For Honda, the Civic is something like the long -running favorite in the portfolio. For decades, he has been reliably in the program, sometimes sporty, sometimes good, sometimes edgy, sometimes futuristic – but always a bit peculiar. Now the facelift of the current Civic E: HEV is rolling onto the streets, also in Germany from October 2025. And it shows: Honda has not reinvented everything, but has been filing in the right places. Time to take a closer look at the Japanese.
| Quick data | Honda Civic e:HEC Elegance |
| drive | 2.0-liter four-cylinder suction petrol, generator, electric motor |
| System performance | 135 kW / 184 hp |
| 0 – 100 km/h | 7,8 s |
| Top speed | 180 km/h |
|
Length x width x height |
4.551 x 2.082 x 1.408 mm |
| Preis | From 39,500 euros |
More than a compact one outside
Table of Contents
At first glance it becomes clear that the Civic is no longer a typical more compact. With a length of 4.55 meters, he now scratches mid-range dimensions and, thanks to its stretched, flat silhouette almost looks like an elegant fastback. Especially in the elegance equipment, he exudes a solid calm: clear beads, gently modeled surfaces and a fluid rear that flatters the eye.
24
Source: Motor1.com Germany
The facelift itself is subtle but effective. The front section is now shown much more sharply, the new black radiator grille gives it a more serious expression. Fog lights? Are unnecessary thanks to the new LED headlights. For this, the spoilers are now painted in car color, which makes the lines look even more coherent.
New, two-colored 18-inch alloy wheels with diamond cutting underline the dynamics, depending on the variant in gray (“advance”) or black (“sport”). And if you want to bring some color into play, you get a peppy option with the fresh “Seamed Blue”. In short: The facelift makes the civic adult, fresher and more modern at the same time – without its predecessor at once.
Image of: Motor1.com Germany
Image of: Motor1.com Germany
Fine interior with space
In the interior, Honda was not looking for the revolution, but evolution. A newly black headlining is new – officially intended to ensure more elegance, but in practice, especially for a rather dark atmosphere. Since the rest of the interior is mainly kept in black, the cockpit is solid, but also a little dark.
The materials, on the other hand, convince across the board: soft surfaces, cleanly processed, dented, high quality. There are hard plastic, but only in the lower areas. Everything looks very tidy, almost noble.
Image of: Motor1.com Germany
Image of: Motor1.com Germany
The instruments were easily revised. They are now easier to read, but not perfect: there are no different views, individualization options are rare. After all, the on -board computer is permanently shown instead of only calling for some competitors.
The seating position is typical Honda – so deep, sporty, perfectly tailored to the driver. At the front you sit airy and ergonomically. It looks a little more ambiguous in the back: the place is customary in the class, no longer. There is enough knee -ranking, but the high floor position is sitting with legs bent, almost like in an electric car. Comfortable is different. Positive: The trunk with up to 410 liters is large and easy to use. The small stage (because of the hybrid battery below) does not really bother. Only the measly payload of 348 kg is disappointed.
Image of: Motor1.com Germany
Image of: Motor1.com Germany
Image of: Motor1.com Germany
Operation and infotainment not optimal
The Civic reveals its greatest weakness when operating. The 9-inch infotainment system offers everything you need these days-including wireless Apple CarPlay and Android Auto-but seems nested, stem and not particularly intuitive. Especially the work navigation system cannot really convince.
Image of: Motor1.com Germany
Incomprehensible: there is no automatic dimming function for the display. Anyone who drives into a tunnel in the evening is blinded – and must handle the system manually in several operating steps. 2025 is simply no longer up to date.
Positive: there are still physical buttons for volume and home button. Climate work also runs through classic rotary controls-a blessing in times of touch orgy. Also new is the inductive loading area, which takes up large smartphones safely. The gear is selected via buttons instead of selection levers – getting used to it, but no longer a problem after a short time.
Image of: Motor1.com Germany
Modern full hybrid
Under the hood, Honda continues to put his E: HEV hybrid drive-and that is a good decision. Because this technology is modern, efficient and pleasantly suitable for everyday use.
