Europe and Japan offer the Civic as an e:HEV hybrid - a 2.0 Atkinson engine acting mostly as a generator for an electric motor, 184 PS, no plug. WLTP certifies it at 4.7 l/100 km against the 1.5 turbo's 6.1. More telling than the headline is the phase data: the hybrid is better in slow traffic than at high speed, the reverse of every petrol car on this site. Pakistan gets only the 1.5 turbo, which Pakistani owners record at 9.5 km/l in the city.
Each market tests to its own legal cycle, so these numbers describe the same engine measured three different ways. Read down a market, not across them. Figures are shown in km/l, with the market's own published unit beneath it wherever that unit differs.
| Variant | City | Highway | Combined | CO2 | Notes |
|---|---|---|---|---|---|
| 2.0 e:HEV hybrid, e-CVT 184 PS · 315 Nm · e-CVT · Hybrid | 23 4.3 l/100km | 16.5 6.1 l/100km | 21.3 4.7 l/100km | — | The hybrid Civic Pakistan is not offered. A 2.0 running the Atkinson cycle spends most of its time as a generator for the electric motor that actually drives the wheels, locking to the axle directly only at a steady cruise. Look at the two phase figures: it is BETTER in the low-speed phase than at high speed, which is the reverse of every petrol car on this site. That is precisely why a hybrid suits Pakistani traffic and why the advantage would be largest here, not smallest. Certified on Europe's WLTP cycle, measured in a laboratory on a rolling road. Pakistani heat, traffic and fuel will not reproduce it. Source |
| Variant | City | Highway | Combined | CO2 | Notes |
|---|---|---|---|---|---|
| 1.5 VTEC Turbo, CVT 182 PS · 240 Nm · CVT · Petrol | 10.1 9.9 l/100km | 18.2 5.5 l/100km | 16.3 6.1 l/100km | — | The same 1.5 VTEC Turbo Pakistan sells, and the most instructive row on this site. Europe certifies it at 9.9 l/100 km in city driving - 10.1 km/l. Pakistani owners of the same engine report 9.5 km/l in the city. A European laboratory and a Pakistani owner agree to within half a km/l. The gap people complain about is not between the lab and the road; it is inside the combined figure, which averages that 9.9 against a 5.5 highway phase most Pakistani drivers rarely see. Certified on Europe's WLTP cycle, measured in a laboratory on a rolling road. Pakistani heat, traffic and fuel will not reproduce it. Source |
Europe and Australia certify in litres per 100 km; the km/l figure above it is our conversion, at 100 ÷ l per 100 km. Korea certifies in km/l, so those rows carry the published figure alone and no converted one.
What the international specification genuinely gains, and what it does not.
Pakistan's eleventh-generation Civic comes one way: a 1.5-litre VTEC Turbo with a CVT. Europe and Japan sell that same engine, and alongside it the e:HEV hybrid.
The e:HEV uses a 2.0-litre running the Atkinson cycle, which spends most of its life as a generator rather than driving the wheels. An electric motor does the driving; only at a steady cruise does a clutch lock the engine to the axle directly, because at constant speed a mechanical path beats converting to electricity and back. System output is 184 PS with 315 Nm, and there is no plug.
On Europe's WLTP cycle the hybrid is certified at 4.7 l/100 km combined against the 1.5 turbo's 6.1 to 6.2. But the number worth studying is the phase breakdown. The hybrid returns about 4.35 l/100 km in the low-speed phase and 6.05 in the extra-high phase - it is better in slow traffic than at speed. Every petrol car on this site does the opposite.
That is the whole argument for hybrids in Pakistan, stated by a European laboratory. The conditions where a conventional engine is least efficient are exactly where a hybrid is most efficient, and those conditions describe most Pakistani driving.
The e:HEV pairs a 1,993 cc four-cylinder running the Atkinson cycle with two electric motors - a generator and a traction motor - for a system output of 184 PS and 315 Nm. There is no conventional gearbox. In most driving the engine turns the generator and the traction motor drives the wheels; above about 80 km/h a lock-up clutch connects the engine mechanically, because at a steady cruise the double conversion costs more than it saves.
The 1.5 VTEC Turbo sold in Europe and in Pakistan is a 1,498 cc direct-injection turbo rated at 182 PS and 240 Nm through a CVT.
Pakistan is offered the 1.5 turbo only, in Standard, Oriel and RS trims.
Three numbers on this page are worth reading together.
Europe certifies the 1.5 VTEC Turbo - the engine Pakistan has - at 9.9 l/100 km in the WLTP low-speed phase. That is 10.1 km/l.
Pakistani owners of that same engine report 9.5 km/l in the city.
Those agree to within half a km/l, which almost nothing else on this site does. The usual pattern is a lab figure needing a 20 to 30 per cent discount before it describes Pakistani driving.
What that tells you is where the real distortion lives. It is not that the laboratory cannot measure city driving; it is that the combined figure averages a 9.9 city phase against a 5.5 highway phase, and publishes the average. A Pakistani driver who rarely sees the highway phase will never see the combined number, and will see something close to the city phase instead.
The hybrid's equivalent phase figure is about 4.35 l/100 km, or 23 km/l. If the same correspondence holds, that is roughly what a hybrid Civic would do in Pakistani city traffic - against the 9.5 km/l the car actually sold here manages.
The eleventh-generation Civic was awarded five stars by Euro NCAP in 2022, with Honda Sensing standard across the European range: collision mitigation braking with pedestrian and cyclist detection, lane-keeping assist, adaptive cruise control, blind-spot information and traffic-sign recognition.
Pakistan's Civic carries six airbags, stability control and ISOFIX, and Honda Sensing is offered on upper trims - which makes the Civic one of the better-equipped Pakistani cars for driver assistance, and a genuine exception to the pattern elsewhere in this section.
Pakistan still has no crash-testing programme, so the locally assembled car carries no independent rating of its own, and the Euro NCAP result belongs to the European car rather than to it.
No. Honda Atlas sells the eleventh-generation Civic with the 1.5 VTEC Turbo only. The e:HEV hybrid is sold in Europe, Japan and North America and has not been announced for Pakistan.
On Europe's WLTP cycle the hybrid is certified at 4.7 l/100 km combined against 6.1 to 6.2 for the 1.5 turbo - roughly 25 per cent better. The gap would likely be larger in Pakistan, because the hybrid's advantage is biggest in slow traffic and that is most of Pakistani driving.
Because an electric motor is efficient at low speed and a petrol engine is not. In slow traffic the e:HEV runs mostly on its motor with the engine acting as a generator at its most efficient speed, and it recovers energy every time you brake. At a steady 120 km/h none of that helps, so the engine simply drives the wheels and the hybrid's advantage mostly disappears.
Pakistani owners report about 9.5 km/l in the city and 12.5 on the highway. Notably, Europe's own certification for that engine says 9.9 l/100 km in city driving, which works out to 10.1 km/l - almost exactly what owners here see. The complaint people usually have about official figures is really about the combined average, not the test.
Yes, on upper trims, which makes it one of the better-equipped Pakistani cars for driver assistance and an exception to the pattern across most of this section. It is not standard across the range as it is in Europe.
Manufacturer reference: https://www.honda.co.uk/cars/new/civic-hybrid/specifications.html
