Civic range

The Honda Civic range


Contents

1 Overview
2 Drivetrain
3 The Civic 3 door Type-R
4 The Civic IMA
5 Technical specifications



The following information is correct at time of going to press.


For more information: www.genpo.co.uk

Overview

* Global Civic range, in 3, 4, 5 door and Coupe body styles
* Innovative ‘short nose’ design contributes to class-leading interior space
* Flat floor for greater comfort
* Convenient fascia-mounted gearshift (3 and 5 door)
* Unique engine line-up: petrol, diesel and petrol-electric
* 1.4 SOHC and 1.6 SOHC VTEC-II (3, 4 and 5 door models)
* 160 PS 2.0 DOHC i-VTEC new for model year 2004 (5 door)
* 1.7 SOHC and 1.7 SOHC VTEC-II (Coupe)
* 1.7 common rail direct injection diesel (3 and 5 door)
* 2.0 DOHC i-VTEC-powered Type-R flagship delivers 200 PS, exhilarating performance and acceleration from 0-100 km/h in 6.6 sec (performance uprated for MY2004)
* Civic IMA 4 door represents first application of petrol-electric technology on an established, mainstream platform – combined consumption of 4.9 l/100 km, CO2 emissions of 116 g/km
* 3 and 5 door models receive styling and interior upgrades for MY2004

Since its launch, Honda’s seventh-generation Civic range has proved widely popular thanks to clever packaging that delivers exceptional roominess, engines with some of the very best performance/economy combinations in their class, and a variety of models to suit most customer tastes – what other range is able to boast both an iconic 200 PS slingshot and a petrol-electric IMA capable of 4.9 l/100km? That broad appeal has played a key role in Honda’s recent sales growth.

The arrival of diesel 3 and 5 door models further expanded the model line-up in 2002, while the frugal Civic IMA 4 door with its highly innovative petrol-electric technology enters markets across Europe during 2003. And for model year 2004, there is a new high performance derivative: a 160 PS 2.0 litre i-VTEC unit aimed at those wanting to capture some of the driving thrills of the Type-R, but in a more sophisticated and comfortable 5 door body style. At the same time, all 3 and 5 door models undergo a number of updates designed to reinforce their exciting and fun to drive nature.

The extensive range now features four different body styles – 3, 4 and 5 door, plus Coupe (selected markets only) – and eight different petrol and diesel engines. Range flagship is the hot shot Type-R which, with its striking looks, agile handling and blistering output – 0-100 km/h in 6.6 seconds and a potential maximum speed of 235 km/h – has become one of the most popular compact performance derivatives in Europe.

3 door 4 door 5 door Coupe 1.4 SOHC * * * 1.6 SOHC VTEC-II * * * 2.0 DOHC i-VTEC (160 PS) * 2.0 DOHC i-VTEC (200 PS) * 1.7 SOHC * 1.7 SOHC VTEC-II * 1.7 CTDi * * IMA (1.3 i-DSI + electric motor) *
MY 2004 upgrades
The new flagship 2.0 litre 5 door model heads the changes for MY2004. A 160 PS i-VTEC engine similar to that of the CR-V, but tuned specifically for the Civic, delivers further vitality and flair to the all round capability of the 5 door model. 3-light projector style headlamps, unique 16 inch alloys, Vehicle Stability Assist (VSA), front fogs, a mesh grille, half leather seats and white sports dials are some of the visual differences which add panache to the performance.
All 3 and 5 door models receive revised frontal styling for a more distinctive, sporty appearance: a wider bumper intake with lines that sweep up into the wheel arch; either two-light or three-light projector style headlamps, depending on model; and a mesh grille for the 3 door model and a three bar grille for the 5 door.

Top grade Civic models also get door mirror-mounted side indicators comprising a strip of LEDs for improved visibility when turning. Body colour side sills add further definition to the flanks.

At the rear 5 door models get a revised rear bumper with a styling motif mirroring that at the front and a tailgate spoiler is added. Tail-light clusters on both both 3 and 5 door models have been restyled.

3 and 5 door interior changes
The extensive use of noise suppression materials, careful coordination of colours and textures, large front seats and accommodation increased in all dimensions, combine with a more supple ride to make travel in the Civic a particularly relaxing experience.

Changes to the spacious cabins make for a lighter and more elegant ambience – more chrome-finished detailing matched to a new centre console colour of Magnum Silver, seats finished in a new fabric and improved in shape for greater comfort, and self illuminated meters on top grades.

In addition, 3 door models are equipped with a sports steering wheel. 5 door models get a two-tone soft coating to the instrument panel. In some markets a new titanium interior with dark titanium centre console is also available. Other upgrades include a rear seat centre cup holder incorporated in the back of the armrest, a four-spoke steering wheel, and a larger sized seat back pocket.

New 3-door Sport plus revised Type-R
Capturing some of the visual excitement of the Type-R, a new Sport grade has been added to the 3 door line-up. It uses the new front spoiler design from its more powerful sibling together with a unique colour front grille, 3-light projector headlamps, side sill garnish, 205/55 R16 tyres and newly designed 16 inch alloy wheels. Inside, this extrovert appearance is complemented by white dials, red seat inserts and red door panels (matched with black).

The exciting and iconic Civic Type-R doesn’t go unchanged and new for 2004 are a 30 per cent lighter flywheel which, together with improved engine response, shaves 0.2 secs off the 0-100 km/h time. There are also new brake callipers that incorporate the Type-R logo for added exclusivity. Door mirror-mounted indicators, a front spoiler similar to that on Sport models, a front grille unique to Type-R, and three light projector style headlamps complete the picture. Inside, there are now red seat inserts and door panels, as well as red headrest aperture, to further emphasise the car’s out and out sporty nature.

Advanced IMA technology and everyday practicality
The Civic IMA – new for 2003 – is the car that finally brings the exceptional economy of petrol-electric technology to conventional, mainstream motoring. A second-generation Integrated Motor Assist (IMA) system packaged within a high volume, established model, heralds a new era in high efficiency transportation, and the result is an exceptionally frugal, environmentally-friendly car: combined cycle consumption is just 4.9 l/100km, an improvement of almost 30 per cent over a conventional 1.4 litre Civic, itself one of the most efficient cars in the compact car class.

Yet driveability, practicality and refinement remain uncompromised. In everyday motoring the Civic IMA is to all intents and purposes a conventional car; a roomy, comfortable 5-seater saloon that retains the Civic family’s class-leading features and build quality.
The IMA system couples a 1.3 litre i-DSI petrol engine – similar to that powering the Honda Jazz – with a thin, lightweight electric motor that both boosts performance during acceleration, and captures energy otherwise wasted during braking, to the benefit of fuel economy. The whole process is fully automatic and the driver simply turns the key and goes.

