REVIEW: Honda Civic e:HEV RS in Malaysia – 2.0L DI, hybrid 184 PS/315 Nm tops FE range, RM166,500
Hybrid cars always get the short end of the bar. In their infancy, they were often viewed with distrust by regular gas-powered dieters, who viewed the inclusion of batteries – and the accompanying electrical equipment – with distrust, allowing them a spacious berth.
Now, like the latter is no longer a big deal, should be ridiculed by the all-electric clean-everything-must-be spanked crowd. After all, if you’re going to be clean and efficient, the BEV is definitely the way to go.
Well, not quite, at least not quite yet. There’s still room for what’s essentially neutral, though it can be oppressive. In less developed markets, this is perhaps the best temporary solution in terms of providing fuel-efficient and low-emission engines. In more sophisticated technologies, this technology can serve as a neat bridging measure for those who want to experiment with electrification but are still nervous along the way, providing natural comfort. fossil fuels — and zero range anxiety — to return to.
Based on this rationale, quite a few automakers are continuing with such an approach, including Honda, even as they are gradually transitioning to a full-blown green operation. For the Japanese automaker, hybrids remain relevant, as shown by the strong push for the format as the top models in its lineup in the region.
Locally, the city car And roadster paved the way for e:HEV, as the automaker flagged its technology and the latest to join the party, a hybrid version of the Civic, has created Officially launched in November last year. We’ve seen the Civic e:HEV’s speed capabilities on the straight and On the race, but what about driving on the road? Suggest a session of driving south and back to answer that question.
Same presentation, in general
First, a summary of the hybrid’s specs, available as a single RS variant. That suffix means the same treatment for external styling as Supercharged RSwith a few tweaks to give the car its own flavor.
Their differences aren’t so obvious, with the 18-inch (or 10-spoke, two-tone) 5-spoke wheels it comes with providing the quickest means of identifying the vehicle from the side and quarters, while a single exhaust finisher provides the main visual cue from the rear.
Take a closer look and you’ll notice the smaller differentiating elements, namely the blue accents on the Honda logo as well as the e:HEV emblem at the rear as well as additional chrome details, to be found. on the front grille, the interior trim of the headlights and the window surrounds. insert.
Move inside and it’s the same story, with the only difference in presentation being the inclusion of a 10.25-inch full digital instrument display, dual-zone air-conditioning, wireless charger Qi cord and Honda smart key card, not found on petrol versions E, V and RS.
On the other hand, the Civic e:HEV has the same set of accessories as the petrol RS, such as a black interior, rear AC vents, 9.0-inch touchscreen, Advanced Display Audio infotainment system with wireless Apple CarPlay as well as Remote Engine Start. Likewise, the layout of the cabin, the presentation is clearly a number of differences compared to the 10th generation FC.
Look at technology
The Civic e:HEV features the most powerful version of Honda’s Intelligent Multi-Mode Driving (i-MMD) system, which combines the operation of an electric motor and a gasoline engine. The latter is a 2.0-litre, naturally aspirated, Atkinson-cycle four-cylinder engine that acts primarily as a generator and powers a 72-cell battery (1.05 kWh capacity). integrated in the Intelligent Power Supply (IPU).
While similar in displacement to the engine in the Accord Hybrid, the engine is new and features direct fuel injection, with tweaks resulting in the engine being 41% thermally efficient, which the company Said to be one of the tallest engines on production vehicles. The new DI factory delivers 143 PS (141 hp) at 6,000 rpm and 189 Nm of torque, slightly higher than Thai version (141 PS and 182 Nm) thanks to our better fuel quality.
An electric motor handles most of the propulsion duties, although the engine can provide direct drive – via a locking clutch – at higher speeds for better efficiency. The e-motor delivers 184 PS (181 hp or 135 kW) and 315 Nm of torque from 0-2,000 rpm in the output manner, sending power to the front wheels via a continuously variable transmission. electrical continuity (E-CVT).
Incorporating hybrid components means it’s heavier than the Turbo – at 1,445 kg, the Civic e:HEV is about 100 kg heavier than the heaviest petrol version, the V, which weighs 1,349 kg.
