10th-Gen Honda Civic: What Owners Say
Pros
The 10th-generation Honda Civic is a great car to drive, whatever body style you go for.
The sedan has loads of space.
Honda’s turbocharged 1.5-liter engine is a peach, offering loads of power and excellent fuel economy.
The 10th-gen Civic coupe is a good-looking, affordable sports car.
The 10th-generation Civic hatchback is arguably the best combination of all the car’s talents.
Cons
The tenth-generation Honda Civic has a clunky touchscreen interface.
Honda’s first-generation driver-assistance systems are known for being a bit clunky.
The design department went a bit overboard.
Tenth Generation Honda Civic Facelift
The Civic range was updated for the middle of its life cycle with minor revisions that gave it a bit more of an edge before the decade came to a close. The aim of the revision was to give the range a more premium appearance. A touch of aggression was added to the look, thanks to revised bumpers and lights. The range was also treated to some new shades of paint and additional standard kit.
CarBuzz
The front gets a more distinguished appearance, with the chrome bar that runs along the headlights and grille being replaced with a black finish (1). This is joined by darker headlights (2). On Touring models, you’ll find an upgraded set of LED clusters. A sense of aggression is translated via the new lower bumper, which no longer splits the air intakes into three to create one continuous opening (3). The fog-light surrounds are now finished in chrome (4).
CarBuzz
The tenth-gen Honda Civic has a controversial rear end. This applies to the Honda Civic FC1, FC2, FC3, FC4, FC5, FK4, and FK7 (pre and post-facelift codes for the coupe, sedan, and hatchback). On the sedan’s Touring spec, a chrome strip has been added to the lower bumper (1). The coupe’s facelift rectified one of the biggest oversights of the pre-facelift coupe – a lack of an exhaust outlet. The facelift coupe has a fake diffuser incorporated into the bumper with one (fake) center exhaust. The FK4 and FK7 hatchback’s posterior remained the same, but it’s arguably the best-looking out of the bunch. The center dual exhausts look sublime, though the spoiler does spoil the view out of the rear.
CarBuzz
Technically, there are no changes to the silhouette of the Civic range, but from this angle, you can see the alterations made to the front bumper (1). The chrome strip applied to the rear is also partially visible. Honda also took this opportunity to place a fresh set of alloy wheels on the axles (2).
CarBuzz
Changes to the interior are subtle but effective in terms of creating a more modern space. First, take note of the new materials that have been applied throughout the cabin. This includes a gloss black trimming found on the third spoke of the steering wheel that replaces the matte black finish (1). The metallic finishes on the dashboard have been replaced by brushed aluminum (2). There are also new alloy pedals (3). More minuscule changes include a new volume button on the steering wheel and wiper speed control toggle on the right stalk, as well as the removal of the fan speed buttons just below the infotainment system. The most notable alteration to the controls is the removal of the arguably finicky touch-sensitive buttons in favor of the tactile buttons and the return of the rotary volume knob (4).
Engine, Transmission and Drivetrain
Honda used the Civic to showcase what’s possible with a small capacity turbocharged engine. However, it continued to offer a naturally-aspirated four-pot on entry-level models. The NA entry-level engine is a standard Honda four-cylinder engine built for durability rather than speedy driving. It produces a healthy amount of power, and as standard on the base LX, it’s mated to a six-speed manual transmission. A continuously variable transmission (CVT) was optional on the base and standard on the rest.
Honda’s 1.5-liter turbocharged four-cylinder does not look that impressive on paper, but it’s an absolute stunner of an engine. The turbocharger helps the four-pot deliver loads of low-down torque and surprising mid-range punch. The only downside is that the turbocharged engine is that most of the used models on sale are CVTs. You could have a turbocharged model with a manual transmission, but the uptake was so little that Honda eventually dropped it in 2019.