2.0 litre DOHC i-VTEC engine (5 door)
Now widely used throughout the Honda range, and indeed in the Civic Type-R, i-VTEC technology matches strong fuel economy and cleaner emissions with high output and strong torque characteristics over all speed ranges. This 2.0 litre engine is a similar unit, albeit more powerful, to that fitted in the CR-V. It produces 160 PS (118 kW) at 6,500 rpm and torque peaks at 179 Nm at 5,000 rpm, for fast and refined motoring; in particular, mid-range torque ensures brisk and effortless acceleration in top gear. 0 to 100 km/h in the manual-only model is dispatched in 8.5 seconds, while top speed is 208 km/h.

The global Civic range
The Civic is a truly global car in more than one sense: in design terms all variants share the same platform and the same basic specifications. In production terms, the Civic is also the beneficiary of Honda’s Global Product Supply Network initiative, which increases the speed, efficiency and flexibility of the company’s manufacturing operations around the world.

Thus, 5 door models are built both at the Swindon, UK plant and in Japan; 4 door models in the US and Japan; the 2-door Coupe in the US; and the new 3 door exclusively in Swindon.









Production

USA EUROPE ASIA JAPAN 2 door - - - - 3 door - - 4 door - 4 door 4 door - 5 door - 5 door
Sales

USA EUROPE ASIA JAPAN 2 door 2 door - 3 door 3 door - 3 door 4 door 4 door 4 door 4 door - 5 door - 5 door
British built Civics are exported to both Japan (Type-R) and North America (Civic Si).



Drivetrain

* Choice of 1.4 litre SOHC or 1.6 litre SOHC VTEC II (3, 4 and 5 door models), 1.7 litre SOHC or 1.7 litre SOHC VTEC II (Coupe), 160 PS 2.0 litre DOHC i-VTEC (5 door), and 200 PS 2.0 litre DOHC i-VTEC (Type-R) petrol engines
* 1.7 litre common rail, direct injection diesel (3 and 5 door)
* Some of the best fuel economy-performance combinations in their class
* Choice of 5-speed manual or 4-speed automatic with Grade Logic Control (2.0 5 door and diesel 5-speed only, Type-R 6-speed manual)
* Civic IMA 4 door represents first application of petrol-electric technology on an established, mainstream platform – combined consumption of 4.9 l/100 km, CO2 emissions of 116 g/km

Civic 3, 4 and 5 door ranges are available with two aluminium alloy based, four-cylinder petrol engines: a 90PS (66 kW) 1.4 litre SOHC and a 110 PS (81 kW) 1.6 litre SOHC VTEC II. 3 and 5 door models are also available with a 100 PS (74 kW) common rail, direct injection diesel.

New for the 2004 model year is a 160 PS 2.0 litre i-VTEC engine fitted to the 5 door model, while the highly advanced, petrol-electric Civic IMA 4 door goes on sale across Europe from late 2003 (detailed in a separate chapter).

The Civic Coupe offers a choice of two aluminium alloy based four-cylinder petrol engines: a 120 PS (88 kW) 1.7 litre SOHC and a 125 PS (92 kW) 1.7 litre SOHC VTEC II.

In the high-performance Type-R derivative, an exciting 200 PS (147 kW) 2.0 litre DOHC i-VTEC unit (please see the Type-R chapter for details). It is part of Honda’s family of engines featuring Variable Timing Control (VTC) and, while closely related to the Honda Stream’s engine of the same capacity, it makes its debut in the Type-R in 200 PS specification.

1.4 SOHC and 1.6 SOHC VTEC II
The 1.4 and 1.6 litre engines have been developed to improve mid-range torque, fuel consumption, driveability and emissions performance, rather than boosting maximum output.

Strong torque delivery provides greater flexibility during everyday driving while fuel economy figures are some of the very best in the class. The 1.4 litre produces 90 PS at 5,600 rpm and peak torque of 130 Nm at 4,300 rpm, the 1.6 litre 110 PS at 5,600 rpm and 152 Nm at 4,300 rpm. Combined consumption for the 3 door 1.4 is 6.3 l/100 km and for the 1.6 litre 6.6 l/100 km.

1.7 SOHC and 1.7 SOHC VTEC II
While output of the less powerful engine is boosted by 15 PS (11 kW) (compared to the previous 1.6i LS), the engineers have primarily sought improvements in mid-range torque, fuel consumption, refinement and reduced emissions.

Better torque delivery has brought greater flexibility during everyday driving and helped improve economy. Compared to the equivalent 1.6 litre engines of the previous Civic Coupe, the 1.7 SOHC’s peak torque rises from 139 Nm at 4,600 rpm to 152 Nm at 4,500 rpm, while that of the 1.7 SOHC VTEC II is boosted from 144 Nm at 5,400 rpm to 153 Nm at 4,800 rpm. Flatter torque curves also mean that both engines pull more strongly across the rev range, particularly between 2,000 and 4,000 rpm.


Maximum output of the 1.7 litre SOHC engine is 120 PS (88 kW) at 6,200 rpm up from 105 PS (77 kW) at 6,200 rpm. The 1.7 SOHC VTEC II unit produces the same 125 PS as its predecessor, but at 6,300 rpm rather than 6,600 rpm.

160 PS 2.0 litre i-VTEC engine
Now widely used throughout the Honda range, i-VTEC technology matches strong fuel economy and cleaner emissions with high output and strong torque characteristics over all speed ranges. This 2.0 litre engine is a similar unit, albeit more powerful, to that fitted in the CR-V. It produces 160 PS (118 kW) at 6,500 rpm and torque peaks at 179 Nm at 5,000 rpm, for fast and refined motoring; in particular, mid-range torque ensures brisk and effortless acceleration in top gear. 0 to 100 km/h in the manual-only model is dispatched in 8.5 seconds, while top speed is 208 km/h.

For greater detail on i-VTEC technology, please refer to the Type-R chapter in this pack.

1.7 common rail direct injection diesel
The Civic 3 and 5 door CTDi models feature a DOHC, four-valves-per-cylinder engine which offers refined power delivery matched to outstanding fuel economy. The Isuzu-sourced engine features a number of Honda-unique items including the fuel filter and accelerator position sensor. Power output is 100 PS at 4,400 rpm, but more significantly, the peak torque of 220 Nm is delivered at just 1,800 rpm for superb flexibility.

