpm right through to the limiter, there’s absolutely no stopping it. It nudges 100km/h in 5.4 seconds in second gear and continues to pull hard even in third.

No doubt, the Civic Type R is the hardest revving car here with the most savage rolling acceleration. It’s six-speed manual gearbox, shifter and pedal spacing are all perfect. Rev matching is available but in a car as precise as the Civic Type R, you’d get more joy DIY’ing.

Here’s how they rank on performance (best on top):

1. Toyota GR Corolla
2. Honda Civic Type R
3. Hyundai i30 N Drive-N Limited Edition
4. Subaru WRX

On the road

There really isn’t much that separates these four sports cars when it comes to handling. These are some of the most capable cars you could buy today, not just in this segment but overall.

The WRX is a no fuss sharpshooter. Decades of rally-bred AWD prowess endow the WRX with unrivalled traction dry or wet, on sweeping bends or tight switchbacks. The planted, secured handling of the WRX makes it feel almost too easy to drive fast. Full throttle mid-corner, no dramas.

Turn-in is aided by the sharpest steering in this company, though there isn’t much feedback. The ride from the fixed dampers is firm but settles considerably at high speeds. To get adaptive suspension you’d need to go the range-topping tS model.

While the WRX’ AWD hardware still feels a little more resolved than that of the GR Corolla, the latter is better in almost everything else. It feels lighter, more agile and better balanced. The brakes are stronger, too. But the best comes from that cracking little engine, which packs so much performance allowing you to slingshot the hot hatch from one corner to another. It’s a thoroughly engaging drive, every time.

As mentioned earlier, the GR Corolla does not switch off. It’s loud and the fixed dampers give a firm ride – all the time. It’s very much track honed. But oddly it doesn’t feel all that racy on the inside. The upshift indicator is too subtle, there’s a lack of performance gauges, and the digital instrument cluster isn’t all that sporty in Sport mode.

The i30 N driving impression is a straightforward one. It’s an all-rounder. The variable dampers are most effective – smooth and compliant in normal setting, firm and taut in N mode. Grip is plenty around the corners, and despite being front-wheel drive the nose is beautifully locked down. In this car, you choose when to cruise, when to attack and when to be a complete hooligan. It’s so versatile.

The customisable N mode – offering the most customisation amongst its competitors here – makes this all possible. You can mix and match settings, and program each of the two red buttons on the steering for specific function. Have everything in Sport+ and the dampers in Normal are ideal for less smooth back roads, or you can set everything to Normal leaving the exhaust in N to cruise around without losing the soundtrack.

Driving into the first few corners in the Civic Type R, it becomes immediately obvious this is a very different car to the other three. It’s an out-and-out driving machine. From the responsiveness of the throttle to the progressiveness of the brakes, from the weight of the steering wheel to the travel of the shifter, everything is tuned to perfection. Think of it as a Porsche 911 GT3 RS in hot hatch form.

Then comes the rest of the package. The tyres – the widest here – afford virtually unbreakable traction. It may be FWD, but its cornering speeds are higher than the WRX and right up there with the GR Corolla. It’s fantastically well balanced as well. The GR Corolla may have the best engine here, but the Civic Type R definitely has the best handling.

The adaptive dampers are brilliant. In the softest setting the ride is compliant enough for the daily drive, yet road feel is maintained. R+ stiffens up considerably for track use. Speaking of which, the car comes with a lap timer operated through the touchscreen. You can even select which track you’re at and the timer takes care of the rest. Also through the touchscreen is a full handbook on track driving principles for you to self-coach. How cool is that?

Here’s how they rank on driving impression (best on top, but not much in between):

1. Honda Civic Type R
2. Toyota GR Corolla
3. Hyundai i30 N Drive-N Limited Edition
4. Subaru WRX

Verdict

It’s been one hell of a close shootout, with all four cars proving to be solid performers designed for sporty driving. But if we must rank, here’s how they fare.

Fourth Place:
The WRX has bucket loads of performance to offer. However, it feels as though the potential is hidden under that plush layer of refinement, comfort and maturity. The Rex needs to stop growing up and be a Rex again. And for that it came in last in this shootout.

