If the 2023 Honda Civic has cropped up in your conversations currently, we’ll wager the topic was the brand new Sort-R sizzling hatch that’s because of hit showrooms later this yr, and whether or not you’d purchase one over Toyota’s GR Corolla.

However out within the wider world there’s a much more necessary, related and reasonably priced Civic that’s grabbing consumers’ consideration. The Civic e:HEV isn’t the primary hybrid Civic – Honda launched its first electrified Civic 20 years in the past – however there was no hybrid model within the earlier, Tenth-generation, Civic line.

Now the hybrid is again, however in a really totally different form of drivetrain, and it’s now not a distinct segment addition to the vary. Within the UK, the place I drove this one, the e:HEV hatchback is the one mannequin out there till the Sort-R arrives. And even in North America, the place 1.5 turbo, hotter 1.5 turbo Si and a pair of.0 atmo powertrains are all on the menu, the hybrid goes to be a giant deal for Honda when it arrives subsequent yr, notably now that the Perception hybrid is lifeless.

However is that this one other boring hybrid that solely mpg-freaks will get pleasure from driving? And the way does its bizarre range-extender drivetrain really feel? We jumped behind the wheel to search out out.

Associated: 2022 Honda Civic e:HEV Hatch Debuts In Europe With 181-HP Hybrid Powertrain

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The very first thing that strikes you concerning the Eleventh-generation Civic, which has nothing to do with its hybrid setup, is how low it seems. And that’s not simply because we’re all used to small household automobiles trying like crossovers nowadays. It truly is low, measuring simply 55.5-in (1.41 m) from roof pores and skin to highway, and together with the fastback rear that offers it a very sporty vibe that’s carried over once you drop into the good low-set seat. It’s additionally a reduction to see that Honda has junked the terrible faux vents (and to my eyes, typically terrible styling) of the previous automotive for one thing a lot classier, however these exterior adjustments pale in contrast with the inside transformation.

Who’s been copying Audi’s homework?

The previous automotive’s dashboard design and materials combine was so dangerous it made a Dacia look premium. However the brand new has clearly been benchmarked towards automobiles from Audi and BMW, each when it comes to feel and look. The truth that the digital instrument display doesn’t fully fill the binnacle even on the top-spec automobiles cheapens the impact barely, however these directional air vent toggles have a pleasant agency motion. And although the 9-in touchscreen is responsive and far nicer to make use of than the previous automotive’s, I’m a giant fan of Honda’s resolution to suit it with a quantity knob, together with standard rotary heater controls (similar to an Audi A4’s). This actually is a good inside, and usefully roomy, too.

However the coolest inside function is one that may not appear very cool in any respect. It’s the sensible retractable load cowl that you just pull throughout the automotive from the left C-pillar to the appropriate, slightly than pull in the direction of you, that means there’s no huge bar to take away (after which retailer, or unintentionally go away in a parking zone) when that you must drop the seats and increase the bags house. The cargo bay is already greater than on rivals just like the Golf and Toyota Corolla, although each of these automobiles provide extra rear headroom and simpler entry to the rear seats since you don’t must duck as low when climbing in.

Quirky hybrid powertrain

However that’s sufficient scene-setting, let’s get to the e:HEV tech as a result of it’s going to be vitally necessary one for Honda. The same, however smaller, setup is already provided within the Jazz and HR-V within the UK, whose CR-V shares the Civic’s powertrain, whereas a extra highly effective model is headed for North America within the CR-V and Accord.

The core substances, a four-cylinder petrol engine and electrical booster, each driving the entrance wheels, sound totally standard, however the distinction is within the element. The combustion motor isn’t a small turbo one however a comparatively massive 2.0-liter, naturally aspirated, Atkinson-cycle engine making 141 hp (143 PS) and 137 lb-ft (186 Nm). Honda says it’s principally solely there to cost the miniscule 1 kWh battery that provides power to the 2 electrical motors that collectively make 181 hp (184 PS / 135 kW), although the engine can drive the wheels immediately when cruising. Don’t hassle in search of a charging flap: there isn’t one. Honda thinks this hybrid format supplies extra advantages than a PHEV drivers won’t bear in mind to hook as much as the mains.

