Coupled together, the IMA and gasoline engine create a total of 93-horsepower and 105 lb-ft of torque. The sums don't quite add up as the two different motors provide peak power at different revs per minute. It takes about 12 seconds to reach 100 km/h on a fully charged battery, though that figure will quickly drop depending on the battery's charge level. For most purposes, as a daily commuter, the Civic is powerful enough to keep most drivers satisfied, having no difficulties keeping pace with surrounding traffic. What little you trade off in speed, the Hybrid's IMA
system makes up for in sublime fuel consumption. In DX, SE or LX-G (DX or LX) guises, the Civic is a fairly economical car, consuming 7.9 L/100 km (30 mpg) in the city, and 5.4 L/100 km (44 mpg) on the highway. The Hybrid bests this by claiming a thrifty 4.6 L/100 km (51 mpg) on the highway, and probably more importantly, a stunning 4.9 L/100 km (48 mpg) in the city, where it will be used most. In a little more than 900 km (560 miles) of mostly urban driving with A/C on full blast, I managed to average 5.4 L/100 km (44 mpg). Not bad at all.
Perhaps it's the fact that the Civic Hybrid is one of the few cars you could buy today and not worry if gas prices doubled or tripled over night, or my lack of a normal childhood coming back to haunt me, but I find the fuel-saving benefits of hybrid technology quite exciting.
From the driver's seat, there is little new to report in the Hybrid. Business as usual for the Civic: its beige and charcoal themed interior is spacious, roomy and well constructed with durable soft-touch plastics. All controls are simple and intuitive to use, particularly the vertically stacked automatic climate control, a Hybrid exclusive. As the top model, the Civic comes stuffed to its mechanical gills with all the creature comforts you would expect, such as power windows, power heated side mirrors, cruise
control, keyless entry and a CD player. The only thing missing is a moon roof, which Honda excluded to trim the car's weight. Vivid blue backlighting on the instrument panel adds a high-tech touch, displaying the standard gauges plus instantaneous fuel consumption readout, mileage calculator and the Insight's unpretentious Chrg/Asst/Fuel/Temp LED bar readout.
It looks the same, its cabin is the same, but the big question is, is it the same to drive? In short, yes, it's just like any other Civic. With electrical power steering, but the same strut and double-wishbone suspension layout, the Civic Hybrid handles much the same as its conventionally powered sibling, with a lightness that promotes maneuverability making for easy traffic navigation. Because of its heftier curb weight and normal body shape, this is one hybrid that won't be blown off course by a passing semi, a sworn mortal enemy of the Insight. But like economy-biased hybrids, the weakest chink in the Civic's armour is the rubber that hits the road, and in this case, the skinny high sidewall Dunlop SP20FE (FE for Fuel Economy or Efficiency) low-friction tires. It's easy to make them cry 'uncle' on corners I wouldn't even describe as sharp, but their softer sidewalls mean that the car doesn't have the same brittle hardness as the Insight and doesn't tram off course as easily. Front discs and rear drums with ABS and electronic brake force distribution do an excellent job at hauling the Civic to rest.
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| What little you trade off in speed, the Hybrid's IMA system makes up for in sublime fuel consumption. (Photo: Justin Couture, Canadian Auto Press) |
Perhaps it's the fact that the Civic Hybrid is one of the few cars you could buy today and not worry if gas prices doubled or tripled over night, or my lack of a normal childhood coming back to haunt me, but I find the fuel-saving benefits of hybrid technology quite exciting.
From the driver's seat, there is little new to report in the Hybrid. Business as usual for the Civic: its beige and charcoal themed interior is spacious, roomy and well constructed with durable soft-touch plastics. All controls are simple and intuitive to use, particularly the vertically stacked automatic climate control, a Hybrid exclusive. As the top model, the Civic comes stuffed to its mechanical gills with all the creature comforts you would expect, such as power windows, power heated side mirrors, cruise
 |
| Its beige and charcoal themed interior is spacious, roomy and well constructed with durable soft-touch plastics. (Photo: Justin Couture, Canadian Auto Press) |
It looks the same, its cabin is the same, but the big question is, is it the same to drive? In short, yes, it's just like any other Civic. With electrical power steering, but the same strut and double-wishbone suspension layout, the Civic Hybrid handles much the same as its conventionally powered sibling, with a lightness that promotes maneuverability making for easy traffic navigation. Because of its heftier curb weight and normal body shape, this is one hybrid that won't be blown off course by a passing semi, a sworn mortal enemy of the Insight. But like economy-biased hybrids, the weakest chink in the Civic's armour is the rubber that hits the road, and in this case, the skinny high sidewall Dunlop SP20FE (FE for Fuel Economy or Efficiency) low-friction tires. It's easy to make them cry 'uncle' on corners I wouldn't even describe as sharp, but their softer sidewalls mean that the car doesn't have the same brittle hardness as the Insight and doesn't tram off course as easily. Front discs and rear drums with ABS and electronic brake force distribution do an excellent job at hauling the Civic to rest.