Third Place:
The i30 N is a hot hatch for the masses. Fast, capable and engaging yet so easy to live with. But the i30 N on test was the Drive-N Limited Edition and it ought to feel a bit more special, even a slight power or chassis upgrade would be good to justify the extra premium in price.

Runner Up:
Cheers for Toyota. The GR Corolla still gives us goosebumps. That engine is small in size but massive in performance. Coupled with that brilliant AWD and non-stop fireworks, the GR Corolla will keep you grinning for the whole drive.

Winner:
The most expensive car here is also the most impressive. The Civic Type R feels like a different league of car. It drives like a racing special yet so approachable and livable. As far as driving is concerned, it gives the purest experience. No doubt, it’s a collectible. We believe this latest generation model will be the last of its kind before it goes EV, which makes it even more special.

Price and Specification

The post 2023 Subaru WRX v Toyota GR Corolla v Honda Civic Type R v Hyundai i30 N Review appeared first on ForceGT.com.

Buyers are literally spoilt for choice in the small car segment, with almost every major brand having an entry in this popular category. There’re models geared toward practicality and space, and there’re also models that are a bit sportier. The latter is represented by cars like the Honda Civic hatch and Kia Cerato hatch. Both cars take on a sleeker, more fastback-ish look which stands out amongst the more conventional two-box design seen on other hatches.

While both cars have been lined up here for a comparison test, it’s worth mentioning that the Civic hatch – available in only a single highly spec VTI-LX grade – is the more ‘premium’ option, commanding a drive-away price of $47,200. The Cerato hatch tested here is the range-topping GT variant, yet it costs nearly ten grand less than the Honda, with a drive-away sticker of $38,390.

Exterior

Honda isn’t trying to hide the fact it aims to elevate the Civic into a more upmarket offering, and it’s pairing the high price tag with some classy design elements as well. While looks are subjective, the Civic does come across looking more expensive and sophisticated than the Cerato. The new styling boasts a bolder front fascia characterised by that wider grille which is now positioned lower for a more aggressive look. The shoulder crease stretches uninterrupted from front to back, where it meets the wrapped around taillight. The rear design is a solid effort, too, with the tapered roofline setting off a sporty look. Elsewhere, the five double-spoke 18-inch alloy wheels match well with the car.

In comparison to the Civic, the Cerato’s design is more generic and derivative. That said, it still has some nice details to it, including those blacked out side mirror caps and eye-catching red accents in the grille, around the front bumper intake and on the wheel caps. The brand’s trademark ‘tiger-nose’ grille adds to the sporty looks, while those gloss black lower bumper trims and side skirts set a good contrast to the rest of the body work. Like the Civic, the Cerato rolls on 18-inch allow wheels, albeit with a multi-spoke design.

Interior

Both cars have well presented interiors that befit their high-spec status, although the Civic’s is a bit of an acquired taste. In its quest for simplistic design, Honda has churned up quite a retro styling for the dashboard and that may not sit well with everyone. Granted the honey comb air-con vent design looks unique and overall there’s very little clutter. The gloss black trims are carefully applied to only areas that are unlikely to come in contact with fingers, a clever move to reduce finger prints on such surfaces, while keeping that premium ambiance.

The Cerato’s interior is more uplifting, with polished silver trims punctuating the otherwise black cabin at various places. It’s also sportier with the red stitching found on the steering wheel and seats brighter and more contrasting than that in the Civic. Those round air-con vents also look lovely.

Storage spaces are about equal in both vehicles, with the pair sporting dual cup holders for the front and rear row of seats, centre storage, door pockets with bottle holders and glove box. However, every storage compartment seems to be just slightly larger and better designed in the Civic. The bottle holders in the door pockets for instance, are more usable as they have nothing that gets in the way. We also prefer the round cup holders than the square ones in the Cerato.

The Civic’s practicality winning streak continues in the boot as well, with it boasting a sizeable 449 litres of space, some 21 litres larger than the Cerato’s 428 litres. Not just that, the Honda also has a proper secondary storage tub under the boot floor, while the Kia only has an under floor partitioned tray for extra storage.

