2014 Toyota Corolla LE Eco vs. 2013 Honda Civic EX on Edmunds.com

2014 Toyota Corolla LE Eco vs. 2013 Honda Civic EX

  • Full Review
  • Pricing & Specs
  • Road Tests
  • Comparison (1)
  • Long-Term

2013 Honda Civic Sedan

(1.8L 4-cyl. 5-speed Automatic)

Which New Compact Sedan Is Worth Your Money?

  • Comparison Test
  • 2013 Honda Civic Specs and Performance
  • 2014 Toyota Corolla Specs and Performance

Buying a $20,000 compact sedan is nothing like buying a sports car, SUV or minivan. More so than any other new car category, buyers in this segment are operating on a very strict budget. Beyond the simple sticker price, there needs to be money left for a down payment, for insurance and, of course, for fuel. Buyers in this category not only need a car, they need a reliable one.

For most people, car shopping in this segment is a bit like trying to find someplace to eat while traveling. You stumble into a strange town, with strange signs, smells and sights and there, smack in the middle of the hubbub are the Golden Arches. It's taking the easy way out, sure, but it's a known quality, quantity and value-for-money and during a stressful time, a welcome respite from confusion.

It's this attitude that helps explain why in September of 2013, more than 46,000 new-car shoppers found their butts in the seats of the 2013 Honda Civic or the 2014 Toyota Corolla.

Either of these cars could make a safe addition to your garage, but which one should it be? We lined up an all-new 2014 Toyota Corolla LE Eco and a 2013 Honda Civic EX to find out which compact sedan is the best of the best-sellers.

Redesigning the Best-Selling Car of All-Time
There are few teams in the automotive industry under as much stress as the one that was in charge of the 11th-generation Toyota Corolla. This is, after all, the best-selling car of all time. The balance of "new and interesting" and "approachable and familiar" is a delicate one.

2014 Toyota Corolla LE Eco vs. 2013 Honda Civic EX

The majority of that balance-equity was spent on the front end of the 2014 Toyota Corolla which is, for the first time, borderline interesting in that kinda-looks-like-a-catamaran way. The rest of the car's sheet metal is supremely, almost elegantly clean. There's not a challenging or awkward line on the car. It's a design that will age well even if it won't win awards.

A similar philosophy has been used on the Corolla's new interior. Controls are large, clear and easy to use. Design has taken a second place to functionality and, most of the time, high-quality materials are placed in areas you're likely to touch. From a usability standpoint, the simplicity present in the new Corolla cannot be overstated.

Toyota has taken less of a leap with the Corolla's engine, which is the same 132-horsepower 1.8-liter four-cylinder used in the previous Corolla. Our tester, however, in LE Eco trim, benefits from a Valvematic variable intake system that boosts output to 140 hp, but reins in the excitement by reducing torque from 128 to 126 pound-feet.

An all-new CVT (continuously variable transmission) replaces the four-speed automatic in all but the base L trim car. CVTs have a history of being unpleasant to drive, even by normal commuter standards. They've been called sluggish, unresponsive and just plain awkward. To ease people's fears, Toyota's gone to great lengths to make the CVT in the Corolla feel more like a traditional transmission while still offering the efficiency benefits.

2014 Toyota Corolla LE Eco vs. 2013 Honda Civic EX

The trade-off for this new technology is that this Corolla LE Eco returns 35 mpg combined (30 city/42 highway) according to the EPA. We managed a 30.5-mpg average with a best tank of 42.7 mpg. Combine that with this car's as-tested price of $19,735 and the Corolla presents a pretty compelling reason to visit a Toyota dealership.

Honda Gets the Civic Right the Second Time Around
The 2012 Honda Civic was a bummer. It was fully redesigned, yet the styling and the interior were far below what we expected from Honda. Thankfully, Honda didn't waste any time getting it right, as a refresh was rolled out the very next year that addressed the Civic's more glaring issues.