In the common rail design, a pump brings the fuel up to a high and consistent pressure within the common rail from where is passes to the fuel injectors. The direct injection of the fuel into the combustion chamber can then be very precisely monitored, enabling the exact amount to be delivered for maximum efficiency. In addition, the variable nozzle turbocharger provides greater flexibility and efficiency by allowing the boost pressure to be varied according to demand.

Transmissions
All models, with the exception of the IMA, CTDi and Type-R can be specified with either a 5-speed manual transmission or a 4-speed automatic with Grade Logic Control. The Civic IMA and Civic 3 and 5 door CTDi models feature their own unique 5-speed manual transmission. The Type-R is equipped with a 6-speed close ratio manual gearbox that perfectly complements the Civic flagship’s high performance engine.

Automatic transmission with extended lock-up
The compact automatic transmission, with incorporated Grade Logic, is a sophisticated, four-speed electronic constant mesh unit. It features a torque converter lock-up which is operational over a greatly extended speed range, benefitting fuel economy by around 3 per cent.


The Civic 3 door Type-R

The Civic Type-R continues in the footsteps of the Integra and Accord Type-R derivatives, delivering exceptional dynamic ability, innovative engineering and an exhilarating driving experience in a unique road car package.

Striking, purposeful looks are matched by a high output, 2.0 litre engine, which features Honda’s advanced DOHC i-VTEC technology. Applied to the Civic Type-R, output rises to a prodigious 200 PS (147 kW) at 7,400 rpm, with peak torque of 196 Nm delivered at 5,900 rpm.

100 PS/litre equates to a top speed of 235 km/h, while a 30 per cent lighter flywheel and improved engine response for the MY 2004 Type-R have brought the 0-100 km/h acceleration time down from 6.8 to an even more potent 6.6 seconds; yet combined cycle fuel consumption remains at just 8.9 l/100 km.

i-VTEC is the generic name of Honda’s outstanding petrol engine family. The name is derived from ‘intelligent’ combustion control technologies that match outstanding fuel economy, cleaner emissions and reduced weight with high output and greatly improved torque characteristics in all speed ranges.

The design cleverly combines the highly renowned VTEC system - which varies the timing and amount of lift of the valves - with VTC or Variable Timing Control. VTC is able to advance and retard inlet valve opening by altering the phasing of the inlet camshaft to best match the engine load at any given moment. The two systems work in concert under the close control of the engine management system delivering improved cylinder charging and combustion efficiency, reduced intake resistance, and improved exhaust gas recirculation among the benefits. i-VTEC technology offers tremendous flexibility since it is able to fully maximise engine potential over its complete range of operation.

A particularly flat torque curve is testimony to its effectiveness: by 3,000 rpm the engine is already delivering in excess of 180 Nm.

The 2.0 litre DOHC i-VTEC engine in detail
Salient features are:
* DOHC VTEC
* VTC or Variable Timing Control
* compact intake system
* rear exhaust system with low heat mass
* camshafts operated by a particularly quiet chain drive
* a serpentine belt providing auxiliary drive similar to that used in the Honda S2000, keeping the engine compact
* ladder frame main bearing stiffener located between the block and sump, increasing rigidity

VTEC
The principle of the VTEC system is to optimise the amount of air-fuel charge entering, and the amount of exhaust gas leaving, the cylinders over the complete range of engine speed to provide good top-end output together with low and mid-range flexibility. Typically, at high engine speeds the valves remain open for a longer duration to give the gases sufficient time to overcome their inertia. At low and mid range engine speeds, where valves opening for too long would allow intake charge to leak back out and exhaust gases to leak back into the cylinder, the valves remain open for a shorter duration.

The switch to the high lift, long duration operation at high engine speeds is achieved by locking the rocker arms operating each pair of inlet and each pair of exhaust valves to a third high lift rocker arm (one on the intake side, one on the exhaust side) by means of a hydraulically-activated pin.


Variable Timing Control (VTC)
In the Civic Type-R’s 2.0 litre engine, the VTEC mechanism is complemented by Variable Timing Control that works by taking into consideration engine load.

Based on input from a position sensor located at the rear end of the inlet camshaft, together with a whole range of other data, the engine control unit varies the inlet camshaft position relative to that of the exhaust camshaft by means of a hydraulically driven, compact vane-type pump located on the front end of the inlet camshaft. In this way it can advance and retard the opening of the inlet valves.

During the periods of high engine load which occur during acceleration, VTC is set at a relatively small degree of valve overlap which provides the optimum output, the valve opening angle fully utilising the inertia effect of the intake air. In addition, as engine speed builds, the VTEC mechanism switches from the low speed cam to the high-speed cam (i.e. optimal torque to optimal power), but with the same degree of overlap.

In contrast, at high engine speeds in situations where the engine is not under heavy load, for example during motorway cruising, there is much greater valve overlap and this is advantageous in reducing pumping losses, maximising the exhaust gas recirculation effect for reduced NOx levels and providing the best balance between fuel consumption and output.

Finally, at idle and low engine speeds during light load conditions, inlet valve opening is retarded for minimal overlap, generating strong swirl and therefore good mixing. EGR is reduced and this stabilises combustion.

Compact dimensions, thermally efficient
On the 2.0 litre engine, the stainless steel exhaust manifold is mounted on the back of the engine. This means the distance to the catalytic converter is reduced, so less heat is lost. Also the 4-2 exhaust manifold flows into an exhaust pipe structure which features an ‘e-pattern’ cross section rather than a dual pipe construction, which is even more heat efficient.

6-speed manual transmission
Complementing the Type-R’s DOHC i-VTEC engine is a 6-speed close ratio manual gearbox. High performance synchronisers and the high efficiency changing mechanism allow extremely quick and precise gear changes.

The transmission is matched to a high performance clutch and features triple cone synchronisers on both first and second gears. Shorter in length than many 5-speed transmissions, it offers an exhilarating shifting feel as well as superior packaging. Carefully spaced ratios maintain engine revs well within the power band during acceleration.

Chassis
The inherently fine-handling Civic 3 door with its highly rigid body and much praised suspension design provides an ideal platform for a high performance derivative. Nevertheless, Honda has introduced additional stiffening to endow the Type-R model’s handling with greater tautness and precision.

High rigidity
At the rear, a strut fitted between the wheelarches, together with a reinforced wheelarch gusset increases vertical dynamic rigidity by 23 per cent. Frontal horizontal rigidity benefits to the tune of 17 per cent thanks to an additional strut located at the base of the front bulkhead and between the two front side members.

