Comparison: Honda Civic 1.5 VTEC Turbo Saloon vs Civic 1.6 i-DTEC five-door: the dilemma of the moment, diesel or petrol?

We live in an age in which the car industry is undergoing a series of changes that, until recently, we considered viable only in a much more distant future. These advances are reflected in the massive arrival of hybrid and electric vehicles, two types of powertrain that are taking on traditional combustion engines and their CO2 emissions. However, these engines still have a tough fight ahead of them, and technological improvements have managed to cut their pollution levels dramatically, which is why both diesel and petrol engines remain an option well worth considering for many customers. But which one should we choose?

To get a clear and concise answer to the question that is causing so many headaches, along with the current political climate and the strict anti-pollution regulations, we got behind the wheel of two Honda Civics. Yes, you read that right, dear reader, two: one of the cars was fitted with the 182 CV 1.5 VTEC Turbo engine and the saloon body, while the other was powered by the 120 CV 1.6 i-DTEC diesel engine and wrapped in the five-door body. The differences? Let’s analyse them.

A similar design with important differences

Well, it is true that the crux of this article is to analyse which of the two fuels is the more appropriate, but given that the test cars came with two different bodies, I feel obliged to cover both the similarities and differences and the benefits and drawbacks of each.

First up is the Honda Civic Saloon in Executive trim, which focuses on highlighting the more elegant side that lies dormant in the Japanese compact. The first thing that catches our eye is a very imposing and aggressive front end, characteristics conveyed by a chrome strip that starts at the headlights and is presided over by the brand’s logo. At the same time, a subtle splitter and some overwhelming air intakes, which also house the fog lights, finish off the front of the Civic.

In profile we can still make out those muscular, sharply defined lines typical of Japanese design, but they are softened by the drop of the C-pillar, which is there to give the Honda Civic its saloon shape. The rear is flanked by two large “C”-shaped tail lights that embrace the boot lid. At the same time, we notice that no trim pieces have been used to simulate exhaust outlets; they have simply kept it hidden, although we can make out two false air vents.

As for the five-door variant, we also have the Executive trim, but even so I must mention certain differences in the design. First of all, the overall look of the compact body is spicier and sportier, two traits that can be seen on all four sides of the Honda Civic. The front is now more angular and even more aggressive, an effect achieved thanks to the larger air intakes and the black inserts that replace the more subdued chrome of the saloon.

The profile regains the proportions of a compact, and the C-pillar rises again to make room for a fifth door that continues to convey that cheekier character I have just mentioned. It is true that this area loses some tension and muscle, but both traits return at the rear, where a small spoiler welcomes us. The “C”-shaped tail lights make an appearance again, but adapted to the dimensions of the compact Civic; this time, however, it is the bumper that shows much more prominent air outlets, also false, along with side fins that round off that sportier look.

A cabin with good solutions and a dose of personality

It is time to look at one of the most rewarding aspects, in my opinion, of the Honda Civic: its cabin. It is true that we can see significant differences in the rear seats, but the dashboard and its associated elements remain untouched in both variants, so I will begin by analysing that area.

First we are greeted by a completely round steering wheel with a set of buttons on either side to control the instrument cluster and the multimedia system. Some of the buttons, such as the radio volume control, are touch-sensitive, a modern aspect that feels pleasant to the touch and lets us adjust their functions quickly and efficiently.

Once past the wheel, we notice a very wide dashboard, which means the driver and front passenger are sitting quite far apart. Leading it is a 7-inch touchscreen in a fairly sensible position, although I missed a physical dial-style control for raising and lowering the volume, since that function is also handled by a touch-sensitive button.

This screen houses the infotainment system, which, although it behaves in an agile and fluid way, is not very intuitive and takes a while to get used to its menus. The same happens with the digital instrument cluster, which has been given some very attractive graphics, but navigating through its options and finding out where the different functions are turns out to be somewhat tedious.

A very positive aspect is the generous storage spaces the Honda Civic offers in either body style. Both the door pockets and those in the centre console enrich the cabin with impressive spaces, but the one right under the console generates some controversy, since access to it is made difficult by its distance from the driver’s seat and by the two large horizontal pillars that give shape to the console itself.

