EV Reviews

Forget for a moment the new Toyota C’s clean and green credentials and instead look at its range of sharp colours. Though I’m far from being a fashionista, a recent magazine article informed me that, “Orange is the new Black”, so the bright orange on the Prius C’s colour palette is a stroke of genius. However, the genius has been dulled down by the marketing guys who have asked we motoring journos not to call it Orange - apparently its correct name is Sunrise. Whatever the name, the colour suits this cute, clever city car right down to the ground (and I’m going to call it Orange and be damned with the consequences). VALUE Pushing aside the Prius C’s green and orange credentials for a further moment, let’s take a look at the price. Because it’s stunningly low. The standard model, with automatic air conditioning, a large touchscreen for operating the audio system, smart-key entry and ignition, a multifunction trip computer and seven airbags is priced at only $23,990. Many thousands below the price anticipated before the launch. Add another $3000 and you can buy the Toyota Prius C i-Tech with satellite navigation, alloy wheels, leather-look trim and LED headlights that automatically level themselves depending on load being carried. Of course, on-road costs have to be factored in. But you still get a petrol-electric hybrid on the road for a price that’s not a lot more than that of the Toyota Yaris automatic in upmarket YRX spec, which carries a recommended retail tag of $21,390. Those with a social conscience who have previously considered a hybrid, but haven’t been able to afford one, may be queuing up outside their local Toyota dealer as we write. TECHNOLOGY Now, down to the promised technical details on the clever clean and green new Toyota: the Prius C uses the latest development of Toyota’s Hybrid Synergy Drive system already familiar to us from its petrol-electric hybrids for many years. In its latest, most refined, format it is more efficient than ever before, as well as being smaller and lighter. Combined petrol and electric output can be as high as 74 kilowatts, but the really important feature of the Prius C, indeed of any hybrid, is the lowdown torque provided by the electric motor. This gives it real punch of the line, punch that has been recovered as electrical energy and stored in the battery when the car last slowed down. Fuel consumption is rated at 3.9 litres on the combined Australian fuel measurement cycle. While many hybrids are a lot thirstier on the road than in the test laboratory, our initial drives through city, suburban and hilly country had the Toyota showing figures in the mid to high fours. That is genuine economy and even the tiny 36-litre petrol tank should be able to give a range of 700 to 800 kilometres. Perhaps even 1000 km on an easy paced country run. SAFETY As mentioned, the new Toyota Prius C has seven airbags to protect the occupants. More importantly, it has a full suite of electronic stability aids so that you will never need to see the airbags. Toyota Prius C hasn’t been crash tested in Australia yet, but the importer is confident it will gain a five-star rating. DRIVING Prius C’s handling is competent enough, however, the steering is over light and doesn’t transmit enough feedback to the driver. Forget any ambitions of sportiness and buy the new baby Prius as a trendy city car and you won’t be disappointed. But a sports hatch it’s not. We found hill climbing a struggle at times as the engine and transmission worked hard to get the best ratios sorted out. And there were somewhat irritating transmission noises at very low speed. Of course, the Prius is all but silent when it’s stopped as the petrol engine cuts out to save fuel. Ride comfort in the Prius is good and there is ample interior space for four adults, or two plus three kids. The capacity of the boot, at 260 litres, is pretty good for this class. Toyota’s chief engineer for the Prius range, Satoshi Ogiso, is known by many in Japan as 'The Patriarch of the Prius'. He paid Australia the honour of coming down under to present us with the details of his latest baby car. An interesting man to talk to, he is firmly convinced petrol-electric hybrids are the way of the medium term future. At this stage a decision is still to be made as to whether the plug-in Prius hybrid – the standard model – not the C being reviewed here, is to be imported to Australia. Cute, clever, clean, competent – whichever C words you want to play with – there’s no doubt the latest Prius from Toyota significantly advances the cause of hybrid powerplants.

