Hard to believe, but it’s been four years since the current Civic’s arrival in the Philippines. In that time, the competition has remained steady with the same players competing in a shrinking segment. If anything, the race has become one of technology—where there’s a game of one upmanship be in electrification, safety, or comfort. It’s one race the Civic, at least in this RS Turbo guise, falls behind in.
When it comes to its current iteration, the Civic RS e:HEV (read our review) grabs all the attention, and for good reason. Though pricey, it offers a great combination of power and efficiency, while still offering every bit the trademark Honda fun-to-drive character. It’s by far the variant to get for as long as you don’t mind spending close to P 2-million on a compact sedan. The RS Turbo, however, isn’t as strong a package as the hybrid is, and given its price tag, isn’t great value either.
Don’t get it wrong. It’s a nice drive, this one. The chassis offers great balance—it’s stable, yet tossable; pliant yet precise. It’s the one-car solution, barring number coding, if you’re stuck navigating the EDSA commute daily, but enjoy a weekend touge run from time to time. Back-to-back with the Civic RS e:HEV, it’s spritelier and quicker to rotate, but also less planted and somewhat more nervous at higher speed; by-products probably of the different weight distribution and lighter curb weight. Both versions of the Civic though suffer from a good amount of annoying road noise.
The powertrain also remains largely ample. It doesn’t have the e:HEV’s low-end responsiveness, but for as long as it’s kept in Normal or Sport, it’ll have enough thrust when you need or demand it. Econ neuters the responsiveness. Also, temper expectations when it comes to the fuel economy. At the same sort of average speeds, it returns 8.4 km/L—a figure that’s 2.5 times lower than the RS e:HEV. But hey, at least it can run on 91 octane.
Like the Civic RS e:HEV, the RS Turbo gains new clothes, but weirdly enough, mixes it up with pieces from the 2021 collection. For example, there are the wheels which are the same 10-spoke design as before, while inside, it doesn’t have the red surround decorating the full-length mesh dash.
The feature set is also equally stuck four years back with the lack of memory presets for the driver’s seat and lack of any power adjustment for the front passenger seat. The lack of any panoramic camera and the horrid resolution of the LaneWatch camera doesn’t help its case.
Honda did manage to integrate Google Services into the 9-inch infotainment system. This not only allows the installation of native Google apps, but offers Google Assistant which allows the adjustment of vehicle settings using voice control. Unfortunately, with no built-in SIM, you’ll still need to tether a smartphone for internet access negating any of these advantages. That said, the upgraded system does offer better responses and a smoother smartphone mirroring experience. It also allows the creation of user profiles which saves certain vehicle preferences.
Assembly quality is solid, but the materials lack plushness for the asking price. Plus, there’s noticeable peeling on the plastic behind the infotainment screen—it’s the second time we’ve encountered the issue on a Thai-made Honda; the first being on the City RS a few years back.
Space-wise, the Civic RS Turbo is huge. It genuinely encroaches into the executive sedan (D-segment) category, especially when it comes to shoulder and legroom. The rear headroom though has been compromised somewhat, as is the available trunk space. Not only is it smaller than the previous-generation Civic, but the addition of the shelf-mounted subwoofer for the Bose sound system also shaved some available height off.
Like the rest of the Civic family, Honda’s prioritized safety here as part of their zero fatalities goal. With that, Honda Sensing is standard. Bundling all the driver tech not only reduces the occurrences of a crash, but it also adds a layer of convenience during long drives (lane centering and all-speed adaptive cruise control being the most helpful). It’s also well-suited to the local road conditions since it didn’t produce a single false warning.
Small and increasingly niche as the compact segment is, Honda is banking that the Civic will be an emotional choice. That’s where they made a misstep. Although that may be true for a small chunk of buyers, most will be seeking to maximize the value of their peso too. At P 1.79-million, the Civic RS Turbo is now P 100,000 more expensive compared to when it first launched with nothing substantially new to show for. It does come with Google built-in and comes with complimentary Honda Connect, but in the greater scheme of things, just how many buyers will find these useful?
At least Honda could argue, that while pricey, the Civic RS e:HEV is a true one-car solution given its number coding exemption. It’s one argument the Civic RS Turbo certainly can’t use. Sure, it remains a great drive and all, but at this price point, there are a couple of others which are just as good. There’s this feeling that Honda should have simply gone away with the RS Turbo variant, and put all their eggs in the RS e:HEV basket instead. Alas, they didn’t. As it stands, their thinking, like the Civic RS Turbo, finds itself stuck in 2021.
