Finally, Jeep offers a look at the next-generation Compass! But…there is a “but”.
For the past few years, European Jeep buyers have been able to get an electrified Compass 4xe that, at least at time of writing, never made it over to North America. Now, those same folks are getting an entirely new Compass crossover, and it’ll be available as a conventional hybrid, a plug-in hybrid or as a 375-horsepower EV. But don’t count on seeing this car in North America anytime soon…and we’ll get into the why of it all in a moment.
But first, let’s go ahead and dive into the details of this next-generation European Jeep Compass model. Stellantis showed off some design sketches in late 2022, but it’s taken this long to actually see a finished product. That’s because this new Compass has nothing to do with the one we currently know. It rides on the company’s new STLA Medium platform, and as a result measures out 6.1 inches longer than the old Compass. Its platform was developed with electrification in mind, in stark contrast to the SUV we’ve had for the past eight years, which originally had a 2.4-liter four-cylinder, then updated to a 2.0-liter turbo-four for the 2023 model year.
The new Jeep Compass for Europe obviously throws most the old styling out the window, too, going for a more angular look with sharp LED lights front and rear. If anything, you could liken some of its cues at the front and in profile to the larger Grand Cherokee, though the rear end is totally different.
Beyond that, the overseas Compass now offers up three powertrain options. A standard hybrid setup is the default, putting out a fairly anemic 145 horsepower. The plug-in hybrid brings that up to 195 horsepower for a bit more poke, but if you want more grunt beyond that you’ll have to go for the electric version. Three variants of the EV will also be available, ranging from 213 horsepower at the low end to 375 horsepower at the top of the range (so as much power as a Grand Cherokee 4xe, in other words). Stellantis didn’t share how large the battery in the new Compass EV is, but it does tout a WLTP-certified range of 400 miles on a charge. DC fast-charging capability maxes out at a decent 160 kW, with the automaker claiming a 20-to-80% charging time around 30 minutes. Not earth-shattering for those following the EV landscape in recent years, but at least competitive to similarly sized rivals.
But…what about a North American Compass?
Despite earlier understanding and Stellantis’ ambitions to sell a new Jeep Compass in the U.S., the current tariff situation upending the industry seems to be the main factor influencing the automaker’s decision not to sell it here — at least for now. The original plan was to develop and then build the next-generation Compass at the Brampton, Ontario plant, which the company idled in early 2024 (after stopping production of the last-generation Dodge Charger and Challenger) for retooling. The plant was supposed to reopen later this year, but a spokesperson told Car and Driver that the “dynamic environment” has the company reassessing its plans. “As a result, the Company has temporarily paused work on the next-generation Jeep Compass, including activities at the Brampton Assembly Plant.”
You could read that statement to suggest we will, eventually, see a new Compass. On the other hand, the automaker may decide to simply cancel plans to build it in Canada, effectively ensuring we won’t get a next-generation model at all. Right now, the company builds the North American Compass in Toluca, Mexico…which Stellantis also idled for the entire month of April due to the new tariffs. So it’s also unclear how much longer we’ll even get the existing model.
As for the next-generation Compass, European customers are able to order one now, with deliveries set for later this year.
Audi could utilize Volkswagen Group’s U.S. plants — building alongside other brands — to avoid sweeping tariffs against all its vehicles.
In the landscape of “foreign automakers”, Audi is one of the relatively few brands that fully meets that description, as they currently don’t build any vehicles in the U.S. That’s a problem, as the Trump administration’s 25% tariff on new cars coming into America compelled Audi to hit the pause button on imports as it scrambles for a solution. Now, according to an Automobilwoche report, the brand may ramp up production in as many as three U.S. locations moving forward.
Before diving into the finer details, it’s worth noting that Audi has not confirmed details of these reported production shifts, at time of writing. Nevertheless, a spokesperson did divulge to Automotive News that it is “currently examining various scenarios” and that the company is confident it “will be able to decide on the specific details in consultation with the [VW] Group before the end of this year”.
“We want to increase our presence in the U.S.,” the spokesperson told the outlet.
Volkswagen’s Chattanooga plant could well be one of the sites Audi utilizes to build certain vehicles in the U.S. (Image: Volkswagen Group)
Audi could use existing facilities to build up U.S. production
Unlike some smaller-volume manufacturers, Audi does have a potential ace up its sleeve, being part of Volkswagen Group. While Audi doesn’t currently build any cars in the U.S., VW does — and its Chattanooga plant could be one of Audi’s solutions to mitigating automotive tariffs. Chattanooga currently builds the Volkswagen ID.4 for the U.S. market as well as the Atlas SUV, employing 5,500 people in the process. Audi could build its Q4 e-tron, which rides on the same MEB platform for electric vehicles as the ID.4.