While both cars offer good interior space for all occupants, the Civic is slightly ahead in cabin comfort, with the front seats feeling plusher and more cocooning. There’s also a tad more legroom in the back. However, the Civic has a bulkier centre floor hump.

Tech and Safety

In terms of technology and connectivity, essential features such as built-in satellite navigation, Android Auto and Apple CarPlay support, Bluetooth and wireless phone charger are all included in both cars. The Cerato does have a bigger 10.25-inch centre touchscreen, compared to the 9-inch touchscreen in the Civic. Both car’s infotainment systems are intuitive, though the Civic’s larger on-screen buttons are easier to operate on the move.

The Civic’s higher price tag buys you a few niceties that you don’t get in the Cerato, including an instrumentation cluster that combines a customisable 7-inch digital display with a physical speedometer gauge. The Cerato uses a more conventional dual gauge cluster with a centre multi-info display. You also get a quality 11-speaker plus a subwoofer Bose premium audio system in the Honda, versus the Kia’s 8-speaker JBL setup. Neither cars are fitted with head-up display, which isn’t expected in the Kia but certainly is in the higher priced Honda. The lack of a sunroof in the latter is also questionable at this price point.

Both cars are comprehensively equipped when it comes to safety. Adaptive cruise control, autonomous emergency braking, lane departure alert, blind spot monitor, rear-cross traffic alert, reversing camera and vehicle stability control are all standard fitment. The Civic goes a step further by throwing in speed sign recognition and 360-degree surround view camera.

Performance

Powering the Civic is a 1.5-litre turbocharged four-cylinder petrol engine developing 131kW and 240Nm, the latter available from 1700-4500rpm. The engine is paired with a CVT automatic driving the front wheels.

In comparison, the Cerato utilises a slightly larger 1.6-litre turbocharged four-cylinder petrol engine. Rated at 150kW and 265Nm it has more power and torque than the Civic. The torque also arrives earlier at 1500rpm. A 7-speed dual clutch automatic sends power to the front wheels.

While both powertrains have more than enough performance to meet the demands of the daily grind, the feel in which they propel the cars is quite different. The civic delivers a very smooth and polished driving experience, thanks in part to the CVT. Now we know the CVT is often associated with a dull and rubbery driving experience but the one in the Civic is quite the opposite. It’s discrete and quiet under normal driving, yet responsive and direct when you put your foot down. It’s a fine example of a well calibrated CVT.

The Cerato’s drive is more sports biased. The punchier engine combines with the quick shifting dual-clutch auto to deliver a crisp, athletic driving feel. It may not be as refined as the Civic, but its warm hatch-like performance is surely more enjoyable when the road is right.

And it’s not just the powertrain that delivers spices, the firm suspension setup endows the Kia with some genuinely sharp handling as well. That’s not the say the Honda is sappy, far from it. It’s still as competent and dynamic, albeit more refined and less hyper in its responses.

The firmly sprung Cerato only likes smooth roads, as rougher patches and imperfections get transmitted straight to the cabin with little suppression. It’s taking on a bit too much sporting flavour, which is unnecessary for a daily hatch.

The Civic, on the other hand, rides with excellent compliance, with bumps and ruts rounded off nicely. It’s also quieter than the Cerato thanks to better insulation from road and wind noise.

Running Costs

Both cars are inexpensive to fuel, as they chew on regular 91 RON fuel. However, the Civic will also yield more savings at the bowser, averaging just 6.7L/100km at the end of our week-long test, which is not far off the rated 6.3L/100km. The Cerato is inherently thirstier with its larger engine, reporting an average of 8.1L/100km against the rated 6.8L/100km.

There’s also a stark difference in terms of maintenance and warranty. The Civic is backed by a 5-year factory warranty, while the Cerato gives further assurance with a 7-year warranty. Both warranties have no cap on kilometres.

