1988 Honda Civic Reviews

This is the Brit'-built Honda Civic hatch, much more handsome than the "nanna" sedan we also get here. It's recently been value added in an attempt to attract buyers but remains a $30K proposition start price in a market that says it should be $25K. Honda Australia has sweetened the deal with extra kit like rear park sensors, climate control, multi trip computer, auto headlightsand wipers, and a style tweak from Civic Type R.The six-speed manual test car goes for $29,990 plus on roads. Five-speed auto is more, metallic paint is more and leather is more. Pay up to $35K plus on roads for a small, 1.8-litre hatch ... ouch.Legion ... Mitsubishi Lancer, Sooby Impreza, Corolla, Cruze, Cerato hatch, i30, Mazda3, Focus, Golf, SX4.Runs a 1.8-litre, SINGLE CAM, petrol four cylinder with variable valve timing. Bit of a blast from the past with only one camshaft.Pretty good actually, better with the revs up. Can fall into a torque hole if you are careless but the close-ratio six-speed box masks deficiencies. Generates a fair old din at highway speeds. Need to slip it back a few cogs to overtake quickly. Excellent gearshift, undoubted reliability.Claimed 5.7-litres/100km. We achieved 6.5 with relative ease and it runs on 91 RON so there are savings there.Possibly due to the low fuel use and linked low carbon dioxide emissions. Probably has green manufacturing credentials _ paint, recyclability, low tox' materials.Gets a five star ANCAP  rating with the recent update.Pretty good. No lumbar support adjustment is a pain in the back, protruding dash on driver's side door, driving position is good, relatively little road or wind noise penetration, decent array of luxury goodies (to offset the price).Mixed bag. Has great steering and slick sporty gearchange and sporty overall feel to the dynamics but it doesn't have enough oomph to capitalise. Average performance but looks like a hot hatch. Bit disappointing. Audio is good, has good connectivity (no audio streaming), Bluetooth phone connect is a bonus. Amazing how Honda can get such a good result from simple Macpherson strut front and elementary beam axle rear suspension.Not really.No, would buy the 2.0-litre Mitsu' Lancer SX hatch for $21K drive away including fixed price servicing.

If the previous generation Civic seemed a little cheap and cheerful the eighth generation model reignited the Civic brand. It really needed a boost given that it was then facing off against some classy European models from Ford and Holden and a number of price-driven small cars from Japan.MODEL WATCHHonda's Civic has been a mainstay of the brand since the 1970s, but most models have tended to be conservative. The eighth generation stepped away from the past with an adventurous shape and a futuristic cabin that set it apart.Only available as a four-door sedan, there was no hatch available, the Civic came in three models, plus a hybrid. For the moment we'll leave the hybrid for another day, as it really is a subject all on its own.Under the shapely new skin lay the choice of two four-cylinder petrol engines; one a 1.8-litre that put out 103kW at 6300rpm and 174Nm at 4200rpm that was fitted to the VTi and VTi-L, the other was a 2.0-litre that boasted 114kW at 6200rpm and 199Nm at 4200rpm. Both had more than enough power for the job, and they were also quite frugal.Buyers could choose between a five-speed manual gearbox and a five-speed auto. Underneath was all independent suspension, which copped some criticism. The handling was fine and grip level good, but the ride was choppy and not as comfortable as it should have been.The VTi was quite well equipped with air, cruise, electric windows and mirrors standard, along with a full-sized spare. Further up the range the VTi-L had a six-stacker CD system with MP3, alloy wheels and auto air, while the Sport had a sunroof and leather trim.IN THE SHOPHondas are generally robust and reliable and the Civic is no different. It's well engineered and well built, which flows through to its use in the hands of owners. Few issues are reported to CarsGuide, and those that are tend to be of an individual nature and not widespread. Check for a verifiable service record, Hondas need regular and proper maintenance to live a long ad happy life.IN A CRASHAll models came standard with ABS brakes and electronic brakeforce distribution; electronic stability control only became available in 2008 when it was fitted to the Sport. The base VTi had dual front airbags, but the VTi-L also had side front airbags, and the range-topping Sport had all of that plus head airbags