The hybrid-only 11th-generation Civic feels well prepared for modern family motoring, finds Alex Grant.
Honda has gone full circle with the latest Civic. Its compact family car was one of the world’s first mainstream-model hybrids back in 2003, albeit launched to a lukewarm reception in Europe. Two decades and a short-lived foray into diesel power later, and the all-new model is re-tracing some seemingly familiar footsteps.
Well, almost. Fuel efficiency and sustainability have risen to the top of the public agenda, and most of the household names in the family car segment can now be equipped with hybrid or electric powertrains. In fact, full hybrids comfortably outsold diesel in 2022, according to the SMMT. So, with the 11th generation Civic, Honda has ditched the traditional alternatives and (aside from the Type R) it’s become a hybrid-only model in Europe.
Electrification isn’t the only significant change. European Civics are now made in Japan, rather than Swindon, and Honda has throttled back on its propensity for angular and aggressive designs. The result is a sleeker, lower silhouette that’s closer to a four-door coupe than previous generations – longer end to end than an Astra or Golf, but shorter than an Octavia. With the split-spoke 18-inch wheels of Sport spec – the lower of its two trim grades - it’s a handsome car, too.
Today’s hybrids are worlds away from the hardware Honda was using 20 years ago. There’s only one option in the Civic, and it’s the most powerful to date producing 181bhp and using its two power sources intelligently to sip fuel. The 2.0-litre petrol engine only directly drives at high speeds, otherwise working as a generator producing energy for the electric motor, so it’s set to run at pre-set, efficiency-focused points in the rev range. At low loads and on flat roads the Civic can cover short distances with the engine switched off altogether.
Well, almost. Fuel efficiency and sustainability have risen to the top of the public agenda, and most of the household names in the family car segment can now be equipped with hybrid or electric powertrains. In fact, full hybrids comfortably outsold diesel in 2022, according to the SMMT. So, with the 11th generation Civic, Honda has ditched the traditional alternatives and (aside from the Type R) it’s become a hybrid-only model in Europe.
Electrification isn’t the only significant change. European Civics are now made in Japan, rather than Swindon, and Honda has throttled back on its propensity for angular and aggressive designs. The result is a sleeker, lower silhouette that’s closer to a four-door coupe than previous generations – longer end to end than an Astra or Golf, but shorter than an Octavia. With the split-spoke 18-inch wheels of Sport spec – the lower of its two trim grades - it’s a handsome car, too.
Today’s hybrids are worlds away from the hardware Honda was using 20 years ago. There’s only one option in the Civic, and it’s the most powerful to date producing 181bhp and using its two power sources intelligently to sip fuel. The 2.0-litre petrol engine only directly drives at high speeds, otherwise working as a generator producing energy for the electric motor, so it’s set to run at pre-set, efficiency-focused points in the rev range. At low loads and on flat roads the Civic can cover short distances with the engine switched off altogether.
As a driver, there’s no real sense of that complexity. The hybrid system switches between its three settings automatically, offering smooth, instant pulling power from the electric motor around town and almost no engine drone even while accelerating to motorway speeds. There are four selectable drive modes, prioritising performance or economy, and paddles on the steering column to adjust the strength of the regenerative braking if you wish, but it’ll chip along happily without touching either.
Honda earned a reputation for impressive real-world efficiency with its 1.6-litre diesel engine, and the hybrid feels cut from a similar cloth. Although it doesn’t offer all-electric commuting, as you’d get in a plug-in hybrid, the Civic will switch to battery power even at motorway speeds (topography permitting) and a diesel-like economy figures of 65-70mpg are surprisingly easy to achieve. However, with a tiny 40-litre fuel tank, you’ll be glad of its tiny thirst for fuel if you’re covering long distances.
The cabin has taken a similar design approach to the exterior. It’s nicely put together, if a little plasticky in places, but also simpler and visually more consistent than previous generations with its plentiful accents of satin silver and honeycomb mesh. The low roofline and seating position feel genuinely coupe-like, especially with the firmly-sprung suspension and sculpted steering wheel, and it doesn’t over-compromise headroom in the back. Rear legroom is especially generous, the low window line offers great visibility for kids and the load cover rolls into a compact cassette with its own under-floor storage compartment.
In Sport spec, the options list stops at adding premium paint. However, it’s a well-appointed family car including the now prerequisite Android Auto and Apple CarPlay connectivity, parking sensors front and rear and wide-angle cameras for manoeuvring what is quite a large car into tight spaces. Unfortunately, some habits die hard; the touchscreen is more responsive and more intuitive than its predecessor but feels basic compared to rivals, and the Civic’s overactive driving aids are frustratingly intrusive too.
Otherwise, it makes a good case for sidestepping the usual suspects in this segment. The Civic combines the space, efficiency and long-haul comfort drivers want from a car like this, without demanding any lifestyle changes to get the most out of it. After 20 years, Honda is finally benefitting from being an early adopter of a now-mainstream technology.
Honda earned a reputation for impressive real-world efficiency with its 1.6-litre diesel engine, and the hybrid feels cut from a similar cloth. Although it doesn’t offer all-electric commuting, as you’d get in a plug-in hybrid, the Civic will switch to battery power even at motorway speeds (topography permitting) and a diesel-like economy figures of 65-70mpg are surprisingly easy to achieve. However, with a tiny 40-litre fuel tank, you’ll be glad of its tiny thirst for fuel if you’re covering long distances.
The cabin has taken a similar design approach to the exterior. It’s nicely put together, if a little plasticky in places, but also simpler and visually more consistent than previous generations with its plentiful accents of satin silver and honeycomb mesh. The low roofline and seating position feel genuinely coupe-like, especially with the firmly-sprung suspension and sculpted steering wheel, and it doesn’t over-compromise headroom in the back. Rear legroom is especially generous, the low window line offers great visibility for kids and the load cover rolls into a compact cassette with its own under-floor storage compartment.
In Sport spec, the options list stops at adding premium paint. However, it’s a well-appointed family car including the now prerequisite Android Auto and Apple CarPlay connectivity, parking sensors front and rear and wide-angle cameras for manoeuvring what is quite a large car into tight spaces. Unfortunately, some habits die hard; the touchscreen is more responsive and more intuitive than its predecessor but feels basic compared to rivals, and the Civic’s overactive driving aids are frustratingly intrusive too.
Otherwise, it makes a good case for sidestepping the usual suspects in this segment. The Civic combines the space, efficiency and long-haul comfort drivers want from a car like this, without demanding any lifestyle changes to get the most out of it. After 20 years, Honda is finally benefitting from being an early adopter of a now-mainstream technology.
SPEC: Honda Civic e:HEV Sport
Powertrain: 140bhp 2.0-litre petrol engine and 181bhp electric motor
Economy: 56.5mpg (WLTP, combined), 113g/km CO2
Performance: 0-62mph in 7.9 seconds, 112mph top speed
Price: £33,815 (on the road)
Rivals: Skoda Octavia, Toyota Corolla, Volkswagen Golf
Powertrain: 140bhp 2.0-litre petrol engine and 181bhp electric motor
Economy: 56.5mpg (WLTP, combined), 113g/km CO2
Performance: 0-62mph in 7.9 seconds, 112mph top speed
Price: £33,815 (on the road)
Rivals: Skoda Octavia, Toyota Corolla, Volkswagen Golf
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