2025 Honda Civic Hybrid Hatchback Sport Touring: First Drive Review

The last time Honda sold a hybrid Civic in the U.S. was in 2015, but as demand for cheaper cars with electrified powertrains rises, it makes a return for 2025.

In 1999, seven months before the Toyota Prius, the Honda Insight became the first hybrid-electric vehicle sold in North America. The diminutive three-door manual transmission hatch looked like it came from another planet with its quirky styling and partially covered rear wheels. In typical Honda fashion, it was a treat to drive and marvelously efficient, with a combined rating of 64 mpg (4.4L/100km). The Insight was ahead of its time but destined to be nothing more than niche thanks to its 2-door, 2-seater layout. The Toyota Prius and its family-friendly configuration democratized hybrid technology.

Toyota subsequently went all-in with hybrids and now offers the technology on nearly everything they make, while Honda doesn’t. Honda aims to change some of that with the new Civic hybrid, offering it in the mid and top trims and projecting it to account for 40 percent of Civic sales going forward. It’s good news because Toyota might be the authority on hybrids, but Hondas are generally better to drive, and cheap hybrid options are needed more now than ever.

What’s New

The entire Civic line has undergone a refresh, but the design changes are subtle, bordering on unnoticeable. Under the headlights, there are body-colored molding strips that visually close off the new grille, and there’s a new bumper design. You’ll find the new grille on all Civics now, including the sporty Si and sedans get smoked taillight lenses. New wheels and new colors round out the visual changes, and inside, there’s even less that’s new, which might be a good thing because the Civic’s interior is perfect the way it is. They did add two USB-C ports in the front, which is a nice and necessary addition.

Honda being Honda also tinkered with the chassis, adding structural reinforcements and redesigning all the shock mounts. The company says the changes resulted in increased body stiffness while also improving the ride and handling. And it makes the Civic safer during side-impact collisions.

The bigger news, however, is the new hybrid powertrain available on the sedan and the hatchback. Honda’s 2-motor hybrid system is paired with a 2-litre Atkinson cycle 4-cylinder engine. It produces a combined 200 hp and 232 lb-ft of torque.

The system is similar to what’s in the CR-V hybrid but modified to fit in the Civic. Now in its 4th generation, Honda’s system works quite differently than a typical hybrid. Drive force is provided primarily by an electric traction motor that’s connected directly to the front axle. This is where those 232 lb-ft of torque come into play, and it’s all available from a standstill. The engine is just there to turn a generator that charges the battery or powers the traction motor. It never actually powers the wheels until you’re traveling at high speeds. At this point, a lock-up clutch connects the engine to the front axle and disengages the EV motor.

In most cases, you never really notice or hear the gas engine, and that’s one of Toyota’s biggest problems. Their engines sound rough and drone away relentlessly when you want just a little more than a touch of acceleration. The Civic hybrid doesn’t feel like other hybrids; it feels better. And it’s quick, too, with acceleration that rivals the Civic Si.

The fun doesn’t end when the road twists and turns, even though the Sport Touring Hatchbacks we were driving carry an extra 300 lbs of weight in the nose. Honda re-tuned the dampers and suspension to compensate, and the result is the same pleasing road manners that you're used to from the Civic. The steering is crisp and communicative, and the ride is wonderfully compliant. On the ribbony tarmac outside of Nashville, it felt at home.

There’s no space penalty to pay for the hybrid, either. The power electronics and battery don’t compromise the interior room, and there’s still a massive 25 cubic feet (694 liters) of space under the hatch.

Inside, you have the same great dash layout, and Sport Touring trims now get the new Google built-in infotainment system. Compared to the Toyota Prius, the Civic hatchback has more passenger space in the front and the rear and more cargo space.

The Prius might be stealing headlines with its fantastic efficiency and sexy styling, but the Civic is a much better car to drive, and the hybrid system is smoother and less intrusive. It’s efficient, too, even with a heavy foot and winding roads, 50 mpg was an easy number to achieve. Has Honda hit a home run with the new Civic hybrid? Possibly, but it’s still on the pricey side.

Pricing

The new Civic Hatchback Sport will run you $27,450 ($31,400 CDN). That gets you an updated 150 hp 4-cylinder engine and a CVT transmission. Honda Safety Sense has been updated with Blind spot monitoring and rear cross traffic alert. The Sport Hybrid, which would be my pick, is $29,950 ($35,200 CDN), and the bright blue Sport Touring Hybrid in all the pictures tops the list at $32,950 ($38,700 CDN). Considering this is an updated Civic with a brand-new hybrid powertrain, it’s a good value.

Final Thoughts

If there’s one negative to wield, it’s that Honda quietly killed off the manual in the Hatchback lineup. It doesn’t directly apply to this review, but it’s just another casualty of progression in the automotive world. The Civic and the manual were like cookie dough and chocolate chips, but now it’s just the Si or the high-strung Type R that are left with manual gearboxes. The new Civic hybrid, however, is a triumph. It’s efficient, innovative, and fun to drive, a lot like the original Insight but in a more usable package. And it’s even (relatively) affordable. The order books for the new 2025 models are open now.

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