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New small sedans come out every year, but none has been able to unseat the Honda Civic as our favorite model car since it was introduced back for the 2016 model year. Things aren't much different for this year's model — not surprising since Honda vehicles change very little year over year. The 2021 Honda Civic continues to offer a compelling mix of performance, comfort and practicality at a price point that is in line with the rest of the class.

\n

The mix outside the core Civic lineup, however, does see a shakeup. The coupe body style and sporty Si have been axed for 2021, while the high-performance Civic Type R hatch adds a new Limited Edition model. The Type R Limited Edition enjoys revised steering and suspension tuning, BBS wheels with more aggressive performance tires, and reduced sound deadening to save weight.

\n

Check out our Expert Rating to get our in-depth review of this year's Civic. We anticipate a new Civic for 2022, so if you're enthralled with the current model, pick one up now before it's gone.

\n

What's it like to live with?

\n

The Honda Civic has long been one of the better compact cars, but its 2016 redesign was nothing short of game-changing. Not only did it help revitalize the Civic nameplate, but it also shifted our expectations of what a compact car could be. This generation Civic is well regarded for its spacious cabin, excellent ride quality, upscale interior materials and superb handling. We're also smitten with its powerful and efficient turbocharged engine. We liked it so much, in fact, that we plunked down our own money to buy one. To read about our experiences with a top-of-the-line Touring sedan, read our long-term Civic test. Note that while we tested a 2016 Civic, all of our observations still apply to the 2021 model.

