For many, the world of hybrid and electric vehicles still feels like uncharted territory. Despite being on the market for over two decades, conversations often revolve around anxieties about long-term reliability and the dreaded specter of expensive battery replacements. It’s time to put those fears to rest, and what better way than to share a personal journey of over 200,000 miles with a vehicle that might just be considered the underdog of the hybrid world: the second-generation Honda Civic Hybrid (HCHII).
Back in 2011, when fuel prices were soaring and my daily commute stretched to around 80 miles each way, fuel efficiency became a top priority. While the Toyota Prius was the obvious choice, even used models commanded a premium. Discouraged, I was about to settle for a conventional gasoline car when I stumbled upon the HCHII. In my local area, dealerships had a surprising number of these hybrids, all roughly 18 months old with about 30,000 miles on the odometer. The real kicker? They were priced around $14,000 – almost half the price of a new one. After a few test drives where I consistently saw fuel economy figures near 50 mpg, I found the right color, negotiated a deal, and drove off feeling like I’d pulled off a steal.
Before finalizing the purchase, I learned a couple of interesting, and slightly concerning, details about the car. While technically almost two years old, this particular Honda Civic Hybrid had only been in service for about 18 months, spending six months sitting on the dealer lot. For those familiar with the HCHII, this inactivity is a known red flag. A peculiar characteristic, almost exclusive to this model and even mentioned in the owner’s manual (though often overlooked by used car salespeople), is that prolonged periods of inactivity – over a month – can significantly shorten the hybrid battery’s lifespan, potentially leading to failure within a year or so.
The manual didn’t explicitly state battery failure, but it did warn of reduced battery life. This particular car had barely moved 200 miles in the preceding six months, mostly just being shuffled around the dealership lot. So, I went into the purchase fully aware that it was a gamble: a race against time between the battery giving out and reaching the mileage limit of the warranty. Spoiler alert: I won that race, but we’ll revisit that battery story later.
One of the primary appeals of the Honda Civic Hybrid, for me, was its understated nature. Unlike the more visually distinctive Prius, the Civic Hybrid was still recognizably a Civic, just one that happened to be incredibly fuel-efficient. I wasn’t particularly excited about the continuously variable transmission (CVT) or the modest 20 horsepower electric motor. In fact, the CVT was my main concern, fearing a potentially expensive and premature failure. As it turned out, my worries were unfounded.
What was the first thing I did after buying this fuel-sipping Civic? I took it racing. Well, sort of.
Track days with a car I was still paying off seemed risky. Instead, I discovered autocross, a form of motorsport that offers the thrill of pushing a car to its limits but at lower speeds and over shorter courses. One autocross event was all it took to get me hooked. Soon after, I invested in a set of road-legal Toyo slicks, and to my surprise, the Honda Civic Hybrid transformed into a surprisingly quick car on the track.
Thanks to the electric motor’s instant torque, those sticky tires, and the CVT’s ability to keep the engine in its powerband, I could actually outpace much faster, more powerful machines – think Nissan GT-Rs and Porsches – on tighter, technical autocross courses. (Though, I’ll admit, some of that might have been attributed to driver skill, or lack thereof, on the part of my competitors). I actively competed with this Civic Hybrid for three seasons, bringing home class trophies each year.
While autocrossing a hybrid might seem irrelevant to most drivers considering an electrified vehicle for daily use, I wanted to illustrate the full spectrum of experiences this car endured. It tackled long daily commutes, extensive road trips, and weekend thrashing on the autocross course.
On its original factory-fitted Firestone tires, the Civic Hybrid consistently delivered around 47 mpg during my daily commute. The fuel economy gauge was accurate, matching my calculations – something you tend to verify quickly when you’re filling up three or more times a week. This impressive fuel economy remained consistent for a long time. On weekends, when driving on slower highways with speed limits around 50 mph instead of the usual 70 mph commute, the fuel efficiency climbed even higher. Occasionally, I’d even see figures exceeding 50 mpg, although never for an entire tank.
My mundane commutes transformed into a personal hypermiling challenge – at least, as much as possible without becoming a rolling roadblock on the two-lane highway that comprised most of my route. Want to know how infrequently I used the brakes on my commute? As few as three times, if traffic was light. I could even eliminate one of those stops by strategically coasting towards a stop sign, but patience for that level of hypermiling waned on most days.
