Review

After the 2009 refresh, the Civic Hybrid rolls into 2010 with no changes.

-Model Reviews

The Civic Hybrid is only available in a sedan model. It is powered by a 1.3-liter four-cylinder gas engine and a light-weight, brushless electric motor that is sandwiched between the engine and the CVT transmission. Combined, the gas engine and electric motor produce 110 horsepower and close to 45 mpg on the highway. Standard safety features include anti-lock brakes, six airbags, tire pressure monitoring system and active front head restraints.

The Civic Hybrid is the flagship example of Honda's hybrid technology in an efficient practical package. It is based off the regular gas-powered Civic that has been a best seller in the compact car market for years.

Assembled In

Alliston, Ontario, Canada; East Liberty, Ohio; Greensburg, Indiana; Suzuka, Japan.

-New Car Test Drive

Comparison

Honda?s hybrid system is more simple and compact and is more easily adaptable than the Toyota system to different vehicles.

-CarsDirect

[The Civic Hybrid] has a weakling 20-hp electric motor, whereas the Prius's makes a robust 67 horses, so it's better able to move almost 3000 pounds off a dime.

Driving Impression

EPA fuel economy estimates are 26/34 mpg City/Highway for the five-speed manual, 25/36 mpg for the five-speed automatic, and 21/29 mpg for the Si six-speed manual.

-New Car Test Drive

The 1.8-liter engine that comes standard is rated at 140 horsepower and 128 pound-feet of torque.

The Civic GX is powered by a dedicated natural gas version of the Civic's 1.8-liter i-VTEC engine.

The Civic Hybrid and Civic GX are classified as Advanced Technology Partial Zero Emissions Vehicles (AT-PZEV) by the California Air Resources Board CARB.

The EX-L, Hybrid, and Si models come with electronic stability control, and the Si features larger front brake discs.

The five-speed automatic is just that, a select-it-and-leave-it transmission, and it does the job admirably.

The five-speed manual gearbox is a bit rubbery in the shift feel, and hitting the desired gear sometimes requires careful aim.

The Hybrid's CVT automatic takes some getting used to, as the shiftless transmission leaves the tachometer needle roving seemingly aimlessly around the dial while the engine management system's electronic brain works to keep the engine speed at its most efficient given road speed and load.

The Si engine is powerful.

The Si Sedan is almost as much fun as the Si Coupe.

A helical-type, limited-slip differential enhances traction in slippery driving situations.

Around 6000 rpm the engine delivers a power surge as the i-VTEC's variable valve mechanicals shift emphasis from torque to horsepower.

Because it produces close to zero regulated emissions, buyers are eligible for a $4,000 federal tax credit.

Because the electric motor develops its peak 20 horsepower and 76 pound-feet at different speeds (2000 and 1160 rpm, respectively), Honda rates the combined power more conservatively than simply adding the peak numbers together.

But consumers can buy the GX only through certain qualified dealers in New York and California, although it is available to fleets nationwide.

By itself it produces 93 horsepower at 6000 rpm, and 89 pound-feet of torque at 4500.

Currently, natural gas is approximately thirty-five percent less expensive than gasoline when purchased at a refueling station, and can be more than 50 percent cheaper than gasoline when supplied by a Phil.

Hard acceleration is often accompanied by torque steer, a tug on the steering wheel.

Honda rates the combined output of the Hybrid's electric motor and 1.3-liter gasoline engine at 110 horsepower and 123 pound-feet of torque, on regular unleaded.

Its 1.3-liter gasoline engine features the same i-VTEC technology as the other Civics, albeit with eight valves instead of 16.

Refueling is simplified when you opt for Phil, an optional home refueling appliance sold through select Honda dealers in California.

So, it's a little slower in acceleration, although it takes a stopwatch to notice.

Steering response isn't quite as sharp, either.

The 2.0-liter Si models feature 197 horsepower and 139 pound-feet, thanks partly to a high-compression cylinder head that demands premium fuel.

The brake feel is solid as well.

The Civic GX is the only vehicle certified by the EPA to meet both Federal Tier 2-Bin 2 and Inherently Low Emission Vehicle (ILEV) zero evaporative emission certification standards.

The exceptionally stiff chassis gives the Civic a solid and planted feel.

The Hybrid can deactivate up to all four of its cylinders and operate using only its compact (just 70mm wide) electric motor in certain low-speed situations.

The Hybrid earns a 40/45 mpg rating, the GX a gasoline-equivalent of 24/36.

The LNG-powered GX rates 113 horsepower and 109 pound-feet.

The long wheelbase smoothes the ride.

The sedan rides on a wheelbase that's two inches longer and is a bit heavier (by 59 pounds).

Thoroughly modern front and rear suspension designs deliver impressive stability and certain steering response.

We do wish, though, that Honda would insert a tab below the D setting in the gate, as we sometimes shifted past it when shifting out of Park or Reverse and ended up in the D3 notch.

We found ride quality in the Honda Civic solid but not overly firm, with less road noise and wind whistle than is common for the class.

We like driving Honda Civics.

Interior

Cargo space, at 12.0 cubic feet, trails the class leaders by a couple of cubic feet.

-New Car Test Drive

Centered in the dash above the climate control panel is a stereo control head with the pertinent accoutrements; unless you order navigation, in which case this space is shared by an LCD window combining the navigation display with audio settings.

Controls are for the most part where they should be, but not necessarily as they should be.

Seats are comfortable, not plush.

Sedans share the coupe's three-spoke steering wheel (with spokes at the 3, 6, and 9 o'clock positions), which matches the spacey interior theme just as well. The Civic navigation system includes Bluetooth HandsFreeLink, a wireless telephone interface that works with Bluetooth-enabled mobile telephones for hands-free operation via steering wheel-mounted controls.

The dash itself seems endlessly deep; draped across its top, in front of the driver, is a hooded opening with a digital speedometer between LCD coolant temperature and fuel level gauges.

The view out the front, with the expansive windshield, low cowl and sloping hood, is unparalleled in the class.

There is no center stack to speak of, which otherwise might tie together the dash and the floor-mounted controls.

To the right of this squished pod-like arrangement, the dash curves away from the front passenger and houses two more horizontally oriented vent registers; again, neither of which matches the other.

When it comes to interior room, the Civic coupe and sedan are competitive with other cars in their classes.

A commensurately low beltline would enhance side vision, but otherwise there's little about which to complain.

A magazine pouch is on the rear of the front passenger's seatback; on the Hybrid, there's one on the driver's seatback, too.

A wide, but not especially deep glove box resides below a cabin-wide, clam shell-like notch dividing the upper and lower halves of the dash.

Aft of this on all but the DX is an abbreviated, padded armrest covering another storage bin, inside of which on the EX, EX-L, Si and Hybrid is a second power point.

Almost oversize rear doors provide easy rear-seat access.

Another shallow cubby is tucked in between the shift lever housing and a pair of seat bottom-level cup holders under a sliding cover.

Architecturally busy interior door panels could be friendlier to fingers in terms of grips and pulls, but armrests provide good support at the right level.

But the bench seats in the rear are flat and do little to keep passengers in place in twists and turns.

Despite the seeming logic of the two-tier instrument display, we still haven't adjusted to the resulting weird pod draped over the top of the dash.

Down below, in the more common place for instruments, a large, round, analog tachometer dominates the view through the top half of the steering wheel, with warning lights to either side.

Each door has a hard plastic map pocket.

Fit and finish meet Honda standards.

Forward of the metallic-trimmed block of plastic serving as a base for the hand brake and shift levers is a good-sized, rectangular storage bin.

In the Hybrid, a selection of graphic depictions of the power system's functions and status occupies the same location.

Instead, below the climate control panel is a shallow storage bin with a power point and an audio input jack on the left side.

Instrument lighting is blue on most models but red on the Si models.

It's not an unpleasant look, but one that requires some acclimation.

Outboard of this display are large, irregular vent registers.

Plastic trim elements look high-grade, although the multi-piece dash invites concern about high-mileage squeaks and buzzes.

Seat bottoms provide better than average thigh support.

The DX edges more toward spartan inside, while the EX heads toward lush.

The Hybrid gives up an additional 1.6 cubic feet to battery and such, while the GX loses fully half its trunk to fuel storage.

The manual height adjustment on the driver's seat pivots on front hinges, forcing drivers to choose between seat height and legroom.

The Si models get sport front seats with synthetic suede upholstery and more aggressive bolsters both bottom and side for improved support.

There's little symmetry in organization or shape of features and interfaces.

Tiny front quarter windows on the sedan, necessary to allow the front door windows to roll all the way down, push the side rear-view mirrors a bit too far rearward for quick and easy glances at neighboring lanes.