2.0-liter Inline Four Naturally Aspirated DOHC K20C2
Horsepower
Torque
Transmission
158 hp
138 lb-ft
Six-speed manual or CVT automatic
Honda’s naturally aspirated mill is the all-aluminum K-series as used in the Type R, but with a heavily reduced state of tune (158 hp at 6,500 rpm and 138 lb-ft at 4,200 rpm) and multi-point fuel injection. Compared to older Hondas, this unit has a lower redline of 6,700 rpm. With the i-VTEC valve timing management system, it is not the most thrilling powertrain, regardless of whether you have the six-speed manual or CVT equipped, but it is known for being a dependable mill. It is mostly restricted to lower trims but was made available to the Sport trim for the first time from the 2019 facelift. While the Sport trim was expanded to all three body styles, the 2.0-liter could only be had in the Sport sedan and Sport coupe, not the FK hatchback, which retained the 1.5 turbo. To ensure that it remains dependable throughout the ownership experience, you must ensure that the valve clearances are inspected routinely. Rapid wear of the exhaust camshaft and oil leaks from the front crank seal are also issues to look out for, especially in neglected engines.
1.5-liter Inline Four Turbocharged DOHC L15B7/L15BA
Horsepower
Torque
Transmission
174/180 hp
162/167/177 lb-ft
Six-speed manual or CVT automatic
The tenth-gen Civic benefits from various iterations of the newer-generation of Honda’s L-series engine. The trusted engine now features dual-overhead camshafts and turbocharging, giving it a power output of 174 hp at 6,000 rpm and 162 lb-ft at 1,700 rpm. This engine was initially only available with a CVT, but a six-speed manual option was made available for 2017 for those who wanted a more engaging driving experience akin to that of the Si; for the manual, torque output is 167 lb-ft. Honda also added Sport and Sport Touring trims using a derivative of the L15B with a power output of 180 hp, and added paddle shifters to the CVT for manual control. If you want an increased torque output of 177 lb-ft in the Sport, the six-speed manual would afford that; all CVTs were capped at 162 lb-ft. Common L15B issues include carbon build-up on the intake valves because of the direct-injection system, oil dilution, and spark-plug problems.
2016-2021 Honda Civic Real MPG
As you may expect, the Civic is respectably frugal with both the naturally aspirated and turbocharged mill providing good fuel consumption figures. The L15B7 with the CVT and 174 hp state of tune offers the most appealing figures, but the K20C2 is not far off. Despite being a sportier model, the uprated 180-hp turbo with the manual transmission is not far off from the group average.
2021
EPA MPG (CITY/HIGHWAY/COMBINED)
REAL-WORLD COMBINED MPG*
Sedan 2.0 manual
28/40/32
41.2
Sedan 2.0 CVT
30/38/33
31.8
Sedan 1.5 turbo 174 hp CVT
32/42/36
35.7
Sedan 1.5 turbo 174 hp manual
31/42/35
N/A
Hatchback 1.5 turbo 180 hp CVT
31/40/34
28.6
Hatchback 1.5 turbo 180 hp Manual
29/37/32
N/A
* Real-world mpg and MPGe figures are provided by the EPA. Once a car has been on sale for a significant period of time, the EPA gets real-world figures directly from the customer base. These figures are then provided on the EPA website. Real-world figures are not available for certain models due to a lack of sales, or not enough people partaking in this after-sales survey.
Safety
Honda
Pre-facelift tenth-gen Civic models have the usual array of active and passive safety features like airbags, traction and stability control, all-disc ABS brakes with electronic brake distribution and brake assist, and a backup camera. All trims have the option of adding the advanced Honda Sensing safety package, which adds adaptive cruise control, forward-collision alert, lane-departure warning and intervention, as well as a trip computer when fitted to the LX trim. These are standard on the flagship Touring. All cars are supported by a comprehensive six-airbag configuration that covers the driver, passenger, and curtains. The base 2016 LX sedan has automatic headlights and LED daytime running lights. The EX adds a right-hand-side LaneWatch blind-spot camera and the HondaLink system that includes automatic crash notification. On the coupe, only the Touring trim gets standard LaneWatch and HondaLink. For the 2019 facelift, the entire lineup receives the Honda Sensing driver-assistance suite as outlined above as standard equipment.
