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LET'S NOT GO over your motivation for considering a hybrid car. You probably realise the benefits of going green, and want to know here if the Honda Civic Hybrid is any good, and whether it does what Honda says it will.
In all likelihood, you also want to know how it compares with Toyota's Prius, because as the only hybrids on sale here today, both cars are inextricably linked in consumers' minds.
It's worth noting from the start, however, that their engineering philosophies are wholly different. The Civic's approach to saving fuel is centred around a highly-efficient 1.3-litre engine, which has an electric motor purely for 'assistance'.
Because the motor is part of the engine's flywheel, they are constantly connected and spin at the same rpm at all times. Both are bolted straight to a conventional, steel-belted CVT (or Continuously Variable Transmission) of the sort found in the Honda Jazz, with the motor sitting directly between engine and transmission.
Unlike the Prius (which has a larger motor and battery), the Civic seldom operates on electricity alone, although unlike Honda?s last-generation hybrid Civic IMA, it's able to do so.
Electricity isn't meant to propel the Civic so much as to help the engine along, though. The juice for the battery, as with other hybrid cars, comes from energy recaptured under deceleration.
A small tail-mounted wing and special underfloor trays help to smoothen the airflow around the car, and along with the flat-surfaced alloy wheels, these lower the Civic's aerodynamic drag to a slippery 0.27Cd, which saves fuel.
Though it all sounds deceptively simple, the combined effect of those measures is dramatic. Honda says the car will average 21.7km per litre, which is amazing considering the amount of space offered by the latest Civic.
In all likelihood, you also want to know how it compares with Toyota's Prius, because as the only hybrids on sale here today, both cars are inextricably linked in consumers' minds.
It's worth noting from the start, however, that their engineering philosophies are wholly different. The Civic's approach to saving fuel is centred around a highly-efficient 1.3-litre engine, which has an electric motor purely for 'assistance'.
Because the motor is part of the engine's flywheel, they are constantly connected and spin at the same rpm at all times. Both are bolted straight to a conventional, steel-belted CVT (or Continuously Variable Transmission) of the sort found in the Honda Jazz, with the motor sitting directly between engine and transmission.
Unlike the Prius (which has a larger motor and battery), the Civic seldom operates on electricity alone, although unlike Honda?s last-generation hybrid Civic IMA, it's able to do so.
Electricity isn't meant to propel the Civic so much as to help the engine along, though. The juice for the battery, as with other hybrid cars, comes from energy recaptured under deceleration.
A small tail-mounted wing and special underfloor trays help to smoothen the airflow around the car, and along with the flat-surfaced alloy wheels, these lower the Civic's aerodynamic drag to a slippery 0.27Cd, which saves fuel.
Though it all sounds deceptively simple, the combined effect of those measures is dramatic. Honda says the car will average 21.7km per litre, which is amazing considering the amount of space offered by the latest Civic.
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DRIVING IT
It's almost as if Honda engineers sat down and thought to themselves, "Let's make our hybrid car feel like a normal one as much as possible."The Civic Hybrid experience is decidedly ordinary, as a result. You twist the key to crank the engine to life, and as you drive off there?s only a vague hint that you're in anything other than a CVT-equipped Honda.
The motor chips in with plenty of low-end torque, however, so the step-off is surprisingly brisk. You get up to speed smartly in the Civic, and the lightest touch on the throttle pedal is all that's needed to keep pace with most traffic, thanks to the electric motor's great low-speed punch.
Progress is also creepily quiet, apart from the occasional buzz and whine from the car's electrical systems, as energy is both sent to and recaptured from the motor unit.
Assuming the air-con isn't blowing madly to cool the cabin and the engine is nicely warmed up, the Civic's 'idle stop' function comes into play, as well. This kills the engine when you roll to a halt, resulting in zero emissions and zero fuel consumption.
The engine restarts the instant you take your foot off the brake, so you can get underway without delay.
It's not an entirely seamless operation, and the engine's cut-outs and subsequent resurrections do send the occasional judder through the cabin, but it's marvellous for the conscience.
