2016 Honda Civic Sedan Press Kit - Powertrain


With two advanced new engines and new and updated manual and Continuously Variable Transmissions, the 2016 Civic offers a range of new powertrain choices that combine fuel efficiency and fun-to-drive performance.

The all-new base engine is a 2.0-liter 16-Valve DOHC i-VTEC® that is related to the 2.4-liter engine offered in the larger Accord. With its larger displacement (replacing Civic's previous SOHC 1.8-liter engine) it offers more horsepower and torque than any previous base Civic engine in the U.S. The new 2.0-liter engine is rated at 158 horsepower at 6500 rpm1 and 138 lb-ft. of torque at 4200 rpm2 (an increase of 15 horsepower and 9 lb-ft. of torque). The 2.0-liter engine is paired with a new 6-speed manual transmission (LX) or a Continuously Variable Transmission (CVT) for efficient automatic operation.

For drivers looking for even greater performance coupled with equally high EPA fuel economy ratings, for the first time ever, the Civic is available with a turbocharged engine. The 1.5-liter 16-valve DOHC direct-injected turbocharged powerplant is rated at 174 horsepower at 5500 rpm3 with torque output an impressive 162 lb-ft. of torque between 1,800 and 5,500 rpm4.

Both engines are LEV3-ULEV125/LEV3-SULEV 30 emissions compliant.5 The new, more efficient engines and transmissions, along with improved aerodynamics and a major reduction in running resistance, result in substantially enhanced performance and fuel efficiency. Compared to the previous Civic 1.8-liter with either manual transmission or CVT, anticipated EPA highway fuel economy ratings6 are up across the board:

  • +4 mpg on 2.0-liter with 6MT to 40
  • +2 mpg on 2.0-liter with CVT to 41
  • +3 mpg on 1.5-liter Turbo with CVT to 42

Key Powertrain Features


  • New 2.0-liter, DOHC inline-4 engine*
    • 158 horsepower at 6500 rpm (SAE net)1
    • 138 lb-ft. torque at 4200 rpm (SAE net)2
    • i-VTEC® (intelligent Variable Valve Timing and Lift Electronic Control) with dual VTC (Variable Valve Timing Control)
  • Programmed Fuel Injection (PGM-FI)
    • 10.8:1 compression ratio
    • Lightweight, high rigidity steel crankshaft
    • Drive-by-Wire throttle system
    • Port injection system
    • Maintenance Minder™ system optimizes service intervals
    • 100,000 +/- miles tune-up interval7
  • New turbocharged 1.5-liter, DOHC direct-injected inline-4 engine*
    • 174 horsepower at 5500 rpm (SAE net)3
    • 162 lb-ft. torque at 1,800-5,000 rpm (SAE net)4
    • Dual VTC (Variable Valve Timing Control)
    • Low inertia Mono scroll turbo system*
    • Computer-controlled Direct Injection (DI) with multi-hole fuel injectors*
    • 10.6:1 compression ratio
    • Lightweight, high rigidity steel crankshaft
    • Drive-by-Wire throttle system
    • Maintenance Minder™ system optimizes service intervals
    • 100,000 +/- miles tune-up interval7

Emissions/Fuel Economy Ratings

  • LEV3-ULEV125/LEV3-SULEV30 Emissions compliant5
  • Improved U.S. EPA fuel-economy ratings (city/highway/combined) (anticipated)
    • 27/40/31 mpg6 (2.0-liter with 6MT)
    • 31/41/35 mpg6 (2.0-liter with CVT)
    • 31/42/35 mpg6 (1.5-liter turbo with CVT)


  • 6-speed Manual (2.0-liter)
  • Continuously Variable Transmission (2.0-liter)
  • Continuously Variable Transmission (1.5-liter turbo)

* First for Civic

Engine Architecture and Features

2.0-Liter In-Line 4 Cylinder
Related to the European Civic Type-R 2.0 liter turbo charged engine, the Civic's new standard 2.0-liter i-VTEC powerplant produces more horsepower and torque at all operating speeds compared to the 1.8-liter engine it replaces. The new engine also is anticipated to help the Civic receive superior EPA MPG ratings.6 The new 2.0-liter engine is rated at 158 horsepower at 6,500 rpm1 and 138 lb-ft. of torque at 4,200 rpm.2 The anticipated EPA fuel economy rating is 27/40/31 mpg6 city/highway/combined with 6-speed manual transmission, and 31/41/35 mpg6 with CVT.