US NHTSA Crash Test Result
The 10th-gen Civic sedan and hatchback received impressive marks from the NHTSA. It was tested in 2016, and it scored full marks in all the categories. There is one anomaly you should be aware of, however. The coupe scored four out of five stars in the frontal crash test.
2016 Hatch and Sedan
2016 Coupe
Overall Rating
5/5
5/5
Frontal Barrier Crash Rating
5/5
4/5
Side Crash Rating
5/5
5/5
Rollover Rating
5/5
5/5
10th Generation Honda Civic Trims
The basic Civic trims are LX, EX, and Touring. Some branch off into temporary sub-trims, such as LX-P and EX-T, while the up-specced EX called EX-L was a permanent fixture. Another trim that came and went was Sport, which replaced EX-T. Not all trims were applied to all three body styles; the Sport is a hatchback-only trim before the facelift, and LX remains sedan only throughout. At launch, there were only sedan and coupe body styles, with the FK4 hatchback added for the 2017 model year. Also for 2017, the Si and Type R Civics arrived, but we review them separately.
After this, the lineup was left essentially unchanged until the 2019 facelift when the Sport trim became available with all body styles, albeit 2.0-liter only in coupes and sedans and retaining its 1.5-liter turbo engine in hatch form. Range-wide 2019 changes include the updated looks and the return of a proper volume knob to the infotainment system. The last model year for the coupe body style was 2020.
2016-2021 LX
Engine
Transmission
Drivetrain
2.0-liter four-cylinder
Six-speed manual or CVT transmission
FWD
The LX nomenclature has always been used on entry-level Honda models. However, with the Civic it’s by no means a budget offering. It has some pleasant comfort and convenience features like automatic headlights with integrated LED daytime running lights. 16-inch steelies, power windows and door locks, automatic climate control, and a basic five-inch infotainment display boasting a rear-view camera, Bluetooth connectivity, a USB port, and a four-speaker sound system are fitted as standard to the LX Sedan; the LX Coupe gets 16-inch alloys instead. This basic infotainment system remained the only option throughout the Civic’s lifecycle, and Honda never included Apple CarPlay or Android Auto as standard. Another interesting omission is the lack of split-folding rear seats on sedan models made before 2019. After this, it features a solid folding bench. The LX is only available with the 2.0-liter K20C2 powertrain mated to a six-speed manual gearbox but the CVT is available optionally. As with the rest of the range, 2019 brought standard Honda Sense.
2016-2018 LX-P
Engine
Transmission
Drivetrain
2.0-liter four-cylinder
CVT
FWD
The LX-P was only available for the coupe as a more premium package for the LX. This includes the CVT as standard, smart entry and push-button start, a sunroof, and rear cup holders. This trim is only available in the pre-facelift Civic.
2017-2021 Sport
Engine
Transmission
Drivetrain
2.0-liter four-cylinder, 1.5-liter four-cylinder turbo
Six-speed manual or CVT transmission
FWD
The Sport is based on the LX trim and was available from 2017 in hatchback format with a forced-induction powertrain in 180-hp tune. Thanks to 18-inch black alloy wheels, aerodynamic bodywork, fog lights, and a center dual exhaust, it certainly looks the part. Over the LX, it also gains a center rear armrest with cup holders and leather trim on the shift knob and steering wheel. The CVT models come with paddle shifters.
Sport sedan and coupe trims were introduced in 2019, but you’ll only find these models with the 2.0-liter naturally-aspirated engine. The facelift also brings in an infotainment system with a seven-inch touchscreen and the return of a physical volume knob.
