Hard to believe, but the tiniest and cutest first-generation Civic was launched back in 1972. Now with 50 years of heritage and with over 27.5 million units sold across 170 countries, there is a new, 11th generation Civic, which Honda claims represents a modern evolution of the model's distinctive shape, and echoes the noiseless, elegant design that we have seen in recent Honda models introduced to Europe.

That's all well and good, but of more interest to fleet buyers, is the fact that Honda has dumped all the previous Civic's diesel and petrol engines and replaced them with the new e:HEV powertrain. This is made up of a newly developed 2.0 litre direct injection Atkinson-cycle engine, two electric motors, a new Power Control Unit and an Intelligent Power Unit. Together they produce 181hp and 315Nm of torque. 

This is all held together by the e-CVT system, that despite the name is not a continuously variable transmission - in fact there's no gearbox at all. Confused? We were. However, instead, the clever clutch pack seamlessly switches between each power source. More clever is the way the system simulates gear changes and changes in exhaust note in Sport mode. This illusion is carried on with the proper rev counter and steering paddles - although those don't change gear and instead adjust the regenerative braking.  

Outside, the Civic's look is more evolution than revolution - but is far more attractive than before. Longest (4.55m), and lowest (1.41m) in its class, the new Honda's wheelbase is 35mm longer than before, but with a 20mm shorter rear overhang. The boot is made from resin and is 20% lighter than its predecessor, whilst at the front, the bonnet is made from aluminium, which is 43% lighter than the previous model's all-steel panel.

At the front, you'll spot the new Civic by the long, slim headlights and the black grille, with its mesh detail that's carried on in the interior. The side of the Civic is uncluttered, with flush door handles, mirror mounted to the door below the beltline and a cleaner detailing around the rear quarters. The back is most similar to the outgoing car with the large rear lights stretching across the top of the boot.  

Inside, the slim dashboard is dominated by the 9in touchscreen and the mesh detailing down the centre, hiding the air vents. Talking about ventilation, Honda hasn't followed the way of many rivals and hidden its operation in the touchscreen - there are welcome physical controls. A high centre console runs down the middle, housing the drive controls, welcome bottle holders and wireless charging unit. Space is good in the front and seats supportive. Things aren't quite so rosy in the back for taller passenger, as even without a sunroof, the curvy roof line eats into the headroom, but the overall feel is logical and good quality. Rear legroom is only average, too. Still, the 410-litre boot is practically-shaped.

The new Civic is available in Elegance, Sport (the version we drive here) and range-topping Advance grades. All are well-equipped, with the Sport expected to be the best-seller for fleet. 

Hit the road, and this Honda surprises with how good it is to drive. The ride on the Sport's standard 18in wheels is impressively smooth and is not too bothered by road imperfections. The steering and handling bode well for the incoming Type-R performance range-topper, as the steering is precise, body roll is well-controlled and there's good grip in corners. All of this and the Civic remains impressively frugal with its 56.5mpg figure, plus low 113g/km CO2 figure and 27% BIK rating.

This new Civic launches in the UK this month, with the first UK customers getting hold of their cars in October - although retail sales are going to be prioritised over fleet in the first instance, sadly. 

Honda sees the latest Toyota Corolla as this Civic's keenest rival. We like the Toyota, having most recently driven the GR Sport, which is closest in spec to the Sport, and we think the Honda is the better car.