","datePublished":"2020-11-09T12:00:00","description":"Review, Pricing, and Specs","headline":"2021 Honda Civic","thumbnailURL":"https://media.ed.edmunds-media.com/honda/civic/2021/oem/2021_honda_civic_sedan_touring_fq_oem_6_175.jpg","publisher":{"@context":"https://schema.org","@type":"Organization","name":"Edmunds","logo":{"@context":"https://schema.org","@type":"ImageObject","url":"https://static.ed.edmunds-media.com/unversioned/images/logos/edmunds-logo-200x200.png","width":200,"height":200}},"author":{"@context":"https://schema.org","@type":"Person","name":"Cameron Rogers","jobTitle":"Reviews Editor","image":"https://static.ed.edmunds-media.com/unversioned/img/about/editorial-photos/team/cameron-rogers.jpg","url":"https://www.edmunds.com/about/authors/cameron-rogers.html","worksFor":{"@context":"https://schema.org","@type":"Organization","name":"Edmunds","logo":{"@context":"https://schema.org","@type":"ImageObject","url":"https://static.ed.edmunds-media.com/unversioned/images/logos/edmunds-logo-200x200.png","width":200,"height":200}}},"reviewRating":{"@type":"Rating","ratingValue":"8.4","bestRating":10,"worstRating":1}}},{"@context":"https://schema.org","@type":"ImageObject","contentUrl":"https://media.ed.edmunds-media.com/honda/civic/2021/evox/2021_honda_civic_sedan_lx_tds2_evox_3_500.jpg","url":"https://media.ed.edmunds-media.com/honda/civic/2021/evox/2021_honda_civic_sedan_lx_tds2_evox_3_500.jpg","name":"2021 Honda Civic","author":{"@context":"https://schema.org","@type":"Organization","name":"Edmunds","logo":{"@context":"https://schema.org","@type":"ImageObject","url":"https://static.ed.edmunds-media.com/unversioned/images/logos/edmunds-logo-200x200.png","width":200,"height":200}}},{"@context":"https://schema.org","@type":"VideoObject","description":"In this comparison, Alistair Weaver pits the two hottest hatchbacks you can get against each other: the Mini John Cooper Works GP and the Honda Civic Type R.","name":"Honda Civic Type R vs MINI John Cooper Works GP: 0-60, Price, Specs, Interior & More","transcript":"[MUSIC PLAYING] ALISTAIR WEAVER: The Honda Civic Type R has long been Edmunds's favorite hot hatch, but now its crown is under threat from the limited edition 2021 Mini John Cooper Works GP, the most powerful, most extreme, and the most expensive production Mini ever. \n\nI'm Alistair Weaver, and we're here at the Edmunds Test Track with two of the hottest hatchbacks ever produced. Both are either new or updated, both are over 300 horsepower, both are front wheel drive, and both are uncompromising in their pursuit of performance. \n\nWe're going to put them through the full Edmunds testing procedure, and then we're going to drive them on the track and declare a winner. But before all of that, be sure to subscribe to the Edmunds channel, and check out the link below for a companion piece on Edmunds.com that reveals all the testing data. Let's get on with it. \n\nTo be honest, I've always had a bit of a soft spot for Minis. It was my mom's first car, and legend has it that if she hadn't broken down in it and asked my dad for help, then I wouldn't have been here. And I'm sure we can all agree what a tragedy that would have been. \n\nThat first, classic Mini really was a work of genius, a genuinely pioneering family car with trick suspension that just happened to be good on the track and rally stage. The Mini Cooper S that won the Monte Carlo rally still looked like my mom's shopping machine. It had a kind of utilitarian chic. \n\nUnlike this car. It's like Mini's designers took one look at the Honda Civic Type R and said, hold my beer. Now, whether you like it or not is purely subjective, and I certainly enjoy its sense of theater. But what does irritate me is how much of it is fake. \n\nNow, Carlos Lago has his pen. My old skiing buddy, Matt Watson at Carlyle has his Stick of Truth, and I have my Chopstick of Shame. So ready for this, Charlie? Stay with me. Engine air intake? No such thing. Engine power bulge? Also fake. Front grille? Well, some of it's real. Some of it's not. We can forgive that, I think. \n\nThese kind of wheel arch extensions designed to widen the track of the car give you, in theory, a bit more poise and stability. This is using carbon-reinforced plastic, the sort of thing that you find on the BMW I3 and I8. And apparently, they channel down the side of the car. But if you follow me, you'll see at the back here that these vents don't really go anywhere. But what it actually does is collect gravel-- strange. \n\nYou also get that natty little gas cap. And then, if you can follow me to the rear, please, sir, there's a diffuser down here. If you crawl underneath, you'll discover it isn't really a diffuser at all. You get some fantastic looking exhaust pipes. \n\n\nNow, the piece de resistance is this split-wing, complete with little gurney flaps. Now, you might be thinking this is a moment of aerodynamic genius, but what it's actually for is to make sure that you don't decapitate the aerial every time you open the truck. Watch this. [LAUGHS] \n\nThe other thing I should point out, if you look inside, in order to save weight, Mini has junked the rear seats-- you can't even have them fitted as an option-- and gone to is the luggage shelf. What you do get is this sort of red bar, which, at first glance, looks like a strut brace designed to improve the integrity of the body shell. But according to Mini, it's actually there to stop your shopping whacking you in the back if you brake suddenly. It's quite a collection. \n\nIt's not exactly minimalism. In fact, in my eyes, it's not exactly Mini. It's hard to argue that under BMW's stewardship, Mini is getting further and further away from that original purist ethos. But at least it's not just a styling exercise. There is meat on those bones, which is just as well given it costs $45,000, or around $8,000 more than the Civic Type R. \n\nYou get 301 horsepower. That's 73 more than the standard John Cooper Works. There's reinforced crankshaft. There's new pistons, a new turbo, a new oil sump, even a new engine mount. \n\nBut the one thing you don't get is a manual gearbox. Apparently, BMW doesn't have a manual box for a transverse engine capable of handling the GT's 331 pounds-feet of torque. Instead, you have an eight-speed auto with flappy paddles-- more of which later. \n\nLike every car we test, we've put it through the full gamut of the Edmunds experience-- so 1/4-mile speeds, braking, and even lateral acceleration, or G-Force to you and I. And now, by the magic of socially distanced cellular technology, I'm being texted the results. So text me, please, Mr. Editor. \n\n[DIGITAL EFFECTS] \n\nAnd here we go. Honda Civic Type R, 0 to 60, 5.7 seconds. Mini GP, 5.1, helped by that automatic gearbox and slightly lazy clutch action in the Honda. 1/4 of a mile, 13.8 at 103.6 miles an hour for the Honda, 13.2 for the Mini at 108.5 miles an hour. So braking, that's how fast it stops, from 60 to 0, 107 feet for the Honda, 105 feet for the Mini. So about that much shorter. \n\nNow onto the skid pad for a measure of lateral acceleration G-Force. Honda Civic Type R, 1.03g, which is a really good result. Anything over 1g, particularly for a front-drive hatch, is super impressive. Mini GP? Drum roll, please. \n\n[DRUM ROLL] \n\n0.99g. So the Honda has more lateral grip. Enough of the stats. Let's hit the circuit. \n\nYou've probably noticed by now that here we're focusing mainly on the Mini. If you want the full tech lowdown on the Type R, watch Carlos Lagos's superb film on our channel. Now we'll hit the track. \n\nSo as I warm my car up, let's reacquaint ourselves with the benchmark. It's amazing how immediately at home you feel in the Civic Type R. These seats are fantastic, way better than they are in the Mini. And this driving position really is first-rate. I like the Alcantara wheel they've got on this, the recently updated type R, and it's got this slightly thicker, heavier gear know. \n\nNow, I remember a development engineer once telling me that you could tell how sporty a car was by the distance between the gear stick and the steering wheel. And in this car, it's-- well, it's barely a hand span of my slightly puny hand. So it's nice, on a modern car, to be able to feel the cogs mesh in the way that you can in the Honda. Doesn't sound amazing, but what this car's always done well is to put its power down. \n\nThere's over 300 horsepower. Through front-wheel drives, it's normally a recipe for problems. But actually, you can start to feed out of these corners at 90 degree right and feel the turbo kicking and provide that torque, and away you go. \n\n7,000, hitting the rev limiter, hard on the brakes. Lift off, turn it in a little bit. Held the nose. You can start to feel the rear end rotate. This is a car that you can steer on the throttle, but without it ever feeling alarming. \n\nI'm going to go into R-plus mode, which, on the road, it makes it way, way too harsh. But it's actually been designed for circuit use or tracks like this. So this is now their Civic Type R in full attack. You never forget you're in a front-wheel drive car, but there's a lot of fluency. Yes, you can place the car really well on the circuit. \n\nAnd I love this rest matching as well. In some ways, it's kind of lazy not to have to heel and toe, but it does make life easy a little bit to say that you're hitting the rev limiter. Fourth gear, a little lift through here, and hard on the brakes. \n\nDown to third, moved a little bit on the braking. That's OK. Turn it in. Hard on the throttle, and the car actually helps you to pull it out of the corner. It's really easy to drive, but it's still entertaining, and it's far from intimidating. \n\nAnd that little bump in that corner, you can feel how aggressive the damping is in this mode. But that's always going to be in the Honda's favor. Because it's got electronic dumping on the road, you can switch it down to Comfort or even Sport and have a ride quality which is compliant enough to be tolerable. \n\nOf course, the other thing in the Honda's favor is this is still a proper five-seater family car with a good-sized trunk and plenty of space for genuine adults behind me. This really is a car that you can sell to the family as a everyday tool. \n\nRight, come on, Mini. Inside, it'll instantly feel familiar to pretty much any other Mini driver. You do get, though, these fairly funky digital displays and some 3D-printed flappy paddles here on the steering wheel that actually move with the rack. You also get more 3D printing here on the dashboard, including your car's unique build number. \n\nApart from that, though, pretty much business as usual, including the excellent Mini driving position. On the electronics, you have a unique Mini GT Stability Control Mode. If I activate it here, it gives me this little message on the dash that says \"Sporty Driving Experience due to Later Intervention of Suspension Control Systems.\" Which is odd, because it does absolutely nothing to the suspension. Anyway, let's go. \n\n[EXHAUST REVVING] \n\nTo be honest, our handling circuit at the Edmunds Test Track could have been tailor-made for this Mini. It's more like a tarmac rally stage than a traditional racing circuit. So if it's going to feel good anywhere, it should feel good here. \n\nTo create this car, Mini's engineers have given the standard John Cooper Works a thorough going-over. It now sits 10 millimeters-- that's about 1/3 of an inch-- lower to the ground, and they've upgraded the springs, the dampers, and the stabilizer bars. Now, unlike the Honda, there is no electronic damping. So it only really has one mode, and that's, well, angry. So it's kind of like my ex. \n\nSo at the moment, we're in stability GP mode. Let's see what she can do. Now, that ride quality on the road at times, if I'm honest, can feel slightly brutal. It never really settles. And I was driving down the highway, talking to a friend on the phone, and I had to actually apologize, because he could hear this kind of fluttering in my voice. And when you hit expansion joints, then there a real hard kick in your spine. \n\nBut this circuit here is a lot smoother, so that's diminished. But it's still very, very firm. And the other thing about it is you have this constant presence of torque steer, the challenge that the front tires have of actually deploying all that power. The way the Honda puts its power down is a lot more efficient. You're always conscious it is front-wheel drive, but it works with you. \n\nIn the Mini, you feel that the mechanical diff is always doing battle. And you can feel that sort of kicking back through the steering. And I don't want a sports car that's easy to drive. I don't-- I want to feel like there's a challenge. I want to feel like it rewards me when I do things well. But this car, it feels like it's not so much working with you as hampering progress. \n\nUltimately, somehow, as well, in this pursuit of ultimate performance, Mini's deprived this car of the kind of ultimate agility for which it's renowned. I can't help think that a standard Cooper S would feel a lot more agile, a lot more willing to play than this GP does. \n\nI'm going to try, now, actually, just turning all the systems off. Dynamic stability control is now completely off. Let's see what difference this makes. So turn it in, be patient. \n\n[SCOFFS] \n\nI keep knocking the gearstick with my knee. Coming out of this second gear corner, I feel that I'm constantly fighting that front end. Turn it in. You have to be pretty aggressive to kill that initial understeer, and again. And then you see the car. \n\nAs soon as I come back onto the power, the car is wanting to push me effectively to the outside of the circuit. And particularly on a circuit as tight and twisty as this, when you really do want to use the full extremity of the tarmac, it doesn't inspire confidence in the way that the Honda does. Also, you don't have a manual gearbox, which as fine. \n\nMy god, but nor is it a double clutch transmission. It's actually a standard auto, which means it's not as quick to change. Sometimes, particularly on the downshifts, you shift, and then you kind of wait for it to happen. You get this initial push, and that will fire it out I feel like I'm working that much harder, and not, necessarily, in a good way. \n\nAnd I'm sorry if this is sounding really negative, because on paper, it's got so much going for it. But it's just not working for me. And earlier, I actually threw the keys to a couple of other members of the Edmunds test team for their opinion, and we all kind of came up with the same feeling. \n\nI find it, actually, quite frustrating, because as I said at the beginning, I've always liked Minis, and I really, really wanted to like this GP. But it just feels like they're trying to push their recipe a bit too far. You sometimes get into cars that are driven more by a kind of marketing demand to create some buzz and create some excitement in the media than a bunch of engineering know-how. And this car feels like that. It's somehow less than the sum of its parts. It just feels like they're stretching themselves a little bit too far. \n\n[MUSIC PLAYING] \n\nAnd so to the conclusion. And to be honest, I'm finding it difficult to be so hard on the Mini, because I really, really wanted to like the GP. I love mad cars, and this is certainly one of those. But we're here to be objective. \n\nAnd I reckon you buy that car because you must have the fastest, most expensive, arguably one of the most exclusive Minis ever built. But you don't buy it because it's a great car, because frankly, it isn't. If you really care about cars and excellence like I do-- and so does everybody else at Edmunds-- then the only choice is the Honda Civic Type R. The best just got that little bit better. To be honest, it wasn't even close.","thumbnailUrl":"https://media.ed.edmunds-media.com/honda/civic/2020/ot/2020_honda_civic_group_ot_72220_175.jpg","contentUrl":"https://www.youtube.com/watch?v=wrnRvlDE0LI","uploadDate":"2020-07-22"}]

