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2012 Honda Civic Hybrid First Impressions
Unfortunately, we can’t say that Honda has done very well with their hybrid models over the past couple of years. Two-thirds into the 2011 calendar year, Honda moved out 33 Civic Hybrids, 438 CR-Zs, and 220 Insights. Add them up, and they account for just 1.6% of the brand’s car sales this year. But wait, isn’t fuel economy one of the buying public’s priorities when purchasing a new car?
Well, turns out there's another new hybrid from Honda. And it’s the most fuel-efficient of the current bunch.
Based on the new 9th-generation Civic, the Hybrid gets a new engine. It now displaces 1.5 litres (up from 1.3), but still sports only 8 valves and a single overhead cam. All of that is combined with an electric motor, as well as a lithium-ion battery pack for a total output rated at 110 horsepower and 127 lb.-ft of torque.
In comparison, the Insight makes do with 98 horsepower from its 1.3L engine, while both the Insight and CR-Z are equipped with Nickel Metal Hydride (Ni-MH) batteries. On the other hand, the old-gen Civic Hybrid’s powertrain also produced 110 horsepower, so don’t expect it to be any quicker.
Gas sipper
The 2012 Civic Hybrid gets fuel consumption ratings of 4.4L/100km in the city and 4.2 on the highway; that’s an improvement over the 4.7/4.3 ratings of the 2011 version. During our short drive down twisty country roads, we’re netting an average of 5.9L/100km; with a little hard work and a little patience from fellow motorists, we could easily dip below the 5.0L mark.
At full-throttle acceleration, the CVT-equipped Hybrid is noisy. Honda’s engines never sound trashy, but the 1.5L mill in this car gives the impression that it’s out of breath (and it is). Fortunately, when driving at a relaxed pace (which you should be doing in a hybrid, anyway) the cabin is whisper quiet. Although not perfect, brake-pedal feel is much improved over the previous-gen model.
How to spot a Civic Hybrid
Visual cues that help distinguish a Civic Hybrid from its planet-killing brethren are subtle, but if you look closely you’ll spot them. Actually, the easiest clue is the badge on the trunk (obviously), but the roof-mounted antenna is also noticeable. In addition, there is a blue strip in the front grille, while the upper portion of the taillights sports a bluish tint. The hybrid also gets exclusive alloys.
Like the conventional Civics, the car’s visual presence is underwhelming. You shouldn’t mess with success, so Honda didn’t. With several new and exciting designs in the compact-car class, the Civic still doesn’t stand out. Honda has rarely been a risk-taker, although they could’ve been a little more adventurous with the Civic’s design.
Spacious cockpit
Inside, the Civic Hybrid gets a few exclusivities, such as automatic climate control and, of course, an energy flow indicator in the trip computer – but that’s about it. The optional leather upholstery in our U.S.-spec test car likely won’t be offered in Canada; rather, we’ll be getting premium cloth upholstery with front-seat heaters, a combination the U.S. can’t have.
Other interior standard goodies will include a touch-screen navigation system, a sound system USB port, Bluetooth phone and streaming audio connectivity as well as a leather-wrapped wheel with integrated audio and trip computer controls. The previous Civic Hybrid we drove had a lot less in the amenities department.
Some of the Civic’s evergreen virtues are its spacious, airy cockpit, comfortable seats and expansive greenhouse. These are aspects that shine brightly during the oh-so-important test drive at the dealer, and why a lot of people appreciate the Civic.
As for trunk space, it’s obviously reduced to make room for the battery pack. It’s only reduced slightly, however, from 344 litres to 303. As with most hybrids, the rear seatback doesn’t fold down.
Will it be affordable?
At $27,350 before slapping on taxes and delivery charges, the 2011 Civic Hybrid wasn’t. Honda Canada hasn’t released pricing on the 2012 model yet, but I’m willing to guess it will get a slight price drop, despite the additional features. I’m expecting an MSRP of about $26,500; we’ll know in a month or so whether I’m on the money or dead wrong
So, that’s basically $2,000 more than a loaded Civic EX-L. Is it worth the extra dough? It all depends on how much mileage you’re planning to put on the car. And we’re not expecting customers to run into Honda dealers to buy the Civic over another new hybrid model, despite the fact that all-around this is their best one yet. With the new features and my admiration of Honda’s IMA hybrid system, though, it is at least a much better deal than the old Civic Hybrid.
http://www.auto123.com/en/honda/civic-hybrid/2012/review?carid=1122300211&artid=136074
Unfortunately, we can’t say that Honda has done very well with their hybrid models over the past couple of years. Two-thirds into the 2011 calendar year, Honda moved out 33 Civic Hybrids, 438 CR-Zs, and 220 Insights. Add them up, and they account for just 1.6% of the brand’s car sales this year. But wait, isn’t fuel economy one of the buying public’s priorities when purchasing a new car?
