​Honda Civic e:HEV review: Still much Civic pride in new version of classic

Yes, remember the Honda Civic. I certainly do. I’ve driven numerous versions in my career. One that sticks out is the press launch of the original Swindon-built Civic Type-R about 25 years ago. Such was Honda’s relationship with the Isle of Man TT races that they were able to close off the demanding Mountain section of the TT course to allow the press fleet of Type-Rs to blast their way across. Even better was the fact the ‘convoy’ was led by two IoM traffic cops in their ‘jam sandwich’ with all its dazzling dancing lights cutting through the gloom. To this day it’s the only occasion I’ve actually chased a police car on a mission. And believe me, none of us were hanging about.

Anyway, I digress. The Civic name has been around for more than 50 years and in that time we’ve seen 11 generations of the hatchback, which for years was a mainstay of UK family life. Now we have the latest updated version of its non-plug-in hybrid, the Civic e:HEV. In a market swollen with the new kids from China, can a Japanese family hatchback actually still deliver? Only one way to find out.

Tell me more about the Civic e:HEV

Often, in this hurly-burly world we live in, it pays to keep things simple, and that is exactly what Honda has done with the Civic. Today it is available with just one engine option, one bodystyle (a five-door hatchback) and three trim levels. Too restrictive? Honda doesn’t think so. It believes what it offers covers all the family bases.

This latest facelifted model delivers updates on the external styling and some interior tweaks. What it retains is its efficient 2.0-litre petrol hybrid engine, a sizeable boot plus lots of standard kit.

Outside you’ve got to look close and hard to spot the improvements. There’s a cleaner, sharper look to the front bumper accentuated by the new more upright outer-vent. The uncluttered look is further emphasised by the deletion of front foglight from all 2026 model year cars. The radiator grille between the headlights is now wider too, and there’s a newly-defined lower air intake. Overall the front-end has been designed to look sportier, something the grey 18-inch, two-tone, diamond-cut alloys fitted to my Advance-spec test car further achieve. Go for the Sport spec, and the alloys are black. I prefer the grey.

The styling in recent years of the Civic has created something of a Marmite feel: you either like it or you don’t. This Mk11 has returned to a more conservative styling, in complete contrast to the Mk10 which was so daring as to be almost offensive to some people’s eyes. Aesthetically it was somewhat challenging with its conflicting riot of lines. In compete contrast, this updated Mk11 is a sleek, smooth and handsome thing to have sitting on your driveway, especially with its slightly retro fastback-like shape.

Engine and performance

Ok, deep breath; and I promise I won’t get too technical. The Civic Mk11’s solitary e:HEV i-MMD powertrain is a two-litre petrol non-plug-in hybrid with two electric motors. And no, in this instance that doesn’t make it four-wheel drive. Instead one of the motors is the generator and the other is for propulsion, but the Atkinson-cycle four-cylinder petrol engine continues in support. The combined outputs are 184hp and 315Nm. Tipping the scales at only 1.5 tonnes, the Civic will hit 62mph from standstill in 8.1secs.

Honestly, the drivetrain is a peach. Because it has such a spread of electrically-assisted torque it responds sharply and instantly to any throttle input. That’s brilliant for town driving. And even if, or when you come to rev the 2.0-litre petrol engine it always appears relaxed and rarely under strain.

I’ve never really been a great fan of e-CVT gearboxes but the one fitted to the Civic is without question one of the smoothest and quietest I’ve ever experienced. As the car accelerates it actually simulates gearchanges and there’s not even a hint of the four-cylinder engine revving loudly as the acceleration pressure builds.

Economy

It’s definitely attractively economical. Honda quotes the combined figure of 56.5mpg (WLTP), but even without trying on one of my longer runs with the car I managed 58.2mpg. That’s impressive in real-world driving, and highlights the strength of the hybrid technology.

What’s it like to drive?

Surprisingly, rather silky smooth. Right from the first time behind the wheel I was impressed. There’s a gentle calmness to the way the Civic hybrid system goes about its business. Nothing really feels stressful or hurried. There’s obviously a reason why a specific type of person buys this car.

At low speeds the Civic can run on battery power alone driven by its electric motor. When the 2.0-litre petrol engine does kick in at low speeds it basically acts as a generator feeding electricity to the motor which drives the wheels, rather than directly to the wheels. Now stick with me here. However, as electric motors traditionally are not hugely efficient at faster speeds, at times the petrol engine will drive the wheels directly, for example when you’re cruising on the motorway. It’s a very clever system.

Put your foot down hard and you will hear the petrol engine revving, but it’s never what you would call rowdy. Ride quality, even with the 18in alloys fitted to my test car, was pleasantly firm; I don’t like wallowy suspension. The Civic was always smooth and well-balanced, managing to soak up all but the deepest potholes in town and wafting through undulating Oxfordshire country roads. In fact pushed into corners it delivered a surprising amount of fun, gripping positively with very little roll thanks to its low centre of gravity, while the naturally-weighted steering ensured I could place the car’s entry exactly where I intended.