Honey, they shrunk the Prius. And the price. Hybrid driving gets a cheaper entry level with the launch of the Toyota Prius C.  The new arrival undercuts the current price champ – Honda’s Insight – by $6000. And it also hopes to cut back a slice of the Insight’s market too. Last year the Honda sold 715 Insights – about the same number of sales the existing Prius dropped. The new arrival will target Gen-Y buyers, who are expected by Toyota to push up hybrid sales. That expectation is made on the basis of the Prius C’s fuel economy and cheaper hybrid entry price. But we can’t help wondering if Gen-Y – happy to splash any amount of ransom demanded for the latest i-Thing (and then more again for the next one) – is swayed by such practical considerations. VALUE The Prius C starts at $23,990 for the base model, with a standard list that includes all the expected electronic necessities of city life – including the almost-mandatory touchscreen and music/phone streaming.  An extra $3000 puts you in the higher-spec Prius C i-Tech, which adds better quality upholstery, satnav with live traffic alerts, alloy wheels, self-levelling LED headlights, retractable side mirrors and – presumably for purely cosmetic purposes – a larger rear spoiler. Toyota cites the Insight as a target, but any practical buyer would measure the Prius C against other city cars – and there are many good ones that cost less. From a little to a lot less.  Toyota’s own Yaris, and the Kia Rio, Mazda2, Suzuki Swift, Ford Fiesta and Volkswagen Polo ranges all offer variants with good combinations of engine, transmission and fit-out for the urban run. Yes, some people will be attracted to the planet-saving promise of the hybrid’s lower tailpipe emissions. But the main argument for most hybrid buyers is the vision of a future where fuel is not going to get any cheaper – and where a couple of extra thousand dollars now will save more in the long term. TECHNOLOGY The Prius-derived drivetrain uses a 54kW/111Nm 1.5-litre four-cylinder petrol engine in tandem with a 45kW/169Nm electric motor to produce a total of 74kW of power. An electronically controlled CVT auto transmission drives the front wheels, and a regenerative system captures brake energy to feed charge to the battery – still the older (and cheaper) nickel-metal hydride unit rather than lighter and more efficient lithium-ion. Toyota promises the newer battery technology will arrive in a future Prius. But not this one. Despite being a smaller engine in a smaller car, the system has to work harder, so the fuel figures are not hugely improved over the Prius. The official numbers are 0.2 litres better at 3.7 litres/100km on the city cycle but a Prius-matching 3.9 litres/100km on the combined cycle (and CO2 emissions slightly dirtier at 90 grams/km). You can get a couple of kilometres solely on the electric motor, but after that the car will switch back to the engine. An initially confusing – although blaringly colourful -- set of pages for the in-dash trip computer screen gives you the all expected information plus a plethora more related to the hybrid operation. This includes how much money you are spending based on the fuel price data you enter, and how greenly you’ve been driving, giving you a score out of 100. We appeared to be only tightly tinged with eco-colour, finishing with a mark off 22 after a long stretch of what we’d consider normal driving. SAFETY Prius C gets seven airbags, reversing camera, vehicle stability and traction control, anti-skid brakes with brake assist and electronic brakeforce distribution, and hill-start assist control. It hasn’t been ANCAP tested but Toyota says it should get a five-star safety rating. DESIGN The mini-Prius look works to remarkably good effect. Yes, there’s a reasonable family resemblance, but the Prius C – based on the Yaris platform -- looks sharper and more modern than its hybrid signature ancestor. The looks are helped by it sitting lower, but it’s also shorter, narrower and 285kg lighter. Space has been well-packaged, which gives more rear legroom than the Yaris and Corolla, although it’s still difficult for longer legs in the back. The positioning of the battery and fuel tank under the rear seat means there’s less compromise on luggage space, and – yes – a full-size spare wheel. And folding the rear seat gives a another boost of functional space to the 260 litres. More importantly for city drivers, the turning circle is a tight 4.8 metres. And perhaps most importantly for the target market, it has 17 pockets, bins and holders for all the tech and detritus storage anybody could wish. The flat-bottomed steering wheel has hints of sport, but its only benefit is to lift the looks and offer marginally better access for sliding into the driver’s seat. DRIVING The initial impression of the Prius C is of a pleasant and undemanding city car. Exactly what it is, in fact. The cabin is fairly hushed except for tyre noise, and the ride is firm but comfortable  – it soaks up bumps and broken bitumen brilliantly, which holds promise for negotiating some of Australia’s appalling street surfaces. We didn’t expect the drivetrain to be a cracker, and that was spot on. It tootled around quite well, but complained noisily when asked to punt up hills. Performance was okay off the line, but the momentum tended to flatten out after that. We managed seven seconds to hit 60km/h, but then another nine to move from there to the 100km/h mark. Calibrated for city streets, the steering is light and feels artificial. Similarly, the continuously variable transmission is smooth and simply drones along quietly, but could be almost non-existent in terms of effort. We badly felt the need for a faux-manual mode, or anything that would prove the presence of a transmission, but the target market probably won’t care. What they will care about – if Toyota is right about Gen-Me being the Prius C’s main buyer pool – is that the interior experience doesn’t offer enough bling and dazzle. The design is fairly clean but in no way funky. And buyers looking for style sizzle while still wanting vegan sausage will be disappointed. The exterior has the looks, but the interior – where