Cylinder Block and Crankshaft
The Civic's new 2.0-liter inline four has a lightweight die-cast aluminum block with a bedplate main-bearing design that creates a rigid assembly to help minimize noise and vibration. Cast-in iron cylinder liners provide long-lasting durability. Thin slits between each adjacent cylinder sleeve help improve engine cooling and knocking.

Each journal on the lightweight heat-forged steel crankshaft is micropolished to reduce internal friction and improve smoothness throughout the rpm range and help lower noise levels.

Pistons/Connecting Rods
Designed with "cavity-shaped" crowns, the 2016 Civic's pistons help maintain stable combustion and contribute to improved efficiency. To reduce weight, minimize vibration and increase operating efficiency, the lightweight pistons have a carefully optimized skirt design. Ion-plated piston rings help reduce friction for greater operating efficiency. Heavy-duty steel connecting rods with tapered small ends are heat-forged in one piece and then "crack separated" to create lighter and stronger rods with an optimally fitted bearing cap.

Cylinder Head and i-VTEC Valvetrain
The Civic's 2.0-liter 4-cylinder engine has a lightweight DOHC cylinder head that is made of low-pressure casted aluminum alloy. With exhaust-port passages cast directly into the cylinder head, the need for a traditional separate exhaust manifold is eliminated.

A low-friction silent-chain drives dual overhead cams and four valves per cylinder. The cam drive is maintenance free throughout the life of the engine. To help further reduce friction, the finish of the camshaft journals has been improved. To improve cooling and detonation resistance, the cylinder head has a cooling passage placed between each pair of exhaust valves.

To help boost fuel efficiency and power, the combustion chamber shape and valve angles have been optimized. The included valve angle is 35 degrees, to decrease the surface-to-volume ratio of the combustion chambers and help create a flatter, more compact combustion chamber that reduces unburned hydrocarbon emissions. With this new combustion chamber shape, the compression ratio has been increased to 10.8:1 (up from 10.6:1 on the previous 1.8-liter engine), yet the engine still operates on regular unleaded fuel.

The cylinder head features a new high-tumble intake-port design. In combination with the new combustion chamber and piston crown shape, the design's high level of airflow tumble helps create a homogenous fuel mixture for low fuel consumption and high airflow for high power output.

The Civic's 2.0-liter DOHC 16-valve i-VTEC® engine uses an advanced valve control system to combine high power output with high fuel efficiency and low emissions. The system combines dual VTC (Variable Valve Timing Control), which continuously adjusts the intake and exhaust camshaft phase, with Variable Valve Timing and Lift Electronic Control (VTEC), which changes valve lift, timing and duration of the intake valves.

The "intelligent" portion of the system is its ability to continuously vary the timing of the intake and exhaust camshafts using variable valve timing control (VTC). This helps increase power and also provides a smoother idle (allowing idle speed to be reduced). The cam timing is varied based on input from sensors that monitor rpm, timing, throttle opening, cam position and exhaust air-fuel ratio. The result is increased fuel efficiency and lower emissions. Under certain conditions, the VTC can hold the intake valves open longer to allow a reverse airflow of intake air into the intake manifold.

Programmed Fuel Injection (PGM-FI)
The 2.0-liter engine's Programmed Fuel Injection (PGM-FI) continually adjusts fuel delivery to yield the best combination of power, low fuel consumption and low emissions. Multiple sensors constantly monitor critical operating parameters, such as throttle position, intake air temperature, coolant temperature, ambient air pressure, intake airflow volume, intake manifold pressure, exhaust air-fuel ratio and the position of the crankshaft and cams.