2016-2021 EX
Engine
Transmission
Drivetrain
2.0-liter four-cylinder, 1.5-liter four-cylinder turbo
CVT transmission
FWD
The pre-facelift EX, available only as a sedan, has everything the 2016 LX-P has, as well as 16-inch alloys, variable intermittent wipers, heated exterior mirrors, a lane-change assistant, dynamic lines on the rearview camera display, two USB ports, a seven-inch touchscreen infotainment system with Apple CarPlay and Android Auto, split-folding rear seats, and a trip computer. The infotainment system in the EX is connected to an eight-speaker sound system, making for a slightly more premium ownership experience. Pre-facelift, this model is only available with the 2.0-liter K20C2 engine mated to a CVT automatic.
At the time of the 2019 facelift and the demise of the EX-T trim, the EX sedan was joined by EX coupe and hatchback derivatives at last and adopted the EX-T’s 1.5-liter turbocharged engine and most of its features. Standard features that were previously the reserve of the EX-T include 17-inch alloy wheels, dual-zone climate control, and heated front seats. A power-adjustable driver’s seat is also added.
2016-2018 EX-T
Engine
Transmission
Drivetrain
1.5-liter turbocharged four-cylinder
Six-speed manual or CVT
FWD
The EX-T existed for just three model years as a turbocharged variant of the EX trim and can be had as a sedan or coupe. The T in the name obviously stands for turbo. 2016 models can only be had with the CVT, but thereafter, the manual transmission became standard fitment. To make it stand out a little, it also has 17-inch alloys and a rear spoiler. Other niceties include heated seats, remote start, HD and satellite radio, dual-zone automatic climate control, and heated front seats. The coupe version gets a ten-speaker audio system.
2016-2021 EX-L
Engine
Transmission
Drivetrain
1.5-liter turbocharged four-cylinder
CVT
FWD
The EX-L can essentially be categorized as a luxury package for the EX-T trim as the only notable difference between the two is the inclusion of an auto-dimming rearview mirror and leather upholstery for the seats. It also gets an eight-way electrically adjustable driver’s seat and the option to select the navigation package. This trim is available with the sedan, coupe, and hatch with the turbocharged powertrain and CVT. For 2019, a power-adjustable front passenger seat is added. In hatchback format, the EX-L derivative comes with standard navigation.
2016-2021 Touring
Engine
Transmission
Drivetrain
1.5-liter turbocharged four-cylinder
CVT
FWD
The Touring is the flagship of the Civic range and comes standard with almost everything available for the model. This includes all of the Honda Sensing passive and active safety features, LED one-touch indicators, chrome door handles, rain-sensing wipers, LED headlights, a four-way electrically adjustable passenger seat, and a ten-speaker audio system (12 in the hatchback Sport Touring), right from the start. It is also the only trim that comes standard with navigation, except for the hatchback EX-L. The Touring can only be had with the turbocharged engine mated to a CVT. The hatch’s flagship bears the Sport Touring moniker and goes without the chrome door handles. All Tourings run on 18-inch alloy wheels.
10th Gen Civic Features (2021)
Honda
LX
LX-P (2018)
SPORT
EX
EX-T
EX-L
TOURING
Back-Up Camera
S
S
S
S
S
S
S
Bluetooth Connection
S
S
S
S
S
S
S
Apple CarPlay and Android Auto
N/A
N/A
S
S
S
S
S
Leather Seats
N/A
N/A
N/A
N/A
N/A
S
S
Keyless Entry
S
S
S
S
S
S
S
Keyless Start
S
S
S
S
S
S
S
HD Radio
N/A
N/A
N/A
S
S
S
S
Alloy Wheels
S
S
S
S
S
S
S
Sunroof
N/A
S
S
S
S
S
S
Interior, Trim And Practicality
Honda
The practicality obviously depends on the body style you go for, with the coupe being the least practical. Headroom and legroom in the front are satisfactory, but rear passengers will feel a bit snug. The trunk takes the biggest knock, as you must sacrifice a large chunk of cargo capacity. The coupe only has 11.9 cubic feet of capacity for the turbocharged model and 12.1 cubic feet for the naturally aspirated model, but you can fold the rear seats forward to create more space. Most buyers will go into this purchase knowing about this flaw, and will likely use the rear seats as additional cargo space. The sedan offers adequate space for rear passengers, and a 15.1 cubic-foot trunk. The Touring’s trunk is marginally smaller due to additional equipment. You can also fold the rear seats forward in a 60/40 split in all but the LX model.