they’ll spend hours stuck in city traffic – feels old hat, despite the clever animations on the trip computer screen and the base model’s aqua plastic strip accents. If Gen-Y is truly the hybrid sales saviour, they’re likely to look more at what is in the cabin than what’s under the bonnet. And that could leave them looking for more. VERDICT It’s a good little thing for the city, but there are plenty of other good city cars. For ordinary drivers, the main question of whether or not to buy it should measure the price against the fuel saving. TOYOTA PRIUS C Price: from $23,990 Warranty: 3 years/100,000km, 8 years/160,000 km on battery Resale: NA Service intervals: 10,000km/six months Thirst: 3.9 litres/100km (official), 91RON, 90g/km CO2 Crash rating: Five-star (est) Safety equipment: seven airbags, (ABS, BA, EBD, stability and traction control Engine: 1.5-litre four-cylinder engine + 45kW electric motor, 74kW/111Nm total Transmission: electronic CVT auto, FWD Body: Five-door hatch Dimensions: 3995mm (L), 1695mm (W), 1455mm (H), 2550mm (WB), 1465mm/1460mm tracks front/rear Weight: 1120kg-1140kg Tyre size: 15 x 5.5 Spare tyre:  full-size

This latest incarnation of petrol-electric technology from Toyota, the new model Camry Hybrid, is a drivers' car that gives away little to petrol or diesel powered cars. It delivers performance, comfort, ride and handling at least the equal of rivals and may well prove to be a hybrid game-changer for Toyota. Toyota also addressed other concerns with the Hybrid including enlarging the boot and giving the car light towing ability. VALUE Toyota has reduced the price of Camry Hybrid to $34,990. That is $2000 under the old model. Toyota calculates that if the hybrid used a third less fuel than the petrol Camry fuelled on unleaded petrol at $1.50 a litre and driving 20,000 km a year over three years - the fuel saving would be $2340. This figure places Camry Hybrid within the same financial ball park as the regular Camry petrol powered sibling. The upmarket HL variant has an RRP of $41,990 which is a $1500 increase, but Toyota says this includes $4500 in equipment gains over the current model. What you may now see on the Camry Hybrid is a tow bar. The current Camry Hybrid has no tow rating, a major negative for some Australian buyers. This new generation has been rated at a modest 300 kg tow rate, enough to get the tinny to the boat ramp and a trailer to the tip. Forget towing a van around Australia. The conventional Toyota Camry has a tow rating of 1300 kg.  Camry Hybrid features the same classy interior Toyota introduced with the new seventh-generation petrol models. There is now a driver's knee airbag, taking the SRS airbag count to seven. Both models have a power operated driver's seat with lumbar adjustment and the HL also gets power controls for the passenger seat. Camry Hybrid HL has automatic dipping high beam and a 10-speaker premium audio system including CD/DVD player and live traffic updates along with digital radio. Camry interior is particularly spacious for both front and rear seat passengers. Boot space has been increased by 8 per cent to 421 litres as a result of the hybrid battery being moved slightly forward. There is a large ski hatch allowing for long items to be placed in the boot. Camry Hybrid gets all the same safety gear as the petrol model: Vehicle Stability Control, traction control, ABS brakes, brake assist, reverse camera and a 5-star ANCAP rating. In 2010 Toyota sold 6833 Camry Hybrids (which were then called Hybrid Camrys, not Camry Hybrids - ah, the joys of marketing!) and in 2011 sales were 5204. It's wish list is to hit 10,000 units per annum. This new model may just help it achieve that. TECHNOLOGY At the heart of the Camry Hybrid is a new 2.5-litre four-cylinder petrol engine and high torque electric motor. This engine replaces the previous 2.4-litre engine and puts out up to 118 kW. Peak torque is 213 Nm at 4500 rpm. When combined with the electric motor, power is rated at 151 kW. The electric motor puts out 105 kW of power and 270 Nm of torque. Power is delivered to the front wheels via a continuously variable transmission. It is a potent, yet seamless, combination. Toyota Hybrid now has an EV button which, if the battery has sufficient charge, allows the Camry to be all-electric for up to two kilometres. Toyota has also done away with belt drives from the engine for the water pump, air-conditioning and power steering. These are all now driven electrically. DESIGN There are a few exterior changes to Camry Hybrid when stood alongside petrol Camry. The radiator grille is different with a chrome upper section and a 'hybrid blue' Toyota badge framed by headlights set off by blue accented extensions. The rear end also boasts a hybrid blue Toyota badge and the HL grade gets a boot spoiler and chrome garnish. DRIVING For those doubting hybrid performance there is one statistic that stands out: 0 to 100 km/h in eight seconds flat. That sees Camry Hybrid finishing 1.3 seconds ahead of its sibling rival, Camry petrol thanks to the immediate delivery of bulk electric torque off the line. Straight line speed is only part of the story. The Hybrid took to the Targa Tasmania roads with a great deal of delight. This new Hybrid corners flat and fast with no sign of body roll or understeer. The car has superb acceleration particularly in the critical passing range between 80 and 120 km/h. Despite our enthusiastic drive program, by the time we had looped almost 300 kilometres between Launceston-Bridport Beaconsfield-Launceston the computer readout revealed we were using just 7.3 litres/100 km. The official combined consumption is much lower at 5.2 litres per 100 km (down by 13 per cent on the superseded model). The steering feels lighter than in the superseded model but still offers good driver feedback. Toyota believes its new Camry Hybrid will cement hybrid cars as being part of the norm. After several hours at the wheel in a variety of road conditions we can see why. It simply drives like a `normal' car apart from having more grunt. It even looks like normal car, except for the subtle blue badges (Blue is the new Green with car makers).

