Though the Civic 2.0 and the Altis 1.8G initially come across as two distinct vehicles rendering a direct comparison as not exactly appropriate (There’s a 200-cc disparity in engine displacement, something that could spell a difference in market segmentation for vehicles), a closer look and some spec sheet scrutineering reveal, however, similarities in these cars’ built and purpose. So even if each one’s chichi character is unique from the other, it’s apparent both are also matched.
First thought to not only be the spiritual but also the literal successor to the venerated SiR, the Civic 2.0 is somewhat of a disappointment among the Libis/Alabang 2Fast, 2Furous rice-boy crowd. After all, gone are the available Passion Orange paint job, the high-strung 160-horsepower VTEC motor and the — horror of horrors — slick-shifting five speed manual gearbox. But thankfully, also gone with the SiR is its hiphop posturing, replaced instead by a more mature and subtle demeanor. If the SiR was ridiculously Phat Farm in nature, the Civic 2.0 could well be this season’s take on the pinstriped power suit. Whatever goodies Honda has taken from the SiR and endowed the Civic 2.0 with are infinitely more riveting.
Meanwhile, the latest Altis is not much of a departure from its earlier edition. Since its launch when this car romped down the catwalk, the Altis 1.8G always had this sophisticated yet casual look, its lines manage to come across as industrial but organic at once, its rounded sheetmetal broken in places by crisp lines that hint of a svelte silhouette underneath. In its 2004 iteration, these qualities remain unchanged, but a few new pieces refresh the vehicle’s look: New multi-reflector headlamps, mesh grille with chrome horizontal fins and a slightly modified bumper encrusted with foglamps are welcome updates. Its new 15-inch alloy wheels complete the external makeover.
The exterior changes on Civic 2.0, on the other hand, are more pronounced. The car sports a new, more aggressive look, thanks to redesigned headlamps that nicely rounds out the front end and is matched with a simple and quite functional grille. The bumpers, also fitted with foglamps, subtly blend with the new pieces, while the car’s new, dark finish 15-inch alloys polish the ensemble off.
Honda stylists also fitted the Civic 2.0ís interior with lots of leather. The car’s seats are now leather-wrapped, and so are the fat steering wheel, door panels and gearshift lever. To accentuate the dark leather are carbon fiber-inspired materials tacked on the center console and on some other strategic parts where a little bit of dazzle is required. Thin chrome strips ring the instrument gauges, aptly illuminated by some trick lighting.
Where Honda went for a noir business ambience, Toyota, for its part, chose a brighter palette for the Altis 1.8G’s interior. Toyota designers opted for a more earthly tone, draping the car’s seats, door panels and gearshift levers in tan leather, and accentuating these with faux woodgrain trim the color of autumn leaves. Shiny bits of metal, either chromed or polished, complement the light-colored materials. An Optitron system lights up the car’s meters.
Of course, both the Civic 2.0 and Altis 1.8G have all the obligatory power-operated convenience features in their windows, locks and side mirrors, though the Altis 1.8G adds power-folding capability to its side mirrors and an eight-way power-adjustable driver’s seat. Honda and Toyota went separate directions in choosing their car’s airconditioning controls too, with the Civic using rotary dials while the Altis boasts of electric push-button ease. Also, a 60/40-split rear seat is available on the Altis 1.8G only.
Under each car’s wardrobes are gee-whiz technologies that are tailored to suit each carmakerís philosophy. The Civic 2.0, as its name connotes, is powered by a two-liter DOHC, 16-valve, four-cylinder engine that features the latest Honda variable valve timing system, dubbed the i-VTEC, which is an improved and more efficient version of the VTEC unit that powered the SiR. This motor makes 155 horsepower at 6500 rpm and 18.0 kg/m of torque at 5000 rpm, and is attached to a five-speed automatic transmission.
The Altis 1.8G, meanwhile, packs a smaller 1.8-liter DOHC, 16-valve, four-cylinder powerplant that makes use of Toyota’s take on variable valve timing technology called the VVT-i. Making a bit less power, this engine produces 145 horsepower at 6000 rpm and 19.2 kg/m of torque when the tach needle hits a rather useful 4200 rpm mark. Similar to the Civicís case, this engine goes with an automatic gearbox, albeit a four-speed one.
Honda and Toyota took different approaches when it came to their cars’ suspension systems. The Civic rides on toe-control link struts with stabilizers in front while a double wishbone with stabilizer bars balance out the rear. MacPherson struts with stabilizer bars are what can be found under the Altisís front end, meanwhile, and a torsion beam type (ETA) that also uses stabilizer bars are at the rear. But the Civic 2.0 and Altis 1.8G both roll on 195/60 R15 footwear, and are reined in by a combination of ventilated discs in front and solid disc brakes at the rear. ABS keeps any models’ tantrums at bay.
As expected, driving the two highlighted these cars’ differences. In terms of pedal-bashing acceleration, the Civic felt as the livelier one, the i-VTEC motor singing a muted F1 melodic note as it powers the car past slower traffic. But unlike the frenetic response characteristic of the SiR, the Civic 2.0 is more composed, its power delivery more linear and spread across the torque band. Despite being more portly and having a smaller engine, the Altis 1.8G is not slow by any means. Its acceleration is still adequate, particularly in traffic conditions, thanks to a rather healthy torque rating which is slightly higher than the Civic’s and comes at a lower rev range. Where the i-VTEC sings, the Altis’s VVT-i only whistles though.
It’s hard to fault both cars’ automatic gearboxes, as both shift quite smoothly. And although their self-preservation genes cut in, the trannies shift acceptably quick enough.
In the handling department, it’s the Civic 2.0 which is definitely the sportier of the two, largely due to the car’s tauter suspension settings. The result is sharper turning responses and crisp handling in spirited driving–enough to rival the best German cars can offer. Truly a joy to drive.
For its part, the Altis 1.8G offers a more comfortable ride since its suspension tuning is softer in nature — which does not mean the car can’t be tossed around twisties. Take a corner at speed and the car leans, though not so much as to be alarming, and tracks the intended line handily. Reach the tires’ limits and simply back off. The Altis’s long wheelbase, though making it slower to rotate in tight turns, also means better stability. Seems like it would take some really idiotic moves to upset the Altis’s chassis.
As far as the total package is concerned, it’s hard to go wrong with any of the two. Like any wardrobe, it simply boils down to the one that suits your personality better. The Civic 2.0 is an edgier, more individualistic proposition, where its qualities are apparent for everyone to gawk at — and gawk, everyone will. The Altis 1.8G, by comparison, carries the sophistication of the veritable little black dress, taking one from daytime to evening in utterly understated class. Either way, both are power dressing to the hilt.
• For sheer driving joy, it’s hard to beat this one.
THE BAD
• A bit pricey.
THE VERDICT
• An enthusiast’s car, period.
Price: P950,000 (With leather seats variant)
• A classy package that’s above its class.
THE BAD
• Interior may be too glitzy for some.
THE VERDICT
• It’s difficult not to like this car.
Price: P899,000