For the last several years, any time Honda introduces a new vehicle that carries even an inkling of potential aftermarket interest—like, say, the new 11th-generation Civic—the engine computer gurus at Hondata waste no time in working their tuning magic. Long serving as a front-runner in Honda ECU development, the group has been hard at work with the 2022 Civic sedan, and it found some promising initial results from its ECU re-flash to share.

Like the 10th-generation Civic family, much of the new 11th-gen Civic bloodline will revolve around a turbocharged 1.5-liter engine, with the sedan model relying on a continuously variable automatic transmission (CVT) while the hatchback will be blessed with a manual transmission option. Of course, when the Si and Type R finally break ground, both will offer six-speed manuals, as well.For now, Hondata is developing a FlashPro for its 11th-gen Civic sedan test mule and has already found some hidden power with a tune that will most likely be available once the FlashPro is ready for consumer release.

If you're not entirely familiar with FlashPro, it's a small device with one end that plugs directly into the car's OBD-II port and the other connecting to a laptop running Hondata's software. It can be used to upload various off-the-shelf power-increasing tunes that Hondata includes and often adds to with free updates, much of which are tailored to support aftermarket intake, exhaust, and other bolt-on changes, or you can have a professional tuner come up with its own recipe. The user-friendly process of uploading a new throttle map takes but a few minutes and converting back to factory specs is just as fast—an important factor for California enthusiasts, especially with the new tuned ECU guidelines it recently added to its emissions-testing process.

Honda rates the new Civic sedan's boosted 1.5-liter I-4 at 180 hp and 177 lb-ft of torque, which is flywheel rated horsepower. Of course, that number comes down when transferred to the front wheels. For Hondata's tuning purposes, it uses a Dynapack measuring device which attaches to the vehicle's front hubs, and in factory form it measured 162 hp and 163 lb-ft of torque as the factory baseline using its evaluation method.

On premium fuel and after altering the factory ECU parameters that include fuel trim, timing, and boost pressure, Hondata unlocked an additional 34 horsepower and 50 lb-ft of torque from the turbo four, bringing those numbers up to 196 and 213 respectively. Those figures mark significant jumps for the CVT-equipped sedan. We saw Hondata make similar strides when the previous-generation Civic was still brand-new back in early 2017. Since then the FlashPro has been used to tune thousands of eager, power hungry Civics and Accords of various trim levels.

Even though Honda has yet to reveal the new Civic Si, the Japanese marque appears to be eager to preview the next Type R ahead of its 2022 release. The hot hatchback will be heading to the Nürburgring for additional testing, but before that, it's posing for the camera wearing full camouflage attire. Already visible are the Brembo red brake calipers and grippy Michelin Pilot Sport 4 tires.

It would appear the new Type R has far fewer faux air vents than its predecessor as the large plastic bits at the back are gone. Interestingly, the center-mounted triple exhaust is still there, but the middle tip is now larger than the outer ones. In the old version, the middle exhaust tip is smaller and serves as a resonator. Also noticeable is the position of the rear wing since it now sits slightly higher on the tailgate and has a flatter shape.

Much like the regular 2022 Civic has a significantly cleaner design than its predecessor, the Type R also does away with the busy look of the old one. The front end appears more aggressive with a larger lower air intake flanked by what we are hoping to be real vents hiding under the red and black camouflage. The upper grille seems to be chunkier as well and has a honeycomb pattern slightly different compared to the standard Civic Hatchback.

Honda is being tight-lipped about the technical specifications for the time being, but we do know from previous statements both the Si and Type R will come exclusively with a manual gearbox. Wild rumors had suggested a 400-hp hybrid powertrain and even AWD for the hot hatch, but the latest intel indicates it will be an evolution of today's 2.0-liter FWD recipe, presumably with a bit more power.

The Civic Type R will be the last Honda in Europe to feature a pure gasoline engine once it will arrive at some point next year. Meanwhile, the Si's debut in North America is allegedly imminent.

Honda revealed the 11th-generation Civic back in April, introducing a completely redesigned model. We were uncertain how the Civic’s new styling would adapt for the sportier Si trim, though our first set of teasers gives us a good indication. Honda is prepping the Civic Si to race in this year’s 25 Hours of Thunderhill, and it’s showing off a camouflaged test vehicle sporting a massive rear wing.

The test vehicle wears a tight camouflage wrap, though it doesn’t look too different from the standard sedan. The front fascia looks unchanged, though there is a sizable chin spoiler hanging off the bumper. The rear has that massive wing, with dual exhaust tips tucked under the familiar-looking bumper. The rear fascia looks a bit more aggressive, though we need a closer look to be sure. We doubt the massive wing will make it to the production version, though we expect it to wear a wing that honors its audaciousness.

While Honda gave the popular model a complete redesign for its 11th generation, the powertrain lineup remains unchanged. However, there were some improvements in fuel efficiency and power. The next-gen Si is expected to keep the same turbocharged 1.5-liter four-cylinder found in the current model, though its output should increase slightly. The current-gen Si makes 205 horsepower (153 kilowatts) and 192 pound-feet (260 Newton-meters) of torque.

The Civic Si is rumored to arrive on dealer lots sometime this month, though the company hasn’t announced an official debut date. Honda said it’ll be revealed soon. We hope to see the production version break cover before the racing version, which is set to race at Thunderhill on December 3. It’ll be available in several colors, too: Crystal Black Pearl, Aegean Blue Metallic, Red Sonic Gray, Platinum White Pearl, and Blazing Orange. The performance-oriented Civic Type R is expected to launch sometime next year.

