New Honda Civic Hybrid review

Honda’s Hybrid system is called Integrated Motor Assist (IMA) and was first launched in 1999 for the Honda Insight. Since then the system has been developed, modified and makes use of the latest lightweight and compact batteries to provide and store electric power as required.

Today IMA is available in Honda’s Civic, not the ‘edgy’ angular styled Civic Hatchbacks manufactured in the UK at Swindon, but in the Japanese Civic four-door Saloon. The Civic Saloon is slightly larger than European Civic Hatchbacks.

It is a global IMA model and around the world saloons are more popular than hatchback models. Honda also use the saloon body option to ‘package’ the slim batteries in the backs of the rear seats so no space is lost in the boot.

Civic Hybrid and Prius Styling

In many ways the Civic Saloon is a more acceptably styled vehicle than the European Hatchback. ‘Conservative’ sums it up best, but you could also say bland, however it will not offend – it looks like a slightly smaller Honda Accord.

It is certainly larger than the European Civic Hatchbacks, it has more rear legroom and it is similar in size to say a VW Passat, a crossover between C/D segment passenger cars. Business users love them for the Hybrid qualities and low tax levels and companies like them on their fleets because of the fuel and road tax savings.

The Civic Hybrid is less unconventional in its styling compared to its only real rival, the Toyota Prius which is visually unattractive although it drives and handles very well. From many angles the Civic IMA could be passed off as a VW Passat or even a BMW saloon from the rear with its rear quarter pillar design and rear boot lid spoiler.

Powertrain and hybrid elements

Honda’s latest IMA system produces more power than a typical 1.6-litre engine, 115PS, but only uses the same amount of fuel as a 1.1-litre car, officially 61.4mpg in the combined cycle and 49.8mpg in real life during my week of motoring. CO2 output is 109g/km. The 115PS power output is made up with 95PS from the petrol engine and 20-PS from the electric motor-generator unit. Maximum torque is 166lb ft at 4,600rpm.

The Civic IMA drives, sounds and behaves just like a conventional petrol-engined car. There’s no strange starting procedure or complicated operating system and it’s no slouch either with a top speed of 115mph and 0-62mph is covered in 12.1 seconds.

The Civic Hybrid has a 1.4-litre i-DSI petrol engine that works with an electric motor system to deliver economical motoring with low emissions.

The i-DSI petrol engine uses three-stage i-VTEC valve control to achieve a combination of responsive driving and fuel economy. The valves are controlled by three hydraulic pathways, which couple and uncouple five rocker arm assemblies.

During deceleration in this idle time combustion in all four cylinders is stopped and each pot is sealed shut. This means the engine is not working as hard to pump fuel or air, so it’s immediately more efficient. When the car comes to a halt, the engine stops, take your foot of the brake the engine starts ands off you drive without delay.

While the car is slowing down, the Civic Hybrid’s electric motor recovers energy generated through braking and uses it to charge the on-board battery.

The technology used to shut the cylinders, VCM (which stands for Variable Cylinder Management), is also used to shut all four cylinders when only little torque is required – during low speed cruising for example. In this mode the Hybrid is powered by the electric motor only, with the pistons running idle.

The engine features Honda’s i-DSI (intelligent Dual and Sequential Ignition) system that uses two spark plugs per cylinder and allows for more complete combustion of the fuel by firing the two spark plugs either at the same time or sequentially, depending on the driving conditions.

A continuously variable transmission, CVT, is standard equipment on the Civic Hybrid. The unit provides a wide range between the maximum and minimum gear ratios to enhance acceleration and minimise engine rpm at high speeds and the gearchanges are seamless.

Interior and specifications

Inside the Civic IMA the instantaneous fuel economy can be displayed in the upper level of the instrument panel, while the lower level displays battery charge level along with instantaneous IMA ‘charge’ and ‘assist’ displays, and ‘AUTO STOP’ to indicate when the engine is in idle stop mode.

The standard automatic climate control system is operated by means of two large and easy to use dials and there is the usual high level of safety and specification. The car can accommodate up to five adults in comfort. The Civic IMA Hybrid ES is priced at £16,300, or with leather upholstery at £17,100. The new and additional EX model with added DVD navigation and hands free phone connectivity is £19,300.

Overall the Civic Hybrid is an easy car to drive, perhaps unrewarding except for the amount of money it is saving the driver. The combination of the petrol engine and electric motor gives a relatively strong power delivery and high low speed torque for driving in traffic, around town and cruising on open roads. If pushed hard during rapid acceleration the rpm of the petrol engine rises rapidly and sounds harsh.

The stop-start system works well but becomes pretty wearing and annoying in long queues of commuter traffic. However this is a feature we need to get used to, as many other manufacturers also use it for conventional cars and more will be doing so soon.

The overall handling of the Japanese-built Civic saloon is reasonable. It is not as sharp or responsive as the hatchbacks and the steering lacks the level of feedback we associate with European manufactured models. The suspension provides good body control but does not absorb potholes that well and provides for a firm-ish ride.

MILESTONES

Honda Civic Hybrid EX with leather

Price: £17,100

Power units/transmission: 1,339cc i-DSI, i-VTEC, four-cylinder petrol engine, 95PS, 90lbft at 4,600rpm + a permanent magnet electric motor, 20PS and 76lb ft of torque from 0 to 1,160rpm. Total system 115PS and 166lb ft with braking energy capture, Nickel metal hydride battery, CVT auto transmission

Performance: 115mph, 0-62mph 12.1 seconds, 61.4mpg (49.8mpg actual), CO2 109g/km, VED £15, tax liability 12%

Insurance group: 7

Service interval: 12,500 miles/12 months

For: Low emissions, cheap for fuel and taxes, good interior space, easy to drive, non-quirky styling.

Against: Saloon body style not so popular as a hatchback in this sector, is the car really green, think of the carbon footprint to design and develop it?