1978 Honda Civic Reviews

Spearheading the new Civic lineup, the Civic Sport is powered by a 114kW, 2.0-litre DOHC i-VTEC engine.The 2.0-litre engine pumps out 114kW at 6200rpm and 188Nm of torque at 4200rpm.It's the last figure that is most important.In comparison, the lamented VTi-R's smaller 1.6-litre donk cranked out an amazing 118kW at 7600rpm - but not nearly as much torque (just 148Nm at 7000rpm).Last sold in 2000, the high-revving VTi-R was more powerful but nowhere near as "driveable", with considerably less torque that was available only at high revs.Torque is the muscle that makes driving larger, more powerful cars that much easier, requiring less gear changes and making short work of steep hills.Other models in the new Civic range get a 103kW 1.8-litre power plant, apart from the petrol-electric Hybrid.Our test car was 2.0-litre Civic Sport equipped with optional five-speed auto that includes steering wheel-mounted gear shift paddles.A five-speed manual is standard.The buttons are okay for cruising around but it is easy to lose track of them once the driver's hands start to move around the wheel, especially during enthusiastic cornering.The best system sees the buttons fixed to the steering column itself where they don't budge.Australia misses out on the space age hatch, but the new sedan holds its own as a slick, smart looking unit.It's longer, lower and wider than the previous model, with a raked aggressive stance.Like the rest of the range the Civic Sport is a four-door sedan, despite its sporty pretensions.It has a reasonable sized boot and rear seat that splits 60/40 for longer loads, with a "dive down" feature that allows the seats to lie flat.The interior is dominated by the two-tier instrument cluster, with a separate high mounted speedometer.It means your eyes don't have to stray far from the road to check what speed you're doing, something we find ourselves doing a lot.Safety is taken care of with front, side and curtain airbags, plus ABS brakes and new electronic brake force distribution system that acts on left and right sides independently to prevent rear-end steer during emergency braking.Like most VTEC engines the Sport likes to rev and really doesn't come into its own until around the 4000 to 5000rpm mark.Performance is strong but unconvincing.We'd like to see how the five-speed manual peforms.As well as change paddles, the transmission features a sport setting that keeps the revs on the boil - good for performance but not so good for economy.Handling is good but not spectacular, especially on the limits.Fuel consumption for the auto as tested is rated at 8.0L/100km.Cruise control is standard but the Sport gains a number of extras, including a sunroof, leather seats and steering wheel, front foglights, twin tailpipes and 16-inch alloys with 205/55 profile rubber.Honda Civic Sport is priced from $29,990. Automatic transmission adds $2000 bringing the price to the same figure as the Hybrid. 

Honda had better be careful though, the new Civic is larger than previous model rivalling the stylish Accord Euro in dimensions and even though it has a 1.8-litre or 2.0-litre engine compared to the Euro's 2.4 why would a buyer spend $10,000 or more on the Euro when the Civic is nearly as good and costs less to run?It's a good problem for Honda to have and is great for consumers who can tap into Honda technology for as little as $20,990.The Civic VTi-L costs $24,490 with a five speed auto adding about $2000. Styling shares a lot with Accord Euro - modern, sporty, attractive and practical. Interior is roomy offering accommodation for five. Impressive rear seat legroom. Boot is large, easy to load/unload. Interior styling is modern and chic with a little too much hard plastic but different colours and textures lift the appearance. Love positioning of handbrake, speedo, switches, gearshift. Steering wheel is one of the best in the business – has squared off shape. Full size spare, big tick. Heavier than previous model – up around 200kg but returns 7.2/litres/100km average in auto. Performance from 1.8-litre, SOHC engine is good – 103kw/174Nm output and it's a low emission engine (LEV). Has 15in alloys, climate control air and cruise control as standard. Ride and handling are competent, safe, a little sporty from double wishbone suspension and strong chassis. Impressive safety credentials, scores ABS, four air bags, fire retardant interior, five three point seat belts. Interior has airy feel, functional, modern, good to travel in.Verdict:Is this the king of the small cars? A difficult decision between Civic, Mazda3 and Ford Focus. Toss a coin, go on the styling.

