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The Honda Civic range
« : Ocak 30, 2006, 01:37:26 ÖS »
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.hondauk-media.co.uk
Overview
  Global Civic range, in 3, 4 and 5 door 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
  3 and 5 door models built at Swindon HUM car plant
  (4 door Civic IMA is built in Japan)
  Significantly improved for MY2004 with revised front and rear styling,
  improved refinement and dynamics, new trims and new features
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
almost 58 mpg? 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 2003 saw the debut of a 2.0 litre 5 door flagship, as well as the
frugal Civic IMA 4 door with its highly innovative petrol-electric technology.
And now, all three and five door Civics undergo a number of updates designed to
add quality and reinforce their exciting and fun to drive nature.
For the UK, the extensive range now features three different body styles – 3, 4
and 5 door – and six different petrol and diesel engines. Range flagship is the
hot shot Type-R which, with its striking looks, agile handling and blistering
output has become one of the most popular compact performance derivatives in
Europe.
       3 door4 door5 door
      1.4 SOHC •    •
       
      1.6 SOHC VTEC-II  •
           •
       
      2.0 DOHC i-VTEC (160 PS)    •
       
      2.0 DOHC i-VTEC (200 PS)  •
         
      1.7 CTDi  •
           •
       
      IMA (1.3 i-DSI + electric motor)   •  

 
MY 2004 upgrades
All Civic hatchbacks gain sharper frontal styling for a more distinctive, sporty
look. The 3 door now features a mesh grille, while the 5 door has a new three
bar grille in place of the single slat grille; both gain a more prominent ‘H’
mark. The front bumper now has a wider intake with lines that sweep up into the
wheel arch.
All hatchbacks get new style headlamps of either two-light or three-light
design, depending on model. As well as enriching the car’s appearance, the new
units achieve both higher intensity and wider beam width on main beam as well as
dip, than the units fitted to the current Civic.
Capturing some of the visual excitement of the Type-R, the Sport grade 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 5-stud 16 inch alloy wheels.
Top grade models also get door mirror-mounted side indicators first introduced
in the new Accord range. Both stylish and practical, they consist of a strip of
LEDs for added visibility when turning. Body colour side sills add further
definition to the flanks.
At the rear, 5 door models get a new tailgate pressing and rear bumper with a
styling motif mirroring that at the front, and a tailgate spoiler is added.
Tail-light clusters on both 3 and 5 door models have been restyled.
A more sporty drive
Within their size classes, the Civic’s petrol and diesel engines were already at
the top of the class for performance, so the line up remains unchanged.
Extensive fine-tuning of the toe control link MacPherson strut/reactive link
double wishbone suspension and EPS power steering system for both 3 and 5 door
models endow the 2004 Civic with much crisper handling.
All models gain stiffer steering and suspension mounting points, a new variable
ratio steering rack, increased steering caster angle - and recalibrated spring,
damper and anti-roll bar settings. Values are specific for 3 and 5 door models,
as they are for the Sport, Type-S and Type-R variants.
The aim of these changes is principally to improve on-centre steering feel,
response and linearity, while simultaneously also improving ride comfort and
smoothness.
As before 15in wheels are fitted to the majority of the range, however both the
Sport and the Type-S VSA (Vehicle Stability Assist), have 16in rims.
ABS anti-lock brakes with Electronic Brake force Distribution (EBD) and Brake
Assist are standard throughout the 2004 Civic range.
And a more comfortable one
Improving ride quality and reducing noise levels has been a top priority for
Honda engineers working on the 04 year Civic. Upgraded and more extensive noise
insulation materials, as well as a front subframe dynamic damper have been
employed to quell noise and vibration from all sources. Particular attention has
been paid to reducing wind and road noise, engine noise at full throttle - and
even the stone chipping sound experienced when driving over loose surfaces.
The net result is a Civic which exhibits "class above" refinement, being
superior to direct competitors and as smooth and quiet as many vehicles from the
D sector.
The inside story:
Changes to the spacious cabins have been aimed at delivering a lighter and more
elegant ambience with careful co-ordination of colours and textures. Seats are
finished in a new fabric and their shape has been improved for greater comfort.
There is now more chrome-finished detailing, matched to a new centre console
colour of Magnum Silver (applied to specific grades).
On Executive grades a new titanium leather 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 and a larger sized seat back pocket.
Civic 3 door models are equipped with a sports steering wheel while 5 door
models feature a new 4-spoke steering wheel with built in audio controls.
The Sport grade is distinguished with red seat inserts and red door panels
(matched with black) and a steering wheel similar to that of the Type-R.
All Civic 5 door models now have self illuminated meters similar to those of the
Honda Accord and Civic IMA, while all 3 door models now feature white dials.
Most Civics now feature a combined trip / fuel consumption mpg display with an
outdoor temperature readout.
All UK Civics now feature a larger boot volume thanks to the provision of a
Spacesaver spare wheel throughout the range. Actual volume goes up by 55 litres
for 3 door models and 45 litres for the 5 door, or 21% and 14% respectively.
New Type-S with VSA
A new top-of-the-range Civic 5 door model will be available from April 2004. As
the name suggests, this 2.0 litre i-VTEC engined sports model incorporates
Vehicle Stability Assist, and is designed to counteract understeer and oversteer
tendencies through a combination of individual wheel braking and engine torque
reduction. The Teves supplied system also incorporates a Drive by Wire (DBW)
throttle and Traction Control.
The VSA model has several other dynamic attributes. This includes a close ratio
gearbox with 6% "shorter" fourth and fifth ratios to benefit acceleration,
bigger (16in) alloy wheels shod with 205/55-Series tyres and correspondingly
bigger ventilated front brake discs.
Revised Type-R
The exciting and iconic Civic Type-R doesn’t go unchanged and new for 2004 are a
lighter flywheel and clutch assembly. Reducing inertia makes the engine more
responsive and coincidentally shaves 0.2 secs off the 0-62 mph time (now 6.6
sec).
Door mirror-mounted indicators, a front spoiler similar to that on Sport models,
a front grille unique to Type-R, and three light blue 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.
The Type-R benefits considerably from the NVH (noise vibration and harshness)
tuning applied to the whole range.
Sales of the 2004 Civic Type-R begin in February 2004.
Advanced IMA technology and everyday practicality
The Civic IMA 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 almost 58 mpg, 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.
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; and the 3 door exclusively in Swindon. There is also
a 2 door Coupe built in the US, but no longer imported into Britain.
Production
      USAEUROPEASIAJAPAN
      2 door---
      -3 door--
      4 door-4 door4 door
      -5 door-5 door