Understanding the new-for-2022 Honda Civic hatchback is a simple three-step process. Step one: Remember that the Accord—particularly the turbocharged 2.0-liter Sport version that we've lauded for years—is a level-headed combination of practicality and over-the-road finesse. Step two: Consider that the new Civic sedan introduced earlier this year is so mature, refined, and adept that we kept calling it the Accord by mistake during our recent small-sedan comparison test—which it won handily. Step three: Now imagine a Civic hatchback that resembles the Civic sedan so closely it's hard to tell the two apart, even when they're parked side by side. That's all there is to your homework assignment.

Indeed, the previous Civic hatchback was chunky, flamboyantly edgy, and festooned with enough goofy fake air intakes and outlets that its looks bordered on jet-age caricature. The new hatchback, however, echoes the latest Civic sedan's understated, fluid lines right down to the elegant sweep of its roof. The hatchback model has grown a mere 1.1 inches in length over the previous version but looks much larger outside, virtually as long as its handsome sedan sibling even though it's 5.0 inches shorter. Legroom in the rear seat subjectively feels every bit as generous as in the sedan now; the old hatchback's rear legroom seemed considerably tighter. Some of that rear-seat room advantage is down to the new car's 1.4-inch longer wheelbase—the Civic sedan and hatchback again roll on identical wheelbases—which stretches the cabin that much more.

While passenger room is virtually identical between the new Civic sedan and hatchback, there's no question which one enables the bigger Costco run. The sedan's trunk holds 14 cubic feet of freshly purchased goods, but the hatchback can carry 25 cubic feet behind its fold-down rear seat. Cargo-hauling capability isn't the only thing that makes the hatchback stand out in the Civic lineup, though. It also offers a manual transmission, just as it did in the previous generation. The sedan doesn't.

Two of the four hatchback models, the mid-level Sport and our top-spec Sport Touring test car, can be equipped with the manual as a no-cost option. The base LX and the EX-L are available only with Honda's continuously variable automatic transmission (CVT). The $25,115 Sport would be our pick for the best balance of price and stick-shift fun, but it comes only with the base 158-hp, 2.0-liter inline-four. The loaded Sport Touring is powered by the brawnier, 180-hp turbocharged 1.5-liter four, by far the livelier combination, but at a base price of $30, 415, its sticker is closing in on that of the superb 252-hp, turbocharged 2.0-liter Accord Sport, which went for $33,125 in 2021 (prices aren't yet out for the 2022 Accord line). Then again, the Accord is no longer available with a manual gearbox.

Our Sonic Gray Civic Sport Touring test car gave off a sporty vibe thanks to its standard blacked-out trim and hunky 235/40R-18 Continental ContiProContact all-season tires on great-looking 10-spoke wheels. The six-speed manual certainly makes the Sport Touring more engaging. The clutch is effortless, and the shift action is good—not as well-oiled as in Honda's best manual gearboxes, but precise and easy to use. The engine purrs softly even when worked hard, and it propelled the stick-shift hatchback to 60 mph in 7.3 seconds and through the quarter-mile in 15.5 seconds at 91 mph. That's no real advantage over the CVT, where we recorded a 7.2-second zero-to-60-mph sprint and a 15.6-second quarter in a Civic Sport Touring sedan, but the manual certainly is more fun. Our manually equipped test car showed less than 400 miles on the odometer, and with a few more break-in miles, we expect there to be more separation between the two.

Stick shift or no, the Sport Touring, like its Civic sedan sister ship, had us thinking "little Accord" more than "sport sedan." The hatchback's ride is supple and its handling secure, although it reveals surprising poise when pushed aggressively on a twisty two-lane. We recorded an impressive 0.90 g of cornering grip on our skidpad, which would easily have been higher had the stability control not intervened. This is a car that doesn't fall to its knees when pressed, which is exactly what we say of the Accord Sport.

The interior of the Civic Sport Touring looks and feels Accord-like as well; it's similarly well appointed and conservative in design. The standard leather seats are comfortable, and the cabin materials are good looking, with many softly padded surfaces and not much in the way of hard plastic trim. We especially like the designer's touch evident in the intricate metal honeycomb panel that stretches across the dash and hides the air vents.

The Sport Touring trim also offers the kind of upscale equipment that's become common across the small-car segment in recent years. Features include a Bose premium audio system, a 9.0-inch touchscreen with navigation, a 10.2-inch digital instrument cluster, Apple CarPlay and Android Auto, dual rear 2.5-amp USB ports, a sunroof, dual-zone climate control, power seats, wireless phone charging, and much more. Honda's lane-keeping and active cruise-control systems are standard on all hatchbacks.

The hatchback lineup starts at $23,915, $1000 more than the sedan. That relatively small price step up from the sedan brings with it a choice for Civic buyers. The hatchback looks virtually the same as the handsome sedan. It's just as roomy, it's equally comfortable, it feels as solid, and it drives every bit as well. Plus, it offers both a manual transmission and near-SUV cargo capacity. You can't go wrong with either model, but as fans of do-it-yourself shifting, we know which one we'd take.

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.

Date Temp Weight Acceleration
0-60 Acceleration1/4-Mile
2016 Honda Civic Touring 12/1/15 60 deg 2,920 lbs 6.7 sec 14.8 sec @ 95.7 mph
2016 Honda Civic Touring 2/23/16 80 deg 2,920 lbs 6.9 sec 15.1 sec @ 93.4 mph
2022 Honda Civic Touring 5/24/21 77 deg 3,081 lbs 7.9 sec 15.9 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.