The 2025 North American Car of the Year (NACOTY) is the current Honda Civic Hybrid, the electrified variant of America’s most popular compact car. This is the fourth time the Civic nameplate has won NACOTY, bettered by no other nameplate in the award’s 30-plus years.
It’s also the second NACOTY win for the 11th-gen Civic and the seventh Honda to get a North American Car or Truck of the Year award – Civic (2006, 2016, 2022, 2025), Ridgeline (2006, 2017) and Accord (2018).
“We are honoured to have leading automotive journalists select the Honda Civic Hybrid as the North American Car of the Year. Our fun-to-drive hybrid-electric models are a key part of our Honda electrification strategy, and sales of the new Civic Hybrid will ultimately represent about 40% of Civic sales,” said Honda Auto Sales AVP Jessika Laudermilk.
Revealed for the US market in early 2024, the facelifted 11th-gen is offered in four-door sedan and five-door hatchback bodystyles, where there are LX, Sport, Sport Hybrid, Sport Touring Hybrid and Si variants.
The car recently launched in Malaysia – the base E is RM2,000 pricier at RM133,900 but the RS petrol is RM2,000 cheaper at RM149,900. The V’s (RM144,900) and RS hybrid’s (RM167,900) prices are unchanged.
Following the start of order taking in December last year, Honda Malaysia has now officially launched the 11th-generation (FE) Honda Civic facelift today. The variant line-up remains unchanged from the pre-facelift model and includes three petrol options (1.5L E, 1.5L V and 1.5L RS) along with a sole hybrid in the form of the 2.0L e:HEV RS.
Pricing starts at RM133,900 on-the-road without insurance for the base E, which is RM2,000 more than before. The V stays the same at RM144,900, while the petrol RS is cheaper by RM2,000 at RM149,900. The hybrid RS keeps the RM167,900 price tag as before.
In terms of styling changes, the new Civic gets a redesigned front bumper with a more protruding lower section and slender air curtains in place of the previous fog lamp sections. The main grille is also larger than before to get rid of the pre-facelift’s distinctive “forehead,” paired with a honeycomb mesh that is also applied to the lower intake. The new front end sees 3 mm being added to overall length to now span 4,681 mm, while the width (1,802 mm), height (1,415 mm) and wheelbase (2,735 mm) stay the same.
As for the rear, it remains pretty much identical to the pre-facelift model, save for the smoked taillights. Moving inside, the interior maintains the same dashboard design, free-standing infotainment touchscreen, honeycomb mesh over the air outlets, steering wheel design and centre console layout.
Also familiar are the powertrains, with petrol variants continuing to be powered by Honda’s VTEC Turbo engine. The 1.5 litre inline-four mill serves up 182 PS (180 hp or 134 kW) at 6,000 rpm and 240 Nm of torque from 1,700 to 4,500 rpm, with drive going to the front wheels via a continuously variable transmission (CVT) with seven virtual speeds.
Meanwhile, the Intelligent Multi-Mode Drive (i-MMD) system in the hybrid variant features a 2.0 litre naturally-aspirated inline-four petrol engine running on the Atkinson cycle to make 143 PS (141 hp or 105 kW) at 6,000 rpm and 184 Nm from 5,000 to 6,000 rpm.
The engine in the hybrid system acts primarily as a generator for a 1.05-kWh lithium-ion battery, which is used to juice an electric motor rated at 184 PS (181 hp or 135 kW) from 5,000 to 6,000 rpm and 315 Nm from 0 to 2,000 rpm.
The electric motor drives the front wheels via an electronic continuously variable transmission (E-CVT) and does most of the propulsion work, although the engine can also provide direct drive via a lock-up clutch at higher speeds when it is more efficient.
Performance-wise, the petrol-only variants will take anywhere between 8.3 to 8.5 seconds to get from 0-100 km/h, with all three having a top speed of 200 km/h. The 2.0L e:HEV is the quickest in the century sprint at 7.9 seconds, although its top speed is down to 180 km/h. The hybrid boasts the best fuel consumption of the lot at 4 l/100 km, while it is 6.3 l/100 km for the 1.5L RS and 6.0 l/km for both the 1.5L E and V.
On the matter of equipment, the Civic sees some significant changes, the first of which is an upgraded 9-inch Advanced Display Audio that is now standard across the range. The new infotainment system also comes with Google built-in (a first among Japanese brands here), providing users with access to several Google services such as the Play Store, Maps and Assistant.
Wireless Android Auto support has also been added to complement the previously available wireless Apple CarPlay, while other features that come with every Civic variant are the Honda Connect telematics system as well as solar and security window film tint from Ecotint.
As for the rest of the kit list, we’ll start with the 1.5L E that comes standard with automatic LED headlamps, LED daytime running lights, rain-sensing wipers, (previously only from the petrol RS onwards), 16-inch wheels (with 215/55 profile tyres), remote engine start, walk away auto lock, keyless entry and start, passive cruise control, Normal and Econ drive modes and a seven-inch digital instrument display (accompanied by an analogue speedometer).
The list continues with single-zone automatic air-conditioning with rear vents, a leather steering wheel, fabric seat upholstery, a 60:40 split-folding rear bench seats and four speakers.
Stepping up to the 1.5L V adds things like 17-inch wheels (with 215/50 profile tyres), paddle shifters, an additional Sport mode, an auto-dimming rear-view mirror, leather seat upholstery, an eight-way powered driver seat and four more speakers for a total of eight.