for the best crash protection. ANCAP rated the base model at four stars.AT THE PUMPHonda claimed the 1.8-litre would average 6.9L/100km, the 2.0-litre 8.4L/100km. The latter was confirmed when CarsGuide tested the 2.0-litre Civic Sport and it returned 8.2L/100km, quite impressive for a 2.0-litre engine.AT A GLANCEPrice new: $22,990 to $31,990Engines: 1.8-litre 4-cylinder petrol, 2.0-litre petrolPower/Torque: 103 kW/174 Nm (1.8); 114 kW/188 Nm (2.0)Transmission: 5-speed manual, 5-speed automatic; front-wheel driveEconomy: 6.2 L/100 km (1.8), 8.4 l/100 km (2.0)Body: 4-door sedan Variants: VTi, VTi-L, SportSafety: 4 star ANCAPVERDICTGood looking, nice driving small car that delivers on most fronts. 3.5 stars Pros Sleek looks, frugal engines, full-sized spare Cons No hatch, choppy ride, rear visibility Price; $10,800 plusRATING3.5 stars

A little burble from the exhaust system, go-kart-like handling, the wind in your hair and a clean set of heels at the lights... that is what many office-bound men and women live for.

YOU'VE almost got to wonder, who buys all those cars? To say nothing of the SUVs and commercial jiggers.  Private owners and fleets bought almost 81,500 new vehicles last month. Of course, the usual suspects - Holden, Toyota, Mazda, Ford, Hyundai - do most business among the 50 or so brands on offer. But for every no-brainer buy there's an overlooked, if not unloved, model sitting on the lot.If you fancy a bit of vive la difference, we've unearthed some hidden treasures whose lack of popularity ought to compel the sales people to do a deal for you.Alfa Romeo 159Sales in April: 29Price:$49,990-$82,990THOUGH a non-starter in the premium sales stakes led by zer Chermans, Alfa's now five-year-old midsize sedan and wagon will be with us for another two years.Upgrades have seen it shed a bit of lard and get a six-speed automatic that works with it, as opposed to behaving like a transplanted organ the body's rejecting. Most 159s sold now are TI editions with lowered suspension and lustrous, but eminently kerbable, 19-inch alloys.Hardly the sharpest tool in the shed but, my, isn't she lovely? Gorgeous, actually.  Standard equipment levels are high, so put the acid on the dealer for a good driveaway deal.* Our choice: 2.4 JTDm auto sportwagonCitroen C5Sales in April: 16Price: $45,990-$72,990DESPITE its dashing appearance, the driving reality of this almost entirely diesel line-up can be considered exciting only if you accept boules as an extreme sport. It ain't sportif, but that's the point.What it does, in its Gallic shrugging way, is provide a classically wafty Citroen ride in a package that looks equally at home in Paris, Provence or Parramatta. The 3.0 twin turbo V6 oiler would convert an avowed petrolhead but, in Australia's Third World road conditions, isn't sufficiently superior to the 2.0-litre four potter to justify the price.* Our choice: 2.0 HDi ComfortFiat 500Sales in April: 25Price: $22,990-$33,990THING is, everyone who wants a mini 2+2 convertible goes for, well, a Mini. The irresistible new Bambino now comes with a rag top, in addition to its more stalwart though hardly less cute coupe siblings.Indeed, how much cute can you cope with? Given its level of kit and customisation options, the 500 is as much a bite-sized luxury car as a city-friendly commuting device.The current lack of an auto option in all versions across the range keeps sales to niche levels but, hey, this is a compact Italian job. Over there, even the most venerable nonna can handle a stick shift. Anecdotal evidence suggests the Fix-It-Again-Tony days are way behind Fiat.* Our choice: 1.4 Lounge manualHonda Civic HybridSales: 75-80 (since January)Price: $34,490WHILE Toyota's Prius is effectively a synonym for petrol-electric propulsion, the cheaper Honda not only looks like a car it drives like one, while returning a potential 4.6 litres per 100km. Sales are down a bit at the moment, as petrol prices are too, but an oil price spike is certain at some point. If you want a green car that doesn't make you look like Clover Moore, act soon.* Our choice: There is but oneSkoda SuperbSales in April: 6Price: From $39,990MAYBE the long Czech liftback and now wagon is just too close in essence and price to its VW Passat sibling. Maybe we don't yet "get'' big cars with small but highly efficient engines (though there's a diesel and a V6 petrol variant as well). Maybe it's a cold war hangover.Whatever it is, we're wrong. With a price realignment, the Superb offers better value, more kit, lots of space and lusher feel than the VW. It won Top Gear's luxury car of the year; the previous winner was a Rolls-Royce, for heaven's sake.* Our choice: Got to be the 1.8 turbo petrol wagon