It's no longer the baby either, with the Jazz taking over the mantle as Honda's little 'un, but Civic is still the most recognisable Honda. Or should I say, was.The look is undoubtedly different, but the jury is still out on whether the Honda stylists should be put away or put on a pedestal.The hot hatch Civic models are nowhere in sight, including the Type R enjoyed by enthusiasts elsewhere – Australian Civic buyers will need to be sedan-shoppers, or they can go elsewhere.It is certainly larger and roomier, having grown 70mm in length to 4550mm but 80mm in wheelbase, with an extra 35mm added to the width. It's not far off the Accord Euro in terms of size, but $10,000 cheaper, with a longer wheelbase that also has it just 20mm short of Toyota's Camry and 30mm ahead of the Subaru Liberty.Cabin space – thanks to its generous wheelbase in particular – is more than ample for four adults and, despite being slightly shorter than some of the aforementioned models, headroom is also more than adequate.The eighth-generation Civic, the latest in a line that has seen more than 16 million Civics built by the company, is laying claim to more power, better fuel economy, refinement and comfort.The entry-level Civic VTi gets a newly developed 1.8-litre four-cylinder engine with the i-VTEC variable valve system, which is responsible for providing the driver with 103kW and 174Nm – up 15kW and 24Nm on the superseded 1.7-litre Civic engine.But it's asked to carry an additional 140kg, or 145kg if you opt for the five-speed auto such as the one we're driving.The engine has a slightly coarser sound to it, unlike some of the more refined power plants from Honda, but the outputs are adequate for the job at hand, rather than being outstanding.The variable valve i-VTEC system helps wring plenty out in the top end if you're that way inclined, but more genteel motoring should, according to Honda, return figures in the realm of 7.3 litres per 100km in the auto, or 6.9 litres for the manual.The Civic range is offered with either a five-speed manual or five-speed automatic transmission, the five-speed auto a first. The five-speed auto does take the edge off the liveliness of the engine, which is par for the course in this segment – few small engines retain their sparkle when dealing with the torque converter of an auto transmission.The new automatic overall works well with the power plant, but does require some manual shifting – dropping it back to D3 and locking out the last two gears helps quicken the response in overtaking.The driver's instrumentation has been split to put the love-or-hate digital speedometer further up into the main eye-line, with the tachometer further south – something which can work well but the driving position might have to be adjusted to avoid partially obscuring the instruments.The bulk of the dashboard is well laid out and easy to use, although some functions are a little difficult to decipher at first. But there's ample storage in the console and doors, as well as a flat floor in the cabin's rear and boot, which claims a 376-litre capacity, increasing to 485 litres with the seat backs dropped – a single split, with the 60/40 saved for the upper models.On the road, the Civic offers a decent ride, taking the edge off most metropolitan road imperfections without fuss and it sits flatter than expected through corners. That said, it will lean when pushed, and the tyres – which produce a little more noise than the norm – also relinquish grip before the Civic begins to feel unsettled.Any untidiness in the corners is easily controlled, with the Civic dutifully returning to civilised cornering with a mild reduction in throttle pressure.But the feel from the controls and the eagerness of the engine does make you wonder how entertaining the hot hatch models would be, if Honda ever decides to return them to our shores.Safety equipment includes dual front airbags as standard, with side airbags standard on all bar the VTi, while curtain airbags are standard on Sport and Hybrid models.The range gets anti-lock (with electronic brake-force distribution) brakes and cruise control as standard. However, the latter does let the speed wander a little more than most, something that can get expensive.If the styling doesn't erode its appeal the new Civic should be a popular choice in the small-car segment.SMALL TORQUEHonda Civic VTiPrice: $22,990Engine: 1.8-litre i-VTEC SOHC 16-valve alloy four-cylinderPower: 103kW at 6300rpmTorque: 174Nm at 4200rpmTransmission: Five-speed manual or automaticBrakes: Four-wheel discs, front ventilatedWeight: 1240kgWheels: 15in steel

