Had a new HV battery installed in our 2007 Honda civic Hybrid at their facility in Concord, NC. It was quick and easy. The Battery appears to be charging and working properly. The assist is now available every time I accelerate, Very pleased!
Kadampa Meditation Center S
Nov 18, 2025
The hybrid battery in my 2007 Honda Civic finally quit working & I thought I going to have to spend like $5000 or more to get it replaced at the dealership, but I found out about Greentech and ended spending less than $1700 for a new battery with a 3yr warranty. They were fast too. I called initially called them on Wednesday, had my car towed there on Thursday & they installed the new battery that day!
Brett Taylor
Oct 4, 2025
I had my hybrid battery replaced on my 2008 Honda Civic by Greentec Auto and the experience was outstanding from start to finish. Their team was professional and explained everything clearly! I couldn’t be happier with the service, it was fast and the price was way better than any other place. I highly recommend Greentec Auto Canada for anyone with a hybrid battery work
bc.general
Jul 9, 2025
Why pay more at the dealership? At Greentec Auto, we offer affordable, accessible and reliable hybrid battery replacements at up to 50% less than dealership prices without compromising on quality. Get the best value with expert service, mobile installation, and a warranty you can trust.
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The cost of shipping to you is included with your purchase. This offer is good for the entire continental United States. Add $200 for shipping to a residential address. Let Greentec Auto make it simple to return your core to us, ask about our reduced return shipping rates.
A refundable “core deposit” of $500.00 will be added to your order at checkout. Once we receive your old battery, we will refund the core deposit back to you minus the cost of return shipping. Cores must be returned within 45 days of purchase. This applies to shipping orders only. In all other circumstances, the core will be picked up at the time of service, no deposit required.
Once your new hybrid battery has arrived, put the core battery back into the same packaging your battery arrived in. As soon as we receive your core battery, we will refund the core deposit back to you. It’s that easy.
| Your Civic Hybrid | Years | Build | Warranty | Price |
|---|---|---|---|---|
| First generation | 2003 to 2005 | Remanufactured | 12 months | $999.99 |
| First generation | 2003 to 2005 | New 8.0 Ah cells | 36 months | $1,199.99 |
| Second generation | 2006 to 2011 | Remanufactured | 12 months | $999.99 |
| Second generation | 2006 to 2011 | High capacity cells | 24 months | $1,199.99 |
| Second generation | 2006 to 2011 | New 8.0 Ah cells | 36 months | $1,499.99 |
| Third generation | 2012 to 2015 | Remanufactured | 18 months | $1,399.99 |
| Third generation | 2012 to 2015 | New generation cells | 36 months | $1,749.99 |
The Civic Hybrid is the cheapest Honda hybrid battery we build, and the cheapest hybrid pack of any make on this site. A Honda Civic Hybrid battery replacement starts below a thousand dollars, which is less than half what a Prius pack costs and a fraction of what a Lexus or an EV pack costs. The cost of a Honda Civic Hybrid battery replacement is low for two concrete reasons, and both are worth understanding before you buy.
The Integrated Motor Assist pack is physically small. It was never meant to drive the car on its own. It assists a gasoline engine, so Honda built it light and compact, and a small pack costs less to rebuild.
And the Civic Hybrid sold in volume for thirteen model years, which means a deep supply of cores and real competition among builders.
Prices on this page are accurate as of the posting date and are subject to change. Final pricing depends on your exact model year, trim and VIN, on the build you select, and on whether you choose installation. Check current pricing at greentecauto.com or request a quote for your specific vehicle.
Three generations, and the third one is not like the other two. Getting this right is the whole job.
| Generation | US years | Pack voltage | Chemistry | Cells | Go to |
|---|---|---|---|---|---|
| First | 2003 to 2005 | 144 V | Nickel metal hydride | 120 at 1.2 V, approximately 6.5 Ah stock | Civic Hybrid 2003-2005 |
| Second | 2006 to 2011 | 158.4 V | Nickel metal hydride | 132 at 1.2 V, lower capacity per cell than the first | Civic Hybrid 2006-2011 |
| Third | 2012 to 2015 | 144 V | Lithium ion | Sealed module construction | Civic Hybrid 2012-2015 |
Three details that catch people out:
The 2012 to 2015 Civic Hybrid is lithium ion, not nickel. Honda changed chemistry for the third generation. That is the single most misunderstood fact about this car, and it means a 2011 pack and a 2012 pack have nothing to do with each other beyond the badge on the trunk lid. Anybody quoting you one price for “a Civic Hybrid battery” without asking the year does not know what they are selling.
