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Review: Honda Hybrid Engines and What Sets Them Apart

Hybrids are becoming more popular. Would you believe that? It is not that hard to believe with petrol becoming more expensive and the cost of replacing batteries dropping significantly.

It was just about a decade ago when car buyers were spooked by the monumental cost of replacing hybrid batteries. Technology has caught up, hybrid batteries are cheaper than ever (in the rare event they need to be replaced), and hybrid cars themselves are more accessible.

But did you know that there are different hybrid technologies available in the market? There are basic capacitor-based technologies. These store energy so that your car can continue to run when the engine automatically shuts off at the traffic light to save precious fuel.

And then there are more sophisticated ones whose sole purpose is to use as little fuel as possible.

Take Honda’s hybrid tech for example, based on the Atkinson Cycle internal combustion engine, it is one of the most efficient systems in the market right now with official fuel consumption ratings of just 20km per litre of fuel (we managed 19.8km per litre during an independent test).

What is Atkinson Cycle?

There are two main but different combustion technologies available in the market. One is the more conventional Otto Cycle which is found in most cars, and the other is Atkinson Cycle.

We are about to get more technical but the fundamental difference between the two is in the stroke ratio. A stroke is described as a “single complete movement of a piston in one direction, either upwards or downwards, within the cylinder”.

There are three important strokes, an intake stroke which draws a mixture of air and fuel into the cylinder. Then there is the compression stroke which compresses the air-fuel mixture when the cylinder moves upwards. And then there is the power stroke, where the compressed mixture is ignited by a spark plug, causing a powerful explosion thus generation power to move the wheels.

To describe the difference between Otto and Atkinson Cycles, we will focus on the compression and the power stroke.

In an Otto Cycle engine, the compression stroke and the power stroke are of equal length. With an Atkinson Cycle, the power stroke is longer than the compression stroke.

The benefits of a longer compression stroke is that all the gases can expand more fully, thus extracting more energy from the fuel before it is sent out as exhaust fumes.

This leads to significantly higher thermal efficiency but there is a trade-off. Atkinson Cycle engines have a lower power density and less torque, especially at lower RPM’s.

Honda’s engineers though, have found a solution to that and that is to mate the more efficient Atkinson Cycle engine to an electric motor.

The motor solve the core issue of the Atkinson Cycle engine because they create almost all their torque from just zero rpm. Providing acceleration akin to an electric vehicle.

So, how does it benefit you?

Simply put, it lets you travel further with lesser fuel.

Honda’s e:HEV system has three modes:

1. EV drive mode: During acceleration and at low speeds, the car is driven purely by the electric motor. The engine is completely shut at this point.

2. Hybrid drive mode: At moderate speed such as in the city, the Atkinson Cycle works as a generator. It works at a constant, highly efficient rpm rate to generate electricity which drives the wheels. The engine does not drive the wheels directly in this mode.

3. Engine drive mode: At high speeds such as on the highway, the engine drives the wheels directly through a lock-up clutch. In this mode, the engine runs at a constant rate where it is most efficient. As such, it can directly power the car without any compensation from the electric motor.

All of this happens with you barely noticing anything. If you really tune in and put your ear down, you can make out a slight hum indicating the engine is working.

Which Honda models offer this tech?

All of Honda’s models have a hybrid variant, and all Honda hybrid models come with technology mentioned above.

But we recently took a Honda Civic and Honda CR-V on a drive to Penang to understand how they work, and there is one thing that surprised us.

As similar as the systems are, the hybrid technologies in the Civic and the CR-V are quite different.

With Honda’s hybrid technology, there is no gearbox in the traditional sense. Instead, the wheels are powered via the electric motors and by the engine at high speed, through a lock-up clutch.

So even though Honda’s specification sheets say there is an e-CVT transmission, the reality is that there are no gearshifts happening underneath the car.

That sound of gears shifting when you drive the car? Well, that is purposefully engineered and piped into the cabin through the speakers. In essence, the sound is artificially augmented for your driving pleasure, and it sounds real good too.

But that is not to say there are no gears whatsoever, and therein lays the key difference between the Civic and the CR-V.