The car has an edgy look is all its own.It is the same in the cabin, where the double-decker dash has futuristic blue lighting and the speedometer is set high up against the base of the windscreen for maximum visibility.Honda says the new Civic is a breakthrough and talks about the styling, technology and the Hybrid model at the top of the line.The eighth-generation Civic models spread from the VTi at $20,990 to the Sport auto and the Hybrid at $31,990.There are two four-cylinder motors, a 1.8 and a 2.0-litre, in a body that is longer, lower, wider and cuts through the air much better than the car it replaces.The previous Civic was not nearly as adventurous — or appealing — as the cars that won it such a strong following in the 1980s and 1990s.The seventh-gen Civic was a bit boxy, a bit cheap and a bit boring.It did well enough for Honda Australia but was overwhelmed by everything from the classy Ford Focus and Holden Astra to the price-driven Nissan Pulsar.So number eight is the response. And it is a good looker that gives exactly what you would expect from Honda.With one exception. There is no hatch and, in a small-car class in which up to 80 per cent of sales are hatches, Honda has backed itself into a corner filled mostly with older and more conservative customers.That is fine, but that doesn't leave much room for growth in coming years.So, after saying at first that the Civic hatch was built only in Britain and would be far too costly Down Under, Honda Australia is working hard to get the wickedly good-looking hatch here.But it won't be this year, and it is not ever going to be a price leader, but the super-quick Type R would be a great start.But, for now, we're talking about the sedan.Honda Australia has tried to cover all the bases with the car, which has been built up from what the company calls a "flat-floor" design.The idea is to maximise the cabin space while still having a low roofline and a wedgy shape, which calls for small triangular "peek-a-boo" windows near the wing mirrors to eliminate blind spots.Twin airbags are standard, with more bags as you move up the models, and standard equipment from VTi includes airconditioning, anti-skid brakes, cruise control, electric windows and mirrors and a full-sized spare tyre.The basic Civic engine is a 1.8 with i-VTEC that produces 103kW and 174Nm. The engine stays the same on the Civic VTi-L, but the car picks up a six-stack CD sound system with MP3, a 60-40 split-fold rear seat (it is a one-piece in the VTi), side airbags, alloy wheels and automatic aircon.The flagship Civic Sport has 114kW and 188Nm from its four, which Honda says is the "gruntiest Civic ever", and the fancy stuff includes electric power steering, curtain airbags, a sunroof, leather in the cabin and a chromed tip on the exhaust.The Hybrid is another story, for another day.ON THE ROADTHE new Civic looks good but is not as special as it looks.It is a nice enough drive, but not as outstanding as the latest Focus or even as enjoyable as the Euro-built Astra.Though impressive at first, once you spend a few days with the car, it settles comfortably into the Civic zone.It ticks all the boxes, but just does not ring the bells. That sounds like criticism, but it is not.The car is good, very good for the price and class, but the standard is now so high — and there are so many contenders — that a newcar has to be very, very special to jump any of its rivals.We suspect the Civic hatch would give the extra zing we expected from a car that looks pretty impressive, but we will not knowuntil Honda Australia gets it Down Under.Our test Civic was, not surprisingly, the flagship Sport model. It is well-equipped and beautifully finished, but still comes in at $29,990, though the showroom sticker goes up to $31,990 if you go for the five-speed automatic with F1-style shift paddles behind the steering wheel.All very nice and typically Honda in the quality of the materials and finishing.The cabin is pretty roomy, the seats are comfy and the electric steering and gearshift are light and easy to use.The Civic goes nicely, with a wonderful Honda-style surge to the redline.There is more than enough power for any job, but the car will also lug along well in the higher gears with few revs on board.But the 1.8-litre engine is not far behind and there is a good argument for slipping down from the Sport to the lesser models without worrying about loss of power or response.Still, the two-litre is surprisingly frugal and we got 8.2 litres/100km with a lot of freeway running, using standard unleaded in a car that qualifies for a low-emission rating.Which brings us to the suspension. Hmmm. The Civic is all right, but we found the ride a bit choppy and the cornering performance was well short of what we expect in a Sport model.The grip is fine, too, but the car runs wide pretty early, and well before the tyres should be losing grip.Honda has a hi-tech fully-independent suspension system in the Civic but it is not properly tuned — or focused enough — for Australian roads, drivers and its rivals.On the red tick side of the business, we also found the Civic tough to park (no visibility at either end), too noisy for our liking on country roads, a bit bland in the back end and no match for the Focus as a driving car.One thing we liked was the full-sized spare. More and more small cars are switching to space savers, but when we got a flat in the Civic it was good to have the security of a real tyre for the long run home.So the Civic is good and very classy, but is not top of the class.THE BOTTOM LINEA smooth looker and a nice drive, but outpointed by the Focus and not a value match for the Holden Astra. 76/100