New interior materials took the interior from rent to own. The exterior has been stepped up, too, though it's still on the safe side. Honda also upped the standard features list and included Bluetooth, USB and a rearview camera. The biggest changes, however, were on the chassis side. A revised suspension and more sound dampening resulted in a car that wasn't just better to drive, but more pleasant to be in. The steering was even reworked to bring back some of that "Old Honda" mojo.

2014 Toyota Corolla LE Eco vs. 2013 Honda Civic EX

Like the Corolla, the 2013 Honda Civic is powered by a 1.8-liter four-cylinder that drives the front wheels. It's rated to produce 140 hp and 128 lb-ft of torque, which is routed through a five-speed automatic. In the EX trim, the EPA says this setup will return 32 mpg in combined driving (28 city/39 highway). During our time with the Civic, we averaged 28.3 mpg and got a best tank of 38.5 mpg.

Insofar as features go, our EX test model has the aforementioned goodies, plus automatic climate control, tilt-and-telescoping steering wheel, an Eco Assist button, auto-off headlights and a power moonroof. As it sits, this 2013 Honda Civic EX stickers for $21,605, including the $790 destination fee.

2nd Place: 2014 Toyota Corolla LE Eco
That the Corolla can again be seriously compared with the Civic, and the other newly redesigned offerings in this segment, is a testament to how far forward the Corolla has jumped with this new model.

Driving this new Corolla is nothing like driving the old one. There's a newfound solidity here that is truly transformative, if still far from sporty. The 2014 Corolla isn't a car that is upset by road imperfections at freeway speeds and should be just as good on a long road trip as it is commuting to work in the morning.

Even the CVT doesn't disappoint in daily driving. Floor it from a standstill and the new transmission drones a bit and the fake shifts arrive too late to be pleasant, but Corolla drivers don't do that. Accelerate like a normal person and it's smooth and pleasant with no shift shock. Even merging onto the freeway doesn't result in any traditional CVT unpleasantness.

Toyota also gets some bonus points for installing a Sport mode, which helped propel the Corolla through the quarter-mile in 16.9 seconds at 83.9 mph, faster than the Civic's 17.1-second run at 81.2 mph — and an engine braking mode to not overwhelm the brakes on those long grades. Sure, Corolla drivers didn't ask for them, but we're glad they're there.

While the Corolla doesn't break any new ground in terms of its cabin, the interior is well executed, with a clean design centered around a 6.1-inch touchscreen. This touchscreen, devoid of navigation and Toyota's cluttered Entune infotainment system, works exceptionally well, with lightning-fast reactions.

Though the dash is soft-touch and the knobs and dials are well weighted and pleasantly "clicky," the Corolla is still a step behind the Civic. The trouble is with minor touch points, like the interior door handles, air vents, steering wheel buttons and window switches. They're not only not soft to the touch, they aren't well finished or pleasant.

Both cars have split-folding rear seatbacks and nearly the same trunk size. The functional differences become apparent when you venture into the rear seats. Simply, the Corolla's rear seat room is fantastic. There's room for 6-footers to sit behind 6-footers. There's room for a center-mounted car seat flanked by real adults.

So it's cheaper, gets slightly better fuel economy and has a spacious rear seat. What went wrong?

2014 Toyota Corolla LE Eco vs. 2013 Honda Civic EX

1st Place: 2013 Honda Civic EX
Think of it like a dog show. The winner of a dog show is the pooch that best represents the breed standards, and by those standards, the Corolla would take this. It's a near-ideal representation of what people expect from a compact sedan and little more. This 2013 Honda Civic Ex, though, elevates the game.

With the exception of Honda's resistance to offering a Sport mode, the Civic simply feels like a next-gen product. It's more than simply a matter of superior materials, as the Civic also drives better. The steering wheel feels like it's connected to the wheels, which feel like they're connected to the road. It's a rare sensation in this category unless you've driven a 2014 Mazda 3. The brakes offer feedback, the engine is responsive and though we want more control, the five-speed automatic never gets confused. Floor it from a roll and the Civic is quick to downshift and feels quicker than the Corolla, even if the numbers disagree.