Volkswagen’s manufacturing facility in Tennessee is fairly new (coming online in 2011), but there’s another, even newer facility that Audi could also utilize. Scout Motors is currently building out a $2 billion facility near Columbia, South Carolina, with that plant aiming to produce the first vehicles under VW Group’s semi-autonomous Scout brand in 2027.
Sources told Automobilwoche that the company could — and, as none of this is confirmed yet, I have to further emphasize the word could — manufacture its Q8 e-tron SUV there, instead of in Mexico. Audi cancelled that model with the closure of the plant that built it in Brussels, Belgium (the Q8 e-tron, formerly known as just “Audi e-tron” until 2023, was imported to the U.S. from that facility). Since the Scout Motors plant is still finishing up construction though, it’s unclear where Audi could fit into the equation, and whether a potential decision to build a next-generation Q8 e-tron there could come in ahead of Scout production. There’s also the question of how bringing Audi in would affect Scout’s production timeline, if it affects that 2027 date or the new brand’s production ramp-up in the following years.
A supposed third site may produce the new Q6 e-tron model, which is currently built at its headquarters in Ingolstadt, Germany. It’s unclear where the automaker would actually build it if it did decide to build models for the American market here, but it sounds like we’ll have more information on that in the coming months.
Rivals are better equipped to handle tariffs, at the moment
Unlike Audi, rival luxury automakers have been building vehicles in the U.S. for decades. BMW builds most of its SUVs, including its best-selling X3 and X5, at its Spartanburg, South Carolina plant. Mercedes-Benz has also been building SUVs outside Tuscaloosa, Alabama since 1997. As a result, they’re well equipped to weather 25% tariffs, while other companies build relatively few models here right now. Lexus, for its part, builds the ES in Kentucky and the new TX in Indiana. Volvo builds some cars outside Charleston, South Carolina, but most are still built overseas, and likely to be the hardest hit by these new tariffs.
Toyota aims to bring a “dose of bold athleticism” to its run-of-the-mill Corolla hatchback with the FX Edition.
As crazy fun as the GR Corolla is, the bulk of Toyota’s sales success with the model lands on the ordinary, daily driver-friendly sedan and the hatchback. Following up the automaker’s FX treatment for the sedan last summer, we’re now getting more of a true to form spiritual successor to the FX16 from the 1980s (since that was also a front-drive hatchback).
What we’re looking at with this throwback model is a jazzier version of the standard hatchback, complete with 18-inch gloss white wheels, for a start. You also get a sportier rear wing, sport touring seats and bright orange stitching — which pretty much forces you into choosing the bright orange Inferno paint color. You can technically get it in Ice Cap (white) or Blue Crush Metallic…but if you want something that looks lively, I’d lean toward this combo.
For better or worse, though, that liveliness doesn’t translate to any powertrain upgrades. You still get the same 2.0-liter “Dynamic Force” four-cylinder engine as before, putting out 169 horsepower and 151 lb-ft of torque. Toyota unfortunately dropped the manual transmission option a couple years back too, which would have been a great fit for a modern FX16 of sorts. While the sedan did get a couple suspension and steering tweaks, the automaker also makes no mention of those upgrades translating to the hatchback, either. Oh well…on the up side, you should get around 33 mpg combined, so this FX is no less frugal than its standard hatchback counterparts.
The 2026 Toyota Corolla Hatchback FX builds on the base SE trim, with a couple extra higher-end features. Like the sedan, the FX hatch borrows the slightly larger 7-inch digital instrument cluster and a standard wireless phone charger. However, unlike the sedan, you’re stuck with the 8-inch infotainment setup (while the sedan gets a larger 10.5-inch screen). It’s a bit of a weird omission, but no other Corolla hatch gets the larger screen — not even the GR Corolla.
If you want a Corolla Hatchback FX, Toyota is only making 1,600 examples, so you’ll have to act fast to snag one. The company did not mention pricing yet, but it did mention these cars would be available at dealerships in the fall. On the sedan side, the FX costs about $2,000 more than a standard SE, so that will likely play out here. Handily, that sort of price hike slots the FX right between the Nightshade and the XSE at roughly $28,000 including destination, so expect to see that kind of price tag in a few months.
