2022 Honda Civic

The volume Sport trim uses the naturally aspirated 2.0-liter four-cylinder with 158 hp. EX and Touring upgrade to a 180-hp turbocharged 1.5-liter, but those are not the representative volume powertrain.

The volume Sport's 2.0-liter makes a modest 138 lb-ft at 4,200 rpm. The turbo engine available in EX and Touring provides substantially stronger low-rpm pull with 177 lb-ft from 1,700 to 4,500 rpm.

Car and Driver's instrumented test of the representative 2022 Civic Sport reached 60 mph in 8.8 seconds. This is slow even among mainstream compact sedans, though the turbo Touring is meaningfully quicker.

Power delivery is predictable and the redesigned car improved general refinement, but the volume 2.0-liter is weak after its initial response and becomes conspicuously buzzy at high rpm. The quieter, torquier 1.5-liter turbo is the more refined choice.

Honda's revised CVT is smooth in ordinary driving and its simulated shifts reduce sustained drone, with Sport mode and paddles on the Sport trim. Under full throttle it still produces noticeable rev flare and a rubber-band sensation, keeping it below a good conventional automatic.

Every 2022 Civic sedan trim is front-wheel drive; Honda offered no AWD or 4WD configuration. It therefore earns a low-band score under the rubric.

The regular 2022 sedan offered two distinct gasoline engines: a durable naturally aspirated 2.0-liter and a stronger 1.5-liter turbo, both with CVTs. That covers basic and upgraded performance needs, but there was no hybrid, PHEV, EV, AWD, or manual option in the regular U.S. sedan lineup for this model year.

The Sport was the volume trim at roughly 40% of the mix and is EPA-rated at 33 mpg combined. The all-new 2022 sedan's other mainstream trims range from 34 to 36 mpg combined.

The volume Sport trim is EPA-rated at 30 mpg city. LX, EX, and Touring are rated at 31, 33, and 31 mpg city, respectively.

The volume Sport trim is EPA-rated at 37 mpg highway. Its larger 18-inch wheels trail the 38–42 mpg ratings of the other sedan trims.

The Sport's 12.4-gallon tank and 33 mpg EPA combined rating yield about 409 miles of total range. This uses the representative combined-cycle rating rather than the more optimistic highway-only range.

EPA data for the 33-mpg 2.0-liter sedan configuration corresponding to the Sport estimates $1,800 per year at 15,000 miles. Regular fuel keeps operating cost competitive despite the Sport being the least efficient mainstream sedan trim.

Every regular 2022 Civic sedan trim runs on widely available 87-octane regular unleaded, avoiding a premium-fuel cost penalty. Honda also permits gasoline containing up to 15% ethanol, though it is not an E85 flex-fuel vehicle.

The redesigned 2022 Civic four-door sedan earned NHTSA's maximum five-star overall vehicle score.

The all-new 2022 sedan earned Top Safety Pick+ and Good ratings in every crashworthiness test used for that award. Later, tougher updated moderate-overlap and side tests both returned Acceptable, keeping it just below a perfect score.

Every trim has the important Honda Sensing core—AEB, lane departure mitigation, lane keeping, Traffic Jam Assist, and full-speed adaptive cruise—but the volume Sport lacks blind-spot and rear cross-traffic alerts. Blind-spot information begins with EX, and cross-traffic monitoring is Touring-only.

The standard camera-based CMBS delivered top-tier vehicle and daytime-pedestrian avoidance, including avoiding both IIHS vehicle tests. Night pedestrian performance was still Advanced rather than Superior.

The volume Sport and base LX have neither feature; EX and Touring add alert-only blind-spot monitoring, but rear cross-traffic monitoring is restricted to Touring. No active blind-spot steering intervention, rear cross-traffic braking, or safe-exit alert is offered.

Standard LKAS and Traffic Jam Assist provide useful centering at highway and low speeds, and contemporary testing found the redesigned system stayed centered with little edge drift. It remains a hands-on assist and is less capable on poorly marked or sharply curving roads.

Full-speed ACC with Low-Speed Follow is standard even on LX and can brake to a complete stop, then resume by switch or accelerator. Its effective integration with LKAS makes it a strong mainstream highway assist, though it requires driver supervision and a manual input after a stop.

No factory hands-free driving system was offered on any 2022 Civic trim. Honda Sensing is a hands-on driver-assistance suite rather than a BlueCruise- or Super Cruise-style system.

Good-rated LED reflector headlights and automatic high beams are standard across the entire range. They are not curve-adaptive and produced a small amount of low-beam glare, which prevents a perfect score.

The redesign's low cowl, narrow and rearward-shifted A-pillars, and door-mounted mirrors create excellent forward and side sightlines. A standard multi-angle rear camera helps when reversing, though there is no surround-view camera.