This is matched by firmer dampers and springs, uprated anti-roll bars front and rear (that at the front is stiffer, that at the rear is increased in diameter compared to standard 3 door models) and 17 x 7JJ alloy wheels shod with 205/45 R17 tyres. Backed up by a programme of extensive testing at Germany’s demanding Nurburgring, the package ensures that the Civic Type-R possesses excellent chassis dynamics, with a high degree of linearity in its handling behaviour.

Handling and stability benefit from a 15 mm lower ride height and uprated anti-roll bars: a higher gauge steel at the front, but using the same 25.4 mm diameter, and a diameter increased from 13 to 18 mm at the rear.

Larger front disc brakes than the standard Civic 3 door, with a firmer pedal action, provide stopping ability to match.

Exterior
To ensure a high degree of aerodynamic efficiency, the designers used a computer-generated ‘virtual wind tunnel’ to predict wind flow around the car and every aspect of the body was studied to reduce drag and minimise wind noise. This included developing the general shape of the body, refining the front spoiler, adding a rear suspension cover, and even refining the shape of the door mirrors.

Styling revisions, while adding to the Type-R’s overt, sporty appeal, are more than just cosmetic. Each of the additional body panels - chin spoiler, side sill garnish, rear under spoiler, larger roof spoiler - have been carefully shaped and tested to provide improved aerodynamic performance.

Nevertheless, in combination with a 15 mm lower ride height and the squat, wide track design of the Civic 3 door, the looks leave no doubt as to the high performance intent of the Type-R model. The effect is set off by a mesh-type front grille complete with ‘Type-R’ script, black-plated headlamp sub-reflectors and twin chrome tail pipes. Even under the bonnet there is no mistaking the performance potential: the red crackle-finish cam cover is picked out with the legend ‘DOHC i-VTEC’. For 2004, brake callipers now incorporate the Type-R logo for added exclusivity. Door mirror-mounted indicators and three light projector style headlamps complete the picture.

Interior
The aggressive sporting image is reflected inside the car. Large, racing car-influenced seats are firmer and provide even more support than those of the standard 3 door model, with the addition of bolsters at shoulder height and those along the seat base sides increased in depth by 10 mm.

The Type-R’s performance credentials are further signalled by white instrument faces and an aluminium-effect gear knob; additional flourishes are provided by an embroidered Type-R logo at the base of the headrest and red stitching on both the seats and the steering wheel. Door and seat inserts, as well as headrest apertures, are now finished in red.


The Civic IMA 4 door

* Civic saloon basis creates first established, mainstream petrol-electric car
* Second generation Integrated Motor Assist (IMA) system builds on Honda Insight
* Completely automatic system – ‘out of sight, out of mind’
* 1.3 litre lean burn engine uses i-DSI technology first revealed in Jazz
* More powerful electric motor, more compact electronics
* Outstanding performance matched to 4.9 l/100km in combined cycle/116 g/km CO2
* VTEC controlled cylinder idling system
* Idle stop system automatically kills engine when vehicle is stationary
* Comfortable, spacious 5-seater saloon with excellent driveability
* 8 year/160,000 mile guarantee on petrol-electric assist system – includes batteries

The Civic IMA is the car that finally brings the exceptional economy of petrol-electric technology to conventional, mainstream motoring. Based on principles pioneered by the Honda Insight, but featuring a highly revised drivetrain and packaged within a high volume, established model, it heralds a new era in high efficiency transportation.

The result is an exceptionally frugal, environmentally-friendly car. Yet driveability, practicality and refinement remain uncompromised and in everyday motoring the Civic IMA is to all intents and purposes a conventional car; a roomy, comfortable 5-seater saloon that retains the Civic family’s class-leading features and build quality.

The second generation Integrated Motor Assist (IMA) system couples a 1.3 litre i-DSI petrol engine – similar to that powering the Honda Jazz – with a thin, lightweight electric motor that both boosts performance during acceleration, and captures energy otherwise wasted during braking, to the benefit of fuel economy. The whole process is fully automatic and the driver simply turns the key and goes.

Lively performance plus exceptional frugality
The incredible efficiency of the Honda-patented design means that the Civic IMA consumes just 4.9 l/100km over the combined cycle, an improvement of almost 30 per cent over a conventional 1.4 litre Civic, itself one of the most efficient cars in the compact car class. Carbon dioxide emissions are proportionately low at only 116 g/km and overall, the Civic IMA easily betters Euro IV requirements.

Compared with the Insight’s, this latest IMA system delivers increased performance, enhanced packaging flexibility and increased regenerative braking ability.

The maintenance-free battery pack located in the boot behind the rear seat takes up little room, and the self-charging nature of IMA means it is fully self-contained, with an electronic control system to ensure there is no risk of complete discharge.

Although the engine alone can provide sufficient driving power – even in sustained uphill driving – the electric motor provides assistance under a broad range of conditions, such as moving off from standstill, to give levels of performance more typical of a larger engined car. Conversely, during cruising motor assist plays a minimal role and the engine supplies all the power required.

Electric power for the motor is mainly generated by capturing energy during braking – regenerative braking – although if the charge state of the IMA battery is low, the motor generator will also recharge while the Civic IMA is cruising.

So that energy isn’t wasted through the pumping action of the engine’s cylinders during the regenerative braking process, a cylinder idling system on three of the four cylinders is brought into play under the control of the VTEC system.

Fuel economy gets a further boost from an ‘idle stop’ feature which automatically turns off the engine when the car comes to a standstill; as soon as a gear is engaged, the engine automatically restarts. The idle stop feature is not activated during the first few minutes of engine start up.

Since the IMA system also starts the engine and recharges the normal 12V battery, neither a conventional starter motor nor an alternator are required, thus simplifying the mechanical layout.

Further contributing to economy are aerodynamic enhancements that include a refined front bumper, a boot spoiler and underbody covers. The result is an exceptionally low drag coefficient of 0.28.

Honda estimates that regenerative braking, the idle stop system and VTEC cylinder idling contribute a 25 per cent improvement in fuel economy during city driving, and that improved combustion efficiency, the adoption of lean burn and reduced engine friction a 15 per cent boost, and the aerodynamics, tyres and electric power steering (EPS) a further 7 per cent.

So confident is Honda of the reliability of IMA that it is providing a special 8 year/160,000 mile guarantee on the petrol-electric assist system. This covers the motor stator, rotor, power inverter module and electronic control unit; the pre-driver unit; the DC-AC converter; the battery electronic control unit and condition monitor module; and, of course, the Panasonic nickel-metal hydride (Ni-MH) battery pack.

Civic IMA customers can therefore be assured of ‘worry-free’ ownership while enjoying all the benefits that the technology can deliver.