Turbocharged 1.5-Liter In-Line 4 Cylinder
The Civic's available new DOHC 1.5-liter engine is the first turbocharged engine ever to be offered in a Honda-brand automobile in America. With direct injection, low-inertia Mono scroll turbo system with electrical waste-gate and dual Variable Valve Timing Control (VTC), the turbocharged Civic powerplant develops the horsepower and torque of a much larger engine, and is anticipated to help the Civic receive excellent EPA estimated fuel economy ratings.

The turbocharged 1.5-liter engine is rated at 174 horsepower at 5,500 rpm3 with 162 lb.-ft of torque between 1,800 and 5,500 rpm.4 The Civic Turbo is anticipated to be rated by the EPA at 31/42/35 mpg.6

See the 1.5 L Turbo engine animation for a visual representation of prominent engine features and functions.

Cylinder Block and Crankshaft
The Civic's new 1.5-liter inline four has a lightweight die-cast aluminum block with individual reinforced main bearing caps to minimize weight. Cast-in iron cylinder liners provide long-lasting durability. Each journal on the lightweight forged-steel crankshaft is micropolished to reduce internal friction.

Pistons and Connecting Rods
The 1.5-liter engine's pistons help maintain stable combustion and contribute to improved efficiency with "cavity-shaped" crowns. The lightweight pistons have a carefully optimized skirt design to minimize reciprocating weight, which minimizes vibration and increases operating efficiency. The pistons are cooled by twin oil jets directed at the underside of each piston crown. Ion-plated piston rings help reduce friction for greater operating efficiency. Lightweight, high-strength steel connecting rods are heat-forged in one piece and then "crack separated" to create a lighter and stronger rod with an optimally fitted bearing cap.

Cylinder Head and Valvetrain
The direct-injected Civic 4-cylinder turbocharged engine has a lightweight DOHC cylinder head that is made of pressure-cast aluminum alloy. With exhaust port cast directly into the cylinder head, the need for a traditional separate exhaust manifold is eliminated.

A low-friction, silent-chain drives dual overhead cams and four valves per cylinder. The cam drive is maintenance free throughout the life of the engine. To help further reduce weight, new thin-wall hollow camshafts are used.

To benefit fuel efficiency, emissions and power, the turbo engine utilizes sodium filled exhaust valves. A hollow chamber within the valve contains sodium that is cooled by the exhaust port cooling jacket. As the camber reaches close to the valve head, the sodium helps to cool the entire valve. As the valve is internally cooled it doesn't need the enriched fuel mixture that was generally used in turbo engines to help cool the exhaust valve. The resultant leaner mixture reduces emissions, increases fuel efficiency and helps increase power.

The cylinder head includes smaller M12 sparkplugs, down from the more common M14, to save space and weight. The head also includes direct-injection multi-hole fuel injectors with a small diameter bore. Higher-pressure direct injection optimizes fuel atomization, allowing for more efficient combustion. To provide a high-tumble intake charge that further enhances combustion efficiency, both the intake port and piston crown have special designs.

The Civic Turbo engine features Variable Valve Timing Control (VTC) that can vary the timing of both the intake and exhaust camshafts independently. With the turbo engine's variable cam timing, the cam timing can be optimized to suit the driving conditions. Under light loads, valve overlap can be increased to reduce pumping losses and improve fuel efficiency. When engine speed is low and engine load is large, such as during initial acceleration, the amount of overlap is increased to boost the scavenging effect, which improves torque and responsiveness. When engine speed is high and engine load is also high, such as during full-throttle acceleration, the amount of valve overlap is reduced to increase engine output by improving both intake and scavenging.

Direct Injection System
The direct-injection system enables increased torque across the engine's full operating range along with higher fuel efficiency. The system features a compact, high-pressure, direct-injection pump that allows both high fuel flow and pulsation suppression, while variable pressure control optimizes injector operation. A multi-hole injector delivers fuel directly into each cylinder (not to the intake port, as in conventional port fuel injection designs), allowing for more efficient combustion.