Scout is working toward building its first vehicles in South Carolina, and the company just dropped another nugget of information about them.
We’re still a couple years off from the first Scout Traveler SUV and Scout Terra pickups actually hitting American streets. Nevertheless, conversation is still swirling about how they’ll come together at the Volkswagen Group subsidiary’s $2 billion Blythewood, South Carolina plant in calendar year 2027. Specifically, folks are interested in the “Harvester” range extender system: a gasoline engine that will supply power to the otherwise all-electric vehicle to alleviate range anxiety for prospective owners. Now, VW Group’s Chief Financial Officer shared that the engine the company will use is sourced from Mexico.
Throughout its development, Scout conceptualized the return of an iconic American SUV as a pure EV, but has since brought in the extended-range option for people who want that extra buffer. And so many people want it, in fact, that it’s become the most popular option for both the Scout Traveler and Terra over the full-electric version. The automaker’s approach is similar to other range-extended EVs of the past: use the gasoline engine strictly as a generator feeding electricity into the battery (and onto the wheels), rather than drive the vehicle directly. BMW took that approach with the i3 as did Chevrolet with the Volt, while Ram is going that route with its “Ramcharger” plug-in hybrid.
Volkswagen Group’s CFO, Arno Antlitz, disclosed more specific details for the forthcoming Scout range extenders during the company’s first-quarter earnings call (as reported by Automotive News). The company’s Silao, Mexico plant, which has been in operation since 2013 and supplies two notable engines: the EA888 and EA211. The former is iconic for its presence in everything from the Tiguan to the Golf GTI and the Golf R. The EA211 doesn’t see any play in U.S.-market cars, but the smaller displacement powerplant does feature in VW’s products outside North America, like the Polo.
Scout Motors CEO, Scott Keogh, previously spoke of the range extender as a “good, high-output, four-cylinder, small engine.” Antlitz added that the engine will not be turbocharged, so that may omit the EA888 from contention. With the gas generator onboard, Scout says Harvester-branded models should manage up to about 500 miles of driving range between pure EV conditions and relying on the range extender. While the EA211 is available in three-cylinder configuration, this latest nugget most likely narrows things down to either a 1.2-liter or 1.4-liter version of that engine.
We still lack most of those technical details, of course, and this more or less confirms what folks originally guessed at when Scout first debuted its upcoming models last year. When the Harvester models finally do arrive, they’ll have that gas engine sitting behind the rear axle — let’s not forget the other Volkswagen Group car that made such a configuration iconic — where Keogh said it’s “so far away you don’t hear it, you don’t feel it”. In other words, even with the range extender, the new Scouts are still an EV-first prospect, just not with the ostensible downside of only having a battery to sustain your travel.
Construction on the new Scout Motors plant began last year (, including new railway lines and an exit off nearby Interstate 77, all of which should wrap up by late next year. From there, the first production units will actually roll out in calendar year 2027, if all goes to plan, with the 1,100-acre plant creating over 4,000 permanent jobs building up to 200,000 vehicles annually.
Shipping a car for the first time can feel overwhelming, but it doesn’t have to be. Understanding the basics of car shipping, including choosing the right carrier and preparing the vehicle for transport, is essential for a smooth experience. Many inexperienced shippers often overlook critical steps that can lead to complications and increased costs.
As the automotive industry continues to evolve, more individuals find themselves needing to transport their vehicles across various distances for different reasons. Knowledge about the shipping process, insurance options, and timelines can empower first-time shippers to make informed decisions and avoid common pitfalls.
This comprehensive guide aims to demystify the car shipping process and provide practical advice for those looking to successfully manage their vehicle transport. From selecting a trustworthy shipping company to understanding the paperwork involved, this guide offers valuable insights that will ease the journey ahead.
Understanding Car Shipping Basics
Car shipping involves specific steps and considerations that ensure a smooth transportation experience. It is essential to choose the right service, adequately prepare the vehicle, and understand insurance coverage during transit.
Choosing the Right Auto Transport Service
Selecting an auto transport service is crucial. One must consider factors like reliability, experience, and customer reviews. Look for companies that offer:
Open or enclosed transport options
Door-to-door or terminal-to-terminal service
Tracking services for real-time updates
Inquire about the costs involved, including any hidden fees. Request quotes from multiple providers to compare services. Checking for licensing and insurance is imperative to ensure compliance with regulations.