What is a grey importIt’s a vehicle – new or used — that is legally imported outside the manufacturer’s official import channels.HistoryIn the mid 90’s the various state motoring regulatory authorities and the federal government agreed that a scheme — should be put in place to allow Australians to buy used vehicles from overseas that were never sold in Australia.  The initial focus of the scheme was performance vehicles such as the Toyota Supra Twin Turbo, and Nissan Silvia Turbo. The cars became known as grey imports due to the vast number of grey-coloured cars arriving here as they were often the cheapest available in the auction houses of Japan.  The scheme now also covers any car manufactured before 1989 as well as many people movers, and various diesel models.The rulesCars brought in using the grey import scheme must go through a compliance process on arrival in Australia to conform with ADR requirements, including changing to Australian standard tyres, emissions control gear, and AC gas.Only certain models that are in some way different to any locally delivered example are allowed to be imported under the scheme.  Any other models are hard to comply as the car must go through full ADR testing including a full crash test process.  Some regulations have been relaxed in recent years – for example, the forced replacement of every seatbelt.Why buy a grey import?Most of the models available through the grey import scheme are heavily optioned compared to comparable models in Australia.  High performance turbo engines, rear wheel steering, all wheel drive, and multi-zone climate control air were all common as early as the 90s on even basic models in Japan. Basically, if you could buy a comparable model in Australia you would have paid more-for-less.  The cult status of many grey imports also makes them appealing.  The current plethora of Nissan Skylines on Australia’s roads attests to grey imports popularity.  Choice of turbodiesel powerplants has also driven the grey market when looking at 4WDs and people-movers in car yards.Owning a grey importBack in the early days of the scheme, when grey import dealers were few and far between, it was extremely difficult to acquire spare parts for many of the plenty of spare parts dealers and many manufacturers such as Nissan are able to bring in brand new parts from Japan to suit.  There are also a multitude of specialty vehicle clubs and web forums devoted to these cars with members who are only too happy to help out with parts — or even help with entire engine swaps — for a very reasonable price.The true costsMany people fall for grey imports due to the bang-for-bucks factor.  Cars such as the Nissan 180SX offer great looks and performance for a bargain basement price in comparison to say a Subaru WRX of the same year.  The trade-off comes when you look at the lack of any service history, and possibly wound back odometers.  A full mechanical check (pre-purchase) is a must!Most non-diesel grey imports coming from Japan will require premium unleaded as the quality of fuel in Japan is higher than Australia. And like any performance car they will also need love and attention in the service department too with frequent oil changes.One of the biggest turnoffs for people looking to buy a grey import is the cost of insurance.  There have been a lot of insurers who simply cannot insure them due to their underwriters refusing them. In recent years the situation has relaxed with even heavily modified performance grey imports being insured by several big name insurers.  You should expect a slightly higher premium, or excess at least, than an Australian delivered model, especially if the ‘T’ word – turbo — is added to the end of the model name…SummaryDue to the number of grey imports in the country now and the cult status they have gained no one should be turned off buying an import.  Do your research, trawl the information, get a proper inspection and you could be driving away with a unique, and extremely well-equipped car at bargain price.Top 10 grey importsNissan 180SX and Silvia variantsNissan Skyline and Nissan Stagea Wagon variantsNissan Elgrand People MoverToyota SupraToyota Hilux SurfMitsubishi FTOMitsubishi DelicaMistubishi Evo IV and VHonda Civic Type R EP3Toyota Soarer / Lexus SC400 

So you, the driver, can choose who sits in the remaining seat. No kids in the back jabbing each other with their elbows, staring at the floor so they turn green with car sickness or whine about not be