Three months ago Toyota boss Akio Toyoda promised to put the fun factor back into Toyotas and the latest Camry Hybrid has fulfilled that promise. It's a ripper, with a whopping 151kW under its bonnet, tuned suspension, top economy, extra features, improved safety and refinement  all at a lower price. The Australian-built sedan is also the first hybrid to boast towing ability, its battery will last the life of the vehicle and it has a bigger boot and interior. PRICES AND EQUIPMENT Camry Hybrid comes in two hi-spec' models, the H (for hybrid) and HL (luxury), and can be identified by a chromed grille with a blue-ringed badge, blue accents on the headlights and unique alloy wheels. Prices start at $34,990, which is $2000 cheaper than last year's model. Both cars feature the clear three-dial Optitron dash panel, with a six-speaker audio system and a 6.1-inch touch-screen display, an eco driving indicator, dual-zone auto climate control aircon, smart entry wireless door lock, smart start, acoustic windscreen and a reverng camera. A hybrid system indicator in the multi-info display shows energy flow and cruising range. The classy finishing touches include brushed silver inserts and switches, attractive stitching and soft-touch padding Spacewise, repositioning of the battery has freed up more space in the boot, which will now hold 421 litres, up from 389. And new seat design and door trims have given greater comfort and extra space in the back. TECHNOLOGY Both cars have a new belt-free Atkinson-cycle 2.5-litre petrol engine, a tad up on the earlier 2.4. It produces 118kW and 213Nm and is backed by a 105kW/270Nm 650 volt electric motor. The combined effect is 151kW with an undisclosed, but substantial, torque figure. The 2.4's combined power was 140kW. Electric motors now power all previously belt-driven components and there are subtle aerodynamic improvements that help the car achieve a very impressive 0.27 drag factor. Paired with the CVT, fuel use is down to an average 5.2 litres/100km which is better than most diesel rivals. The car also has a new EV Drive system, which lets it run on electric power alone for a couple of kilometres up to about 45km/h. Handy for coming up the driveway after midnight. The suspension has been given a thorough going-over by Toyota Technical Centre and the car now has a flat ride, more comfort and stability and excellent road manners. THE DRIVE If ever there was a Camry to shed its 'whitegoods' image, it's the new Hybrid. It's the new flagship of the range and the sportiest. It quietly zooms to 100km/h in 8.0 seconds, about a second quicker than the outgoing model, and has the handling qualities of a sports saloon. We swished through the winding terrain of Tasmania's Tamar Valley with aplomb and marvelled at the car's agility, a word not normally attributed to a Camry. The electro steering was a tad light, but gave good feedback and increased body rigidity and the use of low rolling resistance tyres added to the handling benefits. The car's finish has also been lifted, with shutlines of 3 to 3.5mm, as opposed to the previous 5mm, making it comparable to a Lexus in that regard. It's also commendably quiet inside, thanks to the acoustic glass windscreen and other noise-absorbing materials.

There are two big surprises in the new locally made Camry Hybrid. The petrol-electric car is not only more economical than the conventionally petrol-powered Camry, but also sportier with more power and better handling. VALUE The other big surprise is that the price premium over the standard Camry has come crashing down about $6500 (compared with the Altise $30,490) to $4500.  Toyota sales and marketing director Matthew Callachor said Camry Hybrid sales had dropped last year from 6400 to 5300 because of supply disruptions but he is confident that in a full year they could sell as many as 10,000. "Price is no longer a barrier to the success of Camry Hybrid," says Callachor. The H model is down $2000 or 5.4 per cent and has $2000 worth of features above the Altise, including smart entry and start, dual-zone air-conditioning and a large-screen display audio with reverse camera, plus metallic paint (currently $400) is now free.  The HL is now $41,490, down $3000 or 6.7 per cent, yet has about $3000 worth of extra features than the current model including larger touch-screen display, satellite navigation with live traffic updates, digital radio, front fog lamps, a rear lip spoiler, leather trim, power front passenger seat, rear sunshade, blind spot monitor and automatic high beam. Adding to the value of the Camry Hybrid is the extended $130 capped price servicing deal which has been extended from four to five service, from three to four years and from 60,000km to 75,000km. The servicing price is also the same as the Camry petrol model. Toyota product planning corporate manager Greg Gardner says they will also offer special commercial discounts and expects fleet sales to account for half of all their Camry Hybrid business. Compared with the current model, Camry HL adds a 10-speaker JBL audio system with a seven-inch touch-screen display, satellite navigation with live traffic updates, digital radio, 17-inch alloy wheels, an electric rear sunshade, exterior mirrors that dip when reversing and memory settings for the electric driver's seat. Options include a moon roof, rear spoiler and tow bar.  TECHNOLOGY At the heart of the Camry is the same 2.5-litre four-cylinder engine as in the new seventh-generation Camry, but purpose-built for the Hybrid. Significant changes include reducing the weight and friction and increasing the compression rate from 10.1:1 to 12.5:1. There is also new software in the hybrid synergy drive system.  What all this means is more total power (151kW from 140kW), improved fuel economy (5.2L/100km from 6L/100km) and lower emissions (121g/km from 142g/km).  