Technically speaking, a 184 hp electric motor with 315 Nm torque drives the front wheels in most situations. The 2.0-liter four-cylinder suction petrol (143 hp) serves mainly as a electricity generator. The result: The Civic actually often drives like an electric car in everyday life. Gentle, quiet, spontaneous, with a rich compete – you are very discreet, while the petrol engines in the background delivers the electricity inconspicuously.
| Technical data and driving performance | Honda Civic and HEV |
| Motor | Full hybrid, 2 liter four-cylinder suction petrol engine with 143 hp, electric motor with 184 hp, 315 Nm torque |
| 0 – 100 km/ | 7,8 s |
| Top speed | 180 km/h (regulated) |
| Consumption according to WLTP | 4.7 – 5.0 l/100 km |
| reach | 850 km |
| Trunk | 410 – 1.220 l |
| Empty weight | 1.517 kg |
| Payload | 348 kg |
When the power call is stronger, the engine turns up – this is known from Hondas hybrid technology. But the insulation is so good here that it hardly bothers. The sprint from 0 to 100 km/h succeeds in brisk 7.8 seconds. In sports mode, the matter becomes even more spontaneous, but also louder: Here Honda blinds an artificial “sports sound” that just sounds booming and does not fit the otherwise elegant civic. Fortunately, this can be deselected in individual mode.
Very economical drive
An important point in full hybrids is recuperation. Finally, a large part of the electricity is generated that is required when driving. With the Civic, this leaves a ambiguous impression. Good: via switches on the steering wheel, it can be set how much the civic is delayed when removing the gas and regains energy. So you almost reach a one-pedal feeling. After a few seconds, however, the system switches back to sailing mode – except in sports mode. The recuperation is preserved there, but with the annoying sound.
Image of: Motor1.com Germany
An illogical compromise that gives the otherwise convincing drive a small damper. In other Hondas there is the so-called B-mode, in which it is always more recuperated. In addition, you can reinforce this with the shift paddles. Would have been good for the Civic …
When it comes to efficiency, the Civic runs up to the top. The complex hybrid system can develop its full effect here. Even with a rather sporty driving style, including fast motorway kilometers, we did not get over 5 liters/100 km. That is already a announcement.
Only when the motorway ride is permanently faster, where the combustion engine drives the bikes directly, that consumption then climbs significantly, but still remains absolutely within the framework. In city traffic, however, values below 4 liters are also feasible if you put it on it.
Comfortable and agile: chassis without weaknesses
The chassis is a real highlight. Thanks to the long wheelbase of 2.73 meters, the Civic rolls off very confidently. Luminous waves, potholes or transverse joints? Everything is filtered clean, without adaptive dampers. The tires, which despite the 18-inch rims still have enough flank, also contribute to intercept.
Image of: Motor1.com Germany
But comfort is only one side of the medal. Because the Civic can also be different: in curves it shows himself from his agile side, in the style of classic Hondas. Understeer? Hardly an issue. Instead, he gives precisely stable and conveys enormous driving safety.
In contrast to other Honda models, the steering itself is quite tight. This allows the Civic to circle precisely by every bend, even if the feedback in the steering wheel arrives quite muffled. But fits the basic concept of the vehicle.
Image of: Motor1.com Germany
Price and competition
The Civic E: HEV starts in Germany at 39,500 euros for the Elegance version. The sports equipment costs 41,000 euros, the top variant Advance 44,700 euros.
This means that the Civic is significantly over many compact classic classics. A VW Golf Ehybrid starts a little cheaper, but offers less space. The Toyota Corolla Hybrid is similarly positioned, but has a more conservative effect. Hyundai i30 or Peugeot 308 are priced, but with efficiency and driving culture are not at eye level.
So if you choose the Civic, you pay a little more – but you get a very well -equipped, strong -characterful car that does not get lost in the mainstream.
Image of: Motor1.com Germany
Conclusion
The Honda Civic Facelift remains what it was always: a compact for individualists. It is too big and its own to rush seamlessly into the golf class, and that is exactly what makes it so exciting.
With its elegant design, the convincing hybrid drive, plenty of space and a fantastic chassis, it is a real all-round carefree package-if you can overlook the weak infotainment and the somewhat half-hearted recuperation logic.
For people who are looking for a car that stands out of the crowd, which is efficient and at the same time driving, the Civic remains a top recommendation. Not a bargain in terms of price, but more than competitive in the overall package. In other words, the Civic is and remains an interesting size – in the truest sense of the word.