IIHS gave the Civic its Good+ rating: both outboard lower-anchor pairs are visible, need almost no attachment force, and are easy to maneuver around, with a tether at every rear position. Two seats install easily, but three across did not fit in Cars.com's check and fixed head restraints/floppy buckles complicate booster use.

The 2022 Civic sedan has two front seats and a three-person rear bench across the mainstream lineup.

The volume Sport trim has no moonroof and therefore uses the roomier 39.3-inch figure; moonroof-equipped EX and Touring trims lose 1.7 inches.

All four 2022 Civic sedan trims provide the same, competitive front legroom.

Rear headroom is unchanged across the 2022 sedan trim range and is adequate for a compact sedan.

The Civic's 37.4 inches gives adults useful second-row knee room and is competitive in the compact-sedan segment.

The volume Sport trim has the larger 14.8-cu-ft trunk; Touring hardware trims capacity slightly to 14.4 cu ft.

A broad, deep phone tray, center-console bin, door pockets, cupholders, and a fold-down rear seat make everyday storage competitive, though the Sport lacks the EX's split-fold rear seat and there is no standout storage innovation.

The redesigned front seats are supportive and the rear bench is spacious enough for adults, but lower trims offer only manual adjustment and published opinions on long-stint cushioning are mixed.

The new chassis delivers disciplined body control and a generally balanced ride, but the Sport's low-profile 18-inch tires can make broken pavement feel firm and some tests found the ride uncomfortable.

Isolation improved with the redesign, but tire roar on coarse pavement and engine noise under load remain conspicuous, especially at highway speed.

Automatic climate control and rear heater ducts are standard, while EX adds dual-zone control and heated front seats. The volume Sport lacks heated seats, dual-zone climate, rear vents with separate controls, and power-seat adjustment, and no trim offers ventilation or a heated wheel.

The 2022 Civic sedan was the first model year of the eleventh generation, and Honda launched the redesigned entry LX at $22,695 delivered.

The Sport was the volume trim, accounting for about 40% of the mix in contemporaneous reporting, and requires no option package to represent a typical configuration.

Edmunds' model-year- and trim-specific projection includes scheduled and unscheduled maintenance plus repairs for the volume Sport sedan over 75,000 miles.

Applying Edmunds' projected five-year depreciation to the Sport's original delivered MSRP leaves roughly 63.5% retained, near the top of the sedan normalization band.

Honda's standard bumper-to-bumper coverage matches the mainstream minimum of three years and 36,000 miles.

The 2022 Civic carries Honda's standard five-year/60,000-mile powertrain coverage, the floor of this category's scoring band.

The 2022 Civic did not include scheduled maintenance (Honda Service Pass began with eligible 2023 models), but it did include useful 24/7 roadside assistance for 3 years/36,000 miles, including towing, jump-start, lockout, fuel delivery, and trip interruption benefits.

$24,095 volume-trim price minus its estimated resale value after 5 years (63.5% retained, or about $15,300) leaves about $8,795 in depreciation. Add the projected $8,459 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $17,254 in total.

Owner-survey evidence now places the 2022 Civic above average, but this was the first model year of the eleventh-generation redesign and therefore carries more launch-year risk than a mature Corolla. Consumer Reports' later buying-guide prediction was 4/5, while J.D. Power owner feedback identifies refinement complaints rather than a major mechanical defect pattern.

Honda had a strong multi-year reliability position around this model year, although it was not as consistently dominant as Toyota/Lexus. Its fifth-place finish in Consumer Reports' 2022 reliability survey supports a score in the low top-tier band.

Recall activity is worse than typical for a compact sedan: the 2022 Civic has accumulated multiple campaigns, including safety-significant steering and passenger-airbag occupant-sensor actions. The absence of a widespread engine or transmission failure keeps it above the bottom band, but the repeated safety campaigns materially reduce confidence.

Although the body and cabin were redesigned, the volume Sport trim retained Honda's naturally aspirated 2.0-liter four-cylinder and CVT, a comparatively simple and well-established combination. The optional 1.5-liter turbo has a more mixed early-family history, so the trim range does not merit an elite-90s score.

The redesigned cabin was a class benchmark for its price, combining convincing soft-touch surfaces and unusually polished controls with some expected hard plastics below the touch line. Multiple comparison reviews rated it materially nicer than mainstream compact-sedan norms.

Press cars showed tight, refined assembly and a cabin that remained largely undisturbed over broken pavement, but scattered owner reports of rattles and the model's pandemic-era first production year temper the result. It is solidly above average without being uniformly faultless.

Honda provides a dense, mature nationwide dealer network with broad urban and rural coverage and technicians deeply familiar with the Civic. Service experience varies by franchise, and the ordinary 3-year/36,000-mile warranty prevents a higher score.