Go figure, indeed. Still, it does require a quantum imaginative leap to accept that this vehicle is a Honda Civic.The eighth-generation Civic resembles in no way the previous sedan variants, let alone the three- and five-door hatches of yore with which the Civic name was synonymous. It's vastly bigger and appreciably more powerful.As has been lamented previously, Australia won't be getting the almost unbearably hip-looking new Civic hatch. Instead, there are four variants of a Thai-built sedan, including this one, the mid-range VTI-L.Priced at $24,990 for the five-speed manual, exactly midway between the entry-level iteration and the Sport (there's also a petrol-electric Hybrid), the VTI-L is the one likely to sell in the greatest numbers. Visually, all models are almost identical — which is to say pleasant, but not really pretty, to the eye.The sedan-only gambit makes more sense than it might initially appear. Consider the Civic's chief rival, Mazda3, which happens to be Australia's best-selling fully imported car.When launched in 2004, no one — least of all Mazda — expected punters to opt for the 3 sedan over the 3 hatch by a ratio of some 70 to 30 per cent, or that 30 per cent overall would go for the premium SP23 models.The VTI-L's very direct competitor is a slightly lesser Mazda3 — the $25,455 Maxx Sport sedan. The former has its work cut out to displace the primacy of the latter.The shock of the new Honda is just as pronounced within as without. The instrument panel has been designed around the "Multiplex Meter".Driving information, including the digital speedo, is displayed in the upper part of the instrument panel, while odometer is beneath the tacho, which is the only conventional dial in the set-up.Lack of legibility detracts from what would otherwise be a fine driver's workstation, which boasts body-hugging seats of the sort that you would like to see in the rorty Integra coupe.The same fully adjustable and funky little steering wheel that's impossible to grip in any but the correct way obscures the lower read-outs. The sun can outshine those above the dash.Rear visibility is excellent via almost outsize wing mirrors, but the thick A-pillars required to support the long, sloping windshield constitute a massive visual incumbrance.So, what looks a deucedly clever interior is just too smart for its own good.Pity. Elsewhere, functionality is to the fore, with split-fold rear seats and a 376- litre boot that combine for load versatility that is impressive in a small sedan.No, it's not as capacious as the Mazda3, but Honda at least contrives to include a full-size spare tyre.When we reached the more interesting stretches of our 300km test loop, however, I rued that the tyres were not bigger.The Sport gets 16s, but our VTI-L made do with 15-inch Dunlop Sport 300s — nice shoes but not big enough to match the Civic's dynamic capability.Nor it's stopping ability. One simulated emergency braking from 80km/h produced distinct tail movement. The next, from 90km/h, was sufficient to dissuade me making one from 100.Yet the Civic takes comfortably most of what's chucked at it, riding firmly but capably over the coarse blacktop of the Bells Line of Road, but making a fair bit of engine noise about it. Being a Honda small capacity four-potter, revving out is of the essence to induce smart progress.That the 1.8-litre i-VTEC's 103kW doesn't arrive until 6300rpm would matter less if the 174Nm came in earlier than 4300rpm.Shifting is not a chore, with a typically slickly snicking Honda five-speed manual, mounted slightly forward and off the floor.The manner in which it drives is an even more emphatic reminder than its appearance that this Civic is a very different conveyance from those that have borne the name.Not so sharp as the marginally more powerful Mazda3, it is nevertheless possessed of a chassis that generally delivers great balance and poise.With a competitive equipment level including ABS standard across the range (are you listening, Toyota Corolla?) and attractive pricing, the VTI-L makes a lot of sense without extinguishing the nagging feeling that the top-of-the-range model would be worth the extra dough.More on that next week.