Preparing Your Car for Shipment
Preparing a car for shipment involves several steps. Begin by cleaning the vehicle to identify any existing damage. Remove personal belongings and any aftermarket accessories.
Important preparations include:
Checking fluid levels
Ensuring tires are properly inflated
Noting any mechanical issues
Taking clear photographs of the car before shipping can also help in case of disputes. Keeping a copy of the maintenance and inspection records can be beneficial for both the owner and the transport service.
Insurance and Liability During Transit
Understanding insurance coverage is vital when shipping a car. Most auto transport companies provide liability insurance, but coverage limits may vary. Customers should clarify what is included in the standard policy.
It is advisable to:
Review the transport company’s insurance policy
Consider purchasing additional coverage if needed
Verify if personal auto insurance extends to transport situations
Knowing the liability terms allows customers to make informed decisions and provide peace of mind during the shipping process.
Navigating the Logistics of Car Shipping
Shipping a car involves specific steps and choices, especially for locations like Hawaii. Understanding the logistics can simplify the process, ensuring timely and efficient transportation.
Example: The Process of Shipping Cars to and from Hawaii
Shipping a car to or from Hawaii requires careful planning. The primary mode of transport is via a cargo ship, as there are no road connections to the islands.
Key Steps:
Choose a Shipping Company: Research companies specializing in Hawaii car shipping. Look for customer reviews and insurance options.
Prepare the Vehicle: Clean the car and document its condition. Remove personal items as these may not be insured.
Book the Shipment: Schedule pickup dates and provide necessary paperwork, including title and registration.
Shipping usually involves terminal-to-terminal or door-to-door service. Expect the journey to take 2-3 weeks, depending on the origin.
Selecting Pickup and Delivery Options
When arranging car shipping, selecting the right pickup and delivery options is crucial.
Options Include:
Terminal-to-Terminal: Drop off the vehicle at a shipping terminal and pick it up at the destination’s terminal. This option is often more economical.
Door-to-Door: The shipping company picks up the vehicle directly from the owner’s location and delivers it to their desired address.
Factors to consider include cost, convenience, and timing. While door-to-door is more convenient, terminal options can reduce shipping expenses. It’s important to get quotes from multiple shippers to evaluate the best choice based on individual requirements.
Shipping a car for the first time can be daunting, but a few key steps can simplify the process. Begin by researching reputable auto transport companies, checking reviews and ratings. Obtain multiple quotes to compare prices and services.
Understand the shipping options: open transport is more affordable, while enclosed transport offers better protection. Prepare your vehicle by removing personal items, documenting its condition with photos, and ensuring a full tank of gas. Review the contract carefully before signing, paying attention to insurance coverage and delivery timelines. Finally, stay in communication with the shipper for updates throughout the transport process.
A fan thinks that the Jeep J6 Honcho pickup truck concept would bring people back to the brand.
Q: (Via: AskNathan@TFL.com): The best way to save Jeep is to build the J6 Honcho for real!
I own a Gladiator Sport and it’s a great truck, except it is not so little and I wished and wished that Jeep would make a smaller version of this. When I saw the Jeep J8 Concept that you guys drove during the 2025 Easter Jeep Safari, I was very curious. Tommy seemed to think that this could make it to production. I wanted to get your perspective on it. I would totally trade in my Gladiator for one because it addresses one of my biggest issues with the Gladiator. It is so long that it makes off roading hard. I go off road a lot and having something lighter and smaller with a good 4×4 system is important. The only reason I have a Gladiator is because I need something to haul tools during the week and my mountain bikes on the weekend. I think the J8 Honcho would be great for that.
— What do you think?
A: I have to admit, it looks great; but…
I have a hard time believing that Jeep/Stellantis has the budget to build something that won’t accomodate more than two people. They have to look at how a production vehicle like this will give them a good return on their investment. Sure, this might sell well for a year or two, but there are too many consumers who would complain that it can’t hold more people. This would most likely be a $35 – $40,000 truck, which would start with the disadvantage with passenger space, and (possibly) price.
I just don’t see Jeep taking the gamble on going all-in on production. On the other hand, there’s a chance that they would consider making this a MOPAR kit, like the J8 conversion. The JK-8 pickup conversion kit (to be used with the JK four-door Unlimited) cost about $5,500 – and that was before labor. I’ve seen a few here and there, and even talked to a guy who added the conversion himself, which took about a month, pretty much solo. He seemed happy, but it was a bit flimsy.
