For his 2003 State of the Union address, the normally oil-friendly President George Bush announced a $1.2 billion program to aid in the building of a hydrogen-powered car. This statement drew standing bipartisan applause from the assembled Congress. Hey, what politician isn't for a pollution-free future, right?
The problem is, nothing really changed after the president's speech.
In reality, $1 billion is woefully short of the funds needed to properly develop a hero car meant to save the world. And that's not even taking into consideration the still prickly issue of how to develop the infrastructure necessary to support it. So unless something drastically changes, the dream of mass-production hydrogen-powered cars, as well as a country free of imported oil, won't be realized for decades. What's a green-thinking consumer supposed to do in the meantime? Besides ride a bike to work, that is?
Well, he or she could buy a Honda Civic Hybrid.
The Civic Hybrid is the newest gasoline/electric hybrid vehicle to hit America's shores. It brings the hybrid species list to a grand total of three: the Civic Hybrid, the Honda Insight and the Toyota Prius. We've reported extensively on the Insight and we road-tested a Prius back in 2001.
As we reported about in our first drive of this vehicle, Honda has taken the technology pioneered in the Insight and improved on it. It uses a small 1.3-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 main reason one should consider purchasing a Civic Hybrid is for an improvement in fuel economy as compared to other normal gasoline-powered cars or trucks. Models with a manual transmission earn an EPA estimate of 46 mpg in the city and 51 mpg on the highway, while cars with the continuously variable transmission (CVT) have a 48/47 mpg rating.
If a 2003 Ford Explorer V8 and a Civic Hybrid were both driven 15,000 miles in a year, the Civic would likely end up burning about 600 fewer gallons of gas. The Hybrid is also the most fuel-efficient model in the Civic lineup, surpassing the LX, EX and the more miserly HX coupe.
As with almost every vehicle we test, however, we discovered the Civic Hybrid's fuel economy fell short of the EPA's estimates. For about 800 miles of combined city and highway driving in Southern California, frequently with the air conditioning on, we managed 38 mpg in our CVT-equipped test vehicle. While this figure certainly isn't shabby, it's not Alexander Fleming discovering penicillin, either.
As with the Insight and Prius, driving style and environmental conditions heavily influence fuel economy numbers. Using the air conditioner can drop efficiency by 10 to 15 percent. Cold weather, too, can degrade fuel economy performance. From posts on Edmunds' car discussion boards, it seems that most Hybrid owners average about 35 to 40 mpg. For reference, the road-tested 2001 Prius averaged 41 mpg. Two long-term economy cars we've had in our fleet, a 2000 Ford Focus and a 2001 Hyundai Elantra, both with five-speed manual transmissions, averaged 25 to 27 mpg.
The Hybrid gives only subtle hints of its unusual power plant when driven. The CVT works well to continually seek out the most efficient gear ratio. It's a tad slow responding to full-throttle inputs, but one can be more proactive, if necessary, by manually moving the shift lever into either the "S" or "L" modes to increase engine speed.
At our test facility, we recorded a 0-to-60 mph time of 12.2 seconds. The quarter-mile was passed in 18.8 seconds at 74.2 mph. These times are slightly faster than those of the Prius, but they are still about two seconds off the average of other automatic-equipped economy sedans. In most real-world situations, though, the Hybrid offers enough power and torque to get itself out of trouble. We would expect that most potential buyers would be satisfied with its acceleration.
The IMA's battery pack, mounted out of sight between the rear seat and trunk, can be depleted when driving up very hilly or mountainous terrain. An exhausted battery doesn't mean the car is rendered an inert lump; it's just that the car must solely rely on the gasoline engine. The battery pack quickly recharges, though, and for city or rural driving, battery depletion is never a problem.
As its powertrain is similar to the Insight's, the Civic Hybrid has many of the same features, including the "Idle Stop" feature. As long as the air conditioning isn't on (or is on, but with the "economy" climate control button engaged), this feature shuts off the engine when the car comes to a stop, reducing fuel consumption. When the brake pedal is released (on CVT models), the engine immediately restarts and the car creeps forward. It's pleasing to know the car isn't wasting gas while at a stop, and it's strange to occupy a cabin bereft of engine hum.