After the 1.5L V is the 1.5L RS, which is marked out from lesser variants by cues such as black-painted side mirrors and shark fin antenna, a boot lid spoiler, chrome tailpipe finishers, black door handles, combination leather and suede seat upholstery with red stitching, alloy pedals, a black headliner, footwell lighting and ambient lighting strips integrated into the gloss black door trims.
Aside from the sporty aesthetic touches, the petrol-only RS improves upon the 1.5L V by gaining a wireless charging pad, an additional Individual drive mode as well as larger 18-inch wheels (with 235/40 profile tyres) in a matte black finish.
At the top of the range, the 2.0L e:HEV RS carries over the 1.5L RS’ looks, but with blue accents for the Honda logo, black half chrome door handles and a different, seven-spoke wheel design in an 18-inch size and matte grey finish.
Improvements over the non-hybrid RS include a fully digital 10.2-inch instrument cluster, dual-zone climate control as well as Active Noise Control (ANC) that works together with Active Sound Control (ASC) to reduce outside noise while enhancing the engine sound to deliver an exciting driving experience.
In the safety department, all variants come standard with six airbags (front, side and curtain), front and rear seatbelt reminder, rear seat reminder, ISOFIX child seat anchors, automatic door lock, Vehicle Stability Assist (VSA), Agile Handling Assist (AHA), ABS, EBD, emergency stop signal as well as front and rear parking sensors.
Driver assistance systems include auto brake hold, hill start assist, a driver attention monitor and a multi-angle reverse camera. Honda’s LaneWatch blind spot camera (on the left of the vehicle) is still used for the Civic (and other models in the line-up), although remains reserved from the V onwards.
Once again, the Honda Sensing suite is fitted to every Civic variant on sale, with functions available being Forward Collision Warning (FCW), Collision Mitigation Braking System (CMBS; basically AEB), Lane Departure Warning (LDW), Lane Keep Assist System (LKAS), Road Departure Mitigation System (RDM), Adaptive Cruise Control (ACC) with Low Speed Follow (LSF), Auto High Beam (AHB) and Lead Car Departure Notification (LCDN).
Some of these functions have been improved, such as FCW that gains bicycle and pedestrian detection. The ACC also operates with smoother braking and acceleration, while LKAS has a more linear form of operation for less jarring steering assistance.
The Civic is offered in five colours, with Canyon River Blue Metallic being a new option to replace Lunar Silver Metallic, while returning hues are Platinum White Pearl, Meteoroid Gray Metallic, Crystal Black Pearl and Ignite Red Metallic.
All Civics come with a five-year, unlimited-mileage warranty and five times free labour for servicing (applicable within 100,000 km or five years). Specific to the 2.0L e:HEV RS is an additional eight-year, unlimited-mileage for the lithium-ion hybrid battery.
For those wanting to add some official accessories to their new Civic, there are several packages to choose from, starting with the Modulo Package (RM3,738) that is available for all variants and includes front, side and rear under spoilers.
Next comes the Modulo Premium Package with the same items as the Modulo Package, but adds on a rear lower garnish, exhaust pipe finishers, a boot lid spoiler, fender garnish and black emblem set.
This version of the Modulo Premium Package is priced at RM6,900 and is specific to E and V variants only, with RS variants getting their own version at RM5,063. Both the petrol and hybrid RS cars already come with exhaust pipe finishers and a boot lid spoiler, so those items are omitted from the Modulo Premium RS Package.
Next comes the Urban Package at RM3,002 for the E and V variants that includes door visors, footwell lighting, a wireless charging pad and illuminated sill plates. The RS variants get a version called the Urban RS Package that doesn’t include a wireless charging pad and footwell lighting, both of which already come standard.
Further options are the Utility Package (RM659) for all variants and includes a body cover, boot tray and boot organiser. There’s also the Protection Package (body and window coating, wheel lock nuts) for RM2,888, along with individual accessories like door reflective safety film, front and rear digital video recorders (RM1,149), Touch ‘n Go RFID tag and sports pedals (E and V only).
GALLERY: 2025 Honda Civic 2.0L e:HEV RS facelift
GALLERY: 2025 Honda Civic 2.0L e:HEV RS facelift in the new Canyon River Blue Metallic
GALLERY: 2025 Honda Civic 1.5L RS facelift
GALLERY: 2025 Honda Civic facelift official photos
Hybrid vehicles have always gotten the short end of the stick. During the nascent period, they were generally given a wide berth by those fed on a diet of regular petrol machines, who viewed the inclusion of a battery – and accompanying electric ware – with mistrust.
Now, just as the latter isn’t such a large an issue any more, in comes derision, by way of the everything-must-be-spanking clean full-electric crowd. After all, if you’re going to go clean and efficient, BEVs must surely be the way to go.
Well, not quite, not yet completely at least anyway. There’s still place for what is essentially middle ground, pinched as it may be. In less evolved markets, it’s probably the best interim solution in providing fuel efficient motoring and reducing emissions. In more sophisticated ones, the tech can serve as a neat bridging measure to those wanting to trial out electrification but remain trepid in going the whole way, providing the comfort of fossil fuel – and zero range anxiety – to fall back on.
Based on this reasoning, quite a few automakers are continuing with such an approach, Honda included, even as they slowly make their way into going green in full fashion. For the Japanese automaker, the hybrid remains pertinent, as shown by the aggressive push of the format as range-toppers in its model line-ups in the region.