The multi-hole injectors can create the ideal stoichiometric fuel/air mixture in the cylinders for good emissions control. Theoretically, a stoichiometric mixture has just enough air to completely burn the available fuel. Based on the operating conditions, the direct-injection system alters its function for best performance. Upon cold engine startup, fuel is injected into the cylinders on the compression stroke. This creates a weak stratified charge effect that improves engine start-up and reduces exhaust emissions before a normal operating temperature is reached.

Once the engine is fully warmed up, for maximum power and fuel efficiency fuel is injected during the intake stroke. This helps create a more homogeneous fuel/air mix in the cylinder that is aided by the high-tumble intake port design. This improves volumetric efficiency, and the cooling effect of the incoming fuel improves anti-knock performance.

Low Inertia Mono Scroll Turbo System with Electric Wastegate
The turbocharged Civic engine employs a small-diameter turbine for maximum responsiveness. The Mono scroll housing design helps the turbo build boost even at relatively small throttle openings and low rpm. The electrically actuated wastegate allows boost pressure to be precisely controlled.

A large air low-restriction intercooler is positioned low in the front of the car where it receives unobstructed airflow when the vehicle is in motion. Intake air travels from the air filter, to the turbo compressor, on to the intercooler, then to the engine's intake ports. The intercooler helps reduce the temperature of air entering the engine, making it denser for greater performance. To reduce weight, the turbo system is plumbed with rigid, lightweight resin composite inlet pipes to carry intake air to and from the intercooler.

Common Engine Features
Every 2016 Civic is equipped with a green ECON button located on the center console near the shift lever. When the button is pushed to activate ECON mode, several operating characteristics of the vehicle are modified for enhanced fuel efficiency. The Drive-by-Wire throttle system provides more gradual response, and to save additional energy, the climate control's fan speeds are lowered incrementally and other climate control system characteristics are altered based on the conditions. Another push of the ECON button reverts all systems to their normal mode.

Friction Reducing Technology
Both of Civic's engines make use of new friction-reducing technologies designed to improve engine efficiency. The outer skirts of lightweight aluminum pistons feature a low-friction coating applied in a unique pattern application. The result is reduced overall friction as the pistons move within the cylinder bores. Plateau honing further lowers the friction level between the pistons and the cylinders by creating an ultra-smooth surface. Plateau honing is a 2-stage machining process that uses two grinding processes instead of the more conventional single honing process. This also enhances the long-term wear characteristics of the engine. Low viscosity oil (0W-20) also reduces friction. Other contributors to overall operating efficiency are a special two-stage oil pump relief valve, low-friction oil seals, special low-drag piston ring design, low-friction cam chain and a lightweight crankshaft. 

Drive-by-Wire Throttle System
The Civic's Drive-by-Wire throttle system replaces a conventional throttle cable with smart electronics that "connect" the accelerator pedal to a throttle valve inside the throttle body. The result is less under-hood clutter and lower weight, as well as quicker and more accurate throttle actuation. Plus, a specially programmed "gain" rate between the throttle pedal and engine offers improved drivability and optimized engine response to suit specific driving conditions.

Honda's Drive-by-Wire throttle system evaluates the current driving conditions by monitoring throttle pedal position, throttle valve position, engine speed (rpm) and road speed. This information is used to define the throttle control sensitivity that gives the Civic's throttle pedal a predictable and responsive feel that meets driver expectations.

Emissions Control
Both 2016 Civic engines meet the tough EPA LEV3-ULEV125/LEV3-SULEV30 emissions standards,5 and are certified to this level of emissions performance for 120,000 miles.

100,000+/- Mile Tune-up Intervals
The Civic's powerplant requires no scheduled maintenance for 100,000+/- miles or more8, other than periodic inspections and normal fluid and filter replacements. The first tune-up includes water pump inspection, valve adjustment, and the installation of new spark plugs.