The most daring piece of kit between the two is the Civic's split instrument panel. Frequently berated by people who've never sat behind the Civic's perfectly proportioned steering wheel, this tiered layout does an exemplary job of putting relevant information directly in glancing view of the driver. Along with the obvious bits of IP goodness, this upper dash also contains vehicle and trip information as well as the audio inputs. After using it, you wonder why you've been looking down for this information for so long.

Too often, differences between competitive vehicles express themselves in delicate ways that require fine senses to discern. That's not the case here. From the first mile behind the wheel, the Honda Civic distances itself as a more substantial, precise vehicle and is hands down the place we'd prefer to spend time.

The manufacturer provided Edmunds these vehicles for the purposes of evaluation.

Model year2013 Honda Civic
Year Make Model2013 Honda Civic EX 4dr sedan (1.8L 4cyl 5A)
Vehicle TypeFWD 4dr 5-passenger sedan
Base MSRP$21,605
As-tested MSRP$21,605
Assembly locationGreensburg, Indiana
North American parts content (%)65
ConfigurationTransverse, front-engine, front-wheel drive
Engine typeNaturally aspirated, port-injected inline-4, gasoline
Displacement (cc/cu-in)1,798/110
Block/head materialAluminum/aluminum
ValvetrainSOHC, 4 valves per cylinder, variable valve timing
Compression ratio (x:1)10.6
Redline, indicated (rpm)6,750
Horsepower (hp @ rpm)140 @ 6,500
Torque (lb-ft @ rpm)128 @ 4,300
Fuel typeRegular unleaded
Transmission typeFive-speed automatic with console shifter
Transmission ratios (x:1)I = 2.66; II = 1.534; III = 1.022; IV = 0.721; V = 0.525
Final-drive ratio (x:1)4.44
Suspension, frontIndependent MacPherson struts, coil springs, stabilizer bar
Suspension, rearIndependent multilink, coil springs, lateral links, stabilizer bar
Steering typeElectric speed-proportional power steering
Steering ratio (x:1)14.89
Tire make and modelContinental ContiProContact
Tire typeAll-season front and rear
Tire sizeP205/55R16 89H
Wheel size16-by-6.5 inches front and rear
Wheel materialAlloy
Brakes, front11.1-inch ventilated discs with single-piston sliding calipers
Brakes, rear10.2-inch solid discs with single-piston sliding calipers
Track Test Results
Acceleration, 0-30 mph (sec.)3.5
0-45 mph (sec.)6.1
0-60 mph (sec.)9.6
0-75 mph (sec.)14.5
1/4-mile (sec. @ mph)17.1 @ 81.2
0-60 with 1 foot of rollout (sec.)9.3
0-30 mph, trac ON (sec.)3.6
0-45 mph, trac ON (sec.)6.2
0-60 mph, trac ON (sec.)9.6
0-75 mph, trac ON (sec.)14.6
1/4-mile, trac ON (sec. @ mph)17.1 @ 81.4
0-60, trac ON with 1 foot of rollout (sec.)9.3
Braking, 30-0 mph (ft.)30
60-0 mph (ft.)124
Slalom, 6 x 100 ft. (mph)66.0
Skid pad, 200-ft. diameter (lateral g)0.80
Skid pad, 200-ft. diameter (lateral g) ESC ON0.78
Sound level @ idle (dB)40.2
@ Full throttle (dB)73.7
@ 70 mph cruise (dB)65.3
Engine speed @ 70 mph (rpm)2,250
Test Driver Ratings & Comments
Acceleration commentsThe Civic's engine is soft down low, so it takes it a bit to get going. Then, the wide gear spacing (and that it's only a 5-speed as opposed to a 6) means the revs drop low with each slow upshift. This car isn't a big fan of the driver overlapping throttle and brake to bring the revs up at launch, and doing so had little-to-no effect. Manual shifting is via the console lever, and it's of the old-school variety. There's D, D3, 2 and 1, with no throttle blipping.
Braking commentsReasonably firm pedal with a normal amount of pedal stroke. The Civic wiggles back and forth slightly, nothing excessive, with each panic stop. For a Honda, the brakes held up well with distances staying fairly consistent. We didn't notice a lot of brake odor until the final stop. The first stop was shortest at 124 feet. The fourth stop was longest at 131 feet and the sixth (and final) stop was 128 feet.
