Yuuji Fujiki, chief engineer for Honda’a IMA hybrid system, holding the battery pack used in the 2012 Civic Hybrid. (Photos: Brad Berman, All rights reserved.)

The new 2012 Honda Civic Hybrid, using a lithium ion battery for the first time, increased its average EPA fuel economy rating from 41 mpg to 44 mpg. The new model is rated at 44 in both city and highway driving. HybridCars.com, using hypermiling techniques, achieved the upper limit of what any driver should ever expect for fuel efficiency—a score of 68.7 mpg on a 10-mile course of mostly country lanes and some highway driving, with four or five stoplights along the way.

The improvement in fuel economy solidifies the Civic Hybrid’s second-place position for fuel economy among cars that don’t plug into the grid. The 44-mpg average moves the Civic slightly closer to the Prius’s 50-mpg level, and edges out the 42-mpg Lexus CT 200h. Honda makes the claim that the Civic Hybrid becomes the most fuel-efficient sedan—meaning it’s not a hatchback—on U.S. roads.

The all-new, ninth-generation 2012 Honda Civic arrives at dealers nationwide starting today. The MSRP for the Civic Hybrid begins at $24,050, and tops out at $26,750 for the package with leather, XM radio and leather.

Like other new Civic models—there are now five different versions, including the HF high fuel-effeciency non-hybrid model—the 2012 Civic Hybrid gains new features and sleeker styling.

Bigger Engine Means More Electric Power

In addition to the shift to lithium ion batteries, the 2012 Honda Civic uses a larger 1.5-liter 4-cylinder engine. “We changed the displacement from 1.3 to 1.5 liters,” said Yuuji Fujiki, chief engineer for Honda’a IMA hybrid system, in an exclusive interview with HybridCars.com. “But the fuel consumption rate is the same as current model.” Fujiki explained that the larger displacement allows the engine to run at lower RPMs, which in turn allows for more frequent use of the electric motor and produces a quieter ride.

The Civic Hybrid’s lithium ion batteries are 30 percent smaller than the previous nickel-metal-hydride batteries—thereby granting more cargo space than the previous model.

Fujiki expained how every aspect of the hybrid system’s design was tweaked for optimal efficiency—such as the motor that increases output from 15 kW to 20 kW, uses more coils and widely spaced magnets, and employs plastic spacers to better manage temperature.

In addition to more frequent use of idle-stop, the engine valves are sometime deactivated to cut off fuel, even when the engine is turning. Honda refers to this as EV mode, although Fujiki admitted that it’s not a true all-electric condition. “It’s not electrical only,” he said. “The fuel system is stopped, but there is a mechanical drag.” Fujiki said that, at maximum output, this “no-fuel” mode could last up to 79 seconds.

All About Balance

The focus of Honda engineers was on total vehicle efficiency—evidenced by a remarkable 44-mpg average using a single-motor system that’s less expensive and complex than the Toyota two-motor approach. “We had to strike a balance between engine friction, motor output, and how to use the battery,” said Fujiki. “That balance is going to determine the overall efficiency.”

Our interview with Fujiki helped us win the MPG challenge, which was established by Honda for journalists attending the media preview for the 2012 Civic earlier this month in Washington, DC. His advice—to accelerate in a steady manner to about 45 miles per hour and stay at this speed for as much of the 10-mile course as possible—was the key to achieving the winning 68.7 mpg score. Fujiki also advised not to use the neutral gear when coasting.

“Don’t use neutral, because when idling, fuel is injected,” he said. “Keep it in Drive, so the engine can judge that you’re decelerating, and get into fuel-cut mode and so you can take advantage of regenerative braking.”

Six-Percent Hybrid Take-Rate

The new Civic HF sedan, positioned between the Civic LX and Civic EX, is rated for 41 miles per gallon on the highway and 29 in the city. It is equipped with a 5-speed automatic transmission, exclusive 15-inch lightweight alloy wheels and aerodynamic enhancements under the body, and a rear spoiler. It does not use any hybrid drivetrain technology or idle-stop features. Driving in exactly in the same manner in the HF as we did in the Civic Hybrid, we achieved 46 mpg on the 10-mile course. The MSRP for the 5-Speed Automatic HF model begins at $19,455.

