This grip is important as handling has always been a Civic strong point. The new Hybrid, even with its harder low-resistance P185/70R14 tires on distinct 5-spoke alloys, is no slouch. Despite 141 kg (311 lb) in extra weight over the Civic DX it's still fairly light overall, allowing for quick and easy lane changes aided by a fully independent front strut and rear double-wishbone, coil spring suspension system.
An extremely efficient CVT (continually variable automatic transmission) connects to Honda's i-DSI (Dual and Sequential Ignition) 1.3 L gasoline-powered internal-combustion 4-cylinder engine, a technological tour-de-force all on its own. It incorporates two spark plugs per cylinder, cutting emissions and increasing overall performance by making the best use of every drop of gasoline. What's more, its new 'cylinder de-activation system' technology cuts fuel flow to only three combustion chambers during deceleration. This process decreases friction by up to 30%. Normally an 85-hp engine wouldn't jump forward with much enthusiasm, but this one is assisted by a 13-hp electric motor. It's a super-thin brushless design that sits between the gas engine and transmission. Both are managed by Honda's IMA (Integrated Motor Assist) system.
How does all this work? Let's keep it simple. Under acceleration the electric motor assists the gas unit creating similar power to larger combustion engines. Let go of the gas pedal and the engine braking charges the batteries. During what would normally be idling conditions the engine stops running, reducing toxic hydrocarbons emitted into the atmosphere, as long as the climate control is set to economy mode. When you need to get going again the engine immediately jumps back to life and it's off to the races.