Handling commentsSlalom: The Civic remains a poised and nimble player in this segment with friction-free, precise steering (though lacking in feel), a willingness to be chucked around a bit, and ultimately, it's the tires that keep it from greatness. It manages to feel as if all the weight of the car is carried very low in the chassis. Skid pad: Again with the precise steering and overall neutral attitude and when the electronic stability control (ESC) is turned completely off, we get a sense that this car could be excellent. A skillful driver can induce a slide at the front or the rear of the car at will. With ESC on, it closes the throttle subtly to maintain a very precise arc around the skid pad's circle.
Testing Conditions
Test date9/24/2013
Elevation (ft.)1,121
Temperature (F)80.5
Relative humidity (%)20.81
Barometric pressure (in. Hg)28.72
Wind (mph, direction)1.5 cross
Odometer (mi.)3,529
Fuel used for test87-octane gasoline
As-tested tire pressures, f/r (psi)32/32
Fuel Consumption
EPA fuel economy (mpg)32 combined/28 city/39 highway
Edmunds observed (mpg)28.3
Fuel tank capacity (U.S. gal.)13.2
Driving range (mi.)514.8
Audio and Advanced Technology
Stereo description360-watt AM/FM/CD with six speakers and subwoofer
iPod/digital media compatibilityStandard USB
Bluetooth phone connectivityStandard
Parking aidsStandard rearview camera
Dimensions & Capacities
Curb weight, mfr. claim (lbs.)2,855
Curb weight, as tested (lbs.)2,833
Weight distribution, as tested, f/r (%)61.3/38.7
Length (in.)179.4
Width (in.)69.0
Height (in.)56.5
Wheelbase (in.)105.1
Track, front (in.)59.0
Track, rear (in.)59.9
Turning circle (ft.)35.4
Legroom, front (in.)42.0
Legroom, rear (in.)36.2
Headroom, front (in.)37.9
Headroom, rear (in.)36.2
Shoulder room, front (in.)56.6
Shoulder room, rear (in.)53.3
Seating capacity5
Trunk volume (cu-ft)12.5
Bumper-to-bumper3 years/36,000 miles
Powertrain5 years/60,000 miles
Corrosion5 years/Unlimited miles
Model year2014 Toyota Corolla
Year Make Model2014 Toyota Corolla LE Eco 4dr Sedan (1.8L 4cyl CVT)
Vehicle TypeFWD 4dr 5-passenger Sedan
Base MSRP$19,510
Options on test vehicleCarpet floor mats and trunk mat ($225)
As-tested MSRP19,735
Assembly locationBlue Springs, Mississippi
ConfigurationTransverse, front-engine , front-wheel drive
Engine typeNaturally aspirated, direct-injected, inline-4, gasoline
Displacement (cc/cu-in)1,798cc (110cu-in)
Block/head materialaluminum/aluminum
ValvetrainDOHC, 4 valves/cylinder variable intake-valve timing and lift
Compression ratio (x:1)10.6
Redline, indicated (rpm)6,500
Fuel cutoff/rev limiter (rpm)6,100
Horsepower (hp @ rpm)140 @ 6,100
Torque (lb-ft @ rpm)126 @ 4,000
Fuel typeRegular unleaded
Transmission typePulley-regulated continuously variable transmission automatic with console shifter with sport/competition modes
Transmission ratios (x:1)D: 2.48 - 0.396; R: 2.604 - 1.68
Final-drive ratio (x:1)4.761
Suspension, frontIndependent MacPherson struts, stabilizer bar
Suspension, rearTorsion beam, stabilizer bar
Steering typeElectric power steering
Steering ratio (x:1)17.8
Tire make and modelHankook Optimo H426
Tire typeAll season front and rear
Tire sizeP195/65R15 91S M+S
Wheel size15-by-6.0 inches front and rear
Wheel materialSteel
Brakes, front10.8-in one-piece ventilated with single-piston sliding calipers
Brakes, rear9.0-in drums
Track Test Results
Acceleration, 0-30 mph (sec.)3.6
0-45 mph (sec.)6.0
0-60 mph (sec.)9.2
0-75 mph (sec.)13.5
1/4-mile (sec. @ mph)16.9 @ 83.9
0-60 with 1 foot of rollout (sec.)8.9
0-30 mph, trac ON (sec.)3,9
0-45 mph, trac ON (sec.)6.4
0-60 mph, trac ON (sec.)9.7
0-75 mph, trac ON (sec.)14.2
1/4-mile, trac ON (sec. @ mph)17.1 @ 82.9
0-60, trac ON with 1 foot of rollout (sec.)9.3
Braking, 30-0 mph (ft.)33
60-0 mph (ft.)130
Slalom, 6 x 100 ft. (mph) ESC ON62.3
Skid pad, 200-ft. diameter (lateral g)0.78
Skid pad, 200-ft. diameter (lateral g) ESC ON0.74