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2025 Honda Civic RS Turbo |
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| Bottom Line | |
| Pros | Balanced ride and handling, spacious, still a looker. |
| Cons | Low-res camera, not great value-for-money, lack of features for the price. |
| TL;DR | While still great to drive, its bogged down by its high price tag and lack of features. |
| Ownership | |
| Year Introduced | 2021 (Refreshed: 2024) |
| Warranty | 3 years / 100,000 kilometers |
| The Basics | |
| Body Type | Compact Sedan |
| Seating | 5 |
| Engine / Drive | F/F |
| Under the Hood | |
| Displacement (liters) | 1.5 |
| Aspiration | Turbocharged |
| Fuel Delivery | EFI |
| Layout / # of Cylinders | I4 |
| Maximum Output (PS @ rpm) | 178 @ 6,000 |
| Maximum Torque (Nm @ rpm) | 240 @ 1,700-4,500 |
| Fuel / Min. Octane | Gasoline / ~91 |
| Transmission | CVT |
| Cruise Control | Yes, Adaptive |
| Fuel Economy (km/L) @ Ave. Speed (km/h) | 8.40 km/L @ 15 km/h |
| Fuel Tank Size (L) | 47 |
| Dimensions and Weights | |
| Length (mm) | 4,681 |
| Width (mm) | 1,802 |
| Height (mm) | 1,415 |
| Wheelbase (mm) | 2,735 |
| Curb Weight (kg) | 1,337 |
| Suspension and Tires | |
| Front Suspension | Independent, MacPherson Strut |
| Rear Suspension | Independent, Multi-link |
| Front Brakes | Vented Disc |
| Rear Brakes | Disc |
| Parking Brake | Electronic, w/ Auto Hold |
| Tires |
Michelin Pilot Sport 4 235/40 R 18 Y (f & r) |
| Recommended Tire Pressure (PSI) | 32, all |
| Wheels | Alloy |
| Safety Features | |
| Airbags | 6 |
| Anti-Lock Brakes (ABS) | Yes, with EBD |
| Traction / Stability Control | Yes |
| Parking Sensors | Yes, Front & Rear |
| Parking Camera | Yes, Rear |
| Front Seatbelts | 3-pt ELR w/ pre-tensioners x 2 |
| Rear Seatbelts | 3-pt ELR x 3 |
| ISOFIX Child Seat Anchor | Yes |
| Advanced Driver Assist System |
Forward Collision Warning Collision Mitigation Braking System Lane Departure Warning Lane Keeping Assist Road Departure Mitigation Lead Car Departure Notification |
| Other Safety Features |
Hill Start Assist LaneWatch Camera |
| Exterior Features | |
| Headlights | LED, Auto High Beam |
| Fog Lamps | None |
| Light Operation | Automatic |
| Wiper Operation | Rain-sensing |
| Tailgate | Manual |
| Interior Features | |
| Steering Wheel Adjust | Tilt/Telescopic |
| Steering Wheel Material | Leather |
| Seating Adjustment (driver) | Electric, 8-way |
| Seating Adjustment (front passenger) | Manual, 4-way |
| Seating Surface | Leather/Suede |
| 2nd Row | 60/40 Split-Fold |
| 3rd Row | None |
| Sunroof | None |
| Multi-Information Display / Size | Yes, 10.2-inch |
| Convenience Features | |
| Power Steering | Yes |
| Power Door Locks | Yes |
| Power Windows | Yes |
| Power Mirrors | Yes, w/ Fold |
| Rear View Mirror | Auto-Dim |
| Proximity Key | Yes |
| Climate Control | Dual Zone, w/ Rear Vents |
| Audio System |
Stereo USB Type C Bluetooth Honda Connect Telematics |
| Wireless Charger | Front |
| Infotainment Display / Size | 9-inch |
| Smartphone Connectivity |
Apple CarPlay (Wireless) Android Auto |
| # of Speakers | 12, Bose |
| Steering Controls | Yes |
This is a very good car-- if bought 2nd hand. Say after 3 or 5 years- when its price is down by at least 45%.
ReplyDeleteBuying this brand new at that hefty price is not what a thinking man will do.
While it may be a valid point for some, personally, I would never buy used (kasi you don't know kung paano ginamit ng previous owner ang sasakyan)
DeleteAlso, a thinking man is subjective.
At 1.9 million, it is generally in-line with the Hyundai Elantra N-Line DCT.
Both are good in their own right imho.
While the equivalent Toyota Corolla Altis maybe a no-nonsense practical compact sedan, it doesn't have the power and torque of turbo units ni Civic and Elantra N-Line.
Price talaga is one of the big, if not the biggest factor kung bakit na hahamper ang sales growth ng Honda cars dito :( They make great cars, but the prices, as with other publications, always fail to justify the car
ReplyDeleteBecause Honda PH is not after sales volume.
DeleteDo you notice that they don't need to chase after Toyota or Mitsubishi or Nissan?
Also, locally, they do not allow their cars to be used as a taxi.
Honda is typically seen as a level about Toyota, Mitsubishi and Nissan............but below Japanese premium like Mazda and Subaru.
If honda is not after the sales volume, they will lose business. Business is about volume. Look at nissan.. they will close shop soon.. nobody buys them CVTs no more..
Delete^^^
DeleteNot always about volume.
Meron din Quality aspect as well.
This is reason why Mazda is going upmarket.........kasi they are not after volume anymore but rather about Prestige and Driving Pleasure.
Yeah, Honda should just get rid of this non-hybrid RS and improved the specs of the V variant like leather seats & steering wheel, dual exhaust, etc. There is the more powerful and better looking Elantra N and the more luxurious Mazda 3 Mild Hybrid now to contend with.
ReplyDeleteMiles better than the overrated mazda3
ReplyDeleteMazda 3 is made in Japan. Has sunroof, a proper 6speed AT and has better NVH. Build quality is a lot better than the Civic inside and out.
DeleteSpace wise is a big yes but other aspects such as driving feel, design, material quality, equipment & value, a big no.
DeleteBoth the civic and mazda3 are overrated. They are both at the bottom of the sales chart.
ReplyDelete^^^
DeleteCompared to what exactly?
A Toyota Corolla Altis is reliable..........pero not exciting.
Nice car
ReplyDeleteToo bad it's overpriced which is expected already from HCPI
Car buyers are gonna wait for huge 6 digits cash discounts before they buy this Honda Civic Sedan RS
Sounds like the best buy in this segment is the 1.5m mazda 3. Cant believe there will be a time a Honda is more expensive than a Mazda counterpart.
ReplyDeleteLOL! This is funny.
DeleteFor the asking price, this is a humbling review of the RS Turbo.
ReplyDelete