We find the Civic LX sedan the most comfortable model.

Introduction

For 2010 the Honda Civic line is essentially unchanged from 2009 when the styling was freshened.

-New Car Test Drive

Inside, all Civic models are pleasant, attractive and inviting.

The Civic comes standard with side-impact airbags and other safety features that are optional on some competitive models.

The Civic GX sedan uses natural gas for fuel.

The Civic Hybrid sedan is powered by a 1.3-liter four-cylinder engine coupled with a permanent magnet electric motor and a continuously variable transmission.

The sporty Civic Si coupe and sedan share a 197-horsepower engine, six-speed manual transmission, four-wheel disc brakes, and supportive sport seats.

Available technology features include Bluetooth HandsFreeLink on Navigation-equipped models, and a USB audio interface on Civic EX, EX-L, Hybrid, and Si.

Natural gas is available to residents of California and New York and is used by fleets elsewhere.

The Civic was last redesigned for the 2006 model year.

The Honda Civic continues to hold its position at the top of the compact class, thanks to innovative styling, refinement, reliability, and a broad model line that ranges from the eco-friendly Civic Hybrid to the racy Civic Si.

The Hybrid model features dramatically reduced emissions, and it delivers an EPA-rated 40/45 mpg City/Highway.

Vehicle Stability Assist, which is Honda's name for electronic stability control, is standard on the Civic EX-L, Hybrid, and Si.

We've found the Civic to be comfortable in which to ride, nice to drive, and with ample windows that provide outstanding outward visibility.

Lineup

The Civic DX coupe ($15,455) and sedan ($15,655) are the base models.

-New Car Test Drive

The Civic EX coupe and sedan ($19,455) add a power moonroof; variable-speed intermittent windshield wipers; a second 12-volt power outlet; a 60/40 split folding rear seatback; and outside temperature indicator.

The Civic EX-L coupe and sedan ($21,005) add leather seats with seat heaters, leather-trimmed steering wheel and armrest, heated mirrors, and Vehicle Stability Assist and Brake Assist.

The Civic GX ($25,340) is essentially an LX sedan with a 1.8-liter engine powered by natural gas.

The Civic Hybrid sedan ($23,800) features a continuously variable automatic transmission (CVT), automatic climate control, a roof-mounted radio antenna, a rear decklid spoiler, and hybrid-pertinent digital data displays.

The Civic LX coupe ($17,405) and sedan ($17,605) add cruise control with steering-wheel-mounted controls; power door locks with keyless entry; center console with sliding armrest; overhead map lights; express up/down for the driver's power window; and P205/55R16 tires.

The Civic Si coupe ($22,055) and sedan ($22,255) are performance models, powered by a 197-hp, 2.0-liter four-cylinder engine.

A five-speed automatic ($800) is optional.

Both coupe and sedan get the 350-watt, seven-speaker stereo.

Brakes are disc in front, drum in rear.

Brakes upgrade to four-wheel discs.

Buyers wanting a radio must supply their own or order from the dealer, but a rear window-integrated radio antenna is standard.

Civic DX, LX, and EX models share a 140-hp, 1.8-liter four-cylinder engine with a standard five-speed manual transmission.

Fog lights come standard.

Inside are synthetic suede sport seats, a leather-wrapped steering wheel, and an aluminum shift knob.

It comes only with a five-speed automatic transmission.

Other go-fast goodies include a limited-slip differential, sport suspension, Vehicle Stability Assist with traction control, and P215/45VR17 tires on 17-inch alloy wheels.

Packages include high-performance tires for the coupe ($22,255) and sedan ($22,455); XM and navigation ($24,055 and $24,255); or all of the above ($24,255 and $24,455).

Standard equipment includes power windows, tilt-and-telescope steering wheel, height-adjustable driver's seat and fold-down rear seatback.

The Civic DX-VP sedan ($16,405) adds air conditioning, a four-speaker, 160-watt AM/FM/CD/MP3 audio system with an auxiliary input jack, CD text display, and speed-sensitive volume control.

The Civic LX-S sedan ($18,205) upgrades to alloy wheels, exclusive sport-trimmed black cloth seats with synthetic suede bolsters and silver stitching, a leather-wrapped steering wheel, a rear deck spoiler, and a chrome exhaust tip.

The coupe gets a rear decklid spoiler.

The EX coupe is available with manual transmission, XM Satellite Radio, and voice-recognition Navigation ($21,455).

The EX-L sedan is available with the automatic transmission, XM and Navigation ($23,805).

The Honda Civic comes in coupe and sedan versions.

The Hybrid is available with the navigation system and XM Satellite Radio ($25,800) and with a leather interior ($25,000) including heated front seats and side mirrors, or with the leather package, navigation, and XM ($27,000).

The P195/65R15 tires are on steel wheels with full wheelcovers.

The sedan comes with a four-speaker stereo (same as DX-VP), but the coupe has a six-speaker system, and also a rear-seat walk-in feature that remembers the front passenger seat's setting.

The sedan's stereo adds two speakers (for a total of six); while the coupe gets a 350-watt, seven-speaker system; both get a USB interface.

The steering wheel reverts to plastic, but adds audio controls; while the keyless remote adds a trunk release button.

They come only with a six-speed manual transmission.

Vehicle Stability Assist comes standard.

Model Lineup

Honda Civic DX Coupe ($15,455); Civic LX Coupe ($17,405); Civic EX Coupe ($19,455); Civic EX-L Coupe ($21,005); Civic Si Coupe ($22,055); Civic DX Sedan ($15,655); Civic DX-VP Sedan ($16,405); Civic LX Sedan ($17,605); Civic LX-S Sedan ($18,205); Civic EX Sedan ($19,455); Civic EX-L Sedan ($21,005); Civic Si Sedan ($22,255); Civic Hybrid Sedan ($23,800); Civic GX Sedan ($25,340).

-New Car Test Drive

Model Tested

Honda Civic LX Sedan automatic ($18,405).

-New Car Test Drive

Options As Tested

none.

-New Car Test Drive

Summary

NewCarTestDrive.com correspondent Tom Lankard filed this report from Detroit.

-New Car Test Drive

Katz reporting on the Hybrid and GX from South Central Pennsylvania.

The Civic LX sedan is a superb choice for someone who wants a practical compact that is smooth, comfortable and quick.

The EX models add all the conveniences, including heated leather seats in the EX-L.

The GX offers basic transportation with the potential economy and real emissions reduction of natural gas.

The Honda Civic is the benchmark for compact cars.

The Hybrid makes a good commuter car with its fuel-saving electric motor.

The Si Coupe and Si Sedan deliver sporty performance for driving enthusiasts.

With John F.

Tag Line

The benchmark for compacts.

-New Car Test Drive

Walkaround

A blue CNG diamond on the right side of the rear deck lid, and NGV lettering on the rear doors, identify the natural gas-powered GX.

-New Car Test Drive

On the Si sedan, the grille bar is black instead of chrome.

Save for a lower body character line, the sides of the Civic are more slab than sensuous.

The coupe grille has the Honda logo centered in an oval-themed black mesh, with a lower trapezoidal opening, and scoops at either side that are drawn out wide and horizontal and divided midway by a horizontal strut.

The coupe's spoilered, rounded rear profile suggests sleek swiftness.

A grid-like insert in the center opening contrasts with a kind of cyclone-fence theme in the side scoops.

A rear spoiler wraps over the outboard edges of the sedan's trunk lid; on the coupe, the spoiler is free-standing.

An i-VTEC label appears just forward of the rear wheel well; on the Si sedan it's placed low on the rear door.

Around back, a bright chrome bar connects the taillights just above the indentation for the license plate.

Both sedan and coupe roll on their own unique alloy wheels. The Hybrid is understated, with just a small Hybrid badge under the right rear taillight.

Details and markings distinguish each trim level. The Honda Civic sedan has a grille with a tall, trapezoidal center opening with secondary scoop-like openings on either side.

Honda calls it a monoform design, and a central expression of this is the windshield, the leading edge of which reaches into the hood all the way to the middle of the front wheel wells, pushing the cab-forward design concept to a new extreme.

On both the coupe and sedan an Si badge tucks into the grille's lower left side, and oval fog lights are set into the bumper's outboard openings.

On the coupe, the windshield is raked at a radical 21.9 degrees; the sedan's at a barely more upright 23.9 degrees.

Our least favorite feature is its pseudo-aero wheels, which look as if they were cut from pizza pans.

Slender headlamp assemblies angle upwards as they curve around the fenders.

The Honda Civic sedans and coupes don't share any body panels.

The sedan's somewhat abbreviated trunk lid and high, chunky tail add perceived mass to a tightly proportioned, smallish sedan.