All Civic models, except for the Si, now feature an “econ” button allowing drivers to maximize efficiency on demand.

Consumers will recognize the Civic’s raked windshield, wide stance and other styling features that do not dramatically depart from the current model. The hybrid has a unique grille design with blue accents. Special five-spoke alloy wheels, a decklid spoiler and LED brake lights further differentiate the Civic Hybrid from other Civic models. The interior of the Civic Hybrid uses exclusive seat fabric and unique door panel covers. The hybrid offers a range of standard and available audio and navigation technologies.

Honda expects to sell a total of 260,000 Civics in a year—with about 6 percent coming from the hybrid’s sales, and another 2 -3 percent from the HF model. That means about 1,300 sales of the hybrid per month—a fraction of Prius sales. Honda executives admitted that the company’s hybrids were primarily targeted at other global markets, such as Japan.

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2006 Honda Civic Hybrid

American Honda Motor Co., Inc., will recall 36,656 Civic Hybrid vehicles from model years 2006 through 2007 in the U.S. to replace the DC-to-DC converter, a component of the Integrated Motor Assist hybrid control system. The DC-to-DC converter may experience an internal failure that could lead to engine stalling and malfunction of vehicle headlights. No crashes or injuries have been reported in relation to this defect.

Honda is announcing this recall to encourage all owners of affected vehicles to take their vehicles to an authorized dealer as soon as they receive notification of this recall from Honda. Notification to customers is planned to begin March 18, 2011.

In addition to contacting customers by mail, after March 18, owners of these vehicles will be able to determine if their vehicle requires repair by going on-line or calling. Honda owners can go to www.recalls.honda.com or call (800) 999-1009, and select option 4.

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Yet, the company is tenacious—taking a hard study of each shortcoming, and applying those lessons to new and improved green strategies. We spoke with William Walton, manager of product planning for Honda’s lineup of cars from Fit to Accord, to see if Honda might have finally set out on the right course.

1Mild Hybrids for Small Cars—at Right Price

Honda’s hybrid system has been criticized because it’s a mild form of gas-electric technology that uses electricity to assist the gas engine, rather than to power the wheels on its own. According to Walton, the ability of that same system—known as Integrated Motor Assist (IMA)—to significantly boost MPG at a relatively low cost makes it perfectly matched to small cars. “A lot of people are accepting of hybrids,” said Walton. “But do they put the money down when it’s time to purchase? That’s a whole another subject.”

Finding the right combination of cost and hybrid benefit is about applying the right kind of hybrid technology to the right vehicles and to a specific type of customer, according to Walton. He likes the three models in Honda’s current small hybrid portfolio: the Insight for the environmentalist; the Civic Hybrid for the more mainstream buyer; and the CR-Z for buyers looking for a sportier ride. “We’re not one size fits all. We have different characters for different types of consumers.” The Insight and CR-Z both start under $20,000.

2Plug-in Hybrids for Larger Cars

The mild hybrid technology is well suited to small cars, but won’t work for larger and heavier cars, so Honda had to develop an entirely new hybrid system that “will fill a void that we currently have,” said Walton. The larger hybrid system will first be made available in a plug-in format in 2012, and then could roll out as a conventional hybrid. “We want to see what happens with the plug-in vehicle architecture, and take learnings from that,” said Walton.

“We’ll have the architecture to be able to expand. It’s just a matter of scalability, how large and how much investment do we want to pump into it. There needs to be a clear value story for the customer.”

Honda is not talking about the platform for its first plug-in, but Walton provided a few hints. “It could be all new or it could be an existing vehicle. He pointed out that Honda created an all-new vehicle, the Honda FCX Clarity, for its fuel cell program whereas other manufacturers used existing vehicles. “I wouldn’t put it past Honda to do something out of the ordinary.”

3Honda Fit as EV, Not as Hybrid

While Honda is selling the Fit with a hybrid option in Japan and Europe, that will not be coming to the United States, according to Walton. The three current hybrid offerings already address the different customer segments. “We don’t see an area for the Fit to excel,” Walton said. “If we offered the Fit hybrid, it could be confusing to our customers.” (Walton said that the Fit makes sense in Japan, because the Insight is “priced more upstream” there.)

