2007 Honda Civic LX and Hybrid Road Test

“It was the best of times, it was the worst of times …” The first line of this Charles Dickens classic could just as easily refer to present day automobile consumption. It is the best of times because of the many choices in the automotive sector, the worst of times because of ever-rising fuel prices. This historical era may be known in the future as the “Fuel Revolution.”

In 2007 Honda was named Greenest Automaker by the Union of Concerned Scientists for the fourth consecutive time. The award is given to the company with the lowest overall production of smog-forming and global-warming emissions in its fleet. Winner of the World Car of the Year Award for Greenest Car, the Civic Hybrid, is the most economical and environmentally responsible Civic ever, and it is also the most affordable hybrid in America.

The 2007 Civic Hybrid was the first of two Civic sedans that I had the pleasure of driving for a week. Following closely on the heels of that experience, I found myself behind the wheel of a 2007 Civic LX. I was anxious to discover how these two vehicles matched up, and I wondered if I would have a strong preference of one over the other.

Before getting into the similarities and differences, however, I thought I should do some research on the Hybrid, as I was not familiar with exactly how the technology works. The powertrain is made up of a 1.3-liter four-cylinder aluminum alloy gas engine with Honda’s i-VTEC variable valve timing, coupled with an electric motor, which supplies additional torque in assist mode and functions as a generator during deceleration (the car doesn’t have to be plugged in to recharge), and as a starter. Power for the electric motor is derived from a 158-volt nickel-metal hydride battery pack. The gasoline engine and electric motor work together and separately depending on circumstances. At speeds below 35 mph the electric motor can supply all the necessary power to the vehicle. At higher speeds or when accelerating quickly, the gas engine kicks in and combines for more power. Braking engages a regenerative process, creating additional power to recharge the battery pack. When stopped, the gasoline engine stops running to save fuel and reduce emissions. It automatically starts again when the brake pedal is released. It’s a weird sensation at first, to hear the engine shut off, but once you get used to it the silence is golden!


From outside, the two vehicles look almost identical. The Civic was redesigned in 2006, and the bold changes have been a hit with consumers. There were no changes to the exterior for 2007, as there were no reasons for an update. It’s still a modern, sleek and sexy looking vehicle.

Interiors on the Civic LX and Hybrid are similar, with a couple of exceptions. The Hybrid does not have fold-down rear seatbacks, because the battery pack sits just behind the rear seats. This is also why the Hybrid has a smaller trunk capacity at 10.4 cubic feet vs. 12.0 cubic feet for the regular Civic. I was disappointed to discover that the rear seats on the Civic LX do not fold down in a 60/40 split, but rather as a single fold-down unit. This makes for less functionality and versatility when transporting cargo and more than two passengers; a key feature where many of Honda’s competitors have an advantage.

Both the Civic LX and the Civic Hybrid have cloth seats, and I can’t say that I was especially fond of either. The blue seats in the Hybrid reminded me of the seats on a cheap charter airplane, and the light beige velor cloth in the LX reminded me of my grandfather’s bathrobe. However, I think that the fabric on the LX is probably less likely to show and trap dirt, lint and dust. Blue is a horrible color when combined with the type of woven material found on the Hybrid. I come from experience on this one. I used to have sculptured navy carpet in my living room and dining room, and it showed everything. I’d warn my mother (who was a bit obsessive compulsive and meticulously clean) to take out her contact lenses, so she wouldn’t see every crumb and piece of dust. Otherwise, she’d be down on her hands and knees picking them out. The shame about the blue interior is that it is the only color available with the Magnetic Pearl (dark gray) exterior, which is my favorite of all the exterior colors on the Hybrid. Some of you readers may think I’ve allocated too much space to this seemingly insignificant detail, but those of you who have dogs and/or kids will know what I’m talking about when I say that the interior material and color combination is more important than the exterior color of the vehicle.

One of the best features of the Honda Civic and Civic Hybrid interiors is the instrumentation and placement of controls. I like the white on blue digital display, which is modern, edgy and, more importantly, easy to see. The readouts are large, another plus for those of us who are getting on in years and already have too many frown lines from squinting. Both Civics have a two-tier instrumentation design with the tachometer visible through the steering wheel and the speedometer viewed above the steering wheel rim. My husband was a fan of this feature because he often drives with one hand at the top of the steering wheel, which normally obstructs his view of the speedometer. I tend to maintain the 10 and 2 position, so I liked the small soft-grip steering wheel with extra padding at these two points. There are two additional instruments on the Hybrid: a fuel consumption readout to the left of the digital speedometer (just another reminder of your good judgment in being an eco-friendly consumer) and a gauge that shows the battery charge level.