Understated fender blisters break up the otherwise featureless expanse.

Review

After the 2009 refresh, the Civic Hybrid rolls into 2010 with no changes.

-Model Reviews

The Civic Hybrid is only available in a sedan model. It is powered by a 1.3-liter four-cylinder gas engine and a light-weight, brushless electric motor that is sandwiched between the engine and the CVT transmission. Combined, the gas engine and electric motor produce 110 horsepower and close to 45 mpg on the highway. Standard safety features include anti-lock brakes, six airbags, tire pressure monitoring system and active front head restraints.

The Civic Hybrid is the flagship example of Honda's hybrid technology in an efficient practical package. It is based off the regular gas-powered Civic that has been a best seller in the compact car market for years.

Assembled In

Alliston, Ontario, Canada; East Liberty, Ohio; Greensburg, Indiana; Suzuka, Japan.

-New Car Test Drive

Comparison

Honda?s hybrid system is more simple and compact and is more easily adaptable than the Toyota system to different vehicles.

-CarsDirect

[The Civic Hybrid] has a weakling 20-hp electric motor, whereas the Prius's makes a robust 67 horses, so it's better able to move almost 3000 pounds off a dime.

Driving Impression

EPA fuel economy estimates are 26/34 mpg City/Highway for the five-speed manual, 25/36 mpg for the five-speed automatic, and 21/29 mpg for the Si six-speed manual.

-New Car Test Drive

The 1.8-liter engine that comes standard is rated at 140 horsepower and 128 pound-feet of torque.

The Civic GX is powered by a dedicated natural gas version of the Civic's 1.8-liter i-VTEC engine.

The Civic Hybrid and Civic GX are classified as Advanced Technology Partial Zero Emissions Vehicles (AT-PZEV) by the California Air Resources Board CARB.

The EX-L, Hybrid, and Si models come with electronic stability control, and the Si features larger front brake discs.

The five-speed automatic is just that, a select-it-and-leave-it transmission, and it does the job admirably.

The five-speed manual gearbox is a bit rubbery in the shift feel, and hitting the desired gear sometimes requires careful aim.

The Hybrid's CVT automatic takes some getting used to, as the shiftless transmission leaves the tachometer needle roving seemingly aimlessly around the dial while the engine management system's electronic brain works to keep the engine speed at its most efficient given road speed and load.

The Si engine is powerful.

The Si Sedan is almost as much fun as the Si Coupe.

A helical-type, limited-slip differential enhances traction in slippery driving situations.

Around 6000 rpm the engine delivers a power surge as the i-VTEC's variable valve mechanicals shift emphasis from torque to horsepower.

Because it produces close to zero regulated emissions, buyers are eligible for a $4,000 federal tax credit.

Because the electric motor develops its peak 20 horsepower and 76 pound-feet at different speeds (2000 and 1160 rpm, respectively), Honda rates the combined power more conservatively than simply adding the peak numbers together.

But consumers can buy the GX only through certain qualified dealers in New York and California, although it is available to fleets nationwide.

By itself it produces 93 horsepower at 6000 rpm, and 89 pound-feet of torque at 4500.

Currently, natural gas is approximately thirty-five percent less expensive than gasoline when purchased at a refueling station, and can be more than 50 percent cheaper than gasoline when supplied by a Phil.

Hard acceleration is often accompanied by torque steer, a tug on the steering wheel.

Honda rates the combined output of the Hybrid's electric motor and 1.3-liter gasoline engine at 110 horsepower and 123 pound-feet of torque, on regular unleaded.

Its 1.3-liter gasoline engine features the same i-VTEC technology as the other Civics, albeit with eight valves instead of 16.

Refueling is simplified when you opt for Phil, an optional home refueling appliance sold through select Honda dealers in California.

So, it's a little slower in acceleration, although it takes a stopwatch to notice.

Steering response isn't quite as sharp, either.

The 2.0-liter Si models feature 197 horsepower and 139 pound-feet, thanks partly to a high-compression cylinder head that demands premium fuel.

The brake feel is solid as well.

The Civic GX is the only vehicle certified by the EPA to meet both Federal Tier 2-Bin 2 and Inherently Low Emission Vehicle (ILEV) zero evaporative emission certification standards.

The exceptionally stiff chassis gives the Civic a solid and planted feel.

The Hybrid can deactivate up to all four of its cylinders and operate using only its compact (just 70mm wide) electric motor in certain low-speed situations.

The Hybrid earns a 40/45 mpg rating, the GX a gasoline-equivalent of 24/36.

The LNG-powered GX rates 113 horsepower and 109 pound-feet.

The long wheelbase smoothes the ride.

The sedan rides on a wheelbase that's two inches longer and is a bit heavier (by 59 pounds).

Thoroughly modern front and rear suspension designs deliver impressive stability and certain steering response.

We do wish, though, that Honda would insert a tab below the D setting in the gate, as we sometimes shifted past it when shifting out of Park or Reverse and ended up in the D3 notch.

We found ride quality in the Honda Civic solid but not overly firm, with less road noise and wind whistle than is common for the class.

We like driving Honda Civics.

Interior

Cargo space, at 12.0 cubic feet, trails the class leaders by a couple of cubic feet.

-New Car Test Drive

Centered in the dash above the climate control panel is a stereo control head with the pertinent accoutrements; unless you order navigation, in which case this space is shared by an LCD window combining the navigation display with audio settings.

Controls are for the most part where they should be, but not necessarily as they should be.

Seats are comfortable, not plush.

Sedans share the coupe's three-spoke steering wheel (with spokes at the 3, 6, and 9 o'clock positions), which matches the spacey interior theme just as well. The Civic navigation system includes Bluetooth HandsFreeLink, a wireless telephone interface that works with Bluetooth-enabled mobile telephones for hands-free operation via steering wheel-mounted controls.

The dash itself seems endlessly deep; draped across its top, in front of the driver, is a hooded opening with a digital speedometer between LCD coolant temperature and fuel level gauges.

The view out the front, with the expansive windshield, low cowl and sloping hood, is unparalleled in the class.

There is no center stack to speak of, which otherwise might tie together the dash and the floor-mounted controls.

To the right of this squished pod-like arrangement, the dash curves away from the front passenger and houses two more horizontally oriented vent registers; again, neither of which matches the other.

When it comes to interior room, the Civic coupe and sedan are competitive with other cars in their classes.

A commensurately low beltline would enhance side vision, but otherwise there's little about which to complain.

A magazine pouch is on the rear of the front passenger's seatback; on the Hybrid, there's one on the driver's seatback, too.

A wide, but not especially deep glove box resides below a cabin-wide, clam shell-like notch dividing the upper and lower halves of the dash.

Aft of this on all but the DX is an abbreviated, padded armrest covering another storage bin, inside of which on the EX, EX-L, Si and Hybrid is a second power point.

Almost oversize rear doors provide easy rear-seat access.

Another shallow cubby is tucked in between the shift lever housing and a pair of seat bottom-level cup holders under a sliding cover.

Architecturally busy interior door panels could be friendlier to fingers in terms of grips and pulls, but armrests provide good support at the right level.

But the bench seats in the rear are flat and do little to keep passengers in place in twists and turns.

Despite the seeming logic of the two-tier instrument display, we still haven't adjusted to the resulting weird pod draped over the top of the dash.

Down below, in the more common place for instruments, a large, round, analog tachometer dominates the view through the top half of the steering wheel, with warning lights to either side.

Each door has a hard plastic map pocket.

Fit and finish meet Honda standards.

Forward of the metallic-trimmed block of plastic serving as a base for the hand brake and shift levers is a good-sized, rectangular storage bin.

In the Hybrid, a selection of graphic depictions of the power system's functions and status occupies the same location.

Instead, below the climate control panel is a shallow storage bin with a power point and an audio input jack on the left side.

Instrument lighting is blue on most models but red on the Si models.

It's not an unpleasant look, but one that requires some acclimation.

Outboard of this display are large, irregular vent registers.

Plastic trim elements look high-grade, although the multi-piece dash invites concern about high-mileage squeaks and buzzes.

Seat bottoms provide better than average thigh support.

The DX edges more toward spartan inside, while the EX heads toward lush.

The Hybrid gives up an additional 1.6 cubic feet to battery and such, while the GX loses fully half its trunk to fuel storage.

The manual height adjustment on the driver's seat pivots on front hinges, forcing drivers to choose between seat height and legroom.

The Si models get sport front seats with synthetic suede upholstery and more aggressive bolsters both bottom and side for improved support.

There's little symmetry in organization or shape of features and interfaces.

Tiny front quarter windows on the sedan, necessary to allow the front door windows to roll all the way down, push the side rear-view mirrors a bit too far rearward for quick and easy glances at neighboring lanes.