The Civic quickly won a following after it was launched here in the early 1970s. It was stylish, economical, performed well, and was well built, the same qualities that drive Civic sales today.The Civic was never a cheap small car; those perceived qualities so loved by Australians came at a price. So much so that the Civic lost ground to its rivals as other carmakers, Mazda, Subaru, Nissan, and Toyota closed the gap through the 1980s and early 1990s.In that crowded small car arena there wasn’t as much that made the Civic stand out as it had in past times. It was still stylish and well built, but its performance was lacklustre and it was no longer as economical when those were key qualities small car buyers wanted.Perhaps the thing that brought the Civic out of the doldrums it found itself in was the arrival of the VTEC engine. With its clever variable valve timing and lift system Honda could extract quite amazing performance from a small engine. With the VTEC engine under its bonnet the Civic, particularly the performance-oriented VTi, came to life.In the blink of an eye the well-built small car was transformed. There was good reason to buy the Civic again.MODEL WATCHThe heavily revised fifth generation Civic Honda launched late in 1991 wasn’t anything to write home about. It was a little larger than its predecessor, its styling was wishy-washy without being in any way offensive, its performance was breathless, but it handled well, and was well built.The new Civic range opened with the Breeze, a bright and bubbly three-door hatch with a 1.3-litre single overhead camshaft, carburettor fed four-cylinder engine that managed to produce 55 kW at 6300 revs. It had a five-speed manual gearbox and power steering was standard. The performance wasn’t great, but the economy was acceptable.The mid-range GL came in four-door sedan and three-door hatch forms. It had a 1.5-litre single overhead cam four cylinder engine with twin carburettors, which produced 74 kW at 6300 rpm.There was a choice of five-speed manual or four-speed automatic gearboxes, and the list of standard equipment included power windows and mirrors, central locking, tachometer and an Alpine radio cassette system.This was a disappointing performer, and thirsty to boot.Top of the range at launch was the Si, which also came as a four-door sedan or three-door hatch. Power was from a 1.6-litre double overhead camshaft fuel-injected four-cylinder engine that boasted 96 kW.It too had a choice of manual or auto transmissions, along with four-wheel disc brakes, upgraded trim, and tilt adjustable steering wheel.The VTEC variable valve-timing engine made its first appearance in the four-door VEi sedan, which was released in 1993. It was a 1.5-litre single overhead cam engine configured for fuel economy. It produced 66 kW, and was offered with a five-speed manual trans only.Other standard features included a driver’s airbag, power steering, central locking, power windows and mirrors, tachometer, and cloth trim.As long as you weren’t expecting much get up and go the VEi was worth a look.In September 1993 the Civic came in for a much-needed mid-life makeover, with a raft of revisions, particularly to the engines offered.The Breeze got a new lease on life with a 1.5-litre single overhead camshaft four-cylinder engine, which now had throttle body injection, and produced 67 kW.The GLi replaced the GL with a 1.5-litre multipoint fuel-injected single overhead cam four-cylinder engine that developed 74 kW.Fuel economy continued to be the main focus of the VEi with its 1.5-litre VTEC/E engine, which produced peak power of 66 kW.If economy was a priority for the VEi, the new VTi was a breath of fresh air with the emphasis on performance. Available as a sedan or hatch it was a taste of what was to come as Honda developed it system of variable valve timing and lift.The VTi had a 1.6-litre double overhead camshaft four cylinder engine with 96 kW on tap at 6600 revs. It had plenty of low down grunt as well as impressive top end zip, endowing the VTi Civic with impressive performance.Standard equipment on the VTi included four-wheel discs, electric sunroof, cloth trim, and four-speaker AM/FM cassette sound.Driver’s side airbags became standard across the Civic range in August 1994.IN THE SHOPGenerally the trade highly rates the Civics after the revised engines arrived late in 1992. Prior to that, they say, the engines were generally thirsty and lacked performance.The VTi is highly regarded and easily the pick of the bunch. It’s got good performance while still delivering