Locally, the City sedan and hatchback paved the way for e:HEV, as the automaker badges its tech, and the latest to join the party is the hybridised version of the Civic, which made its official debut last November. We’ve seen what the Civic e:HEV’s speed abilities are in a straight-line and on the track, but what’s it like to drive out on the road? Cue a drive session down south and back to answer that question.
Same presentation, by and large
First, a spec recap of the hybrid, which is available in a sole RS variant form. That suffix means that the exterior styling treatment is similar to the turbocharged RS, with a few tweaks to give the car its own flavour.
They’re not very discernible, the differences, with the 18-inch twin-style five-spoke (or 10-spoke, in dual tone) units it wears providing the fastest means to identify the car from the side and quarters, while a single tailpipe finisher provides the primary visual cue from the rear.
Look closer and you’ll notice the smaller differentiation elements, these being blue accents on the Honda logos as well as an e:HEV emblem at the rear as well as additional chrome trim, found on the front grille, headlight inner bezel and window line inserts.
Move inside and it’s the same story, with the only difference in presentation being the inclusion of a 10.25-inch full digital instrument display, dual-zone air-conditioning, a Qi wireless charger and a Honda smart key card, which are not found on the E, V and RS petrol versions.
Otherwise, the Civic e:HEV features kit identical to the petrol RS, such as a black interior, rear AC vents, a 9.0-inch touchscreen Advanced Display Audio infotainment system with wireless Apple CarPlay support as well as Remote Engine Start. Likewise, the cabin layout, the presentation of which is decidedly quite a few notches up from the 10th gen FC’s.
A look at the tech
The Civic e:HEV gets the most powerful version of Honda’s Intelligent Multi-Mode Drive (i-MMD) system, which combines the workings of an electric motor and petrol engine. The latter is a 2.0 litre naturally-aspirated Atkinson-cycle four-cylinder engine, which acts primarily as a generator and juices a 72-cell battery (with a capacity of 1.05 kWh) incorporated in the Intelligent Power Unit (IPU).
While similar in displacement to the unit in the Accord Hybrid, the engine is new, and features direct-injection, with tweaks resulting in the unit having a thermal efficiency of 41%, which the company says is one of the highest on a production vehicle. The new DI mill offers 143 PS (141 hp) at 6,000 rpm and 189 Nm of torque, marginally higher than that of the Thailand-spec version (141 PS and 182 Nm) due to our better fuel quality.
An electric motor handles most of the propulsion duties, although the engine can provide direct drive – via a lock-up clutch – at higher speeds for better efficiency. The e-motor, which offers 184 PS (181 hp, or 135 kW) and 315 Nm from 0-2,000 rpm in the way of output, sends drive to the front wheels via an electric continuously variable transmission (E-CVT).
The incorporation of hybrid components means that it is heavier than the Turbo – at 1,445 kg, the Civic e:HEV has around 100 kg more ballast than the heaviest petrol version, the V, which weighs in at 1,349 kg.
Despite the additional weight, the hybrid is a faster car. Performance figures include a 0-100 km/h sprint time of 7.9 seconds and a fuel consumption of 4.0 litres per 100 km, both an improvement over the petrol RS’ 8.5 seconds and 6.3 litres/100 km. Top speed is identical to the turbo at 200 km/h.
The virtues of “electrification”
Evidence of that pace off the block was shown in real-world conditions last year, when the car was previewed in Sepang ahead of its official launch. On track, the hybrid clearly aced the turbo – which isn’t exactly a slouch – in both the day’s sprint test exercises, which was a full acceleration run from a rolling start at 60 km/h from the pit lane exit and a drag race from standstill to 100 km/h, the last by more than a car length.
That willing-to-go nature continued on the road, although less noticeably when viewed in isolation and at up to intermediate speeds. It’s only when you floor it that the e:HEV feels that bit more immediate in its response to throttle compared to the turbo, its movement up the speed range that bit more snappier.
Of course, unless you’re the lead-footed sort, that really isn’t the point of why you would go with a hybrid, and so the real draw is how it drives on the whole and how fuel efficient it is over the course of its service life.
For the first, the hybrid behaves no differently than the regular Civic in straight-line coasting conditions – it rides in similar fashion as the turbo, the presentation again coming across as very Continental in its depiction. Likewise, occupant comfort levels – we ended up being in the car for more than 18 hours over the two-day drive, and the front seats in particular were ace.
In terms of handling, the hybrid is ahead. This was briefly suggested during the Sepang session, where it felt tauter in the corners (and at higher speeds), and reinforced during the road drive, especially perceivable at speed on windier B-road sections such as that presented during the Kluang to Desaru section of the drive. Here, the hybrid felt better composed in how it tracked and placed.
In this regard, the extra weight is imperceptible, cleverly masked by being distributed in 50:50 fashion across the platform and also through revised spring and damper rates to ensure that the Civic’s handling aspects and dynamics are preserved. The 10 mm lower centre of gravity probably helps the cause too.
The retention of the general character from the turbo also means that everything else alongside it also comes along, for better or worse. While vibration and harshness levels are nicely tempered, noise (tyre/wind) is still an area that can be worked on, especially evident at higher speeds.
Of course, the real meat is with fuel consumption, which is why one would want a car like this in the first place. Unsurprisingly, the returns are naturally better than that of the stand-alone turbocharged petrol unit. Under the most extreme of operating conditions, the fuel economy can best be described as staggering.
For the drive to Johor, Honda Malaysia chose to include a fuel test challenge from the KL start point to Kluang (which ended in Melaka due to that which happened below). Cobble together an eco-challenge with the motoring press in five cars and you get an idea of where this is heading – think AC switched off, windows completely up for the most and even side mirrors folded in as well as drafting lorries to get assist, all at speeds of 80-90 km/h, and it’s a recipe for unreal FC numbers.
