Images are for illustrative purposes only.
2.0 eHEV Elegance 5dr CVT
Need some assistance or advice? Call Us 01903 538835
By Jonathan Crouch
This eleventh generation Honda Civic switched to e:HEV full-Hybrid power in its mainstream form - and adopted a lower key look. It's slightly larger than its direct family hatch rivals from the 2022-2025 period and delivers everything its brand knows about petrol/electric technology. Which turns out to be quite a lot.
5-door Hatch [(2.0 Hybrid petrol) Elegance, Sport, Advance]
The Honda Civic, one of the global motor industry's most enduring model lines moved on in MK11 form, launched in 2022. By then, it was no longer built in Swindon. And mainstream versions of this eleventh generation version no longer used a conventional engine, instead adopting a 2.0-litre e:HEV full-Hybrid petrol powerplant that was anything but conventional. Bringing new technology like this to compact, versatile family models of this kind was always a passion of company founder Soichiro Honda. Back in the Sixties when the best the motor industry could offer a small family was something like a lumbering Morris Oxford, it was he who pioneered the idea of a compact fuel and space-efficient family car with a hi-tech air-cooled flat-four 1300cc engine. It was thinking that led to the launch of the original Civic in 1972, a model series that over the next half a century would go on to sell over 27.5 million cars across 170 countries around the world. With this eleventh generation version, there was a return to the more mature look of earlier generation Civic designs; gone are the slashes and fake vents of the old MK10 model. Instead, this replacement liftback 5-door hatch design adopted a more conservative, but still sophisticated look. This car completed the shift of Honda's entire model line to e:HEV Hybrid technology. Well, almost the entire model line anyway. Back in 2022, the company, thankfully, couldn't quite bring itself to abandon the Civic Type-R hot hatch, so that continued for three more years with an evolved version of the previous model's 316bhp 2.0-litre turbo powertrain. But the Civic e:HEV is our focus here. This MK11 Civic was updated in mid-2025, but it's the pre-facelift 2022-2025-era versions of it we look at here.
The boldness of Civic design seems to alternate with generation. In this MK11 form it does have more of a mature look - though even that wasn't really what the designers were going for, the wheelbase stretched by 35mm here in pursuit of 'a sporty coupe-like aesthetic'. That's why overall height was reduced, with the tallest part of the swept-back roof line set further forward. Plus the A-pillar was moved back 50mm, the rear overhang is 20mm shorter than before and the wheels are relatively large, at either 17 or 18-inches in size. At the front, there's a sharper bumper design this time round, a mesh panel in the upper grille delivering what Honda hoped was a sportier look. At the rear, the tailgate deck height was positioned lower, as were the combination rear lamps. Get behind the wheel and it's quickly apparent that it's less about what's been added and more about what's been taken away. A huge reduction in button clutter means a return here to the simpler interface of the earliest Civics, as part of what Honda calls a 'human-centred' approach to interior design. You'll immediately notice the honeycomb mesh-trimmed vent strip, which stretches away across to the passenger side and via three silver toggle switches can diffuse the air being emitted, avoiding the usual wind-in-your face sensation. The other pleasant surprise might be the seats, which are a lot more comfortable than those of the previous generation model, thanks to so-called 'body stabilising' design. The screen tech was a big step forward too, this 9-inch centre Honda CONNECT infotainment screen featuring cutting-edge stuff like over-the-air updates, 3D urban modelling and a much improved 'Personal Assistant' voice command system. The instrument binnacle has 7-inch 'Multi Info' meter display dials in base and mid-range variants but a configurable 10.2-inch screen with virtual dials in the top 'Advance' version. You wouldn't mistake this interior for the cabin of a premium brand model, but build quality is excellent, the ergonomics are almost faultless and everything's really nicely trimmed too. Let's consider the back seat. At 4.55-metres, this car is the longest model in its class and its 1.41-metre roof height is also the lowest. That roof height issue is something you'll notice when leaning across to strap down child seats - and when getting in. Inside, Honda claimed that despite the lower roof line, actual interior ceiling height was the same as it had been in the previous generation model, thanks to the way that the tailgate support hinges were moved outwards. But taller folk might still want more headspace back here, particularly on models fitted with the big panoramic glass roof. We've got no complaints about leg space though, which improved with this MK11 design by 35mm and is better than you'd get from most class rivals. As for the boot, well once the hatch rises, you're offered a cargo area that's 410-litres in size.