impressive fuel consumption.Performance and economy issues apart, Honda engines, as well as gearboxes, drive lines and diffs are robust and give little trouble. Rear wheel bearings are a source of trouble.The problems are mostly related to ancillaries, like air-conditioning compressors, which are a known source of trouble.There are no real problems with the Civic body, they’re well built in the first instance and stand up well in service. Same goes for the paint, which continues to shine if maintained as it should be.Check for service record, and evidence of regular maintenance.OWNERS’ VIEWSKristen Jones has owned her 1993 Honda Civic Breeze for four years, and says it has been very cheap to run, and easy to drive and park. She has had no problems with it and would happily recommend it.Debbie Williamson bought her 1993 Civic GL new, and has now done 210,000 km. She says it is reliable, comfortable, economical, attractive, and roomy, is easy to drive and to this point has had nothing go wrong.Jim Liaskos has owned his 1994 Honda Civic manual GLi for 10 years. It has now done 240,000 km, and he says it handles well and is very economical. Apart from normal service items, he has replaced the front wheel bearings, the clutch master cylinder, noisy gearbox bearings, thermostat, and the brake master cylinder.LOOK FOR• good build quality• robust and reliable mechanicals• poor performance and fuel economy prior to 1991 engine upgrade• noisy rear wheel bearingsTHE BOTTOM LINEThe Civic was struggling to live up to its reputation before the revised engine range arrived in late 1991, and improved both its performance and economy.RATINGPre-1993 – 60/100; Post-1993 – 75/100

The Honda Civic stood apart from the rest of the small car crowd from the moment it hit our shores in the early 1970s. It was the small car for buyers who could afford a little more than was being offered by other carmakers.Honda was quickly able to establish a reputation for quality and design innovation that set it apart in the eyes of small car buyers.With each new generation Honda was able to build on the reputation established by pervious models.Every new generation offered an attractive blend of quality, style, packaging and price, and the sixth generation that arrived here in the mid-1990s was no different.MODEL WATCHThe Civic that hit our shores late in 1995 was the sixth generation of the small Honda, and took it to a whole new level of quality, refinement and performance.The fifth generation, while maintaining the things that made the Civic so appealing was criticized for its packaging, noise level and ride. It was even rated below rivals like the cheaper Toyota Corolla. Clearly Honda had some ground to recover with the sixth generation.Honda had obviously heard the criticisms and answered most of them with the new car. The style and build quality that was so well liked was carried through, but with much improved packaging and refinement. The interior noise levels in particular were much lower than those of the earlier model.There were three body styles in the new Civic range. There was the Japanese-sourced three-door hatch and four-door sedan and a coupe that came from America.All three were based on a modified version of the previous model sedan’s platform, which retained the sedan’s longer wheelbase.That meant the hatch grew in wheelbase by 50 mm, which resulted in rear legroom and much needed passenger comfort. It was also higher and that also made it a more comfortable place to be.The sedan body was also reworked, but in a less obvious way. It was 55 mm longer than the previous sedan, 38 mm of which was used to increase rear legroom, with five mm added to the legroom in the front.Under the bonnet the sixth generation Civic had a choice of three 1.6-litre four-cylinder engines and all delivered better performance than those in the earlier model.They started with a single overhead camshaft unit that punched out 88 kW at 6400 revs and 144 Nm at 5000 revs in the CXi and GLi models.There was also a choice of two VTEC variable valve-timing engines. The opener was a single overhead camshaft unit that gave similar performance to the base 1.6-litre, but was configured to work with Honda’s the new Continuously Variable Transmission (CVT) and optimize fuel consumption.The ultimate performance engine was the double overhead camshaft VTEC engine that thumped out 118 kW at 7600 revs and 148 Nm at 7000 revs. The notable thing about this engine was that it delivered 100 horsepower per litre, a benchmark for engine performance.Honda offered three transmissions in the