Well, turns out there's another new hybrid from Honda. And it’s the most fuel-efficient of the current bunch.
Based on the new 9th-generation Civic, the Hybrid gets a new engine. It now displaces 1.5 litres (up from 1.3), but still sports only 8 valves and a single overhead cam. All of that is combined with an electric motor, as well as a lithium-ion battery pack for a total output rated at 110 horsepower and 127 lb.-ft of torque.
In comparison, the Insight makes do with 98 horsepower from its 1.3L engine, while both the Insight and CR-Z are equipped with Nickel Metal Hydride (Ni-MH) batteries. On the other hand, the old-gen Civic Hybrid’s powertrain also produced 110 horsepower, so don’t expect it to be any quicker.
Gas sipper
The 2012 Civic Hybrid gets fuel consumption ratings of 4.4L/100km in the city and 4.2 on the highway; that’s an improvement over the 4.7/4.3 ratings of the 2011 version. During our short drive down twisty country roads, we’re netting an average of 5.9L/100km; with a little hard work and a little patience from fellow motorists, we could easily dip below the 5.0L mark.
At full-throttle acceleration, the CVT-equipped Hybrid is noisy. Honda’s engines never sound trashy, but the 1.5L mill in this car gives the impression that it’s out of breath (and it is). Fortunately, when driving at a relaxed pace (which you should be doing in a hybrid, anyway) the cabin is whisper quiet. Although not perfect, brake-pedal feel is much improved over the previous-gen model.
How to spot a Civic Hybrid
Visual cues that help distinguish a Civic Hybrid from its planet-killing brethren are subtle, but if you look closely you’ll spot them. Actually, the easiest clue is the badge on the trunk (obviously), but the roof-mounted antenna is also noticeable. In addition, there is a blue strip in the front grille, while the upper portion of the taillights sports a bluish tint. The hybrid also gets exclusive alloys.
Like the conventional Civics, the car’s visual presence is underwhelming. You shouldn’t mess with success, so Honda didn’t. With several new and exciting designs in the compact-car class, the Civic still doesn’t stand out. Honda has rarely been a risk-taker, although they could’ve been a little more adventurous with the Civic’s design.
Spacious cockpit
Inside, the Civic Hybrid gets a few exclusivities, such as automatic climate control and, of course, an energy flow indicator in the trip computer – but that’s about it. The optional leather upholstery in our U.S.-spec test car likely won’t be offered in Canada; rather, we’ll be getting premium cloth upholstery with front-seat heaters, a combination the U.S. can’t have.
Other interior standard goodies will include a touch-screen navigation system, a sound system USB port, Bluetooth phone and streaming audio connectivity as well as a leather-wrapped wheel with integrated audio and trip computer controls. The previous Civic Hybrid we drove had a lot less in the amenities department.
Some of the Civic’s evergreen virtues are its spacious, airy cockpit, comfortable seats and expansive greenhouse. These are aspects that shine brightly during the oh-so-important test drive at the dealer, and why a lot of people appreciate the Civic.
As for trunk space, it’s obviously reduced to make room for the battery pack. It’s only reduced slightly, however, from 344 litres to 303. As with most hybrids, the rear seatback doesn’t fold down.
Will it be affordable?
At $27,350 before slapping on taxes and delivery charges, the 2011 Civic Hybrid wasn’t. Honda Canada hasn’t released pricing on the 2012 model yet, but I’m willing to guess it will get a slight price drop, despite the additional features. I’m expecting an MSRP of about $26,500; we’ll know in a month or so whether I’m on the money or dead wrong
So, that’s basically $2,000 more than a loaded Civic EX-L. Is it worth the extra dough? It all depends on how much mileage you’re planning to put on the car. And we’re not expecting customers to run into Honda dealers to buy the Civic over another new hybrid model, despite the fact that all-around this is their best one yet. With the new features and my admiration of Honda’s IMA hybrid system, though, it is at least a much better deal than the old Civic Hybrid.
http://www.auto123.com/en/honda/civic-hybrid/2012/review?carid=1122300211&artid=136074