The Civic only has one high gear that drives the wheels at all times. The CR-V on the other hand has a high gear and a low gear.

The reason why the CR- V has a low gear is that in some markets, towing capability is essential. And that is what the low gear is for – towing.

Whether it is towing a jet ski or a motorcycle, the fact of the matter is, the CR-V is built to handle it.

As for towing capacity, the CR-V can manage up to 750kg’s of braked towing, that means a trailer with a braking system. Or up to 600kg’s without a braking system.

What about the cars themselves?

Since we only drove the Civic and the CR-V, we will focus on that. The CR-V e:HEV RS is the flagship Honda for the Malaysian market, and it feels like it too.

It offers a spacious cabin with the 12-speaker BOSE sound system being the jewel of the interior. It is rare for a car of this price range to come with a BOSE sound system so credit to Honda Malaysia for managing that.

Besides being spacious, the interior of the CR-V hybrid is one that is incredibly refined. Achieved through a combination of technologies such as double-glazed windows, noise cancelling technology and even sound resonator wheels. All this works in unison to keep the interior incredibly quiet and refined even at highways speed.

The CR-V is powered by a 2.0-litre, naturally-aspirated, Atkinson Cycle engine with electric motors. It produces a combined system output of 244PS and 335Nm of torque. As for performance, it has a top speed of 187km/h and accelerates to 100km/h in just nine seconds.

The Civic on the other hand feels a lot sportier. Perhaps it is because you sit closer to the ground, and this makes the entire experience feel a lot more purposeful.

The new Civic has grown substantially and this translates to a roomier interior.

The two cars share similar dashboards but the seats on the Civic e:HEV RS are wrapped in a combination of half leather and suede like material.

This writer personally prefers the leather seat on the Civic V-Spec because it offers more padding and as such feels more comfortable. The seats on the RS feel sportier in comparison. Perhaps age may be a factor.

The Civic does not have as much sound deadening tech as the CR-V, as such you hear more of the world outside.

As for the powertrain, the Civic is also powered by a 2.0-litre, naturally-aspirated, Atkinson Cycle engine mated to an electric motor.

With 235PS and 315Nm of torque, the Civic sees off the charge to 100km/h in 7.9 seconds and tops out at 180km/h.

But where the Civic lacks power, it makes up for in efficiency. The Civic needs just four-litres of fuel to travel 100km while the CR-V needs five-litres.

Final words.

In a world where new car brands are emerging faster than ever, legacy car makers like Honda are important because of their engineering prowess.

**Honda Malaysia’s entire management team was on hand to talk about hybrid powertrains.**

The hybrid technologies of both the Honda CR-V and the Civic are undeniably impressive. Not only efficient, but power for both models are also available from near standstill.

It is this ability to provide technology to suit everyday life that sets Honda apart from the rest.

There is no doubt that some company will soon reverse engineer Honda’s tech and call it their own with clever acronyms and such.

**Honda Malaysia flew in engineers from Japan and locally to teach us about hybrid powertrains.**

But Honda has been building and rebuilding since 1999 with the Honda Insight and its hybrid powertrain called the Integrated Motor Assist. It is no wonder that Honda Malaysia has shifted over 60,000 hybrid cars in Malaysia alone.

So, if it’s a reliable, powerful yet efficient powertrain that you want, then the Honda Civic and the CR-V are worth a good hard look. This is a company that innovates and not just reverse engineers.

Specifications:

Honda Civic e:HEV RS
Engine: 2.0-litre, four-cylinder, naturally-aspirated, Atkinson-Cycle
Power: 105PS @ 6,000rpm (Engine) / 135PS @ 5,000rpm (Motor)
Torque: 189Nm @ 4500rpm / 315Nm @ 0rpm
Transmission: e-CVT
We like: Sporty drive, efficiency
We don’t like: Thinly padded seats

Honda CR-V e:HEV RS
Engine: 2.0-litre, four-cylinder, naturally-aspirated, Atkinson Cycle
Power: 109PS @ 6100rpm (Engine) / 184PS @ 5000rpm (Motor)
Torque: 190Nm @ 4500rpm (Engine) / 335Nm @ 0rpm
Transmission: e-CVT
We like: Efficiency, spacious interior, refinement
We don’t like: Needs blind spot monitoring and a 360 camera

Review: 2025 Volvo XC90 – The Best Is Now Better, Or Is It?