Civic, the CVT, a regular four-speed auto and a five-speed. The CVT was available in the VTi, the auto in the CXi and GLi, and the manual in the CXi, GLi, VTi and VTi-R.The three-door hatch was offered in CXi, GLi and potent VTi-R models, while the sedan came in GLi and VTi variants.IN THE SHOPMechanics hate Hondas. Not because they’re a bad car, but because they don’t break down. It’s hard to make a living when the cars you’ve chosen to specialize in rarely arrive on the back of a tow truck.Honda engines are generally bulletproof, but look for a service record showing they’ve seen the inside of a service shop as required. Regular oil changes are necessary to avoid the expensive build-up of sludge that can cause the demise of any engine, but Honda engines in particular.Likewise the gearboxes, which stand up well, but the auto likes the Honda-recommended oil. Straying from the Honda oil may save a few bucks, but it can lead to troubles down the road.Bodywise the Civic copes well. It’s a solid little car that generally stays rattle free as the kays mount. Obviously look closely for the telltale signs of a bingle; mismatched paint, sagging doors, boot lids or hatches.The Civic interior also copes quite well with our harsh sun. The general fit and finish is of a high quality, the parts are durable, and the trim seems hard wearing.IN A CRASHRigid bodies provide a stable platform, on which Honda built a car that was agile and responsive, which enhanced primary safety when it came to avoiding a crash,Only the VTi sedan and VTi-R hatch had the protection of anti-lock brakes.Driver airbags were standard across the range, with the VTi and VTi-R also boasting a front passenger airbag.OWNERS SAYMarilyn Gardiner intended to keep her 1999 Civic GLI sedan for three years, but it is so stylish and has been so reliable in 106,000 km she hasn’t been able to part with it. Unlike the 1989 Holden Astra she owned before the Civic, which was called the mystery car because she never knew when or where it would let her down, the Civic has been totally reliable. The Civic lacks the zip of her Astra, but doesn’t cost much to run. Her only criticism is of the Honda colours, which she says are boring.The CXi three-door hatch Geoff McDonald bought new in 1997 is still his prime mode of transport. Honda dealers have regularly serviced it and the only expense he’s incurred other than filters and plugs in 10 years and 115,000 km is a replacement light bulb costing $5. The car is as good as new in terms of performance and consumption, the body is perfect, and the paintwork is excellent. The McDonald family has collectively owned six Hondas and all have been equally reliable and trouble free.LOOK FOR• chunky styling• decent interior roominess• agile and responsive handling• standard drivers airbag for safety• zippy VTi-R hatch• low fuel consumptionTHE BOTTOM LINEWell-built, good-looking small car that shows no signs of ageing with the passing years.RATING85/100

Toyota has trumped that by coming up with a car that everybody gets to pay for, even if they don't want it.European carmakers, whose fuel efficiency is measured by each model, bitterly refer to Prius as a case of `greenwashing'; relentless promotion of a single eco-friendly model to obscure the relative unfriendliness of the wider model range. It certainly suckered our Prime Minister, who fell over himself to give Toyota $35 million to build a token 10,000 hybrid Camrys at Altona, which Toyota was going to build anyway.Still, it could be worse. You could be a Victorian. They've stumped up another $35 million in tribute to Toyota. If it ain't easy being green, being seen to be so is certainly expensive. This has also obscured some highly pertinent rivals, not the least of which is the car you see pictured on this page, one that also uses petrol/electric propulsion.We were keen to re-try Honda's Civic Hybrid given a bunch of the Toyotas are used in News Limited’s company fleet. The drivers reckon they're averaging five litres per 100km; worse than Toyota's claimed 4.4L, but exceptional in any of our capital cities where traffic flow is approaching permanent gridlock. Resembling a prop rejected from The Jetsons as too silly-looking, it's eco-self-consciousness in the extreme. Which is why the likes of me tend to call it the `Pious'.The antidote, we thought, might be the Honda — a car that despite being five grand cheaper than the least-expensive Prius has inspired almost no notice since its introduction two years ago. Yet recently it made a list of Australia's 10 most fuel frugal cars, the best of which was