Please contact us for an exact up-to-date valuation.
Not a lot goes wrong with any MK11 Civic e:HEV and we've had no reported problems with the Hybrid drivetrain. Buyers are, on the whole, a contented lot if customer satisfaction surveys are anything to go by. However, we did come across a few issues. One owner had a flat battery and found the car was never as efficient afterwards. He also experienced sticky steering. Another owner complained of a range of warning lights suddenly illuminating on the instrument screen; the car needed a full software update. Check the workings of the central infotainment screen thoroughly, including mapping and Bluetooth-pairing. Check the interior for signs of damage from unruly kids. And inspect the alloy wheels for kerbing damage. Otherwise, it's only a case of insisting on a fully stamped-up service book.
(based on a 2022 Civic e:HEV - ex VAT - autodoc.co.uk): A front brake pad set is about £47-£56 - its between £35-£88 at the rear for brake pads. An oil filter is in the £5-£15 bracket. A pollen filter is around £6-£29. A wiper blade is around £6-£20, while an air filter is in the £8-£26 bracket. Front brake discs are in the £55-£120 bracket; rear brake discs are in the £22-£153 bracket.
The Civic e:HEV is a curious confection: an EV - but not an EV. There's certainly an engine - a 2.0-litre normally aspirated petrol unit - but its main role is to generate energy for a little 1.05kWh lithium-ion battery that drives two electric motors. Unlike Toyota or Hyundai full-Hybrids, this one has no gearbox between the powertrain and the wheels. Instead, the e:HEV system itself shifts seamlessly between 'EV', 'Hybrid' and 'Engine' drive phases as you move along. 'EV' drive propels you from start off and at low speeds and 'Hybrid' drive cuts in when extra acceleration is called for. Only at steady high speeds does 'Engine' drive kick in, but that happens only briefly because as you approach top speed and the required drive energy becomes higher again, the system switches back into the 'Hybrid' phase to re-unleash the full output of the electric motors. Honda promoted this as a 'driver's Hybrid', based around the fact that a lot of the stuff you can't see was engineered around the high performance needs of the 'FL5'-series generation Civic Type R hot hatch, a 315hp manual gearbox shopping rocket which was determinedly un-electrified and isn't our focus here. This Hybrid Civic is of course a very different kettle of fish but it's still decently rapid, making 62mph in around eight seconds if you engage 'Sport', the most urgent of the three provided drive modes. You might want to as well because unlike other Honda e:HEV models we've tried, this one actually responds to your right foot, instead of merely considering your request with infuriating slowness, as is the case with brand's Hybrid SUVs. Thanks to a stiffer chassis, a wider rear track and revisions to Honda's 'Agile Handling Assist' torque vectoring system, it goes round corners with surprising agility and you'll appreciate Honda's re-tuning efforts with the more feelsome steering rack. Drive with a more leisurely gait and diesel-like fuel returns are possible - up to 60.1mpg and 108g/km of CO2.
We've had just about everything in half a century of Honda Civic history; three, four and five-door body styles, coupes and estates, diesels and little petrol engines - even cinema-style folding rear seats. It's still hard though in all that time, to remember as much of a shift of emphasis as was evident with this eleventh generation design. The Civic e:HEV feels like a slightly larger, more mature car than its direct rivals. On the used market it's priced at the kind of level that with quite a few other brands in the family hatchback sector would only get you relatively ineffectual mild hybrid technology (think Focus or Golf). It promises to be safer too. All of which might be enough to allow this MK11 Civic to reach out beyond its traditional used car market customer base.