2021 Honda Civic

MSRP range: $21,050 - $28,100
(15)
MSRP
$22,045
Edmunds suggests you pay
$21,464

Choose the trim, color, options, packages and more for your 2021 Honda Civic.
Build and Price

2021 Honda Civic Review

  • Excellent fuel economy and performance from turbocharged engine
  • Ride quality expertly balances comfort and athleticism
  • Many standard advanced technology and safety features
  • Roomy cabin with high-quality materials
  • Overly vigilant forward collision warning system is frustrating
  • Slow-responding adaptive cruise control system
  • Blind-spot camera is harder to use than a typical blind-spot monitor
  • No significant changes for the sedan or hatchback
  • Coupe body style and Si trim level dropped from lineup
  • Type R Limited Edition features special paint, unique wheels and tires and lighter weight
  • Part of the 10th Civic generation introduced for 2016
  • New small sedans come out every year, but none has been able to unseat the Honda Civic as our favorite model car since it was introduced back for the 2016 model year. Things aren't much different for this year's model — not surprising since Honda vehicles change very little year over year. The 2021 Honda Civic continues to offer a compelling mix of performance, comfort and practicality at a price point that is in line with the rest of the class.

    The mix outside the core Civic lineup, however, does see a shakeup. The coupe body style and sporty Si have been axed for 2021, while the high-performance Civic Type R hatch adds a new Limited Edition model. The Type R Limited Edition enjoys revised steering and suspension tuning, BBS wheels with more aggressive performance tires, and reduced sound deadening to save weight.

    Check out our Expert Rating to get our in-depth review of this year's Civic. We anticipate a new Civic for 2022, so if you're enthralled with the current model, pick one up now before it's gone.

    What's it like to live with?

    The Honda Civic has long been one of the better compact cars, but its 2016 redesign was nothing short of game-changing. Not only did it help revitalize the Civic nameplate, but it also shifted our expectations of what a compact car could be. This generation Civic is well regarded for its spacious cabin, excellent ride quality, upscale interior materials and superb handling. We're also smitten with its powerful and efficient turbocharged engine. We liked it so much, in fact, that we plunked down our own money to buy one. To read about our experiences with a top-of-the-line Touring sedan, read our long-term Civic test. Note that while we tested a 2016 Civic, all of our observations still apply to the 2021 model.

    EdmundsEdmunds' Expert Rating
    Rated for you by America’s best test team
    The Honda Civic is as good as it gets. It tops our small sedan segment in most of our categories. Fuel economy and acceleration are particularly impressive, as are interior space and build quality.
    The optional turbocharged 1.5-liter engine delivers quick performance and excellent fuel economy. You have to upgrade to at least the EX trim to get it, but it's worth the cost. The 0-60 mph sprint took 6.7 seconds in Edmunds testing, which is remarkable for a non-performance car in this class.

    The rest of the Civic's abilities are also standouts. The brake pedal is pleasantly firm and easy to control, and it brings the car to a halt quickly when you need it to. Steering and handling are also precise, which means the Civic is relatively fun to drive around turns.
    The Civic has a lot of the midsize Accord's strengths but in a smaller package. Impacts from rough roads are very well damped, and overall the ride is smooth and controlled without being too floaty. The seats are similarly pleasant, and even the rear seats are well cushioned.

    Another comfort-enhancing element is the dual-zone automatic climate control. It does a great job of regulating the temperature and provides even coverage from the air vents. The Civic sedan is also fairly quiet overall, though it lets in a little too much road noise when you're driving on coarse road surfaces.
    The Civic's interior is cavernous. The sleek roofline reduces rear headroom somewhat, but otherwise the cabin is so spacious that four adults will have no problem fitting comfortably for long road trips. Up front, the Civic offers easy access through the light doors with large openings. The rear doors open wide, making entry easy, but the sloped roof might require tall people to duck in.

    The rest of the cabin is user-friendly as well. For the most part, the controls are clearly labeled and within reach. It's easy to find a good seating position thanks to the generous range of the steering wheel and driver's seat adjustments. Doing so also provides you with a clear view out of the windshield and to the sides.
    All but the base LX feature two USB ports and Apple CarPlay and Android Auto integration. Information is beamed to a 7-inch touchscreen. In general, the system is a little sluggish and the graphics dated, but the Touring trim's 10-speaker audio system provides crisp sound, and the navigation system is easy to learn.