The 2006 to 2011 car runs a different voltage from both of the others. 158.4 volts against 144. Same nameplate, three voltages across thirteen years.
There was no US Civic Hybrid between 2016 and 2024. Honda discontinued it after 2015 and brought the name back for 2025 with a completely different system. See below.
Not sure which of the three you have? The VIN settles it. Send us the year and the number and you get the right generation confirmed in writing, before money changes hands.
If you own one of these, this section explains what happened to your car, and it is not your fault.
For the second generation Honda raised the pack voltage from 144 to 158.4 volts by fitting more cells, and used cells with lower capacity than the first generation cars had. More cells, each holding less. The result is a pack that works harder for the same output and has less margin when individual cells start to drift.
The second generation has the worst field failure record of the three, and we see that in our own shops.
You can see it in the search data too. Look at which model years Americans are searching for most when they look up a Civic Hybrid battery:
| Model year searched | Monthly US searches |
|---|---|
| 2006 | 1,070 |
| 2005 | 870 |
| 2003 | 650 |
| 2008 | 590 |
| 2007 | 480 |
| 2009 | 320 |
Combined across phrasings, for example “2006 honda civic hybrid battery” plus “honda civic hybrid battery 2006”.
The 2006 to 2009 cars dominate, and those are exactly the model years inside the generation with the weakest pack design. The demand curve and the engineering tell the same story.
Honda issued two reprogramming bulletins, TSB 09-058 and TSB 10-034, which recalibrated the IMA battery, engine and CVT control modules so the system called on electric assist less often. The intent was to reduce stress on the pack. Owners widely reported the car felt slower afterwards and that fuel economy got worse.
If your Civic Hybrid has had that update and has felt flat ever since, that is why. It is not a fault and it is not something a new pack undoes on its own, though a healthy pack does give the system more to work with.
Short answer: no. But the detail is worth knowing, because the numbers are better than most people assume and they explain why so many of these cars went un-repaired.
The original US coverage on the IMA battery was 8 years or 80,000 miles, and 10 years or 150,000 miles in states that adopted California emission warranty provisions.
Then Honda extended it. Service Bulletin 12-077, dated 21 December 2012 and later superseded by A12-077, added an additional 12 months or 12,000 miles to the IMA battery module coverage on 2003 to 2008 Civic Hybrids:
| Model years | Original coverage | Extended to |
|---|---|---|
| 2003 to 2006 | 8 years / 80,000 miles | 9 years / 96,600 miles |
| 2003 to 2006 | 10 years / 150,000 miles | 11 years / 170,100 miles |
| 2007 to 2008 | 8 years / 80,000 miles | 9 years / 92,000 miles |
| 2007 to 2008 | 10 years / 150,000 miles | 11 years / 162,000 miles |
The 2003 to 2006 mileage figures include an extra five percent carried over from Service Bulletin 06-085.
Why that is now historical. The newest US Civic Hybrid of this family is a 2015. Even the most generous term in that table, eleven years, expired for a 2008 car around 2019 and for a 2015 car no later than 2026 on the calendar leg alone. There is no US Civic Hybrid still inside Honda’s IMA battery coverage.
Worth a call to a Honda dealer with your VIN anyway if you have never checked, because that is free and takes a minute. But do not plan around it.
Most Civic Hybrid owners never learn this until something goes wrong, and it explains a symptom that confuses a lot of shops.
A Honda IMA battery assists, it does not drive. A thin electric motor sits between the engine and the transmission and helps the gasoline engine. The first generation could not move the car on electricity alone at all. From 2006 the system allows limited electric only operation, but the engine is still doing the work.