We're pretty sure you can add the rising price of petrol to this list, because it's unlikely that we'll ever see prices come down again.Expensive fuel is here to stay and in this context, 2006 is sure to see an even bigger swing to more fuel efficient vehicles, led by petrol-electric hybrids and diesel powered Euros.Hybrids have the inside running because they burn petrol and everyone knows and understands this type of fuel.Diesel on the other hand is still the subject of much distrust, based on the noisy, smelly trucks and utes of yesteryear – though this fear is totally unjustified these days.Honda was the first manufacturer to offer a hybrid in Australia and now markets a hybrid version of its popular Civic sedan, with a racier looking update just around the corner.We've had a Civic Hybrid in the garage for a few weeks now and have been impressed with he way it has slipped seamlessly into the family unit.Unless you knew you were driving a hybrid, you'd be hard pressed to tell the difference between this and a standard car.They even look the same.We've clocked up a few kays behind the wheel of our car and the big difference is the time between fill ups.Instead of once every few days, it stretches out to once every couple of weeks.The Civic Hybrid is an easy, comfortable car to live with, if a little conservative in the styling deparment.It's roomy and well equipped, with cruise control the only thing missing – left out because it's not a fuel saver.For commuting or for just running around town, it's an extremely economical prop- osition, particularly as it's not fazed by stop- start city driving.Like Toyota's Prius, the Civic Hybrid uses a combination of petrol and electric power to achieve remarkable fuel economy.It has a small 1.3-litre four cylinder i-DSI VTEC ULEV (Ultra Low Emission Vehicle) petrol engine supplemented by an ultra-thin electric motor that is located between the engine and transmission.The petrol engine produces 63kW of power at 5700rpm and 119Nm of torque at 3300rpm.Combined with the assistance of the 10kW electric motor, total power output rises to 69kW at 5700rpm and 146Nm of torque at 2000rpm, with the electric motor's extra torque instantly on tap.The Civic employs a Continuously Variable automatic transmission (CVT) to maximise performance and economy.The shiftless system is smoother than conventional automatics with less torque loss, allowing the driver to make the most of the engine's characteristics.Aerodynamic aids have also been added to achieve a low wind drag co-efficient.The Hybrid's front bumper, engine under- cover, rear floor side under covers and rear spoiler are shaped to improve airflow over the car.The car also rolls on low rolling resistance 185/70 R14 88H tyres.The resulting fuel economy, Honda claims, is 5.2 litres per 100km.So far our test car's consumption seems to hover around the 6.6 litres per 100km mark, with a best of 730km from one 50-litre tank of fuel.Hybrid Civic is priced from $29,990. 

After three months behind the wheel of Toyota's Prius we thought it only fair to devote an equal amount of time to Honda's equivalent, the hybrid-powered Civic.The two cars are the only hybrid-powered vehicles currently available on Australian market.Like Prius, the Civic Hybrid uses a combination of petrol and electric power to achieve remarkable fuel economy.It has a small 1.3-litre four cylinder i-DSI VTEC ULEV (Ultra Low Emission Vehicle) petrol engine supplemented by an ultra-thin electric motor that is located between the engine and transmission.The petrol engine produces 63kW of power at 5700rpm and 119Nm of torque at 3300rpm.Combined with the assistance of the 10kW electric motor, total power output rises to 69kW at 5700rpm and 146Nm of torque at 2000rpm, with the electric motor's extra torque instantly on tap.The Honda's power output is less than the Prius whose larger 1.5-litre engine produces 82kW in total but the Civic is the lighter of the two at 1190kg versus 1295kg.Like the Prius, the Civic employs a Continuously Variable automatic transmission (CVT) to maximise performance and economy.The shiftless system is smoother than conventional automatics with less torque loss, allowing the driver to make the most of the engines characteristics.Aerodynamic aids have also been added to achieve a low wind drag co-efficient. The Hybrid's front bumper, engine undercover, rear floor side under covers and rear spoiler are shaped to improve airflow over the car.The car also rolls on low rolling resistance 185/70 R14 88H tyres.The resulting fuel economy, Honda claims, is 5.2 litres per 100km.So far our test car's consumption seems to be a little higher than the Toyota's, with our last tank of fuel achieving 730km at a rate of 6.2L/100km, using 47.97 litres of the 50-litre tank.The Prius which averaged 5.52L/100km in the time we had it.The Honda is a very different car but equally as impressive.One thing we miss from the Prius, however, is cruise control which is not included.Contrary to popular opinion, cruise is a convenience item rather than a fuel saving device.Hybrid Civic, priced from $29,990, costs $6510 less than Prius. 