The winning car ended up with a more than 31 km per litre result, and the two other top three finishers weren’t far behind, all with figures that no one in their right mind should attempt to replicate. Our car was the only one that kept the AC on (and at 20 degrees C, mind you) and driven in normal fashion, within the convoy’s speed limits.
As such, it represents the kind of figure you can possibly achieve should you be a relatively sane eco-warrior, in this case a low 26.8 km per litre. Which unsurprisingly placed us dead last out of the five cars. Even more realistically, this fell to 18.6 km per litre over the entire course of the drive, which covered more than 900 km in all and contained a mix of urban and intra-urban movement, with no regard for saving fuel in general.
To hybrid, or not?
That the Civic e:HEV is a capable car is without doubt. It’s faster off the line and in gear than the turbo, rides as well and handles better at higher speeds on tighter, twistier roads despite carrying more weight. It’s also more economical from a fuel consumption viewpoint, and you get a bit more goodies compared to the regular turbo FE.
Unfortunately, it all comes at a price, in this case to the tune of an additional RM16k compared to the petrol RS. At RM166,500 (on-the-road, without insurance), the hybrid isn’t cheap, not when you can get your hands on the turbo RS for RM150,700, itself already a bit of an ask if you look at the previous-gen equivalent. However, if you have your eyes focused on a Civic and can stretch it, you’d do well to examine the e:HEV, because it is the pick of the civilian FE range here.
Honda Malaysia has officially introduced the Civic e:HEV hybrid, which goes on sale as an RS specification variant here. The debut of the car also marks the first appearance of the automaker’s 2.0 litre e:HEV powertrain locally.
The Intelligent Multi-Mode Drive (i-MMD) system for the Civic features a new 2.0 litre direct-injection Atkinson-cycle four-cylinder NA engine, which offers 143 PS (139 hp) at 6,000 rpm and 189 Nm of torque.
The mill acts primarily as a generator to charge the 72-cell, 1.05 kWh battery housed in an Intelligent Power Unit (IPU), which provides the juice for the 184 PS (181 hp or 135 kW) and 315 Nm electric motor to do the propulsion work. However, at higher speeds, the engine can provide direct drive – via a lock-up clutch – for better efficiency.
In terms of performance, the hybrid is now the fastest Civic in the local 11th-gen range, with its 0-100 km/h time of 7.9 seconds eclipsing the entire petrol Turbo line-up (8.3 to 8.5 seconds). It’s also the most frugal, with a fuel consumption of 4.0 litres per 100 km (versus 6.3 litres for the petrol RS).
Exterior-wise, differentiating elements come in the form of 18-inch dual-style two-tone alloy wheels, chrome trim for the front grille, headlight inner bezel and window line as well as blue accents on the Honda logos and an e:HEV emblem at the back.
As for specifications, the kit on the Civic e:HEV is identical to the petrol RS, and includes a black interior, rear AC vents, a 9.0-inch touchscreen Advanced Display Audio infotainment system with wireless Apple CarPlay support as well as Remote Engine Start. Unique to the hybrid is a 10.25-inch full digital instrument display, dual-zone air-conditioning, a Qi wireless charger and a Honda smart key card.
Priced at RM166,500 (on-the-road, without insurance), the Civic e:HEV is nearly RM16k more expensive than its petrol RS sibling, which currently goes for RM150,700. Head on to CarBase.my to check out and compare the full range of Honda Civic 2022 specs and pricing, and read our first drive impressions of the Civic e:HEV.
Honda is no stranger to introducing hybrid powertrains in its vehicles on sale in Malaysia, and the just-launched 2022 Civic e:HEV RS Hybrid is the latest in the brand’s growing line of electrified models in the country.
The latest electrified offering from Honda Malaysia joins the presently available range of hybrids, comprised of the HR-V, City and City Hatchback. The City – with its e:HEV variant – was launched in October 2020, the City Hatchback e:HEV in February this year and the HR-V e:HEV in July.
Of these, the City e:HEV RS contributed 5% of sales to the overall sales volume of the Honda City, while the City Hatchback e:HEV RS comprised of 8% of that model’s overall sales. Meanwhile, the HR-V e:HEV RS made up 11% of the crossover’s total sales; these percentage figures are for their respective variants’ sales in the first 10 months of this year.
All four e:HEV models from Honda Malaysia employ the manufacturer’s i-MMD powertrain where propulsion comes from an electric motor fed by a lithium-ion battery, and this electricity is supplied by an Atkinson-cycle petrol engine that serves as a generator. In the City and City Hatchback, the electric drive motor makes 108 PS and 253 Nm, supplied by the 1.5 litre petrol mill that produces 98 PS and 127 Nm.
The system in the HR-V e:HEV RS is 22 PS more powerful at 131 PS with the same torque output, and the Atkinson-cycle combustion engine is also marginally more powerful at 107 PS and 131 Nm.
The just-launched Civic e:HEV RS hybrid packs the most powerful system of the quartet, with an electric drive motor rated at 184 PS and 315 Nm fed by a 2.0 litre Atkinson-cycle petrol engine that produces 143 PS and 189 Nm of torque. All Honda e:HEV models employ the same i-MMD configuration, where the combustion engine can assist the electric motor for propulsion at higher speeds.