The Hybrid retains the Civic's comfortable and roomy seats, simple and clean interior design and upscale materials. The special gauge cluster shows real-time fuel economy, electric motor assist and battery charge and regeneration. The gauges, besides looking quite high-tech with their blue-hued illumination, help the driver tailor his driving style to maximize fuel economy. We did notice that direct sunlight can wash out the gauges' displays, however.
Outside, the Hybrid is identifiable only by subtle cues. The lightweight aluminum wheels have distinctive styling and the body has extra aerodynamic treatments, including a small rear spoiler, underbody panels and a smoother front bumper and grille. Driven on the highway, the Civic Hybrid produces little wind noise, but the low rolling-resistance Dunlop SP20 tires are more apt to be heard, especially when driving over paint or tar strips. Through corners, the stiffer suspension tuning compensates for the Hybrid's extra 100 pounds or so of weight.
Like the Prius compared to a Corolla, it's very difficult to justify the Hybrid's additional cost ($2,440 more than a Civic EX) on fuel mileage alone. One would have to drive the car many years — or pray for $4-a-gallon gasoline prices — in order to recoup costs. Its ULEV rating is the same as other Civics'. And while there's no reason to suspect the Hybrid will be unreliable (it's a Honda, after all, and the two years with our long-term Insight were virtually trouble-free), some potential buyers might be concerned about the new technology's durability. To help alleviate those fears, Honda offers an 8-year/80,000-mile warranty on the IMA system.
Is it worth dropping $20K on the Hybrid? Our answer is, "Maybe." Those who enjoy new technology or have a distinct environmental leaning will be well served by it. All things considered, we feel the Civic Hybrid is the best hybrid package for 2003. It's more useful than the Insight and less quirky than the Prius. But for those who just want economical transportation and don't care whether it's gas, hybrid or diesel, there are better choices out there. Perhaps the third generation of hybrids — among them the 2004 Prius introduced at the '03 New York Auto Show — will finally find a true mass-market audience.
The problem is, nothing really changed after the president's speech.
In reality, $1 billion is woefully short of the funds needed to properly develop a hero car meant to save the world. And that's not even taking into consideration the still prickly issue of how to develop the infrastructure necessary to support it. So unless something drastically changes, the dream of mass-production hydrogen-powered cars, as well as a country free of imported oil, won't be realized for decades. What's a green-thinking consumer supposed to do in the meantime? Besides ride a bike to work, that is?
Well, he or she could buy a Honda Civic Hybrid.
The Civic Hybrid is the newest gasoline/electric hybrid vehicle to hit America's shores. It brings the hybrid species list to a grand total of three: the Civic Hybrid, the Honda Insight and the Toyota Prius. We've reported extensively on the Insight and we road-tested a Prius back in 2001.
As we reported about in our first drive of this vehicle, Honda has taken the technology pioneered in the Insight and improved on it. It uses a small 1.3-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 main reason one should consider purchasing a Civic Hybrid is for an improvement in fuel economy as compared to other normal gasoline-powered cars or trucks. Models with a manual transmission earn an EPA estimate of 46 mpg in the city and 51 mpg on the highway, while cars with the continuously variable transmission (CVT) have a 48/47 mpg rating.
If a 2003 Ford Explorer V8 and a Civic Hybrid were both driven 15,000 miles in a year, the Civic would likely end up burning about 600 fewer gallons of gas. The Hybrid is also the most fuel-efficient model in the Civic lineup, surpassing the LX, EX and the more miserly HX coupe.
As with almost every vehicle we test, however, we discovered the Civic Hybrid's fuel economy fell short of the EPA's estimates. For about 800 miles of combined city and highway driving in Southern California, frequently with the air conditioning on, we managed 38 mpg in our CVT-equipped test vehicle. While this figure certainly isn't shabby, it's not Alexander Fleming discovering penicillin, either.