First to market with conventional, high volume model
Over 15,000 Civic IMAs have already been sold in the USA and Japan. It made its European sales debut in the UK in May – where it has been exempted from the recently introduced London congestion charging scheme – while Europe-wide sales follow in the winter. Now, with this highly efficient technology having fully entered the mainstream, Honda plans to expand the benefits to other models in its range.

The Civic has already been acclaimed internationally, taking Industry Week’s Technology of the Year title, while in both 2002 and 2003 its power unit was voted best 1.0 to 1.4 litre engine (also picking up best fuel economy in 2003) by Engine Technology International magazine.

The principle of IMA
The requirement for brisk acceleration in a conventional car demands a significant amount of power and energy and therefore an engine with a larger displacement than is strictly necessary for the considerable time it spends at a constant speed on a level road. The principal behind the IMA system fitted to Civic is to take a highly efficient but smaller petrol engine and supplement its performance during acceleration, or when ascending a hill, with an electric motor. Engine and motor are thus complementary and each is designed to operate within its most efficient range.

The motor assists the engine when required, but in turn recaptures energy during braking and deceleration (regenerative braking). This means the electric motor needs no outside power source, nor does it have to be ‘plugged in’. During coasting or braking while the engine is in gear, the motor becomes a generator converting forward momentum (kinetic energy) into electrical energy, instead of wasting it as heat during conventional braking. That energy is stored in the Ni-MH battery pack located within the boot, just behind the rear seat. If the charge state of the IMA battery is low, the motor generator will also recharge while the Civic IMA is cruising.

Compact engine/motor/transmission assembly
The petrol engine needs to make its own contribution to greater economy if the potential of the technology is to be exploited to the full. It also needs to be sufficiently compact to accommodate the in-line electric motor. In the 1.3 litre 4 cylinder i-DSI unit fitted to the Jazz, Honda had the perfect candidate. Its low fuel consumption, high torque at low and medium speed ranges and compact dimensions make it ideal for an IMA application.

Sandwiched between the engine and the conventional 5-speed transmission, then, is an ultra-thin motor, similar to that first seen in the Insight, but further developed for even greater efficiency. Boasting the world’s highest output density for an electric motor, it also develops 30 per cent more torque – a total of 57 Nm – than the Insight’s. Significantly, given the motor’s raison d’etre, this peaks at a useful 1,000 rpm, thus providing substantial assistance when it is most needed – at low and mid rpm. Maximum power output and maximum torque with IMA are 66 kW (90 PS) at 5,700 rpm and 159 Nm at 1,500 rpm, respectively.

The DC brushless motor is just 65 mm thick. The output shaft of the engine connects directly to the motor and the output shaft of the motor is attached directly to the transmission. Engine and motor always turn in tandem since they are connected together.

The Intelligent Power Unit (IPU) is the nerve centre of IMA, containing both the Power Control Unit (PCU) which manages energy flow and the battery system. The latter comprises 120 individual 1.2 V cells for a total output of 144 V and a capacity of 6 Ah. Ni-MH batteries offer stable output characteristics regardless of the charging condition, as well as excellent durability, easily withstanding the high in/out electric currents of the assist/regeneration process.

Compared to the Insight, numerous electrical components have been combined, lightened and reduced in size and some of the most significant enhancements include:

* New motor windings for greater wire density
* New IPU combines the PCU and battery pack, reducing volume 42 %
* Combination of inverter and pre-driver reduces weight 28 %, volume 39 %
* New high-density silicon wafers in the inverter contribute to 25 % less heat loss
* New battery/PCU cooling system, consumes 85 % less energy, reduces weight 32 %, volume 20 %
* Battery module has reduced resistance and energy losses, improving output density by 23 %
* Battery box 30 % smaller, 6 % lighter

The engine
The i-DSI (intelligent Dual & Sequential Ignition) engine offers exceptionally low CO2 emissions and high fuel economy. A key feature in its ability to deliver rapid, intensive combustion is a pair of spark plugs per cylinder mounted diagonally opposite one another, and a high swirl, highly compact combustion chamber – resulting from the narrow valve angle (30 degrees) and SOHC single pivot head.

Adding to the overall efficiency are a number of friction reduction measures including:

* Thin sleeve cylinder wall construction resulting in a reduction of the total amount of aluminum used in the engine for a lightweight engine block.
* Plateau honing that lowers the friction level between the pistons and the cylinders by creating an ultra smooth surface. Plateau honing is a two stage machining process that uses two grinding processes instead of the more conventional single honing process. This also enhances the long-term wear characteristics of the engine.
* Low friction pistons made of aluminum alloy featuring "MoS2" on the cylinder walls for improved lubrication.
* Offset cylinder bores to minimise friction by positioning the crankshaft axis in a more efficient alignment to the cylinder bore axis. This reduces friction caused by the side thrust of the pistons against the cylinder walls, just after top-dead-centre, as each piston begins its descent on the firing stroke.
* Connecting rods in special high strength forged steel treated with a special carbon process that hardens the surface and allows engineers to use a design that weighs less than a traditional rod for this application.
* Low tensile force piston rings to reduce friction further.

Further weight saving measures include an exhaust manifold constructed of stainless steel (which also reduces exhaust gas heat loss).

The combustion process
Each pair of spark plugs is fired sequentially, with the interval between the two dependent on engine rpm and load. The intake side spark plug ignites first, then as the flame propagates, the exhaust side plug fires (before top-dead-centre); the flame expands rapidly into the whole area to achieve complete combustion. This arrangement provides much faster combustion and higher cylinder pressures to provide high engine output. The intense nature of the combustion effectively reduces engine knocking and permits a much higher compression ratio – 10.8:1 – for greater economy.
The programming of the ignition timing map achieves a careful balance between economy and power output. At large throttle openings, up to engine speeds of around 2,600 rpm, intake side ignition is advanced and the exhaust side is slightly retarded; in the mid range the exhaust side is further retarded, optimising output; at high engine speeds, ignition is almost simultaneous for optimum power and torque. At part throttle, the simultaneous ignition phase is more extensive, commencing as low as 3,500 rpm.

Throttle Position RPM Ignition Notes Half Low Sequential Air intake side has advanced ignition to balance torque and fuel economy. Half Mid - high Simultaneous Air intake and exhaust side spark plugs both simultaneously ignite to balance power and engine noise. Full Low Sequential The air intake side spark plug has advanced ignition and the exhaust side has delayed ignition for maximum torque. Full Medium Sequential Air intake side spark plug has advanced ignition and the exhaust side has further delayed ignition to balance torque and engine noise. Full High Simultaneous The intake side spark plugs and the exhaust side spark plugs ignite simultaneously for maximum horsepower.
Top torque, effortless economy
This intelligently-controlled, intensive combustion delivers class leading levels of fuel economy, yet torque and power are improved across all engine speeds especially at low and mid speed ranges. In combination with IMA, superb flexibility and lively performance are the result.