The Civic has exceptionally abundant OEM, independent, used, and aftermarket parts support, while its volume and familiar powertrains keep routine repair prices low. RepairPal's cost data is far below the compact-car average, supporting a top-tier score.

The volume-trim 2022 Civic Sedan uses Honda's 7-inch color touchscreen; only the top Touring trim upgrades to 9 inches.

The redesigned interface is quick, logically arranged and retains useful physical volume/tuning controls and separate climate knobs. Occasional reviewer-reported boot and wireless-connection glitches keep it just below the top band.

Apple CarPlay and Android Auto are standard throughout the range, but LX, Sport and EX require a cable. Both connections are wireless only on Touring.

Touring has functional Honda satellite navigation with conventional voice recognition and real-time traffic, but lower trims have no native navigation and rely on phone projection. The assistant is command-based rather than a modern natural-language system.

The volume Sport and EX trims have a respectable 180-watt eight-speaker system, while Touring offers the first Bose-branded Honda system with 12 speakers and a subwoofer. The weak four-speaker LX base system limits the range-wide result.

LX, Sport and EX receive a useful 7-inch Driver Information Interface paired with a physical speedometer, while Touring alone gets the crisp, configurable 10.2-inch full-digital cluster. That is competitive functionality but not full-digital availability on the volume trims.

The audio-system firmware can download and install updates over Wi-Fi, including automatic downloads on supported configurations. Honda makes no claim of whole-vehicle, feature-adding OTA updates, so this is infotainment-level capability only.

HondaLink connectivity is standard, but the 2022 Civic's app implementation is primarily basic vehicle/service information rather than rich remote control. Remote engine start is supplied through the key fob on Sport and above, with no digital key and no well-supported Civic app-based remote suite.

LX, Sport and EX provide only one 2.5-amp front USB-A data/charging port and a 12-volt outlet. Touring adds wireless charging, a second front charging port and two rear USB ports, but there is no USB-C or household outlet anywhere in the range.

Push-button start is standard, and the volume Sport trim adds proximity Smart Entry, walk-away locking and key-fob remote start. LX is limited to conventional remote entry, while no trim offers phone-as-key or hands-free trunk access.

Every trim has a multi-angle rear camera with dynamic guidelines, but the volume trims have no parking sensors. Front/rear sensors, rear cross-traffic monitoring and low-speed braking are Touring-only, and no 360-degree camera or automated parking system is offered.

No head-up display was offered on any 2022 Civic Sedan trim.

A spacious rear bench, wide-opening rear doors, unusually accessible anchors, and a 14.8-cu-ft trunk make two-child duty easy by compact-sedan standards. The low roof, sedan trunk opening, and volume Sport trim's one-piece folding rear seatback still impose compromises versus a hatchback or crossover.

This is a segment-leading family safety proposition because excellent crash results, Good headlights, strong automatic emergency braking, adaptive cruise, lane keeping, rear-seat reminder, and all-position belt reminders are standard even on the LX. Blind-spot monitoring is not standard on LX/Sport, and later tougher IIHS tests found Acceptable rather than Good performance, keeping it short of the very top.

Four people get adult-usable rear space and one of the class's larger trunks, while the redesigned chassis delivers a composed ride. Rear amenities are sparse, with no rear climate vents and limited rear charging, and Sport-trim highway noise prevents it from being an effortless four-up tourer.

Smooth CVT behavior, excellent controls and visibility, supportive seating, and standard low-speed-follow adaptive cruise plus Traffic Jam Assist make the Civic unusually low-effort in traffic. The Sport's firm impacts and merely adequate 158-hp acceleration are minor daily compromises.

The volume Sport's 33-mpg combined rating on regular fuel is inexpensive for a gas compact, while LX reaches 35 and EX reaches 36 combined. Cheap mainstream consumables and Honda's broad service network help, though the U.S. 2022 Civic offered no hybrid and therefore cannot match hybrid compact sedans.

The narrow compact footprint, low cowl, accurate steering, standard backup camera, and strong outward visibility make urban placement easy. Its 183.3-inch length is not tiny, and the volume Sport lacks blind-spot monitoring, parking sensors, and a surround-view camera.

The Civic sedan has no U.S. tow rating, cargo bed, or work payload provision, and its useful 14.8-cu-ft trunk is still passenger-car cargo space. It can carry sales samples or small tool bags but is not meaningfully work-capable.

The naturally aspirated 2.0-liter volume powertrain and inexpensive cloth cabin are sensible for high-mileage commuting and delivery use, backed by the Civic's long fleet reputation. However, 2022 was the first year of a redesign, owner-survey evidence includes infotainment and rattle complaints, and nothing about the low-slung chassis or carpeted interior is designed for work abuse.