Overall we can see more than adequate fit and finish in the cabin of the Japanese compact, although it is common to come across several hard plastics albeit always well fixed in place. However, it is in the rear seats that we really need to focus, since the Civic with the saloon body offers generous width, as does the five-door, which gives us a surprisingly comfortable middle seat and plenty of legroom, but its prominent roof drop means that passengers taller than 1.80 m may brush their heads against it. This is not as pronounced in the five-door, since the tailgate is formed by a more abrupt, vertical drop that starts at the end of the roof.

Another very important difference lies in the boot of the two bodies. In the Civic Saloon we find a storage capacity of 519 litres, but the somewhat narrow loading aperture makes it harder to take objects out and put them in. In the compact Civic, the boot holds 478 litres, a smaller capacity but one that is offset by much easier access that is better suited to handling items inside.

Behind the wheel of the Honda Civic Saloon 1.5 VTEC Turbo: scalpel-like precision

Starting with the petrol saloon variant, the co-star of our test, there are a few aspects worth highlighting. This car was powered by the innovative four-cylinder 1.5-litre turbo VTEC engine with direct injection, capable of delivering 182 CV and 240 Nm of torque, figures more than sufficient to move the Honda Civic with ease.

The acclaimed VTEC engine leaves behind its naturally aspirated nature to make way for the turbo, a component that does not alter its main character. The 182 CV is delivered at 5,500 rpm and, in the meantime, the 240 Nm of torque pushes us along forcefully and tirelessly from 1,900 rpm up to 5,000, thus offering a very full and linear behaviour.

The Civic fitted with this engine comes across as a very versatile car, able to offer a very calm and relaxed character but also a sportier and more fun one, which shines through between corners or when we merge or overtake, tasks that are carried out with extreme ease. Its way of delivering power encourages us to rev it high, at which point the 182 CV arrives forcefully and promptly to provide a final surge that will put more than one smile on our face.

To heighten that feeling, we have an unbeatable driving position, in which the pedals are laid out very well for heel-and-toe driving, and it is very easy to feel comfortable at the controls of the Honda Civic thanks to the countless adjustments of the seat and the steering wheel. At the same time, the gear lever sits very close to the driver, and its firm feel together with short, precise throws invite us to play with the gears more than necessary, becoming a real addiction.

Its steering is precise and very quick, with just over two turns from lock to lock, which lets me forgive a certain lack of weight and praise it for offering that feedback that is scarce in today’s car industry. The brakes have surprising power, and we will need a certain period of adaptation to learn how to modulate them, as we will experience the odd abrupt stop until we get used to them. However, and even though the suspension has a firm setup, some tiny body roll can be noticed in very tight corners, an effect caused by the greater bulk of the Civic Saloon compared with the five-door.

But I don’t want you to misinterpret this description. Of course the Japanese car has that sporty side that lets us enjoy ourselves at its controls, but it also behaves like a genuine saloon on the open road, where it stretches its legs and sets out to devour kilometres while offering astonishing comfort. I must also praise its consumption, since the Civic with this engine shows 5.9 litres per 100 km on the instrument cluster when we drive on the motorway, a figure that flirts with 8 litres when the city becomes the terrain to beat. Although we must bear in mind that its size, closer to that of a saloon than a compact, makes getting around town harder and will also be a drawback when trying to park in somewhat narrow spaces.

In conclusion, we have a very precise and comfortable car, with quick and agile cornering, a feeling that is also experienced in direction changes, but we may notice some body roll when we abuse its setup. Its engine revs eagerly but, at the same time, we can enjoy that calmer side that will accompany us on long journeys, which is one of the main roles of the Honda Civic Saloon: covering hundreds of kilometres without complaint.

Behind the wheel of the Honda Civic 1.6 i-DTEC: efficient and economical, but enough against the petrol?

As the second contender for the title of most suitable Honda Civic, we have the five-door fitted with the 1.6 i-DTEC diesel engine. This turbocharged engine has a four-cylinder layout capable of delivering 120 CV and 300 Nm of torque, figures that will also let us get around in the Japanese compact at more than a decent pace.

