Ford Focus SFE, Chevrolet Cruze Eco, and Honda Civic HF review

The latest buzzword in auto advertising is "40 mpg." In recent months, a number of automakers have been touting new models that meet or exceed that milestone with their highway gas mileage. But some cars require you to pay extra money up front for that fuel efficiency.

We bought three for this issue: the Chevrolet Cruze Eco, Ford Focus SE SFE, and Honda Civic HF. Compared with their standard versions, the cars are modified to increase fuel economy. But they cost between $500 and $800 more.

When we compared their gas mileage with that of the standard versions, we found that the Cruze Eco saves you only $20 per year; the Focus SFE and Civic HF save you $145 and $135, respectively. So you'd need to own them between three and 38 years, depending on the model, for the fuel savings to offset the higher price.

There are other ways to get impressive efficiency. The roomier and higher-rated Hyundai Sonata family sedan costs the same as the Cruze Eco and gets the same 27 mpg overall. And the Toyota Corolla and Mazda3 i Skyactiv cost less and get 32 mpg.

In our Ratings, the Focus SFE and Cruze Eco rank near the top of their class, and the Civic HF ranks near the bottom.

Our real-world fuel-economy tests of each model show only modest savings when you opt for the more fuel-efficient versions. The annual savings in fuel costs for the modified models ranged from $20 to $145, based on driving 12,000 miles per year and a gasoline cost of $4 per gallon.

The Focus offers a solid feel, relatively low cabin-noise levels, and a combination of agile handling and a supple ride that makes it feel more like a sports sedan than an inexpensive economy model.

The $495 SFE (Super Fuel Economy) package provides a 3-mpg bump in overall and city fuel economy, to 31 and 21, respectively. The highway mileage in our tests stayed the same at 43 mpg. According to our calculations, the package would save you about $145 in annual fuel costs. So, it could take more than three years to make up the difference in price.

Available as an option on midtrim SE models, the SFE package adds low-rolling-resistance tires and aerodynamic wheel covers, along with a rear spoiler and automatic grille shutters that adjust for engine cooling or less drag.

SFE models get the same 160-hp, 2.0-liter four-cylinder engine found in other Focus models, but where the others are available with automatic or manual transmissions, the only choice for SFE buyers is a six- speed automated manual.

Performance is good, but even though the automated manual transmission is better than in Focus models we'd previously tested, it remains a weak point. Although smooth once under way, the transmission can stumble or transmit vibrations into the cabin at low speeds and in stop-and-go traffic.

The good news is that the SFE is as fun to drive as other Focus models, with impressive agility due to well-tuned steering and little body lean. Braking distances were excellent overall and shorter than on previously tested Focus models despite the low-rolling-resistance tires.

The interior is identical to SE models, with good fit and finish for the class. There is decent room for the driver and passenger up-front, but the rear seating area is tight, with little leg room. Radio controls are complicated, but the Sync system, which allows voice commands for phones and music players, works well.

Focus reliability has been below average, so we do not recommend the SFE.

In the quest for better fuel economy, the Chevrolet Cruze Eco gets a makeover similar to the Ford Focus SFE and Honda Civic HF. Low-rolling-resistance tires, lightweight alloy wheels, a rear spoiler, a marginally lower ride height, and a front grille that automatically closes at higher speeds all improve airflow around the Cruze.

The Cruze Eco is available with a six-speed manual transmission, which is touted to achieve 42 mpg on the highway, or the more widely sold six-speed automatic transmission that we bought with our car. Chevrolet claims that the Eco with the automatic transmission delivers 39 mpg on the highway.

Our Eco's price is about $800 more than a similarly equipped Cruze LT. But the results of the Eco's modifications don't increase overall fuel economy by much. Our Eco beat the Cruze LS and LT by just 1 mpg overall, for an unremarkable 27, and by 4 mpg on the highway, for 40. City mileage was identical at 17 mpg.

Based on driving 12,000 miles annually and a gas price of $4 per gallon, that would save you merely $20 per year. Your savings would be higher if you mostly drove on the highway.

What the numbers don't show is that our Eco felt smoother and more responsive overall than the 2011 Cruze LT we tested last year. That has less to do with the Eco package and more to do with new transmission programming that was applied to all 2012 models.

Powered by the 138-hp, 1.4-liter turbocharged four-cylinder engine used in uplevel LT models, acceleration is about the same.

Handling is nimble, with quick, nicely weighted steering. The brakes performed well, and dry stopping distances with the 17-inch low-rolling-resistance tires were slightly shorter than the distances of our previously tested Cruze models. Like other Cruzes, the Eco has a solid feel, with a quiet cabin and compliant ride.

The nicely finished interior provides very good visibility and plenty of leg room up front but has a tight rear seat. Reliability has been much below average, keeping us from recommending the Cruze.

Like the Focus SFE and Cruise Eco, the Civic HF uses low-rolling-resistance tires and a rear spoiler for increased fuel economy. It also adds smoother underbody panels and flush alloy wheels to further improve airflow around the car.

The interior trim is similar to base Civic LX models, with an added electronic display to help drivers monitor fuel economy. All told, the extra equipment tacks $800 onto the price of a similarly equipped LX sedan.

The result is a 3-mpg gain in overall fuel economy over our previously tested and similarly equipped Civic LX, to 33 mpg. City and highway mileage improved to 21 and 49 mpg, respectively. That's easily the best highway figure of this group.

We calculate that the Civic HF would save you about $135 annually on fuel, so it would take about six years to make up for the higher price.

The HF's mediocre 61 overall test score places it near the bottom of our small-sedan Ratings and near the other Civics we've recently tested.

The HF has the same 140-hp, 1.8-liter four-cylinder engine and five-speed automatic transmission found in other Civic versions. A manual is not available in this version. Like the other Civics we've tested, the powertrain is very smooth, but performance is not notable.

As with the LX, handling is capable but falls a bit short of its peers. Steering is vague, and the HF has pronounced body lean in turns. With its low-rolling-resistance tires, the HF's long braking distances are on par with the Civic Hybrid, which uses the same tires.

Road noise is very pronounced, and the ride is choppy. Overall, the car feels insubstantial. The HF displays the cost cutting we've seen on other Civics. The cabin is roomy, with plenty of space for drivers, and even 6-footers can fit in the back seat. But as with other Civics, the HF has cheap-looking hard plastics in the cockpit, and we saw poor panel fits and notable gaps in the trim.

The trunk is roomy enough for three large suitcases. Reliability is expected to be better than average, but the Civic scores too low to be recommended.