Service requirements are identical for both, at 10,000km or 12 months, but the Civic is a lot cheaper to maintain (surprisingly) with each trip to the dealer capped at $199 for the first five visits. The Cerato’s servicing costs almost double that, at $378 per visit.

Verdict

If you’re in the market for a well equipped daily hatch with sporty looks, both the Civic VTI-LX and Cerato GT are some of your best options. The Cerato, in its top-spec guise tested here, represents good value for what it has to offer, bringing with it athletic performance and a sporty interior. At the other camp, the Civic does cost almost ten big ones more than the Cerato, but it justifies that with a more refined driving feel, upmarket looks, better tech and lower long term running costs.

The Civic is a better car, no doubt. But the Cerato’s value is hard to ignore. For us, we might just stretch the budget a little and go for the Honda.

Pricing and Specification

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The Honda Civic Type R set a lap record at the Nurburgring Nordschleife with a lap time of 7 minutes and 44.881 seconds, regaining the title as the fastest front-wheel drive car around the famous test track. But the car that set the lap record isn’t the standard Civic Type R that you can now buy from a Honda dealership. Rather, it’s a lightweight version of the standard car.

A footnote that accompanies the European market press release states:

The lap time was set using a Type R that is a lighter version of the latest model. This model will be available to order in European LHD markets only, and will be referred to as a Type R S grade.

There we have it. Honda has just announced a hardcore version of the Civic Type R, and just like that it’s also now officially the fastest front-wheel drive car in the world.

According the Honda Europe, the Civic Type R S grade is lighter than the standard car thanks to the removal of air conditioning, electronic side mirror adjustment, satellite navigation, auto-dimming function of the rearview mirror, rear tonneau cover and parking sensors.

As yet, there’s no official figure on the Type R S grade’s weight, but it’s clear the lighter car is designed to be a base for a track car. To make it a true track day special, keen enthusiasts may further bring the weight down by removing items such as the rear seats and entire infotainment system. Lighter aftermarket wheels and exhaust system may also shed a few more kilos.

The Civic Type R is powered by Honda’s renown K20C1 engine. The turbocharged 2.0-litre four-cylinder engine now produces 235 kW of power and 420 Nm of torque – improvements of 7 kW and 20 Nm respectively over the previous model.

Watch the Civic Type R S grade’s record setting lap around the ‘Ring:

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The 2023 Honda Civic VTi LX Automatic is a fresh new take on a classic model, offering an elegant new exterior design and a clean retro-inspired interior.

Now in its 11^th-generation, the new Honda Civic has so much going for it, taking us back to a time when Honda produced some truly likeable cars like the Integra and Accord Euro, except it comes with such an outrageously uncompetitive cost!

That’s partly because Australia only gets the top-of-the-line VTi LX variant priced from $47,200 plus on-road costs, making it $7,600 more than the superseded Civic RS model – a tough pill for some buyers to swallow.

Another coffin in the nail for the once adored model is Honda’s switch to a fixed-price sales strategy, meaning you can say goodbye to your haggling skills. Everyone pays the same price here.

Nevertheless, let’s look past the pricing and focus on the new Civic’s good bits, of which there are many.

One of the standout features of the 2022 Honda Civic is its sleek new exterior design. Gone is the overdone styling with oversized faux air intakes, replaced by a more aerodynamic shape with a lower and wider stance for an elegant yet athletic look.

The front end is characterised by a wide grille and sleek headlights, while the rear end features a set of slender taillights and integrated dual exhaust pipes. It looks sharp and turn heads wherever it goes.

Inside, the transformation is even more striking, with a clean, retro-inspired design that harks back to the original Civic models of the 1970s. I know because I had one as my first car. The dashboard is simple, uncluttered and comes with a cool honeycomb design that seamlessly and cleverly hides the aircon vents.

As expected from a Honda, the choice of materials feels premium with the level of elegance boosted by white back lighting, tactile chrome dial surrounds and red mood lighting.

The central 9.0-inch touchscreen sits on top of the dash at eye-level and comes with a row of large, easy to read shortcut buttons and volume knob – a welcome achievement from Honda for resisting the buttonless interiors of some rivals.