Sound level @ idle (dB)38.9
@ Full throttle (dB)72.1
@ 70 mph cruise (dB)66.3
Engine speed @ 70 mph (rpm)6,400
Test Driver Ratings & Comments
Acceleration commentsAs far as CVTs go, this isn't a bad one. What was more noticeable was that the engine gest kinda thrashy at high revs. Once you get going in this thing, there's an initial hesitation right off the line, then as it starts the slow CVT climb up to 6,000 rpm it hesitates again around 5,000. Once it gets to 6,000 rpm it "shifts," the revs fall back to 5 grand and then it heads back to 6,000, "shifts" again. I'm guessing these "shifts" are an attempt to feel more like a traditional automatic as opposed to the usual CVT antics of just holding the revs at redline until you let off the throtttle. Sport tranny mode and overlapping the throttle and brake produced the quickest runs, some 4-5 tenths quicker than not using the power braking. There isn't any real manual shifting with this CVT, though you can get some engine braking by moving the console lever to S and then even more by moving it to B, for max engine braking.
Braking commentsNicely-firm pedal and pretty well-controlled squirm-free stops. The stopping distances stayed consistent, too, with the first stop the shortest at 130 feet, the third stop the longest at 133 feet and the sixth and final stop at 132 feet.
Handling commentsSlalom: The Corolla feels like a 'fish out of water' in our slalom test with steering that's uncommunicative and unresponsive, pronounced body roll, and a tendency to resist changing direction followed by an exaggerated change in direction. Ironically, given these compromised dynamics, the electronic stability system (ESC) is calibrated to engage and correct course rather late in the process and has to stab abruptly at the brakes. It's dramatic and even a novice driver would notice. Skidpad: With ESC shut off, the tire howl is pronounced as the car leans and punishes the outside/front tire. With ESC on, it first cuts throttle, then dabs the brakes to maintain a speed that only just produces a slight tire noise. Steering feel is spring-loaded, completely artificial, and tells little about the state of the front tires.
Testing Conditions
Test date9/24/2013
Elevation (ft.)1,121
Temperature (F)77.19
Relative humidity (%)24.0
Barometric pressure (in. Hg)28.72
Wind (mph, direction)2.38 tail/cross
Odometer (mi.)456
Fuel used for test87-octane recommended
As-tested tire pressures, f/r (psi)35 / 35
Fuel Consumption
EPA fuel economy (mpg)30 city/42 highway/35 combined
Edmunds observed (mpg)30,5
Fuel tank capacity (U.S. gal.)13.2
Driving range (mi.)554.4
Audio and Advanced Technology
iPod/digital media compatibilityStandard iPod via USB jack
Satellite radioNot available
Hard-drive music storage capacity (Gb)Not available
Rear seat video and entertainmentNot available
Bluetooth phone connectivityStandard
Navigation systemOptional with traffic 6.1-in. display screen (measured diagonally)
Telematics (OnStar, etc.)Not available
Blind-spot detectionNot available
Adaptive cruise controlNot available
Lane-departure monitoringNot available
Collision warning/avoidanceNot available
Night VisionNot available
Dimensions & Capacities
Curb weight, mfr. claim (lbs.)2,855
Curb weight, as tested (lbs.)2,837
Weight distribution, as tested, f/r (%)61.6 / 38.4
Length (in.)182.6
Width (in.)69.9
Height (in.)57.3
Wheelbase (in.)106.3
Track, front (in.)60.3
Track, rear (in.)60.4
Turning circle (ft.)35.6
Legroom, front (in.)42.3
Legroom, rear (in.)41.4
Headroom, front (in.)38.3
Headroom, rear (in.)37.1
Shoulder room, front (in.)54.8
Shoulder room, rear (in.)54.8
Seating capacity5
Trunk volume (cu-ft)13.0
GVWR (lbs.)3,820
Bumper-to-bumper3 years / 36,000 miles
Powertrain5 years / 60,000 miles
Corrosion5 years / Unlimited miles
Roadside assistance2 years / 25,000 miles
Free scheduled maintenance2 years / 25,000 miles


