The road test below reflects our take on a 2022 model. Changes for 2025 are noted where applicable.
Honda’s redesigned, 11th-generation Civic shines in handling, braking, and fuel economy, but it has a noisy cabin and an uncomfortable ride. Our tested Civic Sport also lacked heated seats, wireless phone charging, and blind spot warning, features found in some comparably priced rivals.
The standard 158-horsepower, 2.0-liter four-cylinder engine moves the Civic off the line with a strong initial burst, but acceleration is tame after that, clocking 9.7 seconds from 0 to 60 mph—slow for the segment. But it managed 33 mpg overall, an impressive figure that matches the Hyundai Elantra and Toyota Corolla. For 2025, the 2.0-liter sees a horsepower drop to 150. The Civic comes mated to a continuously variable transmission that does its best to mimic a conventional automatic by way of simulated “shifts.” But full-throttle acceleration still results in the rubberbanding sensation—where the engine’s revs seem disproportionately high compared to the acceleration—that CVTs have long been knocked for. The more powerful and quieter 1.5-liter turbo four-cylinder with 180 hp has been discontinued for 2025. The Civic Hybrid is new for 2025, and promises more power than the 1.5T and combined fuel economy of nearly 50 mpg.
We also tested the Civic Si, which again represents the sporty Civic version. It comes only with a six-speed manual transmission and a 200-hp turbo engine. Despite the engine's extra boost, the Si's 0-60 mph time didn't improve upon the previous version. Fuel economy of 32 mpg overall is commendable for the Si. In true Honda fashion, the crisp and precise shifter is a delight to operate. A higher performance version called the Civic Type R has more horsepower and is significantly more expensive.
Handling for both versions is nimble, with quick steering and little body roll. The Civic was super-capable and secure around our road-course test track, making it one of the sportiest in the compact segment. But the stiff and choppy ride can send big jolts into the cabin on rougher roads. Road noise also gets so elevated at highway speeds that occupants have to raise their voices during a conversation, which is tiring on long drives. The top Touring trim has added sound insulation and is significantly quieter (For 2025, the only non-hybrid models are LX and Sport).
The low-slung cabin is difficult to get in and out of, requiring lots of ducking on the way in, and the need to pull yourself up to get back out. Once in, there’s plenty of headroom and the front seats are comfortable and supportive, in spite of their limited adjustability. We don’t like that the plastic center console intrudes into the driver’s right knee space, or that the armrests are light on padding. On the plus side, the rear seat is reasonably roomy for the compact class. The cushions are comfortable, though the bottom portion would benefit from more leg support. The Si's seats are a bit more bolstered.
The standard 7-inch infotainment touch screen sits prominently on the center of the dashboard. We found it easy to use, and Android Auto and Apple CarPlay compatibility come standard. The 2025 Sport Touring Hybrid features a larger 9-inch touchscreen with Google built-in, including a free three-year unlimited data plan to support downloaded apps. The honeycomb dashboard vents look cool, and we love the distinct “click-click” when you turn the high-quality climate-control knobs.
Forward collision warning, automatic emergency braking with pedestrian detection, lane departure warning, and lane keeping assistance are standard; the Si also adds standard blind spot warning and rear cross traffic warning, which are available only on the top two regular Civic trims. For 2025, adaptive cruise control and lane centering assistance are standard, and BSW and RCTW are standard on all but the base LX trim.