Launched today in Malaysia, the 2022 Honda Civic e:HEV RS hybrid is priced at RM166,500, and is offered in a selection of four colours – Ignite Red Metallic, Crystal Black Pearl, Meteoroid Gray Metallic and Platinum White Pearl.
GALLERY: 2022 Honda Civic e:HEV RS hybrid
2022 Honda Civic e:HEV product presentation in Malaysia
A month after previewing and opening the order books for it, Honda Malaysia has officially introduced the 2022 Honda Civic e:HEV. The hybrid, which goes on sale here as a RS-badged version, now sits as the top-of-the-line variant in the local 11th-gen Civic range.
Priced at RM166,500 (on-the-road, without insurance), the hybrid FE is RM16k more expensive than its petrol RS sibling, which currently goes for RM150,700.
In terms of dimensions, the hybrid is identical to the petrol version, measuring in at 4,678 mm long, 1,802 mm wide and 1,415 mm tall, with a 2,734 mm-long wheelbase (2,733 mm for the petrol). It does however ride a bit higher off the ground at 128 mm (126 mm, petrol), although the company points out that its centre of gravity is 10 mm lower.
The incorporation of hybrid components means that it is heavier than the Turbo, in this case by around 100 kg (the e:HEV tips the scales at 1,445 kg, compared to 1,349 kg for the petrol V), although attention was paid to reducing as much of the additional ballast as possible. Weight saving measures include the use of aluminium strands in the high-voltage cable – this reduces the weight by around 37% compared to the copper wiring used previously.
The lithium-ion battery doesn’t take up most of the additional ballast – the Intelligent Power Unit (IPU), which incorporates a new 72-cell battery (with a capacity of 1.05 kWh), only accounts for 37 kg of the total. As for the new power control unit (PCU), which is now situated under the bonnet with the rest of the powertrain, that contributes 15 kg to the added mass.
According to Tomoyuki Yamagami, the Large Project Leader (LPL) for the Civic e:HEV RS, the extra weight has been distributed evenly across the platform (50:50) to ensure that the Civic’s handling and dynamics aren’t compromised. The spring and damper rates have also been revised to preserve performance aspects.
At the heart of it all is what is deemed the most powerful version of Honda’s Intelligent Multi-Mode Drive (i-MMD) system, with an electric motor and petrol engine combo in attendance. As is the case, the petrol engine acts primarily as a generator, with the electric motor doing most of the propulsion work. However, at higher speeds, the engine can provide direct drive – via a lock-up clutch – for better efficiency.
Output from the electric motor on the Civic is 184 PS (181 hp, or 135 kW) and 315 Nm from 0-2,000 rpm, and power is sent to the front wheels via an electric continuously variable transmission (E-CVT). As with the Accord Hybrid, the e-motor is paired with a 2.0 litre naturally-aspirated Atkinson-cycle four-cylinder engine, which juices the battery.
However, the unit is new, and features direct-injection, with tweaks resulting in the unit having a thermal efficiency of 41%, one of the highest on a production vehicle. Attention has also been paid in improving noise and vibration coming off it, with the incorporation of a high rigidity crankshaft and a secondary balancer as well as insulation for the intake section helping to reduce NVH levels.
The new DI mill offers 143 PS (141 hp) at 6,000 rpm and 189 Nm of torque, output numbers that are marginally higher than that of the Thailand-spec version (141 PS and 182 Nm). According to Yamagami, the reason for this difference is simply due to fuel quality.
Performance figures for the Civic e:HEV include a 0-100 km/h time of 7.9 seconds (compared to 8.5 seconds for the petrol RS) and a fuel consumption of 4.0 litres per 100 km (versus 6.3 litres for the petrol RS).
Exterior-wise, the RS styling treatment means the hybrid looks very much like the petrol RS at first glance, with the easiest way to differentiate it from the latter being through its 18-inch twin-style five-spoke (or 10-spoke, in dual tone) units, markedly different in styling to the all-black Y-spoke rollers on the petrol RS.
Keep looking, and you’ll find small, but distinguishable, elements, such as the blue accents on the Honda logos as well as an e:HEV emblem at the rear. The hybrid also features more chrome trim, with the front grille, headlight inner bezel and window line all dressed up in the shiny stuff. From the rear, it’s easy to spot the variant from the single tailpipe finisher it wears.
Specifications-wise, the kit on the Civic e:HEV is identical to the petrol RS, and includes a black interior, rear AC vents, a 9.0-inch touchscreen Advanced Display Audio infotainment system with wireless Apple CarPlay support as well as Remote Engine Start.
Unique to the variant is a 10.25-inch full digital instrument display, dual-zone air-conditioning, a Qi wireless charger and a Honda smart key card, which the entire petrol range (E, V and RS) doesn’t get.
The local car will also come with Honda Sensing as standard, with the suite of driver assistance items consisting of autonomous emergency braking, lane keep assist, lane departure warning, auto high beam, adaptive cruise control and a new lead car departure notification system, which alerts the driver if the car in front is moving off from a stop.
Exterior colour choices are similar to that for the petrol range, although Lunar Silver Metallic has been omitted for the hybrid, leaving buyers with four shades, these being Ignite Red Metallic, Crystal Black Pearl, Meteoroid Gray Metallic and Platinum White Pearl.
Given its aggressive push on the e:HEV front in recent times, it’s no surprise to find Honda Malaysia (HM) planning to introduce yet another hybrid model, with the announcement that the local line-up for the 11th-gen Honda Civic will soon include an e:HEV variant.