    We like that the Honda Sensing package of safety features is standard. But false alarms from the overly sensitive forward collision system are common and quickly become tiresome. You can adjust the system's sensitivity, but even in its least intrusive mode it's still a problem. We also find the absence of a blind-spot monitor odd, and the LaneWatch camera is an ineffective substitute.
    The Civic sedan features clever interior storage solutions. And at 15.1 cubic feet, its trunk is one of the largest in the class, so you'll have no problem fitting sizable bags inside. The seats don't fold flat all the way, but the opening between the trunk and the cabin is large.

    Finding a spot for your personal effects in the cabin is also easy. There's a useful two-tiered cubby in the center console that features a cord pass-through for tidy smartphone storage and charging. There's also lots of room under the front armrest. For family duty, it's easier to install a car seat in the Civic's roomy back seat than in many rival small sedans.
    The Civic sedan with the turbocharged engine and CVT automatic is rated at 36 mpg combined (32 city/42 highway). These are exceptional numbers, especially considering the Civic's class-leading performance. In our own testing, we've found the Civic comes pretty close to matching the EPA estimates in real-world driving.
    Apart from an unremarkable warranty, the Civic delivers a good value. For a competitive price, you get a pleasing amount of equipment plus build quality that punches far above the standards for this class. And we can't ignore the Civic's excellent reliability history.

    Honda offers typical automaker warranties: three-year/36,000-mile bumper-to-bumper warranty, identical coverage for roadside assistance, and a five-year/60,000-mile powertrain warranty.
    The continuously variable automatic transmission saps some of the fun out of the Civic, but it's hard to argue with the acceleration and above-average handling. The Civic doesn't have the style or refinement of the Mazda 3, but it's close on both fronts.

    Which Civic does Edmunds recommend?

    Two trims in the Civic sedan lineup stand out. The Sport is a no-brainer upgrade from the LX; if you want a desirable small sedan but need to keep costs low, this is the one to get. Conveniences such as keyless entry and Apple CarPlay/Android Auto will pay dividends for years to come. But if you have some flex in your budget, the EX is undoubtedly the sweetheart in the lineup. It comes with a ton of great features in addition to the superb turbocharged engine.

    Honda Civic models

    The 2021 Honda Civic sedan is offered in LX, Sport, EX, EX-L and Touring trims. The LX and Sport are driven by a 2.0-liter four-cylinder engine with 158 horsepower and 138 lb-ft of torque on tap. EX and above models come with a turbocharged 1.5-liter four-cylinder (174 hp, 162 lb-ft) that we think is far superior. Both engines drive the front wheels via a continuously variable automatic transmission (CVT).

    LX
    The base Civic is lightly equipped with:

  • 16-inch steel wheels
  • Automatic climate control
  • Height-adjustable driver's seat
  • 5-inch central display screen
  • Four-speaker audio system
  • Single USB port
  • Every Civic comes with Honda's suite of advanced safety features, which the automaker calls Honda Sensing. Features include:

  • Forward collision mitigation (warns you of an impending collision and applies the brakes in certain scenarios)
  • Lane departure mitigation (warns you of a lane departure when a turn signal isn't used and can automatically steer to maintain lane position)
  • Adaptive cruise control (maintains a driver-set distance between the Honda and the car in front)
  • Sport
    The Civic Sport adds a few appearance-related upgrades including:

  • 18-inch alloy wheels
  • Gloss black decklid spoiler
  • Center exhaust
  • Steering wheel-mounted shift paddles
  • The Sport also includes additional creature comforts, such as:

  • Remote engine start
  • Foglights
  • Dynamic guidelines for the rearview camera
  • Keyless entry and ignition
  • Leather-wrapped steering wheel
  • 60/40-split folding rear seats
  • 7-inch touchscreen
  • Eight-speaker audio system
  • Apple CarPlay and Android Auto integration
  • USB charging port
  • EX
    The EX includes all of the Sport's comfort upgrades, plus:

  • Turbocharged engine
  • 17-inch alloy wheels
  • Heated mirrors
  • Body-colored decklid spoiler
  • Sunroof
  • Dual-zone automatic climate control
  • Power-adjustable driver's seat
  • Heated front seats
  • Rear armrest and cupholders
  • Satellite and HD radio
  • Blind-spot camera (displays an image of the vehicle's blind spot in the instrument panel when you activate a turn signal)
  • EX-L
    The Civic's penultimate trim further adds:

  • Auto-dimming rearview mirror
  • Leather upholstery
  • Touring
    The most luxurious Civic in the lineup is the Touring. On top of EX-L content, it adds:

  • 18-inch wheels
  • LED headlights
  • Automatic windshield wipers
  • Chrome exterior accents
  • Steering wheel-mounted shift paddles
  • Power-adjustable passenger seat
  • Heated rear seats
  • Navigation system
  • 10-speaker audio system
  • hot hatch such as the GTI which honestly doesn't cost much more. It's also just a pleasant space to be in on a daily basis - spacious, ergonomically designed, good visibility, nice interior and materials for the price, etc. The main downsides for me so far are: 1) Having a CVT in a hot hatch / sport hatch really takes away from the driver experience. This little turbocharged engine has a lot of potential for fun to be had (probably fully realized with the 6MT), but most of that potential boost and turbo noise is lost on the CVT which conceals it behind a veil of continuously varying gear ratios and deflates any hopes of cool engine noises during a spirited drive. For example, you take off and the tachometer will just hover at, say, 3000 RPMs while the gears adjust so that you continue accelerating. And yes there are simulated gears with the paddle shifters, but I haven't found this to be an improvement on the automatic shifting function. It makes me wonder what their strategy was, who the target customers are. With the reputation of the Civic and the highly competitive nature of the hot hatch segment, I would have expected Honda to take their offering more seriously, but they were probably seeking a balance between standardizing their transmissions and catering to entry-level enthusiasts who might not be ready for the more pure experience of the GTI, Veloster N, etc. but still have $25,000+ to shell out. I suppose most enthusiasts would gravitate to the manual transmission, thus solving this problem, or pay extra for an Si or Type R. So without either of those two badges, one should expect the Civic Sport to just be a slightly more fun version of the generic Civic, and to be honest, that's mainly why I chose it. It's probably the best balance of a practical but engaging ride in the price range, even if it doesn't live up to its aggressive styling in terms of experience. 2) Even more disappointing to me is the surprisingly rough suspension in the 10th gen Civic. I test drove several trim levels (LX Sedan, Sport Hatch, and EX Hatch) on average roads, each with different wheel sizes but all with the same suspension parts to my understanding. The smaller wheel sizes absorbed a little more of the road vibration, but overall I was surprised by how rough the ride was with all three, even the LX with 16-inch wheels. This is exactly what I was trying to get away from with my previous car as I drive 60 miles per day. The new Civic is almost as bad as my previous car in terms of ride comfort while not nearly as fun! Perhaps I should've explored more of the competition. In any case, I landed with this, and the only thing that makes it bearable is using a seat cushion or bringing a friend to help weigh down the shocks/springs. Despite these two complaints I'm happy with the Civic and I think it's a good choice. As long as I have a steady supply of seat cushions, I think I'll enjoy it for several years and hand it off in good condition to some thrill-seeking youngster.