As with the Insight and Prius, driving style and environmental conditions heavily influence fuel economy numbers. Using the air conditioner can drop efficiency by 10 to 15 percent. Cold weather, too, can degrade fuel economy performance. From posts on Edmunds' car discussion boards, it seems that most Hybrid owners average about 35 to 40 mpg. For reference, the road-tested 2001 Prius averaged 41 mpg. Two long-term economy cars we've had in our fleet, a 2000 Ford Focus and a 2001 Hyundai Elantra, both with five-speed manual transmissions, averaged 25 to 27 mpg.
The Hybrid gives only subtle hints of its unusual power plant when driven. The CVT works well to continually seek out the most efficient gear ratio. It's a tad slow responding to full-throttle inputs, but one can be more proactive, if necessary, by manually moving the shift lever into either the "S" or "L" modes to increase engine speed.
At our test facility, we recorded a 0-to-60 mph time of 12.2 seconds. The quarter-mile was passed in 18.8 seconds at 74.2 mph. These times are slightly faster than those of the Prius, but they are still about two seconds off the average of other automatic-equipped economy sedans. In most real-world situations, though, the Hybrid offers enough power and torque to get itself out of trouble. We would expect that most potential buyers would be satisfied with its acceleration.
The IMA's battery pack, mounted out of sight between the rear seat and trunk, can be depleted when driving up very hilly or mountainous terrain. An exhausted battery doesn't mean the car is rendered an inert lump; it's just that the car must solely rely on the gasoline engine. The battery pack quickly recharges, though, and for city or rural driving, battery depletion is never a problem.
As its powertrain is similar to the Insight's, the Civic Hybrid has many of the same features, including the "Idle Stop" feature. As long as the air conditioning isn't on (or is on, but with the "economy" climate control button engaged), this feature shuts off the engine when the car comes to a stop, reducing fuel consumption. When the brake pedal is released (on CVT models), the engine immediately restarts and the car creeps forward. It's pleasing to know the car isn't wasting gas while at a stop, and it's strange to occupy a cabin bereft of engine hum.
The Hybrid retains the Civic's comfortable and roomy seats, simple and clean interior design and upscale materials. The special gauge cluster shows real-time fuel economy, electric motor assist and battery charge and regeneration. The gauges, besides looking quite high-tech with their blue-hued illumination, help the driver tailor his driving style to maximize fuel economy. We did notice that direct sunlight can wash out the gauges' displays, however.
Outside, the Hybrid is identifiable only by subtle cues. The lightweight aluminum wheels have distinctive styling and the body has extra aerodynamic treatments, including a small rear spoiler, underbody panels and a smoother front bumper and grille. Driven on the highway, the Civic Hybrid produces little wind noise, but the low rolling-resistance Dunlop SP20 tires are more apt to be heard, especially when driving over paint or tar strips. Through corners, the stiffer suspension tuning compensates for the Hybrid's extra 100 pounds or so of weight.
Like the Prius compared to a Corolla, it's very difficult to justify the Hybrid's additional cost ($2,440 more than a Civic EX) on fuel mileage alone. One would have to drive the car many years — or pray for $4-a-gallon gasoline prices — in order to recoup costs. Its ULEV rating is the same as other Civics'. And while there's no reason to suspect the Hybrid will be unreliable (it's a Honda, after all, and the two years with our long-term Insight were virtually trouble-free), some potential buyers might be concerned about the new technology's durability. To help alleviate those fears, Honda offers an 8-year/80,000-mile warranty on the IMA system.
Is it worth dropping $20K on the Hybrid? Our answer is, "Maybe." Those who enjoy new technology or have a distinct environmental leaning will be well served by it. All things considered, we feel the Civic Hybrid is the best hybrid package for 2003. It's more useful than the Insight and less quirky than the Prius. But for those who just want economical transportation and don't care whether it's gas, hybrid or diesel, there are better choices out there. Perhaps the third generation of hybrids — among them the 2004 Prius introduced at the '03 New York Auto Show — will finally find a true mass-market audience.
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