I discovered a neat trick: for brief stops, like at a yield sign, or when slowing down without fully stopping, shifting the CVT into “S” mode would disengage the auto start-stop system. “S” mode also increased regenerative braking, allowing me to maintain speed on downhill stretches and maximize momentum recovery when approaching off-ramps and stop signs.
Looking back at my fuel logs, my best full tank yielded an impressive 48 mpg. Not bad at all for a car powered by a modest 20 hp electric motor and a 1.3-liter engine that would often run at redline for extended periods, especially on hills when cruise control was engaged. When pushed hard, that small engine generated significant heat, something it struggled to do at idle – a common trait among modern small-engine Hondas.
Despite the high mpg figures, I never quite managed to break the 500-mile barrier on a single tank. Typically, due to fuel station locations and my schedule, fill-ups occurred closer to the 400-mile mark, or even less. Winter driving took a noticeable toll, with heavy winter wheels and snow tires dropping fuel economy into the high 30s. A heavy snowstorm could worsen it further, but it’s hard to fault the car for needing extra energy to plow through six inches of snow. Less forgivable was the aerodynamic undertray, which detached in just my third snowstorm, requiring numerous (and quickly re-destroyed) clips to reattach at service visits.
Service intervals were frequent, roughly every six weeks or around 8,000 miles, triggered by the Maintenance Minder system. Three liters of 0W20 engine oil weren’t expensive, so oil changes were no big deal. Less convenient was the CVT fluid change, also requiring three liters, but at a pricier $20 per liter. A dealer CVT service would set you back nearly $200, but it was an easy 10-minute DIY job. Fortunately, by the time I traded in the car, I was changing the CVT fluid with every oil change.
Then, around 74,000 miles, it finally happened: the dreaded battery “recalibration” issue that plagued many Honda Civic Hybrid owners. The battery charge level would rapidly fluctuate, going from full to empty within a mile or two, then remaining at zero for a few more miles before slowly climbing back to full. During these recalibration episodes, electric assist was non-existent. Worse still, for the already-modest 90 hp 1.3-liter gasoline engine – especially on steep hills – the car would divert power to charging the battery, turning acceleration into a glacial affair.
When this recalibration started occurring on every incline, I recorded a video and headed to my local Honda dealership. While the IMA (Integrated Motor Assist) light – typically a prerequisite for battery replacement – wasn’t illuminated, the service department acknowledged the issue and replaced the hybrid battery within a couple of days under warranty.
My service invoice, though currently misplaced, indicated a replacement battery cost of around $6,500, with the total bill, including labor and taxes, exceeding $8,000. Had this occurred outside of warranty, would the car have been destined for the junkyard? Probably not, for two main reasons. First, the Civic Hybrid can still function reasonably well even with a significantly degraded battery – it can even run for a while with no high-voltage battery at all. Second, aftermarket replacement batteries were available for around $2,000 at the time, and swapping one in was a relatively straightforward DIY task, taking just a couple of hours. Today, a brand-new replacement battery pack can be sourced for around $1,500, making battery replacement a far less daunting prospect.
The battery issue did reveal one surprising detail about the Honda Civic Hybrid’s engineering. Like many hybrids, the HCHII uses its electric motor to start the gasoline engine, providing near-instantaneous starts without the typical cranking sound of a conventional starter. However, it also retains a traditional 12-volt starter motor as a backup.
On the last day before the battery replacement, that conventional starter brought the car to life. So accustomed to the silent hybrid starts, I initially thought something had catastrophically failed until I remembered the backup system. I only heard that conventional starter engage three more times throughout my ownership: once on a frigid -30° morning, and twice more when the high-voltage battery was disconnected for welding repairs.
With the new battery installed, fuel economy returned to the 40s from a temporary dip into the 30s, and the uphill struggles while the system attempted to recharge ceased. Tank after tank, mile after mile, the reliable fuel efficiency continued. The only recurring issue was the CVT “rubber-banding” effect, which seemed to worsen as the CVT fluid service interval approached, manifesting as a shuddering sensation when starting from a stop on hills. More frequent CVT fluid changes mitigated the problem, though the intervals between changes seemed to shorten over time.