IMA replaces the alternator. There is no separate alternator on a Civic Hybrid. The IMA motor generator handles charging. So when the high voltage system is down, the car’s low voltage charging is compromised, and that is how a hybrid pack problem turns into a car that will not start at all.
There is a conventional backup starter motor. This gets stated wrongly all over the internet. The IMA motor normally spins the engine, including every Auto Idle Stop restart, but Honda fitted a conventional starter that takes over when the high voltage system is inactive. Your Civic Hybrid does not become immovable the instant the pack fails, and that is why these cars so often limp along for months.
What that adds up to in practice: a failing Honda Civic Hybrid battery shows up first as lost performance and economy, then as warning lights, then as a charging problem, and only at the end as a car that will not go.
The IMA charge gauge swings. Your Civic Hybrid has a battery charge gauge on the dash, and unlike most hybrids it is readable at a glance. A healthy pack holds mid range and moves slowly. A failing one climbs to full and collapses to one or two bars within a few miles, over and over. This is the clearest single symptom in the car.
Assist disappears, then recharge takes forever. You pull away and the assist bars barely move. Then the car spends the next several miles aggressively recharging. That cycle getting shorter and more violent is a pack losing usable capacity.
Fuel economy drops and does not return. A Civic Hybrid that held 40 mpg settles at 34, then 30. The engine is covering work the pack used to help with.
The CHECK IMA SYSTEM light. The one most owners recognize. It means a fault is stored in the IMA system, which is usually the pack but can be the battery control module, the current sensor, the cooling fan or the wiring.
The IMA light and the check engine light together. Common on these cars and worth a proper scan rather than a guess.
Auto Idle Stop stops working. The engine no longer shuts off at a standstill. The system has decided it cannot rely on the pack to restart it.
Recalibration events. The car dumps the pack to empty then force charges it back. Occasional is normal. Frequent is a symptom.
| Code | What it usually means |
|---|---|
| P0A7E, P0A7F | Hybrid battery pack deterioration. Usually points at replacement |
| P1435 | Battery module individual voltage input circuit |
| P1446 | Battery module temperature circuit |
| P1570 | IMA system problem. Usually points at replacement |
| P1447, P1449 | Battery module deterioration. May or may not mean replacement, depending on testing |
| P0A9D, P0A9E, P0AC7, P0ACD | Temperature sensor and cooling related |
| P1574, P0A27, P0AE1 | Current sensor and contactor related |
| P1600 | Usually a module or communication fault rather than the pack |
One accuracy note that matters: P1447 and P1449 apply only to the nickel metal hydride IMA generations. They do not appear on Honda’s later lithium systems and anybody quoting them for a two motor Honda is reading the wrong chart.
The codes in the middle of that table are the ones worth testing rather than acting on. A shop that reads P1447 and immediately quotes you a pack has skipped a step.
The IMA pack has a specific set of failure causes, and most of them are avoidable.
Chronic undercharging from stop and go driving. This is the big one and it is counterintuitive. Sustained city traffic with the air conditioning loaded keeps the pack from reaching a proper state of charge. Honda’s own guidance was to keep the pack around 50 to 60 percent. A Civic Hybrid that only ever does short urban trips is being slowly starved.
Sitting unused. Leave a Civic Hybrid parked for more than a month and the pack self discharges and drifts out of balance. In heat it is worse. Beyond roughly 90 days of deep discharge, a pack may refuse to take a normal charge at all. Deployments, long hospital stays and seasonal storage kill more IMA packs than mileage does.
Cell imbalance. Once a few cells drift low, the management system works the whole pack harder to compensate and the gap widens.
A blocked cooling path. The IMA pack draws cabin air to cool itself. Dust, carpet fiber and pet hair clog the intake and the filter, airflow drops, and heat ages nickel cells fast. Covered in the next section because it is the one you can actually prevent.
External heat. Sustained temperatures above roughly 65 degrees Celsius damage the cells. That sounds abstract until you realize it includes a paint booth bake oven, which is why a Civic Hybrid that has been through bodywork sometimes comes out with a dead pack.
