2003 Car Review: Honda Civic 4-Door Hybrid
SEE ALSO: Honda Buyer's Guide
DRIVING DOWN THE ROAD WITH CAREY RUSS At this point in the evolution of the automobile, gasoline-electric hybrids are the cutting edge of mass-production high-mileage, low- emissions technology. Power from both an internal-combustion engine and an electric motor is combined to give better fuel efficiency and lower emissions levels than would be available from an equivalently-powerful internal combustion engine, and greater range than with a purely electric vehicle. There are many ways to combine internal combustion and electric power, with varying degrees of complexity. Some hybrids are more electric than internal combustion, with the engine primarily existing to charge a battery pack, which powers the electric motor. The engine assists the motor when more power is needed. Honda chose a simpler method when it introduced its first hybrid, the Insight, in 1999. The Insight was and is an ultra-lightweight two-seat car powered by Honda's patented ``Integrated Motor Assist'' (IMA) system, which combines a small gasoline engine and a thin, lightweight electric motor to provide extra torque for acceleration and climbing grades. It is an elegantly simple little car, with very good gas mileage -- 50+ mpg easily in the real world -- but the Insight's small size and two-person capacity limits its use. Consider the Insight as a proof-of-concept vehicle for the immediate future. And that immediate future is here in the form of the 2003 Honda Civic Hybrid. The Civic Hybrid grafts a second generation of the IMA system into a Civic sedan. It combines an all- new 1.34-liter four-cylinder gasoline engine with the newest version of the electric motor/generator and nickel metal-hydride (NiMH) battery pack from the Insight. If the engine is a little larger, in power and physically, the motor and battery pack are smaller, and more powerful, too. The Civic Hybrid, like the Insight, is offered with a five-speed manual transmission or a continuously-variable transmission (CVT). The manual gearbox offers the best fuel economy, but the CVT is not far behind. I've been driving a CVT-equipped example for the past week, and it's been fascinating. As with other CVT cars, the Civic Hybrid is smooth and refined in operation. It seems quieter inside than a regular Civic, largely because of the drive train, and has no major penalty in acceleration. Braking is even better than in other Civics because of the IMA's regenerative braking ability. While I found that fuel economy, at over 40 mpg in real-world, mostly-city use, with the heater, lights, and stereo running most of the time, didn't quite live up to the EPA estimate, I wouldn't exactly call it a gas guzzler. At 40mpg, its range is over 500 miles, and probably considerably further in highway driving. Be careful not to run out of gas because you forgot when you last filled up! APPEARANCE: At a quick glance, the Civic Hybrid is just another Honda Civic sedan. But there are differences. The Hybrid has a unique front bumper fascia, and a small trunk lid spoiler. The front bumper is flatter than that of other Civics, and looks quite sporty. But there is more to it than style, as it and covers underneath the engine and rear of the car lower aerodynamic drag to help improve efficiency. The grille, with a thick single horizontal crossbar and prominent ``H'' logo, is also unique to the Hybrid, as are the taillights and wheels. The signature color is Opal Silver Blue Metallic. COMFORT: As outside, the Hybrid's interior is Civic-plus. It's a very functional real-world car, not a bare-bones economy special, with a standard equipment level that places it at the top of the Civic lineup for comfort and features. So it has premium seat fabric, power windows and mirrors, automatic climate control with a dust and pollen filter, the same high-grade audio system as the Civic EX, and remote keyless entry. Like all other current Civic sedans, the interior holds five real people and features a flat rear floor for better rear-seat passenger comfort. The Hybrid's instrument panel is similar in design to that of other Civic sedans, but features an upscale two- tone design, silvery trim around the center stack, and a unique analog and digital instrument cluster with IMA system display. The IMA system's battery pack and control electronics reside in the trunk area, but are 42 percent smaller than their Insight counterparts, and so have a minimal impact on useful trunk space. SAFETY: The Civic Hybrid scores well in collision tests, and has the full modern complement of safety features. The battery pack and fuel tank are well-protected. ROADABILITY: There are a few significant differences between the Hybrid and other Civic sedans in the chassis department. While it uses the same modified MacPherson strut front, double-wishbone rear suspension as other Civics, the Hybrid has slightly stiffer spring and shock damping rates, lightweight alloy wheels, low rolling resistance tires, and an electric power steering system similar to those found in the Insight, S2000, and Acura NSX. If it sounds like a sport set-up, it really isn't. The ride quality is still very comfortable, and the low rolling resistance tires are the diametric opposite of what you would want for maximum cornering ability. The Hybrid definition of high performance, after all, is ``maximum efficiency,'' but not at the sacrifice of comfort. PERFORMANCE: It actually takes relatively little power to enable a car to cruise at a steady speed, even at highway speeds. But it does take power, or, more accurately, torque, for a vehicle to accelerate to its cruising speed. The Civic Hybrid's ``Integrated Motor Assist'' (IMA) power train takes advantage of this, with its four-cylinder, 1.34-liter gasoline engine assisted by an electric motor during acceleration. The gas engine makes a maximum of 85 horsepower at 5700 rpm, with 87 lb-ft of torque at 3000 rpm. The electric motor adds a maximum torque boost of 36 lb-ft at 1000 rpm, and is very noticeable under acceleration. It feels like a turbocharger, but with no lag. While slowing or braking, the electric motor acts as a generator, recharging the battery pack and, just as importantly, adding magnetic drag to the drive system to help slow the car. The system is the same in general specification as that used in the Honda Insight, but benefits from detail improvements. There are smooth-shifting normal automatics available, but no transmission shifts more smoothly than a CVT that doesn't shift at all. It imparts an electric motor feeling to the Hybrid, without electric motor range problems. 500 or more miles on the regular Civic 13.2-gallon tank is no problem. CONCLUSIONS: The Honda Civic Hybrid sedan combines efficiency, practicality, and ability. SPECIFICATIONS 2003 Honda Civic 4-Door Hybrid CVT Base Price $ 19,550 Price As Tested $ 20,010 Engine Type single overhead cam inline 4-cylinder gasoline engine with electric motor assist Engine Size 1.34 liters / 82 cu. in. Electric Motor 144 volt permanent magnet DC Horsepower (gas/electric/hybrid) 85 @ 5700 rpm / 13 @ 3000 / 93 @ 5700 Torque (lb-ft) (gas/electric/hybrid) 87 @ 3300 rpm / 36 @ 1000 / 105 @ 3000 Batteries 120 1.2-volt NiMH, 144 volt, 6.0 amp-hours Transmission continuously-variable Wheelbase / Length 103.1 in. / 174.8 in. Curb Weight 2732 lbs. Pounds Per Horsepower 29.4 Fuel Capacity 13.2 gal. Fuel Requirement unleaded regular gasoline Tires P185/70 SIR Dunlop SAP FE Brakes, front/rear vented disc / drum, antilock and regenerative braking standard Suspension, front/rear independent modified MacPherson strut / independent double wishbone Drive train front engine, front-wheel drive PERFORMANCE EPA Fuel Economy - miles per gallon city / highway / observed 48 / 47 / 41 0 to 60 mph 13 sec OPTIONS AND CHARGES Destination charge $ 460