Sales
      USAEUROPEASIAJAPAN
      2 door2 door (not UK) -
      3 door3 door-3 door
      4 door4 door4 door4 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 and 5 door models), 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)
  1.3 litre IMA (Integrated Motor Assist) petrol electric engine for Civic 4
  door SE Executive
  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 3 and 5 door ranges are available with three aluminium alloy based,
four-cylinder petrol engines: a 90PS (66 kW) 1.4 litre SOHC, a 110 PS (81 kW)
1.6 litre SOHC VTEC II and a 2.0 litre DOHC i-VTEC unit producing 160 PS (5 door
Type-S or 200 PS (3 door Type-R).
Both 3 and 5 door models are also available with a 100 PS (74 kW) common rail,
direct injection diesel. Finally the Civic 4 door SE Executive is powered by the
highly advanced 1.3 litre petrol-electric IMA engine.
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 44.8 mpg and for the 1.6 litre 42.8 mpg.
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 62 mph in the manual-only model is dispatched in
8.5 seconds, while top speed is 130 mph.
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
1.4 and 1.6 litre petrol models can be specified with either a 5-speed manual
transmission or a 4-speed automatic with Grade Logic Control. The Civic IMA,
Type-S and CTDi models feature their own unique 5-speed manual transmissions –
while 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 electronically-controlled 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 146 mph, while a 30 per cent lighter
flywheel and improved engine response for the MY 2004 Type-R have brought the
0-62 mph acceleration time down from 6.8 to an even more potent 6.6 seconds; yet
combined cycle fuel consumption remains at 31.7 mpg.
i-VTEC is the generic name of Honda’s latest large capacity four cylinder 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 i.l.a.çle-finish cam cover is picked out with the
legend ‘DOHC i-VTEC’. 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 57.6 mpg 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/100,000 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 57.6 mpg 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/100,000 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 2003 – 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 90 PS (66 kW) 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 aluminium 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 aluminium 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 PS / kW
      @ rpm
      Max torque Nm
      @ rpm75 x 79
      1396
      10.4
      90/66
      5600
      130
      430075 x 90
      1590
      10.4
      110/81
      5600
      152
      430079 x 86
      1686
      18.4
      100/74
      4400
      220
      1800-280086 x 86
      1998
      11.0
      200/147
      7400
      196
      5900
      Fuel system
      Fuel ratingHonda PGM-FI electronic fuel injection
      Unleaded 95 RonCommon Rail
      DieselHonda PGM-FI
      Unleaded 95 Ron
      ELECTRICAL
      Battery
      Alternator12V – 45Ah
      12V – 70Ah12V – 45Ah
      12V – 70Ah12V – 75Ah
      12V – 100Ah12V – 45Ah
      12V – 85Ah
      TRANSMISSION
      Front Wheel Drive
      Gear ratios
      Manual
       
