The 2022+ 11th Gen Civic 0-60 time of 7.9 seconds is a full second slow than the outgoing model that uses the same engine and transmission setup.

  • At our test track, the new Civic 1.5T was about a full second slower to 60 mph than the outgoing Civic 1.5T
  • It's still Edmunds' top-ranked small sedan thanks to its all-around excellence
In the end, what matters about the fully redesigned 2022 Honda Civic is that it remains the best sedan in its class. We ranked the outgoing Civic No.1 among small sedans to its dying day, and now that we've tested the new Civic, we can report that it won't be giving up that crown anytime soon.
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In our instrumented testing, however, we uncovered something strange about the 2022 Civic. Despite utilizing essentially the same turbocharged 1.5-liter engine and continuously variable transmission (CVT) as its predecessor — in fact, Honda cites "powertrain improvements" that "increase performance" — our test car needed 7.9 seconds to accelerate from zero to 60 mph.

So what? Well, in our testing of the previous Civic sedan with the "1.5T" engine and the CVT, we managed a 6.7-second dash to 60. It's not unusual these days for a new model to be only incrementally faster, but a 1.2-second deficit? That merits a closer look.

Why is the 2022 Civic slower than its predecessor?

If your first thought was weight, you weren't wrong. Our 2022 Honda Civic Touring test car weighed in at 3,081 pounds on our scales, while back in December 2015 those same scales measured our 2016 Honda Civic Touring test car at 2,920 pounds. OK, so the new Civic Touring comes standard with an extra 160-pound passenger. That's not nothing.

But it's not going to add 1.2 seconds to the sprint to 60, either. What else can we look at? How about weather? It's no secret that turbocharged cars don't like heat. Sure enough, on the day we tested the 2022 Civic, it was a toasty 77 degrees, whereas the 2016 Civic was tested on a 60-degree day.
So that must be it, right? An extra 160 pounds plus a too-hot turbo. Check this out, though. In early 2016, we tested another 2016 Civic sedan with the 1.5T/CVT powertrain. It too weighed in at 2,920 pounds. At the drag strip, it threw down a 6.9-second run to 60 — still a second faster than the 2022 Civic's best time.

The temperature that day? 80 degrees.

Hmmmmmm.

A tale of three Civics

We still haven't answered the question then. Truth is, we're not entirely sure why our 2022 Civic Touring test car brings up the rear among this trio. Here are the numbers in full if you want to geek out with us. As noted, all three test cars were sedans with the 1.5-liter turbocharged engine and the CVT.

Edmunds logo
Test CarTest
Date
TempWeightAcceleration
0-60
Acceleration
1/4-Mile
2016 Honda Civic Touring12/1/1560 deg2,920 lbs6.7 sec14.8 sec @ 95.7 mph
2016 Honda Civic Touring2/23/1680 deg2,920 lbs6.9 sec15.1 sec @ 93.4 mph
2022 Honda Civic Touring5/24/2177 deg3,081 lbs7.9 sec15.9 sec @ 90.2 mph
One thing we haven't discussed yet is "trap speed," or the speed the car's traveling at the quarter-mile mark. Here again the new Civic is oddly behind the times. You can see that the second 2016 Civic had a lower trap speed than the first, which we can attribute to the 20-degree bump in temperature. But on a day that was three degrees cooler, the 2022 Civic was 3.2 mph slower.

For the record, the 1.5T engine's nominal output has actually gone up for 2022, checking in at 180 horsepower and 177 lb-ft of torque versus the previous version's 174 hp and 162 lb-ft.

Edmunds says

Will the performance of our first 2022 Honda Civic test car prove to be an anomaly? We'd be surprised if Honda loaned us a car that was short a few ponies, but we look forward to seeing whether future 2022 Civics can raise their game in our testing. In the meantime, we'll keep singing the praises of Honda's latest little gem. It's a great car no matter what the stopwatch says — read our full review and rating for all the details.

2022 honda civic touring sedan
The outgoing 10th-generation Honda Civic left a mark. Nimble, engaging, affordable, and efficient, that Civic had everything an entry-level car shopper could want. For those looking beyond entry level and toward performance, the Civic's performance-minded siblings, the Civic Si and Type R offered even more excellence for not much more money. Now a new generation is here, and it has all of the things that made us love the last one, wrapped in a package that is a departure from its polarizing predecessor.

When we say the new car has all of the things that we loved about the last one, we mean that (almost) literally. Although the 2022 Civic is entering its 11th generation, the machinery is largely carried over from the 2021 model. Base versions are still powered by a 158-hp 2.0-liter four-cylinder, but the optional turbocharged 1.5-liter four-cylinder engine (tested here) gains 6 horsepower and 15 more pound-feet of torque compared to the last Civic, for a total of 180 hp and 177 pound-feet.

HIGHS: Massively improved exterior design, upscale interior, reasonably priced.

