For 2025, the Civic comes with an even more fuel efficient hybrid powertrain. The hatchback returns with gas mileage less than 5 litres per 100 kilometres during city driving.Kunal D'souza/The Globe and Mail
The Honda Civic has always been known for simplicity. It is difficult to master, but it’s something Honda has always done well. In its latest update, the Civic has been left mostly alone with minor tweaks to the styling and an updated lineup that includes new hybrid options.
Simplicity can cost you, however. Somewhere along the line, the Civic became one of the most expensive options in the segment starting at about $30,000, but thankfully, prices have stayed relatively the same for the new 2025 models. The new hybrid is also a welcome addition that injects more value into the lineup.
When Honda started selling the Civic in the U.S. in 1972, its CVCC engine was so efficient it met California’s strict emissions standards without needing a catalytic converter, unlike almost every other automobile on the road.
Honda had studied the market and knew that the quality of gasoline varied from state to state, so the Civic was designed to use any gasoline product, even unleaded. It was simple for the customer because they didn’t have to worry about putting the wrong gasoline in the tank, but the engineering behind it was sophisticated.
The buttons in the Civic are big and easy to reach, unlike in many new cars where most functions are controlled with the screen.Kunal D'souza/The Globe and Mail
Honda hasn’t always gotten it right, especially with interiors. Some of those double gauge-pod catastrophes in the mid to late 2000s weren’t the company’s best work, but the interior in this generation is arguably one of the company’s best efforts. It’s a kick in the teeth to many automakers that continue to stuff all the most important functions of a car dashboard behind glass. On many cars, buttons, knobs and dials have all but disappeared, replaced with touchscreens and capacitive touch surfaces. Only the hazard light button gets spared, and I’m sure that’s because of some regulation, or else it would be buried in an infotainment menu, too.
It’s cheaper to make cars this way, and car companies don’t have to pay a person to make all the buttons feel and sound nice. The buttons in the Civic are big and easy to reach, and the climate control dials are wonderfully tactile in their operation. You only need the centre touchscreen for the radio and Apple Car Play. The infotainment system is now Google-based, but it’s still simple to use and fades into the background.
It’s been a while since we’ve seen a hybrid Civic, but the popular compact now gets a system similar to the one in the CR-V crossover. This innovative two-motor hybrid is in its fourth generation and doesn’t take up a lot of room in the engine compartment. It adds about 300 pounds to the car, but the benefits are largely worth the weight gain because 200 horsepower and 232 lb-ft of torque make it the most powerful Civic after the Type R and the most fuel-efficient.
The rear seats on the 2025 Honda Civic Hatchback Sport Touring Hybrid.Kunal D'souza/The Globe and Mail
In most situations, the Civic hybrid is driven by its electric motor. The two-litre Atkinson cycle four-cylinder gas engine serves mainly as an electricity generator, and either charges the small battery or supplies power to the electric motor. At highway speeds, a lockup clutch engages and the engine powers the front wheels directly.
The benefit of this system is that it doesn’t feel like a hybrid. The transition from electric to gas propulsion is seamless and at low speeds, because of the electric motors, all the torque is available from a standstill, improving acceleration. The Sport Touring hatchback model I tested felt even quicker than the Si, and Honda says they programmed the gas engine to simulate gear changes so it feels a bit more natural. There are also paddles behind the steering wheel, but they’re not for shifting gears, instead, they’re used to cycle through four levels of regenerative braking that range from barely noticeable to mild. I didn’t see much point in using them.
The trunk on the 2025 Civic Hatchback.Kunal D'souza/The Globe and Mail
The extra weight of the hybrid system is mitigated with retuned dampers and handling is improved through the use of structural enhancements to the chassis and suspension mounts. The hybrid displays the same crisp steering and buttoned-down body motions as the rest of the Civic lineup. The ride is excellent and stable at high speeds, and it’s quiet, thanks to active noise cancelling. There’s little indication when the engine switches on and off, but if you’re curious, you can pull up a display that shows you what’s powering the wheels in real time.
Like the CVCC engine from the 70s, Honda’s hybrid system is simple and works seamlessly, demanding nothing from the driver. It adds up to a better driving experience where the word hybrid isn’t a blemish but an enhancement. The U.S. spec tester I was driving was getting 50 miles per gallon (4.7 litres per 100 kilometres) without trying.
The new Hatchback Sport Hybrid starts at $35,200, about $1,000 more than the base hatch from last year, and it has more standard equipment and an upgraded version of Honda Sensing, the brand’s suite of driver-assistance technology. It’s still not cheap, but a frugal new hybrid powertrain is a great upgrade.
One thing Honda failed to mention to us in our briefings is that they got rid of the manual option on the hatchback along with the 1.5-litre turbo, which means if you want to shift your own gears in a Civic now, the Si or Type R are the only choices. New 2025 models are in dealers now.
The Hatchback hybrid has a two-litre engine that makes 200 horsepower.Kunal D'souza/The Globe and Mail
Tech Specs
2025 Honda Civic Hatchback Sport Touring Hybrid
- Price as-tested: $38,700 plus $1,961.50 for freight, pre-delivery inspection and fees, plus tax
- Engine: Two-litre Atkinson-cycle + two-motor hybrid system
- Horsepower / torque (lb-ft): 200 / 232
- Transmission / drive: e-CVT / front-wheel drive
- Curb weight: 1,492 kilograms
- Fuel consumption (litres per 100 kilometres): 4.8 city; 5.4 highway; 5 combined
- Alternatives: Toyota Corolla Hybrid, Toyota Prius, Kia Niro Hybrid
The writer was a guest of the automaker. Content was not subject to approval.
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