Buying a used Honda Civic (2016-21)

The Honda Civic has been with us for more than 50 years and for much of that time was the small car against which other brands might benchmark. So before we dig into the pros and cons of buying a second-hand 10th generation Civic lets cover off the quick back story on the vehicle.

The 21st century dawned with Honda about to launch its seventh-generation Civic and preparing loyal customers for some disappointment. Performance from models without VTEC valve timing was ordinary and a reshaped body matched the drabness of the Civic’s 88kW engine.

For 2006, when the eighth-generation Civic arrived, the styling was brightened (literally) by plated additions and the engine expanded to 1.8 litres. These changes must have done some good because local Civic sales reached almost 18,000 units in 2007, up from 7330 in 2005.

In 2012, the ninth-generation Honda Civic brought more drabness to the range, both visually and under the skin. The local range included a turbo-diesel and a hybrid and there was a Civic Sport, but it could only muster 114kW.

Arriving mid-2016, the 10th generation Honda Civic finally unified the design and manufacturing processes, with a new platform for worldwide sale and centralised production at a UK-based facility.

Also new to the world’s biggest car market was a model that had helped sustain Honda’s image as a sporting brand. The feisty Civic Type R had been built in various forms since the 1990s, but Gen 10 versions were the first ones offered to US buyers.

Honda’s current 11th-generation Civic was launched in December 2021. Its reshaped body pared back some of the Gen 10’s styling extremes, but without an entry-level car the cheapest Civic cost more than $40,000 and sales volume fell – despite the new car (and the hybrid version that followed) being an excellent all-rounder.

The latest Type R also raises the bar.

• Damage to the air-conditioner condenser, which is not protected from road debris.
• Contaminated oil due to head gasket leaks.
• Fuel pump failure (recall notice issued April 2024).
• Paint on horizontal surfaces fading and delaminating.

According to a NSW Honda dealer during the 1980s, the Japanese brand was running the risk of going broke because it seldom changed the shape of its cars and they were so good that owners rarely bought new ones.

Honda must have been listening because between 1987 and 2016 the Civic constantly changed its shape and design philosophy in pursuit of a more diverse buyer profile.

As the Civic underwent its raft of changes, opinion grew that Honda’s designers were digging a hole in their pursuit of conservatism that would be difficult to escape.

Then came the 10th generation.

The styling of the cars launched as a sedan then hatchback in 2016 was best described as confrontational. But when blended with some ambitious engineering, the pendulum headed back to a place it really hadn’t been since the 1990s.

Five versions were initially available, priced from $22,390 plus on-road costs.

For the first time in Civic history, there was no manual in the range. Even the sporty RS would use a continuously variable transmission (CVT), so manual lovers were forced to wait almost a year for the much more expensive and powerful Civic Type R manual.

The cheapest VTi and VTi-S versions of the Civic used Honda’s stolid 1.8-litre OHC four-cylinder petrol engine. With variable valve timing, the 1.8 managed to conjure 104kW, with peak power arriving at 6500rpm.

The seats were cloth-trimmed and drab, but for under $23K you did get an eight-speaker sound system with a range of input options, climate-control air-conditioning, halogen headlights and tyre pressure monitoring.

The VTi-S added 16-inch alloy wheels in place of steel rims, mirror repeaters, fog lights and park sensors, plus Honda’s heavily promoted LaneWatch blind spot monitoring.

Next up was the VTi-L, which for $27,790 plus ORCs brought a new engine and much-needed refreshment to the Civic’s performance reputation. Honda could have kept its 127kW 1.5-litre turbo engine for the overtly sporty RS, but decided to make it available as well in the VTi-L and more expensive VTi-LX.

These when new in 2017 cost $31,790-32,290 plus ORCs, depending on whether you chose a sedan or hatch. With today’s used market evenly divided between the two, it’s worth checking which configuration best suits you and haggling with the phalanx of vendors competing in a congested market.

In addition to extra body embellishment and distinctive alloy wheels, the Civic RS included sports pedals, a thicker steering wheel rim and paddle shifts with which to confuse the CVT. Its leather seats look inviting and are shaped to hold occupants during spirited cornering.

In addition to the rear camera, LaneWatch and parking sensors fitted to more basic Civic variants, the VTi-L, VTi-LX and RS add lane keep assist, autonomous emergency braking (AEB) and adaptive cruise control.