The hatch is by far the most practical out of the bunch. It gives rear passengers the same sort of room as the sedan, but it comes standard with a 25.7 cubic-foot trunk. Fold the rear seats forward, and you get 46.2 cubic feet to play with. Interior quality is traditional Honda. Leather cladding for the steering wheel and shifter is only standard from the EX-L trim, so the major touchpoints can feel a bit low-rent on lesser models. Having said that, the Civic’s plastics are high-quality, and the car is bolted together properly.
Looking at the various used models on offer, you’ll note that most of the interiors look almost brand-new. That’s the upside of Honda’s chosen materials. Ergonomically speaking, the Civic is good. All of the major controls are easily within reach and the digital instrument cluster on certain models is clear and easy to understand. The only frustration is the lack of a volume knob on earlier models, but Honda fixed that problem with the facelift.
TRIM (2021)
LX
LX-P (2018)
SPORT
EX
EX-T (2018)
EX-L
TOURING
SPORT TOURING
Black, Gray, or Ivory cloth
S
S
N/A
S
N/A
N/A
N/A
N/A
Black cloth
N/A
N/A
S
N/A
N/A
N/A
N/A
N/A
Black, Gray, or Ivory cloth/velour
N/A
N/A
N/A
N/A
S
N/A
N/A
N/A
Black, Gray, or Ivory leather
N/A
N/A
N/A
N/A
N/A
S
S
N/A
Black leather
N/A
N/A
N/A
N/A
N/A
N/A
N/A
S
2016-2021 Honda Civic Maintenance and Cost
Even though the body styles are different, the servicing costs are the same. All body styles use the same engines, gearboxes, and drivetrain. A basic annual maintenance service will cost between $180 to $330, depending on what needs to be done. Every 60,000 miles you can expect a larger servicing bill as more parts need to be expected and replaced. Here you can expect between $500 to $860. Every 120,000 miles, you’ll need roughly $1,100 for a proper inspection, replacement of all the fluids, new spark plugs, and replacement of serpentine belts.
Over ten years, you can expect to pay roughly $5,000 in servicing.
The 10th-generation Honda Civic has a maintenance-minder system that uses onboard sensors to inform you when an aspect of the car will need servicing. As per Honda’s usual suggestions, both powertrains will need an engine oil and filter change every 7,500 miles. At 15,000 miles, the powertrains will need new spark plugs and air conditioning filter. From this point onwards, spark plugs only need to be changed at 30,000 miles. This interval is also when you must conduct a differential oil replacement. If you frequent dusty driving environments, it’s advised that your air cleaner filter is exchanged every 15,000 miles. An oil change for the CVT should be conducted at 25,000-mile intervals if subjected to severe use. If routine driving is the case, we’d advise a transmission oil change at 30,000-40,000 miles, unless stipulated sooner by the Maintenance Minder.
2016-2021 Honda Civic Basic Service
Engine Oil Change Including Filter
Oil capacity: 2016 to 2021 K20C2 2.0-liter naturally aspirated inline four: 4.2L (4.4 quarts)
Recommended oil type: 0W-20 synthetic motor oil
How often to change: 7,500 miles.
