2022 Honda Civic Sedan First Test: New Generation, New Story?

Honda Civic Full Overview

It’s a decidedly different car to take a look at the 2022 Honda Civic sedan in. The busy front mug, C-shaped rear light bank and noisy character lines of the outgoing Civic are gone. In their place is a more mature exterior with a wider stance, glassier greenhouse and sharper beltline. Inside, the cabin’s snazzy hexagonal mesh (real metal!) dash trim, sleek new digital gauges and smudge-resistant surface are also significant updates that you can see and touch.

Ah, but has the new Civic changed as much under that shiny new metal, leather, and plastic? Most of our mechanized tests would indicate otherwise. But that doesn’t mean Honda’s chassis and powertrain engineers were less engaged than exterior and interior stylists in developing the 11th-generation 2022 Civic. After all, when you already have a good core, it’s all about toning. Honda has been toning the Civic for nearly 50 years and tuning the Touring’s powertrain—a 1.5-liter turbo I-4 and a continuously variable transmission—for the better part of a decade. That core has to keep working, especially as you get older.

How does the new 2022 Honda Civic perform?

However, when it comes to straight-line performance numbers, all that work didn’t quite pay off. On the track, the 2022 Honda Civic Touring’s 0-60-mph time of 7.4 seconds is actually two ticks Slower Despite the new engine’s 180 hp and 177 lb-ft of torque (an increase of 6 horsepower and 15 lb-ft), we set the record for the then-new 10th generation Touring sedan in 2015. The same goes for a quarter-mile time of 15.7 seconds at 91.4 mph, which was 0.2 seconds and 1 mph slower than the 2016 Civic Touring sedan. The most likely culprit is weight, as the 2022 Civic puts on a few pounds. By our measurements, at 3,038 pounds, the new Civic sedan weighs 113 pounds more than the outgoing model.

But those extra pounds are all muscle, right? According to Honda, the new Civic has 8 per cent more torsional rigidity and 13 per cent higher bending rigidity than before. It shows in our handling tests, where the new 2022 Civic gains the upper hand over the outgoing car, posting better numbers in the skidpad (0.88 g versus 0.83 g) and figure-eight (a better number at 0.64 g versus 27.5). 0.62 grams per second). These are statistics that bode well for the inevitable high-performance Civic models to follow, including a sedan-based Si.

According to Road Test Editor Chris Walton, the skidpad and figure-eight numbers could have been even better, if not for some weird nannies. “On the skidpad, it’s largely neutral with very light understeer, but the stability control can’t be turned off, so it cuts off the throttle, limiting the skidpad’s movement,” he said.

Pulling stopping duty for the new 2022 Civic are 11.1-inch front discs and 10.2-inch solid rear discs, both with single-piston calipers. The test team was able to get the Civic down to 60 mph in 122 feet, which was 1 foot less than the previous-gen model, and reported that brake feel was good with good body control. Adding some grippier tires could potentially have helped reduce that distance further.

What’s the new Civic off the track?

In the real world, the ride and handling of the 2022 Civic have improved significantly. Again, give credit to some serious core work—a 1.4-inch wheelbase stretch and a 0.5-inch-wide rear track. Several additional updates were made to the MacPherson strut front and multilink rear suspension, notably in an effort to reduce suspension friction. Multiple suspension bushings, ball joints and damper mount points were reworked with the goal of reducing harsh impact shock and noise. Honda claims that as a result the harshness noise was reduced by up to 20 percent.

The changes are obvious from the first road you hit to imperfection. The nameplate is the most sophisticated ride we have ever experienced in the 2022 Civic Touring. This is good. The impact stiffness you often get from small-wheelbase, front-drive cars is far less. The car is quiet even at freeway speeds, thanks to a host of noise-reduction measures, including the Civic’s first use of urethane spray foam, which is applied to hollow areas of the body.

As far as the powertrain is concerned, under hard initial acceleration, the power will accelerate before the transmission, in a step-shift action designed to reduce the “rubber-band effect” inherent in a continuously variable transmission. It just goes The CVT has a downshift control feature that adds engine braking when going downhill, and has been modified in an effort to improve engine response when you’re getting it. The CVT also works to further reduce the turbo lag of the Civic Touring sedan’s 1.5-litre engine, which, despite the pedestrian acceleration numbers, feels linear in its overall power delivery.

While we didn’t have a chance to be really aggressive from a handling standpoint, the Civic’s chassis didn’t feel overwhelmed or wallowed when we hardened into a tight onramp. However, we have ample opportunities in jammed LA traffic to try out Civic Touring’s Adaptive Cruise Control and Traffic Jam Assist system, which are part of its Honda Sensing safety suite. Adaptive cruise did its job, and although at times the brakes came on abruptly, the system restarted from a stop. Traffic Jam Assist works at 45 mph and essentially runs for you until you’re told to put your hands on the wheel. We had no problem with that, except we would have liked to have left our hands off the wheel for longer.

But still, the Civic has always been a practical car, despite the fact that it is now entering the digital and luxury world in a big way with the 11th generation. It’s a car that tuners have spoiled for decades and one that Honda itself has tuned with myriad performance versions. This is a car that, whatever it may be, will remain at Honda’s core while it continues to improve at its core.

feels good! more information?

2022 Honda Civic Touring Specifications
Base Price $29,295
value as test $29,295
vehicle layout Front-Engine, FWD, 5-Pass, 4-Door Sedan
device 1.5L/180-hp/177-lb-ft Turbo DOHC 16-Valve I-4
transmission cant variable auto
Curb Weight (F/R DIST) 3,038 lb (61/39%)
wheelbase 107.7 inches
Length x Width x Height 184.0 x 70.9 x 55.7 inches
0-60 MPH 7.4 seconds
quarter mile 15.7 seconds @ 91.4 mph
braking, 60-0 mph 122 feet
lateral acceleration 0.88 grams (average)
mt figure eight 26.7 seconds @ 0.64 grams (average)
EPA City/HWY/Comb Fuel Econ 31/38/34 mpg
Energy Cons, City/HWY 109/89 kWh/100 miles
CO2 emissions, COMB 0.57 lb/mile

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