    2021 Honda Civic videos

    [MUSIC PLAYING] ALISTAIR WEAVER: The Honda Civic Type R has long been Edmunds's favorite hot hatch, but now its crown is under threat from the limited edition 2021 Mini John Cooper Works GP, the most powerful, most extreme, and the most expensive production Mini ever. I'm Alistair Weaver, and we're here at the Edmunds Test Track with two of the hottest hatchbacks ever produced. Both are either new or updated, both are over 300 horsepower, both are front wheel drive, and both are uncompromising in their pursuit of performance. We're going to put them through the full Edmunds testing procedure, and then we're going to drive them on the track and declare a winner. But before all of that, be sure to subscribe to the Edmunds channel, and check out the link below for a companion piece on Edmunds.com that reveals all the testing data. Let's get on with it. To be honest, I've always had a bit of a soft spot for Minis. It was my mom's first car, and legend has it that if she hadn't broken down in it and asked my dad for help, then I wouldn't have been here. And I'm sure we can all agree what a tragedy that would have been. That first, classic Mini really was a work of genius, a genuinely pioneering family car with trick suspension that just happened to be good on the track and rally stage. The Mini Cooper S that won the Monte Carlo rally still looked like my mom's shopping machine. It had a kind of utilitarian chic. Unlike this car. It's like Mini's designers took one look at the Honda Civic Type R and said, hold my beer. Now, whether you like it or not is purely subjective, and I certainly enjoy its sense of theater. But what does irritate me is how much of it is fake. Now, Carlos Lago has his pen. My old skiing buddy, Matt Watson at Carlyle has his Stick of Truth, and I have my Chopstick of Shame. So ready for this, Charlie? Stay with me. Engine air intake? No such thing. Engine power bulge? Also fake. Front grille? Well, some of it's real. Some of it's not. We can forgive that, I think. These kind of wheel arch extensions designed to widen the track of the car give you, in theory, a bit more poise and stability. This is using carbon-reinforced plastic, the sort of thing that you find on the BMW I3 and I8. And apparently, they channel down the side of the car. But if you follow me, you'll see at the back here that these vents don't really go anywhere. But what it actually does is collect gravel-- strange. You also get that natty little gas cap. And then, if you can follow me to the rear, please, sir, there's a diffuser down here. If you crawl underneath, you'll discover it isn't really a diffuser at all. You get some fantastic looking exhaust pipes. Now, the piece de resistance is this split-wing, complete with little gurney flaps. Now, you might be thinking this is a moment of aerodynamic genius, but what it's actually for is to make sure that you don't decapitate the aerial every time you open the truck. Watch this. [LAUGHS] The other thing I should point out, if you look inside, in order to save weight, Mini has junked the rear seats-- you can't even have them fitted as an option-- and gone to is the luggage shelf. What you do get is this sort of red bar, which, at first glance, looks like a strut brace designed to improve the integrity of the body shell. But according to Mini, it's actually there to stop your shopping whacking you in the back if you brake suddenly. It's quite a collection. It's not exactly minimalism. In fact, in my eyes, it's not exactly Mini. It's hard to argue that under BMW's stewardship, Mini is getting further and further away from that original purist ethos. But at least it's not just a styling exercise. There is meat on those bones, which is just as well given it costs $45,000, or around $8,000 more than the Civic Type R. You get 301 horsepower. That's 73 more than the standard John Cooper Works. There's reinforced crankshaft. There's new pistons, a new turbo, a new oil sump, even a new engine mount. But the one thing you don't get is a manual gearbox. Apparently, BMW doesn't have a manual box for a transverse engine capable of handling the GT's 331 pounds-feet of torque. Instead, you have an eight-speed auto with flappy paddles-- more of which later. Like every car we test, we've put it through the full gamut of the Edmunds experience-- so 1/4-mile speeds, braking, and even lateral acceleration, or G-Force to you and I. And now, by the magic of socially distanced cellular technology, I'm being texted the results. So text me, please, Mr. Editor. [DIGITAL EFFECTS] And here we go. Honda Civic Type R, 0 to 60, 5.7 seconds. Mini GP, 5.1, helped by that automatic gearbox and slightly lazy clutch action in the Honda. 1/4 of a mile, 13.8 at 103.6 miles an hour for the Honda, 13.2 for the Mini at 108.5 miles an hour. So braking, that's how fast it stops, from 60 to 0, 107 feet for the Honda, 105 feet for the Mini. So about that much shorter. Now onto the skid pad for a measure of lateral acceleration G-Force. Honda Civic Type R, 1.03g, which is a really good result. Anything over 1g, particularly for a front-drive hatch, is super impressive. Mini GP? Drum roll, please. [DRUM ROLL] 0.99g. So the Honda has more lateral grip. Enough of the stats. Let's hit the circuit. You've probably noticed by now that here we're focusing mainly on the Mini. If you want the full tech lowdown on the Type R, watch Carlos Lagos's superb film on our channel. Now we'll hit the track. So as I warm my car up, let's reacquaint ourselves with the benchmark. It's amazing how immediately at home you feel in the Civic Type R. These seats are fantastic, way better than they are in the Mini. And this driving position really is first-rate. I like the Alcantara wheel they've got on this, the recently updated type R, and it's got this slightly thicker, heavier gear know. Now, I remember a development engineer once telling me that you could tell how sporty a car was by the distance between the gear stick and the steering wheel. And in this car, it's-- well, it's barely a hand span of my slightly puny hand. So it's nice, on a modern car, to be able to feel the cogs mesh in the way that you can in the Honda. Doesn't sound amazing, but what this car's always done well is to put its power down. There's over 300 horsepower. Through front-wheel drives, it's normally a recipe for problems. But actually, you can start to feed out of these corners at 90 degree right and feel the turbo kicking and provide that torque, and away you go. 7,000, hitting the rev limiter, hard on the brakes. Lift off, turn it in a little bit. Held the nose. You can start to feel the rear end rotate. This is a car that you can steer on the throttle, but without it ever feeling alarming. I'm going to go into R-plus mode, which, on the road, it makes it way, way too harsh. But it's actually been designed for circuit use or tracks like this. So this is now their Civic Type R in full attack. You never forget you're in a front-wheel drive car, but there's a lot of fluency. Yes, you can place the car really well on the circuit. And I love this rest matching as well. In some ways, it's kind of lazy not to have to heel and toe, but it does make life easy a little bit to say that you're hitting the rev limiter. Fourth gear, a little lift through here, and hard on the brakes. Down to third, moved a little bit on the braking. That's OK. Turn it in. Hard on the throttle, and the car actually helps you to pull it out of the corner. It's really easy to drive, but it's still entertaining, and it's far from intimidating. And that little bump in that corner, you can feel how aggressive the damping is in this mode. But that's always going to be in the Honda's favor. Because it's got electronic dumping on the road, you can switch it down to Comfort or even Sport and have a ride quality which is compliant enough to be tolerable. Of course, the other thing in the Honda's favor is this is still a proper five-seater family car with a good-sized trunk and plenty of space for genuine adults behind me. This really is a car that you can sell to the family as a everyday tool. Right, come on, Mini. Inside, it'll instantly feel familiar to pretty much any other Mini driver. You do get, though, these fairly funky digital displays and some 3D-printed flappy paddles here on the steering wheel that actually move with the rack. You also get more 3D printing here on the dashboard, including your car's unique build number. Apart from that, though, pretty much business as usual, including the excellent Mini driving position. On the electronics, you have a unique Mini GT Stability Control Mode. If I activate it here, it gives me this little message on the dash that says "Sporty Driving Experience due to Later Intervention of Suspension Control Systems." Which is odd, because it does absolutely nothing to the suspension. Anyway, let's go. [EXHAUST REVVING] To be honest, our handling circuit at the Edmunds Test Track could have been tailor-made for this Mini. It's more like a tarmac rally stage than a traditional racing circuit. So if it's going to feel good anywhere, it should feel good here. To create this car, Mini's engineers have given the standard John Cooper Works a thorough going-over. It now sits 10 millimeters-- that's about 1/3 of an inch-- lower to the ground, and they've upgraded the springs, the dampers, and the stabilizer bars. Now, unlike the Honda, there is no electronic damping. So it only really has one mode, and that's, well, angry. So it's kind of like my ex. So at the moment, we're in stability GP mode. Let's see what she can do. Now, that ride quality on the road at times, if I'm honest, can feel slightly brutal. It never really settles. And I was driving down the highway, talking to a friend on the phone, and I had to actually apologize, because he could hear this kind of fluttering in my voice. And when you hit expansion joints, then there a real hard kick in your spine. But this circuit here is a lot smoother, so that's diminished. But it's still very, very firm. And the other thing about it is you have this constant presence of torque steer, the challenge that the front tires have of actually deploying all that power. The way the Honda puts its power down is a lot more efficient. You're always conscious it is front-wheel drive, but it works with you. In the Mini, you feel that the mechanical diff is always doing battle. And you can feel that sort of kicking back through the steering. And I don't want a sports car that's easy to drive. I don't-- I want to feel like there's a challenge. I want to feel like it rewards me when I do things well. But this car, it feels like it's not so much working with you as hampering progress. Ultimately, somehow, as well, in this pursuit of ultimate performance, Mini's deprived this car of the kind of ultimate agility for which it's renowned. I can't help think that a standard Cooper S would feel a lot more agile, a lot more willing to play than this GP does. I'm going to try, now, actually, just turning all the systems off. Dynamic stability control is now completely off. Let's see what difference this makes. So turn it in, be patient. [SCOFFS] I keep knocking the gearstick with my knee. Coming out of this second gear corner, I feel that I'm constantly fighting that front end. Turn it in. You have to be pretty aggressive to kill that initial understeer, and again. And then you see the car. As soon as I come back onto the power, the car is wanting to push me effectively to the outside of the circuit. And particularly on a circuit as tight and twisty as this, when you really do want to use the full extremity of the tarmac, it doesn't inspire confidence in the way that the Honda does. Also, you don't have a manual gearbox, which as fine. My god, but nor is it a double clutch transmission. It's actually a standard auto, which means it's not as quick to change. Sometimes, particularly on the downshifts, you shift, and then you kind of wait for it to happen. You get this initial push, and that will fire it out I feel like I'm working that much harder, and not, necessarily, in a good way. And I'm sorry if this is sounding really negative, because on paper, it's got so much going for it. But it's just not working for me. And earlier, I actually threw the keys to a couple of other members of the Edmunds test team for their opinion, and we all kind of came up with the same feeling. I find it, actually, quite frustrating, because as I said at the beginning, I've always liked Minis, and I really, really wanted to like this GP. But it just feels like they're trying to push their recipe a bit too far. You sometimes get into cars that are driven more by a kind of marketing demand to create some buzz and create some excitement in the media than a bunch of engineering know-how. And this car feels like that. It's somehow less than the sum of its parts. It just feels like they're stretching themselves a little bit too far. [MUSIC PLAYING] And so to the conclusion. And to be honest, I'm finding it difficult to be so hard on the Mini, because I really, really wanted to like the GP. I love mad cars, and this is certainly one of those. But we're here to be objective. And I reckon you buy that car because you must have the fastest, most expensive, arguably one of the most exclusive Minis ever built. But you don't buy it because it's a great car, because frankly, it isn't. If you really care about cars and excellence like I do-- and so does everybody else at Edmunds-- then the only choice is the Honda Civic Type R. The best just got that little bit better. To be honest, it wasn't even close.

