Buying a used Honda Civic (2012-2016)

Nobody, it seems, was overly excited when Honda announced the arrival of a ninth generation of Honda Civic. While the new car was accompanied by promises of ‘improvement’, commentators registered dismay at how similar the ‘new’ Civic was to the model it was set to replace.

And what about the engine?

Gone from all but the niche market Sport was that symbol of Honda’s association with high performance and 8000rpm redlines: the twin overhead camshaft engine.

However, not all of the Civic’s entrenched character had been thrown to the wolves and the car didn’t become overwhelmingly drab.

Stare into a car park cluttered with typical 21st Century transport and the shapes do tend to meld as one. Is that an i30 next to a Corolla, or maybe a Nissan? In both sedan and hatch form, and despite some clumsiness forward of the windscreen, the Honda Civic does still stand apart from the mainstream.

Gen 9 Civics emanate from factories that are literally half a world apart, with hatchbacks built in England and sedans coming from Thailand. Marrying these different designs with a myriad of unique components must have been a logistical nightmare, yet Honda still managed to slash the price  of pretty much every member of its Gen 9 range and make life hard for rivals such as the Hyundai i30 and Mazda3.

Facelifted in 2013, a basic Honda Civic VTi sedan with automatic transmission cost $21,790 plus on-road costs, with the auto hatch $1000 dearer. Manual transmission remained available, but the slick five-speed rarely appears in used-market VTi versions. Keen drivers who must have a manual can pick between the sporty VTi-S and not-so-sporty DTi-S turbo-diesel.

Basic cars came loaded with a range of electrically operated components, including power steering, air-conditioning and remote locking. Dominating the dash was a touch-screen with trip computer and Bluetooth connectivity.

Spending extra on a hatch upped the equipment ante to include alloy wheels, climate-control air, a leather-bound multifunction steering wheel and a reversing camera. There was even a hill-holder (something found in Subarus and, decades ago, Studebakers) for those manual drivers who struggled to juggle a handbrake and clutch pedal.

The basic Gen 9 Civic power unit produced 104kW from a 1.8-litre single-cam engine. Above it, but delivering only 10kW more, was the twin-cam 2.0-litre Sport and beyond it (in price at least) sat the $36,000 Civic Hybrid.

These esoteric mild hybrids packed 1.5-litre petrol engines with a 17kW electric motor and were claimed to cut fuel consumption to a sensational 4.4L/100km. However, Civic Hybrid sales ended almost as soon as they commenced, leaving the Civic DTi-S turbo-diesel as Civic’s sole attraction to the frugal.

Civic diesels didn’t survive long in the local market, either. They were expensive to buy and didn’t save enough fuel to justify their ownership or maintenance costs. Just how many tanks of diesel would it take before the price gap between a $26,990 DTi-S and the petrol-fed $20,650 VTi was bridged?

Almost as soon as the Gen 9 Civic range arrived, it was gone as well – replaced in 2013 by a Series 2 revamp. This version brought no more power, but voices of disappointment had been heard. In response, the VTi-S acquired cruise control as standard and Bluetooth to attract hands-free phone users.

Extending the range with a luxurious contender was an auto-only VTi-LN. These were priced at more than $30,000 and didn’t go any harder than the basic cars, but enticements included body embellishments and 17-inch alloys.

There were loads of comfort features too, including partial leather trim with electric seat adjustment and heaters, folding heated mirrors, push-button start and a DVD player.

The Gen 9 Honda Civic might not float all boats but its aerodynamics – a 0.27Cd drag coefficient for the hatch – were helpful when reducing highway wind noise and improving economy. Honda was almost obsessive about wind noise, with subtle reshaping of the rear hatch and even a modified wiper making a difference.

From inside, the Honda’s cabin is roomy and inviting. Some commentators again were disappointed that the folk responsible for presentation didn’t let their wild sides show, but your typical Honda buyer was very likely someone who wanted things to be easily found and simple to operate, not flashy.

Weighing in at around 1250kg, neither Gen 9 version was a lightweight. Nor did it offer the most power in its class – a perception heightened by owners who may be averse to burying the right boot.

Even with a single camshaft, Honda engines thrive on revs, and keeping the throttle open until the engine hits its sweet spot is the only way to unleash its full potential. 

Six-speed manual cars will react more quickly than the auto and are better suited to open-road running than the five-speed automatic. However, the majority of used Civics are sold in urban areas where the auto is in its element.

Using manual over-ride, you can swiftly slot into the engine’s optimum rev range without needing to floor the throttle. It also serves to slow the car when dealing with tight bends on rural roads.

Vision forward is good but not so great when reversing, so make sure the mirrors are correctly adjusted and choose a version if you can with the rear-view camera.

All of Honda’s obsessing with economy did bring results and official fuel consumption figures saw the automatic hatch average 6.7L/100km. Manuals reportedly used only marginally less fuel than the auto, with a combined average of 6.4L/100km. However, urban-cycle consumption of 8.3L/100km against the automatic’s 9.1L/100km was significantly better.

Feeling safe in a Civic isn’t difficult. The solid feel of Gen 9 suggests that any model would stand up well in a crash and that confidence is confirmed if you view its ANCAP safety assessment which shows an overall score of 34.91 from a possible 37 points and a five-star rating.

>> Honda engines can suffer from blockages, valvetrain wear and ultimately engine failure due to oil sludge. Reducing service intervals in cars that rarely go on long drives will help, as does experimenting with different lubricants. Still look under the filler cap for any gluggy deposits and ensure a prospective purchase is checked by a Honda workshop or mobile vehicle inspection service.

>> Cars that have travelled more than 100,000km may have noisy driveshafts and be leaking power steering fluid. Prior to test driving, look under the car for leaks and also damage to rubber driveshaft boots. During the test drive, listen for clicking sounds when cornering that signify constant velocity joints needing replacement. These aren’t expensive but still get a price on replacement before finalising the deal.

>> Make sure that manual transmissions don’t stick or crunch when being shifted quickly. Problems have been reported when selecting gears, especially third. A savage clutch action or shudder means that a new clutch is due soon.

>> Honda electrics are generally reliable, however when they do fail some things can be costly to fix. Test all the windows and the air-conditioning and make sure the seat adjusters and warmers (where fitted) do work. Also test the touch-screen and steering wheel control buttons.

Used vehicle grading for Honda Civic:
Design & Function: 15/20
Safety: 15/20
Practicality: 15/20
Value for Money: 12/20
Wow Factor: 13/20 (Sport)
Score: 70/100

Also consider: Ford Focus, Mazda3, Toyota Corolla, Volkswagen Golf