Gentle cruising brings out the full electric (that is, zero consumption) mode, but it's difficult to feel when it happens, and therefore hard to induce. The most natural way to approach driving the car seems to be to do it normally; in the Prius, the low-speed electric-only mode tends to encourage painfully slow progress.
Conversely, when you're in a hurry the Civic Hybrid does oblige, the engine revving smoothly and with a surprisingly nice metallic edge to its note. Because the motor adds 20bhp to the engine's 95bhp, the Civic Hybrid isn't slow.
It's in this way that the Civic shows its Honda roots. It's actually fun to drive, the steering weighty and feel-laden, and the chassis nicely balanced. There's plenty of grip from the tyres to exploit, too.
You might consider that incompatible with the whole green machine concept, but think about it this way: the Civic Hybrid demonstrates that fuel-sipping cars needn't be dull.
Also, the faster you go around corners, the more momentum, and thus energy, you conserve.
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INSIDE IT
We won't dwell too much on the interior because the Civic Hybrid is a Civic. That tells you that it's spacious, and that the large windows allow plenty of light to flood the cabin, giving it an airy ambience.The dashboard is an appealing collection of multi-layering and driver-centric gauges, as well. In the Hybrid the water temperature meter can be toggled with a fuel consumption read-out.
There's also a small display that tracks battery charge and the flow of energy to and from the motor. It's occasionally distracting, but a great aid to ensuring that you're making full use of the motor assist system.
The most notable difference between the Hybrid and other Civics is that you can't fold down the rear seat to extend the boot because the battery lives in a bulkhead there.
DOLLARS AND SENSE
Assuming you've decided on a Civic of some kind, is there a case for the Hybrid? Yes, and a strong one at that.
Apart from the fact that opting for a regular Civic entails joining a waiting list at least 5 months long, the Hybrid could be a better choice because its small engine size means serious road tax savings.
The annual bill for the Hybrid works out to $755. That's a $494 saving over the Civic 1.8, and $792 for the Civic 2.0. In three years, then, the Civic fully repays you to the $2,000 premium it costs over the automatic version of the 2.0-litre. And that's before you factor in petrol bills.It's probably easiest to think of the Civic Hybrid as a Civic with the performance of a 1.6-litre, the consumption of a 1.0-litre and the tax bill of a 1.3-litre. That's a terrific combination of frugality, space and refinement.
CONCLUSION
However, we did find it tough to match the fuel economy claims given by Honda unless we spent time on the highways, where the engine's smallness shows its worth.
Nevertheless, the Honda proves conclusively that parsimony with petrol needn't be dull. Indeed, it was the sort of car that grew on us the more we drove it. That's not merely a sign of a great hybrid car, but a great car, full-stop.PLUSES
Refined, roomy, decently quick and handles wellMINUSES
Hard to match fuel consumption claimsThe hybrid that doesn't feel like one is the best Civic on sale today
VERDICTNEED TO KNOW
Model Honda Civic Hybrid
Engine Type 1,339cc, 16V in-line four with electric motor
Max Power 115bhp at 6,000rpm (combined)
Max Torque 170Nm at 2,500rpm (combined)
Gearbox Continuously Variable Transmission
Top speed 185km/h
0-100km/h 11.5 seconds
Price $80,500 with COE
Warranty 3 years / 100,00km
Contact Kah Motor Co, tel: 6840-6888/6339-9880SIMILAR CARS WE HAVE DRIVEN
Toyota Prius $83,988 with COE
In many ways the Prius is the far cooler hybrid car, here. It turns into a pure electric vehicle on demand, stretching fuel like crazy, and looks sharp. But the Honda is the better car objectively, with more space and the superior drive.
Nissan Sylphy 2.0 $80,500 with COE
Like the Civic, the Sylphy has a capacious cabin, and great build quality. It, too, has fuel-saving kudos of a kind, thanks to its efficient CVT. It's also quicker, thanks to its 2.0-litre engine, though it's not as quiet or frugal as the Honda.
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