    Honda Civic Type R vs MINI John Cooper Works GP: 0-60, Price, Specs, Interior & More

    In this comparison, Alistair Weaver pits the two hottest hatchbacks you can get against each other: the Mini John Cooper Works GP and the Honda Civic Type R.

    Features & Specs

    Base MSRP
    $21,050
    MPG & Fuel
    30 City / 38 Hwy / 33 Combined
    Fuel Tank Capacity: 12.4 gal. capacity
    Seating
    5 seats
    Drivetrain
    Type: front wheel drive
    Transmission: Continuously variable-speed automatic
    Engine
    Inline 4 cylinder
    Horsepower: 158 hp @ 6500 rpm
    Torque: 138 lb-ft @ 4200 rpm
    Basic Warranty
    3 yr./ 36000 mi.
    Dimensions
    Length: 182.7 in. / Height: 55.7 in. / Width: 70.9 in.
    Curb Weight: 2771 lbs.
    Cargo Capacity, All Seats In Place: 15.1 cu.ft.

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    Safety

    Our experts’ favorite Civic safety features:

    Collision Mitigation Braking System
    Applies the brakes automatically to avoid a collision.
    Lane Keeping Assist System
    Adjusts the vehicle's direction automatically to keep it from drifting out of its lane.
    Adaptive Cruise Control
    Adjusts the vehicle speed to maintain a constant distance from the car in front.

    NHTSA Overall Rating 5 out of 5 stars

    The National Highway Transportation Safety Administration offers independent analysis.