Pretend gearchanges will idiot most individuals

In the event you’re anticipating to have the ability to drive the Civic round like an EV with the engine solely chiming in when the battery is about drained, you’ll be disillusioned. In observe, whereas the ICE motor is completely happy to take a again seat and allow you to mooch about on electrical energy in site visitors, it often chimes in, each to cost the battery even when it’s half full, and, in keeping with the power show on the touchscreen throughout our take a look at, to drive the wheels.

Associated: 2023 Honda Accord Debuts With New Seems And Techy Inside, However Drops 2.0 Turbo

When it kicks in as a generator, it’s clearly audible, as a result of it appears to be ticking over at way more than the 800 rpm standard fuel automobiles idle at. Which may sound odd, as a result of the mounted buzz doesn’t tally along with your velocity. However at different instances the e:HEV does its finest to persuade you that you just’re driving a standard gas-powered computerized, winding via its rev vary after which again down due to some faux gear adjustments.

It makes the e:HEV way more enjoyable to drive quick than a hybrid fitted with a CVT (Honda calls this “eCVT” but it surely isn’t actually), but it surely doesn’t fairly pull off the charade. Climb laborious on the throttle and the pacing of the primary gear change or two appears plausible. However then then subsequent two are clicked via so quick it could make an F1 automotive’s gear ratios look gappy, barely spoiling the phantasm.

No Sort-R, however positively not boring 

Total although, it’s a great effort and means the e:HEV is way extra enjoyable than I used to be anticipating. It’s additionally moderately fast, the hybrid system’s whole powertrain output of 181 hp (184 PS) and 232 lb-ft (315 Nm) pulling it to 62 mph in 7.8 seconds in its lighter configuration, and although that’s a great 2 seconds off what the Sort-R ought to be able to, it is a hybrid that’s pleasant to hustle alongside.

That’s not solely all the way down to the powertrain, however the tight physique management, robust front-end grip, meaty, quick-ratio steering and nearly Nineteen Eighties-like slim A-pillars that give an excellent widescreen view on twisty roads. We haven’t pushed the brand new Sort-R but, however the truth that even this non-sporting hybrid is so entertaining has us chomping on the bit to get behind the wheel of the recent one.

On the draw back, the Civic isn’t the quietest cruiser, which I’m fairly positive has been a continuing criticism in nearly each Honda assessment I’ve written prior to now 20-odd years. And the trade-off for that spectacular B-road capacity is a stage of journey consolation, at the least on our automotive’s 18-in wheels, that I used to be okay with, however extra comfort-minded consumers won’t be.

Robust financial system, however not PHEV-grade frugal

And what about financial system, an more and more necessary issue because the precise financial system has determined to flush itself down the bathroom and fuel costs are nonetheless excessive? I averaged between 45-51 mpg Imperial (38-42 U.S.) in blended driving situations that included some fast nation highway sections and motorway work in addition to some city crawling, which isn’t dangerous. A PHEV would enhance on these numbers if most of your driving concerned quick journeys, however it could value you extra to purchase and add weight, probably spoiling the dealing with.

UK-spec Civics can be found in three grades: Class, Sport and Advance, the bottom automotive coming in at £29,595 and our Advance costing £32,995, but additionally costing 0.3 seconds within the 0-62 mph dash due to the added weight that comes from equipment like electrical seats, a panoramic roof and Bose hifi. For that motive I’d be tempted to stay with the bottom automotive, which loses the flowery digital gauge pack however has most different bases coated, together with adaptive cruise, parking sensors, keyless entry, heated seats and Apple CarPlay.

Verdict: Honda’s transformation of the Civic from crossé to nearly premium is spectacular, and so is the e:HEV’s uncommon hybrid drivetrain. If you need a great trying, nicely outfitted hatch that’s enjoyable to drive and doesn’t guzzle gas, verify this one out first.

Pictures Chris Chilton / Carscoops