All new City 2009 Test Drive and Review

Like before, the Honda’s All New City 2009’s price range tops out at just under B700,000 making it still more attractive than the Toyota Vios, its archrival, whose range-topper costs B699,000 _ B5,000 more than the City SV.

And if you insist on the Chevrolet Aveo proposition, Honda still has answer for its aggressively priced opposition: B564,000-644,000 depending on equipment level. For unfussed buyers who can live with a manual gearbox, there’s a B524,000 City, too.

Given that the all new City is an all-new car with more metal, more value added features and newer technology, it can be said that it is of great value, especially when the entire price range hasn’t erred anywhere from the previous model’s.

That’s because the City is now entitled to the 5% excise tax discount given on cars that can run on E20 gasohol, just like the Vios and nearly-matching Nissan Tiida. The Aveo is still a pure petrol-sipper.

But such attractive prices also spell some bad news for buyers cherishing safety features. The amount of active and passive safety still remains exactly the same in the City, even in top-spec form.

All New City - Honda City 2009

Of course, additions like side or head airbags and stability control system would definitely increase prices of the City. But there has been no effort to raise the bar and that puts the City on par with the Vios, as such.

Special thanks also go to the small number of B-segment saloon players and the near-monopoly of Toyota and Honda in the passenger car segment in Thailand. So much for competition.

At least, Honda hasn’t remained totally idle during development stages of the third-gen City. Take design for example.

Okay, we’ve had enough of associating the City’s looks with other in-house models and ones from other far-away brands in Europe.

But you’ve got to hand it to Honda: the City now looks bold, distinctive and modern to arguably sit atop the class in design terms. Gone are the quirky proportions of the outgoing model, especially with that cockroach-shaped profile and rear three-quarter angle theme.

Plus, the 16-inch wheels of the SV range-topper help fill the wheel arches effectively, but whether they will compromise on ride quality is something we’ll touch into later.

The interior of the City has also undergone a major overhaul. Like the exterior, there is hardly any visual relation with the Jazz hatchback which clearly shows that Honda’s balance sheet has given engineers more freedom in developing the City.

The most prominent design element of the City’s cabin is the centre console that houses a good-sounding audio system that now omits a conventional CD player in favour of MP3 and USB connections.

Honda says buyers can still opt for CD player _ but for a cost.

The appearance and operation of the air-con controls don’t exude much quality to match the overall ambience that tends to feel otherwise, especially with that sporty suede-like upholstery.

The rest is quite predictable like the three-spoke steering that is now used extensively in other models like the Jazz and Civic. The fully adjustable rack is unique in this class.

Also distinctive in this area are rear seats that can recline for passenger comfort and fold for bigger cargo utility, which is already cavernous in the boot alone.

Like before, there are useful trays under the rear chairs to store small stuff.

Legroom is basically on par with other players, while headroom will only be cramped with tall persons over six feet. Overall, though, the City is still a practical saloon that its rivals need to set as a benchmark.

The City-Jazz differentiation ends here. When it comes to the technical part, the two are basically the same, albeit slight tweaks to suit the character of each car.

The 120hp 1.5-litre and five-speed automatic gearbox with paddle shifters on the steering wheel (only available in SV) are hauled over from the Jazz for class-leading performance.

However, the emphasis on power and torque outputs at high engine revs apparently has drawn away some usable grunt in the mid-ranges, although this has been made up with a ‘box willing to shift gears down when you want more oomph.

Honda engineers say the switch from the smooth-shifting CVT ‘box of the old City to the conventional torque convertor type of this new one is due to consumer demand wanting a more ”responsive” drive _ which is certainly true on the move.

Honda says it still has to iron out this shortcoming in CVTs, although it stressed that CVTs still offer quicker acceleration ”which can’t be felt subjectively while driving”. CVT is still offered in Japan.

Even so, overall driving performance in the City is still spirited and ahead of its competition.

And even though its engine isn’t as coarse or noisy when pushed as in the Vios, there is room for improvement at Honda’s game, especially when the old 110hp unit is quieter.

Honda says the engine management system in the Jazz and City is slightly different, with the latter getting a more relaxed drive _ which can hardly be felt _ and a 5% gain in economy.

That means Motoring’s 10kpl city rate in the Jazz should theoretically translate into 10.5kpl for the City.

Like in the Jazz, stopping power under hard braking has improved, although pedal action isn’t progressive; initial bite is good, but unexpectedly more effort is needed when you want more of it.

The other similarity is the platform. The handling and ride balance has improved _ better than in the rather compromised Vios _ but it is a tad short of the Aveo’s handling tautness and ride compliancy.

Honda says the suspension setting in the City is a touch softer than in the Jazz, although there is still plenty of grip in the City during highway-driving when you will also note a good level of external noise suppression.

What slightly corrupt the performance are the 16-inch wheels that made the ride frequently lumpy around Chiang Mai, the place where the driving trials took place. The 15-inchers offered lower down the range should work for drivers who exercise restrain.

The weakest link in the City’s driving manners, perhaps, is the steering. Yes, it’s more direct than before but ultimately lacks the Vios’s sharper rack. As well, there is simply no sense of connection to the car or road in the City.

But that shouldn’t stop the City from being a more capable car than its predecessor and a better one over its competition.

The City agreeably scores on bold looks, sufficient practicality for a saloon, relaxed and easy driving manners and good value. In fact, it combines these ingredients well enough to make it the default choice in this class.

The Vios was already under threat by the previous City _ and now it has a reason to be even more worried.

Thanks to Jimmy for this great article