    Frontal Barrier Crash RatingRating
    Overall
    5 / 5
    Driver
    5 / 5
    Passenger
    5 / 5
    Side Crash RatingRating
    Overall
    5 / 5
    Side Barrier RatingRating
    Overall
    5 / 5
    Driver
    5 / 5
    Passenger
    5 / 5
    Combined Side Barrier & Pole RatingsRating
    Front Seat
    5 / 5
    Back Seat
    5 / 5
    RolloverRating
    Rollover
    5 / 5
    Dynamic Test Result
    No Tip
    Risk Of Rollover
    9.5%

    IIHS Rating

    The Insurance Institute of Highway Safety uses extensive crash tests to determine car safety.

    Side Impact Test
    Good
    Roof Strength Test
    Good
    Rear Crash Protection / Head Restraint
    Good
    IIHS Small Overlap Front Test
    Not Tested
    Moderate Overlap Front Test
    Good



    Honda Civic vs. the competition

    2021 Honda Civic

    2021 Honda Civic

    2021 Mazda 3

    2021 Mazda 3

    Honda Civic vs. Mazda 3

    The Mazda 3 is a favorite at Edmunds. We like the stylish design, premium interior and especially the ride and handling. It does lose out when it comes to cargo and passenger space compared to most vehicles in this class. Like the Civic, it's available as both a sedan and hatchback. Unlike the Honda, Mazda offers the 3 with optional all-wheel drive. Read Edmunds' long-term road test of the Mazda 3 sedan.

    Compare Honda Civic & Mazda 3 features 

    Honda Civic vs. Subaru Impreza

    The Subaru Impreza has a lot going for it. It comes standard with an extensive suite of driver aids as well as all-wheel drive. It's comfortable and roomy, especially if you opt for the hatchback. We wish it had a bit more power, and the interior feels a bit cheap in certain places. Read Edmunds' long-term road test of the Subaru Impreza.

    Compare Honda Civic & Subaru Impreza features 

    Honda Civic vs. Toyota Corolla

    The Corolla and the Civic have quite a bit in common. Both are available as a hatchback or sedan and have a comfortable ride and a decent list of standard and optional driver aids. We think the Honda edges it out, however, with a roomier rear seat and a quieter cabin.

    Compare Honda Civic & Toyota Corolla features 

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    Is the Honda Civic reliable?

    To determine whether the Honda Civic is reliable, read Edmunds' authentic consumer reviews, which come from real owners and reveal what it's like to live with the Civic. Look for specific complaints that keep popping up in the reviews, and be sure to compare the Civic's average consumer rating to that of competing vehicles. Learn more

    Is the 2021 Honda Civic a good car?

    There's a lot to consider if you're wondering whether the 2021 Honda Civic is a good car. Edmunds' expert testing team reviewed the 2021 Civic and gave it a 8.4 out of 10. Safety scores, fuel economy, cargo capacity and feature availability should all be factors in determining whether the 2021 Civic is a good car for you. Learn more

    How much should I pay for a 2021 Honda Civic?

    The least-expensive 2021 Honda Civic is the 2021 Honda Civic LX 4dr Sedan (2.0L 4cyl CVT). Including destination charge, it arrives with a Manufacturer's Suggested Retail Price (MSRP) of about $21,050.

    Other versions include:

  • EX 4dr Sedan (1.5L 4cyl Turbo CVT) which starts at $24,200
  • EX-L 4dr Sedan (1.5L 4cyl Turbo CVT) which starts at $25,400
  • Sport 4dr Sedan (2.0L 4cyl CVT) which starts at $22,850
  • Touring 4dr Sedan (1.5L 4cyl Turbo CVT) which starts at $28,100
  • LX 4dr Sedan (2.0L 4cyl CVT) which starts at $21,050
  • Learn more

    What are the different models of Honda Civic?

    If you're interested in the Honda Civic, the next question is, which Civic model is right for you? Civic variants include EX 4dr Sedan (1.5L 4cyl Turbo CVT), EX-L 4dr Sedan (1.5L 4cyl Turbo CVT), Sport 4dr Sedan (2.0L 4cyl CVT), and Touring 4dr Sedan (1.5L 4cyl Turbo CVT). For a full list of Civic models, check out Edmunds’ Features & Specs page. Learn more

    More about the 2021 Honda Civic

    2021 Honda Civic Overview

    The 2021 Honda Civic is offered in the following submodels: Civic Sedan, Civic Type R Limited Edition, Civic Type R, Civic Hatchback. Available styles include Sport 4dr Hatchback (1.5L 4cyl Turbo CVT), EX 4dr Hatchback (1.5L 4cyl Turbo CVT), Type R 4dr Hatchback (2.0L 4cyl Turbo 6M), Sport Touring 4dr Hatchback (1.5L 4cyl Turbo CVT), Sport 4dr Hatchback (1.5L 4cyl Turbo 6M), LX 4dr Hatchback (1.5L 4cyl Turbo CVT), Sport Touring 4dr Hatchback (1.5L 4cyl Turbo 6M), Type R Limited Edition 4dr Hatchback (2.0L 4cyl Turbo 6M), EX-L 4dr Sedan (1.5L 4cyl Turbo CVT), LX 4dr Sedan (2.0L 4cyl CVT), Touring 4dr Sedan (1.5L 4cyl Turbo CVT), Sport 4dr Sedan (2.0L 4cyl CVT), and EX 4dr Sedan (1.5L 4cyl Turbo CVT). Honda Civic models are available with a 1.5 L-liter gas engine or a 2.0 L-liter gas engine, with output up to 306 hp, depending on engine type. The 2021 Honda Civic comes with front wheel drive. Available transmissions include: continuously variable-speed automatic, 6-speed manual. The 2021 Honda Civic comes with a 3 yr./ 36000 mi. basic warranty, a 3 yr./ 36000 mi. roadside warranty, and a 5 yr./ 60000 mi. powertrain warranty.

    What do people think of the 2021 Honda Civic?

    Consumer ratings and reviews are also available for the 2021 Honda Civic and all its trim types. Overall, Edmunds users rate the 2021 Civic 4.3 on a scale of 1 to 5 stars. Edmunds consumer reviews allow users to sift through aggregated consumer reviews to understand what other drivers are saying about any vehicle in our database. Detailed rating breakdowns (including performance, comfort, value, interior, exterior design, build quality, and reliability) are available as well to provide shoppers with a comprehensive understanding of why customers like the 2021 Civic.

    Edmunds Expert Reviews

    Edmunds experts have compiled a robust series of ratings and reviews for the 2021 Honda Civic and all model years in our database. Our rich content includes expert reviews and recommendations for the 2021 Civic featuring deep dives into trim levels and features, performance, mpg, safety, interior, and driving. Edmunds also offers expert ratings, road test and performance data, long-term road tests, first-drive reviews, video reviews and more.

    Our Review Process

    This review was written by a member of Edmunds' editorial team of expert car reviewers. Our team drives every car you can buy. We put the vehicles through rigorous testing, evaluating how they drive and comparing them in detail to their competitors.