the Fiat 500 diesel. That lack of attention is due in no small part to the fact that Honda's Civic Hybrid looks entirely normal.Aside from the discreet badging and low-wind-resistance wheels, it could be ... well, any Civic. So, while Honda's next generation hybrid gambit (a circa $25k-priced five-door that could make it here as early as 2011) is more distinctive, the Civic is not a visual statement for the greener-than-thou. Rather, it's pleasingly anonymous. That sense of anonymity holds within. Whereas in Prius the state of the electric battery's charge is conveyed by a lurid, psychedelic light-show display, the Civic tells all you need to know via a simple (and non-distracting) gauge on the dashboard.And as with the standard issue Civic, this dash is something of a modern design classic, with that prominent digital speedo that's always within the lower part of the driver's field of vision.This is indeed a welcome fixture these days, when you need to drive with eyes glued to your instruments rather than the road if you want to retain your licence. And there is actually a passable chance of speed infractions occurring in a Civic Hybrid.It's driven by an 85kW 1.3-litre four cylinder teamed with an electric motor that produces combined torque of 170Nm. Although both Civic and Prius have electric motors that recharge as brakes are applied, below 40km/h or so, Prius hums along on voltage alone.While the Civic's engine cuts once you're halted, it re-engages with a lurch and a thunk when the go pedal is pressed. So while Prius uses the petrol engine to assist electric propulsion, the opposite is true of the Civic. In essence the Honda gets off the line and generally handles like its Civic siblings as opposed to the dynamic bowl of custard that is the Prius.But — and it's a big but given the hybrid's raison d'etre — the Honda's mode of propulsion results in greater cost at the pump. Honda claims 4.6 litres per 100km. Sorry, but even with a feather touch on the pedal we could manage no better than 6.8 litres per 100km and worse in heavy traffic.Audi's newest A3 hatch, the 1.9TDIe, has achieved extraordinarily low figures: sub-four litres per 100km (in the contrived circumstances of economy runs), and in our testing was even better than the Civic in the city by up to a litre. It is better than both hybrids on the open road.Still, the Civic Hybrid's return is far from poor for a small-medium car that can carry a family. But most of the population is city-bound and forced to drive by a public transport system that is diminishing in proportion to the increasing population.It is urban consumption figures that count and by that measure the Civic Hybrid doesn't quite deliver like its humming rival. But at least you don't have to pay for it if you don't want it.Don't believe all the hybrid hype.

Only 100 cars are presently confirmed for owners in the US, but the head of Honda Australia, Yasuhide Mizuno, is keen to also see it in local showrooms.The FCX was displayed as a concept at last year's Melbourne Motor Show but now, with production about to begin, Mizuno is planning a local future for the car.“We want to bring it, if the research and engineering allows it,” Mizuno says. “If the infrastructure is set up then we have some opportunity to sell it here. Now we are just considering. We are talking with the product planning team at Honda headquarters.”Mizuno says there are problems but, just as Honda Australia made an early dive into hybrid cars with the Insight, he is keen.“Production capacity is one of the issues,” he says. “Specification is another issue. Australia is quite a tough country, so we have to consider the weather.”While Honda Australia is chasing the FCX, Mizuno confirms a big year in 2008 with new models. He adds; “This year is the Accord, Accord Euro and the Jazz. Also there will be a minor model change for the Legend.”The Accord will hit the road in February, while Honda is forecasting 12,000 sales for the Jazz as it aims for another record showroom results.Mizuno says Honda Australia is benefitting by importing cars from Thailand, which has a Free Trade Agreement with Australia, though it has to pay the bills in Thai baht through US dollars. More cars will be coming from 2009 as production of the CR-V and the Civic is transferred to a new Thai plant.He says the exchange rate is a problem for Honda Australia, but has no plans to chance sourcing or to go to the US for the Accord.“The Thai baht is still very strong,” he says. “But mostly the Japanese manufacturer can enjoy the declining yen and the high Aussie dollars.”