Engine idling system maximises energy recapture
Having adopted regenerative braking for the Civic IMA, Honda engineers were keen to make the system as efficient as possible. To maximise reclaimed energy during deceleration a cylinder idling system, which cleverly adapts the principles of Honda’s patented VTEC system, has therefore been incorporated.
In a conventional engine, the pumping action of the cylinders provides a moderate amount of resistance – engine braking – that would lessen the regenerative effect. So rather than VTEC’s traditional role – engaging an alternative cam profile at high rpm for improved engine performance – the Civic IMA’s system closes the intake and exhaust valves on up to three of the four cylinders to reduce engine drag at low rpm; this enables the pistons to move more freely within the cylinders, allowing the generator (electric motor) to provide resistance instead, thus producing more electricity.

Compensating for torque variation
Another innovative feature is the use of the motor to damp engine-idle vibration by application of reverse torque to the crankshaft. The reverse torque pulses are exactly in phase and opposite the 60-degree torque fluctuations of the petrol engine. As a result, the engine is remarkably smooth throughout its operating range.

The Civic IMA is equipped with a 5-speed manual transmission. Special features include a specially developed clutch to accommodate the IMA system regeneration capabilities, a double cone synchroniser in both first and second gears and optimal gear ratios that maximise performance and economy. Above all, the design offers the same refined shift feel of other Civic models.

The climate control air conditioning features an economy mode integrated into the IMA system. The idle stop continues to function when this mode is selected, but at all other times during A/C operation, the engine continues to run during full vehicle stops so that occupants continue to receive air at the desired temperature.

Due to the location of the IPU behind the rear seat within the boot, load space is slightly lower in the Civic IMA compared to the conventional saloon, but it nonetheless is capable of swallowing four golf bags, or a baby stroller or four 26 inch suitcases.

Unique to the Civic IMA are a number of features designed to enhance airflow. The one-piece front bumper design and exclusive grille shape have the effect of directing air more efficiently over the vehicle, while beneath the car, engine and rear side covers prevent turbulence from forming. Similarly, a rear spoiler has been added to reduce turbulence behind the vehicle. The result is a Cd figure of 0.28.

Since the Civic IMA uses a unique powertrain, the vehicle’s instrumentation is unique, too, and comprehensive IMA readouts supplement the Civic’s standard instrumentation. The display appears black with the ignition off, but once the key is turned, the attractive, suitably high-tech display features backlit blue numerals and red needles against a black background. Brightness can be moderated using a dimmer switch located just to the right of the odometer, while the gauges automatically adjust to night-time mode when the lights are turned on.

Featured in the analogue/digital display are:

* Speedometer and tachometer (analogue) with large, highly legible numbers.
* Shift Light: Indicates the correct time to change gear for maximum economy.
* Auto Stop: Illuminates when the engine turns off automatically using the Idle Stop feature.
* Miscellaneous Indicator Lights: Oil pressure, low fuel, SRS, EPS, IMA, parking brake and battery.
* Odometer with Dual Trip Meters (digital): Displays vehicle mileage and has two trip meters, marked A and B. Mileage display controlled by pushing the Select/Reset button located under the speedometer.
* Fuel Economy Estimator - (digital) Shows estimated litres/100 km for either trip A or trip B mileage.
* Instantaneous Fuel Economy Meter: Bar graph meter (with numbers) shows an estimate of real time fuel economy.
* IMA Charge/Assist Meters (LCD): Indicates when the IMA battery is being charged or when it is providing electrical power assist.
* IMA Battery Charge Level (LCD): Indicates how much power the battery has stored.
* Fuel Gauge (LCD).
* Engine Temperature (LCD).



SPECIFICATIONS
HONDA CIVIC 3 DOOR
1.4 1.6 1.7D 2.0 Type-R
ENGINE Bore x Stroke (mm)
Capacity (cc)
Compression ratio
Max power kW/PS
@ rpm
Max torque Nm
@ rpm 75 x 79
1396
10.4
66/90
5600
130
4300 75 x 90
1590
10.4
81/110
5600
152
4300 79 x 86
1686
18.4
74/100
4400
220
1800-2800 86 x 86
1998
11.0
147/200
7400
196
5900 Fuel system

Fuel rating
Honda PGM-FI electronic fuel injection
Unleaded 95 Ron Common Rail

Diesel Honda PGM-FI

Unleaded 95 Ron ELECTRICAL Battery
Alternator
12V – 45Ah
12V – 70Ah 12V – 45Ah
12V – 70Ah 12V – 75Ah
12V – 100Ah 12V – 45Ah
12V – 85Ah TRANSMISSION Front Wheel Drive Gear ratios Manual






1st
2nd
3rd
4th
5th
6th
Reverse
Final 3.142(S) 3.461(LS)
1.750(S) 1.869(LS)
1.241
0.969
0.805
-
3.230
4.411 3.142
1.869
1.241
0.969
0.805
-
3.230
4.411 3.545
2.055
1.333
0.923
0.744
-
3.583
3.578 3.266
2.130
1.517
1.147
0.921
0.738
3.583
4.764
Automatic




1st
2nd
3rd
4th
Reverse
Final 2.722
1.465
0.975
0.673
1.954
4.357 2.722
1.465
0.975
0.673
1.954
4.357
-
-
-
-
-
- -
-
-
-
-
- SUSPENSION Front Toe control link MacPherson strut, coil spring, gas pressurised shock absorber, anti-roll bar Rear
Reactive link double wishbone, coil spring, gas pressurised shock absorber, anti-roll bar (not 1.4S)


1.4 1.6 1.7D 2.0 Type-R STEERING Gear Type Electric rack and pinion Turns lock to lock 2.88 (S)
2.84 (LS) 2.84 (LHD)
2.92 (RHD) 2.84 (LHD)
2.92 (RHD) 2.68 Turning radius (m)
At body
At wheel

5.7
5.3
5.7
5.3
5.7
5.3
6.1
5.7
BRAKES ABS with electronic brake distribution (EBD) and Brake Assist Front 262 mm
ventilated disc 262 mm
ventilated disc 260 mm
ventilated disc 300 mm
ventilated disc Rear 200 mm drum
or 260 mm disc 260 mm disc 260 mm disc 260 mm disc Handbrake
Mechanical acting on rear wheels WHEELS AND TYRES Wheels