It now sprints to 100km/h in 8 seconds neat, which is down by almost a second. Importantly, it gets five stars in the government's Green Guide with a city cycle economy of 5.7L/1090km which is down 17 per cent and better than most diesels, even on the highway (4.9L/100km). Drivers can choose from three driving modes: Normal, Eco and EV. Normal provides full power, Eco softens throttle response and reduces power losses through airconditioning and EV mode drives for a short distance on the silent-running electric motor. Gardner says it's good for about 1km. If needed, the petrol engine will cut back in. For the first time, Camry Hybrid is rated to tow. Although it's only 300kg (braked and unbraked), it will at least pull most small trailers.  DESIGN  The Hybrid has all the delicious design upgrades of the new Camry that convert it from standard bowls club transport to dynamic sedan. Blue around the Toyota badge is the telltale sign that this is no ordinary Camry. The differences are subtle, rather than blurting out the hybrid badge. Instead there is a bit more chrome here and there and some small hybrid badges. Inside, there is brushed aluminium, overlapping soft trim and stylish controls and instruments. It no longer looks like a hire car in here.  Build quality has also been improved with more precise engineering drawings, leading to a higher degree of product and jig accuracy. What that means is the panel gaps have gone from 5mm to 3.5mm. It's now so tight they even have to worry about the thickness of the paint to ensure doors open and close properly. The result is not only a great-looking finished product, but also one that is quieter. To further improve the cabin hush, there is an acoustic glass windscreen and extra sound absorbing material.  It has 46mm of extra legroom in the back, while the boot has more space thanks to the relocation of the DC converter to the front and the battery being moved forward 100mm. SAFETY Gardner expects the Camry Hybrid to retain its full five-star ANCAP crash safety rating with its raft of improved active and passive features.  There are now seven airbags, adding a knee bag for the driver, seat belt warning indicators for all five seat belts, a reversing camera, reverse parking sensors, hill start control and a bake override that gives priority to the brakes if the driver hits both pedals at the same time.  The HL adds rain-sensing wipers, auto high beam dipper and a blind spot monitor from the petrol Camry. Gardner said the dippers required special testing in Australia because the reflectors on our roadside posts triggered the headlight dipping function. It had to be adjusted to only pick up car headlights. Meanwhile the blind spot monitor was adjusted for Aussie lane widths.  DRIVING While the new petrol Camry is more powerful and dynamic, the Hybrid is even more so. The Camry Hybrid used to be the puny young sibling. Now it's the sporty elder brother. Gone is the lifeless steering and lumbering handling, thanks to a team of Aussie techs who tuned the suspension for our atrocious roads.  Suspension nerd and motorcycle fanatic Stuart Morse led the team who did such a good job accounting for the extra 105kg and different weight distribution characteristics of the hybrid that the US has taken the suspension specs for the sports version of their petrol Camry. "We targeted the damping particularly for high speed impacts and I think we got the handling closer to the SX," he says. "The balance is also better. Not better grip but better balance." Camry Hybrid also features a quicker steering ratio and new electric power-steering map which gives it better turn-in and better feel.  However, the extra power from the updated engine and motor combination still provokes some mild torque steer on acceleration. Throttle response is crisp in normal mode, even chirping the tyres if you are on white paint or turning a corner. ECO modes smooths that out without making it feel doughy.  Despite extra power and more solid suspension, the cabin is remarkably quiet at all times except under heavy acceleration and the final stages of braking when the regenerative brakes make a slight whirring sound. Although it's not strictly a continuously variable transmission it behaves like one, but much better than most. It doesn't scream when you accelerate and seems to react quickly when braking or accelerating. VERDICT The sums finally add up. You can pat yourself on the back for saving fuel and reducing emissions, while at the same time pat your back pocket where your wallet has been saved from a hefty slug for going hybrid. Passengers will enjoy the extra comfort, quiet and room while the driver will be surprised by the dynamics. SIDEBAR It's hybrid season at Toyota. The Camry Hybrid will be closely followed on to the showroom floors this month (MARCH) by a facelifted Prius and a Yaris-sized Prius c.  In the second half of this year, Toyota will add a Prius v wagon.  Toyota sales and marketing director Matthew Callachor says they are expanding their range of hybrids.  "By the middle of this year, we will be offering hybrids priced from around the mid-$20,000s all the way to the mid-$50,000s," he says. "Greater affordability, familiarity and sales will help us achieve real market acceptance.  "At the moment, hybrids are bought mainly by innovators and early adopters. They are turned on by technology, fuel and the environment." He says most of these innovators and early adopters are aged under 35 as they have a better understanding of hybrid technology.  "They are more likely to believe it is worth paying a premium for hybrid," he says. "They are more likely to trust hybrid technology and they certainly understand that hybrids are better for the environment than diesel cars."  Callachor says the novelty of hybrids had worn off now that the company had sold more than 3.5m hybrids worldwide.  "And many of the world's major manufacturers, including Holden, are promising hybrids," he says.  "We welcome that development. "From the earliest days, Toyota has actively encouraged all carmakers to embrace hybrid technology - and we have licensed our technology to several other companies."  Callachor says Toyota is also introducing its hybrids to motorsport with a return to Le Mans this year with a pair of new hybrid race cars and the first hybrid vehicles to enter the FIA World Endurance Championship. "Motorsport improves the breed and our target this year is to demonstrate the performance level of these cars, and particularly the hybrid powertrain."

