Honda, Toyota Hybrids: How the Two Stack Up

California’s new law that will require auto makers to drastically reduce the greenhouse gases emitted by their cars could be a big boost for so-called hybrid vehicles, which have fewer emissions and better fuel economy than almost anything on the road.

Other incentives include federal and state tax credits and grants for hybrid owners. Virginia and Arizona even allow hybrids with one passenger to use the high-occupancy vehicle lanes on freeways.

There’s not much choice yet, but most major car makers are planning to offer a hybrid or two within the next few years.

They will be hybrid-electric vehicles, combining internal combustion engines and electric motors to achieve their fuel economy and emissions magic.

Today, though, only Toyota and Honda have brought hybrids to the consumer market, and it is only this year that Honda, with its hybrid Civic, matched Toyota’s Prius with a five-passenger sedan that can reasonably be used as regular family transportation. Honda’s initial offering was the Insight, a futuristic two-seater that has a fairly limited audience.

Driving the two “family” hybrids around Los Angeles recently, I found lots of similarities in terms of size, performance, comfort and price. But subtle differences separate them and will appeal to, or turn off, prospective buyers.

The Civic five-speed manual starts at $19,550 and is rated at 51 miles per gallon on the highway, while the automatic with continuously variable transmission (47 mpg) starts at $20,550. (The CVT is essentially one gear with an infinite number of ratios, so passengers never feel a shift from one gear to another.)

Power in the Civic comes from a 1.3-liter, four-cylinder internal combustion engine, assisted by a 10-kilowatt electric motor. Together they generate 93 horsepower and a maximum 116 foot-pounds of torque.

The Civic’s engine shuts down three of the four cylinders when decelerating, reducing friction and allowing recovery of more energy. When the car comes to a stop the gasoline engine shuts off automatically, then restarts when the driver releases brake pressure or puts the car into gear.

Honda’s system uses the gasoline engine all of the time, with the electric motor coming on to provide extra power, like a supercharger, for acceleration, hill climbing and the like.

When the car is coasting or braking, the electric motors in both the Civic and the Prius act as generators to recharge the batteries. Neither car uses external charging.

The Prius, which first appeared two years ago and starts at $20,480, has a 1.5-liter, four-cylinder gas engine wedded to a 33-kilowatt electric motor. Combined output is 98 horsepower and a maximum 82 foot-pounds of torque.

It is rated at 45 mpg on the highway, but gets 52 mpg in city driving because of the way the electric motor takes over for the gas engine at slow speeds.

The Prius is available only with a CVT automatic transmission. When it is stopped, the Prius’ gasoline engine cuts off. Then the electric motor silently kicks on to provide initial acceleration when the accelerator is pressed. The Prius also runs on electric-only at very low speeds, as when creeping along in rush-hour freeway traffic.

Both cars win high marks from environmentalists.

So what’s the difference between the two?

Well, on the green side, the Prius scores better in California, with a SULEV rating (super ultra-low emissions vehicle), while the Civic, with its bigger gasoline engine, must make do with ULEV status.

The Civic’s ride is smooth and quiet. The hybrid system is seamlessly integrated--there is no sensation that the car has, in effect, had a heart transplant.

Outside and in, it looks like a conventional Civic. No special aerodynamics, and certainly no plug outlet. The only unique trim is the hybrid badge on the trunk.

The Honda with CVT was a bit sluggish during initial acceleration or when passing on the freeway, compared with the Prius. But it reaches 80 mph smoothly with no sense of straining at that speed. The manual transmission Civic hybrid feels a lot more powerful.

Inside, the Civic’s dashboard has three appealing light-blue gauges that are always lighted. Nothing out of the ordinary, though the dial on the far right has an area showing the charge in the battery.

There’s a driver’s-side armrest, always a nice touch, and covered cup holders in the front console.

The Civic’s center console is minimal compared with the Toyota’s, but the trunk is larger, in fact quite spacious.

For those who like to hang on, the Prius has three grab handles; Honda adds one for the driver.

In a squeeze, the Civic could fit five people inside; there are three sets of seat belts in back. But there’s minuscule legroom unless the front seats are completely forward. There are no armrests or cup holders in the rear.

Neither car has overhead consoles for sunglasses or garage door openers. Both have height-adjustable shoulder belts.

The Prius has a bit of a spaceship-like look that will appeal to some (ask my father) and turn off others (ask my mother).

The main difference in propulsion is that the Prius starts in electric mode, silently gliding along like a golf cart until you reach a speed of 11 to 20 mph--when the gas engine kicks in depends on the driver’s style, with more aggressive accelerating getting gasoline power faster. Some drivers will find this electric-only mode very cool.

There’s a somewhat annoying vertical shifter mounted on the dashboard that pulls toward the driver, blocking the view of some of the audio controls.

The Toyota’s CVT felt slightly rougher than the Honda’s, but acceleration was smoother. The Prius also reached high speeds without noticeable flat spots in the acceleration curve. Neither of these little cars, though, has much muscle.

The Prius’ most notable interior feature is that all the gauges are in the center of the dashboard. At the driver’s selection, a large center screen displays either the audio controls or a diagram of the powertrain, indicating whether the electric motor, gas engine or both are powering the car. If the optional navigation system is ordered, it is the default display.

Below the screen is a digital clock and a cassette player; a CD player is hidden behind a lid. There is a large center console storage bin, but alas, no driver’s armrest. There are no rear armrests either, but there is a pair of cup holders down by the passengers’ feet.

Unlike the Civic, there’s fairly good rear seat room even when the front seats are all the way back.

The bottom line? With similar performance it comes down to looks and accouterments.

If you want to be invisible while you do your part for the environment, and care about having a driver’s grab handle and armrest, the Civic is the choice.

If you want individuality, the Prius looks a little more futuristic inside and out, and although that oddball shifter can be irksome, the Prius is kinder to grown-ups in the back seat.

Either way, you’ll be doing your share to save fuel and help clear the skies.

*

Terril Yue Jones covers the automobile industry from Detroit. He can be reached at t.jones@latimes.com.