Data provided by CAP-HPI database - Ref# 100743
By Jonathan Crouch
This eleventh generation Honda Civic switched to e:HEV full-Hybrid power in its mainstream form - and adopted a lower key look. It's slightly larger than its direct family hatch rivals from the 2022-2025 period and delivers everything its brand knows about petrol/electric technology. Which turns out to be quite a lot.
5-door Hatch [(2.0 Hybrid petrol) Elegance, Sport, Advance]
The Honda Civic, one of the global motor industry's most enduring model lines moved on in MK11 form, launched in 2022. By then, it was no longer built in Swindon. And mainstream versions of this eleventh generation version no longer used a conventional engine, instead adopting a 2.0-litre e:HEV full-Hybrid petrol powerplant that was anything but conventional. Bringing new technology like this to compact, versatile family models of this kind was always a passion of company founder Soichiro Honda. Back in the Sixties when the best the motor industry could offer a small family was something like a lumbering Morris Oxford, it was he who pioneered the idea of a compact fuel and space-efficient family car with a hi-tech air-cooled flat-four 1300cc engine. It was thinking that led to the launch of the original Civic in 1972, a model series that over the next half a century would go on to sell over 27.5 million cars across 170 countries around the world. With this eleventh generation version, there was a return to the more mature look of earlier generation Civic designs; gone are the slashes and fake vents of the old MK10 model. Instead, this replacement liftback 5-door hatch design adopted a more conservative, but still sophisticated look. This car completed the shift of Honda's entire model line to e:HEV Hybrid technology. Well, almost the entire model line anyway. Back in 2022, the company, thankfully, couldn't quite bring itself to abandon the Civic Type-R hot hatch, so that continued for three more years with an evolved version of the previous model's 316bhp 2.0-litre turbo powertrain. But the Civic e:HEV is our focus here. This MK11 Civic was updated in mid-2025, but it's the pre-facelift 2022-2025-era versions of it we look at here.
The boldness of Civic design seems to alternate with generation. In this MK11 form it does have more of a mature look - though even that wasn't really what the designers were going for, the wheelbase stretched by 35mm here in pursuit of 'a sporty coupe-like aesthetic'. That's why overall height was reduced, with the tallest part of the swept-back roof line set further forward. Plus the A-pillar was moved back 50mm, the rear overhang is 20mm shorter than before and the wheels are relatively large, at either 17 or 18-inches in size. At the front, there's a sharper bumper design this time round, a mesh panel in the upper grille delivering what Honda hoped was a sportier look. At the rear, the tailgate deck height was positioned lower, as were the combination rear lamps. Get behind the wheel and it's quickly apparent that it's less about what's been added and more about what's been taken away. A huge reduction in button clutter means a return here to the simpler interface of the earliest Civics, as part of what Honda calls a 'human-centred' approach to interior design. You'll immediately notice the honeycomb mesh-trimmed vent strip, which stretches away across to the passenger side and via three silver toggle switches can diffuse the air being emitted, avoiding the usual wind-in-your face sensation. The other pleasant surprise might be the seats, which are a lot more comfortable than those of the previous generation model, thanks to so-called 'body stabilising' design. The screen tech was a big step forward too, this 9-inch centre Honda CONNECT infotainment screen featuring cutting-edge stuff like over-the-air updates, 3D urban modelling and a much improved 'Personal Assistant' voice command system. The instrument binnacle has 7-inch 'Multi Info' meter display dials in base and mid-range variants but a configurable 10.2-inch screen with virtual dials in the top 'Advance' version. You wouldn't mistake this interior for the cabin of a premium brand model, but build quality is excellent, the ergonomics are almost faultless and everything's really nicely trimmed too. Let's consider the back seat. At 4.55-metres, this car is the longest model in its class and its 1.41-metre roof height is also the lowest. That roof height issue is something you'll notice when leaning across to strap down child seats - and when getting in. Inside, Honda claimed that despite the lower roof line, actual interior ceiling height was the same as it had been in the previous generation model, thanks to the way that the tailgate support hinges were moved outwards. But taller folk might still want more headspace back here, particularly on models fitted with the big panoramic glass roof. We've got no complaints about leg space though, which improved with this MK11 design by 35mm and is better than you'd get from most class rivals. As for the boot, well once the hatch rises, you're offered a cargo area that's 410-litres in size.
