Technical
The regular Civics make due with a 1.7L 4-cylinder engine in either VTEC or non-VTEC form. Where the Hybrid really differs, is under the bonnet. The diminutive I-DSI 1.3L 4-cylinder engine is equipped with VTEC and two sparkplugs per cylinder to improve combustion. It develops 85 hp @ 5 700 rpm and 87 lb/ft of torque @ 3 300 rpm. The electric motor is a permanent magnet type and it develops 13 horsepower @ 3 000 rpm and 36 lb/ft of torque @ 1 000 rpm. Together, they combine to give the Civic its maximum thrust.
Here is a break down of how the IMA system works: Under ligh
t acceleration, the gas engine provides the forward motion. If more power is required, then the DC electric motor kicks in for the extra shove. While cruising, only the gas engine functions while the electric one remains dormant. During regenerative braking, three of the four cylinders are shut off and the front wheels make the electric engine rotate. It is this movement that creates electricity that is then stored in the batteries called IPU. They are located behind the back seat.
The CVT transmission, or continuously variable transmission, is more efficient in transmitting power to the wheels and is the only transmission offered in Canada for 2005. The U.S. still has the option of opting for a 5-speed manual. Because the CVT has no gears, there are no shift points, which means there is no loss of energy.
On the road
It is pointless to say that the engine lacks punch because this is not the reason for this automobile's existence. In normal relaxed driving situations, the combined 93 hp are sufficient. The situation does heat up when passing manoeuvres are required.
The engine vibrates quite a bit from idle to just under 2 000 rpm, however it evens out nicely at higher rpm. The transition between gas and electric motors and charging mode were not always as seamless as expected. On occasion, from deceleration to acceleration, a small jerk could be felt between one function shutting off and another turning on. Overall ride is very smooth and unruffled by bumps and dips. This is even truer because of the smooth and quiet operation of the CVT transmission. The 185/70R14 sized low rolling resistance Bridgestone B381 tires generated much more noise than I expected. They also provided less-than-ideal traction in rain and on cold dry surfaces.
Steering is certainly the Hybrid's most negative point: It has absolutely no on-center feel. When driving in a straight line and a small correction is needed, it becomes difficult to reset the wheel straight without first doing a little bit of weaving. Also, the electric power-assisted rack-and-pinion steering runs out of assistance at low speeds. This makes parking manoeuvres a small chore.
The Auto Stop mode will and did only work in temperatures above freezing. What really made the difference was whether I had the heater running or not. On a few occasions, when the ventilation was turned off, this system got confused as the engine would shut off before I would come to a full stop. I would only then release the brake pedal and continue on my way. Most of the time, it behaved properly.
The regular Civics make due with a 1.7L 4-cylinder engine in either VTEC or non-VTEC form. Where the Hybrid really differs, is under the bonnet. The diminutive I-DSI 1.3L 4-cylinder engine is equipped with VTEC and two sparkplugs per cylinder to improve combustion. It develops 85 hp @ 5 700 rpm and 87 lb/ft of torque @ 3 300 rpm. The electric motor is a permanent magnet type and it develops 13 horsepower @ 3 000 rpm and 36 lb/ft of torque @ 1 000 rpm. Together, they combine to give the Civic its maximum thrust.
Here is a break down of how the IMA system works: Under ligh
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The CVT transmission, or continuously variable transmission, is more efficient in transmitting power to the wheels and is the only transmission offered in Canada for 2005. The U.S. still has the option of opting for a 5-speed manual. Because the CVT has no gears, there are no shift points, which means there is no loss of energy.
On the road
It is pointless to say that the engine lacks punch because this is not the reason for this automobile's existence. In normal relaxed driving situations, the combined 93 hp are sufficient. The situation does heat up when passing manoeuvres are required.
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Steering is certainly the Hybrid's most negative point: It has absolutely no on-center feel. When driving in a straight line and a small correction is needed, it becomes difficult to reset the wheel straight without first doing a little bit of weaving. Also, the electric power-assisted rack-and-pinion steering runs out of assistance at low speeds. This makes parking manoeuvres a small chore.
The Auto Stop mode will and did only work in temperatures above freezing. What really made the difference was whether I had the heater running or not. On a few occasions, when the ventilation was turned off, this system got confused as the engine would shut off before I would come to a full stop. I would only then release the brake pedal and continue on my way. Most of the time, it behaved properly.