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Top issues
15 known problems · 2 high
high
Takata airbag (early build / inflator checks)
All engines
high
Oil dilution / fuel-in-oil
1.5L VTEC Turbo petrol (VTi-L / RS / VTi-LX)
medium
Air-conditioning condenser / compressor failure (R-1234yf)
All engines
At this odometer
See which of this car's known problems are due at that mileage, which should already have been dealt with, and what's coming up.
Before and after
Before: Civic 9th gen (FB, 2012-2016)
After: Civic 11th gen (FE/FL, 2021-)
Price (AUD)
$15k-$55k
Body styles
4-door sedan, 5-door hatchback
Drivetrain
Front-wheel drive (FWD)
Origin
Japan
Built in
Thailand (sedan/hatch); UK (Type R FK8)
Overview
Australia got the 10th-gen Civic as a sedan first (mid-2016), with the hatch following in 2017 and the Type R hot-hatch arriving late 2017. The mainstream range ran two engines: a carryover 1.8L i-VTEC naturally-aspirated four (VTi, VTi-S) and the headline 1.5L direct-injection turbo (VTi-L, RS, VTi-LX). Both mainstream engines were CVT-only in Australia - no manual was offered on the regular Civic here - while the bonkers 228kW Type R was 6-speed manual only. The platform is roomy, sharp to drive and generally reliable, but the 1.5T's direct-injection carbon build-up and the well-documented oil-dilution/fuel-in-oil issue (worse in short-trip and cold-climate use) are the things to check; the 1.8 is the simpler, more boring, lower-risk buy. Honda's R-1234yf air-con systems across this whole generation are a known weak spot. Tidy, serviced examples are excellent value used cars.
Engines & variants
1.8L i-VTEC petrol (VTi / VTi-S)
Engine
1.8L SOHC i-VTEC naturally-aspirated I4
Engine code
Config
I4 NA
Displacement
1799cc
Power
104kW @ 6500rpm
Torque
174Nm @ 4300rpm
Drivetrain
Front-wheel drive (FWD)
Economy
6.4-8.0 L/100km combined
Transmission
CVT
Timing chain / belt / gear
Chain-driven
Pros
- Simple, proven port-injected i-VTEC - no direct-injection carbon issue
- No turbo and no oil-dilution drama
- Cheapest way into a 10th-gen Civic
- Honda chain-driven engine known for high mileage
Cons
- Modest performance, especially loaded or on hills
- CVT-only - no manual offered in Australia
- Base VTi trim is sparsely equipped
- Less torque and refinement than the 1.5 turbo
Known problems
low
VTC actuator cold-start rattle
Honda's variable timing control (VTC) actuator can rattle for a second or two on a cold start (a 'marbles in a tin' noise) as the locking pin fails to hold with low oil pressure. Largely a noise nuisance, but a neglected one can wear chain guides.
Fix: Replace the updated VTC actuator; keep oil changes on schedule with correct-spec oil to prevent it.
medium
CVT shudder / juddering
The CVT can develop shudder or hesitation on light throttle take-off, usually traced to degraded CVT fluid or torque-converter lock-up behaviour.
Fix: Fresh genuine Honda HCF-2 CVT fluid (drain/fill); software update if applicable. Service the CVT fluid even though Honda lists it as 'lifetime'.
low
Engine mount wear
Rear/lower engine mounts soften with age, allowing extra vibration and a clunk on take-off.
Fix: Replace worn mounts.
1.5L VTEC Turbo petrol (VTi-L / RS / VTi-LX)
Engine
1.5L DOHC direct-injection VTEC turbo I4
Engine code
L15B7
Config
I4 turbo
Displacement
1498cc
Power
127kW @ 5500rpm
Torque
220Nm @ 1700-5500rpm
Drivetrain
Front-wheel drive (FWD)
Economy
6.0-8.5 L/100km combined
Transmission
CVT
Timing chain / belt / gear
Chain-driven
Pros
- Strong, flexible torque from low rpm - much nicer to drive than the 1.8
- Good real-world economy when warm and run on longer trips
- Available across the popular RS and VTi-LX trims
- Chain-driven, no cambelt to replace
Cons
- Direct injection means intake-valve carbon build-up over time
- Oil dilution (fuel in oil) - rising oil level, worse on short/cold trips
- CVT-only in Australia - no manual or DCT option here
- Turbo and DI ancillaries add cost vs the simple 1.8
Known problems
high
Oil dilution / fuel-in-oil
The L15B7's very efficient cooling means it can be slow to reach operating temperature, so unburnt fuel washes past the rings into the sump on short or cold runs. Owners see the oil level rise above full and a fuel smell in the oil; in extreme/neglected cases this thins the oil and risks bearing wear. The subject of overseas class actions and a known concern on AU cars used mostly for short urban trips.
Fix: Check oil level/smell at every service; shorten oil-change interval (e.g. 5,000-7,500km) and do regular longer warm-up drives; apply any Honda software/calibration update for warm-up. Worst cases need oil and component checks.
medium
Intake-valve carbon build-up (direct injection)
As a direct-injection engine, fuel no longer washes the intake valves, so carbon deposits accumulate and can cause rough idle, misfires, hesitation and reduced economy - most prominent on pre-2019 1.5T engines.
Fix: Walnut-blast or chemical intake-valve clean every ~80,000-100,000km; a catch-can helps reduce build-up.
medium
Turbo wastegate / VTC actuator rattle
A rattle at low rpm or on deceleration can come from a loose/worn turbo wastegate actuator, while the VTC actuator can rattle on cold start as on the 1.8.
Fix: Replace the wastegate actuator or VTC actuator as diagnosed; keep oil services up to date.
medium
CVT shudder / hesitation
Same CVT family as the 1.8 - can shudder on light-throttle take-off as fluid degrades.
Fix: Genuine HCF-2 CVT fluid service; software update if applicable. Don't trust the 'lifetime fluid' label.
2.0L VTEC Turbo Type R (FK8)
Engine
2.0L DOHC i-VTEC direct-injection single-scroll turbo I4
Engine code
K20C1
Config
I4 turbo
Displacement
1996cc
Power
228kW @ 6500rpm
Torque
400Nm @ 2500-4500rpm
Drivetrain
Front-wheel drive (FWD, helical LSD)
Economy
8.8-10.5 L/100km combined
Transmission
6MT
Timing chain / belt / gear
Chain-driven
Pros
- One of the great modern hot hatches - 228kW, helical LSD, sublime 6-speed manual
- K20C1 is a genuinely robust, well-engineered turbo engine
- Rev-match, adaptive dampers, huge grip and pace
- Strong enthusiast following, holds value well
Cons
- Manual only and FWD - torque steer manageable but present
- Soft factory paint chips and clear-coat blistering (mirror caps, handles)
- Polarising boy-racer styling
- Premium price and insurance; check for thrashed/modified examples
Known problems
low
Soft paint / clear-coat issues
The FK8's paint is thin and chips easily, with reported clear-coat blistering on mirror caps and door handles.
Fix: Paint protection film on impact zones; respray affected panels as needed. Inspect for prior stone-chip damage.
medium
Clutch wear from hard launches
The factory clutch is strong but can wear prematurely on cars that are frequently launched at high rpm or driven hard.
Fix: Clutch replacement; inspect/test-drive for slip before buying a hard-used example.
low
Front CV joint / outer joint wear
Some FK8s develop outer CV joint wear, producing a clicking noise on tight low-speed turns.
Fix: Replace the affected CV joint/axle.