Every time a new brand is introduced to the Malaysian market, the next question that often follows is about local assembly plans. This is then met with cheers all around when assembly plans are confirmed.

Why? Because that often means that the price of the cars will be reduced as compared to being imported. And more high-value jobs will be created for Malaysians.

But did you know that among all the brands now assembling locally, Volvo has one of the oldest local assembly programs? Volvo has been assembling in Malaysia since 1967. In fact, Volvo does not only assemble cars but also trucks at their plant in Shah Alam.

So, there is a deep-rooted connection between Volvo and Malaysia because there are only a handful of countries where Volvo is assembled. The others being Poland, Belgium Sweden (of course), China and the United States.

Yes, Volvo and Malaysia have a deep bond, and perhaps that is why we see Volvo cars everywhere. Old and new.

And that is why every time a new Volvo is introduced to the local market; it is a big deal with Volvo Cars Malaysia sparing no expense at making it known that another Volvo has hit Malaysian roads.

The latest one is the new Volvo XC90 facelift.

Facelifts rarely are as good looking as the one you see on these pages, but Volvo has done a spectacular job at further refining an already impressive car to begin with.

First, a backgrounder.

The XC90 was Volvo’s answer to the explosive popularity of the SUV segment in the late 90s. The first ever XC90 debuted in 2002 and in true Volvo fashion it featured world-first safety systems such as the Roll Stability Control, Side Curtain Airbags and Integrated Booster Cushion for children.

The second-generation XC90 was introduced in 2014 and it marked a major departure from its predecessor. It was introduced post-Ford ownership and marked a new direction for Volvo under Geely’s ownership.

It was also the first model to be built on Volvo’s then new modular Scalable Product Architecture (SPA) platform. The second-generation XC90 was also the first Volvo to feature the now iconic “Thor’s Hammer” LED daytime running light and a minimalist yet elegant Scandinavian interior, which ultimately set the tone for all future Volvo’s.

Over 1.2 million units of the Volvo XC90 have been sold worldwide, making it one of the most popular Volvos of all time. And just in case you are wondering, the most popular Volvo ever is the 200 Series, which includes the 240 sedan and the 245 wagon.

Moving on to the new XC90

Introduced to Malaysians back in April of this year, the new XC90 is set to carry on Volvo’s colourful history in Malaysia.

It is available in two variants, the flagship XC90 Ultra T8 PHEV priced at RM434,888 and the Ultra B5 priced at RM418,888.

The two offer different powertrains, the flagship is powered by a plug-in hybrid powertrain while the latter offers a more conventional internal combustion engine for propulsion.

Besides the powertrain, the modern icon from Volvo also features several design updates that have transformed the XC90 to an elegant big SUV that exudes regal class on the road. It literally turns heads.

For one, the entire front end is new. The fenders and the bonnet has been redesigned. The criss-crossed grille is now wider and more elegant than ever. The T-shaped daytime running lights is now longer and in turn makes the entire front end appear wider than the predecessor. But in actual fact, the overall dimensions of the car remain the same.

The side profile and the rear of the car remain largely the same while the 20-inch wheels have been slightly redesigned.

More updates inside the XC90.

The interior of the new XC90 retains the same minimalistic design which first debuted with its predecessor. It does not try very hard to impress and retains an elegant charm along the way.

Everything is there to serve a purpose, and everything feels well-built and to the point. No unnecessary drama here. Even the updates feel purposeful.

While the interior may feel familiar with the same layout as before, the biggest update inside is the new 11.2-inch infotainment touchscreen system.

While previously it was embedded into the dash, now it comes across as if it were free-floating on the dash. It even looks like it can be unlatched and taken along with you.

The design of the infotainment system is not the only thing that is new, it also has a pixel density that is 21% higher for a sharper resolution.

