Class of the Titans: Lynx GSi, Civic VTi, Corolla 1.6 J (2002)

November 03,2002

As the UAAP season dies down, with the Ateneo Blue Eagles triumphing over the De La Salle Green Archers—college nostalgia is back once again. Don’t you just miss the good old college days? Admittedly, even if you didn’t go to either of the schools mentioned, part of you surely misses the parking lot antics (not the kinky kind, mind you) and the well-timed cuts.

Though for me, college breezed by quickly and painlessly (I once attended a class only nine times in a semester), nothing is more vivid or memorable as learning to drive for the first time. Like many, my first set of training wheels was a Toyota—a 16-valve GL circa 1990—a car without power door locks, much less power steering.

We’ve come a long way from the age of carburetors and thirteen-inch alloys. In fact, in today’s highly contested 1.6-liter segment, not having an in-dash CD player may be enough to convince a buyer to walk out the showroom door.

Now, realistically, a college student can’t afford a dreamy BMW Z3 or even a Ford F150 as his first car. These vehicles have sky high price tags and large displacement engines that will be a financial challenge especially with regards to running costs (i.e. gasoline, tire wear, motor oil and other accessories).

So, down to earth then…what’s a good first car? Well, for those who care going through the new car route as compared to the second-hand one, a 1.6-liter sedan with a manual box strikes a perfect balance: it’s sporty and maneuverable, not to mention comfortable and versatile. It also provides some important points for any condescending college student’s first date.

These three provide enough umph and instantaneous feedback that work well for the young-at-heart. In addition, they provide the best bang-for-the-buck exhilaration. With a budget of P 750,000 the top choices are: Ford Lynx GSi (P 660,000), Honda Civic VTi (P 745,000) and Toyota Corolla Altis 1.6J (P 692,000).

Performance

A good 0-100 km/h time can make a great conversation piece, especially during break time, so it’s quite interesting to note that all of these three do the straight line stuff quite well. However, their respective powerplants and transmission systems behave differently from each other, especially when pushed to their limits. If you cared to listen to your physics professor at least once, you’ll know that good acceleration is influenced by several factors, with torque playing the leading role.

Mechanically the newest of the bunch, the Altis 1.6J, though having the least power derived from its VVTi powerplant (116 bhp at 6,000 rpm), has 160 Nm of torque—10 Nm more than its nearest rival. Combined with the featherweight 1060-kilogram curb weight, it gives the Toyota appreciable acceleration.

On the highway, the 1.6J’s progress is smooth and quiet, but flaccid. The engine, unlike the high-performance VVTLi, isn’t designed to rev. In fact, like the Corollas of yesterday, the engine becomes boomy and uncomfortably noisy once the tach reaches the 5,000 rpm mark. The five-speed box has long throws, but thanks to a raised gearshift lever and easily modulated clutch, the Altis makes a good stop-and-go traffic companion.

The 1.6J also has ample brake bite and balance despite its vented disc / drum layout. Overall, the 1.6J inspires confidence, especially when doing triple-digit speeds.

As much as the VVTi favors low-end torque and avoids high revs, the Honda SOHC VTEC3 is just the opposite. The compact-block engine carries 130 bhp and 149 Nm of torque—all of which is available above the 5,000 rpm mark. Though power delivery is improved compared to the two-stage VTEC engine, this new one doesn’t generate that F1 soundtrack. At the limit, it wheezes with a sound as mechanical as a sewing machine’s.

Despite the lack of sound effects, the Honda powerplant is sublime throughout the rev range. It does a close approximation of the torquey VVTi engine thanks the five-speed box’s well-spaced ratios. The short-throw gearbox is undoubtedly the best of the trio. The clutch is also the easiest to modulate—fantastic stuff then.

Unfortunately for the VTi, the brakes are a big let down. The pedal travel is long and the brake bite feels like porridge.

Whereas the Toyota and the Honda are at opposite ends, the Ford Lynx ends up having the best (and the worst) of both worlds. The GSi model combines a rev-happy DOHC engine with a horridly spongy gearbox.

Though the Mazda-sourced engine enters the new year without any sort of valve-timing acronym, the power output of 118 bhp still beats the Toyota’s by 2 bhp, while its 148 Nm of torque is the lowest of the trio. Nonetheless, the Ford’s powerplant has the best mechanical sound—having a fruity and sweet exhaust note. It’s the smoothest at redline, and has an unobtrusive fuel cutoff.

The willing engine isn’t done justice by the Lynx’s woeful gearbox. If looks could kill, the Ford’s gearlever with its perforated plastic and chrome would have obliterated the other two, but the truth is leagues away from the promise. The throws are long and the gearlever resists slotting right in, especially in higher gears. The clutch also suffers from a ‘dead zone’, requiring some fancy footwork to engage smoothly.

In the Lynx’s favor, the four-wheel disc brake set-up on the GSi provides the best braking feel and stopping distance of the trio. The bite is immediate, imparting excellent driver confidence.

Handling

Like any top-level varsity athlete, these three provide nimble handling and lively reactions, generating broader grins compared to the more lethargic choices. The differences in ride and handling among them are immense.

The Honda and the Ford feel has if they have been cut from the same block. Though having vastly different suspension bits and set-ups, both of these ride on independent front and rear suspensions, giving better corner control and bump absorption compared to the Toyota. One surprise is the Civic’s compliant ride, despite its 15-inch tires versus the Lynx’s 14’s—a testament to Honda’s superior suspension geometry design.

Pushed to the limit, both suffer from poor suspension travel—resulting in some uncomfortable bottoming-out. The Civic’s rear end clunks frequently, due to the repositioned shock / spring system, which makes possible the flat rear floor, while the Lynx’s stiffer front-end MacPherson struts occasionally suffers from the same problem.