Tyres
14 x 5.5J or
15 x 6J
185/70R14 or 195/60R15
15 x 6J

195/60R15

15 x 6J or
16 x 6.5J
195/60R15 or
205/55R16
17 x 7JJ

205/45R17

DIMENSIONS, WEIGHTS, CAPACITIES



4140
1695
1440
2575
1472
1490
140
315

1107-1141
1150-1168

1575
50



4140
1695
1440
2575
1472
1490
140
315

1133-1171
1160-1198

1605
50




4140
1695
1440
2575
1472
1490
140
315

1266-1301
-

1725
50



4140
1695
1440
2575
1472
1490
125
315

1205-1209
-

1550
50 Overall length (mm)
Overall width (mm)
Overall height (mm)
Wheelbase (mm)
Front track (mm)
Rear track (mm)
Ground clearance (mm)
Luggage space VDA (litres) Kerb weight (kg)
MT
AT Max. permiss. weight (kg)
Fuel tank (litres)






1.4 1.6 1.7D 2.0 Type-R PERFORMANCE* Maximum speed (km/h)
MT
AT
Accel. 0-100 km/h (secs)
MT
AT

177
167
187
182
182
-
235
-
11.6
11.9
9.9
11.7
11.2
-
6.6
- FUEL CONSUMPTION (1999/100/EC)* MT
l/100 km


CO2 emissions
Urban
Extra Urban
Combined

g/km 8.0

5.4
6.3

150 8.6

5.5
6.6

157 6.3

4.4
5.0

134 12.3

7.0
8.9

212 AT
l/100 km


CO2 emissions
Urban
Extra Urban
Combined

g/km 9.7

5.7
7.2

171 9.6

5.7
7.1

169 - -
*Best possible performance and fuel consumption figures shown

Information correct at time of print.


SPECIFICATIONS
HONDA CIVIC 5 DOOR
1.4 1.6 1.7D 2.0
ENGINE Bore x Stroke (mm)
Capacity (cc)
Compression ratio
Max power kW/PS
@ rpm
Max torque Nm
@ rpm 75 x 79
1396
10.4
66/90
5600
130
4300 75 x 90
1590
10.4
81/110
5600
152
4300 79 x 86
1686
18.4
74/100
4400
220
1800-2800 86 x 86
1998
9.8
118/160
6500
179
5000 Fuel system

Fuel rating
Honda PGM-FI electronic fuel injection
Unleaded 95 Ron Common Rail

Diesel Honda PGM-FI

Unleaded 95 Ron ELECTRICAL Battery
Alternator
12V – 45Ah
12V – 70Ah 12V – 45Ah
12V – 70Ah 12V – 75Ah
12V – 100Ah 12V – 45Ah
12V – 80Ah TRANSMISSION Front Wheel Drive Gear ratios Manual





1st
2nd
3rd
4th
5th
Reverse
Final
3.461
1.869
1.241
0.969
0.805
3.230
4.411 3.142
1.869
1.241
0.969
0.805
3.230
4.411 3.545
2.055
1.333
0.923
0.744
3.583
3.578 3.266
1.769
1.212
0.921
0.738
3.583
4.388 Automatic





1st
2nd
3rd
4th
Reverse
Final 2.722
1.465
0.975
0.673
1.954
4.357 2.722
1.465
0.975
0.673
1.954
4.357 -
-
-
-
-
- -
-
-
-
-
- SUSPENSION Front Toe control link MacPherson strut, coil spring, gas pressurised shock absorber, anti-roll bar
Rear
Reactive link double wishbone, coil spring, gas pressurised shock absorber, anti-roll bar (not 1.4)


1.4 1.6 1.7D 2.0 STEERING Gear Type Electric rack and pinion Turns lock to lock 2.88 2.80 2.84 2.84 Turning radius (m)
At body
At wheel

5.9
5.5
5.9
5.5
5.9
5.5
5.9
5.6 BRAKES ABS with electronic brake distribution (EBD) and Brake Assist Front 262 mm
ventilated disc 262 mm
ventilated disc 260 mm
ventilated disc 260 mm
ventilated disc Rear 220 mm drum
or 260 mm disc 260 mm disc 260 mm disc 260 mm disc Handbrake
Mechanical acting on rear wheels WHEELS AND TYRES Wheels

Tyres
14 x 5.5J or
15 x 6J
185/70R14 or 195/60R15
15 x 6J

195/60R15

15 x 6J

195/60R15

15 x 6JJ

195/65R15

DIMENSIONS, WEIGHTS, CAPACITIES


4285
1715
1495
2685
1472
1489
140

370

1131-1159
1168-1186

1600
50


4285
1715
1495
2685
1472
1489
140

370

1156-1199
1182-1225

1610
50


4285
1715
1495
2685
1472
1489
140

370

1298-1323
-

1760
50


4285
1715
1495
2685
1472
1489
140

370

1264
-

1705
50 Overall length (mm)
Overall width (mm)
Overall height (mm)
Wheelbase (mm)
Front track (mm)
Rear track (mm)
Ground clearance (mm)
Luggage space VDA (litres) Kerb weight (kg)
MT
AT Max. permiss. weight (kg)
Fuel tank (litres)




1.4 1.6 1.7D 2.0 PERFORMANCE* Maximum speed (km/h)
MT
AT
Accel. 0-100 km/h (secs)
MT
AT

175
165
185
180
182
-
208
-
11.8
14.4
10.2
11.9
11.4
-
8.5
- FUEL CONSUMPTION (1999/100/EC)* MT
l/100 km


CO2 emissions
Urban
Extra Urban
Combined

g/km 8.3

5.4
6.4

153 8.6

5.5
6.6

157 6.3

4.4
5.0

134 10.6

6.1
7.8

185 AT
l/100 km


CO2 emissions
Urban
Extra Urban
Combined

g/km 9.7

5.7
7.2

171 9.6

5.7
7.1

169 - -
*Best possible performance and fuel consumption figures shown

Information correct at time of print.