       
       
       
       
       1st
      2nd
      3rd
      4th
      5th
      6th
      Reverse
      Final3.461
      1.869
      1.241
      0.969
      0.805
      -
      3.230
      4.4113.142
      1.869
      1.241
      0.969
      0.805
      -
      3.230
      4.4113.545
      2.055
      1.333
      0.923
      0.744
      -
      3.583
      3.5783.266
      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-
      -
      -
      -
      -
      --
      -
      -
      -
      -
      -
      SUSPENSION
      FrontToe control link MacPherson strut, coil spring, gas pressurised shock
      absorber, anti-roll bar
      RearReactive link double wishbone, coil spring, gas pressurised shock
      absorber, anti-roll bar (not 1.4E)

 
       1.41.61.7D2.0 Type-R
      STEERING
      Gear TypeElectric rack and pinion
      Turns lock to lock2.842.922.922.68
      Turning circle (m)
      At body
      At wheel
      11.4
      10.611.4
      10.611.4
      10.612.2
      11.4
      BRAKES
      ABS with electronic brake distribution (EBD) and Brake Assist
      Front262 mm
      ventilated disc262 mm
      ventilated disc260 mm
      ventilated disc300 mm
      ventilated disc
      Rear200 mm drum260 mm disc260 mm disc260 mm disc
      HandbrakeMechanical acting on rear wheels
      WHEELS AND TYRES
      Wheels
      Tyres14 x 5.5J
      185/70R1415 x 6J or
      16 x 6.5J
      195/60R15 or
      205/55R1615 x 6J
      195/60R1517 x 7JJ
      205/45R17
       
      DIMENSIONS, WEIGHTS, CAPACITIES
      4140
      1695
      1440
      2575
      1472
      1490
      140
      315 / 610
      1126
      -
      1575
       
      1200 / 500
      50
      4140
      1695
      1440
      2575
      1472
      1490
      140
      315 / 610
      1172
      1199
      1605
       
      1200 / 500
      1000 / 500
      50
      4140
      1695
      1440
      2575
      1472
      1490
      140
      315 / 610
      1285
      -
      1725
       
      1200 / 500
      50
      4140
      1695
      1440
      2575
      1472
      1490
      125
      315 / 610
      1204
      -
      1550
       
      N/A
      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) Seats up / down
      Kerb weight (kg)
      MT
      AT
      Max. permiss. weight (kg)
      Towing weight, with/ wthout brakes (kg)
      MT
      AT
      Fuel tank (litres)
       
       1.41.61.7D2.0 Type-R
      PERFORMANCE*
      Maximum speed (mph)
      MT
      AT
      Accel. 0-62 mph (secs)
      MT
      AT
      110
      -116
      113113
      -146
      -
      11.9
      -10.3
      12.211.3
      -6.6
      -
      FUEL CONSUMPTION (1999/100/EC)*
      MT
      mpg
       
      CO2 emissions
       Urban
      Extra Urban
      Combined
      g/km35.3
      52.3
      44.8
      15032.8
      51.4
      42.8
      15744.8
      64.2
      56.5
      13423.0
      40.4
      31.7
      212
      AT
      mpg
       
      CO2 emissionsUrban
      Extra Urban
      Combined
      g/km-29.4
      49.6
      39.8
      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 PS/kW
      @ rpm
      Max torque Nm
      @ rpm75 x 79
      1396
      10.4
      90/66
      5600
      130
      430075 x 90
      1590
      10.4
      110/81
      5600
      152
      430079 x 86
      1686
      18.4
      100/74
      4400
      220
      1800-280086 x 86
      1998
      9.8
      160/118
      6500
      179
      5000
      Fuel system
      Fuel ratingHonda PGM-FI electronic fuel injection
      Unleaded 95 RonCommon Rail
      DieselHonda PGM-FI
      Unleaded 95 Ron
      ELECTRICAL    
      Battery
      Alternator12V – 45Ah
      12V – 70Ah12V – 45Ah
      12V – 70Ah12V – 75Ah
      12V – 100Ah12V – 45Ah
      12V – 80Ah
      TRANSMISSION
      Front Wheel Drive
      Gear ratios
      Manual
       