From what we’ve seen this this J6 Honcho seems like it could be a much more complete package, one that might be a popular kit – if the pricing was reasonable. One of the issues with the old kit was the towing and payload numbers were poor. Unlike the Gladiator, which is truly built to tow and haul, the frame of the JL – not so much.
We’ll see what Jeep has in store soon. I hope.
— N
The next paraphrased question/statement has to do with people’s reluctance to consider EV or hydrogen tech for trucks.
Q: (Via: YouTube – paraphrasing comments and texts about EV and hydrogen trucks)
There is no future with electric or hydrogen trucks…
— Many comments over the past few years
A: After a few videos we put together regarding hydrogen power and EV powered trucks…
Rather than argue about energy density, or the potential for future applications, I thought these videos would help answer some of that. I do want to include something: I have never believed in “one size fits all” for any technical solution. In some places it makes more sense to use one thing over another. It’s just that simple to me, and I think there are some out there that agree with me.
☓ Infotainment is decent, but nothing earth-shattering
✓ Genuinely snappy, plenty of passing power
☓ No lumbar adjustment, even on Sport Touring
✓ Compliant ride
☓ Expensive price tag
✓ Useful (and not overbearing) driver assistance tech
The 2025 Honda Civic Hybrid checks a lot of boxes, but how does it fare on an LA-to-Denver road trip?
This isn’t the first time we’ve had a hybrid Honda Civic on the market — but it’s supposed to be the best yet.
While the third-generation Insight was always a well-intentioned car that aimed to woo some folks out of the Toyota Prius or Hyundai Elantra Hybrid, it just didn’t bring the sort of brand recognition and staying power as well-established models like the Accord and the Civic. So, you brought your small hybrid offering back under the Civic banner to ratchet up adoption, and you know what? Even before turning a wheel, that was a good decision.
You see, the eleventh-generation Civic outsells even the Accord by two-to-one, with dealers shifting nearly 60,000 units in March alone, putting up numbers that bring it into contention with its best-selling CR-V. Add in a hybrid option — as Honda’s also offered with the CR-V and Accord over the past several years — and you have a combination that is truly tough to beat…but perhaps a road trip will reveal some flaws we wouldn’t catch in our standard media drive or week-long fleet test?
I certainly hoped so, as I grabbed the key to a 2025 Civic Hybrid Sport Touring hatchback Honda provided the TFL team for a three-month long-term loan. Over that period, we want to get a far better sense of just how effectively the automaker pitches its car against mainstays like the Toyota Prius and Corolla Hybrid, especially as the need for a more efficient, lest costly to own car is at the top of folks’ minds as they try to navigate today’s market. After sampling the sedan in Montreal and the hatch in Nashville, I was able to give this car a much longer shakedown, driving it 1,200 miles from Los Angeles back to our base in Boulder, Colorado.
Covering the basics
Before setting out, I already had a good idea what to expect based on those past couple media trips. Under the hood, Honda’s given the 2025 Civic Hybrid a familiar two-motor setup. The gas engine in this equation, a 2.0-liter Atkinson cycle four-cylinder, typically works with the first of two electric motors to generate electricity, then that energy is sent to the second drive motor, powering the front wheels. At higher speeds, Honda uses a lock-up clutch between the generator and that second motor, allowing the gas engine to directly drive the wheels. While it’s not quite as potent as the system powering the Accord or CR-V, the Civic Hybrid still manages a respectable 200 horsepower peak output (same as the 1.5-liter turbocharged Si), and up to 232 lb-ft of torque to the front wheels.
That sort of on-paper performance also puts Honda’s compact hybrid ahead of rivals like the Toyota Corolla Hybrid as well as the Hyundai Elantra Hybrid, and even the dramatically improved Prius. Official EPA figures put the hatchback model at 50 City / 45 Highway / 48 Combined mpg, with a total driving range of 595 miles for every 12.4-gallon tank of fuel. Opt for the slightly less practical sedan, and you’ll benefit from 1-2 mpg better fuel economy, but lower driving range thanks to the smaller 10.6-gallon fuel tank (for packaging reasons, since there’s less space to fit a larger fuel tank with the 1.06-kWh battery pack).
In terms of styling and dimensions, the 2025 Honda Civic Hybrid is virtually identical to its gas-powered counterparts, regardless of whether you choose the sedan or hatch. Up front, updated Civic models get a mildly tweaked front fascia, with sedans getting darker tail lamps. Inside, Sport Touring models like this one get an updated 9-inch infotainment system with Google built-in apps and a 10.2-inch digital instrument cluster. All other Civic models, including the base Sport Hybrid, get a smaller 7-inch unit, and do not get leather-trimmed seats, Bose premium audio system, wireless Apple CarPlay/Android Auto capability (though you can still plug in), or wireless phone charging.