On the other hand, the Fit is perfect as an electric car. “In terms of battery packaging, the Fit hatchback is better suited to carry the larger battery sizes required to power an all-electric vehicle.” The Fit EV will be introduced in 2012.

440-MPG Gas Cars Are Not Really Competition for Hybrids

Walton acknowledged that he’s keeping tabs on the new wave of conventional gas-powered cars rated at 40-mpg on the highway. “The industry is only advertising the highway fuel economy,” he said, calling for more consumer education. “Unless you live on the highway, most people are spending time in some city or stop-and-go traffic. That’s where we separate from non-hybrid vehicles and hybrids is the city and highway rating.” Despite the hype, there are only three conventional hybrids that achieve greater than 40 MPG as an average of both highway and city driving. Two of the three are Honda cars—the Insight and Civic Hybrid. The other one is the 50-mpg Toyota Prius.

5More Dedicated Hybrids, But Not Sold with Green Messaging

“Our feeling is that you’ll start to see more and more vehicles only offered in hybrid form. New hybrids are on their way in,” Walton said, while refusing to comment on Honda’s future product plans. What did he mean?

He said that Honda has learned a lot from CR-Z customers, who buy the coupe because of its styling, not because it’s a hybrid. “We know that customers will buy hybrid vehicles if you deliver something that they’re looking for, not only for its fuel economy.” He said that’s how car companies will meet higher fuel economy ratings—by creating new hybrid-only vehicles that are appealing on multiple fronts, and just happen to be hybrids.

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The shift is part of Honda’s strategy to make its conventional gas-electric hybrids nearly as affordable as gas-only cars—a goal the company has been talking about for a couple of years.

In addition, announcements from Honda at the Los Angeles Show that it would pursue a robust plug-in hybrid architecture for future cars—and introduce an all-electric version of the Honda Fit—pushes the company in the direction of lithium, and away from the nickel metal hydride batteries that have powered hybrids since their introduction. Blue Energy Co Ltd, a joint venture of Honda and GS YUASA CORP, will provide Honda’s lithium battery.

Nailing down its hybrid battery strategy is vital for Honda. Last month, Honda President Takanobu Ito says around 10 percent of Honda’s global sales will be hybrids by 2015, and all of its models are built with the ability to quickly adapt into hybrids.

Power and Weight

While similarly sized lithium ion batteries may cost 30 percent more than the current nickel metal hydride batteries, carmakers can use lithium batteries to reduce battery costs by building smaller packs. At the same time, we would expect Honda to try to squeeze out a few more miles to the gallon with the Civic Hybrid, which already boasts 40/43, ranked in second place behind the Prius as the most fuel-efficient conventional hybrid.

2012 Civic concept.

Lithium batteries mean less weight and more effective regenerative braking. Hyundai points to the use of lithium batteries for the Sonata Hybrid, hitting showrooms later this month, as the reason it could beat the Ford Fusion Hybrid on weight reduction.

“With the new high-power lithium ion batteries, they can cut them down to their actual energy requirements and still get all the power they need,” said John German, who worked as an environmental engineer for Honda for 11 years and is now a senior fellow for the International Council for Clean Transportation, in an interview with HybridCars.com.

Looking Forward

There’s another important reason that the Civic Hybrid is going lithium—so the next generation of Civic Hybrid owners don’t go postal.

The Civic Hybrid is the only hybrid model for which we’ve seen numerous customer complaints about critical battery failures. Civic Hybrid owners have reported loss of power or outright pack failures, and have not been satisfied with the company’s fixes. The fact that the Civic Hybrid is the only hybrid model—from Honda or any other hybrid car producer—with a chronic battery issue suggests an issue with the supplier or the system design. The shift to lithium hopefully will put the issue in the rear view mirror.

These complaints, and the introduction of the new Honda Insight and CR-Z hybrid coupe—other small Honda hybrids that potentially compete for sales—help explain why Honda Civic Hybrid sales dropped by 50 percent between 2009 and 2010.

The Civic’s low sales are another reason that it’s a good candidate for the switch to lithium. “The Civic Hybrid is not a large seller,” said German. “So it makes sense for Honda to convert this vehicle first to lithium ion and gain some real world experience with it before moving to lithium ion for the Insight, CR-Z, and other hybrids.”