  • dfelix70 dfelix70 Posts:

    Seriously, what's happened to Toyota. by the tone of this article, this really wasn't close. Yes, Honda did a great job in updating its Civic, but the Corolla is brand new and totally redesigned. That being said, i wish the Civic offered a Sport model like the Accord does. Yes, I know there's the Si, but there should be a Sport model without the need to step up to the Si.

  • orbit9090 orbit9090 Posts:

    The 2013 Civic also received a GOOD rating in a recent IIHS Small-Offset Crash Test, while the all-new 2014 Corolla received a very-disappointing POOR rating.

  • orbit9090 orbit9090 Posts:

    The article fails to mention that safety is a very important consideration for buyers as well. The 2013 Civic received an impressive GOOD rating in a recent IIHS Small-Offset Crash Test, whereas the all-new 2014 Corolla received a very-disappointing POOR rating. http://www.iihs.org/iihs/ratings

  • bankerdanny bankerdanny Posts:

    I know both these cars absolutely crush the Mazda 3 in sales, which is likely to continue, but still I would have liked to see the new 3 sedan, with an automatic, thrown into the mix as a wild card.

  • bankerdanny bankerdanny Posts:

    @dfelix: Toyota didn't build this car to win competitions like this. Toyota hasn't built a Corolla to win a competition like this for decades. Yet despite this, the Corolla is consistently at or near the top of its class in sales. In the ways that matter

  • emajor emajor Posts:

    dfelix, the Corolla has almost never come close to the Civic in autojourno comparisons, just as the Camry almost never comes close to the Accord, so this isn't anything new. Automotive journalists are far removed from the opinions of people who actually buy these cars, but that's often been the case as well. And despite the talk of road feel here, the Civic no longer represents one of the best driver's car in the segment, and probably hasn't for a few generations. It's just another sensible but ultimately bland commuter car.

  • duck87 duck87 Posts:

    @bankerdanny: Would be nice if they had either a Mazda 3 or Ford Focus as another measuring stick in this competition. I don't think the Corolla has ever been a "top" metric but it's always been a seller. Each generation it just seems to fall fu

  • emajor emajor Posts:

    orbit9090, the Corolla received a Marginal rating in the small overlap test. Not anything to be proud of for a fresh redesign, but it is a step above Poor, and it is a rating shared with the Cruze, and Jetta. Most other compacts only get one rating above this (Marginal), and the Sentra received a Poor rating. Considering I drive in a world filled with giant pickups, SUVs, and heavy minivans that will plaster anything in the compact segment during a collision, I don't know if I would base my buying decision on the small overlap test.