SPECIFICATIONS
HONDA CIVIC 4 DOOR
1.4 1.6 IMA
ENGINE Bore x Stroke (mm)
Capacity (cc)
Compression ratio
Max power kW/PS
@ rpm
Max torque Nm
@ rpm 75 x 79
1396
10.4
66/90
5600
130
4300 75 x 90
1590
10.4
81/110
5600
152
4300 73 x 80
1339
10.8
66/90
5700
159
1000 Fuel system
Fuel rating Honda PGM-FI electronic fuel injection
Unleaded 95 Ron
ELECTRIC MOTOR / GENERATOR Type Permanent Magnet Motor Width (mm) 65 Rated Voltage
144 ELECTRIC POWER CONTROL UNIT (PCU) Intelligent Inverter Unit
DC-DC Converter
(144 volt to 12 volt)
ELECTRIC POWER STORAGE Battery Type Nickel-Metal Hydride
(Ni-MH) Output 144V (120 cells
@ 1.2V) Rated Capacity 6.0 Ah Weight (kg) 28.9
ELECTRICAL Battery
Alternator






12V – 45Ah
12V – 70Ah 12V – 45Ah
12V – 70Ah 12V – 35Ah
-
1.4 1.6 IMA TRANSMISSION Front Wheel Drive Gear ratios Manual






1st
2nd
3rd
4th
5th
Reverse
Final
3.142
1.750
1.241
0.969
0.805
3.230
4.411 3.142
1.869
1.241
0.969
0.805
3.230
4.411 3.461
1.869
1.241
0.911
0.756
3.230
3.600 Automatic





1st
2nd
3rd
4th
Reverse
Final 2.722
1.468
0.975
0.673
1.954
4.357 2.722
1.468
0.975
0.673
1.954
4.357 -
-
-
-
-
- SUSPENSION Front Toe control link MacPherson strut, coil spring, gas pressurised shock absorber, anti-roll bar Rear
Reactive link double wishbone, coil spring, gas pressurised shock absorber, anti-roll bar
STEERING Gear Type Electric rack and pinion Turns lock to lock 2.88 2.79 2.83 Turning radius (m)
At body
At wheel
5.6
5.2
5.6 (LS) 5.8 (ES)
5.2 (LS) 5.4 (ES)
5.8
5.4 BRAKES ABS with electronic brake distribution (EBD) and Brake Assist Front 262 mm ventilated disc 262 mm ventilated disc 262 mm ventilated disc Rear 200 mm drum 200 mm drum 220 mm disc Handbrake
Mechanical acting on rear wheels WHEELS AND TYRES Wheels


Tyres
14 x 5.5J


185/70R14
14 x 5.5J
or
15 x 6J
185/70R14
or
195/60R15
15 x 6JJ


195/60R15 1.4 1.6 IMA DIMENSIONS, WEIGHTS, CAPACITIES

4480
1715
1440
2620
1468
1469
155

450

1087-1125
1115-1154
1550
50

4480
1715
1440
2620
1468
1469
155

450

1102-1155
1129-1181
1570
50

4480
1715
1430
2623
1470
1473
140

342

1196-1210
-
1595
50 Overall length (mm)
Overall width (mm)
Overall height (mm)
Wheelbase (mm)
Front track (mm)
Rear track (mm)
Ground clearance (mm)
Luggage space VDA (litres) Kerb weight (kg)
MT
AT Max. permiss. weight (kg)
Fuel tank (litres)
PERFORMANCE* Maximum speed (km/h)
MT
AT
Accel. 0-100km/h (secs)
MT
AT

185
170
195
192
177
-
11.3
13.7
9.2
11.3
12.8
- FUEL CONSUMPTION (1999/100/EC)* MT
l/100 km


CO2 emissions
Urban
Extra Urban
Combined

g/km 8.2

5.4
6.4

153 8.2

5.5
6.5

154 6.0

4.3
4.9

116 AT
l/100 km


CO2 emissions
Urban
Extra Urban
Combined

g/km 9.9

5.6
7.2

170 9.3

5.6
7.0

165 -
*Best possible performance and fuel consumption figures shown
Information correct at time of print.




HONDA CIVIC 2 DOOR

Versions 1.7i LS * 1.7i ES * ENGINE 1.7 1.7 SOHC SOHC VTEC II Cylinders 4 in line Bore x Stroke (mm) 75 x 94.4 75 x 94.4 Capacity (cc) 1668 1668 Compression ratio 9.5 9.9 Max power kW/PS @ rpm 88/120
6,200 92/125
6,300 Max torque Nm
@ rpm 152
4,500 153
4,800 Fuel system Honda PGM-FI electronic fuel injection Fuel rating
Unleaded 95 Ron ELECTRICAL Battery 12 V 45 Ah Alternator
12 V 70 Ah TRANSMISSION Front Wheel Drive Gear Ratios Manual 1st 3.461 3.461 2nd 1.869 1.869 3rd 1.241 1.241 4th 0.969 0.969 5th 0.805 0.805 Reverse 3.230 3.230 Final 4.411 4.411 Automatic 1st 2.722 2.722 2nd 1.468 1.468 3rd 0.975 0.975 4th 0.673 0.711 Reverse 1.954 1.954 Final
4.357 4.357 SUSPENSION Front

Rear Toe control link MacPherson strut, coil spring, gas pressurised shock absorber,
25.4 mm dia anti-roll bar
Reactive link double wishbone, coil spring, gas pressurised shock absorber,
12 mm dia anti-roll bar STEERING Gear Type Power assisted rack and pinion Turns lock to lock 2.75 Turning circle (m) 11.6 * Dependent on market






Versions 1.7i LS * 1.7i ES * BRAKES Front Ventilated disc 262 mm dia Rear Solid disc 260 mm dia Four-sensor, three-channel ABS, Electronic Brake Force Distribution (EBD) and brake assist WHEELS AND TYRES Wheels
Tyres
15 x 6JJ (steel)
195/60 R15 15 x 6JJ (alloy)
195/60 R15 DIMENSIONS,
WEIGHTS, CAPACITIES Overall length (mm) 4438 Overall width (mm) 1695 Overall height (mm) 1399 Wheelbase (mm) 2620 Front track (mm) 1470 Rear track (mm) 1470 Ground clearance (mm) † 155 Luggage space VDA
(litre) 441 Kerb weight (kg) MT/AT 1121-1140/1147-1165 1130-1162/1155-1187 Max permitted weight (kg) MT/AT
1570/1595
1590/1615 Fuel tank (litres) 50 PERFORMANCE Max speed (km/h)
MT/AT
200/187
201/195 Acceleration (0-100km/h secs) MT/AT
9.7/11.1
9.6/11.1 Fuel consumption MT/AT l/100km (1999/100/EC)

Urban 9.3/10.1 9.0/9.9 Extra Urban 5.7/5.8 5.5/5.7 Combined 7.0/7.4 6.8/7.3 CO2 emissions (g/km) MT/AT
168/176
161/173 * Dependent on market
† with passengers in vehicle

Information correct at time of going to press


Civic 5 door