We test the new Honda Civic e:HEV, a hybrid built for fun behind the wheel... and for very low fuel consumption

Ever since we had the first static first contact with the new Honda Civic e:HEV, we were eager to drive it. Above all because, knowing how well the Honda hybrid propulsion system works, with a very particular technical design that means the car is moved almost all the time by the electric motor, the prospects for a compact car like the Civic already suggested promising results. With some novelties, but this is how the e:HEV system works in the Honda CR-V or HR-V, to name just two.

I won’t jump ahead too much, we’ll go step by step. But I will say two things. Firstly, that the new Honda Civic is not the most sporty hybrid in its category, something the Japanese brand boasts about. It could be with a dual-clutch gearbox, because the chassis is magnificent and performance is not lacking, although that does not stop the Civic e:HEV from also being ready to offer a high degree of driving fun when the bends arrive. And secondly, that what we already anticipated is confirmed: you can count on one hand (with fingers to spare) the cars of the Civic e:HEV’s size and power capable of consuming less fuel… and the ones that exist are turbo diesels.

A review of the technical specifications of the new Honda Civic

To set the scene, it is worth reviewing the main features of the new Honda Civic, which is already the eleventh generation of this model, launched 50 years ago. The new Civic is distinguished by a much more fluid line, where the descending roofline and the large glazed area that allows a lower beltline are quickly apparent. The wheelbase has grown by 3.5 cm, for a total length of 4.55 metres, 3 cm more than the previous model. The width remains at 1.80 metres (despite the tracks increasing), and the height has been reduced by almost 3 centimetres, with the highest point of the roof moved forward to give it a greater slope.

On the exterior, other interesting novelties are the front pillars, which are shifted 5 cm backwards; or the wing mirrors, which are now mounted on the doors. Special care has been taken with the aerodynamics, to be effective in fighting the wind and reduce consumption, but also to ensure that the impact of aerodynamic noise inside the cabin is minimal; and it seems this has been achieved. And to reduce weight, the tailgate is made of plastic material, while the front bonnet is aluminium, which saves 20% and 40% in weight respectively compared with a steel construction.

The torsional rigidity of the chassis has increased by 22% compared with the previous generation, and changes to the suspension and steering are also announced, with special attention paid to the steering to offer precise feel and great agility on winding roads.

Honda stresses that all the modifications, including the adaptation of the hybrid propulsion system, have been carried out without harming either the interior space or the boot capacity. In fact, this is partly achieved, slightly improving the space in the rear seats both for legroom and at shoulder height, and losing a few centimetres in height due to the pronounced slope of the roof, although in no case does this become a critical measurement.

The challenge was maintaining the almost 480 litres of boot capacity of the previous generation, which drops to 410 litres because room had to be made to accommodate the propulsion system battery. This means the Civic is no longer a benchmark in its class for carrying luggage; but the tailgate offers a very wide opening and the shapes are regular and very practical. The system the Civic uses to hide luggage is well resolved, with a tray attached to the tailgate and a laterally retractable cover that is very easy to remove and takes up little space.

The Civic e:HEV’s hybrid propulsion system

Three in one. That is how Honda defines its e:HEV hybrid propulsion system for the Civic. And to do so, it compares it with the three combustion engines that were available in the previous Civic. Of the new e:HEV they say it consumes less fuel than the efficient 1.0 Turbo 3-cylinder, offers more torque than the 1.6 turbodiesel, and has better performance than the 1.5 Turbo. The figures don’t lie: the new Civic e:HEV announces a system power of 135 kW (184 CV) and a maximum torque of 315 Nm. The WLTP combined consumption is 4.7 for the entry-level version, and 5 l/100 km in the better-equipped versions. As for performance, the 0 to 100 km/h acceleration is covered in 7.8 seconds, with a top speed of 180 km/h.

The petrol engine is the 2.0 four-cylinder, which works on the Atkinson cycle, is highly evolved, with a high-pressure direct injection system and a thermal efficiency exceeding 40%, very high for a petrol combustion engine. Unlike what is usual in non-plug-in hybrids, the engine that drives the vehicle most of the time is not the combustion engine, but a powerful 184 CV electric motor with 315 Nm of torque, integrated into what Honda calls e-CVT. An unfortunate name that can lead to confusion, because it is not a continuously variable transmission.

As in other Honda e:HEVs, the combustion engine normally works to generate electricity, although in certain driving situations it can also drive the wheels. But this task almost always falls to the electric motor. There is also a second, smaller electric motor, which acts as a generator. Both the power control unit and the battery are newly developed. The compact battery has 72 cells, weighs 36.4 kg and its capacity is 1.05 kWh. Honda says it has increased the energy density by 46%, which is remarkable. This has allowed its height to be reduced by 23 mm, and its weight to be cut by 1 kg.