Despite the added weight, the hybrid is a faster car. Performance figures include a 0-100 km/h sprint time of 7.9 seconds and fuel consumption of 4.0 l/100 km, both improvements over the petrol RS’ 8, 5 seconds and 6.3 liters / 100 km. Top speed is identical to turbo at 200 km/h.
Advantages of “electrification”
Proof of that speed was shown in real-world conditions last year, when the car was preview in Sepang before the official launch. On the track, the hybrid clearly outpaced the turbocharger – which isn’t necessarily a bad thing – in both of the day’s sprint tests, which is the one with maximum acceleration from the get-go. 60 km/h from the pit lane exit and a drag race from a standstill to 100 km/h, the last of which was longer than a car.
That ready-to-go nature continues on the road, although less noticeable when viewed individually and at medium speed. It’s only when you drop it on the floor that the e:HEV feels a bit more responsive to the throttle than the turbo, its movement up the speed range a bit faster.
Unless you’re a leader, of course, that’s really not why you’d choose a hybrid, and so the real draw is how it performs overall and how fuel-efficient it is. its throughout its service life course.
First, the hybrid behaves like a regular Civic in straight-road conditions – it operates in a similar fashion to a turbo, the presentation is once again very Continental in its description. It. Likewise, passenger comfort levels – we were in the car for over 18 hours in our two days of driving and the front seats in particular were very good.
In terms of handling, the hybrid leads. This was briefly hinted at during the Sepang session, where it felt stiffer in corners (and at higher speeds) and reinforced during on-road driving, especially felt at speed on the more windy B segments like the Kluang to Desaru section of the drive. Here, the hybrid feels better composed in the way it is tracked and placed.
In this regard, the extra weight is imperceptible, cleverly concealed by a 50:50 distribution across the entire platform and also through a revised spring and damper ratio to ensure that the handling and dynamic aspects of the Civic are preserved. The 10mm lower center of gravity probably helps the cause, too.
Retaining the common character from the turbo also means that everything else besides it comes out, for better or worse. Although vibration levels and harshness are mitigated, noise (tire/wind) remains an issue that can be improved, especially evident at higher speeds.
Of course, the real problem lies in fuel consumption, which is why one would want a car like this in the first place. Unsurprisingly, the margins are naturally better than with the independently turbocharged petrol engine. Under the most extreme operating conditions, the best fuel economy can be described as astounding.
For the journey to Johor, Honda Malaysia chose to include a fuel test challenge from KL to Kluang starting point (ending in Melaka due to the incident below). Take on an eco challenge with the automotive press in five cars and you’ll see where this is headed – think the AC is off, most windows are fully open, and even both the rearview mirror folds down as well as pulls the truck for assistance, all at 80-90 km/h, and that’s the recipe for unreal FC numbers.
The winning car finished with a result of over 31 km/l, and two other third-placers not far behind, all with numbers that no one sane should try to imitate. Our car was the only one with the air conditioning on (and at 20°C, mind you) and drove normally, within the convoy’s speed limits.
As such, it represents the kind of number you can get if you’re a relatively sane eco-warrior, in this case the low 26.8 km/litre. No wonder we ranked last out of the five cars. More practically, this has dropped to 18.6 km/l over the entire driving journey, covering a total of more than 900 km and including a mix of urban and urban mobility, does not take into account the overall fuel economy.
To hybrid, or not?
Without a doubt, the Civic e:HEV is a capable vehicle. It’s quicker when going straight and into gears quicker than the turbocharged engine, handling well and handling better at higher speeds on tighter, twistier roads despite carrying more weight. It’s also more economical from a fuel consumption standpoint, and you get a little more benefit than a conventional turbocharged FE.
Unfortunately, it all comes at a price, in this case an extra RM16k tuning over the petrol RS. In RM166,500 (on the road, no insurance), hybrids don’t come cheap, not when you can get your hands on a turbocharged RS for RM150,700, which in itself is questionable if you look at the previous generation equivalent. there . However, if you’re focused on a Civic and can stretch it out, then you should check out the e:HEV, because it’s the civilian FE line of choice here.