Forty years and 20 million cars after it was launched in 1973 Honda’s Civic is right up there with the world’s all-time best selling cars. Now the ninth generation of the small Japanese car has been launched in Australia. Civic has arrived several months late because of the horrors created by the Japanese tsunami and the Thai floods. Honda suffered more that most auto makers by the twin disasters as many of its cars, including the Civic are sourced from a factory in Thailand. Australia is fortunate in that our Civics are right-hand drive so the slack has been taken up, temporarily, by Civics built in Japan. Within a matter of months the Thai factory will be back online again. In the meantime Australian buyers of Civics may choose to opt for the prestige of getting one of the Japanese plated cars. Honda Australia assures us build quality is tightly controlled in Thailand so the cars are as good as those from Japan. But we know that prestige can be an interesting thing and, who knows, when it comes to resale time your ‘Japanese’ Civic may be fetch more than a ‘Thai’ Civic. No promises, though… This new Honda Civic is the ninth generation. All previous models have been imported to Australia as the then importers of the marque realised the importance of the car right from the start. This new Civic is larger, substantially larger, than the original models, indeed it’s significantly bigger than the earliest Honda Accords. Though a lot of the extra size is due to crash protection crush zones the new Civic can certainly be used as a family car. Many Australians downsizing from family sixes will be giving the Civic the eye when it comes time to trade in. Interior space is fine for four adults, with space in the centre-rear for another without too much discomfort. Despite the slim and sleek appearance – the new Civic almost looks as though it has been carved from a single block of metal – headroom is fine. Quality plastics are used on the trim, but we found the grey-on-grey colour scheme on the drab side. Only the four-door sedan is coming to Australia at this stage. Boot space is good and luggage is reasonably easy to load. A five-door hatch, built in Honda’s English plant, will be imported here from July this year. There’s a big emphasis on in-car entertainment and communication in the all-new Civic, with a screen in the right-centre of the dash devoted to phone, iPod and audio systems. These are controlled by buttons on the steering wheel to minimise – but obviously not eliminate – driver distraction. Honda is continuing its push on petrol-electric hybrids and has made major changes to the electric motor in the new Civic Hybrid. It now uses a lithium-ion battery in place of the nickel-metal-hydride of the previous model. However, at $35,990 the hybrid is far more expensive than its petrol-engined brothers, these are priced at a highly competitive $20,990 for a manual Civic VTi-L ($2300 more for the auto) and $27,990 for the Civic Sport. Ninth-gen Honda Civic is being sold in three models; as well as the hybrid there are the Civic VTi-L and Civic Sport. The former is powered by a 1.8-litre, 104 kW engine, the Sport by a larger unit displacing 2.0 litres and producing up to 114 kW of power and 190 Nm of torque. The Civic VTi-L has a choice between a five-speed manual or six-speed automatic transmission. The Sport - despite its name - only comes with the automatic. We sampled all three powertrains and it probably comes as no surprise we preferred the Sport engine - though we would have loved it with a six-speed manual gearbox - but the 1.8-litre is fine and the hybrid certainly has more oomph than in the past. Ride comfort is good as Honda has increased suspension travel and worked on recalibrating bushing compliance. We didn’t get a real chance to sample handling on the tourist-type drive route Honda chose for the media-launch of the new Civic, but it certainly doesn’t look as though there will be any surprises. Over 200,000 Australians have bought new Honda Civics in Australia since its introduction in 1973 revolutionised the design of small cars in this country. This new model certainly looks set to continue the sales success.

