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First Drive: 2003 Honda Civic Hybrid
Hybrid Technology Goes Mainstream
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By Philip Reed, Senior Consumer Advice Editor
Date posted: 02-13-2002
It was a brave move to hold the 2003 Honda Civic Hybrid media introduction at
the foot of the Santa Rosa Mountains near Palm Springs, Calif. The test route
climbed some 15 miles up to an altitude of about 4,000 feet where most cars would
be wheezing in the thin air. Honda almost seemed to be taunting lead-footed auto
journalists to see just what kind of power this second-generation hybrid could
deliver.
It soon became apparent that this new, refined and improved Civic, rolling into
showrooms in April and priced at about $20,000, was up to the challenge.
It's not exactly a performance car, but it gets along briskly. And when you consider
that the Civic Hybrid interior is especially attractive, and it gets 47 miles per gallon (with
the manual transmission), you have a very appealing package. You could buy one
and then shrug when gas prices double.
Yes, we live in an unpredictable world. Gas prices could shoot up. Gas supplies
could be cut. Frigid Boston could get Miami's balmy weather, thanks to global
warming. The Honda Civic Hybrid is your hedge against disaster scenarios. And you don't
have to wear your politics on your sleeve. There are lots of reasons to buy this
four-door sedan besides the fact that it's about as environmentally friendly as
a modern car gets.
Consider this scenario. A young car buyer strolls onto the lot at the local Honda
dealership. The Civic Hybrid's redesigned nose and handsome interior catch the
shopper's eye. "Hey, I like that one over there. What is it?" The salesman begins
tap dancing, pitching how fun it is to drive, how good it looks, how practical
it is. Then he concludes by saying, "Did I mention that it's a hybrid and gets
almost 50 miles per gallon?" The buyer's response: Cool.
Cool is right. And Honda was the first to prove in the U.S. just how cool gasoline-electric hybrid
technology could be. In 1999, the carmaker released the Honda Insight two-door hatchback, one
of which has held a valued place in the Edmunds.com
long-term fleet for the past two years. It has been driven 32,000 miles with
no major glitches while delivering an average of 52.4 miles per gallon.
The Honda Civic Hybrid has taken the technology pioneered in the Honda Insight Hybird and improved
on it. It uses a small 1.5-liter four-cylinder gas engine (85 horsepower) assisted
by a 13-horsepower electric motor. When the driver backs off the throttle or hits
the brakes, the energy that is usually wasted is captured in a bank of batteries
mounted behind the rear passenger seat. The next time extra power is needed, when
pulling away from a dead stop, for instance, that captured energy is, in a sense,
recycled. Honda calls this give-and-take between the gasoline engine and the battery
the Integrated Motor Assist (IMA) system.
The i-DSI (Dual and Sequential Ignition) four-cylinder engine is a technological
marvel, with two spark plugs per cylinder to promote complete combustion, boost
fuel efficiency and cut emissions. The engine burns clean enough to earn it an
Ultra Low Emissions Vehicle (ULEV) rating. Additionally, the engine debuts a new
"cylinder de-activation system" that cuts fuel flow to three combustion chambers
during deceleration. This reduces friction by 30 percent, allowing the batteries
to capture energy that would otherwise be lost.
Also improved is the 10-kilowatt electric motor (which also functions as a generator).
The Civic Hybrid's electric motor is brushless and ultra-thin. This is important,
since the inline gas engine nearly fills the engine bay's available space. The
electric motor is positioned between the gas engine and the transmission.
Rating the power of the Honda Civic is a bit confusing, since it isn't a simple
matter of adding the horsepower of the gas and electric motors. The gas engine
supplies 85 horsepower at 5,700 rpm while the electric motor delivers 13 horsepower
from 2,500 to 4,000 rpm. However, according to Honda's specifications, this adds
up to a combined maximum rating of 93 hp at 5,700 rpm. (The torque rating for
the gas and electric motors combined is 116 pound-feet at 1,500 rpm in the manual
transmission and 105 pound-feet at 3,000 rpm.) For purposes of comparison, a fully
gas-powered Honda Civic LX sedan delivers 115 horsepower, and the Insight makes
73 ponies with its IMA system.
The Civic Hybrid is offered with either a five-speed manual or a continuously
variable transmission (CVT). The CVT version includes a feature called "Creeping
Aid System" that prevents the car from rolling backwards from a stop on hills.
Now, you'd probably like to know what all this whiz-bang technology adds up to.
The short answer is: a very drivable compact four-door sedan.