The Civic e:HEV hybrid will arrive as a RS-badged version in Malaysia, and when it does, will sit on top of the range. While no pricing details have been revealed, the order books have officially opened for the car. As a gauge, the petrol RS is currently priced at RM150,700, and in Thailand, the hybrid RS commands a 25% premium over the petrol, so we can expect it to be costlier – the question is, by how much.
Ahead of its full introduction, the company held a preview of the hybrid FE in Sepang. As is usually the case with HM previews, we’re only able to present the exterior of the car, with visuals of the interior being saved for the launch proper.
Exterior-wise, the RS styling treatment for the car means that it looks very much like the petrol RS at a quick glance, with an 18-inch twin-style five-spoke wheel (or 10-spoke, in dual tone, if you will) providing the main visual cue to differentiate it from the petrol version.
Look closer and you’ll see smaller, but distinguishable, elements, like the blue accents on the Honda logos as well as an e:HEV emblem at the rear to identify the variant. The hybrid also gets dressed up with more chrome bits, with the front grille, headlight inner bezel and window line getting the sparkly treatment. It also comes with a single tailpipe finisher.
Under all that skin, the Civic e:HEV features the most powerful version of Honda’s Intelligent Multi-Mode Drive (i-MMD) system, with the setup in the car consisting of an electric motor rated at 184 PS (181 hp or 135 kW) and 315 Nm, driving the front wheels.
Like the Accord Hybrid, it’s paired with a 2.0 litre naturally-aspirated Atkinson-cycle four-cylinder engine, which provides the juice for the lithium-ion battery. However, unlike the Accord, the petrol mill on this one is direct-injected. On its own, the unit offers 143 PS (141 hp) at 6,000 rpm and 189 Nm of torque, output numbers that are marginally higher than that of the Thailand-spec version.
Also on, a new 72-cell battery that forms part of the smaller and lighter Intelligent Power Unit and an electric continuously variable transmission (E-CVT). By and large, the petrol engine acts as a generator, with the i-MMD system operating pretty much like an EV, with the electric motor doing most of the work. However, at higher speeds, the engine can provide direct drive – via a lock-up clutch – for better efficiency.
Very little technical details were presented during the preview, but the Thailand-spec version – which went on sale in June – offers enough info of what to expect from a general viewpoint, away from kit specification.
In terms of dimensions, the hybrid is virtually identical to the petrol version, measuring in at 4,678 mm long, 1,802 mm wide and 1,415 mm tall, with a 2,734 mm-long wheelbase (2,733 mm for the petrol). It does however ride a bit higher off the ground at 128 mm (126 mm, petrol), and the associated hybrid components means that it is heavier, on the Thailand-spec cars by around 100 kg.
Inside, there’s a 9.0-inch touchscreen Advanced Display Audio infotainment system with wireless Apple CarPlay support and Remote Engine Start, among other things, and the RS specification in Thailand adds a black interior, dual-zone climate control and 60:40 split-folding rear seats as well as a Qi wireless charger, so these should also be on here. What is confirmed is that the Malaysian Civic e:HEV will feature a Honda Smart Key Card, which the current Civic line-up Civic (E, V and RS) doesn’t get.
The local car will also come with Honda Sensing as standard, with the suite of driver assistance items consisting of autonomous emergency braking, lane keep assist, lane departure warning, auto high beam, adaptive cruise control and front vehicle departure alert.
The preview session for the car at Sepang also contained a short drive programme, and so there was a chance to sample the car briefly on track. Granted, it’s a bit at odds of what the idea of a hybrid is all about, given that the brief with that is about fuel economy, but the idea was to show that the hybrid is no slouch when it comes to performance, and an even better bat than the Turbo when it comes to shove.
Even with half a track and there being a need to reduce pace for a slalom in the middle of the layout, the hybrid made short work of the petrol – which feels brisk enough – under full acceleration, both from a rolling start at 60 km/h from the pit lane exit and also through a drag race from standstill to 100 km/h. On the latter, it aced the Turbo by more than a car length over the three runs.
The course also contained another exercise to show off the car’s speed progress up the range from a dead stop, this time going uphill from standstill right after Turn 9. Compared to the petrol, it was easier to carry more speed by Turn 11, lending to a pacier – but quieter – attack into the Turn 12 and 13 esses.
Here, the hybrid retains all the composure of the petrol in terms of body control, with the added weight imperceptible. Aided by the Michelin Pilot Sport 4 rubbers, there’s plenty of grip, and the car places accurately to steering input, no less exacting than the Turbo, and at a higher speed at that.
While the session showed how capable the hybrid is in terms of speed off the line, the expectation is that almost all who will own one eventually won’t be gunning it along in such fashion, and that efficiency will really be the drawing point. A road test in the future will show how well it measures up in this regard. For now, it does reveal one thing – when it arrives, the Civic e:HEV will be the fastest 11th-gen Civic this side of town, until the new Type R appears.
The Honda Civic e:HEV has officially gone on sale in Thailand, and as reported previously, two variants will be offered to customers there, namely the e:HEV EL+ and the e:HEV RS. These join the existing, VTEC Turbo-powered EL and EL+, with the previous non-hybrid RS dropped from the line-up.
Both e:HEV variants come with a hybrid powertrain featuring Honda’s i-MMD (intelligent Multi-Mode Drive) technology. The setup consists of an electric motor that is rated at 184 PS (181 hp or 135 kW) and 315 Nm driving the front wheels.
Said electric motor draws power from a lithium-ion battery that is juiced by a 2.0 litre naturally-aspirated Atkinson-cycle four-cylinder engine with its own electric motor that acts as a generator. On its own, the E20 gasohol-compliant mill puts out 141 PS (139 hp) at 6,000 rpm and 182 Nm of torque at 4,000 rpm.
