Instrumented Test
TESTED
In an era when most manufacturers are turning to the comparative complexity of hybrid drivetrains and their attendant battery packs in pursuit of ever-loftier fuel-economy goals, it’s refreshing to see Honda strive for incremental gains in efficiency by making just a few simple and inexpensive tweaks. The trick in this approach, however, is discovering how close to the bone one can cut before a general feeling of cheapness permeates the vehicle, as even the most committed skinflints have limits.
Choice Cuts
The entire Civic lineup underwent a rush makeover for the 2013 model year, and most of the changes that affected the outcome of our recently tested 2013 EX-L Sedan also apply to the HF. New front and rear fascias give the updated Civic a more mainstream look, while a brawnier front structure (to handle future offset crash-test requirements), retuned dampers, beefier anti-roll bars front and rear, and a tighter steering ratio (from 16.1:1 to 14.9:1) help restore the dynamics that previously put the Civic into the tiny segment we like to call “thrifty compacts that are actually pretty enjoyable to drive.” Inside, the materials get an upgrade, and sound deadening is improved via additional insulation and thicker glass.
The Civic HF’s quest for frugality is carried out by a few simple and relatively low-tech enhancements. The short list includes a set of wind-cheating 15-inch aluminum wheels, an aerodynamically efficient rear decklid spoiler, some additional under-body covers—the same pieces as found on Civic hybrid—and a set of low-rolling-resistance tires. To save a few pounds, the spare tire has been tossed overboard in favor of an aerosol tire-repair kit and Honda’s 24-hour assistance. Road-ready, our Civic HF tipped the scales at 2713 pounds, a full 163 less than the 2876-pound 2013 EX-L we tested previously, and 158 less than the 2013 Civic hybrid—that’s the equivalent of a major Costco haul or a freshman footballer.
What Price Efficiency?
Honda is not alone in its quest to wring every last mile out of a gallon of gasoline with a traditional powertrain. Dodge has the Dart Aero and Chevy fields the Cruze Eco, both of which come in just north of the Civic HF’s $20,555 price tag at $21,340 and $21,685 respectively. Unlike the HF, which is an automatic-only proposition, both the Dart and Cruze can be had with a manual transmission, which brings their respective price stickers to a more competitive $20,190 and $20,490. We haven’t had the chance to strap our test gear to a 2013 version of either, but we did eke 29 mpg out of a 2011 Cruze Eco in mixed driving.
EPA estimates, although a good starting point for making apples-to-apples comparisons, rarely tell the whole story. Branded with a 29/41 city/highway rating in EPA testing, we figured the Civic HF would come in just slightly better than the 27 mpg number our 2013 Civic EX-L earned in C/D testing; after all, its 28/39 EPA figures are just shy of the HF’s. But surprisingly, we smoked it. Our overall tested fuel economy came in at 34 mpg. That’s a seven-mpg improvement in return for just handful of rudimentary changes.
