The 2022 Honda Civic sedan you see here is set to disappoint compared to its impressive siblings. The Civic hatchback has roomier cargo space and offers a manual transmission, while higher trim levels such as the Civic Touring, which won the comparison test, come with significantly more features and an engine. more powerful 1.5-liter turbocharged. (And not to mention the sporty Civic Si and Type R.) The Civic Sport sedan has a naturally aspirated 2.0-liter inline-four and a continuously variable automatic transmission, a combination that doesn’t make us not think about sport in the traditional sense.
And yet, we found a lot to like about the simplicity of this little Civic, which reminds us of older Hondas in the way it lacks the frills but offers an inherent, satisfying goodness. Oh, and did we mention this model starts at just $24,765? For this price, you’ll be hard pressed to find a vehicle this fun to drive, this fuel efficient, or this stylish. While our test car’s appearance was aided by a $1,418 HPD appearance package that adds a body kit and rear spoiler, all Civic Sports look a bit cooler than their LX brethren. and EX thanks to 18-inch wheels, chrome exhaust and black trim for the window surrounds and mirrors.
While the 11th-gen Civic has a much more streamlined body than its clumsy predecessor, Honda has kept the fundamentals essentially the same, and that’s a good thing. We like the Civic’s quick steering, firm ride and responsive brake pedal, and the Sport model outperformed the loaded Touring both around our skid and in our 70-mph braking test. He grabbed up to 0.87g and stopped at 170 feet, improvements of 0.04g and 4 feet. Due to its lighter load of optional equipment, the Civic Sport weighed only 2906 pounds, 148 pounds less than the Touring.
Even so, the 2.0-liter engine’s 158 horsepower and 138 pound-feet of torque aren’t up to the task of whirling around the Civic with much gusto. It took 8.8 seconds to hit 60 mph, a second and a half slower than what we measured in a Civic hatchback with the optional 180-hp turbo engine and a six-speed manual transmission. The Sport’s naturally aspirated inline-four is also boring at high revs. Interestingly, the more powerful turbo is more fuel efficient by EPA measurements, with the EX and Touring both beating the Civic Sport’s combined rating. We measured 36 mpg in our highway fuel economy test at 75 mph, which is 1 mpg below the EPA highway rating.
The more plebeian nature of the cheaper Civic is immediately apparent once you open the door and see its black cloth upholstery and smaller screens. The infotainment screen measures 7.0-inches compared to the Touring’s 9.0-inch screen, while the gauge cluster combines an analog speedometer with a 7.0-inch screen that displays a tachometer between other information (the Touring has an all-digital gauge cluster with a 10.2-inch display). Luckily, the displays’ functionality isn’t compromised, as the smaller infotainment display incorporates hard buttons and volume and adjustment knobs that make its interface easy to use.
Interior materials are nothing out of the ordinary, but the Civic’s cabin is well put together and offers some visual interest thanks to the honeycomb pattern that extends across the dash and incorporates the vents. aeration. The three climate control buttons click with precision, and the steering wheel is attractive and easy to grip. Rear passengers lack amenities like cupholders, air vents and USB ports, but there’s plenty of room for two adults in the back.
The compact sedan landscape is less crowded than before, but the Civic still faces strong competition from Mazda 3, Volkswagen Jetta and Hyundai Elantra. It’s already proven itself in premium form, and while we don’t expect to perform an econobox comparison test with the base model anytime soon, we can confidently say that the Civic is at or near the top. top of its class. whichever version you choose.
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