Getting the warm fuzzies for saving planet earth is great and is a huge marketing factor in the escalating hybrid wars, but I need more than greeting cards from

Outwardly the '09 Civic Hybrid is little-changed. It remains an attractive, low-drag design. (Photo: Canadian Auto Press)

David Suzuki to plunk down my green on a green vehicle — it has to make economic sense. While still a bridge technology fraught with issues that we will cover here, hybrids are evolving and thankfully coming down in price. The up-front cost of earlier generations negated any savings at the pumps and it is still a point to consider (along with the depreciation question surrounding hybrids) depending on how long you plan on driving one.

Honda is committed to expanding its hybrid offerings with a Fit version and the re-introduction of the Insight, but the company found out the hard way with the cancellation of the Accord Hybrid two years ago that hitting the sweet spot in this category is not easy. This war is being fought in the under-$30,000 range, and the target is the globally best-selling Toyota Prius. A whole new wave of vehicles will be going after that throne as well as cutting into the sales of the hybrid edition of Canada’s perennially favourite car, the Honda Civic.

The 2009 Honda Civic Hybrid employs Honda’s Integrated Motor Assist (IMA) system that has an electric motor paired with a 1.3-litre four-cylinder gasoline engine. This combination kicks out a net total 110 horsepower. Using a conventional transmission, this concept differs from Toyota’s Hybrid Synergy Drive by offering better performance with a slight penalty to fuel economy.

As in all contemporary Civics, the layout and ergonomics are very good. (Photo: Canadian Auto Press)

It was perhaps this notion that proved fatal to the Accord with its larger six-cylinder, as the fuel savings were not significant enough for many shoppers. In the lighter Civic, it is a different story. The mileage my test Civic returned was excellent, but not record setting. In heavy-footed real world conditions, I still averaged 6.2 L/100 km.

The glossy brochures say this latest generation IMA can take over under "certain cruising conditions," operating only on electric. Those "conditions" are only at slow speeds, but it is fun trying to achieve it. There is no actual indicator to tell you if you are functioning on electric-only propulsion, but you will see your fuel consumption readout drop to zero (a nice feeling!).  A cool little meter on the dash does tell you if the electric motor is assisting the engine or working as a generator to charge the battery. This occurs during deceleration or during braking to recapture kinetic energy. The brakes feel a little different as a result, but you quickly get used to it.

The Honda IMA does feature Auto-Stop.

The spilt-dash design puts the digital speedometer, temp and fuel gauges high up in the driver's line of view. (Photo: Canadian Auto Press)

When slowing to a stop the engine will shut down and stay off until you let your foot off the brake. The hybrid battery keeps the climate control going and U2 on the stereo while ‘U’ save a significant amount fuel, not to mention reducing emissions. The manager of the last gas station I visited (and it does feel like some time ago) came over to stick his head in the window and chat while sneaking a peak at this rather special Civic. He marveled when I just hit the gas to leave, as he assumed I had shut the car off to talk.

There are minor irritants that are just part of the technology, and it will probably depend on the individual as to whether they become bigger irritants over time, or fade away along with the new car smell: The acceleration is slow, as expected, and not very smooth. Depending on how fast you poke the gas pedal from a stop there is sometimes a beat and then a slight lurch as you transition from the Auto Stop feature. The Continuously Variable Transmission compounds this. While CVTs are de rigueur for platforms like this, they are still relatively noisy when operating in the higher rev ranges. However, the IMA does deliver power when needed. While you do have to push the pedal a little harder, I never felt that the Civic was labouring when passing.

The seating is comfortable with a new cloth treatment for 2009. (Photo: Canadian Auto Press)

I did find the Civic Hybrid quite nimble. It handled very well with a solid and relatively comfortable ride. I was a little disappointed, mind you, with road and wind noise at highway speeds. Just the same, the layout and ergonomics are very good. While some criticize the split dash, I love it! It’s almost a budget heads-up display. A large digital speedometer readout sandwiched by fuel and temperature gauges sits high up in your line of sight above the steering wheel, while the rest of the gauges are in a second instrument cluster in the traditional spot. The controls in the centre stack are also well placed and easy to reach, and redundant stereo controls are on the steering wheel. The seating is comfortable with a new cloth treatment for 2009, and the Civic benefits from Honda's usual excellent fit and finish throughout the cabin. There are a lot of cupholders, pockets and various nooks and crannies for storage. Inside the armrest storage compartment you will find a USB audio interface for the 160-watt stereo system, with six speakers. Climate control, heated mirrors, power windows, locks and tilt/telescopic steering are among the standard features.

The back seat fits three people with adequate legroom thanks in part to the absence of a floor tunnel,

Thanks to a full complement of intelligent airbags the Civic Hybrid has good crash protection ratings. Stability control adds active safety. (Photo: Canadian Auto Press)

but the hybrid battery behind the rear seat forces some compromise. First, it prevents the seat from folding down so you cannot stick items through, and it reduces the trunk capacity to 294 litres (10.4 cu-ft). On the safety side, the Civic Hybrid comes with electronic stability control and a full complement of intelligent airbags. These include side curtain airbags that give the Civic a ‘good’ rating from the US Insurance Institute for Highway Safety (IIHS) in front, rear and side tests.

Outside, there are few noticeable changes from the '08 edition. Why mess with it? It is an attractive, low drag design. While not the greenest of green machines currently in showrooms, overall the 2009 Honda Civic Hybrid achieves an excellent blend of economy and comfort in its price range.
 
Specifications (2009 Honda Civic Hybrid):

• Price Range: $27,350 - $33,150
• Price as Tested (MSRP) $28,264
• Destination Charge: $1,310
• Body Type: 4-dr sedan
• Layout: front engine, FWD
• Engine: 93 hp, 89 lb-ft of torque, 1.3L, 8-valve, SOHC, i-VTEC, 4-cylinder w/ Integrated Motor Assist (IMA)
• Transmission: Continuously Variable Auto (CVT)
• Brakes (front/rear): disc / disc, ABS, EBD
• Dimensions (L/W/H/WB):  4,504 / 1,752 /1,430 / 2,700 mm (177.3 / 69.0 / 56.3 / 106.3 in)
  
• Curb Weight: 1,305 kg (2,877 lbs)
  
• Acceleration (0-100 km/h): 12.9 seconds
• Tires (f/r): All-season tires P195/65R15
• Cargo Volume (Trunk): 294 L (10.4 cu-ft)
• Fuel Economy (City/Hwy): 4.7 / 4.3 L/100 km
• Warranty (mo/km): 60 / 100,000 comprehensive
  
• Competitors: Toyota Prius
• Website: www.honda.ca
  

Interior

Exterior

Mechanical

Safety

Dimensions

Misc

(J003) Standard Metallic Paint

(J005) Standard Gloss Paint