Buyers in the close to P 2-million range are always in the look out for SUVs or crossovers. Likely fueled by notion that high-riding vehicles make for bang-for-the-buck choices, their rise in consumer minds has meant the demise of the compact sedan. Once the “starter car” of the Filipino family, they now occupy a niche segment, but one that’s still competitive one way or another.
Case in point is the new Honda Civic. Launched in the Philippines in late 2021, it was so impressive we named it our Top Pick in 2022. A year later, we did the same with the Civic Type R. Fast forward to 2024 and Honda’s responded to changing market conditions by introducing the Civic RS e:HEV—the first electrified variant of the Civic. At P 1.990-million, it’s expensive no matter how you spin it. The question is: can it justify that price tag?
Getting to the heart of the matter, literally and figuratively, let’s talk about the powertrain. The Civic RS e:HEV (or Civic Hybrid for simplicity) uses Honda’s electrified 2.0-liter 4-cylinder. It’s basically the same setup used by the CR-V RS e:HEV so the dual motor setup makes the same peak 184 horsepower but with a bit less peak torque (315 Nm versus 335 Nm). The sedan also has a smaller battery at just 1.05-kWh to the SUV’s 1.4-kWh.
As far as hybrids go, the Civic’s setup is by far one of the most impressive ones. The entire setup feels sporty and responsive, deserving of the nameplate. From a standstill and at low speeds, it uses the electric motor and hybrid battery to give it instant oomph. Give it a bit more gas and the engine kicks in. Even then, the switchover is smooth and seamless. Acceleration up to higher speeds is effortless. A touch of engine noise does come in, especially when it kicks into generator mode, but it’s muffled enough as not to dissuade those who’re picky when it comes to NVH.
On paper, the Civic Hybrid’s spec sheet may read, “CVT,” but it’s not the typical kind. Unlike the power robbing pulley and belt design, the E-CVT in here is all about conducting the two motors for driving and generating power. Majority of the time, the system acts as a series hybrid where it’s the electric motor driving the wheels, and the gas engine acting as a generator to charge the battery. At certain circumstances, like steady-state cruising, it switches over to a parallel operation with the gas engine propelling the front wheels via a clutch that engages a single-speed gearbox. There is a Brake or B mode as well as paddle shifters, but these merely increase the energy regeneration. All in all, the results do speak for themselves. Not only is the Civic Hybrid fast—faster than the Civic Turbo even (7.9 seconds versus 8.3 seconds), but it returns 21 km/L!
The base Civic V Turbo already has two drive modes, while the Civic RS Turbo adds an additional one. The Civic RS e:HEV, however, has four including a new Individual mode. Individual mode allows you to toggle Normal or Sport settings in four categories: Powertrain, Steering, Engine Sound, and Gauge. Gauge is self-explanatory, but how about the rest? Switching over to Sport mode in Powertrain doesn’t just add responsiveness, but also introduces simulated gear shifts. Meanwhile, Steering tightens the ratio and offers less high assist at speeds above 70 km/h. Finally, Engine Sound pipes in more of the engine’s soundtrack via the Active Sound Control. The system uses the speakers to “enhance” the overall sound.
When it comes to its on-road manners, the Civic Hybrid is just as good as its combustion engined counterparts. It’s quick, precise, with a chassis that balances grip and comfort. Whether you’re negotiating Manila’s snarling traffic, traversing billiard smooth expressways, or tackling curvy mountain passes, it’s stable and predictable. The brakes, despite having to do some energy regen work, have positive pedal feel and bite. If anything, the fair amount of road noise permeating the cabin at speed is its single biggest issue. That and its ultra-wide 5.7-meter turning radius which can make negotiating tight U-turns a bit of a problem.
Together with the new powertrain, Honda’s taken this opportunity to update the Civic’s looks. They’re quite subtle all things considered. Outside, they’re limited to just the new front bumper, restyled grille, and matte black 18-inch alloy wheels. As the RS variant, it also gets a spattering of gloss-black accents too. Inside, there’s far more differentiation with the red accents adorning the full-length mesh dash insert and leather/suede seats. There’s also the new USB Type C ports; no more Type As. Glaring omissions? For the price, the lack of memory presets for the driver’s seat and the lack of any power adjustment for the front passenger seat.
The biggest change to the Civic for this update is the new infotainment system which integrates Google Services for the first time. This allows passengers access to features like Google Maps and Google Assistant which can adjust certain vehicle settings like the temperature using voice control. You can even have it check the weather or if you’ve set it up, allow it to make calls or respond to messages. It also gives access to the Google Play store to download apps like Spotify. Unfortunately, with no built-in SIM, you’ll still need to tether a smartphone for internet access negating any of these advantages. That said, the upgraded system does offer better responses and a smoother smartphone mirroring experience, at least when using Apple CarPlay. It also allows the creation of user profiles which saves certain vehicle preferences.