Both engines still come bolted to a continuously variable automatic transmission (CVT). Manual buyers are out of luck and will have to look to the performance-oriented models in the wings. The CVT and engines receive light changes to boost efficiency and minimize vibration. The fuel economy gains vary by trim level. The EPA estimates the 2.0-liter engine's efficiency will improve by 1 mpg in the city and 2 mpg on the highway in the base LX trim—that's 31 mpg city and 40 mpg highway for the new car. The 1.5-liter turbo engine has bumped up its EPA rating by 1 mpg in the city in both the EX and Touring trims for 33 and 31 mpg, respectively.

Our test of a 2022 Civic Touring suggests that those efficiency tweaks may have affected acceleration. With the turbo engine, the new Civic needs 7.5 seconds to accelerate to 60 mph and 15.8 seconds to cross the quarter-mile mark. We wrung out plenty of previous-gen Civics with the 1.5-liter turbo and a CVT, and they were all in the neighborhood of a 6.8-second sprint to 60 and a 15.2-second quarter-mile. The new car carries 130 more pounds, possibly gained in the interest of greater structural rigidity, but we'd expect that sort of weight gain to add just a tenth to 60-mph acceleration times.
LOWS: Unexpectedly slower than before, the pulse-pounding models aren't out yet, best content reserved for top trim.
Honda assures us that its internal tests showed only a 0.1- or 0.2-second gap between the old car and the new one, but our test car was slower in nearly every metric. Its rolling-start 5-to-60-mph figure slipped by 0.6 second, and while it matched the previous-generation car's 4.0-second 30–50-mph passing time, the 50–70-mph time was worse by 0.2 second. We're working on testing a second Civic, so we'll have to see if our low-mile test car is an outlier or representative of the new model.

Given the mechanical similarities between the generations, the rest of the new Civic's numbers line up almost exactly with the old car's. A respectable skidpad grip result of 0.83 g on the Touring's 18-inch all-season tires is no surprise, given that we already knew the Civic had stable and secure handling. The braking distance from 70 mph has shrunk by 4 feet to 174 feet in the 2022 model. The steering is just as light and accurate as it was in the previous-generation Civic. The basics of Honda's entry-level sedan haven't changed, and aside from slower-than-expected acceleration from our test car, we don't mind.
2022 honda civic touring sedan

But that's all prologue to what has changed about the Civic. Its looks have been totally overhauled, inside and out. Gone are the various cutlines and fake vents, replaced by a design that borrows heavily from the Accord and appears more premium and mature than the previous Civic.

Inside, the new Civic is comfortable and well thought out. A 1.4-inch longer wheelbase goes primarily toward the comfort of rear-seat passengers. Front seats are wider in the shoulders to fit bigger people more comfortably, and after several hours in them we emerged happy. The center console area is covered with a textured and attractive material instead of the currently trendy piano-black trim that looks great until it's covered in fingerprints. At 70 mph, the new car registered 69 decibels, a significant 2 decibels below its predecessor.
2022 honda civic touring sedan

Some of the best features are reserved for top Touring models like our test car. The Touring has an easy-to-use 9.0-inch touchscreen infotainment system with a convenient ledge to rest your hand on while engaging with the screen. All models get a real and easy-to-use volume knob. There's a Bose-branded audio system—a first for a Civic—plus a wireless charging pad.

More mature and upscale than its predecessor and much of its competition, Honda is largely holding the line on pricing. Base LX models will start at $22,695, which is $450 more than in 2021. The Touring trim costs $29,295, the same as the outgoing model. Perhaps the best news of all is that our favorite Civics are still awaiting the 11th-generation treatment. The Civic hatchback, which will be available with a manual transmission, is due to be revealed next week, and we're expecting performance-oriented Si and Type R models in the months ahead. If those models look as good as this one does, we'll all be in for a treat.

Specifications

2022 Honda Civic Touring

Vehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan

PRICE
Base/As Tested: $29,295/$29,295
Options: none

ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection
Displacement: 91 in3, 1498 cm3
Power: 180 hp @ 6000 rpm
Torque: 177 lb-ft @ 1700 rpm

TRANSMISSION
continuously variable automatic

CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: 11.1-in vented disc/10.2-in disc
Tires: Goodyear Eagle Sport All-Season
235/40R-18 91W M+S

DIMENSIONS
Wheelbase: 107.7 in
Length: 184.0 in
Width: 70.9 in
Height: 55.7 in
Passenger Volume: 96 ft3
Trunk Volume: 14 ft3
Curb Weight: 3054 lb

C/D TEST RESULTS
60 mph: 7.5 sec
1/4-Mile: 15.8 sec @ 91 mph
100 mph: 19.7 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 8.1 sec
Top Gear, 30–50 mph: 4.0 sec
Top Gear, 50–70 mph: 5.1 sec
Top Speed (gov ltd): 126 mph
Braking, 70–0 mph: 174 ft
Roadholding, 300-ft Skidpad: 0.83 g

C/D FUEL ECONOMY
Observed: 25 mpg

EPA FUEL ECONOMY
Combined/City/Highway: 34/31/38 mpg
C/D TESTING EXPLAINED