  • emajor emajor Posts:

    duck87, Ask the professional car reviewers what constitutes a driver's car; they are the ones using that as the primary reason to buy anything in any given segment. I'm the wrong person to ask, but I personally found the Mazda3 and Ford Focus to be the most enjoyable and noticeably better than a Civic, Corolla or Elantra. I've driven the previous Civic and was pretty underwhelmed with both steering feel, drivetrain refinement, and the feel of the front suspension considering the praises sung by folks and Motor Trend and Car and Driver.

  • jeffinoh jeffinoh Posts:

    When I look at the Corolla, it seems so plain. But then I look at the dash of the Civic or worse yet the Focus and they are so overdone. And for all the Star-Wars gimmickry of the Civic's dash, its seats look like a punishment for not upgrading to leather. I want to prefer the Corolla, but it is a little dull. No clear winner in this class- just personal preference. Did I mention that my 2003 Corolla has 250000 miles?

  • duck87 duck87 Posts:

    @emajor: I don't know if I would consider those "driver's cars". In non-ST and non-Mazdaspeed form they're just as slow, just as bland, and just as lifeless as every other car in the segment. Sure, one may be more 'fun' to drive than the other (

  • lions208487 lions208487 Posts:

    The Corolla isn't built to beat out anything in it's class, it's designed to be a reliable means of transportation that yields good fuel economy, and that's were the Corolla succeeds, and why it usually is number one in terms of sales. Performance wise, the Mazda 3, is probably the best in class.

  • Exterior looks wise I'd say the color of the Toyota is about the only thing I care for between the two of them.

  • Hypothetically speaking, if I'm in a Honda dealership looking @Civic EX sedan, why wouldn't I cross-shop for an Accord LX? (Well, I personally would always pick Accord, but that's not the point) Civic EX $20,136 Accord LX $21369 (invoice price). IMO, there should be a series of cross/up shopping comparisons for value and/or on-the-fence shoppers of Focus->Fusion, Elantra->Sonata, Corolla->Camry, Civic->Accord, etc.

  • se_riously se_riously Posts:

    between3and14 - I agree wholeheartedly. It rarely makes financial sense to get a loaded compact versus moving the next class up. In your example, the Accord LX costs $120 less annually to insure that the Civic EX. That in itself pays for the price difference, and the Accord's higher resale value will pay you back anyway. The only thing the Civic does better than the Accord is mileage and it fits in tighter parking spaces. Depending on where you live / how and how much you drive, those factors may not be important and I'd take the added safety, refinement, and room of the Accord anyday over a Civic.

  • noburgers noburgers Posts:

    You had a lot of good things to say about the Corolla that were lacking in the previous gen. How about a Civic vs. Mazda 3 comparo next? Looks like the CVT made all the difference in the fuwel economy, in cars that are otherwise so closely alike. By the way, editors, nice that on a lead article you enabled the COMMENTS box so we can read what else was posted at any time.

  • noburgers noburgers Posts:

    @dfelix70 yes, a sport model without the high-revving Si engine and cost would be nice. Civic used to have a 'S' model (I owned one) which had all the looks of the CRX of the day. I don't think it was faster, but had a few upgrades (performance-wise I t

  • rayzor rayzor Posts:

    Honda Civic has a very nice side and rear profile BUT the front end is just ugly!! What's up with those tacky chrome bars going in all directions...Just not sold to the front end look...A new nose job will do wonders to this otherwise very nice compact car.