Average Price: Around $62
2016 to 2021 L15B turbocharged 1.5-liter inline-four: 3.5L (3.7 quarts)
Recommended oil type: 0W-20 synthetic motor oil
How often to change: 7,500 miles.
Average Price: Around $52
Sparkplugs
K20C2 2.0-liter naturally aspirated inline four
L15B turbocharged 1.5-liter inline four
Part Number
DILKAR7H11GS
ILZKAR8H8S
Replacement
ILZKAR8H8S
15,000 miles
Average Price
$175 for four
$128 for four
Air Filter
K20C2 2.0-liter naturally aspirated inline four
L15B turbocharged 1.5-liter inline four
Part Number
17220-5BA-A00
80292-TBA-A11
Replacement
15,000 miles
15,000 miles
Average Price
$22
$20
Battery
All models
Part number
31500-TGG-100M
Replacement
Every 3 to 5 years
Average
$140
10th Generation Honda Civic Tires
LX and EX
Tire Size: 215/55R16
Grand Touring All-Season: $412 to $716 per set
EX-T and EX-L
Tire Size: 215/50R17
Grand Touring All-Season: $469 to 844 per set
Sport and Touring
Tire Size: 235/40R18
Grand Touring All-Season: $639 to $992 per set
Check Before You Buy
Technical Service Bulletins according to the NHTSA. Check service book for:
The tenth-gen car is well built, but that doesn’t mean there were no 2016-2021 Honda Civic recalls. The original 2016 model was recalled three times. The most troubling was the electronic parking brake problem. The brake does not engage directly after switching the car off. There was also a recall for side marker lights that may not function properly and piston wrist pin clips that may not have been properly secured. 2017 to 2018 Honda Civic Hatchback models were recalled for incorrect information in the owner’s manual, while all 2017 to 2018 models had to go back for a steering recall. Around 50 cars may have been equipped with a faulty magnet controlling the torque sensor output of the electronic steering. This is the only known electric power steering, also known as EPS, problem.
The 2017 hatchback was subject to an airbag recall. The rear seatbacks may not have openings for airbags, but this was once again limited to less than 100 models. 2017 sedans and coupes were recalled for a right half shaft that may have been improperly heat treated. Other than this recall, the Civic has no known suspension problems. A total of 13 Civics were recalled in 2018 for having random characters on the certification label, while 2018 to 2020 sedan and coupe models had to return for a fuel pump recall. The low-pressure fuel pump in the tank was prone to failure, affecting more than 135,000 vehicles.
These are the error codes you’ll most likely encounter when shopping for a 10th-generation Honda Civic:
Code P0172 is an indication that the fuel system is running rich.
Code P0455 will show up when there’s a leak in the EVAP system.
Code P0128 is caused by a defective thermostat. The next step after a broken thermostat is expensive engine problems, so this is not one of those errors you can ignore and hope it goes away.
Code P0812 is a tricky diagnostic code. It shows up as “reverse input circuit” but it can mean multiple things. In short, the ECU is picking up an irregular voltage when the car is put in reverse, which could point to transmission problems.
Code P0502 indicates that the ECU is detecting a difference in the speed reading between the wheel speed and vehicle speed sensor.
Code P0560 indicates an abnormal voltage reading coming from the powertrain control module. This is a serious problem and can lead to all sorts of electrical problems.
10th Gen Honda Civic Common Problems
K20C2 Common Problems
The K engine family was first launched in 2001 as a thrilling performance powertrain for the Type-R models, but in this range, it has been adapted for more usual commuting. It is formed with an aluminum cylinder block with cast-iron cylinder liners, an aluminum-alloy DOHC cylinder head, the i-VTEC system, and a cam chain.
This power unit does not make use of hydraulic valve lifters, so valve clearances must be inspected every 30,000 miles or two years. The K20C2 employs direct fuel injection, which will lead to carbon build-up on the intake valves after around 80,000 miles.