As horrific as the stories can be trying to navigate around Los Angeles, sticking to the freeways is still the quickest option when you’re staring down a 16-hour-plus drive back home, not accounting for stops. Fortunately, the traffic gods smiled upon me as I hopped on the notorious 405 freeway on the first part of my homeward journey. Right off the bat, you notice just how much power the Civic Hybrid has to give. Not only does it have the grunt to get out of its own way accelerating onto a 65 mph freeway, but the Hybrid hatchback’s specific spring and shock tuning as well as the “Active Sound Control”, and the Sport Touring’s wheel resonators, make for a quiet and dignified cruising experience once you’re up to speed.
Getting out on the highway also gives you the ability to test out Honda’s plethora of driver assistance features, baked into the Honda Sensing suite. That includes standard lane-keep assist, road departure mitigation, blind-spot monitoring, adaptive cruise control and, if you aren’t paying quite as much attention as you should be, forward collision warning and collision mitigation braking.
Nearly all Civic rivals sport similar tech these days, but what made Honda’s system more pleasant to use is that it’s not absurdly overbearing in terms of keeping you in your lane. Keep in mind, though, the system works best when the lanes are clearly marked and you aren’t dealing with inclement weather. It also insists you keep your hands on the wheel since it is not an autonomous system, and will ping you to put in some steering effort about every 5-10 seconds before sounding an alarm, and disengaging the system entirely if you still don’t respond after that.
For the first couple hours working through the Inland Empire toward I-15, the 2025 Honda Civic Hybrid offered a compliant ride, while the hybrid system was nearly imperceptible when the gas engine did need to kick in to maintain highway speeds. Because of Honda’s EV-like, direct-drive approach, the most you’ll hear of the engine under light acceleration and cruising is the EV light shutting off in the gauge cluster. Under harder runs, the engine will spring to life — though the bulk of what you’re hearing is fake engine noise that makes the Hybrid sound like an Si. That said, I enjoy the Si sounds so that doesn’t particularly bother me, though I know some folks hate augmented engine noise under any circumstance.
Settling into a 1,200-mile road trip revealed a couple annoying details…
On the whole, the 2025 Honda Civic Hybrid was making a ton of sense as a competent road trip machine…with two exceptions. Sticking with that whole EV-like approach for a moment, Honda offers up paddle shifters with four levels of regenerative braking. Leave the car to its own devices, and it’ll work out how much regen to apply based on the battery’s state-of-charge and the sort of incline you’re driving on. Broadly speaking, it works in the sense of making the Civic Hybrid feel like it has a conventional transmission, even when it doesn’t.
If you are looking for a more bona fide EV experience, though, some words of caution: Even the most aggressive level doesn’t slow you down enough to mimic one-pedal driving. Annoyingly, after you start accelerating again, the system also reverts to its lowest setting, so you have to click back down a few pegs if you prefer not to adjust the amount of charge trickling back into the battery through the brake pedal.
Another (admittedly minor) gripe: One of the first things I go for when settling into the long cruise are the seat adjustments. And while the leather-trimmed seats in the Sport Touring Hybrid are reasonably comfortable, what you don’t get, even on this $34,755 top-end model, is any kind of lumbar adjustment. It’s a tiny detail and I wouldn’t expect anything fancy like four-way lumbar support or massaging seats, but still…to me, the lack of just a little lower back support is a weird omission for a car that brings a ton of other useful features to the party.
So, what’s the Civic Hybrid like to actually drive?
Taking the 2025 Honda Civic Hybrid hatchback onto the LA freeways and out into the vast expanses of the Mojave desert was a good opportunity to test out the car’s ride quality and assistance systems. The whole point of a “road trip”, though, should be to at least occasionally leave the Interstates and explore a bit. Fortunately, the hills and canyons that dominate the Southwest provided ample opportunity to test this Civic’s handling capability, as well as its punch.
Even with the extra weight of a battery pack and electric motors onboard, Honda packaged this Civic in such a way that it loses little of the fun factor. Sure, in the main the Civic Si or the Type R on high-performance summer tires will out-grip and out-corner the hybrid, which in this case rides on Goodyear Assurance Finesse all-seasons. Even so, the Civic Hybrid hatchback offers remarkable body control when the road gets twisty, while the steering is well-weighted and precise (and the Individual drive mode lets you tune the steering feel, as well as the throttle response, engine sound and gauge style to your liking).