Though both have good, quick and precise steering, the Honda’s quicker ratio and superior agility is evident after a back-to-back drive. Parking-lot maneuvering, however, is easier in the Lynx with its excellent visibility and standard back-up sensor.

The Civic also suffers from the lack of grip through the corners, mainly because of the low-rolling-resistance Michelin Vivacy 185/65 15 tires. Though these OEM tires increase fuel efficiency and reduce wear-and-tear, it makes the Honda suffer from tire squeal when executing tight turns. On the other hand, the Goodyear NCT3s on the Lynx don’t seem to suffer from the same problem.

In comparison to other two’s go-kart feel, the Corolla reveals the most mature, most grown-up and most tepid behavior. Though perfectly able and willing in a straight line and slight bends, the Toyota’s cornering manners leave much to be desired. The Altis suffers from bags of understeer, requiring more turns of the steering wheel to correct. Communication between the driver and the road is not on the same level of the Civic’s or Lynx’s.

The non-independent rear suspension also makes the overall ride suffer, letting more of the road imperfections through to the cabin. The Altis is good enough for the city, but it can be quite nauseating during longer rides despite the Toyota’s longer wheelbase.

Creature Features

Beggars can’t be choosers in this category of cars. However, it should be noted that compared to ten years ago, these aren’t bare either—just don’t expect faux wood or carbon fiber to grow here and there. In fact, all three have the same doom-laden charcoal / black combination interiors that spell ‘bland’ clearer than your penmanship instructor. The difference lies in the execution.

The Honda Civic feels the cheapest of the bunch because of the use of low-rent plastics, mismatched silver trimmings and unsupportive seats. On the positive side, it doesn’t use any sort of dimpled plastic, making the VTi’s cabin the most pleasant to handle. The instrumentation cluster, though plain, is straight-forward and the best here—large print saves the day.

Ergonomics is top notch with everything but the most minor of controls within reach. The climate control is unique, with its nine-setting fan system capable of neutralizing even the hottest noontime heat in Manila. Honda has also decided to eliminate the use of a translucent Alpine stereo head unit and instead used a much better looking and easier to use Clarion system.

Space inside the Civic is the best thanks to the shortened rear bench and flat rear floor. The Honda is the most comfortable in transporting four or five, even during long distance trip.

The reverse side to the Honda Civic is the Toyota Corolla Altis, which features the best interior plastics of the bunch, but suffers from the most flawed ergonomics. Everything in here is top-notch quality plastic—soft to the touch and consistent. Even items such as the glovebox are well damped.

Unfortunately, the Altis’s driving position suits ape better than man—the thinly padded steering wheel requires a long reach and may soon be uncomfortable on long drives. The ventilation controls are chunky and easy to use, though.

The cabin is airy and excellent up front, but at the back, the Corolla trades legroom for better comfort for four. This is thanks to the Altis’ longer bench and sculpted seats. There are individual and adjustable headrests for four as well, something that neither the Lynx nor the Civic has.

Again in the middle, the Ford Lynx has decisively higher quality plastics than the Honda. Though it may not have an in-dash CD player (oh dear), the GSi scores better with practicality, offering a split-fold 60/40 rear seat bench, perfect for carrying larger objects. For audio buffs, the Lynx does offer the option of installing a 12-disc trunk-mounted changer and two additional speakers, giving the Lynx a pseudo-luxury total of six speakers.

Ergonomically, the Lynx has most major controls within easy reach, but the diminutive ventilation controls are hard to distinguish by touch alone. The keyhole is nearly hidden. Driving position isn’t as perfect as the Civic’s either, but at least the Lynx offers more tweaking with its 8-way manually adjustable driver’s seat.

Though the Ford’s rear bench is flat and wide, the looks are deceiving as it isn’t as spacious as the others. The rather dated design is the culprit here as the space could have been improved in such areas as the center console and center tunnel. Also worth mentioning is the Lynx’s rather tinny door sounds that give a feeling of cheapness and inferior build (despite the car being continually exported) compared to the Japanese.

Decisions, Decisions

None of the three here are losers. Each is an adequate choice for a 1.6 liter car. Which one will depend on your priorities.

Definitely, if what you want is painless ownership, coupled with the newest body and mechanicals, then the Toyota Corolla Altis 1.6J is the perfect choice. With a relatively affordable price tag and that 3-year / 100,000 kilometer warranty, the 1.6J is a good ticket towards reliable everyday transport. However, it offers so little in way of driving excitement.

On the other hand, the Honda Civic VTi provides the best overall performance tarnished only by woeful brakes. Unfortunately, with its P745,000 price tag, it ends up playing in a higher segment of cars, notably the Lynx Ghia and Corolla 1.6E, with all the safety features as standard. Moreover, the higher price doesn’t justify the Civic’s lack of quality plastics, mismatched interior trim and lack of creature features.

The Ford Lynx ends up somewhere smack in the middle of the trio. Though not the sportiest or the most reliable choice, the Lynx is a fresh alternative to both its Japanese rivals. Though slightly mechanically and ergonomically challenged next to the Corolla and Civic, the entrance fee of P 660,000 is just too tempting to ignore. Though it may not be as recognizable or as flashy, the Ford ends up as the perfect left-field choice.

However, if sportiness and driving enjoyment are at the top of your list, then the more expensive Honda Civic VTi is the best choice. Go for the limited edition RS to get a manual box with all the safety equipment.

By Ulysses Ang | Photos By Ulysses Ang and Jason Ang
Originally Published in the November 2002 Issue

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