An issue you may find with the K20C2 is galling and rapid wear of the exhaust camshaft. This is usually caused by delayed oil changes. In addition, K engines often suffer from oil leaks from the front crank seal. The rear seal can also leak, but it’s not as likely. Engine mountings can have a short lifespan on the K20 and would be the cause of most vibration-related complaints.
Mileage: The front crank seal can start leaking at 120,000 miles. Exhaust-cam galling is likely to occur from around 100,000 miles. K20 motor mounts can fail at any mileage. Carbon build-up on the intake valves can occur from around 80,000-100,000 miles.
Cost: A crank seal should cost around $10-$40 with a proposed labor cost of $300 to $400. A worn exhaust camshaft replacement may cost anywhere between $1,000 and $1,500, including labor. Replacing the cam chain and tensioner can set you back by as much as $1,200 at a repair shop and more at a Honda dealership. It’s understood that the labor alone is more than six hours. K20 motor mounts cost less than $100 for both and can be fitted by a competent DIY mechanic with the right tools. This job costs $300 to $500 at a shop. Walnut-blasting the engine’s intake valves can cost more than $200 for labor. No parts are needed for this.
How to spot: A leaking crank seal will leave a visible oil leak, resulting in a low oil level, and cause under-hood smoking and a burning-oil smell if the oil lands on hot engine parts such as the exhaust system. A worn exhaust camshaft will sound a clicking noise and there will be a noticeable loss of power if the wear is very bad. If this is the case, it points to a neglected engine that should be avoided. A failed chain tensioner might cause rumbling and/or rattling sounds and timing problems that affect starting and that might trigger the Check Engine light and fault codes. In the worst case, slipped timing can cause piston-to-valve contact, which can incapacitate the engine.
L15B Common Problems
The L15B uses the bones of the highly renowned L-series powertrain but with the added benefit of turbocharging and dual-overhead cams. It is a fairly young engine, so long-term reliability is not well-documented, but it is known to suffer from carbon build-up on the intake valves due to the direct-injection system. This may take place after 120,000 miles, at which point walnut blasting will need to be done on the intake valves. Expect this to cost $200. The L15B also struggles with an engine oil-dilution issue. This is more common in colder regions. In this case, fuel may stick to the cylinder walls where it is then picked up by the powertrain’s engine oil. If this takes place for too long, it will result in stalling, misfiring, and loss of power. To resolve this, you’ll need to carry out an oil change. To keep this from happening, we would advise against excessive engine idling. You should also let the engine warm up a bit longer if you intend to use more power.
The L15B has also gained a reputation for premature spark-plug failure, although it is not as common. Should this occur, it is likely due to the fact that the powertrain is being used in the higher revs before it has reached an appropriate temperature. This will lead to misfiring, a loss of power, and rough idling. To resolve this, you’ll need to fit a new set of spark plugs which will cost $128
Mileage: Carbon build-up can start to take place at 120,000 miles. Both the oil dilution and spark-plug failure do not have a mileage attached to them as they are weather dependent.
Cost: Walnut blasting should cost in the region of $200. An oil change, including the filter, will cost $52 while a new set of spark plugs will come in at $128.
How to spot: Carbon build-up on the intake valves will cause misfiring and a loss of power. Worn spark plugs will also have this effect. Diluted oil will similarly result in the engine stalling, misfiring, or losing power.
Air-Conditioning
There are relatively few 2016-2021 Honda Civic problems. Having said that, a worrying amount of early models had air-conditioning – or AC – problems. The most common fix for this problem is replacing the compressor, which isn’t cheap.
Mileage: From an average of 40,000 miles.
Cost: Around $1,200 to $1,800 depending on how bad the problem is.
How to spot: Turn the AC all the way to ice cold and let it run for a few minutes. If you are buying an early model, make sure you check the service history to see whether any air conditioning components were replaced.