The Civic continues to scores solidly in terms of fit and finish, however, the materials though lack plushness for the price. Nonetheless, it ranks high in ergonomics. The seating position is on the low side, but at least visibility is superb thanks to the low dash and thin A-pillars. The tall rear parcel shelf partially obscures the backend, so thankfully, a rear-view camera, is standard. The rest of the controls is positioned exactly where you expect them to be. There are two scroll wheels on the steering wheel with the left controlling the left side of the gauge cluster (reserved for infotainment functions), while the right one controls the right side (Honda Sensing, trip computer, energy glow monitor). Drivers can even toggle between two types of gauges—a round and a bar-type.
Space-wise, it encroaches into the executive sedan (D-segment) category, especially when it comes to shoulder and legroom. The rear headroom though has been compromised somewhat, as is the available trunk space. Thankfully, because the smaller lithium-ion battery’s been cleverly placed between the rear seats and the trunk, the Civic Hybrid has a spare tire, even if it’s a temporary type.
The standard safety package is solid thanks to Honda Sensing, front and rear proximity sensors (the fronts can be muted temporarily using the right steering wheel button), and a multi-view rear camera. If anything, the Lane Watch needs work for proper blind spot monitoring. Not only is the camera low-res, making it useless at night, but it overrides anything displayed on the infotainment system the moment you switch on the right turn signal. For those who’re reliant on Waze or Google Maps to negotiate an unfamiliar place, this poses a problem. The camera can be switched off using a button on the left stalk, but that pretty much defeats the purpose of having Lane Watch.
After going through all aspects of the Civic RS e:HEV, let’s go back to the question posted earlier: is it worth the price tag? Tough to say it, but no. As the compact car segment has become increasingly niche, players in this segment had to adopt. Sure, the Civic has the right ingredients: grown-up aesthetics, refined driving experience, right amount of tech and luxury, and of course, a stupendously good hybrid powertrain.
But at P 1.990-million, it’s just not worth the extra P 300,000 Civic RS buyers had to shell out for pre-facelift. Honda’s sure to counter that argument by saying that because it’s coding exempt, it could very well be a household’s one and only car. However, it isn’t helped by the fact that its principal rivals like the Toyota Corolla Altis HEV GR Sport and Mazda3 2.0 HEV are at least P 200,000 cheaper, are both coding exempt, and both offer more superior ownership packages with the Toyota getting a 5-year warranty and the Mazda getting free PMS for the same time frame. We are not even counting the newly-launched Elantra Hybrid too. And that’s worrying, because taking in both the pros and the cons, the Civic RS e:HEV is the best all-rounder in the compact sedan. But the moment you put price in, it loses its case.
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2025 Honda Civic RS e:HEV |
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| Bottom Line | |
| Pros | Smooth powertrain, impressive fuel economy, balanced handling, spacious. |
| Cons | Pricey, low-res camera system, Google Services can't be maximized. |
| TL;DR | Adding up all the pros and cons, it's the segment's best all-rounder, but the moment you factor in the price, it's a hard pill to swallow. |
| Ownership | |
| Year Introduced | 2021 (Refreshed: 2024) |
| Warranty | 3 years / 100,000 kilometers |
| The Basics | |
| Body Type | Compact Sedan |
| Seating | 5 |
| Engine / Drive | F/F |
| Under the Hood | |
| Displacement (liters) | 2.0 |
| Aspiration | Normally Aspirated |
| Fuel Delivery | EFI |
| Layout / # of Cylinders | I4 |
| Maximum Output (PS @ rpm) |
141 @ 6,000 184 @ 5,000-6000 (Electric Motor) 184 (Combined) |
| Maximum Torque (Nm @ rpm) |
182 @ 4,500 315 @ 0-2,000 (Electric Motor) 315 (Combined) |
| Fuel / Min. Octane | Gasoline / ~91 |
| Transmission | CVT |
| Cruise Control | Yes, Adaptive |
| Fuel Economy (km/L) @ Ave. Speed (km/h) | 21 km/L @ 18 km/h |
| Fuel Tank Size (L) | 40 |
| Dimensions and Weights | |
| Length (mm) | 4,681 |
| Width (mm) | 1,802 |
| Height (mm) | 1,415 |
| Wheelbase (mm) | 2,735 |
| Curb Weight (kg) | 1,432 |
| Suspension and Tires | |
| Front Suspension | Independent, MacPherson Strut |
| Rear Suspension | Independent, Multi-link |
| Front Brakes | Vented Disc |