Price cuts always go down well with buyers and the new Honda Civic sedan benefits from a fairly hefty price cut while gaining more kit into the bargain. How does Honda do it?  The previous entry level Civic VTi started at $22,490 while the new ``entry level’’ VTi-L Civic, a much better equipped car, starts at $20,490. It must be the result of productivity improvements and we like it -- a lot. But new Civic is hardly a technology tour-de-force rather, it is a repository for fairly old-school stuff that includes a single overhead camshaft engine, a five-speed fluid automatic (no DSGs here thank you), port instead of direct fuel injection and nothing sexy like keyless entry/ignition or even satnav at this point in time. Diesel engines? Wot? Engine stop/start is only fitted to the Hybrid Civic which is perhaps the most advanced model in the new line-up, now with a lithium ion battery and a more electric-only drive bias. Civic sedan comes out of Japan for the time being with Thai production expected to resume about June this year. We get three grades starting with the well specified VTi-L, rising to the Sport in five-speed auto only for $32,990 and then up to Hybrid at $35,990 with CVT only. It is sharp pricing by anyone’s measure.  And Honda has been generous with equipment with the all models scoring intelligent multi-information display, automatic climate control, cruise control, Honda’s clever ECON driving mode with drive coaching instruction, integrated Bluetooth phone and audio streaming, multi media connectivity and steering wheel mounted controls.  Civic Sport adds leather upholstery, an electric sunroof, 17-inch alloys and auto wipers. The UK five door hatch arrives later this year to complete the new Civic line-up. It’s an evolution of the previous model in what Honda calls a monoform design using  a MIM (Man Maximum, Machine Minimum) philosophy. By that we deduce it’s been space-optimised inside with a compact underbonnet area and a large boot. The arcing roofline remains and the front has a distinct Honda Odyssey look . The rear looks to have been influenced by Subaru’s Impreza sedan. But it’s not offensive even though ``over conservative’’ springs to mind. The interior is in a similar vein – nothing too avant-garde here. It’s a rework of the previous model with a crescent-shaped instrument pod capped with a digital speedo. The tones are grey on grey or brown on brown, and the switches are generic Japanese. Though it’s not up with its competitor’s powertrain technology Civic sedan does have some decent stuff on board notably the audio and trip computer. It’s fully wired for connectivity and uses some sophisticated interventionist safety systems to maintain stability and a chosen line. We were surprised by the ECON drive system that was barely detectable even though it changes throttle response, auto gear changes and the airconditioning. Technology changes are more extensive on the Hybrid model which now uses the engine as a generator some of the time. Friction has been reduced in key areas including the lighter electric drive motor and there’s better harvesting of regenerative electricity. The second generation lithium ion battery has three times the capacity of the previous Hybrid Civic. Hybrid Civic also scores extensive aerodynamic enhancements to aid fuel economy There are two petrol engines, both single cam units in 1.8-litre for VTi-L that’s good for 104kW and 174 Nm, a 2.0-litre for the Sport good for 114kW and 190Nm and the Hybrid which gets a 1.5-litre petrol four and a electric boost motor. We haven’t got our head around how hybrids are rated  but Honda says the Civic Hybrid has 82kW and 172Nm. If you want a manual it’s got to be the six-speed VTi-L – only. A five-speeed auto is offered on VTi-L and is the only choice in Sport. Hybrid has a CVT which was surprisingly good to drive. Civic sedan scores a five star ANCAP rating thanks to its six air bags, stability control, strong body/chassis construction much of which is in hi-tensile steel and neck injury mitigating seats. Pedestrian safety rates highly thanks to an energy absorbing bonnet, break away wipers, steeply raked windscreen and other devices. We got a steer of all three new Civics in mostly city and urban areas though there was a short country road stretch of a few kilometres. The Hybrid is a good drive offering smooth and strong engine response and minimal fuel consumption expected to be in the 4.5-litres/100km area.  It’s not really an engaging drive but fulfils its task as a general runabout well. There’s plenty of kit inside, it has a decent boot and comfy seats though none of the new Civics has lumbar adjustment. The VTi-l is a good thing offering decent performance that’s accessible and smoothly delivered. Like other Hondas, it likes to rev and goes better when it is. Handling is best described as ``mainstream’’ – definitely not sporty but a good for mixed driving. It’s surprisingly refined inside with minimal noise intrusion or engine noise. Throttle response is good from most engine revs and the five speed auto is accurately geared for the engine’s power and torque. But we preferred the Sport because it has more of everything, leather, bigger 17-inch alloys and a sharper rasp to the exhaust. Still the same ride/handling feel though and same (electric) steering. All autos get paddle gearshift which works a treat. We really like the multi function wheel which offers controls for cruise, audio, trip computer, phone and the paddles. There’s adequate rar seat legroom for adults and even with the sunroof, plenty of head room inside the Sport. We like the ECON mode but the hard dash is disappointing though it looks OK. In the Sport we ticked over 6.4-litres/100km – impressive.

A car that could resurrect large family sedan sales and help safeguard Australian automotive jobs is being built in a tin shed in Melbourne.

