The new Civic Hybrid is a winning combination of efficiency and aggregate performance not seen before in the compact sedan segment. It is on the pricier side but its 200 horsepower outperforms the company’s Civic Si in straight line acceleration.
Looking at it another way: The hybrid has similar fuel efficiency than its sibling Accord Hybrid for thousands less. Either way they deliver Prius-like economy with high 40s-50 miles per gallon of regular fuel.
We spent a week with the Sport Touring version and came away with an appreciation for its quiet demeaner, overall handling in corners and precise steering. We were impressed with the seamless transition from gasoline-powered to hybrid performance.
There are a few deficiencies to keep in mind when cross-shopping this hybrid. There is limited rear seat space for occupants. Adding insult to injury the Civic has no rear air vents, or power outlets and little door storage.
Paddle shifters oddly reset to zero when car is stopped. The company also dropped its popular 180-horsepower, turbocharged engine available in previous generations.
The new Civic continues with front-wheel drive – available as a sedan or hatchback. Hybrid versions include Sport Hybrid and Sport Touring Hybrid – each base priced from the high $20s, about $4,000 above the Civic gasoline only version.
Keep in mind the higher price isn’t just for the hybrid engine. Also included is an upgraded Bose audio system with 12 speakers, a larger nine-inch color touchscreen, multi-view rear camera, full leather seating, sport pedals and 18-inch alloy wheels with all-season paws.
We were impressed with the hybrid’s acceleration. Straight line results at our independent test track resulted in a zero to 60 mile-per-hour time of 6.2 seconds compared with the gasoline-only version at 9.2 seconds.
The Civic hybrid version integrates an Atkinson-cycle four-cylinder, 2.0-liter and two electric motors – one serving as a generator for the engine and the second acting as a traction motor. The system is connected with a clutch. At higher speeds, the engine sends power directly to the front axle.
Hybrid components add about 290 pounds to the 1½ ton Civic with most parts stored below rear seats.
With extra sound deadening material, the Civic mostly feels and drives like a conventional model. In Sport mode, the hybrid operation mimics one-pedal driving, sort of. It allows a driver to move between acceleration and deceleration using the gas pedal.
With such a system, the conventional brakes are only needed for emergency stopping since regenerative braking slows the car while recapturing energy using just the accelerator.
Don’t look for much sheet metal change in the new Civic compared with last year.
Driver assist equipment is plentiful and includes rear cross traffic monitor, adaptive cruise control, collision mitigation braking, lane keeping assist, lane departure and traffic jam assist – a sophisticated travel system that manages the complexities of heavy traffic including slowing to a stop and resuming speed – a sort of add-on for adaptive cruise.
The Civic Hybrid connects most of the dots associated with an entry level sedan. While shopping this segment, consider the Hyundai Elantra, Toyota Corolla, Kia Forte and Mazda 3.
Contact independent automotive columnist Len Ingrassia at editor@ptd.net