Please contact us for an exact up-to-date valuation.
Not a lot goes wrong with any MK11 Civic e:HEV and we've had no reported problems with the Hybrid drivetrain. Buyers are, on the whole, a contented lot if customer satisfaction surveys are anything to go by. However, we did come across a few issues. One owner had a flat battery and found the car was never as efficient afterwards. He also experienced sticky steering. Another owner complained of a range of warning lights suddenly illuminating on the instrument screen; the car needed a full software update. Check the workings of the central infotainment screen thoroughly, including mapping and Bluetooth-pairing. Check the interior for signs of damage from unruly kids. And inspect the alloy wheels for kerbing damage. Otherwise, it's only a case of insisting on a fully stamped-up service book.
(based on a 2022 Civic e:HEV - ex VAT - autodoc.co.uk): A front brake pad set is about £47-£56 - its between £35-£88 at the rear for brake pads. An oil filter is in the £5-£15 bracket. A pollen filter is around £6-£29. A wiper blade is around £6-£20, while an air filter is in the £8-£26 bracket. Front brake discs are in the £55-£120 bracket; rear brake discs are in the £22-£153 bracket.
The Civic e:HEV is a curious confection: an EV - but not an EV. There's certainly an engine - a 2.0-litre normally aspirated petrol unit - but its main role is to generate energy for a little 1.05kWh lithium-ion battery that drives two electric motors. Unlike Toyota or Hyundai full-Hybrids, this one has no gearbox between the powertrain and the wheels. Instead, the e:HEV system itself shifts seamlessly between 'EV', 'Hybrid' and 'Engine' drive phases as you move along. 'EV' drive propels you from start off and at low speeds and 'Hybrid' drive cuts in when extra acceleration is called for. Only at steady high speeds does 'Engine' drive kick in, but that happens only briefly because as you approach top speed and the required drive energy becomes higher again, the system switches back into the 'Hybrid' phase to re-unleash the full output of the electric motors. Honda promoted this as a 'driver's Hybrid', based around the fact that a lot of the stuff you can't see was engineered around the high performance needs of the 'FL5'-series generation Civic Type R hot hatch, a 315hp manual gearbox shopping rocket which was determinedly un-electrified and isn't our focus here. This Hybrid Civic is of course a very different kettle of fish but it's still decently rapid, making 62mph in around eight seconds if you engage 'Sport', the most urgent of the three provided drive modes. You might want to as well because unlike other Honda e:HEV models we've tried, this one actually responds to your right foot, instead of merely considering your request with infuriating slowness, as is the case with brand's Hybrid SUVs. Thanks to a stiffer chassis, a wider rear track and revisions to Honda's 'Agile Handling Assist' torque vectoring system, it goes round corners with surprising agility and you'll appreciate Honda's re-tuning efforts with the more feelsome steering rack. Drive with a more leisurely gait and diesel-like fuel returns are possible - up to 60.1mpg and 108g/km of CO2.
We've had just about everything in half a century of Honda Civic history; three, four and five-door body styles, coupes and estates, diesels and little petrol engines - even cinema-style folding rear seats. It's still hard though in all that time, to remember as much of a shift of emphasis as was evident with this eleventh generation design. The Civic e:HEV feels like a slightly larger, more mature car than its direct rivals. On the used market it's priced at the kind of level that with quite a few other brands in the family hatchback sector would only get you relatively ineffectual mild hybrid technology (think Focus or Golf). It promises to be safer too. All of which might be enough to allow this MK11 Civic to reach out beyond its traditional used car market customer base.