The entire hybrid market is moving to lithium, save the biggest producer of hybrids: Toyota. The company, at least for the time being, is holding firm to nickel metal hydride for its conventional no-plug hybrids. For example, the preliminary specs for the new Prius V hybrid wagon call for a nickel metal hydride battery pack. Yet, as Popular Science’s Seth Fletcher points out: “Any time we hear Toyota bemoan the state of lithium-ion technology, it’s important to remember that Toyota has in fact built an extensive supply chain for lithium-ion batteries over the past few years.”

“All manufacturers will move to lithium ion for hybrids,” said German. “It’s just a matter of time.” He believes the transition will happen with low-volume models first, and the changeover from nickel to lithium will be complete by 2016 and 2018.

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As soon as the second-generation Prius arrived on the scene in 2003, the Civic Hybrid was cast in its role as runner-up in the hybrid world. It’s true that the Civic Hybrid is not quite as fuel-efficient, not quite as comfortable and roomy, and not quite as powerful as the Prius. But the gas-electric Civic, like Rodney Dangerfield, deserves more respect than it receives.

In fact, it’s the Civic Hybrid’s un-hybrid-like looks and sticker price that makes it such a compelling proposition. Prius buyers usually spend at least a couple thousand more dollars to buy Toyota’s celebrity hybrid than those who drive off with a Civic. And yet the Civic’s 40-mpg in the city and 43-mpg on the highway, places it right next to the Toyota Prius as two of the three vehicles with average fuel economy in the 40s. The other is the Prius look-alike 2011 Honda Insight.

No Significant Changes For 2011

Honda is on the fourth generation of its integrated engine/motor hybrid design. The system combines a 1.3 liter iVTEC 4-cylinder engine with a 20-hp electric motor to deliver a total of 110 hp. The nickel metal hydride battery pack has a 158 volt output. In addition to turning the engine off at stops, the Civic can save fuel by de-activating all of its cylinders and cruise under electric motor power alone in some circumstances. With the electric motor attached to the engine’s crankshaft, the engine never stops turning when the car is moving, as it does in the Toyota and Ford hybrids, but it can shut off the fuel supply and valves, which has a similar effect. Also, the engine uses eight spark plugs to allow greater flexibility with the firing order for more complete combustion of fuel in the cylinder. Add an improved battery pack and regenerative braking from the previous generation to produce a hybrid with Advanced Technology Partial Zero Emissions status.

In August of this year, Honda issued a “technical service bulletin” for model years 2006 through 2008 Civic Hybrids. Addressing an issue that could cause batteries to wear out sooner than expected, Honda informed owners to bring vehicles into dealerships to fix a software flaw. Some owners experienced disappointing mileage after receiving the fix. Model years 2009 and 2010 were not included in the software update.

Exterior

The Civic Hybrid looks almost identical to the conventional gas-powered sedan, which was redesigned—to rave reviews—for the 2006 model. Honda has made few changes to that winning design.

Check out that windshield. It sweeps up from the hood with 23.9 degrees of rake. That’s more than any Honda ever built, more even than that uber-sports-car, the Acura NSX. Honda accompanies that bold stroke with abbreviated front and rear overhangs and fenders that cling to the tires with a 50-millimeter gap—narrower, says Honda, than those on a 5 Series car from BMW. A-pillars are virtually over the front wheels, and the large front doors make it easy to get in and out of the car. Motor Trend commented. “When the latest-generation Civic first hit the market, many were surprised by its unusual styling. But the Civic’s looks have proven a hit with buyers and…Honda decided not to mess with success.”

Interior

The long, sloped windshield produces an especially deep dashboard, and designers used that real estate to try something different. They came up with a two-tier dash with upper and lower gauge pods. The top level, in line with the driver’s view above the steering wheel, features a digital speedometer, fuel gauge and engine temperature readout. In the lower tier behind the three-spoke steering wheel is the tachometer, fuel economy readout, and a hybrid gauge—showing how much the hybrid batteries are being recharged (via regenerative breaking) or being used to assist the gas engine. An Idle-Stop indicator flashes when the gasoline engine has completely shut down to prevent burning fuel when the vehicle is at a stop.