A sporty hybrid is still an oxymoron, despite Honda's best efforts with the CR-Z. That's not to say the 2+2 sports coupe isn't a good thing, it's the best (affordable) hybrid on the market. But city driving and flowing roads are its forte, not tight corners linked by point and squirt straights. The trouble is when Honda says sporty, you think of the S2000 and Civic Type R, and the CR-Z isn't in that league. About 80 per cent of the 600 annual CR-Z sales are predicted to be the $40,790 Luxury model that has a continuously variable transmission with seven pre-set "gears" operated by the paddle shifters. The $34,990 Sports comes with a six-speed manual (the CVT is a $2300 option) and is arguably the better buy. Both models have enough features to justify the spend, with cruise-control, climate airconditioning and Bluetooth telephony all included. The electric motor kicks in from standstill and boosts the CR-Z's 1.5-litre engine for respectable off-the-line performance. Then it stops, sadly ... Honda says the 0-100km/h time is 9.7 seconds. The stop-start system in the CR-Z is barely noticeable, making it as good as any engine deactivation on the market and it's the first hybrid here to have a manual transmission. The three driving modes, Eco, Normal and Sport, are selected via the right-side "wing" (aircon controls are on the left) but, outside of a traffic jam, Bob Brown is the only one who'll select Eco to watch the trees grow on the dash. There is no doubting the CR-Z will turn heads. The tapering nose ends in an aggressive grille and the side profile is just as good, extending high up to the rear hatch. The interior is a contradiction  - the futuristic instrument cluster looks great, but the dash plastics are hard and reflect light. The satnav screen on the Luxury model has none of the pizzazz of the instrument binnacle - it looks like an aftermarket add-on and takes too long to remap a route. The rear seats are for emergency use only, but fold 'em flat and Honda says the CR-Z will take two sets of golf clubs. Engineering is Honda's thing, so a five-star ANCAP rating is no less than you expect. Six airbags and great brakes with the usual software assistance provide extra reassurance but it's the solidity of the basic body that buyers will notice when they first open and shut the doors. If you don't expect the CR-Z to handle as well as it looks, you won't be disappointed. If you do, be prepared for understeer as the car tracks straight on when pushed into a tight corner. I'd be buying aftermarket rubber as a priority. Treat it as a stylish light car and it is a responsive urban commuter and even fun to pedal on flowing routes like the Great Ocean Road. The steering is well weighted, the suspension is firm without shaking loose your sunnies. The CR-Z is the most stylish mass-production hybrid on the market. It's also the quickest - faster than either the Prius or upmarket Lexus CT200h - but that isn't saying a lot. If you want to save the planet and enjoy the drive, it still pays to buy a European-made diesel. Honda green credentials with the CR-Z extend to the car being 92 per cent recyclable, including the 100-volt nickel-metal hydride battery that's housed under the spacesaver spare wheel.

Just like mobile phones and computers, electrified trucks are advancing quickly. The last Hino Hybrid was a fairly effective machine, but the new version makes it look and feel out-of-date. Working Wheels has hit the road in Hino's 300 Hybrid and it is impossible to miss the improvements. Of course, the entire 300 Series range has been made better with a recent update which included an all-new wide-cab and an array of upgrades including electronic stability control, but the hybrid model has also been given a lot of attention. Frankly, it needed it because the last Hino 300 Hybrid was not as advanced as its opposite number at Mitsubishi Fuso, the Canter Eco Hybrid. Hino has hit back and although it still uses nickel-metal hydride battery technology, which is being replaced by lithium-ion (used in electric cars, top power tools and the Canter hybrid), the new 300 series Hybrid is significantly more advanced. This writer wasn't expecting much before the test drive and was pleasantly surprised.  Like the Eco Canter and the last Hino Hybrid, the diesel engine must tick over when the truck is going. It is needed to power components such as the hydraulic power steering. However, the new Hino Hybrid can now accelerate gently without increasing diesel engine revs, using the electric motor for propulsion instead (as is the case with the Canter hybrid). Of course, if you accelerate hard the diesel engine will start providing assistance and it will kick in when you reach higher speeds regardless of how easy you go on the accelerator. In really bad stop-start traffic you could go some way using only the electric motor for forward movement. One of the best parts about the new Hybrid is the five-speed automated transmission. The last model was available with a manual or a full automatic and both had issues. Drivers tended to over-rev the manual model out of habit, rather than relying on the extra torque of the electric motor. The automatic wasn't really compatible with the stop/start system, which kills the motor at idle to save fuel. The driver had pull on the handbrake and select neutral to get the engine to switch off automatically, which just too hard for most. Now, the driver doesn't have to do anything and the engine will stop and then start up when he or she is ready to get going again. The automated transmission works very well and the shifts are quite quick. Better yet, the driver doesn't have the hassle of working a manual box and the boss gets some fuel savings because it doesn't get over-revved and switches off at idle. Of course, the start-stop system can be over-ruled if the operator prefers to have the engine running at idle. The automated transmission can also be told what to do and can be flicked into sequential manual mode should the driver want more control. As for the performance, we didn't have much of a load on but the Hybrid appeared as responsive as the regular diesel model. The low down torque is good thanks to the extra torque of the electric motor which assists the 4.0-litre four-cylinder turbo diesel which has 10 per cent more power, for a total of 110kW and 19 per cent more torque, for a total of 420Nm. The electric motor 36kW of power and 333Nm. It is fed by a 40-module battery (240 cells), which is already operating in the Lexus RX 450h SUV. Thanks to a new layout that allows the diesel engine and electric motor to be operated separately, the Hino Hybrid can get the best out of both powerplants. It is now able to take as much or as little power from either power source and the split is infinitely variable. Working Wheels mentioned in previous tests that both the Eco Canter and Hino Hybrid were lacking trip computers, with instant and average fuel economy readings. Now the Hino has one and it will be helpful especially when a driver is interested to see how his or her driving is impacting the fuel consumption. Hino says the Hybrid model will use up to 26 per cent less than a diesel-only model, although the figures change dramatically depending on how the truck is used. We'll have to wait for some firmer figures in real world conditions, but either way the new Hino Hybrid is a much-improved truck that makes saving fuel far easier than before.