It still runs on a Google operating system which to me is the best in-car system, ever. It even has one of the most accurate voice command systems in a car. Apple and Android users will both be able to appreciate the onboard operating system, so you don’t really need Apple Carplay and Android Auto, but the car does offer both, just in case.

Navigation is provided by Google Maps as well, which is arguably the best in the business, for me at least. But you can download applications if you prefer anything else.

Besides that, there is a new bottom chrome frame underneath the dashboard, while the air-conditioning vents have been redesigned. Further updates include new cupholders at the centre console, a repositioned wireless charger and upgraded ambient lighting.

If music is your thing, you will love the 19-speaker Bowers & Wilkins sound system. You can quite literally feel the bass in your heart and the treble at the very edges of your eardrums.

Topping it all off are some of the best seats in the business wrapped in Nappa leather with full electric adjustment and ventilation function as well.

The second row is generously spaced while the third row will fit teenagers and shorter adults comfortably. The good thing is the second and third rows have their own air-conditioning vents so no one will be left wanting.

How does it drive?

I have only driven the XC90 T9 PHEV, so I’ll focus on that instead.

The XC90 is one of the most refined cars in the business. Sound insulation is exemplary while the air suspension makes mince of road undulations and such. You hear or feel nearly nothing of the world outside save for the loudest of exhaust or deepest of potholes.

The refinement levels and ride quality are among the best in the business. In fact, competitors like the Mercedes-Benz GLE and BMW X5 will struggle to match it while the dearer Porsche Cayenne has a firmer, sportier ride quality.

So, if comfort and refinement is what you want then the Volvo XC90 is the Premium SUV you want.

As for the powertrain, the T8 PHEV is powered by a 2.0-litre, four-cylinder, turbocharged engine, in fact both T8 and B8 variants are powered by the same engine. In the T8, the engine produces 317PS and 400Nm of torque, driven to the front wheels through an ultra-smooth eight-speed transmission.

But there’s also an electric motor at the rear axle that churns out a further 145PS and 309Nm of torque. This catapults the total system output to a gargantuan 462PS and a whopping 709Nm, which is the same output numbers as the pre-facelift models.

These power figures are good to slingshot the XC90 to 100km/h in just 5.3 seconds and onto an electronically limited top speed of 180km/h.

You feel the powerplant at work every time you flex your right foot. There’s a gentle push into the seats as a slight hum encroaches into the cabin, indicating that the engine and electric motor are working in unison to propel the car forwards.

And if the electric motor runs out of battery, you have two options to recharge. Being a plug-in hybrid, you can either recharge the 18.8kWh battery by plugging in to a 3.7kW or a 6.4kW AC charger. The former will charge the battery in just five hours while the latter will do it in just three hours. There’s no option for DC charging.

But if plugging in is not your thing, you can still recharge the battery using a dedicated mode that recharges the battery as you drive along. This uses the engine as well as the brakes to charge the battery.

And when fully charged, you get an all-electric drive range of 77km.

Is it worth buying?

The next time you are on the road, keep an eye out for the number of Volvo XC90’s you come across. There’s a very good reason why there are so many of them, and that is because they are good cars.

Some say the XC90 is the best premium 7-seater SUV you can buy today, and I will not argue against that. In fact, I will go further to say that the PHEV model is the only SUV you need if there are three things you want in a car: one for the family, to keep them safe and such. One to enjoy driving. And one to be driven in. The XC90 has all of them in a beautiful package.

And being a Volvo, I don’t even need to mention safety. It is as synonymous with Volvo as a Ramly Burger is with Malaysian street food culture.

So it is not a matter of whether or not it is worth buying, if you are looking for a Premium 7-seater SUV, it simply doesn’t get better than a Volvo XC90 T8 PHEV.

Specifications:
Engine: 2.0-litre, turbocharged, 4-cylinder, petrol
Power: 462PS and 709Nm (combined with electric motor)
Transmission: 8-speed automatic
Fuel consumption: 1.8-litres / 100km
Recharging: 3.7kW & 6.4kW AC charging

We like: Drive quality, power, comfort
We don’t like: Blind Spot Monitoring could do with acoustic warning