In the dark, the gauges glow an unearthly shade of blue, prompting some to dismiss the two-level dash as a “Star Wars” solution. Frankly, though, it’s time for a certain generation to shove over; a new group, with new tastes and expectations is here. To satisfy them, the Civic Hybrid is loaded not just with cool lights, but also with useful technologies. The audio system accepts MP3 and WMA formats. XM Satellite radio and Bluetooth hands-free phone connectivity is part of an available navigation system.

While the Civic Hybrid scores high points for style, finish and ergonomics, the cabin doesn’t rank as well for cargo space and comfort in the back seat. The rear-seat legroom was cut by 1.4 inches with the 2006 redesign, making it cramped when loaded with three adults. The Honda Civic Hybrid has 10.4 cubic feet for cargo space. To make room for the hybrid system’s battery pack, Honda has eliminated the rear folding seats on the Civic Hybrid. As a result, storage of long objects cannot be shared between the trunk and the back seats. And, USA Today noted, “Gooseneck hinges on the trunk lid swing down and in, swiping cargo room and possibly pinching your luggage. Plenty of rivals use hinges that fit in the gutter around the trunk opening, avoiding the luggage compartment.”

Standard equipment is on par with the gas-powered Civic’s top EX trim level. The Hybrid comes with: power windows, outside mirrors and locks with remote keyless entry; automatic climate control; tilt-telescoping steering wheel with controls for audio: and cruise control and a 100-watt AM/FM/CD six-speaker sound system.

Honda equips every Civic with anti-lock disk brakes with brake-force distribution, electronic stability and traction control and a full complement of airbags, including curtain-style bags. The Advanced Compatibility Engineering (ACE) body structure weaves the front end’s major structural and suspension elements into a web of components that absorbs the energy created by a front-end collision and directs it away from the cockpit.

On The Road

The Civic Hybrid doesn’t stray too far from its gasoline cousins. It is relatively nimble and tightens up nicely for confident maneuvers at higher speeds. While it certainly won’t win any stop-light drags, once up to speed it’s a solid, smooth performer on city streets and on the highway as well. In a world where economy cars are often just driving appliances, this hybrid is actually fun to drive: it’s peppy, agile and responsive, and you might even find yourself looking for places to go with it.

There’s more. The ride is solid but comfortable without being numb, with less road noise and wind whistle than expected for the compact-car class. It is, simply, a pleasurable car. USA Today commented, “Like gasoline Civics, the hybrid test car had a sturdy, tight feel, as if it were modeled after a sport sedan. It didn’t have the slip-slidey feel you can get when trying to push a Prius briskly through corners. Thus, the Civic was more fun to drive in the normal-to-brisk end of the scale.”

Economics

For 2011, the Civic Hybrid has a suggested retail price of $23,950, up $150 from 2010. A leather-trimmed interior package that includes heated front seats adds $1,200 as does the navigation package. Combine the leather and navigation package and the sticker price is $27,150. In comparison, the Toyota Prius III, the most popular 2010 model with fuel economy rated at 50 miles per gallon in combined city/highway driving, starts at $23,800 and includes satellite radio and Bluetooth. The Prius IV with leather trim makes a considerable jump to $26,600 and a navigation system that includes a backup camera (not available on the Civic Hybrid) retails for $2,380.

Even though the price comparison between the Civic Hybrid and Toyota Prius tips the scale toward the Prius with its better fuel economy, the Civic Hybrid will satisfy shoppers who value the Honda Civic for its reliability and contemporary look, but really want a hybrid. And, if the Prius design is not your cup of tea, and you can live with a compact rather than a mid-size sedan, then the Honda Civic Hybrid is worth a little respect and consideration.

Prices are Manufacturer Suggested Retail Price (MSRP) at time of publication and do not include destination charges, taxes or licensing.

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To address the problem, Honda earlier this month started to install a software update on Civic Hybrids (model years 2006 through 2008). Letters were mailed to more than 100,000 Civic Hybrid owners on July 30. According to the Los Angeles Times, only about 4 percent of the vehicles have received the software change so far.

As the first set of Honda Civic Hybrids receive the software update, the results reported in our forums are mixed.