In most scenarios, the i-MMD system operates pretty much like an EV, with the electric motor doing most of the work. However, at higher speeds, the engine can provide direct drive via a lock-up clutch for better efficiency. The hybrid variants get the same Econ and Normal drive modes as their non-hybrid counterparts, but with the addition of a Sport option.
The new variants have a rated combined fuel consumption of 25 km/litre (the VTEC Turbo cars are rated at 17.2 kilometres) and comes standard with a 10-year warranty on the hybrid battery and a five-year, unlimited-mileage warranty on the hybrid system.
The hybrid variants share the same length (4,678 mm), width (1,802 mm) and height (1,415 mm) with the non-hybrid versions of the Civic, but they have a very slightly longer wheelbase of 2,734 mm instead of 2,733 mm.
Additionally, the hybrids ride a bit higher off the ground at 128 mm instead of 126 mm and are noticeably heavier, weighing in between 1,412-1,429 kg compared to the EL and EL+ that are 1,312-1,319 kg. This is mainly because of all the hybrid components added, which also sees a reduced fuel tank capacity of 40 litres instead of 47 litres.
To create some visual distinction, the hybrids also get specific cues like blue accents for the Honda logos, unique wheel designs (17-inch for the e:HEV EL+ and 18-inch for the e:HEV RS) as well as e:HEV badging.
In terms of equipment, the e:HEV EL+ comes with LED headlamps (automatic on-off), DRLs and taillights, which are an improvement over the non-hybrids’ halogen projectors. It also gets body-coloured door handles with chrome trim, auto-folding side mirrors, automatic wipers, beige or black interior (depending on exterior colour) and leather upholstery.
As for technologies, there’s remote engine start, keyless entry and start, single-zone automatic air-conditioning, an eight-way powered driver seat, an, a nine-inch Advanced Touch infotainment system with wireless Apple CarPlay and wired Android Auto support, a seven-inch instrument cluster display, four USB ports and eight speakers.
Stepping up to the e:HEV RS, the top-spec variant gets black door handles with chrome trim, a rear spoiler, a black interior, leather and suede upholstery with red topstitching, ambient lighting, Honda Smart Key Card, dual-zone climate control, 60:40 split-folding rear seats, a Qi wireless charger, sport pedals as well as Honda Connect services and a navigation function for the infotainment system.
Both variants also come with rear air vents, a four-way powered front passenger seat, an auto-dimming rear view mirror and cabin active noise cancellation, all of which are not available for the non-hybrid variants. The same can be said of the paddle shifters too, although they are used to manage regenerative braking on hybrid models.
Moving on to safety and driver assistance, the hybrid variants share many of the same features with the non-hybrids, including six airbags, the usual array of passive systems (VSA, ABS, EBD) and auto door lock (speed and walk away). The Honda Sensing suite comes standard too, and continues to include autonomous emergency braking, lane keep assist, lane departure warning, auto high beam, adaptive cruise control and front vehicle departure alert.
However, there are some hybrid-exclusive features like LaneWatch, a seat belt reminder system that alerts both front and rear passengers, an audible warning system when driving in EV mode and a tyre repair kit.
Price-wise, the e:HEV EL+ will retail for 1.129 million baht (RM141,159), while the e:HEV RS goes for 1.259 million baht (RM157,413) – these figures are lesser than initial estimates. As such, the base hybrid variant is 119,100 baht more than the VTEC Turbo-powered EL+ which goes for 1,009,900 baht (RM128,335) – an 11.8% increase. The price difference is more substantial with the e:HEV RS, as it is priced 249,100 baht higher than the EL+, or about 25% in percentage terms.
Over in Malaysia, we only get the Civic with VTEC Turbo power in three variants (E, V and RS), with prices ranging from RM125,635 to RM144,350. For now, there’s no indication that we’ll get the Civic e:HEV, but if it does become a reality, how much would you be willing to pay for hybrid power?
Barely any time has passed since the Honda Civic e:HEV was revealed in Europe, yet the new hybrid model has already made its Southeast Asian debut at the ongoing 2022 Bangkok International Motor Show. As predicted, the petrol-electric variant of the C-segment contender arrives in the Land of Smiles in sedan form, making this a world premiere of sorts.
Two variants will be offered, EL+ and RS – the latter replacing the standard VTEC Turbo version. Honda Thailand is promising prices of under 1,150,000 baht (RM114,300) and 1,270,000 baht (RM159,400) respectively, meaning that the base hybrid model will be around RM17,000 more expensive than the top petrol trim, also badged EL+. The car will receive its official launch in June.
The e:HEV gets the same powertrain configuration as the European-spec model, which means it gets a new direct-injected version of the Accord Hybrid‘s 2.0 litre naturally-aspirated Atkinson-cycle four-cylinder engine. The company previously said it has made several tweaks to achieve a thermal efficiency of 41% – one of the highest figures on a production vehicle.
Honda continues to keep mum on the outputs, but as reference, the mill in the larger model produces 145 PS at 6,200 rpm and 175 Nm at 3,500 rpm. Most of the time, however, the Civic e:HEV will be powered by an electric motor, and while the carmaker’s Thai arm has again not revealed outputs, its European division has already confirmed it produces 135 kW (184 PS) and 315 Nm of torque. With the new petrol engine expected to be more powerful, the Civic should eclipse the Accord’s total power figure of 215 PS.