After three months behind the wheel of Toyota's Prius we thought it only right and proper to devote an equal amount of time to the Honda equivalent, the hybrid powered Civic.Honda was the first manufacturer to offer a hybrid powered vehicle in Australia with the aptly named Insight back in 2001.We were there for the historic launch and the Civic Hybrid followed in February 2004, with a second generation Integrated Motor Assist (IMA) hybrid system and the practicality that comes with of a traditional four-door sedan.By way of explanation, the futuristic Insight, while suited to the role, was anything but practical as a two-seat, three door hatch with so so suspension.Like Prius, the Civic Hybrid uses a combination of petrol and electric power to achieve remarkable fuel economy.The revised IMA system in fact scooped two categories in the 2003 International Engine of the Year awards.The Hybrid has a small 1.3-litre four cylinder i-DSI VTEC ULEV (Ultra Low Emission Vehicle) petrol engine that is supplemented by an ultra-thin electric motor located between the engine and transmission.The petrol engine produces 63kW of power at 5700rpm and 119Nm of torque at 3300rpm.Combined with the assistance of the 10kW electric motor, total power output of the car rises to 69kW at 5700rpm and 146Nm of torque at 2000rpm.This less than the Prius whose larger 1.5-litre engine produces 82kW in total but the Honda is the lighter of the two at 1190kg versus 1295kg.Like the Prius, the Civic employs a Continuously Variable automatic transmission (CVT) to maximise peformance and ecomony.The shiftless system is smoother than conventional automatics with less torque loss, allowing the driver to make the most of the engines characteristics.Aerodynamic aids have also been added to achieve a low wind drag co-efficient. The Hybrid's front bumper, engine undercover, rear floor side under covers and rear spoiler are shaped to improve airflow over the car.It rolls on low rolling resistance 185/70 R14 88H tyres.The resulting fuel economy, Honda claims, is 5.2 litres per 100km.We averaged 5.52L/100km during our stint in the Prius, so it will be interesting to see whether the Honda can equal or better this figure.Hybrid Civic is priced from $29,990 plus on- road costs. 

There has been more research, development and technology gone into this car than any other car on the road, except fellow hybrid, the Toyota Prius.But unlike the Prius, the Civic is not overburdened with extras.The Prius costs $37,990 for the "base" model and $46,090 for the "I Tech" model with all the bells and whistles.The Civic costs just $29,990. For that you get two engines – one petrol and one electric. How many vehicles have two powertrains for the price of one?The hybrid concept is that a petrol engine is assisted by an electric engine whose battery is recharged by the power of the wheels turning and the brakes working. There is no need to plug it in to recharge.And when the vehicle is stopped at the traffic lights, the petrol engine switches off, saving you buckets of money on your fuel bill.You can make petrol engines frugal, but the savings apply only when the engine is running.The savings with a hybrid are not only when it is running and the electric motor assists, but mainly when the vehicle is stopped and the petrol engine switches off.Here the biggest saving is around town, when the vehicle is frequently stopping. At least that is the theory.In practice, this Civic Hybrid failed to work properly.The electric engine cut in and assisted acceleration so that the instant fuel economy readouts never went north of about 12litres/100km even under heavy throttle.However, the petrol engine failed to switch off when at rest.There must have been some simple electronic fault because the economy switch on the airconditioning also failed to operate and when in this mode, the auto stop function is supposed to activate more frequently.It is a shame, but were it working, it surely would have been a real fuel miser, although not as much as the Prius which can run up to 30km/h on just the electric motor.But even operating in the assist and not auto-stop mode, the Honda's fuel needle hardly moved off full after several trips back and forth to the office.Honda seems to have the right idea about building a hybrid to a budget. After all, a consumer who wants good fuel economy surely also wants a good value car, not necessarily something as accessory-packed and expensive as the Prius.To this end, the Civic has no steering wheel controls, no cruise control, no traction control. But that does not mean it is a rent-a-car.Like all Hondas I have ever driven, it is refined and of the highest build quality, although the interior is looking a little old-fashioned and the instruments are hard to read in bright sunshine.It handles like a front-wheel-drive should. Not a lot of torque steer, not a lot of bonnet lift with light wheels spinning off the line.It has good body balance and does what it is told.Unfortunately, the 1.3-litre VTEC powerplant likes to rev with plenty of intrusive noise and not a lot of go-forward momentum.It needs an update and a few more shovel-loads of torque.