“My 2008 [Civic Hybrid] purchased new started having these problems about 6 months ago. Now Honda reprogrammed the software. Made it even worse.”

“I took my 2007 HCH with 38,000 miles to the dealer for the software update a week ago. Prior to the update, I had no problems or complaints with my car. I loved it. Just the right combination of mileage, 41 mpg average with adequate power. After this update my mileage has dropped to 35.5 average with a noticeable loss of power.”

Apparently, the software change does not directly address the battery problem—but instead reduces the vehicle’s reliance on the batteries and electric motor. Essentially, the “fix” extends the life of the battery, but turns a Civic Hybrid into a standard hybrid in the process. As a result, fuel economy is reduced from low- to mid-40 mpg, to the level of a standard hybrid in the mid-30s. The change also deprives the Honda hybrid system, known as Integrated Motor Assist, of its ability to “assist” by receiving a power boost from the electric motor during acceleration.

On the other hand, at least one forum visitor reported that the computer upgrade successfully boosted mileage. “If this improvement does not prove to be false I will be very pleased.” There are other reports on the web that the software update reduced problems with the battery, without sacrificing mileage and power.

More Complications

The Los Angeles Times reported that the Honda software updates caught the attention of the California Air Resources Board (CARB). The agency, which complained that it was not properly notified of the modification, met with Honda officials last week to determine whether the changes would increase emissions. “It becomes a potential air quality concern for us,” said John Urkov, chief of CARB’s in-use vehicle branch.

In March 2007, two Honda Civic Hybrid owners filed a class action lawsuit against Honda because their cars were averaging 31 miles per gallon—well below the advertised mileage in the mid-40s. In December 2009, Honda settled the suit by giving nearly 160,000 owners of the 2003 – 2008 Civic Hybrids a small rebate or discount on the purchase of Honda cars.

Ten years after the introduction of hybrids in the U.S., reports of battery failure have been extremely rare. The current issue with 2006 – 2008 Honda Civics could represent the first hybrid battery problem beyond a few isolated issues. There are currently nearly 2 million hybrids on U.S. roads.

It’s not certain if reports of Civic Hybrid battery problems in the past year have tarnished the reputation of the Honda Civic Hybrid or other Honda hybrids. Yet, so far this year, U.S. sales of the Honda Civic Hybrid have dropped by more than 70 percent compared to last year. The current model year of the Civic Hybrid was not included in the software update, and we have not seen reports of battery failure in model years 2009 and 2010.

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For the past year, issues related to the Civic Hybrid battery have been discussed by numerous owners in the HybridCars.com Civic Hybrid forum.

Honda informed owners of model years 2006 through 2008 Civic Hybrids to bring the vehicles into dealerships so the software could be reprogrammed. Other model years do not need the repair, according to Honda. The repairs are being done as a “technical service bulletin” rather than a recall.

The batteries may deteriorate and fail much earlier than their warranty of at least eight years and 100,000 miles, Honda said.

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Honda hopes that shifting its hybrid battery technology to lithium ion—which packs more power in a smaller space—will help the company gain an advantage over Toyota. In addition to moving to lithium batteries, Honda is planning to increase hybrid production in small and large cars and to introduce Acura luxury hybrids.

Toyota’s recent safety troubles have created an opportunity for other producers of hybrid cars. Honda hybrid sales have been lagging in recent years. Yet, February 2010 sales of the Honda Insight and Civic Hybrid increased by 54 percent and 37 percent respectively, compared to the previous month. Sales of the Toyota Prius dropped by 6 percent in February—although the model still dominates the US and Japanese hybrid markets. Koichi Kondo, Honda executive vice president, told Bloomberg that Honda could put lithium ion batteries in the Civic Hybrid “within the next two to three years.”

By contrast, Toyota believes that lithium batteries do not justify the higher cost, and that current hybrid battery technology—nickel metal hydride—is best suited for conventional hybrids. The company came to that conclusion last fall after conducting three years of “secret tests” on 126 Toyota Priuses equipped with lithium ion batteries.

