We drive Honda's latest hybrid Civic, which promises to be a whole lot greener
. However, unlike those cars, it’s based around a 2.0-litre four-cylinder petrol engine which was developed specifically for the new Civic., there’s no gearbox. The electric motor pushes the car along for most of the time, while the petrol engine burbles away quietly in the background, generating electricity. That means the cabin is a very quiet place to be.
Honda also says the system is very efficient. The Civic managed 60.1mpg on the WLTP combined cycle, with CO2 emissions as low as 108g/km. That’s approachingSounds a bit over-engineered. What’s it like to drive? It’s clever – and it might fool you if you jumped behind the wheel without being told about it first. But, surely, the biggest appeal of having a car that’s primarily powered by an electric motor is that linear, gearless power delivery? I get that Honda is trying to make the Civic feel familiar to gently ease its customers into the new technology, but I can’t help but think the powertrain would have been more impressive if the motor was allowed to function in the same way as an EV.
However, the steering left a little to be desired. It’s quick and well-weighted, but it’s dead around the centre and there isn’t a great deal of feedback. Because of this, I found myself leaving on too much lock when exiting corners and hugging the verge. Don’t disregard the Civic for this, though, as it’s no worse than any of its C-segment hatchback rivals. You’d soon learn to live with it.Definitely. It’s up there with the best in the class. Honda’s new 9.
A word to the wise, though. If you’ve got a family of six-footers, we’d recommend sticking with the entry-level Sport specification. The more expensive Advance model comes with a sunroof which robs some precious headroom from rear-seat occupants. If you’re tall, you’ll need to scoot down on the seat to stop your scalp from rubbing on the headlining.
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