Whether you’re rolling down a dead-straight Interstate or on a twisty back road, the new Civic Hybrid can be a comfortable cruiser and a fun corner-carving companion while still returning remarkably good fuel economy. Better yet, even though 200 horsepower may not sound like much, Honda tuned the powertrain to smoothly deliver all the passing power you need when you need it, before calming right back down into the cruise.
The interior is familiar, with a few quality-of-life tweaks
Honda struck a nice balance between style and ergonomics with the 11th-generation Civic, and that carries through unmarred to the 2025 Hybrid models. If you’ve sat in a fairly new Civic, then you’ll feel right at home with the honeycomb mesh for the HVAC vents, the simple gear selector, tactile and satisfyingly clicky climate control knobs and straightforward steering wheel buttons. It’s no muss, no fuss approach just works, and the 2025 Honda Civic lineup (hybrid or not) gets updated 3.0-amp USB-C ports in the front for easy connectivity if you have a newer smartphone.
Then there’s the infotainment system. On the whole, the Hybrid Sport Touring’s upgraded 9-inch setup with the Google apps baked in is a welcome improvement, akin to what Honda’s rolled out through its other revamped models. Functionally speaking, it’s not that different than the preceding system, but having Google Maps native in the system is nice if you don’t want to rely on phone projection, and the new system is a bit snappier than what came before. But here’s the rub: All the other Civic trims get the smaller 7-inch unit without Google Built-in, which feels even smaller with the annoyingly large sidebar and top bar taking up real estate. The only time those bars go away is when you plug in to Apple CarPlay or Android Auto (but at least you have the option, even if the Sport Touring is the only model to offer wireless phone projection).
You’d think the hybrid setup would compromise interior space, but Honda packaged this car so you only lose 2.4 cubic feet throughout the entire cabin, so it’s hardly noticeable. Even better, the hatchback maintains exactly the same amount of cargo space as its purely gas-fed counterpart, offering 24.5 cubic feet with the second row in place. With the seats folded, that expands out to 46.2 cubic feet, which instantly makes the hatchback my go-to for best all-around road tripper and daily commuter over the sedan’s 14.5-cubic-foot trunk.
Apart from pretty good space and comfortable seats, the 2025 Civic Hybrid hatchback has a thoroughly Civic interior, and that’s that. The rear passengers don’t get HVAC vents or USB-C ports of their own sadly, so folks in the back may not have the best time on a long trip. That said, apart from the lack of lumbar adjustment, the front seats are a thoroughly pleasant and comfortable place to be for you and your plus-one.
All right, so the Civic Hybrid claims awesome fuel economy. Is it actually that good?
From the deserts and canyons of Arizona and Utah to the 11,158-feet Eisenhower Tunnel in Colorado (site of the world-famous Ike Gauntlet, of course), I expected the uphill climb from LA to hamper the Civic Hybrid’s 45-50 mpg figures a bit. The majority of this 1,200-mile trip — even on the back roads I alluded to earlier — ran at highway (55+ mph) speeds. So, among the Civic Hybrid hatchback’s 50 City / 45 Highway / 48 Combined mpg ratings, we’re eyeing something closer to that 45 mpg highway rating.
Over a 1,189.5-mile trip from Los Angeles to our headquarters in Boulder, Colorado, including a few small detours along the way, I spent a total of $89.21 for 27.68 gallons of fuel (Honda recommends 87 Octane for the Civic Hybrid, and that’s what I stuck with here). While the trip computer suggests a fuel economy rating of 45.5 mpg — more or less right on the money — the actual math works out to 42.97 mpg over the entire trip.
Here’s a closer look at how the Civic Hybrid performed on each leg of the journey, starting with a full tank in LA:
Fuel Stop
Segment miles
Gallons Used
Fuel Cost
Segment Average MPG
1) Kingman, AZ
364.1 mi
9.1 gal
$28.20
40.01 mpg
2) Flagstaff, AZ
151.4 mi (515.5 total)
4.13 gal
$12.75
36.7 mpg
3) Moab, UT
317.2 mi (832.7 total)
6.29 gal
$23.75
50.43 mpg
4) Superior, CO
356.8 mi (1,189.5 total)
8.16 gal
$25.21
43.73 mpg
Full triptotals
1,189.5 mi
27.68 gal
$89.91($0.07/mile)
42.97 mpg
It’s worth noting that this particular 2025 Honda Civic Sport Touring Hybrid had just 701 miles on the clock when I picked it up. It stands to reason that we may be better results down the road since we’re just barely beyond the break-in period, and our recent tests have shown a remarkable difference in fuel economy after we put some miles on.