We find the Civic LX sedan the most comfortable model.

Introduction

For 2010 the Honda Civic line is essentially unchanged from 2009 when the styling was freshened.

-New Car Test Drive

Inside, all Civic models are pleasant, attractive and inviting.

The Civic comes standard with side-impact airbags and other safety features that are optional on some competitive models.

The Civic GX sedan uses natural gas for fuel.

The Civic Hybrid sedan is powered by a 1.3-liter four-cylinder engine coupled with a permanent magnet electric motor and a continuously variable transmission.

The sporty Civic Si coupe and sedan share a 197-horsepower engine, six-speed manual transmission, four-wheel disc brakes, and supportive sport seats.

Available technology features include Bluetooth HandsFreeLink on Navigation-equipped models, and a USB audio interface on Civic EX, EX-L, Hybrid, and Si.

Natural gas is available to residents of California and New York and is used by fleets elsewhere.

The Civic was last redesigned for the 2006 model year.

The Honda Civic continues to hold its position at the top of the compact class, thanks to innovative styling, refinement, reliability, and a broad model line that ranges from the eco-friendly Civic Hybrid to the racy Civic Si.

The Hybrid model features dramatically reduced emissions, and it delivers an EPA-rated 40/45 mpg City/Highway.

Vehicle Stability Assist, which is Honda's name for electronic stability control, is standard on the Civic EX-L, Hybrid, and Si.

We've found the Civic to be comfortable in which to ride, nice to drive, and with ample windows that provide outstanding outward visibility.

Lineup

The Civic DX coupe ($15,455) and sedan ($15,655) are the base models.

-New Car Test Drive

The Civic EX coupe and sedan ($19,455) add a power moonroof; variable-speed intermittent windshield wipers; a second 12-volt power outlet; a 60/40 split folding rear seatback; and outside temperature indicator.

The Civic EX-L coupe and sedan ($21,005) add leather seats with seat heaters, leather-trimmed steering wheel and armrest, heated mirrors, and Vehicle Stability Assist and Brake Assist.

The Civic GX ($25,340) is essentially an LX sedan with a 1.8-liter engine powered by natural gas.

The Civic Hybrid sedan ($23,800) features a continuously variable automatic transmission (CVT), automatic climate control, a roof-mounted radio antenna, a rear decklid spoiler, and hybrid-pertinent digital data displays.

The Civic LX coupe ($17,405) and sedan ($17,605) add cruise control with steering-wheel-mounted controls; power door locks with keyless entry; center console with sliding armrest; overhead map lights; express up/down for the driver's power window; and P205/55R16 tires.

The Civic Si coupe ($22,055) and sedan ($22,255) are performance models, powered by a 197-hp, 2.0-liter four-cylinder engine.

A five-speed automatic ($800) is optional.

Both coupe and sedan get the 350-watt, seven-speaker stereo.

Brakes are disc in front, drum in rear.

Brakes upgrade to four-wheel discs.

Buyers wanting a radio must supply their own or order from the dealer, but a rear window-integrated radio antenna is standard.

Civic DX, LX, and EX models share a 140-hp, 1.8-liter four-cylinder engine with a standard five-speed manual transmission.

Fog lights come standard.

Inside are synthetic suede sport seats, a leather-wrapped steering wheel, and an aluminum shift knob.

It comes only with a five-speed automatic transmission.

Other go-fast goodies include a limited-slip differential, sport suspension, Vehicle Stability Assist with traction control, and P215/45VR17 tires on 17-inch alloy wheels.

Packages include high-performance tires for the coupe ($22,255) and sedan ($22,455); XM and navigation ($24,055 and $24,255); or all of the above ($24,255 and $24,455).

Standard equipment includes power windows, tilt-and-telescope steering wheel, height-adjustable driver's seat and fold-down rear seatback.

The Civic DX-VP sedan ($16,405) adds air conditioning, a four-speaker, 160-watt AM/FM/CD/MP3 audio system with an auxiliary input jack, CD text display, and speed-sensitive volume control.

The Civic LX-S sedan ($18,205) upgrades to alloy wheels, exclusive sport-trimmed black cloth seats with synthetic suede bolsters and silver stitching, a leather-wrapped steering wheel, a rear deck spoiler, and a chrome exhaust tip.

The coupe gets a rear decklid spoiler.

The EX coupe is available with manual transmission, XM Satellite Radio, and voice-recognition Navigation ($21,455).

The EX-L sedan is available with the automatic transmission, XM and Navigation ($23,805).

The Honda Civic comes in coupe and sedan versions.

The Hybrid is available with the navigation system and XM Satellite Radio ($25,800) and with a leather interior ($25,000) including heated front seats and side mirrors, or with the leather package, navigation, and XM ($27,000).

The P195/65R15 tires are on steel wheels with full wheelcovers.

The sedan comes with a four-speaker stereo (same as DX-VP), but the coupe has a six-speaker system, and also a rear-seat walk-in feature that remembers the front passenger seat's setting.

The sedan's stereo adds two speakers (for a total of six); while the coupe gets a 350-watt, seven-speaker system; both get a USB interface.

The steering wheel reverts to plastic, but adds audio controls; while the keyless remote adds a trunk release button.

They come only with a six-speed manual transmission.

Vehicle Stability Assist comes standard.

Model Lineup

Honda Civic DX Coupe ($15,455); Civic LX Coupe ($17,405); Civic EX Coupe ($19,455); Civic EX-L Coupe ($21,005); Civic Si Coupe ($22,055); Civic DX Sedan ($15,655); Civic DX-VP Sedan ($16,405); Civic LX Sedan ($17,605); Civic LX-S Sedan ($18,205); Civic EX Sedan ($19,455); Civic EX-L Sedan ($21,005); Civic Si Sedan ($22,255); Civic Hybrid Sedan ($23,800); Civic GX Sedan ($25,340).

-New Car Test Drive

Model Tested

Honda Civic LX Sedan automatic ($18,405).

-New Car Test Drive

Options As Tested

none.

-New Car Test Drive

Summary

NewCarTestDrive.com correspondent Tom Lankard filed this report from Detroit.

-New Car Test Drive

Katz reporting on the Hybrid and GX from South Central Pennsylvania.

The Civic LX sedan is a superb choice for someone who wants a practical compact that is smooth, comfortable and quick.

The EX models add all the conveniences, including heated leather seats in the EX-L.

The GX offers basic transportation with the potential economy and real emissions reduction of natural gas.

The Honda Civic is the benchmark for compact cars.

The Hybrid makes a good commuter car with its fuel-saving electric motor.

The Si Coupe and Si Sedan deliver sporty performance for driving enthusiasts.

With John F.

Tag Line

The benchmark for compacts.

-New Car Test Drive

Walkaround

A blue CNG diamond on the right side of the rear deck lid, and NGV lettering on the rear doors, identify the natural gas-powered GX.

-New Car Test Drive

On the Si sedan, the grille bar is black instead of chrome.

Save for a lower body character line, the sides of the Civic are more slab than sensuous.

The coupe grille has the Honda logo centered in an oval-themed black mesh, with a lower trapezoidal opening, and scoops at either side that are drawn out wide and horizontal and divided midway by a horizontal strut.

The coupe's spoilered, rounded rear profile suggests sleek swiftness.

A grid-like insert in the center opening contrasts with a kind of cyclone-fence theme in the side scoops.

A rear spoiler wraps over the outboard edges of the sedan's trunk lid; on the coupe, the spoiler is free-standing.

An i-VTEC label appears just forward of the rear wheel well; on the Si sedan it's placed low on the rear door.

Around back, a bright chrome bar connects the taillights just above the indentation for the license plate.

Both sedan and coupe roll on their own unique alloy wheels. The Hybrid is understated, with just a small Hybrid badge under the right rear taillight.

Details and markings distinguish each trim level. The Honda Civic sedan has a grille with a tall, trapezoidal center opening with secondary scoop-like openings on either side.

Honda calls it a monoform design, and a central expression of this is the windshield, the leading edge of which reaches into the hood all the way to the middle of the front wheel wells, pushing the cab-forward design concept to a new extreme.

On both the coupe and sedan an Si badge tucks into the grille's lower left side, and oval fog lights are set into the bumper's outboard openings.

On the coupe, the windshield is raked at a radical 21.9 degrees; the sedan's at a barely more upright 23.9 degrees.

Our least favorite feature is its pseudo-aero wheels, which look as if they were cut from pizza pans.

Slender headlamp assemblies angle upwards as they curve around the fenders.

The Honda Civic sedans and coupes don't share any body panels.

The sedan's somewhat abbreviated trunk lid and high, chunky tail add perceived mass to a tightly proportioned, smallish sedan.