The seats are comfortable and supportive, with plenty of room for both front and rear passengers. The Civic VTi LX also offers plenty of storage space, with cup holders large enough for bottles, a dedicated wireless phone charging pad up front and handy cubbies and compartments throughout the cabin.

The driver’s seat has eight-way power adjustment, plenty of leg, shoulder, and hip room, while the front passenger also scores a four-way power adjustable seat. Rear seat passengers haven’t been neglected, either, with rear air vents and a pleasing amount of legroom.

However, those at the back will have to supply their own power banks if they are prolific with their phones as there are no charging options at the back.

One thing that strikes us is how unimpeded the Civic’s cabin is. The view out is uncluttered with hidden wipers, a low bonnet and door mounted mirrors, giving it a sense of openness.

Despite shrinking from more than 500L, the Civic VTI-LX’s boot is still a generous 450L, making it bigger than the Corolla hatch’s 333L, the Mazda3 hatch’s 295L, the Hyundai i30 hatch’s 395L and the Kia Cerato hatch’s 428L. Its cargo blind is also one of the easiest to use, sliding away effortlessly into its own little compartment when not in use.

The only caveat is, the Civic achieves this by eschewing any form of spare wheel. Instead, you are supplied with a tyre inflator and repair kit, not ideal if you travel long distance regularly.

To somewhat justify its price tag, Honda Australia has equipped the Civic VTi LX comprehensively. Standard tech includes:

• 9.0-inch high-resolution touchscreen (biggest from Honda to-date)
• Wireless Apple CarPlay and wired Android Auto
• Wireless smartphone charger
• Built-in satellite navigation
• DAB+ digital radio
• Bluetooth connectivity
• 12-speaker Bose Premium Sound System

Unlike some fully digital instrument clusters of its rivals, the Civic’s instruments is semi digital with a 7.0-inch LCD consisting of a tacho and driver information display, along with an analogue speedo. Despite the unconventional pairing, Honda has integrated both seamlessly.

Its new infotainment system is also a great step forward compared to the previous generation in terms of presentation and usability but the omission of a sunroof, speed sign recognition and head-up display is disappointing.

Safety wise, you get:

• Autonomous emergency braking
• Seven airbags
• Forward collision warning
• Lane-keep assist
• Lane-departure assist
• Blind spot detection
• Rear cross-traffic alert
• Adaptive cruise control
• LED headlights with auto high-beam
• Rain sensing wipers
• Rear view camera

For full specifications, head to the Honda Civic’s official site here.

We are glad to report most of the Civic’s driver assist system works well, including its adaptive cruise control which doesn’t jam on the brakes when the vehicle ahead turns off the road.

Under the low-slung bonnet is an evolution of the 1.5-litre turbocharged four-cylinder petrol which has been revised to liberate a token 4kW of power, although a more substantial 20Nm of torque. With 131kW and 240Nm, the Civic VTi-LX feels eager and lively but is no hot hatch. That, we will have to wait for the Type R.

The extra fire power is directed to the front wheels via a revised CVT automatic which is more responsive and ‘conventional’ feeling than before. While not a big fan of CVTs, it does a great job in giving the Civic a light and peppy feel, and only feels strained and tinny when you’re heavy on the accelerator.

Happily, all is forgiven when it gets going.

That’s because Honda has thoroughly revised the Civic’s chassis to eliminate NVH (noise, vibration and harshness) and it’s evident the moment you hop into the car.

Its ride is smooth and compliant for comfortable cruising and when the road turns twisty, the Civic feels as sporty as it looks. Its encouragingly light and agile on its feet and has an unsullied ability to tackle bumps, especially the dreaded mid-corner ones.

The adaptive electric power steering is brilliantly weighted, direct and accurate, and it turns in with wonderful eagerness along with tonnes of grip.

It also offers a number of driving modes, allowing you to tailor the car’s performance to your driving style and road conditions.

In short, the Civic’s chassis feels beautifully balanced and has the hallmark of Honda’s of old. It blends sporty performance with a new level of refinement and craftsmanship that pushes it into the ‘affordable’ premium territory. And it certainly has the price tag to match!