Welcome to the hi-tech world of Honda's Civic Hybrid, a rare model which may look similar to other Civic sedans on the road but is much more clever.Its thirst, or lack of it, is the Civic Hybrid's claim to fame. Now that we're growing accustomed to seeing $1-plus signs at servos, there is a lot to like in a car which, even when you're driving with no thought of economy, averages 5.6 litres per 100km (50mpg).That was with four adults on board most of the time, dealing with peak-hour traffic, cruising as fast as the law will allow.And despite this car's sophisticated powerplant, it is happy with standard unleaded, and obviously not too much of that.The helpful Hybrid does so well because instead of a normal Civic's 1.7 litre engine, it has a 1.3 litre unit (borrowed from the much smaller Jazz hatchback), boosted by an electric motor. Energy goes back and forth when needed.A stack of batteries hide behind the back seat, but there is no need to plug it in to be recharged. That's done by energy from the brakes and momentum whenever the car slows.Stop at a traffic light in the Civic Hybrid and everything goes eerily quiet: The engine has switched itself off to conserve fuel, but re-starts automatically when you put your foot down to drive away again.It reacts almost instantly, with just a moment's pause – a stop-start trick that impresses passengers every time.Otherwise, there is not much on the surface to give a clue to the Civic Hybrid's brilliance.Its interior is straightforward, except for an extra dial on the instrument panel with lots of busily-moving graphs which show whether the "motor assist" system is indeed assisting the petrol engine – meaning the electric motor is kicking in– or is being recharged.The Civic Hybrid has none of the gee-whiz, look-at-me factor of its only rival, the Toyota Prius. The Prius (much dearer, but using even less fuel) comes with a space-age look to match the Tomorrowland technology built into these petrol misers.In contrast, Honda's green machine looks like an everyday Civic, hiding its cleverness behind a conservative exterior.Only the keenest of carspotters will notice the small "Hybrid" badge on the tail, modest spoiler on the boot lid, different-design alloy wheels and front bumper.The Hybrid is $3000 more than a normal Civic sedan, but is better equipped – with side airbags, for example – and offers fuel savings which would pay off eventually if it was driven far enough, or the price of petrol climbed high enough.The official fuel numbers suggest the Hybrid would use about two-thirds the fuel of a regular petrol-engined Civic GLi. That sounds like a significant saving, but it still would take many years for the Hybrid owner to get ahead, cost-wise.In the meantime, they should get some warm feeling of satisfaction from driving one of the most efficient cars on the road, with almost no sacrifices.Well, it does lose the convenience of a fold-down back seat, and the boot is smaller because of the battery pack. Also, the Hybrid's spare tyre is the last-resort temporary variety.Pulling up a long, steep hill, being asked to accelerate to 100km/h against gravity, the modest petrol engine starts to sound rather busy, but it never protests. It is a Honda, after all.Instead of a normal automatic gearbox, the Hybrid has a continuously variable transmission. This helps save fuel, and makes for seamless acceleration. It works fine, just like everything else in the Hybrid.