Behind the wheel of the Honda Civic e:HEV

When we sat behind the wheel of the new Civic, where we sit in a very low, sporty yet comfortable position, the first thing we noticed is that the design follows the body’s lead, without seeking busy lines, with very well thought-out ergonomics. The sense of quality is very good, despite the abundance of hard plastics. Visibility is very good, the steering wheel has a magnificent feel and physical controls are retained for operating the climate control system, with a very original design of the air vent grilles, which run horizontally across the entire dashboard. The seats are also excellent in any of the trim versions. The 9-inch multimedia screen sits in a very high position, even above the instrumentation, which makes it easy to check information and operate.

From the moment you set off, you can tell the Civic is still one of those cars that offers a different driving feel. Honda manages to combine notable ride comfort with outstanding agility without resorting to very firm suspension, even improving the dynamic behaviour of the previous Civic, which was no easy task. Much of the credit goes to the suspension, but also to the steering, with a really very good feel and precision.

Honda has developed a system that detects when we are driving on a winding road, and adjusts the operation of the propulsion system accordingly, with more intense deceleration when lifting off the accelerator, and greater push under high loads. For its part, the predictive efficiency assistant, which works with Eco mode activated and when a destination is programmed in the navigation, also modifies how the different motors work to prioritise efficiency, recognising, for example, a downhill stretch.

In addition, the driver can choose between normal, eco, sport or individual programmes, the latter being customisable. What does not allow much customisation is the fully digital instrumentation, which is offered only on the top trim, although the graphics are high quality and the information is presented very legibly; in the remaining versions, two analogue dials are combined, one for speed and another with the “powermeter”, with a smaller colour central screen.

Agile, comfortable, sporty and efficient: all in one

As for the propulsion system, the car always starts in fully electric mode whenever possible, and switches to hybrid mode once more power is demanded. But as I mentioned earlier, in this hybrid mode the wheels are still driven by the electric motor, while the petrol engine works by turning the generator, which supplies energy to the “driving” motor. If they didn’t tell you first, you wouldn’t guess that the motor that ultimately drives the wheels is the electric one. Nor will you notice the moments when a dedicated clutch connects the petrol engine to the wheels, something that happens when driving on the motorway at certain speeds, because according to Honda that is the most efficient option in that case.

The response overall is very smooth. I liked the management of the transitions between the different operating modes and the programming of engine speed variations to simulate the operation of a conventional gearbox. It is much more linear and pleasant to drive than the Honda HR-V, which would benefit greatly from this powertrain. In addition, performance allows a good level of dynamism. Even in Sport mode, Honda has dared to emulate an artificial sound through the system called ASC (active sound control) which tries to offer more sporty sensations. In practice it feels a little artificial, but it is never really annoying. The paddles behind the steering wheel are used to choose between different levels of energy recovery in the regenerative braking system, although the difference between the highest and lowest retention modes is not very marked.

But perhaps the most striking and surprising thing about the Civic e:HEV is its consumption. Pending a thorough test, we found how easy it is to achieve averages on the onboard computer of less than 6 l/100 km, without having to use “Eco” mode exclusively or drive with particular attention to the right foot. If you do it this way, I dare say the homologated consumption figure is easily within reach.

Prices and equipment of the new Honda Civic e:HEV

The Civic e:HEV range consists of three versions, with the Elegance, Sport and Advance trims. The prices announced by the brand, which is already taking orders, are as follows:

• Civic e:HEV Elegance: 32,100 euros
• Civic e:HEV Sport: 33,200 euros
• Civic e:HEV Advance: 36,600 euros

The standard equipment is very complete, as the Elegance versions already come with 17-inch alloy wheels, front and rear parking sensors, rear camera, multimedia system with a 9-inch screen and navigation compatible with Apple CarPlay and Android Auto, an 8-speaker audio system, keyless entry, 11 airbags and the Honda Sensing safety and assistance package, which includes as a new feature on the Civic the traffic jam assist.

For 1,100 euros more, the Sport trim seems very interesting to me. Not only because of the upholstery, which combines fabric with synthetic leather and has a magnificent look. It also gives the Civic a sportier appearance without ever becoming extravagant or too eye-catching. Contributing to this are the 18-inch wheels in black, the LED fog lights, the sport pedals and the exterior mirrors finished in gloss black. A wireless phone charger is also added here. Furthermore, during the launch phase, this version has the same price as the Elegance if you finance the purchase through the brand.

At the top of the range is the Advance trim, which costs 4,400 euros more than the Sport, and which also comes with a 1,100 euro discount if you finance the purchase. Here, the panoramic roof, BOSE audio system, adaptive front headlights (a novelty in this generation), 10.2-inch digital instrumentation, heated steering wheel, full synthetic leather upholstery and two-tone alloy wheels are all added as standard.

Honda Civic e:HEV image gallery

Technical specifications of this car

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