Rats
This problem has popped up multiple times, and not just with Honda. In a bid to be more environmentally friendly, Honda switched over to soy-based wiring looms. Rats have no interest in normal wiring, but they seem to dig a bit of soy. As you can imagine, a rat chewing its way through the wiring harness can cause significant damage. A new wiring system can set you back by $850. Honda sells a specific rodent-resistant tape for $58 but this can only cover sections that human hands can reach. It is best if you ensure that the space you have parked in is free of any pests.
Mileage: Around 13,000 miles
Cost: $850 to replace the entire harness.
How to spot: Rats will likely want to nest somewhere warm, so keep an eye on the engine bay. Also, familiarize yourself with what rat droppings look like.
Infotainment
There are a variety of Honda Civic infotainment problems. Some owners complained about incessant beeping, while others mention audio, Bluetooth, and touchscreen problems. The most common and annoying issue experienced is poor Bluetooth connectivity. Owners have noted that their devices are being disconnected from the system and cannot be reconnected. As far as we are aware, Honda has not issued an update to the system to resolve this. In severe cases, the entire system can completely shut down while driving which blocks out the driver’s ability to use the navigation system. In contrast to this, others have noted that the system may randomly switch on once the car has turned off which can drain the car’s battery if unattended. Issues surrounding the infotainment system are so severe that it led to a class-action lawsuit in 2019.
Mileage: N/A
Cost: N/A.
How to spot: While on the test drive, keep a mindful eye on the infotainment system to see if it behaves erratically.
Less Common Problems And Problem-Free Areas
Less than ten owners complained about windshield problems. In some cases, the windshield simply cracked for no reason, and in other cases, it was shattered by a small stone. It is said that the windshield angles too far back and is susceptible to breaking. Since the complaint count is so low, we don’t see that as a problem. The same goes for the fuel tank door problems, which is essentially a warning notice telling the driver to tighten the fuel cap. You then tighten the fuel cap properly and the problem goes away. There were also a handful of complaints regarding headlight problems. Apparently, the bulbs failed earlier than the owner was expecting.
Speaking of general wear and tear, the Civic, like any other car, has battery problems. The battery fails, leading to alternator, starter and starting problems.
We also found three complaints about the driver assistance systems, or to be more specific, a brake-system problem. Three owners made official complaints after their Civics stopped for no reason. No recall was ever issued, however. And since the complaint count is so low, we don’t view this as something to worry about. A handful of owners have also noted that the seats can be a bit more uncomfortable than expected, so we suggest ensuring that you take the test unit on a lengthy drive to confirm whether these seats meet your expectations.
Which One To Avoid
The Civic range is impressive overall, but the lower-trim LX models do feel less comprehensive as they lack modern features like smartphone connectivity. The K20C2 is a great naturally aspirated engine option, but it’s not as capable as the downsized turbocharged unit. The 2016 model is the one that should be avoided as it suffered from the most issues and recalls.
Which One To Buy
If you love driving and you want the most engaging Civic, find the latest possible EX-T with a manual gearbox, or the Sport hatchback in the same configuration. The 1.5-liter turbocharged engine is sublime, offering near hot-hatch performance with none of the drawbacks. You can drop the kids off at the school and then go hooning in the canyons. If you’re here because you need a dependable, spacious, and comfortable sedan, coupe, or hatchback, go for the CVT. Honda’s CVT is better than most, mostly due to all that low-down torque provided by the turbocharged engine. The post-facelift models are the best, if only because of all the standard safety features. Cars assembled from 2018 to 2021 tend to have the best reputation in the reliability department, but the 2017 model is also fairly respectable.
10th Gen Honda Civic Verdict
Honda
The 2016-2021 Honda Civic is a good car, no matter what body style you go for. Your lifestyle will likely dictate your choice, but the best mix out of the bunch is the hatchback and its giant trunk. Like most Hondas, the Civic is also extremely dependable with no serious known flaws. It will likely keep going longer than you, and if you do buy one it will stay in the family forever.