Other details revealed in Europe include a new 72-cell battery – part of the smaller and lighter Intelligent Power Unit sitting under the rear seats – and a compact Power Control Unit that is now situated under the bonnet with the rest of the powertrain. The company targeted a combined WLTP fuel consumption figure of under 5.0 litres per 100 km and carbon dioxide emissions of less than 110 grams per kilometre.
While Europe gets the Civic e:HEV as a hatch, the ASEAN market will receive the sedan as the sole option. Blue-tinged Honda logos and e:HEV badging are the only ways to spot the hybrid, which otherwise appears identical to the regular VTEC Turbo models. However, the RS now gets 18-inch alloy wheels (in a different two-tone design compared to the all-black Y-spoke rollers on our RS), which are an inch larger than before.
Inside, the Thai Civic e:HEV improves on the VTEC Turbo’s specs by offering rear air vents and a 60:40 split-folding rear seat. Those items were already fitted to Malaysian models, although our northern neighbours counter this by continuing to receive a 10.25-inch digital instrument display, a Qi wireless charger and a smart key card – none of which we get.
Safety-wise, the Thai model comes as standard with the Honda Sensing suite of driver assistance systems, as is the case with the rest of the region. This incorporates autonomous emergency braking, adaptive cruise control with stop-and-go, lane centring assist, lane keeping assist, auto high beam and front departure alert. The LaneWatch blind spot camera is also offered, as before.
With Honda Malaysia openly saying it plans to expand its e:HEV lineup, could we see the Civic e:HEV coming to our shores next?
Close to a year after the regular 11th-generation Civic was revealed to the world, Honda Europe has given us a first look at the e:HEV hybrid model. This is the only variant to be sold in the continent and marks a return to petrol-electric power for the Civic after a generation away.
As previously speculated, the e:HEV hybrid gets the most powerful version of Honda’s Intelligent Multi-Mode Drive (i-MMD), also found in the Accord Hybrid. The electric motor driving the front wheels makes 135 kW (184 PS) and 315 Nm of torque and is juiced by a 2.0 litre Atkinson-cycle four-cylinder.
Unlike the one in the Accord, the petrol mill is direct-injected and as such should be more powerful, leading to even higher combined outputs. No specs have been released for the engine, but the unit in the Accord makes 145 PS at 6,200 rpm and 175 Nm at 3,500 rpm, leading to a total power figure of 215 PS. Honda says it has made several tweaks to achieve a stratospheric thermal efficiency of 41%.
Also fitted is a new 72-cell battery that forms part of the smaller and lighter Intelligent Power Unit sitting under the rear seats, along with a compact Power Control Unit that is now situated under the bonnet with the rest of the powertrain. The company targets a combined WLTP fuel consumption figure of under 5.0 litres per 100 km and carbon dioxide emissions of less than 110 grams per kilometre.
Aside from the new powertrain, the European Civic will also be sold exclusively in hatchback form, just like in Japan. This means a rear end that is 125 mm shorter than the sedan’s, fitted with full-width taillights, large trapezoidal exhaust exits and a resin tailgate that is 20% lighter than before. The front grille also comes with a hexagonal mesh and is taller than the sedan’s, leading to a less prominent “forehead”.
Inside, the Euro Civic shares the same cabin design as the rest of the world, with a clean horizontal dashboard, full-width air vents with a metal mesh cover and a freestanding nine-inch centre touchscreen. Other features include wireless Apple CarPlay and Android Auto connectivity and an options list that includes a 10.2-inch digital instrument display and 12-speaker Bose sound system – both not available in Malaysia.
Safety-wise, the Civic comes as standard in Europe with the full Honda Sensing suite of driver assistance systems, including autonomous emergency braking, adaptive cruise control with stop and go, lane centring assist, blind spot monitoring, rear cross traffic alert, low-speed AEB and Level 2 semi-autonomous driving capabilities in the form of Traffic Jam Assist.
The car is also fitted with no less than 11 airbags to match the number of generations, including dual front knee airbags, rear side airbags and a centre airbag between the front occupants. The latter appears to be exclusive to Europe for now.
Citing unnamed news sources, the online publication said the car will feature the more powerful 2.0 litre version of the Intelligent Multi-Mode Drive (i-MMD) system from the Accord Hybrid, rather than the 1.5 litre variant currently employed by the City and HR-V e:HEV.
This tracks with a report from Japan’s Best Car, which also stated that the Civic e:HEV will receive a 2.0 litre engine. This should give the C-segment sedan a big performance boost, if the outputs of the Accord Hybrid are any indication.
The Civic e:HEV is expected to get its powertrain from the bigger Accord Hybrid
The larger D-segment model is powered by a 184 PS/315 Nm electric motor, which gets its power from a 2.0 litre Atkinson-cycle i-VTEC four-cylinder that produces 145 PS at 6,200 rpm and 175 Nm at 3,500 rpm. The petrol mill can also provide motive power at higher speeds using a single-speed transmission and a lock-up clutch, contributing to an impressive total system output of 215 PS. That’s a step above the HR-V’s 131 PS.
As a refresher, the Civic is currently powered solely by a 1.5 litre VTEC Turbo engine that produces 182 PS and 240 Nm, so the hybrid model will be the undisputed range-topper. It will also likely be priced as such, given Honda Malaysia’s recent form with the City RS e:HEV, priced at over RM100,000 – although it should at least have the equipment to match.
If the Civic e:HEV really will be launched in the Land of Smiles soon, expect it to arrive in Malaysia sometime in the second half of the year.