| Rear Brakes | Disc |
| Parking Brake | Electronic, w/ Auto Hold |
| Tires |
Michelin Pilot Sport 4 235/40 R 18 Y (f & r) |
| Recommended Tire Pressure (PSI) | 36 (front), 33 (rear) |
| Wheels | Alloy |
| Safety Features | |
| Airbags | 6 |
| Anti-Lock Brakes (ABS) | Yes, with EBD |
| Traction / Stability Control | Yes |
| Parking Sensors | Yes, Front & Rear |
| Parking Camera | Yes, Rear |
| Front Seatbelts | 3-pt ELR w/ pre-tensioners x 2 |
| Rear Seatbelts | 3-pt ELR x 3 |
| ISOFIX Child Seat Anchor | Yes |
| Advanced Driver Assist System |
Forward Collision
Warning Collision Mitigation Braking System Lane Departure Warning Lane Keeping Assist Road Departure Mitigation Lead Car Departure Notification |
| Other Safety Features |
Hill Start Assist LaneWatch Camera |
| Exterior Features | |
| Headlights | LED, w/ Auto High Beam |
| Fog Lamps | None |
| Light Operation | Automatic |
| Wiper Operation | Rain-Sensing |
| Tailgate | Manual |
| Interior Features | |
| Steering Wheel Adjust | Tilt/Telescopic |
| Steering Wheel Material | Leather |
| Seating Adjustment (driver) | Electric, 8-way |
| Seating Adjustment (front passenger) | Manual, 4-way |
| Seating Surface | Leather/Suede |
| 2nd Row | 60/40 Split-Fold |
| 3rd Row | None |
| Sunroof | None |
| Multi-Information Display / Size | Yes, 10.2-inch |
| Convenience Features | |
| Power Steering | Yes |
| Power Door Locks | Yes |
| Power Windows | Yes |
| Power Mirrors | Yes, w/ Fold |
| Rear View Mirror | Auto-Dim |
| Proximity Key | Yes |
| Climate Control | Dual Zone, w/ Rear Vents |
| Audio System |
Stereo USB Type C Bluetooth Honda Connect Telematics |
| Wireless Charger | Front |
| Infotainment Display / Size | 9-inch |
| Smartphone Connectivity |
Apple CarPlay (Wireless) Android Auto |
| # of Speakers | 12, Bose |
| Steering Controls | Yes |
Nobody in their right mind would buy a 2.0M sedan more so a civic at that. It doesnt make any financial sense even as a hybrid as it is. I would say the very base civic ICE variant will make more sense to purchase.
ReplyDeleteYou are not the target market ;)
DeleteWhat's the reason why Honda Ph prices their cars mote expensive than their competitors? Don't they want to sell?
ReplyDeleteCant believe there will be a time when a Honda Civic is more expensive than a Mazda 3, knowing Mazda puts a little premium in their prices
ReplyDeleteMazda is only a mild hybrid fuel savings is only minimal with all the potential headaches of hybrid so the competitors here are only the corolla and the elantra
ReplyDeleteGood thing you mentioned the Elantra as well. I'll add that to the paragraph.
DeleteBetter get Elantra HEV, this Civic overpriced AF
ReplyDeleteWith its DRY dct? Good luck!
DeleteSayang mahal tlg, how much better is the driving compared to a GAC Empow sir?
ReplyDeleteMalayo pa rin. The Empow is fun and all, but it's still not as refined or polished as the Civic.
DeleteMy last sedan was a 2007 Camry 3.5 V6 which I sold back in 2017. All-ute garage since then, ranging from compact to full-sized SUVs and a gas-guzzling pick-up. Though I kind of miss driving a fast sedan, there's no way I'd daily drive one ever again given our poor road conditions and worsening floods. And if I were to buy a sedan again, it definitely won't be a civic (or an altis, elantra, etc.)
ReplyDeletePriced like a BYD Seal 2WD EV
ReplyDeleteHCPI really needs to drop the prices of their vehicles
If you prioritise driving dynamics (daily route would be spirited driving mostly), is this Civic now more sportier than the Mazda 3 given the power advantage? Or is the Mazda 3 still the best driving choice in the segment?
ReplyDeleteHmmmm...that depends. The Civic will probably do better objectively...if you use stopwatch as the basis. But if you were to factor in subjective...which one feels more connected, better weighted steering, better feeling brakes...the Mazda3 would still have the advantage.
DeleteSpeaking of hybrid sedans, I'm curious how does this compare to the BYD Seal 5 DM-i? I sat inside one at MIAS and I was genuinely impressed how far the Chinese have come
ReplyDeleteYet to drive it, so let's see.
DeleteDrive...like thorough test drive. We did only manage to drive it around the block during a shoot.
DeleteIs the Mazda 3 Mild-Hybrid coding exempt?
DeleteAkala ko kasi na for Mazda, only the CX60 and CX90 are exempt kasi their Mild Hybrid system is 48 Volt.
In any case, if the Civic Hybrid is too much and you prefer something more traditional, there is still the facelift RS Turbo available =)
The Mazda3 IS coding exempt. It does get the green plate.
Delete