There is no onboard AC power, factory hitch, bed access system, washable cargo surface, or commercial upfit ecosystem. A 12-volt outlet and folding rear seat are ordinary passenger-car conveniences rather than jobsite provisions.

A balanced ride, adult-friendly cabin, excellent fuel economy, roughly 400-plus miles between fills, Good-rated LED headlights, and standard adaptive cruise/lane keeping make it a strong compact long-distance car. Road noise on the volume Sport and the lack of rear vents or hands-free driving keep it below true mile-eater territory.

Front-wheel drive only, low passenger-car clearance, no tow rating, and no factory roof-rail system make the sedan fundamentally pavement-bound. It will reach a maintained gravel trailhead, but carrying bikes, boats, or camping equipment requires aftermarket solutions.

A class-competitive 14.8-cu-ft trunk and folding seatback handle normal luggage and long items, with a 60/40 split on select trims. The volume Sport's one-piece seatback, narrow sedan aperture, lack of underfloor storage, factory rails, or hitch make bulky gear much harder than in the Civic hatchback.

The redesigned Civic is unusually composed and agile for a mainstream compact sedan, with neutral behavior, controlled body motions, and class-leading reflexes. The volume Sport's firm setup remains capable even though stability control intervention and all-season tires limit ultimate grip.

Steering is light but quick, accurate, and naturally weighted, with more useful feedback and stronger straight-ahead definition than most mainstream compact sedans.

Responsive pedal action and excellent modulation inspire confidence, and the Sport performs strongly in instrumented stopping despite merely average results in one 60-mph test.

The gas/CVT drivetrains are well calibrated and easy to drive, while the available 1.5-liter turbo delivers linear power and the revised CVT responds intelligently. The volume Sport's naturally aspirated 2.0-liter is smooth but modest in response, keeping this below the exceptional band.

Vibration isolation is acceptable, but the 2.0-liter engine and CVT become loud and droning under acceleration. The turbo trims are quieter, yet the Civic remains conspicuously noisy when worked hard.

The representative volume Sport trim uses the wider 38.1-foot curb-to-curb diameter; smaller-wheel LX and EX versions turn in 36.1 feet.

A simple control layout, broad adjustment range, supportive seating, and unusually clear forward sightlines make the Civic exceptionally easy to place and operate. Its low sedan seating position may make ingress less convenient for some drivers, but there are few ergonomic compromises.

Sharp controls and a beautifully balanced chassis make even the ordinary Civic satisfying on a winding road. The volume Sport is held back by its slow, noisy 2.0-liter/CVT combination, but its underlying dynamics still clear the genuinely-fun threshold.

The LX included unusually comprehensive active-safety equipment, adaptive cruise with low-speed follow, lane centering, traffic-jam assist, traffic-sign recognition, LED headlights, automatic climate control, and smartphone integration. Its steel wheels, four-speaker audio, single-piece folding rear seat, and lack of blind-spot monitoring keep it from the loaded-at-base tier.

The Civic cost somewhat more than several compact-sedan rivals, but returned substantial value through a roomy, refined cabin, excellent economy, strong safety content, sophisticated chassis tuning, and an available 180-hp turbo engine. The EX and Touring concentrate the most desirable comfort and technology features, tempering the otherwise standout value proposition.

Four sedan trims provide sensible steps from affordable LX through sporty-looking Sport, turbocharged EX, and near-luxury Touring, with two engines. Choice is only moderate because every 2022 U.S. sedan is front-wheel drive with a CVT, and there is no sedan manual, AWD, or hybrid configuration.

The redesigned Civic remained a very high-volume, widely accepted compact with 133,932 U.S. sales in 2022. Deliveries fell sharply from 263,787 in 2021 amid industry supply constraints, so its launch-year trajectory was weaker than its underlying nameplate popularity.

Honda is one of the strongest mainstream brands, and the Civic combines broad recognition, efficiency and durability associations with genuine enthusiast credibility. It is beloved and resale-friendly rather than aspirational in the luxury-brand sense.

The newly redesigned, highly demanded Civic arrived in an inventory-starved market with little negotiating room, so buyers generally received minimal incentive benefit and could face markups. This is a clear value weakness despite reflecting supply conditions rather than product failure.

The 2022 sedan inaugurated the 11th-generation Civic in North America, bringing a redesigned body and cabin plus updated technology and safety systems. As the first model year of the generation, it had essentially no redesign-obsolescence risk when new.

The 2022 Civic was both a major-award sweep and a repeatable comparison-test winner, taking North American Car of the Year and top honors from Edmunds, KBB, and U.S. News. Car and Driver and MotorTrend each placed it first in broad compact-sedan comparisons, making its reception nearly unanimous.