The Civic sedans are spacious cars with loads of head, shoulder and leg room. The downside to this is that they are also long, and I found that they were just as tight to squeeze in my small garage as my old Jaguar S Type. Visibility is good all around except at the rear, where it’s hindered by the tall trunk, making parallel parking more challenging. An additional rear lip spoiler on the Hybrid exacerbates this problem. I would love to see optional sunroofs offered on the LX and Hybrid models in future years.

Driving the two cars around town, I noticed a few differences, although they were not significant enough for me to favor one over the other. Immediately obvious is the lack of noise in the Hybrid. I quickly got used to the silence when the gas engine shut off at stop lights. It was another feel-good moment, too, knowing that the car wasn’t polluting the air while at a standstill. Handling was good in both, although the LX was more nimble and better at cornering, no doubt in part due to the larger 16-inch wheels and tires. Neither vehicle is equipped with traction or stability control, the absence of which was particularly noticeable in wet conditions. I got the wheels spinning on both cars with little effort when accelerating hard from a stop.

With 30 additional horsepower and 126 less pounds of weight the Civic LX (140 horsepower at 6,300 rpm and 2,751 pounds) accelerates more quickly than the Hybrid (110 horsepower at 6,000 rpm and 2,877 pounds). On the highway both cars performed well. The rides were smooth, quiet and at higher speeds the variable power assisted rack-and-pinion steering was firm and precise. Both test vehicles were equipped with automatic transmissions, although the way each went about shifting gears was entirely different. The LX uses a conventional five-speed automatic, not that five speeds are the average in this class, mind you, with pretty well every competitor only offering four-speed automatics or continuously variably transmissions (CVT). The Hybrid sported a CVT, which was just fine by me. I noticed that there was plenty of torque in all five gears, a benefit of the i-VTEC variable valve timing system. Also notable in the LX was the evidence of downshifting on a descent to provide engine braking.

Honda has always been a leader in the latest safety technology, and in 2007 they upgraded the safety of their Civics with the addition of “ACE” (Advanced Compatibility Engineering) – a body structure that offers improved crash protection over previous models. In addition to better protection for the vehicle’s occupants, Honda has also gone the extra mile to protect individuals outside the car. The Civic’s crumple zones in the hood and front fenders help disperse energy in the event of impact with a pedestrian or cyclist.

So what is the overriding difference between the Civic Hybrid and the Civic LX? It comes down to the green stuff (and I am referring here to money and the environment.) The price of the Hybrid I drove is $24,350. The Civic LX as tested with automatic transmission is $17,760. That is a significant difference. However, federal and state rebates, and depending on jurisdiction reduced parking fees, are available to minimize that price gap. Parking aside, the combined savings can be anywhere from $1,000 to $3,000. In addition, fuel consumption for the Hybrid is 40 mpg (city) and 45 mpg (hwy), whereas the Civic LX automatic is 25 mpg (city) and 36 mpg (hwy). The savings at the pumps you will most likely realize with the Hybrid should offset the initial investment over time. Environmental benefits to buying “green” may be even more compelling. EPA’s 2007 Fuel Economy Guide doesn’t, but NRcan’s EnerGuide 2007 Fuel Consumption Guide does, list annual carbon dioxide emissions for each vehicle in addition to fuel efficiency ratings. The regular Civic sedan with automatic transmission emits 7,513 pounds of carbon dioxide per year, while the Civic Hybrid emits only 4,762. The Civic Hybrid also emits less carbon monoxide, hydrocarbons and other pollutants.

Honda’s green innovations extend beyond its vehicles. Recently, the first automotive dealership to be powered by wind energy opened in Maple, Ontario, Canada. Honda Maple installed a wind turbine to provide supplemental wind power to the location. The production of wind energy creates no air pollution, has minimal environmental impact and removes 82.5 tons of CO2 emissions each year.

It seems a natural progression for Honda to put more money and research into the creation and improvement of alternative fuel vehicles, and, despite the recent loss of the slow-selling Accord Hybrid, I wouldn’t be surprised if they phase out some of the gasoline engine cars in their fleet. Maybe that’s just wishful thinking. I know that my own preference would be to buy the Hybrid over the Civic LX if only to contribute in some small way to reduce harmful emissions and continue the research into alternative fuels. In my opinion, the best of times are ours to create.

2007 Honda Civic - $17,995
Somerville, NJ 08876

2007 Honda Civic - $11,999
Norristown, PA 19403