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By
EWAN KENNEDY
12 March 2007
The latest Honda Civic Hybrid, introduced at the start of 2006,
combines a 1.3-litre four-cylinder petrol engine with an electric motor
to reduce fuel consumption and exhaust emissions.
It uses the electric motor as much as possible, though that
generally only amounts to a kilometre or so of gentle running at
low speeds. Like other hybrids on sale at this time a large
battery stores power for this electric motor. Power that has been
recovered during braking, slowing down on the throttle, or simply
when running down a relatively steep hill.
The battery can also be recharged by the petrol engine if need
be, but that doesn’t really achieve a great deal in the overall
scheme of things. Indeed, turning petrol into electricity then
into motive power isn’t an efficient way of doing things.
Civic's all-electric mode is particularly useful in enclosed
areas such as underground carparks as there are no tailpipe
emissions whatsoever. This is the first Civic Hybrid that can be
used as a fully-electric car.
During normal acceleration the electric motor boosts the
overall power of the drivetrain so the Civic has more performance
than you would normally get from a 1.3-litre engine. On our road
testing it had the sort of acceleration and hillclimbing ability
you would expect from a 1.6-litre and there was almost no feeling
that the car was acting in anything other than a conventional
manner.
When the Honda is stationary the petrol engine can stop
altogether, restarting with only the slightest of jerks when you
put your foot on the accelerator to move off again.
When the latest Civic Hybrid is stationary the air conditioning
continues to operate, unlike that of the superseded model where
the air would cut out when the car was stopped.
Honda has improved both the petrol engine, the continuously
variable transmission that sits beside it, and the electric
operation of the Hybrid system. Despite the extra performance and
other added facilities, Honda's tests have shown the latest Civic
is about 10 per cent more economical than before. A lot of this
improvement comes from the greater emphasis put on regenerative
energy than ever before.
On the road the Hybrid isn’t quite as competent as the
conventional Civic. The energy-saving tyres don’t have the same
amount of grip and are inclined to squeal at times. Driving the
car in a semi-sporty manner, which is what Hondas are famed for,
can become frustrating so this car is probably best left to those
who really do care about reducing emissions.
Unlike the others in the new Honda Civic range, the Hybrid
doesn’t come from Thailand, but from a Japanese factory. This
could make it more expensive but it appears that Honda Australia
has absorbed some of the extra costs to make the Civic as
affordable as possible.
Fuel consumption will usually sit in the five to six litres per
hundred kilometres bracket when the car is being used in country
and motorway conditions. Below five litres is possible without too
much care and attention to economy driving. Consumption is likely
to climb to seven to eight litres per hundred in suburban running.
These figures are about 20 to 25 per cent lower than you would
expect from the conventional 1.8-litre car in this size class. But
keep in mind that you are only getting performance equivalent to a
1.6-litre.
Honda Civic has grown in size in this, its eighth generation.
Indeed, it’s actually significantly bigger than the Honda Accord
of not many years back. Styling is fascinating, with strong cues
to the sporting Honda Integra coupe. Yet, the designers have
achieved the striking looks in a four-door sedan body.
The extra size means you get a good-sized cabin, though some of
the additional length has gone into providing more crash
absorption at the front and not into providing more passenger
space.
Some drivers may not like the cab-forward design of the latest
Honda Civic as it puts the windscreen a long way forward and
leaves a huge dash between them and the ‘screen. There are
significant blind spots created by the large A-pillar.
We really like the double-decker instrument layout. With two
distinct areas, it has the speedo and some of the other gauges
sitting in a housing atop the dash and the tacho and warning
lights in a more conventional position in a pod in the dash.
Considerable effort has gone into making the new Civic quieter
and smoother than the old and those who no longer need a Honda
Accord will be impressed by what they get in its smaller brother.
AT A GLANCE
MODEL RANGE
Civic Hybrid 1.3-litre petrol/electric hybrid four-door sedan -
$32,990
FEATURES
ABS Brakes: Standard
Air Conditioning: Standard
Automatic Transmission: Standard
CD Player: Standard
Central Locking: Standard
Cruise Control: Standard
Driver Airbag: Standard
Passenger Airbag: Standard
Front Side Airbags: Standard
SPECIFICATIONS (Honda Civic Hybrid 1.3-litre petrol/electric
hybrid four-door sedan)
ENGINE:
Capacity: 1.339 litres
Configuration: Transverse, four cylinders in line
Head Design: SOHC, two valves per cylinder
Compression Ratio: 10.8:1
Bore/Stroke: 73.0 x 80.0mm
Maximum Power: 85 kW @ 6000 rpm (combined)
Maximum Torque: 170 Nm @ 2500 rpm (combined)
DRIVELINE:
Driven Wheels: Front
Manual Transmission: Not offered
Automatic Transmission: Continuously variable
Final Drive Ratio: 5.77:1
DIMENSIONS, WEIGHT AND CAPACITIES:
Length: 4550mm
Wheelbase: 2620mm
Width: 1750mm
Height: 1430mm
Turning Circle: 10.8 metres
Kerb Mass: 1265kg
Fuel Tank Capacity: 50 litres
Towing Ability: 500kg (1200kg with braked trailer)
SUSPENSION AND BRAKES:
Front Suspension: Independent, MacPherson struts, lower A-arm,
anti-roll bar
Rear Suspension: Independent, double wishbones, upper transverse
link, coil springs, anti-roll bar
Front Brakes: Ventilated disc
Rear Brakes: Drum
PERFORMANCE:
0-100 km/h Acceleration: 11.2 secs
Standing 400 Metres: 18.5 secs
FUEL CONSUMPTION:
Fuel Type: Electric/Petrol 91RON
Combined Cycle (ADR 81/01): 4.6 L/100km
STANDARD WARRANTY:
Three years/100,000km
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Marque Publishing Company
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