    We're also regular people like you, so we pay attention to all the different ways people use their cars every day. We want to know if there's enough room for our families and our weekend gear and whether or not our favorite drink fits in the cupholder. Our editors want to help you make the best decision on a car that fits your life.

    What's a good price for a New 2021 Honda Civic?

    2021 Honda Civic LX 4dr Sedan (2.0L 4cyl CVT)

    The 2021 Honda Civic LX 4dr Sedan (2.0L 4cyl CVT) can be purchased for less than the Manufacturer’s Suggested Retail Price (aka MSRP) of $22,045. The average price paid for a new 2021 Honda Civic LX 4dr Sedan (2.0L 4cyl CVT) is trending $581 below the manufacturer’s MSRP.

    Edmunds members save an average of $581 by getting upfront special offers. The estimated special offer price in your area is $21,464.

    The average savings for the 2021 Honda Civic LX 4dr Sedan (2.0L 4cyl CVT) is 2.6% below the MSRP.

    2021 Honda Civic Sport 4dr Sedan (2.0L 4cyl CVT)

    The 2021 Honda Civic Sport 4dr Sedan (2.0L 4cyl CVT) can be purchased for less than the Manufacturer’s Suggested Retail Price (aka MSRP) of $23,845. The average price paid for a new 2021 Honda Civic Sport 4dr Sedan (2.0L 4cyl CVT) is trending $526 below the manufacturer’s MSRP.

    Edmunds members save an average of $526 by getting upfront special offers. The estimated special offer price in your area is $23,319.

    The average savings for the 2021 Honda Civic Sport 4dr Sedan (2.0L 4cyl CVT) is 2.2% below the MSRP.

    2021 Honda Civic EX 4dr Sedan (1.5L 4cyl Turbo CVT)

    The 2021 Honda Civic EX 4dr Sedan (1.5L 4cyl Turbo CVT) can be purchased for less than the Manufacturer’s Suggested Retail Price (aka MSRP) of $25,195. The average price paid for a new 2021 Honda Civic EX 4dr Sedan (1.5L 4cyl Turbo CVT) is trending $686 below the manufacturer’s MSRP.

    Edmunds members save an average of $686 by getting upfront special offers. The estimated special offer price in your area is $24,509.

    The average savings for the 2021 Honda Civic EX 4dr Sedan (1.5L 4cyl Turbo CVT) is 2.7% below the MSRP.

    2021 Honda Civic EX-L 4dr Sedan (1.5L 4cyl Turbo CVT)

    The 2021 Honda Civic EX-L 4dr Sedan (1.5L 4cyl Turbo CVT) can be purchased for less than the Manufacturer’s Suggested Retail Price (aka MSRP) of $26,395. The average price paid for a new 2021 Honda Civic EX-L 4dr Sedan (1.5L 4cyl Turbo CVT) is trending $702 below the manufacturer’s MSRP.

    Edmunds members save an average of $702 by getting upfront special offers. The estimated special offer price in your area is $25,693.

    The average savings for the 2021 Honda Civic EX-L 4dr Sedan (1.5L 4cyl Turbo CVT) is 2.7% below the MSRP.

    2021 Honda Civic Touring 4dr Sedan (1.5L 4cyl Turbo CVT)

    The 2021 Honda Civic Touring 4dr Sedan (1.5L 4cyl Turbo CVT) can be purchased for less than the Manufacturer’s Suggested Retail Price (aka MSRP) of $29,095. The average price paid for a new 2021 Honda Civic Touring 4dr Sedan (1.5L 4cyl Turbo CVT) is trending $1,027 below the manufacturer’s MSRP.

    Edmunds members save an average of $1,027 by getting upfront special offers. The estimated special offer price in your area is $28,068.

    The average savings for the 2021 Honda Civic Touring 4dr Sedan (1.5L 4cyl Turbo CVT) is 3.5% below the MSRP.

    Which 2021 Honda Civics are available in my area?

    Shop Edmunds' car, SUV, and truck listings of over 6 million vehicles to find a cheap new, used, or certified pre-owned (CPO) 2021 Honda Civic for sale near. Simply research the type of car you're interested in and then select a car from our massive database to find cheap vehicles for sale near you. Once you have identified a used vehicle you're interested in, check the AutoCheck vehicle history reports, read dealer reviews, and find out what other owners paid for the 2021 Honda Civic.

    Can't find a new 2021 Honda Civics you want in your area? Consider a broader search.

    Find a new Honda for sale - 5 great deals out of 10 listings starting at $14,161.

    Why trust Edmunds?

    Edmunds has deep data on over 6 million new, used, and certified pre-owned vehicles, including rich, trim-level features and specs information like: MSRP, average price paid, warranty information (basic, drivetrain, and maintenance), features (upholstery, bluetooth, navigation, heated seating, cooled seating, cruise control, parking assistance, keyless ignition, satellite radio, folding rears seats ,run flat tires, wheel type, tire size, wheel tire, sunroof, etc.), vehicle specifications (engine cylinder count, drivetrain, engine power, engine torque, engine displacement, transmission), fuel economy (city, highway, combined, fuel capacity, range), vehicle dimensions (length, width, seating capacity, cargo space), car safety, true cost to own. Edmunds also provides tools to allow shopper to compare vehicles to similar models of their choosing by warranty, interior features, exterior features, specifications, fuel economy, vehicle dimensions, consumer rating, edmunds rating, and color.

    What is the MPG of a 2021 Honda Civic?

    2021 Honda Civic Sport 4dr Hatchback (1.5L 4cyl Turbo CVT), continuously variable-speed automatic, premium unleaded (recommended)
    32 compined MPG,
    29 city MPG/35 highway MPG

    2021 Honda Civic EX 4dr Hatchback (1.5L 4cyl Turbo CVT), continuously variable-speed automatic, regular unleaded
    34 compined MPG,
    31 city MPG/40 highway MPG

    2021 Honda Civic Type R 4dr Hatchback (2.0L 4cyl Turbo 6M), 6-speed manual, premium unleaded (recommended)
    25 compined MPG,
    22 city MPG/28 highway MPG

    EPA Est. MPG
    32
    Transmission
    Continuously variable-speed automatic
    Drive Train
    front wheel drive
    Displacement
    1.5 L
    Passenger Volume
    119.8 cu.ft.
    Wheelbase
    106.3 in.
    Length
    177.9 in.
    Width
    70.8 in.
    Height
    56.3 in.
    Curb Weight
    2947 lbs.

    Should I lease or buy a 2021 Honda Civic?

    Is it better to lease or buy a car? Ask most people and they'll probably tell you that car buying is the way to go. And from a financial perspective, it's true, provided you're willing to make higher monthly payments, pay off the loan in full and keep the car for a few years. Leasing, on the other hand, can be a less expensive option on a month-to-month basis. It's also good if you're someone who likes to drive a new car every three years or so.

    Check out Honda lease specials