We’re testing this Civic Hybrid hatchback over the next few months, so I’ll be sure to post another update down the road. Even though the trip computer seems a little optimistic for this nearly 1,200-mile road trip, 43-ish mpg is still mightily impressive, considering I spent most of trip at highway speeds and madeno effort whatsoever to hypermile these results.
Road Trip Verdict: The 2025 Honda Civic Hybrid is the Civic to buy (with one catch)
When I drove the Civic Hybrid hatch in Nashville, I mentioned that I couldn’t make up my mind between buying this car or the Si, if I were actually in the market. Both ride on the same platform and have the same general set of features, but target different demographics. The Si is sedan only, but exclusively comes with a 6-speed manual transmission (and that’s increasingly difficult to find these days…). The Hybrid, for its part, offers up better practicality with the hatchback option and significantly better fuel economy. I’d argue the Sport Touring is also a bit more comfortable, what with the less aggressive leather seats (or even the cloth ones, if you go for the base Sport Hybrid).
And as much as I love both the Civic Si and the Type R as they rage against the dying of the light by keeping that third pedal…for the vast majority of you folks shopping a new car out there, this Civic Hybrid hathback is a no-brainer. Not only is it the one I’d lean toward as a long-term commuter and road tripper, but it’s winning me over as one of the best road trip cars for the money, if you can handle the one catch.
That one catch is, of course, is the price tag. We are still talking about an economy car here, and the Sport Hybrid hatch’s $31,300 asking price is $2,700 more than the standard Sport, with its 150-horsepower 2.0-liter engine and no electric assist. In the long-term, that extra cash is worth it for the added performance and fuel economy, but spending upward of $35,000 for a small hatchback (plus taxes and registration fees, remember) could be a tough ask if you’re shopping for a compact on a tight budget.
Still, given the current car-buying climate and if you can swing it, the 2025 Honda Civic Hybrid hatchback is an excellent choice, all things considered.
Hyundai’s three-row electric SUV is about to hit dealers, and now we know how much it’ll cost.
It’s been a couple years since the flagship Kia EV9 first hit the scene, and now Hyundai’s counterpart will offer buyers another option. Hyundai announced official pricing for the Ioniq 9 Friday, and (surprise, surprise) it lands in the same ball park as its sister EV.
Starting off the lineup, you have the option of the 2026 Hyundai Ioniq 9 S. The base trim packs a single, 215-horsepower electric motor at the back, but offers the best range, at 335 miles. If you want the least expensive Ioniq 9, this one will get you back $60,555 before any applicable tax credits. Because this EV is built in America at Hyundai’s new Metaplant in Ellabell, Georgia, it is currently elgible for the $7,500 federal tax credit, even at the upper bounds of its price band.
In typical fashion, you’ll step up the ladder with the SE and SEL, both of which offer a longer feature kit than the preceding model and a dual-motor, all-wheel drive configuration. These models kick out 303 horsepower, while losing a bit of range to manage just 320 miles (not that bad if you’re looking for better performance or all-weather capability). The SE starts at $64,365 and the SEL kicks that up to $67,920.
At the higher end of the spectrum, there are the 2026 Hyundai Ioniq 9 Performance models. These are the most potent of the bunch, with 422 horsepower on tap, while earning the lowest range figures (311 miles). Three Performance trims are available: the $72,850 Limited, the $76,590 Calligraphy and the $78,090 Calligraphy Design.
All 2026 Hyundai Ioniq 9 buyers will have a standard NACS port instead of the old CCS setup (though Hyundai is including a NACS-to-CCS adapter so you can still plug into CCS charging stations). You’ll also have the option of a standard ChargePoint Level 2 home charger at no charge, or a $400 public charging credit if you can’t use the home charger.
Hyundai says Ioniq 9 SUVs should arrive at dealers this month. While we’ll have more coming up on the Ioniq 9 soon, Andre also had the opportunity to drive a Korean-spec version. You can check that out below:
While TFL hasn't reviewed too many Subarus in the past few years, I just seized the opportunity to buy a bargain of a WRX for my next long-term daily driver.