The IMA pack sits behind the rear seat and breathes cabin air through a fan and a filter. Over twelve or twenty years that intake fills with dust, carpet fiber and pet hair, airflow falls, the fan runs longer and harder, and the pack runs hot on every mile.
Nickel cells do not forgive heat. A restricted intake is the most common preventable cause of an early Honda Civic Hybrid battery failure that we see, and the fix costs almost nothing.
What to do:
And rule it out before you buy a pack. A dead cooling fan, a split duct or a failed temperature sensor can all produce IMA warning lights that look exactly like a failing battery. We see Civic Hybrids arrive expecting to spend a thousand dollars and leave having had a fan sorted.
Can a Honda Civic Hybrid Battery Be Reconditioned, Rebuilt or Bypassed?
Three things get offered to Civic Hybrid owners and they are not equal. Straight answers.
Reconditioning means cycling your existing cells on a bench to rebalance them and recover whatever capacity is left. On an IMA pack whose problem is imbalance rather than genuine wear, it can buy real time. On a pack whose cells are simply old, which describes most packs that have set a code, it buys months. It cannot create capacity the chemistry no longer has.
Rebuild kits and individual stick replacement. You can buy kits to replace individual sticks in a nickel IMA pack. It works, it is cheap, and the problem is that you have fitted new cells beside cells of the same age as the ones that just failed. The pack rebalances around the next weakest group and codes again. We do not sell single stick work, because we do not want the car back in four months.
The bypass. People do search for this. A bypass or IMA delete disables the hybrid system so the car runs as a conventional gasoline Civic. Understand what you are giving up: IMA replaces the alternator on this car, so a bypass is not simply switching something off, and the emissions and inspection implications vary by state. We do not do this work and we would want you to have had a proper diagnosis before you considered it.
Our answer is replacement, as a matched and tested assembly with a warranty on it, because that is the only one of the four we are prepared to stand behind.
These are not the same product and we will not pretend they are. New cells is the better pack. On a Civic the premium for it is unusually small.
| 2003 to 2005 | 2006 to 2011 | 2012 to 2015 | |
|---|---|---|---|
| Remanufactured | $999.99, 12 months | $999.99, 12 months | $1,399.99, 18 months |
| High capacity cells | not offered | $1,199.99, 24 months | not offered |
| New cells | $1,199.99, 36 months | $1,499.99, 36 months | $1,749.99, 36 months |
On a 2003 to 2005 car the gap between remanufactured and new cells is $200 and it triples the warranty. That is the easiest upgrade decision on this entire website, and most owners take it once they see it written down.
On a 2006 to 2011 car there is a middle option. The high capacity cell build at $1,199.99 sits between the two, and on the generation with the weakest original pack design, more capacity per cell is addressing the actual weakness rather than just replacing like with like.
What remanufactured means on an IMA pack: every harvested cell and module goes on test on its own, for capacity and under load. Anything tired is pulled. What survives gets graded into closely matched sets, rebuilt into the case, balanced, and then tested again as a complete pack. What it is not is somebody else’s old battery with a wipe down.
Why a salvage yard IMA pack is a bad idea. A used Civic Hybrid pack is the same age as the one you are removing, with the same thermal history and the same unknown remainder. The cars donating them are now fifteen to twenty three years old. At a $400 saving against a new cell build with a three year warranty, the arithmetic does not work.
Where Is the Honda Civic Hybrid Battery Located?
Behind the rear seat, on every generation from 2003 to 2015, in the bulkhead between the cabin and the trunk. That is why a Civic Hybrid has a fixed rear seatback and a smaller trunk opening than a regular Civic of the same year.
Access is from inside the car. The vehicle does not need to come off the ground, which is a large part of why this job is quicker and cheaper than most, and why mobile installation is realistic on this car where it is not on a floor mounted EV pack.
The IMA pack is not the small battery under the hood that runs the lights, the locks and the computers. That one is a cheap part and it produces its own symptoms. A Civic Hybrid that went from normal to completely unresponsive overnight with no prior IMA warnings is more likely that than the hybrid pack, and it is worth ruling out first.