In a Twist, Lithium Ion Is Cheaper

While similarly sized lithium ion batteries may cost 30 percent more than the current nickel metal hydride batteries, carmakers could use lithium batteries to reduce battery costs by building smaller packs. In an interview with HybridCars.com in December, John German—who worked as an environmental engineer for Honda for 11 years and is now a senior fellow for the International Council for Clean Transportation—said the next wave of lithium ion batteries will help conventional hybrids hit the mainstream.

“Lithium ion batteries will reduce the cost of the battery pack for conventional hybrids, but they’re not going to reduce the cost of the battery pack for plug-in hybrids and electric vehicles,” German said.

German believes lithium ion batteries will alleviate the need for automakers to make hybrids with oversized nickel-based battery packs. The packs are currently sized for delivering enough power rather than for storing sufficient energy. German said, “The reason they’re oversized is that with nickel metal hydride, you’re limited in how fast you can take energy in and out of a battery without causing significant deterioration.” As a consequence, today’s hybrid batteries hold a lot more energy than they need to, and are therefore more expensive than they need to be. “With the new high-power lithium ion batteries, they can cut them down to their actual energy requirements and still get all the power they need,” German said.

Eventually, all carmakers are expected to make the shift to lithium ion batteries for hybrids. If Honda’s strategy works, and other carmakers start using smaller more affordablelithium ion hybrid batteries, the higher purchase price of gas-sipping hybrid gas-electric cars could be slashed, dramatically increasing their popularity.

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From the time the first hybrids hit US roads a decade ago, some hybrid owners have complained about not achieving advertised MPG numbers. The latest huff involves some disgruntled Honda Civic Hybrid owners acting on that all-American maxim of “Sue the bastards!” Last week, Honda proposed to settle the resulting class-action lawsuit, which would reap a cash windfall for the instigators and a bigger bundle for their lawyers. As a Civic Hybrid owner myself, I just shrugged when their legalese showed up in the mail.

I’m not a hyper miler, and no, neither do I get real-world mileage as high as the original 2003 Civic Hybrid’s window sticker ratings of 46 city and 51 highway MPG. But my wife and I kept careful gas logs since acquiring our hybrid, counting ourselves among the earliest of its early adopters in late March 2002.

Apples to Apples

We also ended up keeping our 1997 Civic LX sedan. That car, now fondly known as the “beater,” had sticker values of 32 city and 38 highway and we kept pretty good gas logs on it, too. Thus, we have close to an apples-to-apples comparison, both being 4-door sedans with 5-speed manuals and air conditioning. We drove the two cars fairly interchangeably, predictably favoring the newer and nicer model for longer trips, although always using the beater for the 90-mile round trip to the airport when leaving a car for several nights in a parking garage.
So what kind of tale do seven years of gas logs tell? As shown on the graph, the Civic Hybrid averaged 42.2 MPG. That’s 12 percent lower than its original EPA composite (city-highway average) rating of 48 MPG. But it’s a 30 percent improvement over the 1997 Civic LX’s average of 32.5 MPG, that latter value being only 6 percent lower than the older car’s 34.4 MPG average sticker rating.

Honda claimed “up to a 30 percent improvement in fuel economy” over other Civics according to a brochure from the time of the Civic Hybrid’s launch. Our observed mileage matches that efficiency gain dead-on even though it falls short of the original EPA numbers. Our main mileage-related complaint is the dashboard fuel economy readout, which gives numbers 3-4 MPG higher than reality. Honda acknowledged this bias and fixed it in later versions of the vehicle, though it leaves early Civic Hybrid owners such as ourselves reliant on gas logs (based on presumably accurate odometers and filling station pumps).

The EPA has since adjusted all MPG label values downward by varying amounts, docking the Civic Hybrid by 15 percent, for example. Applying EPA’s new formulas to our cars, the composite ratings become 30 MPG for the 1997 Civic LX and 41 MPG for the 2003 Civic Hybrid. Our gas logs beat the new EPA numbers for both cars, though by a bit more for the older vehicle.