Actually, come to think about it, it was great to just jump in a relatively light, low-set and hunkered-down hatchback and drive, rather than sitting perched up high in yet another SUV. Sometimes it’s easy to forget what actually works for you. And the way Honda engineers have set the Civic up specifically for normal day-to-day driving, while ensuring you can still have that occasional performance blast in it, is to be applauded. Reflecting on my time with the car, we did have fun.

And all this achieved with a suitable air of refinement and comfort. The drivetrain, as I mentioned previously, is quiet while even at higher speeds there’s very little wind or road noise. Life with the Civic is very easy.

And inside the cabin?

You sit down low in the cabin which gives you a nice, comfortable and sporty feel and there’s plenty of space in the front. You’ll be glad that the level of the dashboard also sits low, so straight ahead visibility is clear and unobstructed. That’s further aided by the fact the windscreen pillars are narrow. In the rear, two six-footers could easily sit behind themselves, though they may find headroom slightly restricted.

The dash is dominated by a 9.0in infotainment touchscreen. It’s not the most user-friendly or intuitive system in the world to use, but it’s certainly better than that of its main rival the Toyota Corolla. It’s even better than the VW Golf system. Apple CarPlay and Android Auto are both standard, as is a satnav system, wireless phone charging and an eight-speaker sound system. My Advance spec upgraded to a 12-speaker Bose system.

And while the entry-level Elegance trim gets a 7.0in digital display behind the steering wheel accompanied by an analogue speedometer, the other two specs upgrade to a larger 10.2in display. Slightly annoyingly, this doesn’t though allow you to display a full-width satnav map.

On the upside, proper physical knobs and switches allow you to operate the car’s air-conditioning system simply rather than faffing about with fiddly touch-sensitive controls. Across the cabin the knobs and buttons have a confident, expensive feel to them and I specifically like the honeycomb-look air vent across the dashboard. There’s also a lot of soft-touch materials dotted around the cabin, which raises the standard, while the cheaper, scratchy plastic for the hard-wearing bits and bobs are generally kept low and out of sight.

The Advance trim gets electrically-adjustable front seats, they’re manually-adjustable in the other two specs, but you’ll be pleased to learn all three trims get a rear-view camera plus front and rear parking sensors. There’s also powerful LED headlights fitted as standard across the range, although the Advance further supplements this with an adaptive set-up. This allows the driver to adjust the light output so you can be on main beams without dazzling other road users.

Look around the cabin and you’ll notice all the roofing and pillars are now rendered in black. Honda claims this is to create “a more premium interior-ambience”. Not sure I agree with that viewpoint. But you do now get attractive matte-chrome detailing around the air vents and better cabin illumination, including footwell lights. Always a classy touch. And from the mid-range Sport trim the driver now benefits from a heated steering wheel.

Bootspace and practicality

At 409 litres, bootspace is good but certainly not cavernous. It’s bigger than you’ll find in the Mk8 Golf, but the Skoda Octavia swamps it with 600 litres. Fold the Civic’s rear seats down and storage climbs to 1187 litres.

Elsewhere in the cabin there are numerous stowage bins and binnacles, so you’ll never really struggle to find where to put your stuff.

Pricing

It’s certainly competitive if you opt for the entry-level Elegance which starts at £32,960 and is, you’ll probably not be surprised to learn, the bestseller. It’s well kitted out as standard including Apple CarPlay and Android Auto, keyless entry and start, heated front seats, wireless charger, digital driver’s display, front and rear parking sensors, plus a rear-view camera, as well as LED headlights, adaptive cruise control, privacy glass and a suite of safety features.

The mid-range Sport will cost you from £34,530, but adds a heated leather steering wheel, that premium Bose 12-speaker sound system, Honda’s S+Shift in sport mode, as well as leather seats with red stitching.

The range-topping Advance at £37,880, which I drove, further adds a panoramic sunroof, genuine leather seats, adaptive beam headlights and those 18in two-tone diamond cut alloys. With fees and taxes, the Advance climbs to £39,200.

Warranty

All Civics come with a three-year/90,000-mile warranty (whichever comes first). The Civic’s hybrid system gets its its own five-year/90,000-mile warranty.

Verdict

I came away from the Honda Civic thinking “what’s’ not to like?”. It’s a sleek, good-looking car from the outside; perfectly comfortable, spacious and practical inside; and is actually great to drive. Yes others in class have more rear seat space, but don’t forget how well even the entry-level Civic Elegance is specced as standard.

If you’re thinking about taking that first tentative step towards full electric, the hybrid is the perfect stepping stone. And in the Civic you’ll find the ideal option, especially in the Elegance trim which delivers the best value for money.

The Facts

Honda Civic e:HEV

Price: From £32,960 (Advance, from £37,880)

Engine: 2.0-litre Atkinson-cycle four-cylinder petrol plus Intelligent Multi-Mode Drive (i-MMD) hybrid system incorporating twin electric motors (one generator, one propulsion)

Transmission: e-CVT (electronically-controlled continuously variable transmission), front-wheel drive Power / Torque: 184bhp / 315Nm

Top Speed: / 0-62mph: 112mph / 8.1secs

Fuel consumption: 56.5mpg (WLTP)

CO2: 114g/km

Dimensions (L/W/H in mm): 4560 / 1802 / 1408 On sale: Now