In terms of ownership cost, Honda offers a five-year, unlimited kilometre warranty and five years complimentary roadside assistance. It needs a service every 10,000km (which is 5,000km shorter than most of its rivals) or 12 months, with the first five scheduled services coming under $200.

On test, we averaged 8.3L/100km, well above the official 6.3L/100km on the combined cycle. The good news however is, the Civic will happily accept 91 RON, which will save a few dollars every time.

Verdict

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The new FL5-generation Honda Civic Type R officially goes on sale ahead of its arrival in February 2023. But the most powerful, best-performing, and well-equipped Civic Type R ever is also the most expensive. With a national drive away price of $72,600, the new 2023 Civic Type R costs about $12,000 more than the previous model.

Neverthelss, interest is still at sky high for the hot hatch, with it already having more than 4,000 pre-registrations since its world premiere in July this year.

Purists who fork out for what could be the last engine powered Civic Type R will be rewarded with an even more powerful version of Honda’s renown K20C1 engine. The turbocharged 2.0-litre four-cylinder engine now produces 235 kW of power and 420 Nm of torque – improvements of 7 kW and 20 Nm respectively over the previous model.

The added power is courtesy of a redesigned turbocharger, increased air intake flow rate and a new, more efficient exhaust system that features a straight through design and an active exhaust valve. A larger grille opening, upsized radiator and bigger fan improve engine cooling, ensuring sustained, optimal performance even during extreme driving.

Driving engagement is heighten with the active exhaust valve opening at higher rpm to extract the best of the engine sound track. Offering an even more intimate and rewarding connection with the driver, the exclusive six-speed manual transmission is further improved with a lighter flywheel and a revised rev-match system that ensures perfectly paired rev-matching when shifting down through the gears. The gearbox has also gained a high-rigidity lever and optimised shift gate pattern for more precise gear changes.

Designed in Japan, the Type R’s new, more muscular body features integrated flared wheelarches over wider tracks and lightweight 19-inch matte black alloy wheels wrapped in wider 265/30 ZR19 Michelin Pilot Sport 4S tyres. The new wheels use a special ‘reverse rim’ design that improves the stability of the tyre contact patch under load.

Compared to the specification of the previous generation Civic Type R, the new model is more comprehensively equipped with a wide-ranging list of new features and technologies, including:

• Newly developed 2.0-litre VTEC Turbo engine with increased power and torque
• Individual drive mode in addition to Comfort, Sport and +R
• Active exhaust valve
• Wider 265/30 size Michelin Pilot Sport 4S tyres
• Customisable 10.2-inch high-definition full colour digital driver information display
• Blind spot information system
• Rear Cross Traffic Alert
• Traffic Sign Recognition System
• Intelligent Speed Limiter
• Driver Attention Monitor
• Knee airbags – driver and front passenger
• 9-inch Advanced Display Audio touchscreen system
• Wireless Apple CarPlay
• Wireless phone charger
• Honda Connect
• In-built Honda LogR
• Satellite navigation
• Acoustic windscreen
• ‘Smart Clear Wiper’ windscreen wiper/washer system
• Auto-retractable door mirrors
• Full suede-effect seat trim
• Ambient door trim and front footwell lighting

Paint colours for the new Civic Type R will include the historic Championship White revered by Type R enthusiasts, along with Rally Red, Crystal Black and Sonic Grey.

Arrival of the 2023 Civic Type R will complete the new generation Civic family, joining the VTi LX variant and e:HEV LX hybrid model.

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One of the most exciting new cars to launch this year is the highly anticipated Honda Civic Type R. The sixth generation model of the cult hot hatch will again be based on the Civic hatch – currently in its eleventh generation.

The outgoing Civic Type R is already the fastest production front-wheel drive car in the world, but we can expect the new model to up the ante further and unleash an even quicker lap time at the Nurburgring circuit.

