his integrates well with Honda's simple, elegant, and efficient IMA system that eliminates the need for a large, heavy and complex electric drive system. Second, Honda's hybrid performance strategy lends itself well to the driving habits of North American consumers who tend to live in suburban settings and have commutes that include mixed highway and city driving by delivering similarly high economy levels for both driving modes.

Some hybrid systems built by other manufacturers actually provide higher city fuel economy than highway - a feature that benefits only those who live in dense urban areas with heavy stop and go traffic. City drivers also tend to put fewer annual miles on their vehicle, which minimizes the return on investment for a hybrid powertrain. Overall, Honda's advanced IMA system provides the greatest advantage to high mileage commuters, who can benefit the most from clean and efficient hybrid technology.

The fourth generation Honda IMA system consists of a 1.3-liter i-VTEC 4-cylinder engine connected to a high power electric motor and a Continuously Variable Transmission (CVT). A battery pack is used to capture and store electricity for the electric motor. Like all contemporary hybrid powertrains, the system uses a gasoline engine as the primary source of power and an electric motor provides additional power and electricity regeneration capability. During acceleration, the engine or the engine and electric motor propel the vehicle.

During cruising, the gasoline engine and/or the electric motor can propel the vehicle. This means the Civic Hybrid can drive on the electric motor alone in certain cruising situations, a new capability for 2006. During braking, the gasoline engine deactivates and the electric motor acts as generator to charge the battery pack. At a stop, the engine can enter an idle stop mode to save fuel, and the engine is turned off until the brake pedal is released.

Overall, the 18 percent more powerful 110-horsepower fourth generation Honda IMA powertrain provides stronger starting and overtaking acceleration compared to its predecessor while its estimated city/highway fuel economy of 49/51 mpg provides a maximum driving range over 625 miles. The gasoline engine and electric motor combine to produce a maximum output of 110-horsepower (12) @ 6000 rpm and 123 lb-ft. of torque (11) @ 1000-2500 rpm.

(12) Horsepower and torque calculations reflect new SAE J1349 procedures revised August, 2004.


Building on the strong foundation of the 2005 Civic Hybrid 1.3-liter i-DSI gasoline engine, the 2006 1.3-liter i-VTEC with VCM gasoline engine implements a wide assortment of new technology including a three-stage i-VTEC system that provides a low and high cam profile to increase power output while also adding Variable Cylinder Management (VCM) capability to deactivate all four of the engine's cylinders (instead of three previously). The new valvetrain helps to drastically reduce internal pumping losses during deceleration and contributes to the increase in electrical regeneration of 170 percent. The engine still features an "intelligent" dual and sequential ignition system that uses two spark plugs per cylinder and allows for more complete combustion of the fuel by firing the two spark plugs either at the same time or in a sequential, one-two fashion depending on the driving condition. By itself, gasoline engine output is rated at 93 horsepower @ 6000 rpm (+ 9 percent) and torque is rated at 89 lb-ft. @ 4500 rpm (+2 percent).

Dramatic new technology has also been added to the electric motor, Intelligent Power Unit and battery pack to improve performance, reduce size and minimize weight. The 15-kilowatt electric motor uses a high performance magnet and flat wire construction to improve torque output by 30 percent, horsepower by 46 percent and efficiency by 3 percent. By itself, the electric motor is rated at 20 horsepower @ 2000 rpm and torque is rated at 76 lb-ft. @ 0-1160 rpm. The brain of the IMA system - the Intelligent Power Unity (IPU) - is 13 percent smaller and weighs slightly less. Related components including the Power Control Unit (PCU) and DC/DC converter are also smaller and weigh less while providing greater operational capabilities. The 158-volt battery pack provides 27 percent more assist power, can recharge 14 percent faster and its size has been reduced by 12 percent.

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