  • emajor emajor Posts:

    duck, sure, the spiced-up versions of these compacts are more interesting to drive, but I'm not sure I see the relevance of that argument. They usually require compromises that reduce the car's appeal as a commuter and people mover. Besides, there are tangible differences in the way the plain jane compacts drive, and I don't think anyone needs to shop hot hatches to appreciate the differences steering response and suspension tuning. "Enthusiast" can have a range of meaning, and I'm sure there are plenty muscle car and genuine sports car drivers who would scoff at the notion of an "enthusiast" being proud of a front-wheel drive hot hatch built on the platform of a $17K commuter box.

  • themandarin themandarin Posts:

    Whats with Edmunds' love for nasty green paint (also seen on Corvette)? Make your logo green for consistency

  • gloss gloss Posts:

    What's wrong with green paint?

  • agentorange agentorange Posts:

    To misquote The Who: "Meet the new bland; same as the old bland". I'm going to watch some paint dry to wake myself up.

  • 84cressida 84cressida Posts:

    The Corolla's interior materials are far above the Civic. The Civic added what, one little strip of soft touch plastic far away from the driver for 2013 and now it's suddenly amazing? The entire Corolla's dashboard is soft touch and has far more "soft touch materials" than the Civic does in it, and the cloth material used on the seats of the Corolla feel much higher quality. The window switches and door handles are the same in both cars, but I do love how you had to try to make up things to try to justify one choice over another. Driving dynamics really aren't that far apart, and the Civic falls well short of the Focus in this department and isn't anywhere near perfect like you guys claim. Also, how come you test a higher trim level Civic, then declare it a winner against a lesser Corolla? You could've at least outfitted your Corolla LE with alloys instead of the steelies, but that would've been too fair correct? Also, you are flat out lying in your picture captions when you say "Both cars have split folding rear seats". Both cars have cars that have folding rear seats, but the Corolla's are 60/40, which is far more practical and something a buyer is likely to prefer since it allows you to still have passengers while having part of the seats folded. The Civic's entire seat back folds down, hampering usability.

  • se_riously se_riously Posts:

    Agreed 84cressida. A loaded Corolla S Premium with moonroof is MSRP $22,060, within $300 of the Civic EX. And in the Corolla, you'd also get the sport seats (heated no less), SofTex, 8-way power driver's seat, firmer suspension, 17" alloys, fog lights, turn signal repeaters, and heated side mirrors. That would have been a fair comparison to the Civic EX.

  • danwat1234 danwat1234 Posts:

    The new 2014 Civics have CVTs so to compare apples to apples you shouldn't compare the 2014 Carolla with the 2013 Civic, but with the 2014 Civic.

  • noburgers noburgers Posts:

    what's with a two month old rehash article? Just take a Christmas break! Merry Christmas, editors.

  • themandarin themandarin Posts:

    "The Civic's wheel is near-perfect in its size and shape." Its shape is a remarkable circle.

  • socal_eric socal_eric Posts:

    One of the picture captions states "The Corolla's LED headlights stand out" and Toyota is advertising that feature as one of the differentiating points about the new Corolla, but in the Edmunds articles and elsewhere I haven't seen anything mentioned how they actually perform (light fill pattern/cutoff, color rendition, etc.) It's nice to see technology trickle down to mainstream products but I'd be curious if they actually perform well at night or if they're just there primarily for the marketing.

  • tbone85 tbone85 Posts:

    "In the ways that matter to the compact sedan buying public Toyota did a great job with the redesign and will continue to sell all that they can build." In the ways that matter to the compact sedan buying public, Toyota's design efforts are completely irrelevant. The previous model was woefully behind it's competition in design, power, performance, fuel efficiency, materials, fun to drive factor, etc. Yet it remained the top seller. When it comes to the buying public and the Corolla, the only critical design element is that the Toyota name remain on the vehicle.

  • mrhiguy mrhiguy Posts:

    I'm a Toyota guy and I didn't even want to read this review. Both Toyota and Honda are lame now. Mazda will beat them sooner or later. Their Momentum of hiding behind their names will soon slow down and the rest of the industry will pass them

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