Around 150,000 miles, the first major non-warranty mechanical repair became necessary: the rear brakes. Due to the regenerative braking system, the rear brakes were used less frequently and had worn down to the wear indicators. Worse, the rear rotors were severely scored. Hybrid and EV brake pads might last an exceptionally long time, but they still require regular servicing. Especially when they are underutilized. Ultimately, I needed to replace calipers, rotors, and pads because I had neglected to grease the caliper sliders or check the pistons since purchasing the car 120,000 miles prior.
Five Canadian winters and those accumulated miles had taken their toll, leaving everything in poor condition. The replacement calipers, even brand new, seized right out of the box – a common issue with “remanufactured” parts. Warranty replacements for those calipers (and another set of new pads) resolved the immediate problem, although the lower quality of the replacement parts meant another set of rotors and pads were needed before I eventually sold the car.
The front brake pads, despite the additional stress from autocross events, lasted even longer, not requiring replacement until around 180,000 miles. They had been on the car for so long that the bolt holes in the rotors had corroded and were no longer large enough to clear the wheel studs. Removing the old rotors required cutting them off, a week-long evening project. The takeaway? Service your brakes proactively, even if they seem to be functioning fine.
The original 12-volt battery finally gave up the ghost around the seven-year mark. It failed suddenly on a particularly cold night. The car would still start, but the headlights, dashboard lights, and digital speedometer were inoperative, and the engine misfired as if the ignition timing was completely out of sync. I had the car towed home and replaced the 12-volt battery the next day, resolving all the issues.
Somewhere around 80,000 miles, I upgraded the factory rear sway bar with a thicker unit from a Honda Civic Si. This relatively simple modification significantly sharpened the handling and made the car noticeably more enjoyable to drive in everyday situations. Later, when the sway bar links needed replacement and I botched the job, the car actually drove surprisingly well even without a rear sway bar at all, albeit with noticeably softer handling. One day, out of curiosity, I briefly drove around the neighborhood without the muffler, just to hear what it would sound like. Even without a muffler, it was still one of the quietest cars in the area.
Just over a year into my ownership, the car experienced its first accident. I was stationary in a drive-thru line, waiting for an unusually slow server, when the Honda CR-V in front of me decided to reverse. I honked, but the CR-V’s spare tire and trailer hitch made contact, damaging the front bumper and hood. The body shop that handled the repairs did an excellent job of matching the complex color-shifting paint. Later, the trunk was repainted under a factory recall, and the entire rear end was repainted three years after that due to another incident.
Despite these minor incidents, the car remained remarkably reliable. “It was otherwise nearly flawless, except that I hated it,” might seem like a harsh statement, but it reflects the car’s character.
Because a country drive easily yielded well over 40 mpg, and my previous car struggled to achieve 30 mpg, I found myself driving much more than just my daily commute. My wife and I spent weekends exploring the province, resulting in approximately 48,000 miles driven annually in the first two years of ownership. As my workplace relocated closer to home, annual mileage decreased somewhat. While tire brand preferences are a separate topic, choosing low rolling resistance tires for a hybrid or EV is crucial. Two sets of summer tires I purchased were not low rolling resistance, and in hindsight, it would have been more economical to discard them and buy better tires immediately than to endure their lifespan with reduced fuel economy.
After the warranty battery replacement, my Honda Civic Hybrid only visited a repair shop for annual inspections and the Takata airbag recall that affected numerous vehicles from the 2000s era. All other maintenance and repairs were performed at home. It was mechanically sound and reliable, but lacked driving excitement.
The Honda Civic Hybrid, with its 90 horsepower gasoline engine and roughly 20 horsepower electric boost, was undeniably sluggish. Passing and merging maneuvers required careful planning and patience. Its “momentum car” nature wasn’t ideal for typical road driving, and the CVT, with its increasingly pronounced “rubber-banding” effect as fluid changes became less effective, was frustrating for someone who enjoyed driving. However, it simply refused to break down. It kept going, and even with suboptimal tires, fuel economy remained in the high 30s, making it difficult to fault from a purely practical standpoint. If you wanted a reliable, fuel-efficient appliance, this was it. As the odometer relentlessly climbed, the distinctive blue interior showed less wear when I traded it in than the interior of the 2018 Civic that replaced it shows now at a mere 20,000 miles.
