The 2006 Civic Hybrid is already the second generation of Civic to be powered
by a ... Honda has innovated with a bi-level instrument panel. On top are ...
Engine and transmission ... In some cases, the filter may only need replacing with
every.
2006 HONDA CIVIC HYBRID
The 2006 Civic Hybrid is already the second generation of Civic to be powered by a hybrid engine. The electric motor in this one is lighter, more powerful and more efficient than its predecessor. Moreover, it can propel the car by itself, which wasn’t the case before. In terms of equipment, the Civic Hybrid is similar to the EX except for a few small details. Interior and trunk The car is a bit low and the windshield fairly angled, making access relatively difficult. The front seats are very comfortable despite the lack of an adjustable lumbar support. With the telescopic steering column, it is easy to find a very good driving position. Climbing out of the back seat is somewhat difficult because of the narrow door opening. The bench comfortably seats two adults. While legroom is suitable, headroom for people of medium height and taller leaves something to be desired. Nor is there much room for the feet under the front seats. The seatback doesn’t fold down because of the hybrid batteries behind it. There is no ski pass-through either. The batteries also handicap this hybrid version compared to others by reducing trunk stowage capacity from 340 to 294 litres. What’s more, the trunk’s opening is small.
Photo: Honda
Convenience and safety The interior is very well finished using good quality materials. Still, we heard a little creaking in our test vehicle. The hybrid version seemed noisier than the others, especially in terms of road noise. Interior storage space abounds. Honda has innovated with a bi-level instrument panel. On top are the digital speedometer and temperature and fuel gauges. The other instruments are laid out below. This arrangement makes it easy to check instruments at a glance. Many controls are not lit up for night driving, including those on the steering wheel, which are a bit too small for many users. The heating system kicks in slowly but generates good heat once it gets going. There is no intermediate position between the various air distribution options. Because the front roof pillars are much higher than the windshield, they trap snow. Accumulated snow can strain the wiper motor and prevent the wipers from completing their entire course. As regards safety, Honda did not skimp on this new generation, which comes with dual front airbags, side airbags, and curtain airbags, as well as dual active head restraints in front and an antilock brake system. The front head restraints don’t go high enough for tall people, while the three in back are too low for people of average height or taller. Visibility is very good except to the rear, because it is difficult to judge distances accurately when backing up. In addition, the rear head restraints can create blind spots. Headlight power is good, but the windshield wipers are a tad slow. In U.S. government safety tests, the Civic sedan earned all five stars for front occupant protection in head-on collisions and rear occupant protection in side collisions. It rated four stars for front occupant protection in side collisions. For rollover resistance, it received four stars. In frontal offset and side collision tests by the Insurance Institute for Highway Safety, the Civic was ranked “good”—the highest rating. Front headrest protection in rear-end collisions was also rated “good.” Engine and transmission The new hybrid propulsion system is made up of a 1.3 litre gas engine and an electric motor. Together, they deliver 110 horsepower and 123 pounds of torque. Under normal driving conditions, performance is adequate, but obviously inferior to other Civics. Acceleration obviously depends on the help the electric motor delivers to the gas engine. We should mention that the new system recharges the batteries faster than before. In mountainous terrain, the gas engine maintains a good pace, even when the electric motor
can’t provide assistance, but you can hear it complaining. With a hybrid vehicle, you have to get used to the small jerking sensations that occur when the gas engine starts and stops. Unlike the previous generation, this hybrid motor can power the vehicle using only the electric motor. Unfortunately, nothing in the onboard display lets us know when this is happening. Because the Hybrid is a good two seconds slower than the regular Civic, you have to step fairly hard on the accelerator to keep up with traffic. This shows in fuel consumption, which is still lower than with the regular versions. It goes without saying that emissions are very low with the AT-PZEV (Advanced Technology-Partial Zero Emissions Vehicle) standards. The continuously variable transmission (CVT) works very well. It even has an S position to give accelerations more pep—which is especially useful when passing. The gearshift doesn’t offer enough resistance to keep it from slipping into S when you want it in D. On the road The fully independent suspension is clearly firmer than in the older generation. The engineers stuck with the old formula—tension struts in front and wishbone in back—but with different settings. The ride is generally comfortable, but reactions can be almost harsh on uneven surfaces. Road holding is very good and much more inspiring than before. You get the feeling of driving a sturdy car that is sensitive to side winds. The power steering is well calibrated, stable, precise and quick enough It does not transfer any road feel. The turning circle is short. The car tends to follow ruts. The brakes are powerful and maintain their power after a few emergency stops. However, you have to get used to how quickly they kick in. An inspection at a CAA-Quebec technical centre showed that the Civic is very well assembled, with a sturdy underbody and good rust protection. The wiper fluid tank holds 4.5 litres. A chain—no longer a belt—drives camshaft. The onboard computer indicates when it’s time for an oil change or other maintenance. In some cases, the filter may only need replacing with every other oil change. Conclusion The new Civic Hybrid is more efficient then the old one, thanks mainly to its ability to run on the electric motor alone. The fact that it is less expensive than the last generation and that it comes with a $1,000 PST refund makes it even more attractive. The question remains, however, whether more drivers would be interested if a less equipped version were available.
PROS: Front seat comfort, road holding, manoeuvrability, large trunk, quality assembly, generous safety features, engine efficiency. CONS: Fixed rear seat back, sluggish heater, small trunk opening, visibility in reverse, shifter that lacks resistance, trunk capacity. 2006 HONDA CIVIC HYBRID Engine: 8-valve, 1.3-litre 4-cylinder/electric motor Horsepower: 110 hp at 6,000 rpm Torque: 123 lb-ft. from 1,000 to 2,500 rpm Transmission: continuously variable transmission (CVT) Suspension: Fully independent Brakes: Disc/drum Length: 448.9 cm Width: 175.2 cm Height: 143 cm Wheelbase: 270 cm Weight: 1,304 kg Tires: P195/65R15 Maximum towing capacity: forbidden Airbags: Standard, plus two side and two curtain airbags Fuel consumption: Transport Canada rating: City 4.7 L/100 km (60 mpg) Test result: 6 L/100 km (47 mpg)
Highway 4.3 L/100 km (66 mpg) Test temperature: −2°C to 18°C
Fuel tank capacity: 46.5 litres Fuel requirement: Regular grade Acceleration: 0–100 km/h: 12.1 seconds
60–100 km/h: 8.8 seconds
Competition: Toyota Prius, Volkswagen Golf et Jetta TDI Warranty: Full basic coverage: 3 years/60,000 km Powertrain: 5 years/100,000 km and 8 years/130,000 km on certain components of the hybrid system Surface corrosion: 3 years/unlimited km Perforation damage: 5 years/unlimited km Emissions control system: 3 years/60,000 km (full coverage); 8 years/130,000 km (catalytic converter, electronic control module, onboard diagnostic system).
Factory replacement parts: Rear bumper: $581 Front brake disc: $167 Brake pads: $77 Muffler: $256 Front fender: $147 Average insurance premium (Quebec City, replacement cost endorsement, claim-free insurance record, male or female driver 30 to 40 years old): $766 to $1,031 Price according to trim level: $25,950 Main options: CD changer – 8 disc: $828 Auto day/night mirror with compass: $511 Price as tested: $25,950 Freight and preparation: $1,225 Dealers: Quebec: 60
Canada: 203
© April 2006. All rights reserved, CAA-Quebec