Understated fender blisters break up the otherwise featureless expanse.

Review

After the 2009 refresh, the Civic Hybrid rolls into 2010 with no changes.

-Model Reviews

The Civic Hybrid is only available in a sedan model. It is powered by a 1.3-liter four-cylinder gas engine and a light-weight, brushless electric motor that is sandwiched between the engine and the CVT transmission. Combined, the gas engine and electric motor produce 110 horsepower and close to 45 mpg on the highway. Standard safety features include anti-lock brakes, six airbags, tire pressure monitoring system and active front head restraints.

The Civic Hybrid is the flagship example of Honda's hybrid technology in an efficient practical package. It is based off the regular gas-powered Civic that has been a best seller in the compact car market for years.

Assembled In

Alliston, Ontario, Canada; East Liberty, Ohio; Greensburg, Indiana; Suzuka, Japan.

-New Car Test Drive

Comparison

Honda?s hybrid system is more simple and compact and is more easily adaptable than the Toyota system to different vehicles.

-CarsDirect

[The Civic Hybrid] has a weakling 20-hp electric motor, whereas the Prius's makes a robust 67 horses, so it's better able to move almost 3000 pounds off a dime.

Driving Impression

EPA fuel economy estimates are 26/34 mpg City/Highway for the five-speed manual, 25/36 mpg for the five-speed automatic, and 21/29 mpg for the Si six-speed manual.

-New Car Test Drive

The 1.8-liter engine that comes standard is rated at 140 horsepower and 128 pound-feet of torque.

The Civic GX is powered by a dedicated natural gas version of the Civic's 1.8-liter i-VTEC engine.

The Civic Hybrid and Civic GX are classified as Advanced Technology Partial Zero Emissions Vehicles (AT-PZEV) by the California Air Resources Board CARB.

The EX-L, Hybrid, and Si models come with electronic stability control, and the Si features larger front brake discs.

The five-speed automatic is just that, a select-it-and-leave-it transmission, and it does the job admirably.

The five-speed manual gearbox is a bit rubbery in the shift feel, and hitting the desired gear sometimes requires careful aim.

The Hybrid's CVT automatic takes some getting used to, as the shiftless transmission leaves the tachometer needle roving seemingly aimlessly around the dial while the engine management system's electronic brain works to keep the engine speed at its most efficient given road speed and load.

The Si engine is powerful.

The Si Sedan is almost as much fun as the Si Coupe.

A helical-type, limited-slip differential enhances traction in slippery driving situations.

Around 6000 rpm the engine delivers a power surge as the i-VTEC's variable valve mechanicals shift emphasis from torque to horsepower.

Because it produces close to zero regulated emissions, buyers are eligible for a $4,000 federal tax credit.

Because the electric motor develops its peak 20 horsepower and 76 pound-feet at different speeds (2000 and 1160 rpm, respectively), Honda rates the combined power more conservatively than simply adding the peak numbers together.

But consumers can buy the GX only through certain qualified dealers in New York and California, although it is available to fleets nationwide.

By itself it produces 93 horsepower at 6000 rpm, and 89 pound-feet of torque at 4500.

Currently, natural gas is approximately thirty-five percent less expensive than gasoline when purchased at a refueling station, and can be more than 50 percent cheaper than gasoline when supplied by a Phil.

Hard acceleration is often accompanied by torque steer, a tug on the steering wheel.

Honda rates the combined output of the Hybrid's electric motor and 1.3-liter gasoline engine at 110 horsepower and 123 pound-feet of torque, on regular unleaded.

Its 1.3-liter gasoline engine features the same i-VTEC technology as the other Civics, albeit with eight valves instead of 16.

Refueling is simplified when you opt for Phil, an optional home refueling appliance sold through select Honda dealers in California.

So, it's a little slower in acceleration, although it takes a stopwatch to notice.

Steering response isn't quite as sharp, either.

The 2.0-liter Si models feature 197 horsepower and 139 pound-feet, thanks partly to a high-compression cylinder head that demands premium fuel.

The brake feel is solid as well.

The Civic GX is the only vehicle certified by the EPA to meet both Federal Tier 2-Bin 2 and Inherently Low Emission Vehicle (ILEV) zero evaporative emission certification standards.

The exceptionally stiff chassis gives the Civic a solid and planted feel.

The Hybrid can deactivate up to all four of its cylinders and operate using only its compact (just 70mm wide) electric motor in certain low-speed situations.

The Hybrid earns a 40/45 mpg rating, the GX a gasoline-equivalent of 24/36.

The LNG-powered GX rates 113 horsepower and 109 pound-feet.

The long wheelbase smoothes the ride.

The sedan rides on a wheelbase that's two inches longer and is a bit heavier (by 59 pounds).

Thoroughly modern front and rear suspension designs deliver impressive stability and certain steering response.

We do wish, though, that Honda would insert a tab below the D setting in the gate, as we sometimes shifted past it when shifting out of Park or Reverse and ended up in the D3 notch.

We found ride quality in the Honda Civic solid but not overly firm, with less road noise and wind whistle than is common for the class.

We like driving Honda Civics.

Interior

Cargo space, at 12.0 cubic feet, trails the class leaders by a couple of cubic feet.

-New Car Test Drive

Centered in the dash above the climate control panel is a stereo control head with the pertinent accoutrements; unless you order navigation, in which case this space is shared by an LCD window combining the navigation display with audio settings.

Controls are for the most part where they should be, but not necessarily as they should be.

Seats are comfortable, not plush.

Sedans share the coupe's three-spoke steering wheel (with spokes at the 3, 6, and 9 o'clock positions), which matches the spacey interior theme just as well. The Civic navigation system includes Bluetooth HandsFreeLink, a wireless telephone interface that works with Bluetooth-enabled mobile telephones for hands-free operation via steering wheel-mounted controls.

The dash itself seems endlessly deep; draped across its top, in front of the driver, is a hooded opening with a digital speedometer between LCD coolant temperature and fuel level gauges.

The view out the front, with the expansive windshield, low cowl and sloping hood, is unparalleled in the class.

There is no center stack to speak of, which otherwise might tie together the dash and the floor-mounted controls.

To the right of this squished pod-like arrangement, the dash curves away from the front passenger and houses two more horizontally oriented vent registers; again, neither of which matches the other.

When it comes to interior room, the Civic coupe and sedan are competitive with other cars in their classes.

A commensurately low beltline would enhance side vision, but otherwise there's little about which to complain.

A magazine pouch is on the rear of the front passenger's seatback; on the Hybrid, there's one on the driver's seatback, too.

A wide, but not especially deep glove box resides below a cabin-wide, clam shell-like notch dividing the upper and lower halves of the dash.

Aft of this on all but the DX is an abbreviated, padded armrest covering another storage bin, inside of which on the EX, EX-L, Si and Hybrid is a second power point.

Almost oversize rear doors provide easy rear-seat access.

Another shallow cubby is tucked in between the shift lever housing and a pair of seat bottom-level cup holders under a sliding cover.

Architecturally busy interior door panels could be friendlier to fingers in terms of grips and pulls, but armrests provide good support at the right level.

But the bench seats in the rear are flat and do little to keep passengers in place in twists and turns.

Despite the seeming logic of the two-tier instrument display, we still haven't adjusted to the resulting weird pod draped over the top of the dash.

Down below, in the more common place for instruments, a large, round, analog tachometer dominates the view through the top half of the steering wheel, with warning lights to either side.

Each door has a hard plastic map pocket.

Fit and finish meet Honda standards.

Forward of the metallic-trimmed block of plastic serving as a base for the hand brake and shift levers is a good-sized, rectangular storage bin.

In the Hybrid, a selection of graphic depictions of the power system's functions and status occupies the same location.

Instead, below the climate control panel is a shallow storage bin with a power point and an audio input jack on the left side.

Instrument lighting is blue on most models but red on the Si models.

It's not an unpleasant look, but one that requires some acclimation.

Outboard of this display are large, irregular vent registers.

Plastic trim elements look high-grade, although the multi-piece dash invites concern about high-mileage squeaks and buzzes.

Seat bottoms provide better than average thigh support.

The DX edges more toward spartan inside, while the EX heads toward lush.

The Hybrid gives up an additional 1.6 cubic feet to battery and such, while the GX loses fully half its trunk to fuel storage.

The manual height adjustment on the driver's seat pivots on front hinges, forcing drivers to choose between seat height and legroom.

The Si models get sport front seats with synthetic suede upholstery and more aggressive bolsters both bottom and side for improved support.

There's little symmetry in organization or shape of features and interfaces.

Tiny front quarter windows on the sedan, necessary to allow the front door windows to roll all the way down, push the side rear-view mirrors a bit too far rearward for quick and easy glances at neighboring lanes.