Maintenance Minder™ System
To eliminate unnecessary service stops while ensuring that the vehicle is properly maintained, the Civic has a Maintenance Minder™ system that continually monitors the vehicle's operating condition. When maintenance is required, the driver is alerted via a message on the Multi-Information Display (MID) on the LX trim or Driver Information Interface (DII) on EX and above trims. (See the Interior Section for more information about the DII).

The Maintenance Minder™ system monitors operating conditions such as oil and coolant temperature along with engine speed to determine the proper service intervals. Depending on operating conditions, oil change intervals can be extended to a maximum of 10,000 miles, potentially sparing the owner considerable expense and inconvenience over the life of the vehicle. The owner-resettable system monitors all normal service parts and systems, including oil and filter, tire rotation, air-cleaner, transmission fluid, spark plugs, coolant, brake pads and more. To reduce the potential for driver distraction, maintenance alerts are presented on the DII only when the ignition is first turned on, not while driving.

Advanced Transmissions

Continuously Variable Transmissions (CVT)
Two different CVT transmissions are offered in the new Civic to best suit the power output and operating characteristics of each available engine. Both Continuously Variable Transmissions (CVT) offer smooth and predictable gear ratio transitions and excellent acceleration matched with efficient low-rpm cruising. A wide ratio spread results in strong acceleration performance coupled with reduced engine rpm at high road speeds.

Each CVT is comprised of an engine driven torque converter that in turn drives two variable-width pulleys connected by a steel belt. With its angled inner faces, the belt can circle the angled pulley faces at varying diameter depending on the pulley width, which alters the effective ratio between the pulleys. Since there are no steps in the pulley faces, the range of possible gear ratios is essentially infinite. This ultra-fine control of the gear ratio is the key to the CVT's greater efficiency over a conventional automatic transmission with a limited number of discrete gear ratios. Instead of approximating the correct ratio for the conditions like a conventional automatic does, the Civic CVTs can precisely select the optimum ratio from moment to moment without steps or slippage. Computer control of the transmission allows the ratio between the pulleys to be altered almost instantly to best suit the driving conditions and accelerator pedal setting.

Continuously Variable Transmission for 2.0L i-VTEC
The Civic LX and EX which are powered by the 2.0-liter engine offer a CVT (available in the LX and standard in the EX) that is a refined version of the CVT that was offered in the previous generation Civic. It features a retuned torque converter, and a new generation of G-Design shift logic. 

Continuously Variable Transmission for 1.5L Turbo
Turbo Civic models offer a CVT that is an evolution of the CVT transmission that is offered in Accord 4-cylinder models. In this application, the transmission's final gear ratio is 4.69-percent taller than the Accord CVT on which it's based, to allow for lower engine rpm while cruising. A new generation of G-Design shift logic aids acceleration and has a more familiar driving feel. A new turbine twin-damper design for the torque converter provides tighter control and helps reduce turbocharger lag as the vehicle accelerates.

CVT Common Features
G-Design Shift Feature
Both available Civic CVTs are designed to provide the optimum gear ratio for the driving conditions, and to offer a more natural driving feel than some previous CVT transmissions that may have something of a disconnected "rubber-band" feel compared to a conventional automatic transmission.

The Civic CVTs have a new generation of special G-design shift logic that is designed to offer more immediate acceleration response than either conventional automatics or other CVT designs. When abruptly applying power from a steady-state cruising speed, both Civic CVTs immediately send power to the drive wheels while simultaneously adjusting the gear ratio (seamlessly and progressively downshifting) to smoothly bring the engine to its horsepower peak in a linear way.

By comparison, a conventional automatic is slower to respond and loses time making multiple downshifts. Since the automatic transmission has a limited number of separate, discrete ratios, even when fully downshifted, it can only approximate the optimum engine rpm as speed increases. This cuts into acceleration.

During full throttle acceleration, the new generation of G-Design shift logic employs stepped ratios as the vehicle speed increases. This helps give the transmission a more "connected" feel as the engine rpm and vehicle speed increase together. This stepped operation also improves acceleration performance incrementally.