As a good diesel engine, the torque is delivered immediately, at just 2,000 rpm, producing a very forceful push in the first part of the rev counter. However, the 120 CV arrives at 4,000 rpm, so it runs out of breath early and it is important to keep it in a medium rev range if we want to play with the delivery of torque and power, a point at which the Civic with this engine will make us enjoy ourselves more than one might imagine at first.

We must bear in mind that, by choosing this diesel variant, we will still have that precision and firmness that make the Civic stand out from its rivals, but on the downside we lose the exaggeratedly powerful brakes of its petrol counterpart. The steering continues to convey that liveliness that has managed to captivate me, and the same goes for the transmission, which remains a six-speed manual gearbox, although as an option we can go for an automatic CVT.

Our diesel test car came with adaptive suspension, which can be controlled through a button located on the centre console itself. This setting increases or reduces the firmness of the suspension by extending and compressing the dampers, so that the Japanese compact offers more dynamic behaviour, but at no point will we feel an excessive firmness that undermines its ride comfort.

At the controls of the five-door Civic I was able to experience how those small body movements present in the Saloon variant disappeared. This may be due to a rear axle that in this case has to move a less voluminous tailgate, thus reducing inertia; or it may also be caused by the adaptive suspension, which promises a more forceful firmness on the asphalt.

As for consumption, the Honda Civic powered by the 1.6-litre i-DTEC engine reports 5.5 litres per 100 km on the motorway. If our route is more focused on the urban world, the figures can climb to around 7 litres, but this may vary depending on how freely the traffic flows and the topography of the city itself.

The final verdict

Without a doubt, it is difficult to choose between these two Honda Civics that have passed through our road test section. However, after living with both for a week, I have come to the conclusion that the ideal choice would be the Civic Saloon with the 1.5 VTEC Turbo engine, although personally I would combine the petrol engine with the five-door body to get an even more balanced package, and now I will explain the reasons that lead me to opt for that pairing.

It is true that with the saloon skin the Japanese compact gains a more elegant and formal look, but the loading aperture of the boot, the prominent roof drop and its bulkier dimensions make me see the five-door body as the more practical option. Even so, with this body the Civic still offers more than adequate legroom, the main problem being the headroom, so it will be a car that perfectly covers our daily needs as long as we can overlook those small details.

The VTEC Turbo engine is smooth and progressive in equal measure, which lets us enjoy a ride comfort that will not be disturbed by vibrations or by a sluggish response caused by turbo lag. At the same time, this engine is capable of satisfying those drivers who want to have fun on a twisty road, an environment in which the excellent setup of its chassis also takes centre stage.

It is true that the 1.6 i-DTEC engine is also refined despite being a diesel, but its noisiness and lower flexibility make it lose some of its appeal compared with the petrol. We must also consider consumption: although the Honda Civic with the VTEC engine returns somewhat higher figures, especially in the urban environment, they are not so different from the i-DTEC as to reject it outright. In the diesel’s favour, I must say that it also lets us travel with a high level of comfort, and its quick, energetic response at low revs gives us that extra push to get out of tricky situations unscathed.

Last but not least, we must also take into account the prices the Japanese brand charges for the two alternatives that take centre stage in this article. If we opt for the five-door Honda Civic with the 1.6 i-DTEC engine and Executive trim, we will have to pay a total of 27,350 euros, a figure that rises to 29,500 euros if we choose the Civic with the 1.5 VTEC Turbo engine, also in Executive trim and with the Saloon body.

In conclusion, we can say that we face a difficult decision, with a truly smooth petrol engine and ridiculously low consumption considering the power range it is able to offer us. At the same time, the price difference between the two variants is not that large, and if we combine the VTEC engine with the five-door body and Sport trim, the first with which we are allowed to choose that engine, the outlay we will have to face is 26,350 euros. On the other hand, the saloon body of the Honda Civic offers a more elegant and refined look, but the greater practicality of the five-door and its more compact dimensions are two traits that could win us over with relative ease.

Technical specifications of this car

HatchbackHonda Civic3 versions · from 36,300 €