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Published on September 12, 2007

For one thing, one's job relies purely on people continuing to buy cars. But more cars mean more atmospheric pollution, more greenhouse gases, global warming and all the rest of those things that keep people awake and anxious at night.

Little wonder we welcome the automotive journalists' knight in shining armour (at least until fuel cells arrive), the hybrid automobile. The word "hybrid" is normally used when referring to the offspring of two different species, and hybrid vehicles usually combine an electric motor and a petrol engine. They use a complex exchange of energy generation and propulsion power to save on fuel consumption. The process is a constant juggle between shutting the engine off, using the electric motor for acceleration and recharging the batteries while braking.

There are a handful of "grey-market" hybrids that can be bought in Thailand, such as Toyota's Alphard, Prius, Estima and Harrier models. Officially though, you won't find them at any regular distributors. Toyota imported a few Prius hybrids as a technological showcase, but they were not for sale. Tested here is the Honda Civic Hybrid, imported by Honda to show off its "green" side.

Honda's policy on hybrids is that they don't need to look distinctively different from its other models, so the Civic Hybrid can only be recognised by an experienced eye. The only obvious difference is the aluminium-alloy wheels, a black antenna and the hybrid badge on the rear. You'd think that at least in the interior Honda would have been more flamboyant about the New Age technology hidden beneath the bonnet, but even here there's not much difference, except for the "CHRG" and "ASST" bars on the instrument cluster, along with a cool-looking "Integrated Motor Assist IMA" sign. There is also an air vent behind the passenger seat that helps to keep the batteries cool.

I take an unobservant girlfriend into the car, and she asks me, "Why have you ended up with the Civic again?" This is how secretive Honda has been about its hybrid technology. The fact is, over the three-day experience with the car, I almost forgot it had a Bt2-million price tag. There were no turning heads, no surprised stares, and I felt sure it would go unnoticed at an alternative-energy rally. If the Toyota Prius is the hybrid for demonstrative environmentalists, then the Honda Civic Hybrid is for loners.

So how much greener is the world because of the Civic Hybrid? And is it a lethargic sloth or actually a worthy consideration if you are shopping for a hybrid? It is, in fact, a very nice car, mainly because the standard Civic is a good car. You can only make things better if you start with the best. There is plenty of interior space, both up front and in the rear. The instrument cluster is futuristic, and the driver-oriented centre console is as good as ever.

It is when you are on the move that you realise that the car is what it is, a hybrid. Picking up speed is not a difficult process with the help of the electric motor, although it might be considered loud because of the continuously variable transmission. Since there are no actual gear changes but rather a gradual increase in the gearing, reaching speeds of 120kph is quick, and you can go beyond 140kph if you're looking for green thrills, but I wouldn't recommend it. Honda knew that the Civic Hybrid was not for spirited drivers, so handling at speeds above 100kph can be shaky. However, comfort seems to have improved on the bumps and cracks of Bangkok's roads.

It's in stop-and-go traffic that you feel the pinch of driving a hybrid. The Civic shuts off its engine every time a heavy foot is applied to the brake at low speed. If the foot is taken off the brake pedal, the engine restarts with a little shudder that can be felt over different parts of the car, and there is a delay before the cars starts to move. Unlike the Toyota Prius, the Civic Hybrid cannot run on its electric motor alone and always requires the petrol engine to be running while in motion. Floor the accelerator, and all the bars on "ASST" will light up. Let off the pedal completely, and the electric motor that helped accelerate the car will switch its role to that of a generator, delivering energy back into the batteries, and all the bars on "CHRG" will light up. Another indicator shows the amount of charge left in the battery at any time, and you can measure the success or failure of your environmental spirit by trying to keep this indicator at its maximum.

The Civic Hybrid expects you to react somewhat slowly. I say this because of the braking set-up. The brakes are set deep, and getting a reaction from them means hard prodding. This is mainly because the initial pedal action is used to begin power regeneration. This absorbs a minimal amount of energy that is too small for you to lose confidence in the braking system. It is a small price to pay for the car's reduced emissions of carbon dioxide when accelerating later.

In terms of fuel economy, you'll get figures like 16-18 kilometres per litre in the Civic Hybrid when on the highway, but that figure drops down to 10-13km per litre when driving in the city. Since the Civic Hybrid requires that the petrol engine be started for even slight movements, it is best suited to traffic jams that are stalled for long periods rather than very slow-moving traffic, which uses up more fuel.

The Civic Hybrid is definitely a worthy competitor in the hybrid world, but then there is the constant memory of its slightly better arch-rival, the Toyota Prius. The Civic Hybrid is fine for those who want no driving drama but wish to achieve a state of bliss in the knowledge that they're helping to slow down climate change.

Specifications:

Honda Civic Hybrid

Engine: 1.3-litre V-TEC with electric motor

Displacement: 1,339cc

Compression ratio: 10.8:1

Maximum power of engine:

95hp at 6,000rpm

Maximum power of electric motor:

20hp at 2,000rpm

Maximum torque of engine:

126Nm at 4,600 rpm

Maximum torque of electric motor:

106Nm at 1,160rpm

Transmission: Continuously variable

transmission.

Brakes (front/rear): Power-assisted

ventilated front disc/rear drum with

ABS and integrated regenerative braking.

Dimensions (mm)

Length: 4,545

Width: 1,750

Height: 1,430mm

Wheelbase: 2,700

Wheels (front/rear): 15-inch alloy

Tyres (front/rear): P195/65 R15

Weight: 1,324kg

Price: Not available

Importer: Honda Automobile Thailand

Tel: (02) 744 7744

Vijo Varghese

 The Nation

Ultimate in Luxury

The Luxury LS 460 is a wonderfully comfaortable car fitted with all mod cons, althoough not necessarily the most fun vehicle to drive.