       
       
       
       1st
      2nd
      3rd
      4th
      5th
      Reverse
      Final3.461
      1.869
      1.241
      0.969
      0.805
      3.230
      4.4113.142
      1.869
      1.241
      0.969
      0.805
      3.230
      4.4113.545
      2.055
      1.333
      0.923
      0.744
      3.583
      3.5783.266
      1.769
      1.212
      0.921
      0.738
      3.583
      4.388
      Automatic
       
       
       
       
       1st
      2nd
      3rd
      4th
      Reverse
      Final2.722
      1.466
      0.975
      0.673
      1.964
      4.3572.722
      1.465
      0.975
      0.673
      1.954
      4.357-
      -
      -
      -
      -
      --
      -
      -
      -
      -
      -
      SUSPENSION
      FrontToe control link MacPherson strut, coil spring, gas pressurised shock
      absorber, anti-roll bar
      RearReactive 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 TypeElectric rack and pinion
      Turns lock to lock2.882.802.842.84
      Turning circle (m)
      At body
      At wheel
      11.8
      11.011.8
      11.011.8
      11.011.8
      11.2
      BRAKES
      ABS with electronic brake distribution (EBD) and Brake Assist
      Front262 mm
      ventilated disc262 mm
      ventilated disc260 mm
      ventilated disc260 mm
      ventilated disc
      Rear220 mm drum260 mm disc260 mm disc260 mm disc
      HandbrakeMechanical acting on rear wheels
      WHEELS AND TYRES
      Wheels
      Tyres14 x 5.5J or
      15 x 6J
      185/70R14 or 195/60R1515 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 / 775
      1125
      1159
      1600
       
      1200 / 500
      1000 / 500
      50
      4285
      1715
      1495
      2685
      1472
      1489
      140
      370 / 775
      1140
      1166
      1610
       
      1200 / 500
      1000 / 500
      50
      4285
      1715
      1495
      2685
      1472
      1489
      140
      370 / 775
      1311
      -
      1760
       
      1200 / 500
      50
      4285
      1715
      1495
      2685
      1472
      1489
      140
      370 / 775
      1264
      -
      1705
       
      1200 / 500
      50
      Overall length (mm)
      Overall width (mm)
      Overall height (mm)
      Wheelbase (mm)
      Front track (mm)
      Rear track (mm)
      Ground clearance (mm)
      Luggage space VDA, seats up / down (litres)
      Kerb weight (kg)
      MT
      AT
      Max. permiss. weight (kg)
      Towing weight with/ without brakes (kg)
      MT
      AT
      Fuel tank (litres)

1.4 1.6 1.7D 2.0
      PERFORMANCE*
      Maximum speed (mph)
      MT
      AT
      Accel. 0-62 mph (secs)
      MT
      AT
      109
      103115
      109113
      -130
      -
      12.1
      15.010.3
      12.411.5
      -8.5
      -
      FUEL CONSUMPTION (1999/100/EC)*
      MT
      mpg
       
      CO2 emissionsUrban
      Extra Urban
      Combined
      g/km34.0
      52.3
      44.1
      15332.8
      51.4
      42.8
      15744.8
      64.2
      56.5
      13428.0
      46.3
      37.7
      185
      AT
      mpg
       
      CO2 emissionsUrban
      Extra Urban
      Combined
      g/km28.5
      49.6
      39.2
      17228.8
      48.7
      39.2
      172--

*Best possible performance and fuel consumption figures shown
Information correct at time of print.
SPECIFICATIONS
HONDA CIVIC 4 DOOR SE Executive
1.3 IMA
      ENGINE
      Bore x Stroke (mm)
      Capacity (cc)
      Compression ratio
      Max power PS/Kw
      @ rpm
      Max torque Nm
      @ rpm73 x 80
      1339
      10.8
      90/66
      5700
      159
      1000
      Fuel system
      Fuel ratingHonda PGM-FI electronic fuel injection
      Unleaded 95 Ron
      ELECTRIC MOTOR / GENERATOR
      TypePermanent 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 TypeNickel-Metal Hydride
      (Ni-MH)
      Output144V (120 cells @ 1.2V)
      Rated Capacity6.0 Ah
      Weight (kg)28.9
      ELECTRICAL
      Battery
      Alternator12V – 35Ah
      -