CVT Automatic Modes
The transmission can be operated in three different fully automatic forward modes with the console-mounted straight-gate shifter. The D mode is ideal for most driving situations, and combines fuel efficiency with smooth operation and responsive power when needed. The S mode is for more performance-oriented driving, and features more aggressive transmission mapping to keep engine rpm higher for greater acceleration and response. The L mode is ideal for situations when additional engine braking is desired, such as in mountainous driving.

S-Range Control
To allow the driver to alter the operation of the CVT, the console-mounted gear selector includes an "S" or Sport mode that provides a sport-shift schedule that delays upshifting for more available power, and provides greater engine braking.

6-Speed Manual Transmission
A 6-speed manual transmission (6MT) is standard on the Civic LX. The unit offers smooth and precise shift feel and great efficiency. Compared to the 5-speed manual transmission it replaces in the Civic, the 6-speed transmission has been carefully engineered to deliver state-of-the-art performance and shift action, with reduced internal friction, tighter internal tolerances and improved synchronizers. The transmission also has a more rigid aluminum exterior case, higher-capacity ball bearings, stiffer gear shafts, and greater torque capacity. Refinements to the shift linkage and selector mechanism produce a precise and smooth gear lever shift action. A new constant-mesh helical reverse gear mechanism significantly reduces noise when reverse is selected. A reverse lockout feature prevents the transmission from accidentally being shifted into reverse while the car is moving forward.

Manual Transmission Gear Ratio Comparison

Gear Ratio (X:1)

2015 Civic 1.8L

2016 Civic 2.0L





















Final Reduction Ratio



Continuously Variable Transmission Gear Ratio Comparison

Gear Ratio (X:1)

2015 Civic 1.8L

2016 Civic 2.0L

2016 Civic 1.5L T









Final Reduction Ratio




Powertrain Feature Comparison


2016 Civic 2.0L

2016 Civic 1.5L T

Engine Type


L-4 Turbocharged

Displacement (cc)



Horsepower @ rpm
(SAE net)

158 @ 65001

174 @ 55003

(lb-ft @ rpm SAE net)

138 @ 42002

162 @ 1800-5500 (CVT)4

Bore and Stroke (mm)

86 x 85.9

73 x 89.4

Compression Ratio



Fuel Injection



Programmed Fuel Injection (PGM-FI)



16-Valve DOHC i-VTEC®

16-Valve DOHC w/VTC

Drive-by-Wire Throttle System

Low-Inertia MONO Turbocharger


Variable Intake Valve Lift


Intake/Exhaust Variable Cam Timing

Feature (cont.)

2016 Civic 2.0L

2016 Civic 1.5L T


6-Speed Manual / CVT


Front Wheel Drive

Hill Start Assist

100K +/- Miles No Scheduled Tune-Ups7

Fuel Economy and Emissions Ratings


2016 Civic 2.0L

2016 Civic 1.5L T

EPA Fuel Economy Ratings6 (city / highway/ combined) (anticipated)

27/40/31 (6MT)
31/41/35 (CVT)

31/42/35 (CVT)

Recommended fuel

Regular unleaded 87 octane

Regular unleaded 87 octane

CARB emissions rating5



(See the Specifications and Features section for all data.)

1 158 horsepower @ 6500 rpm (SAE net)

2 138 lb-ft @4200 rpm (SAE net)

3 174 horsepower @ 5500 rpm (SAE net)

4 162 lb-ft @ 1800-5500 rpm (SAE net)

5 CVT models are LEV3-SULEV30-rated in California and states that have adopted California vehicle emission regulations. CVT models in non-CARB states and 6MT models in all 50 states are LEV3-ULEV125-rated.

6 Preliminary mileage ratings determined by Honda. Final 2016 EPA fuel-economy ratings not available at the time of printing. Use for comparison purposes only. Your mileage will vary depending on how you drive and maintain your vehicle, driving conditions and other factors.

7 Does not apply to fluid and filter changes. Will vary with driving conditions. Please see your Honda dealer for details.

Back to Top
Honda North America | 1919 Torrance Boulevard | Torrance, CA 90501 | Media Contacts