Honda Civic Hybrid vs Toyota Prius Comparison: Has The Icon Been Beat?

It looks like Honda has finally done it—at least on paper.

For 2025, the big H has rolled out a hybrid Civic, ostensibly to fight the de facto poster child for hybrids: the Toyota Prius. We’ve been here before: with the Civic, but also a few times with the Insight. The Toyota has been unstoppable, and that was before its stylish redo for this generation.

We had to know if this time, Honda stuck the landing. So I got the most appropriate Civic variation (the hybrid Sport Touring hatchback) and met up with editor Mike Schlee in a top-trim Prius Limited AWD.

Then the snow started.

What’s New for 2025:

Honda Civic: As mentioned above, the big news is the hybrid powertrain here. As was the case in the current Accord, the hybrid slots in as the sole engine option for top-trim models, in this case displacing the 1.5-liter turbocharged four cylinder, which continues on in the manual-only Civic Si. Along with the electrification, Honda has upgraded the tech suite and given the exterior the subtlest of tweaks.

Toyota Prius: The Prius continues into 2025 essentially unchanged. In America, a Nightshade trim applies the popular black-out treatment to the wheels and various trim bits, while the swoopy shape can be had in an exclusive Karashi color. The plug-in hybrid model has been rebranded as well, that, no longer going by the Prime name.

Exterior Style:

Civic: This 11th generation of Civic met mixed reactions when it debuted almost four years ago. After the anime spaceship look of the last model, this one seemed like an ultra-safe course correction. The generous glasshouse recalls the golden era of ‘90s Civics, and the overall look has aged well—which is probably why Honda has done so little for the facelift. Some body-color trim around the headlights, new bumpers at either end, and new wheel designs round out the changes.

“The Civic Hybrid hatchback looks a bit out of proportion, like the front hood is too wide and long than the rest of the vehicle,” muses Schlee before adding, “It’s still pleasing to the eye overall though.” He’s not wrong: this generation of hatchback looks just a little awkward, especially when the hatch itself is open, like the rest of the design is still rendering.

Powertrain and Fuel Economy:

Civic: This hybrid setup breaks through a mental barrier: 200 horsepower in a non-Si (or Type R) Civic feels like A Big Deal. For those of us of a certain age, there’s a certain incongruity with the VTEC brand having a stout 232 pound-feet of torque in a mainstream model, too. That is more than double the twist of the iconic 1999 Honda Civic Si!

Needless to say, the Civic is the spritelier of these two, capable of merging on short on-ramps with ease. The powertrain is responsive since it has the more powerful electric motor to lean on more of the time.

Both vehicles have naturally-aspirated 2.0-liter four-cylinders, but when the Civic’s comes on, it does so with less commotion. Honda has worked to rid its hybrid setup of the elastic-band feel that plagued earlier models, and it’s done a great job here.

Even sticking to front-wheel drive, the Civic can’t quite match the Prius’ parsimony. Official figures are 50 mpg city and 45 mpg highway, for a combined 48 mpg figure. (Canadian equivalents: 4.8, 5.4, and 5.0 L/100 km, respectively.) Since our week saw cold temps and then a lot of snow, we didn’t quite match those in either car, though I did see a 30-mile (50-kilometer) trip peak at 60 mpg (3.9 L/100 km).

Prius: It’s not as if the Prius is exactly slow. With 196 combined system horsepower, it’s the quickest Prius shy of the bonkers SuperGT race car of a dozen years ago. The white wedge runs the fifth generation of Toyota’s hybrid powertrain, pairing a 2.0-liter Atkinson-cycle with more powerful electric motors. The ICE component produces 150 hp—more than the previous generation’s entire system—while the front electric motor produces up to 111 hp. The rear motor gives the Prius electronic all-wheel drive, adding a useful 40 hp for low-grip situations.

This is a good powertrain, with sharp responses and the stellar fuel economy you’d expect of a Prius. While Toyota has worked to minimize the drone, this is still the noiser car when pressed to deliver all its power on the highway. Toyota’s system doesn’t run in EV-only mode as often either, so you’ll be hearing that four-pot a-plenty.

Does the added rear motor give the Prius a major advantage in the winter? Eh, not really. As the snow came down we found both cars scampered away from a standstill at about the same rate. Certain situations will no doubt favor the Toyota, but a proper set of winter tires helps more. This is still the fuel economy champ, with more rounded 49 mpg city, 50 mpg highway, and 49 mpg combined ratings. (Canadian: 4.8, 4.7, 4.8 L/100 km, respectively.)