 
1.3 IMA
      TRANSMISSION
      Front Wheel Drive
      Gear ratios
      Manual
       
       
       
       
       
       1st
      2nd
      3rd
      4th
      5th
      Reverse
      Final3.461
      1.869
      1.241
      0.911
      0.756
      3.230
      3.600
      SUSPENSION
      FrontToe control link MacPherson strut, coil spring, gas pressurised shock
      absorber, anti-roll bar
      RearReactive link double wishbone, coil spring, gas pressurised shock
      absorber, anti-roll bar
      STEERING
      Gear TypeElectric rack and pinion
      Turns lock to lock2.83
      Turning circle dia (m)
      At body
      At wheel11.6
      10.8
      BRAKES
      ABS with electronic brake distribution (EBD) and Brake Assist
      Front262 mm ventilated disc
      Rear220 mm disc
      HandbrakeMechanical acting on rear wheels
      WHEELS AND TYRES
      Wheels
      Tyres15 x 6JJ
      195/60R15

 
 
1.3 IMA
      DIMENSIONS, WEIGHTS, CAPACITIES
      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)
      Max. permiss. weight
      (kg)
      Fuel tank (litres)
      PERFORMANCE*
      Maximum speed (mph)
      Accel. 0-62mph (secs) 110
      12.8
      FUEL CONSUMPTION (1999/100/EC)*
      MT
      mpg
       
      CO2 emissionsUrban
      Extra Urban
      Combined
      g/km47.1
      65.7
      57.6
      116

*Best possible performance and fuel consumption figures shown
Information correct at time of print.
 
New model line up and equipment
The table below shows the revised Civic line up for 2004 together with a brief
specification and equipment summary.
3 door line up
       1.4 E1.6 SE
      1.6 Sport1.7 SE2.0 Type-R
      Prices (OTR)£10,000£12,000 (SE)
      £13,500 (Sport)£13,000£16,000
      Engine1396cc/90 PS
      16v SOHC1590cc/110 PS
      SOHC VTEC1686cc/100 PS
      CTDi diesel1998c /200 PS
      DOHC i-VTEC
      Transmission5-speed MT5-speed MT or 4-speed AT5-speedMT6-speed MT
      Max speed, mph (AT)110116
      (113)113146
      0-62 mph, sec
      (AT)11.910.3
      (12.2)11.36.6
      Fuel cons, mpg
      Urb/ex urb/cb (AT)35.3/52.3/44.832.8/51.4/42.8
      (29.4/49.6/39.8)44.8/64.2/56.523.0/40.4/31.7
      CO2 emissions g/km (AT)150157
      (169)134212
      Equipment
      Automatic transmission £900 – SE only
      ABS brakes••••
      Driver/pass SRS airbags••••
      Side airbags••
      Air conditioning • (Climate
      control on Sport)•£1300 option
      RDS CD Tuner••••
      Alloy wheels• (16" on Sport)• (17in)
      Leather s/wheel gear knob•••
      Mirror mounted indicator repeaters• (Sport)•
      White face instrument dials•••
      Spacesaver spare wheel••••
      Remote locking••••
      Alarm• (Cat 1 – Sport)•• (Cat 1)
      Projector headlights  
        •

5 door line up
      1.4E
      1.4 SE1.6 SE
      1.6 Executive1.7 SE2.0 Type-S
      Prices£11,000 (E)
      £12,500 (SE)£13,000
      £14,000£14,000£15,000
      Engine1396cc / 90 PS
      16v SOHC1590cc / 110 PS
      SOHC VTEC1686cc / 100 PS
      CTDi diesel1998cc / 160 PS
      DOHC i-VTEC
      Transmission5-speed MT or 4 speed AT5-speedMT or 4 speed AT5-speed
      MT5-speed MT
      Max speed, mph
      (AT)_109
      (103)115
      (109)113130
      0-62 mph, sec
      (AT)12.1
      (15.0)10.3
      (12.4)11.58.5
      Fuel cons, mpg
      Urb/ex urb/comb34.0/52.3/44.1
      (28.5/49.6/39.2)32.8/51.4/42.8
      (28.8/48.7/39.2)44.8/64.2/56.528.0/46.3/37.7
      CO2 emissions, g/km (AT)153
      (172)157
      (172)134178
      Equipment
      Automatic Transmission£900 (SE)£900
      ABS brakes••••
      Driver