We find the Civic LX sedan the most comfortable model.

Introduction

For 2010 the Honda Civic line is essentially unchanged from 2009 when the styling was freshened.

-New Car Test Drive

Inside, all Civic models are pleasant, attractive and inviting.

The Civic comes standard with side-impact airbags and other safety features that are optional on some competitive models.

The Civic GX sedan uses natural gas for fuel.

The Civic Hybrid sedan is powered by a 1.3-liter four-cylinder engine coupled with a permanent magnet electric motor and a continuously variable transmission.

The sporty Civic Si coupe and sedan share a 197-horsepower engine, six-speed manual transmission, four-wheel disc brakes, and supportive sport seats.

Available technology features include Bluetooth HandsFreeLink on Navigation-equipped models, and a USB audio interface on Civic EX, EX-L, Hybrid, and Si.

Natural gas is available to residents of California and New York and is used by fleets elsewhere.

The Civic was last redesigned for the 2006 model year.

The Honda Civic continues to hold its position at the top of the compact class, thanks to innovative styling, refinement, reliability, and a broad model line that ranges from the eco-friendly Civic Hybrid to the racy Civic Si.

The Hybrid model features dramatically reduced emissions, and it delivers an EPA-rated 40/45 mpg City/Highway.

Vehicle Stability Assist, which is Honda's name for electronic stability control, is standard on the Civic EX-L, Hybrid, and Si.

We've found the Civic to be comfortable in which to ride, nice to drive, and with ample windows that provide outstanding outward visibility.

Lineup

The Civic DX coupe ($15,455) and sedan ($15,655) are the base models.

-New Car Test Drive

The Civic EX coupe and sedan ($19,455) add a power moonroof; variable-speed intermittent windshield wipers; a second 12-volt power outlet; a 60/40 split folding rear seatback; and outside temperature indicator.

The Civic EX-L coupe and sedan ($21,005) add leather seats with seat heaters, leather-trimmed steering wheel and armrest, heated mirrors, and Vehicle Stability Assist and Brake Assist.

The Civic GX ($25,340) is essentially an LX sedan with a 1.8-liter engine powered by natural gas.

The Civic Hybrid sedan ($23,800) features a continuously variable automatic transmission (CVT), automatic climate control, a roof-mounted radio antenna, a rear decklid spoiler, and hybrid-pertinent digital data displays.

The Civic LX coupe ($17,405) and sedan ($17,605) add cruise control with steering-wheel-mounted controls; power door locks with keyless entry; center console with sliding armrest; overhead map lights; express up/down for the driver's power window; and P205/55R16 tires.

The Civic Si coupe ($22,055) and sedan ($22,255) are performance models, powered by a 197-hp, 2.0-liter four-cylinder engine.

A five-speed automatic ($800) is optional.

Both coupe and sedan get the 350-watt, seven-speaker stereo.

Brakes are disc in front, drum in rear.

Brakes upgrade to four-wheel discs.

Buyers wanting a radio must supply their own or order from the dealer, but a rear window-integrated radio antenna is standard.

Civic DX, LX, and EX models share a 140-hp, 1.8-liter four-cylinder engine with a standard five-speed manual transmission.

Fog lights come standard.

Inside are synthetic suede sport seats, a leather-wrapped steering wheel, and an aluminum shift knob.

It comes only with a five-speed automatic transmission.

Other go-fast goodies include a limited-slip differential, sport suspension, Vehicle Stability Assist with traction control, and P215/45VR17 tires on 17-inch alloy wheels.

Packages include high-performance tires for the coupe ($22,255) and sedan ($22,455); XM and navigation ($24,055 and $24,255); or all of the above ($24,255 and $24,455).

Standard equipment includes power windows, tilt-and-telescope steering wheel, height-adjustable driver's seat and fold-down rear seatback.

The Civic DX-VP sedan ($16,405) adds air conditioning, a four-speaker, 160-watt AM/FM/CD/MP3 audio system with an auxiliary input jack, CD text display, and speed-sensitive volume control.

The Civic LX-S sedan ($18,205) upgrades to alloy wheels, exclusive sport-trimmed black cloth seats with synthetic suede bolsters and silver stitching, a leather-wrapped steering wheel, a rear deck spoiler, and a chrome exhaust tip.

The coupe gets a rear decklid spoiler.

The EX coupe is available with manual transmission, XM Satellite Radio, and voice-recognition Navigation ($21,455).

The EX-L sedan is available with the automatic transmission, XM and Navigation ($23,805).

The Honda Civic comes in coupe and sedan versions.

The Hybrid is available with the navigation system and XM Satellite Radio ($25,800) and with a leather interior ($25,000) including heated front seats and side mirrors, or with the leather package, navigation, and XM ($27,000).

The P195/65R15 tires are on steel wheels with full wheelcovers.

The sedan comes with a four-speaker stereo (same as DX-VP), but the coupe has a six-speaker system, and also a rear-seat walk-in feature that remembers the front passenger seat's setting.

The sedan's stereo adds two speakers (for a total of six); while the coupe gets a 350-watt, seven-speaker system; both get a USB interface.

The steering wheel reverts to plastic, but adds audio controls; while the keyless remote adds a trunk release button.

They come only with a six-speed manual transmission.

Vehicle Stability Assist comes standard.

Model Lineup

Honda Civic DX Coupe ($15,455); Civic LX Coupe ($17,405); Civic EX Coupe ($19,455); Civic EX-L Coupe ($21,005); Civic Si Coupe ($22,055); Civic DX Sedan ($15,655); Civic DX-VP Sedan ($16,405); Civic LX Sedan ($17,605); Civic LX-S Sedan ($18,205); Civic EX Sedan ($19,455); Civic EX-L Sedan ($21,005); Civic Si Sedan ($22,255); Civic Hybrid Sedan ($23,800); Civic GX Sedan ($25,340).

-New Car Test Drive

Model Tested

Honda Civic LX Sedan automatic ($18,405).

-New Car Test Drive

Options As Tested

none.

-New Car Test Drive

Summary

NewCarTestDrive.com correspondent Tom Lankard filed this report from Detroit.

-New Car Test Drive

Katz reporting on the Hybrid and GX from South Central Pennsylvania.

The Civic LX sedan is a superb choice for someone who wants a practical compact that is smooth, comfortable and quick.

The EX models add all the conveniences, including heated leather seats in the EX-L.

The GX offers basic transportation with the potential economy and real emissions reduction of natural gas.

The Honda Civic is the benchmark for compact cars.

The Hybrid makes a good commuter car with its fuel-saving electric motor.

The Si Coupe and Si Sedan deliver sporty performance for driving enthusiasts.

With John F.

Tag Line

The benchmark for compacts.

-New Car Test Drive

Walkaround

A blue CNG diamond on the right side of the rear deck lid, and NGV lettering on the rear doors, identify the natural gas-powered GX.

-New Car Test Drive

On the Si sedan, the grille bar is black instead of chrome.

Save for a lower body character line, the sides of the Civic are more slab than sensuous.

The coupe grille has the Honda logo centered in an oval-themed black mesh, with a lower trapezoidal opening, and scoops at either side that are drawn out wide and horizontal and divided midway by a horizontal strut.

The coupe's spoilered, rounded rear profile suggests sleek swiftness.

A grid-like insert in the center opening contrasts with a kind of cyclone-fence theme in the side scoops.

A rear spoiler wraps over the outboard edges of the sedan's trunk lid; on the coupe, the spoiler is free-standing.

An i-VTEC label appears just forward of the rear wheel well; on the Si sedan it's placed low on the rear door.

Around back, a bright chrome bar connects the taillights just above the indentation for the license plate.

Both sedan and coupe roll on their own unique alloy wheels. The Hybrid is understated, with just a small Hybrid badge under the right rear taillight.

Details and markings distinguish each trim level. The Honda Civic sedan has a grille with a tall, trapezoidal center opening with secondary scoop-like openings on either side.

Honda calls it a monoform design, and a central expression of this is the windshield, the leading edge of which reaches into the hood all the way to the middle of the front wheel wells, pushing the cab-forward design concept to a new extreme.

On both the coupe and sedan an Si badge tucks into the grille's lower left side, and oval fog lights are set into the bumper's outboard openings.

On the coupe, the windshield is raked at a radical 21.9 degrees; the sedan's at a barely more upright 23.9 degrees.

Our least favorite feature is its pseudo-aero wheels, which look as if they were cut from pizza pans.

Slender headlamp assemblies angle upwards as they curve around the fenders.

The Honda Civic sedans and coupes don't share any body panels.