Handling and Drivability:

Civic: From the first corner—and mid-corner bump—the Civic exudes the confidence and class of not just the next size up, but arguably some entry-level luxury models. There’s a tautness and athleticism that makes the Civic not just predictable to drive but fun too. Curb weight has been kept in check, so turn-in is eager. Wide, 235-section tires also provide more grip than you might expect of a regular model.

Through corners, the Civic adopts a slight lean, just enough to telegraph where its limits lie. Body movements are kept in check across the marred and snow-covered streets.

Ride Quality and Comfort:

Civic: The muffled thuds of potholes are a testament to the quiet, premium feel of the current Civic. Even on large 18-inch alloys, it rides with a fluidity that a BMW 3 Series owner would be jealous of. Honda has a knack for great ride/handling balances, and not even the vaunted Mazda3 can match it in the compact class.

It’s no secret that the Civic has more cabin space. It’s so big inside that, unless you have kids aiming for the NBA, we question the need for the larger Accord. The Civic has far more rear legroom and headroom, plus the low window line gives folks a clearer view out. I also just plain prefer the Civic’s more supportive seats, which in typical Honda fashion are mounted almost impossibly low for a regular sedan; a good or bad thing, depending on your mobility.

Interior Style and Quality:

Civic: Honda thought the new Civic’s cabin design was so good that it needed to be in every other model. How’s that for confidence?

Like the exterior, the cabin design is simple, allowing for it to age gracefully. The long strip of mesh hiding the air vents has become something of an industry trend, but the Civic’s approach is still one of the best. Crucially, the cabin keeps the piano black to a minimum and only uses it where hands rarely are. The rest of the materials are altogether higher in quality than what you’ll find in the Prius as well. I will call out those excellent, clicky climate control rotary dials every chance I get.

Prius: “The interior of the Prius has had just as radical of a redesign,” says Schlee. “The combination of colors and materials used are interesting and modern, but it’s hard to measure up against the Civic, which is a class leader inside.”

He’s right: the Prius sticks to its newfound sense of style for a complete package, inside and out. The materials may not be as high-grade as those in the Civic, but there’s plenty of clever touches inside the Toyota. That tiny shifter allows for a mail slot-like wireless charger, which not only keeps your phone secure, but out of view too (huzzah!). Toyota understands the importance of physical controls, and modern cars need a lot of them, so the dual-plane rows of buttons fits plenty of controls into not too much space. The wraparound dashboard and faring for the instrument cluster is properly dramatic, too.

Tech and Safety:

Civic: The Civic’s 9.0-inch touchscreen gains Google Built-In for this top model, which should be handy for those immersed in the big G’s ecosystem. Even if you aren’t, its wireless Apple CarPlay is quick and painless to set up. The infotainment is straightforward to use, with a clear tile scheme keeping menu-digging to a minum.

The Civic doesn’t have as many goodies as the Prius, missing out on niceties like front ventilated seats, rear USB ports, and a power tailgate, amongst other omissions. It does have a power-adjustable passenger seat however, which is an odd miss for the Toyota.

Value Dollars and Sense:

Civic: As-tested, this top-rung Civic Sport Touring rings in at $34,755 ($41,130 CAD) including destination. Yes, the Civic has always been pricey for its class, and the hybrid only shifts that sticker further north. The only additional cost here is the cool Boost Blue paint ($455 / $300 CAD).

Prius: This is the most expensive Prius you can buy without a plug. In America, this model would run $38,375 including destination which, when taking into account the added features and eAWD, is a reasonable $3,620 bump over the Civic. In Canada however, the $46,395 CAD Toyota is over $5,200 clear of the bright blue Honda. The one added cost is Wind Chill Pearl ($475 / $255 CAD).

Final Thoughts: Honda Civic Hybrid vs Toyota Prius Comparison

It might have taken a few swings, but it looks like Honda has truly matched the Prius’ game with the latest Civic hybrid. It doesn’t try to offer an H-themed take on Toyota’s icon in the way the last two Insight models did. Instead, it takes the best compact car on the scene and simply improves it for day-to-day driving.

The Prius is still the style choice—yep, it still feels weird to say that—but for those looking for the ultimate daily driver, the Civic does everything the Toyota does, only a bit better.

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