Resting voltage will mislead you. An IMA pack can read a respectable number parked and be finished, because what ends these packs is capacity loss and cell imbalance under load.
A real test needs three things:
The charge gauge watched over a drive. On a Civic Hybrid you have an advantage most hybrid owners do not: a visible charge gauge. Watch how fast it fills and empties on a normal commute. Wide, fast swings are the symptom.
Cell level data under load. The management system monitors in groups, and the figure that matters is the spread between the strongest and weakest. A tight spread is a healthy pack. A widening one is a pack on its way out whatever the total reads.
The stored codes, read properly. Including the middle of that code table, which needs testing rather than assuming.
Bring the Civic to one of our shops and the diagnostic costs nothing. We drive it, watch the cells work, pull whatever is stored, and hand you the numbers. On this car the numbers fairly often say cooling fan, or temperature sensor, or the small battery under the hood.
Worth stating plainly because the name came back and the search traffic is already there.
Honda discontinued the Civic Hybrid in the US after 2015 and reintroduced it for the 2025 model year. The new car uses Honda’s two motor hybrid system with a lithium ion pack, paired to a 2.0 liter Atkinson cycle engine. It has two electric machines: a drive motor and a motor generator that produces electricity and starts the engine.
That is a completely different architecture from Integrated Motor Assist. Nothing on this page fits a 2025 or newer Civic Hybrid, and a 2025 car is still well inside Honda’s factory coverage anyway. If that is your vehicle, talk to a Honda dealer.
Your old pack gets stripped and every cell and module is tested on its own. Failures go to Greentec Recycling, and what happens there depends on your generation: a 2003 to 2011 nickel metal hydride pack is processed for its nickel and other metals, while a 2012 to 2015 lithium pack is processed for its lithium and cobalt. Cells that pass but are past vehicle duty move to Greentec Energy and end up in home storage systems and conversions. Nothing is landfilled.
Fourteen years of this, since 2012, starting in Sacramento, California, with the main U.S. distribution center now in Kansas City. Honda hybrid battery work is a large share of it. What matters more on a Civic is that Integrated Motor Assist is not one car’s system. The Insight, the 2005 to 2007 Accord Hybrid, the CR-Z and the Acura ILX Hybrid all run it, with the same code set, the same cabin air cooling and the same failure patterns. We work on the whole family, which is why a Civic that walks in with an odd symptom usually is not the first one we have seen it on.
If you notice warning lights on your dashboard, don’t rush to the dealership for an expensive diagnostic report. Many local auto parts stores can scan your vehicle and provide error codes for free just ask them to run a quick scan with a diagnostic tool.
Above, we’ve listed some of the most common hybrid error codes. Keep in mind that the check engine light must be onfor major issues to be detected. If your vehicle is experiencing hybrid battery failure, dealerships often charge thousands of dollars for a replacement typically with a limited warranty.
At Greentec Auto, we offer a cost-effective alternative, providing high-quality hybrid battery replacements at a fraction of the price. Plus, we back our batteries with a comprehensive warranty to give you peace of mind.
No, and this is the most important thing on this page. The 2003 to 2011 cars use nickel metal hydride. The 2012 to 2015 cars use lithium ion. Different chemistry, different construction, different part. Nothing crosses over
Yes. Honda changed chemistry for the third generation. If a seller quotes you a nickel pack for a 2013 Civic Hybrid, walk away.
2006 through 2009, which sit inside the second generation. That is also where the search demand concentrates, which tells you plenty about how many of those cars are looking for a pack right now.
No. The small battery under the hood runs the lights, locks and computers and is a cheap part. The IMA pack behind the rear seat is the expensive one. A Civic Hybrid that went from normal to completely dead overnight with no prior IMA warnings is more likely the small one, and it is worth ruling out first.
Yes, for a while, with less power and worse economy. The car has a conventional backup starter motor that takes over when the high voltage system is inactive, which is why these cars limp along for months rather than stopping dead. What ends it is the charging problem, because IMA is also the alternator.
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