As we mentioned in the beginning, much of the test loop was a steep climb into
the mountains. With a BMW 328i bearing down on us, we were very sensitive to the
Civic Hybrid's power. The CVT made the most of its 93 horses, and we were able
to climb fast enough to keep a respectable distance between our rear bumper and
the Bimmer — and you know how pushy those BMW drivers can be.
Since the CVT transmission always seeks the most efficient gear ratio, it feels noticeably
different to drive from, say, a four-speed automatic transmission. The car revs
to a certain level and stays there, unless you want to go faster or slower. At
first, we found ourselves anticipating the slight bump that accompanies a gear
change in a conventional automatic transmission. But soon, we grew used to the
CVT and enjoyed its efficient delivery of available power.
The five-speed manual made the Civic Hybrid feel like any other conventionally
powered compact. The low-end power was modest, but we test-drove the car with
three adults onboard at high altitude. For around-town purposes, with a non-enthusiast-type
driver at the wheel, the power would be quite adequate.
A gauge on the dash shows when the gas engine is being assisted by the electric
motor. It's fun to watch the flickering lights, and it shows when the engine experiences
the greatest load. But it's not like this is vital information for driving the
car. Contrary to what some people have thought, you never have to plug it in.
Like the Honda Insight, the Civic Hybrid uses an automatic idle stop feature to save
gas. When the driver comes to a complete stop at a traffic light, for example,
the engine shuts off. Obviously, this saves gas and cuts emissions. To remind
the driver that the engine has shut off on purpose, and has not merely stalled,
a light on the instrument panel blinks.
The first time the engine stopped on the test drive, it produced a slight panic
sensation in us. The feel of a throbbing engine is so basic to the driving experience.
But, as with the CVT, we quickly got used to this feature. It even seemed relaxing
to be waiting at a light without holding back the engine as it impatiently idled.
In fact, as we drove away from the press event in a Ford Focus, and the engine
didn't shut off at a traffic light, it suddenly seemed wasteful.
Road feel in the Civic is comparable to that of other Hondas of this ilk
— a little on the numb side, despite stiffened springs and increased shock-damping
rates. On tight mountain curves, there is some body roll — not surprising,
since the Civic Hybrid is about 200 pounds heavier than the Civic LX. Overall,
though, the ride is very comfortable. This Hybrid uses the same control-link MacPherson
strut front suspension and reactive-link double wishbone rear suspension as other
Civic models. Additionally, the Hybrid is equipped with electronic power
steering, antilock brakes and Electronic Brake Distribution (EBD). Front disc
brakes and rear drums are standard.
One pleasant surprise when driving the car was how quiet it remained
inside the cabin. While sitting in the backseat, it was possible to hear people
in the front conversing in normal voices without asking them to turn their heads.
The low decibel level is due to additional insulation under the car, along with
underside panels that make it more aerodynamic.
The seats are comfortable and exceptionally attractive with beige fabric that
resembles suede. The driver seat has a fold-down armrest that is not offered in
other Civics. The graphite-colored dash is made of high-grade soft-touch plastics,
and there is a generous sprinkling of storage bins and cubbyholes around the cabin.
The automatic climate control buttons are large, easy to manipulate and are attractively
arranged in a vertical layout.
From the outside, it takes a sharp eye to spot the differences between the Civic
Hybrid and other Civic sedans. One tip-off is the standard alloy wheels. The other
is the redesigned nose with the enlarged air dam that improves air flow under
the car. Other than that, the crisp, inoffensive Honda styling is very much in
play.
Buyers interested in the Honda Civic Hybrid will only have a few choices to make. Three
colors are available — Titanium Metallic, Opal Silver Blue Metallic and Taffeta
White — and buyers can get the standard CVT transmission or the manual transmission
(about $800 less expensive). The Civic Hybrid is sold with Honda's standard 3-year/36,000-mile
warranty, except for the battery, which is covered for 8 years or 80,000 miles.
After this glowing description of Honda's 2003 Honda Civic Hybrid, the reader might think we are
suggesting that you really can have your cake and eat it — or, in this case, get great gas mileage and have a fun-to-drive car. That's exactly what we are saying. However, there is a trade-off that isn't readily apparent: the price. You could get a comparably equipped Civic LX for about $4,000 less. Still, if gas prices shoot up, you'd save money even by buying the more expensive Honda Civic Hybrid. Not only that, but the technology is exciting. And, oh yeah, like all hybrid cars, it's easy on the environment.
See all the Ratings: 2003 Honda Civic Hybrid 4dr Sedan (1.3L 4cyl 5M) Road Test Scoreboard
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