Honda’s strategy to electrify its entire model line-up by 2030 means the new Civic Type R may be the company’s last pure petrol powered hot hatch. Technical specs are scarce, but new car is expected to continue the use of a 2.0-litre turbocharged four-cylinder engine with at least 235kW and 405Nm. The current model produces 228kW and 400Nm.

Like the current model, the new car will be exclusively offered with a six-speed manual transmission that channels power the front wheels.

A racy bodykit will set the Civic Type R apart from its Civic hatch donor car, though unlike the current tacky design, the new styling will take on a more refined and mature approach.

So far, Honda has kept the new car tightly wrapped up in camouflage, but that didn’t stop Japanese publication BestCarWeb from cooking up these superbly realistic rendering of the hot hatch.

The front bumper sports enlarged intake and an integrated splitter, while the rear replaces the current towering spoiler with something much sleeker and less bulky. The air vents behind the front fenders are once again making an appearance, so are the trademark triple exhaust tips and 20-inch wheels.

We like what we see here, and we can’t wait to see the real thing.

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Honda’s premium arm, Acura has released teaser images of the resurrected Integra but it won’t be a coupe as we’ve hoped for. Instead, the fifth-generation model will be a fastback four-door as revealed here.

Featuring a Mercedes-AMG GT 4 mimicking rear end, the new Integra will be a far departure from its two-door predecessor. Honda has remained tight lip about the car though we know it will be based on the latest Civic platform. Electrification is also not expected for the upcoming Integra, not at launch at least.

However, reports out of the US suggests a hybrid variant would join the petrol line-up some where down the line. A high-performance variant sharing some components with the next-generation Civic Type R could also be expected at some stage.

While the Integra project is led by Acura in the US, development of the model is undertaken in Japan, meaning it could potentially wear a Honda badge for sale outside of North America.

The Acura Integra is expected to launch in the US in 2022.

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Toyota has the GR 86, Mazda has the MX-5 and Subaru has the BRZ. Honda, on the other hand, has nothing. Well, not since the Integra.

While it’s unlikely Honda is going to revive the Integra, at least not in the immediate future, it didn’t stop creative minds of the internet from putting their creativity to work. Shown here is an artist rendering of the ‘next-generation’ Integra. And we are impressed, to say the least.

The ‘new’ Integra boasts a sleek and modern look, while staying faithful to its roots. There are some pretty obvious Integra styling cues, including the slim headlights and taillights, the lift back design, and the prominent rear spoiler.

What’s more, the Integra in the rendering has been envisioned as a Type R model. This is evident by those white wheels which had been a trademark of previous-generations of Integra Type R.

The rendering doesn’t stop with the exterior, as the interior is also shown, along with a highly detailed rendering of the engine bay.

Overall, we really like what we see and here’s hoping that the Integra will get to see the light of day again.

Rendering by jrubinsteintowler

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Honda has released the first images of the all-new Civic five-door hatchback, the 11th-generation of the brand’s long-running small car.

With a coupe-like profile inspired by European sportbacks, the all-new Civic hatch builds upon the fresh and distinctive exterior design direction seen on the 11th-generation Civic sedan, with unique styling cues to give the hatch a sportier attitude.

Inside, the retro-inspired interior features a 10.2-inch fully digital instrument cluster and a 7.0-inch infotainment screen with wireless Apple CarPlay and Android Auto as standard. A 9.0-inch screen is also available as an option.

The new Civic Hatch is available at launch with an uprated version of the current 1.5-litre VTEC turbo engine. Developing 134kW and 240Nm, the four cylinder petrol engine is paired with a CVT automatic driving the front wheels.

Honda’s newly developed e:HEV (hybrid electric vehicle) powertrain is set to make first application in the Civic in 2022 and will join the Civic line-up in Australia.

Already powering the next-generation Honda HR-V and Jazz, the e:HEV powertrain combines a turbocharged 1.5-litre i-VTEC petrol engine with two electric motors. In the HR-V hybrid, the e:HEV produces a total output of 96kW, with a peak torque of 253Nm. Expect the Civic hybrid to see similar figures.

The all-new Civic hatch is scheduled to go on sale in Australia in the fourth quarter of 2021.

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