Within the Probable Range

It’s natural for the most efficient vehicles get the most scrutiny on fuel economy. It turns out, however, that mileage-rating inaccuracies are much worse for gas-guzzlers. The consumer fuel use data collected through the “YourMPG” feature on the FuelEconomy.gov website show that nearly one-quarter of consumers driving vehicles rated at 20 MPG reported real-world values of 14 MPG or less. Over a year with 12,000 miles of driving, that corresponds to excess fuel consumption of more than 250 gallons. By comparison, the 12 percent shortfall of our Civic Hybrid compared to its 48-mpg average label translates to an extra 35 gallons of gasoline over the same distance.

In fact, over all the thousands of YourMPG readings analyzed, the reported mileage has a statistical variation (based on the standard deviation) of plus or minus 33 percent compared to window sticker values. Our Civic Hybrid’s mileage wasn’t nearly that far off, and the low-30′s MPG range reported by the folks who sued Honda falls within the probable range of MPG discrepancies expected for any vehicle.

Mileage Varies

Beyond the averages, our gas log graph also reveals how much mileage varies in the same car with the same drivers. A seasonal pattern is also apparent, with fuel economy averaging about 3 MPG higher in summer than in winter for both cars. However, the long-term fuel economy is stable; while the gas log plot certainly bounces around, there’s no evidence of a drop-off through time. That’s a notable point for the hybrid, which shows no degradation in average gas mileage over the 7 years and 75,000 miles we’ve driven it.

So where does that leave us? Perhaps we just need to keep in mind another maxim that any all-American should know. Whether it comes to dating or driving, “Your mileage may vary.”

Contributed by John DeCicco, senior lecturer at the University of Michigan School of Natural Resources and Environment. He is a pioneer in developing consumer-oriented automotive eco-ratings as the creator of ACEEE’s Green Book and as designer of the Yahoo! Autos Green Ratings.

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In fact, in response to the proposed settlement, 26 state attorneys said the settlement was “not fair, adequate or reasonable.” The two main plaintiffs will split $22,500, while their attorneys will get $2.95 million in legal fees. But it’s the settlement for the 158,639 people who owned or leased a 2003 through 2008 model Honda Civic hybrid that is most confounding.

• Dissatisfied owners who trade in their Honda Civic Hybrid could get up to $1,000 rebate on some vehicles—but not Honda’s most fuel-efficient vehicles, such as the Honda Insight, Honda CR-Z and the newer version of the Honda Civic Hybrid. Instead, they’d have to purchase a conventional gas-powered Honda model likely to get lower fuel economy than a Civic Hybrid.
• Honda would send nearly 160,000 current and former Civic Hybrid owners a DVD containing tips on improving fuel economy.
• Honda will agree to drop one claim in one advertisement for two years, saying that “mileage will vary,” not “mileage may vary.”
• Owners who don’t want to sell their Civic Hybrid can get a $500 discount for a new or used Honda model, which can be transferred to immediate family, or those who don’t want to buy a new car can get $100.

Honda denies any wrongdoing, noting that estimates were calculated by the EPA, which the company simply used in advertising. The suit doesn’t challenge the methodology used by the EPA to predict mileage but says Honda deceived consumers by not making it clear that they were unlikely to achieve the agency’s figures.

Year 2008 and later Civic Hybrids aren’t included in the suit, because the EPA changed the methodology for calculating average fuel economy for hybrids last year. Under the new methodology, Civic Hybrids since the 2008 model year are rated at 40 mpg in the city and 45 mpg on the highway. New EPA tests to better reflect real-world driving conditions were unveiled in December 2006. They dropped city fuel economy for all vehicles by an average of 12 percent and 8 percent for highways.

Honda continues to insist that it’s done nothing wrong, but defended the proposed settlement as fair in court documents. Apparently, the company would be pleased to put the case to rest, with a settlement that could send more customers to showrooms. Greg Abbott, Texas attorney general, said that consumers will get “very minimal relief” and the real winner is Honda because it will sell more cars.

A New Era of Honesty

The 26 state attorneys filed their objections on Monday. US District Judge Virginia A. Phillips of California, who gave preliminary approval to the settlement, will consider the objections before deciding whether to issue a final approval.

Regardless of how the Honda Civic Hybrid case is resolved, the problem of overstated EPA mileage estimates, especially for hybrids and forthcoming plug-in cars, is likely to persist. However, the case does put automakers on full alert not to exaggerate mileage claims, and to be as direct as possible about acknowledging likely real-world efficiency levels.

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