The sedan's somewhat abbreviated trunk lid and high, chunky tail add perceived mass to a tightly proportioned, smallish sedan.

Understated fender blisters break up the otherwise featureless expanse.

Review

After the 2009 refresh, the Civic Hybrid rolls into 2010 with no changes.

-Model Reviews

The Civic Hybrid is only available in a sedan model. It is powered by a 1.3-liter four-cylinder gas engine and a light-weight, brushless electric motor that is sandwiched between the engine and the CVT transmission. Combined, the gas engine and electric motor produce 110 horsepower and close to 45 mpg on the highway. Standard safety features include anti-lock brakes, six airbags, tire pressure monitoring system and active front head restraints.

The Civic Hybrid is the flagship example of Honda's hybrid technology in an efficient practical package. It is based off the regular gas-powered Civic that has been a best seller in the compact car market for years.

Assembled In

Alliston, Ontario, Canada; East Liberty, Ohio; Greensburg, Indiana; Suzuka, Japan.

-New Car Test Drive

Comparison

Honda?s hybrid system is more simple and compact and is more easily adaptable than the Toyota system to different vehicles.

-CarsDirect

[The Civic Hybrid] has a weakling 20-hp electric motor, whereas the Prius's makes a robust 67 horses, so it's better able to move almost 3000 pounds off a dime.

Driving Impression

EPA fuel economy estimates are 26/34 mpg City/Highway for the five-speed manual, 25/36 mpg for the five-speed automatic, and 21/29 mpg for the Si six-speed manual.

-New Car Test Drive

The 1.8-liter engine that comes standard is rated at 140 horsepower and 128 pound-feet of torque.

The Civic GX is powered by a dedicated natural gas version of the Civic's 1.8-liter i-VTEC engine.

The Civic Hybrid and Civic GX are classified as Advanced Technology Partial Zero Emissions Vehicles (AT-PZEV) by the California Air Resources Board CARB.

The EX-L, Hybrid, and Si models come with electronic stability control, and the Si features larger front brake discs.

The five-speed automatic is just that, a select-it-and-leave-it transmission, and it does the job admirably.

The five-speed manual gearbox is a bit rubbery in the shift feel, and hitting the desired gear sometimes requires careful aim.

The Hybrid's CVT automatic takes some getting used to, as the shiftless transmission leaves the tachometer needle roving seemingly aimlessly around the dial while the engine management system's electronic brain works to keep the engine speed at its most efficient given road speed and load.

The Si engine is powerful.

The Si Sedan is almost as much fun as the Si Coupe.

A helical-type, limited-slip differential enhances traction in slippery driving situations.

Around 6000 rpm the engine delivers a power surge as the i-VTEC's variable valve mechanicals shift emphasis from torque to horsepower.

Because it produces close to zero regulated emissions, buyers are eligible for a $4,000 federal tax credit.

Because the electric motor develops its peak 20 horsepower and 76 pound-feet at different speeds (2000 and 1160 rpm, respectively), Honda rates the combined power more conservatively than simply adding the peak numbers together.

But consumers can buy the GX only through certain qualified dealers in New York and California, although it is available to fleets nationwide.

By itself it produces 93 horsepower at 6000 rpm, and 89 pound-feet of torque at 4500.

Currently, natural gas is approximately thirty-five percent less expensive than gasoline when purchased at a refueling station, and can be more than 50 percent cheaper than gasoline when supplied by a Phil.

Hard acceleration is often accompanied by torque steer, a tug on the steering wheel.

Honda rates the combined output of the Hybrid's electric motor and 1.3-liter gasoline engine at 110 horsepower and 123 pound-feet of torque, on regular unleaded.

Its 1.3-liter gasoline engine features the same i-VTEC technology as the other Civics, albeit with eight valves instead of 16.

Refueling is simplified when you opt for Phil, an optional home refueling appliance sold through select Honda dealers in California.

So, it's a little slower in acceleration, although it takes a stopwatch to notice.

Steering response isn't quite as sharp, either.

The 2.0-liter Si models feature 197 horsepower and 139 pound-feet, thanks partly to a high-compression cylinder head that demands premium fuel.

The brake feel is solid as well.

The Civic GX is the only vehicle certified by the EPA to meet both Federal Tier 2-Bin 2 and Inherently Low Emission Vehicle (ILEV) zero evaporative emission certification standards.

The exceptionally stiff chassis gives the Civic a solid and planted feel.

The Hybrid can deactivate up to all four of its cylinders and operate using only its compact (just 70mm wide) electric motor in certain low-speed situations.

The Hybrid earns a 40/45 mpg rating, the GX a gasoline-equivalent of 24/36.

The LNG-powered GX rates 113 horsepower and 109 pound-feet.

The long wheelbase smoothes the ride.

The sedan rides on a wheelbase that's two inches longer and is a bit heavier (by 59 pounds).

Thoroughly modern front and rear suspension designs deliver impressive stability and certain steering response.

We do wish, though, that Honda would insert a tab below the D setting in the gate, as we sometimes shifted past it when shifting out of Park or Reverse and ended up in the D3 notch.

We found ride quality in the Honda Civic solid but not overly firm, with less road noise and wind whistle than is common for the class.

We like driving Honda Civics.

Interior

Cargo space, at 12.0 cubic feet, trails the class leaders by a couple of cubic feet.

-New Car Test Drive

Centered in the dash above the climate control panel is a stereo control head with the pertinent accoutrements; unless you order navigation, in which case this space is shared by an LCD window combining the navigation display with audio settings.

Controls are for the most part where they should be, but not necessarily as they should be.

Seats are comfortable, not plush.

Sedans share the coupe's three-spoke steering wheel (with spokes at the 3, 6, and 9 o'clock positions), which matches the spacey interior theme just as well. The Civic navigation system includes Bluetooth HandsFreeLink, a wireless telephone interface that works with Bluetooth-enabled mobile telephones for hands-free operation via steering wheel-mounted controls.

The dash itself seems endlessly deep; draped across its top, in front of the driver, is a hooded opening with a digital speedometer between LCD coolant temperature and fuel level gauges.

The view out the front, with the expansive windshield, low cowl and sloping hood, is unparalleled in the class.

There is no center stack to speak of, which otherwise might tie together the dash and the floor-mounted controls.

To the right of this squished pod-like arrangement, the dash curves away from the front passenger and houses two more horizontally oriented vent registers; again, neither of which matches the other.

When it comes to interior room, the Civic coupe and sedan are competitive with other cars in their classes.

A commensurately low beltline would enhance side vision, but otherwise there's little about which to complain.

A magazine pouch is on the rear of the front passenger's seatback; on the Hybrid, there's one on the driver's seatback, too.

A wide, but not especially deep glove box resides below a cabin-wide, clam shell-like notch dividing the upper and lower halves of the dash.

Aft of this on all but the DX is an abbreviated, padded armrest covering another storage bin, inside of which on the EX, EX-L, Si and Hybrid is a second power point.

Almost oversize rear doors provide easy rear-seat access.

Another shallow cubby is tucked in between the shift lever housing and a pair of seat bottom-level cup holders under a sliding cover.

Architecturally busy interior door panels could be friendlier to fingers in terms of grips and pulls, but armrests provide good support at the right level.

But the bench seats in the rear are flat and do little to keep passengers in place in twists and turns.

Despite the seeming logic of the two-tier instrument display, we still haven't adjusted to the resulting weird pod draped over the top of the dash.

Down below, in the more common place for instruments, a large, round, analog tachometer dominates the view through the top half of the steering wheel, with warning lights to either side.

Each door has a hard plastic map pocket.

Fit and finish meet Honda standards.

Forward of the metallic-trimmed block of plastic serving as a base for the hand brake and shift levers is a good-sized, rectangular storage bin.

In the Hybrid, a selection of graphic depictions of the power system's functions and status occupies the same location.

Instead, below the climate control panel is a shallow storage bin with a power point and an audio input jack on the left side.

Instrument lighting is blue on most models but red on the Si models.

It's not an unpleasant look, but one that requires some acclimation.

Outboard of this display are large, irregular vent registers.

Plastic trim elements look high-grade, although the multi-piece dash invites concern about high-mileage squeaks and buzzes.

Seat bottoms provide better than average thigh support.

The DX edges more toward spartan inside, while the EX heads toward lush.

The Hybrid gives up an additional 1.6 cubic feet to battery and such, while the GX loses fully half its trunk to fuel storage.

The manual height adjustment on the driver's seat pivots on front hinges, forcing drivers to choose between seat height and legroom.

The Si models get sport front seats with synthetic suede upholstery and more aggressive bolsters both bottom and side for improved support.

There's little symmetry in organization or shape of features and interfaces.