One June day, at 163,000 miles, I was home sick with a flu-like illness. Feeling dehydrated and needing supplies, I drove to the grocery store for Gatorade and other remedies. The intersection exiting the store was poorly designed, with a crosswalk positioned far to the left, outside the typical line of sight. Aware of this, I stopped to ensure a pedestrian could cross safely. The Ford Ranger pickup truck following behind, about five seconds back, did not stop and collided with the left rear of my car with considerable force. Adrenaline surged, I firmly pressed the accelerator to avoid being pushed into the crosswalk and potentially hitting the pedestrian (who the truck undoubtedly would have struck), and after exchanging insurance information, I assumed my time with “Heidi” (the Hybrid) was over. A badly crumpled rear quarter panel, exposing the trunk, surely meant this car, valued at around $13,000 four years and 130,000 miles ago, was totaled, right?
Surprisingly, somewhere along the depreciation curve, the car’s value seemed to stabilize. Despite its lack of “soul,” I knew replacing it with anything comparable in condition for the expected insurance payout would be impossible. This was confirmed when the initial body shop estimate came back at $9,000. However, the insurance adjuster called and announced they were going to repair it. Suddenly, I was hoping for a total loss payout, but they proceeded with repairs, spending a month and nearly five figures to restore the car to its pre-accident condition – almost. It required a few return trips to the shop to fully rectify all the issues. Now, it was a high-mileage car that had been almost entirely repainted. On the positive side, it was now completely rust-free, at least on the body panels.
At 180,000 miles, shortly after the brake work, the next significant expense arrived: suspension components. The original rear shock absorbers were leaking, and a front tie rod exhibited excessive play. So, I decided to upgrade the entire suspension, replacing shocks, struts, and inner and outer tie rods. Taking advantage of someone upgrading their nearly-new Civic Si, I sourced performance parts and effectively transformed the handling of the car, achieving a near-new driving experience in the handling department for less than the cost of a decent set of tires.
I’ve always advocated for performance upgrades as a way to rekindle enthusiasm for a vehicle, and a suspension swap like this highlights one of the advantages of hybrid and electric vehicles sharing platforms with their gasoline counterparts. Imagine installing Volkswagen Golf GTI components on an e-Golf or ID.3 – you get the idea.
Finally, at just over 210,000 miles and eight years of ownership, it was time to move on. It wasn’t solely the mileage, which had gradually decreased to the mid-30s due to factors I couldn’t definitively pinpoint, nor was it the air conditioning, which was never particularly powerful in this car and further reduced fuel economy by another 5 mpg (and seemingly halved the horsepower) when running at full blast. It was simply time for a change. I was now working from home, driving different test vehicles most weeks, and my annual mileage had dropped to around 10,000 miles for the past two to three years.
“This hybrid, often considered one of the worst hybrid cars ever made, was with me for a total of eight years and had more than 210,000 on the clock and had basically been flawless.” Expecting a lowball trade-in offer, I visited my local Honda dealer and discovered they wouldn’t even take the car as a trade. Fortunately, another dealership slightly further away offered a much more reasonable deal, sold the car the following week, and that was the end of my journey with the Honda Civic Hybrid.
I realize this narrative hasn’t been filled with dramatic events, but that’s precisely the point. This hybrid, often considered one of the least desirable hybrid cars ever produced, served me reliably for eight years and over 210,000 miles, proving to be remarkably trouble-free. The minor CVT shudder could have been addressed with a new clutch set, but it didn’t seem worth the effort at that point.
Aside from routine maintenance and a significant warranty battery replacement – an event I anticipated at purchase and could have resolved myself affordably if necessary – ownership was uneventful. Hybrid and electric vehicles, especially those from established manufacturers like Honda, are not something to fear.
Can I guarantee every Honda Civic Hybrid owner the same uneventful and long-lasting experience? Of course not. However, I can confidently assert that everything outside of the hybrid powertrain is fundamentally similar to the millions of gasoline cars and trucks built annually. Combine that with a minimum eight-year warranty on the hybrid components, and these vehicles are engineered for durability. If you compare the cost of a new medium-range EV battery pack to the price of a new gasoline engine at a dealership, you’ll likely find them surprisingly comparable.
To bring full circle to this story, I ran a vehicle history report on “Heidi” after trading it in. The records indicate it is still on the road, having just received a new registration the previous fall. While updated mileage wasn’t available, it’s reasonable to assume the car has well surpassed 250,000 miles by now and is still going strong. So, instead of fearing new automotive technologies, perhaps it’s time to embrace them.