Even then, Honda still wasn’t finished garnishing its Gen 10 Civic, late in 2017 reviving an evocative suffix from the brand’s past. The new Civic Type R delivered the performance that the Gen 10 chassis deserved and did it at a sensible price.

While 2.0-litre Type R turbos did cost over $50,000, they were carefully priced to compete with similar hot hatches from Volkswagen, Renault and Hyundai.

The engine with its 228kW was 100kW more potent than the RS and available only as a six-speed manual. The body was wider and sat lower than other Civics, with massive brakes. Local cars tuned to use our lower-grade fuel were a little slower than those sold overseas, but still hit 100km/h in 5.7 seconds.

Depending on which version you choose, any 10th-generation Honda Civic will deliver improvements that range from decent to massive.

The Gen 10 is wider, longer and lower than the model it replaced. The seats are better and so is the dash layout, with a larger and more easily seen display screen. Unless you’re tall and sit in the back, the sloping roof won’t annoy anyone.

Performance with the 1.8-litre atmo engine is reportedly okay, but anyone interested in enjoying their time with a Gen 10 Civic needs at least to try the 1.5-litre turbo.

Like all good Honda engines, the turbo thrives on revs. Power peaks at a very accessible 5500rpm but the engine’s sweet spot emerges at 4000rpm.

Zipping along a backroad with the compliant new chassis smoothing the ride, engine zinging and CVT pretending to be a real gearbox, the Civic RS might not exactly replicate the same drive in a classic S2000 sports car but will still be entertaining.

Honda’s take on the continuously variable transmission has done a good job of overcoming – or at least masking – the deficiencies of other CVTs. The tachometer displays within the speedometer and makes monitoring the transmission’s behaviour less dangerous than trying to correlate two gauges while keeping an eye on the road.

Of course, the (fifth-generation) Civic Type R launched in 2017 is in another league with its 228kW/400Nm 2.0-litre turbo-four, six-speed manual, outstanding chassis dynamics and enough comfort built-in to make it a perfect daily driver.

Apart from the sporty versions which are programmed to be a bit raucous, the Civic does its work in relative silence and road noise is contained so long as the surface doesn’t turn ugly. Then you can experience tyre roar and some body resonance.

The engines are relatively frugal, with driver input via the right foot an obvious factor. At constant speed under ideal highway conditions, the 1.5T and 2.0-litre powerplants will return around 6L/100km, with 8-9L/100km available in urban running.

Basic versions offer sufficient safety equipment and inherent strength to easily qualify for a maximum five-star rating under the ANCAP evaluation system, based on testing protocols back in 2017.

If you can afford a car with Honda’s suite of driver assistance options, they may help avoid an impact in the first place.

For those who haven’t as yet reached 185cm in height, there’s a decent amount of legroom in the back of the Honda Civic, and adequate headroom too.

Even with all seats occupied, the Civic sedan still provides a class-leading 519 litres of boot space, with easy access.

Despite all that space in the back though, there’s still no full-size spare wheel.

No rear seat entertainment system either, but top-spec versions provide 10 speakers with an easy-to-navigate touch-screen. It will run Apple CarPlay or Android Auto but will need to pass instructions to those up front who can reach the screen.

• Service history with particular attention to oil change intervals. Fresh oil lessens the possibility of VVT failures.
• Ensure former owners have responded to recalls (three of them since 2020) to repair faulty fuel pumps.
• The front air-dam even on basic versions can suffer impact damage from speed bumps and steep driveways. Cracks can be fixed, but chunks of missing plastic weaken the structure and require a replacement panel.
• Look at horizontal surfaces for areas of dull paint and flaking clear coat. Owners of cars less than five years old, but mainly overseas, have reported paint issues.

RedBook Inspect mobile inspectors can take the guesswork out of buying a car with a comprehensive vehicle inspection.

Used vehicle grading for Honda Civic (2016-21)
Design & Function: 16/20
Safety: 16/20
Practicality: 14/20
Value for Money: 12/20
Wow Factor: 15/20 (RS)
Score: 73/100

Also consider: Hyundai i30, Kia Cerato, Mazda3, Subaru Impreza, Toyota Corolla, Volkswagen Golf