Tiny front quarter windows on the sedan, necessary to allow the front door windows to roll all the way down, push the side rear-view mirrors a bit too far rearward for quick and easy glances at neighboring lanes.

We find the Civic LX sedan the most comfortable model.

Introduction

For 2010 the Honda Civic line is essentially unchanged from 2009 when the styling was freshened.

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Inside, all Civic models are pleasant, attractive and inviting.

The Civic comes standard with side-impact airbags and other safety features that are optional on some competitive models.

The Civic GX sedan uses natural gas for fuel.

The Civic Hybrid sedan is powered by a 1.3-liter four-cylinder engine coupled with a permanent magnet electric motor and a continuously variable transmission.

The sporty Civic Si coupe and sedan share a 197-horsepower engine, six-speed manual transmission, four-wheel disc brakes, and supportive sport seats.

Available technology features include Bluetooth HandsFreeLink on Navigation-equipped models, and a USB audio interface on Civic EX, EX-L, Hybrid, and Si.

Natural gas is available to residents of California and New York and is used by fleets elsewhere.

The Civic was last redesigned for the 2006 model year.

The Honda Civic continues to hold its position at the top of the compact class, thanks to innovative styling, refinement, reliability, and a broad model line that ranges from the eco-friendly Civic Hybrid to the racy Civic Si.

The Hybrid model features dramatically reduced emissions, and it delivers an EPA-rated 40/45 mpg City/Highway.

Vehicle Stability Assist, which is Honda's name for electronic stability control, is standard on the Civic EX-L, Hybrid, and Si.

We've found the Civic to be comfortable in which to ride, nice to drive, and with ample windows that provide outstanding outward visibility.

Lineup

The Civic DX coupe ($15,455) and sedan ($15,655) are the base models.

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The Civic EX coupe and sedan ($19,455) add a power moonroof; variable-speed intermittent windshield wipers; a second 12-volt power outlet; a 60/40 split folding rear seatback; and outside temperature indicator.

The Civic EX-L coupe and sedan ($21,005) add leather seats with seat heaters, leather-trimmed steering wheel and armrest, heated mirrors, and Vehicle Stability Assist and Brake Assist.

The Civic GX ($25,340) is essentially an LX sedan with a 1.8-liter engine powered by natural gas.

The Civic Hybrid sedan ($23,800) features a continuously variable automatic transmission (CVT), automatic climate control, a roof-mounted radio antenna, a rear decklid spoiler, and hybrid-pertinent digital data displays.

The Civic LX coupe ($17,405) and sedan ($17,605) add cruise control with steering-wheel-mounted controls; power door locks with keyless entry; center console with sliding armrest; overhead map lights; express up/down for the driver's power window; and P205/55R16 tires.

The Civic Si coupe ($22,055) and sedan ($22,255) are performance models, powered by a 197-hp, 2.0-liter four-cylinder engine.

A five-speed automatic ($800) is optional.

Both coupe and sedan get the 350-watt, seven-speaker stereo.

Brakes are disc in front, drum in rear.

Brakes upgrade to four-wheel discs.

Buyers wanting a radio must supply their own or order from the dealer, but a rear window-integrated radio antenna is standard.

Civic DX, LX, and EX models share a 140-hp, 1.8-liter four-cylinder engine with a standard five-speed manual transmission.

Fog lights come standard.

Inside are synthetic suede sport seats, a leather-wrapped steering wheel, and an aluminum shift knob.

It comes only with a five-speed automatic transmission.

Other go-fast goodies include a limited-slip differential, sport suspension, Vehicle Stability Assist with traction control, and P215/45VR17 tires on 17-inch alloy wheels.

Packages include high-performance tires for the coupe ($22,255) and sedan ($22,455); XM and navigation ($24,055 and $24,255); or all of the above ($24,255 and $24,455).

Standard equipment includes power windows, tilt-and-telescope steering wheel, height-adjustable driver's seat and fold-down rear seatback.

The Civic DX-VP sedan ($16,405) adds air conditioning, a four-speaker, 160-watt AM/FM/CD/MP3 audio system with an auxiliary input jack, CD text display, and speed-sensitive volume control.

The Civic LX-S sedan ($18,205) upgrades to alloy wheels, exclusive sport-trimmed black cloth seats with synthetic suede bolsters and silver stitching, a leather-wrapped steering wheel, a rear deck spoiler, and a chrome exhaust tip.

The coupe gets a rear decklid spoiler.

The EX coupe is available with manual transmission, XM Satellite Radio, and voice-recognition Navigation ($21,455).

The EX-L sedan is available with the automatic transmission, XM and Navigation ($23,805).

The Honda Civic comes in coupe and sedan versions.

The Hybrid is available with the navigation system and XM Satellite Radio ($25,800) and with a leather interior ($25,000) including heated front seats and side mirrors, or with the leather package, navigation, and XM ($27,000).

The P195/65R15 tires are on steel wheels with full wheelcovers.

The sedan comes with a four-speaker stereo (same as DX-VP), but the coupe has a six-speaker system, and also a rear-seat walk-in feature that remembers the front passenger seat's setting.

The sedan's stereo adds two speakers (for a total of six); while the coupe gets a 350-watt, seven-speaker system; both get a USB interface.

The steering wheel reverts to plastic, but adds audio controls; while the keyless remote adds a trunk release button.

They come only with a six-speed manual transmission.

Vehicle Stability Assist comes standard.

Model Lineup

Honda Civic DX Coupe ($15,455); Civic LX Coupe ($17,405); Civic EX Coupe ($19,455); Civic EX-L Coupe ($21,005); Civic Si Coupe ($22,055); Civic DX Sedan ($15,655); Civic DX-VP Sedan ($16,405); Civic LX Sedan ($17,605); Civic LX-S Sedan ($18,205); Civic EX Sedan ($19,455); Civic EX-L Sedan ($21,005); Civic Si Sedan ($22,255); Civic Hybrid Sedan ($23,800); Civic GX Sedan ($25,340).

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Model Tested

Honda Civic LX Sedan automatic ($18,405).

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Options As Tested

none.

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Summary

NewCarTestDrive.com correspondent Tom Lankard filed this report from Detroit.

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Katz reporting on the Hybrid and GX from South Central Pennsylvania.

The Civic LX sedan is a superb choice for someone who wants a practical compact that is smooth, comfortable and quick.

The EX models add all the conveniences, including heated leather seats in the EX-L.

The GX offers basic transportation with the potential economy and real emissions reduction of natural gas.

The Honda Civic is the benchmark for compact cars.

The Hybrid makes a good commuter car with its fuel-saving electric motor.

The Si Coupe and Si Sedan deliver sporty performance for driving enthusiasts.

With John F.

Tag Line

The benchmark for compacts.

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Walkaround

A blue CNG diamond on the right side of the rear deck lid, and NGV lettering on the rear doors, identify the natural gas-powered GX.

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On the Si sedan, the grille bar is black instead of chrome.

Save for a lower body character line, the sides of the Civic are more slab than sensuous.

The coupe grille has the Honda logo centered in an oval-themed black mesh, with a lower trapezoidal opening, and scoops at either side that are drawn out wide and horizontal and divided midway by a horizontal strut.

The coupe's spoilered, rounded rear profile suggests sleek swiftness.

A grid-like insert in the center opening contrasts with a kind of cyclone-fence theme in the side scoops.

A rear spoiler wraps over the outboard edges of the sedan's trunk lid; on the coupe, the spoiler is free-standing.

An i-VTEC label appears just forward of the rear wheel well; on the Si sedan it's placed low on the rear door.

Around back, a bright chrome bar connects the taillights just above the indentation for the license plate.

Both sedan and coupe roll on their own unique alloy wheels. The Hybrid is understated, with just a small Hybrid badge under the right rear taillight.

Details and markings distinguish each trim level. The Honda Civic sedan has a grille with a tall, trapezoidal center opening with secondary scoop-like openings on either side.

Honda calls it a monoform design, and a central expression of this is the windshield, the leading edge of which reaches into the hood all the way to the middle of the front wheel wells, pushing the cab-forward design concept to a new extreme.

On both the coupe and sedan an Si badge tucks into the grille's lower left side, and oval fog lights are set into the bumper's outboard openings.

On the coupe, the windshield is raked at a radical 21.9 degrees; the sedan's at a barely more upright 23.9 degrees.

Our least favorite feature is its pseudo-aero wheels, which look as if they were cut from pizza pans.

Slender headlamp assemblies angle upwards as they curve around the fenders.

The Honda Civic sedans and coupes don't share any body panels.

The sedan's somewhat abbreviated trunk lid and high, chunky tail add perceived mass to a tightly proportioned, smallish sedan.

Understated fender blisters break up the otherwise featureless expanse.