|EPA Est. MPG||34|
|Drive Train||Front Wheel Drive|
|Passenger Volume||112.9 cu ft|
|Curb Weight||2751 lbs|
[MUSIC PLAYING] CARLOS LAGO: That's the new Honda Civic Si. It's got a one and a half liter turbo engine and a six speed manual, and we're going to show you how to drive it fast in a straight line. [TIRES SQUEALING] Now you may think doing acceleration tests in the Civic SI would be similar to the Type R, but the only similarity, really, is that we have a six speed in front drive and a turbocharged car. This is an entirely different engine. It's a one and a half liter, and it's an entirely different front suspension design. And we'll see how that changes as we do some acceleration testing. The first thing that we're going to do, as always, is just our baseline acceleration run. Stability control is on, and we'll see what we can do. All right. [TIRES SPINNING] So a little bit of scratch. [TIRES SPINNING] A little bit of scratching to second gear, too. [BEEP] This redlines at 6,500 RPM, but power seems to fall off right past 6,000 so I'm probably going have to short shift. I've got the display for the VBox right here, so I'll check the acceleration. And that is a raw result of 7.6 to 60 and a 16.02 at the quarter mile at 90 miles an hour. I've checked test numbers for this. This should be in the mid six's. We'll see how we can do that, if we can do that. For a number two, I'm going to defeat stability control and traction control as much as it will let me, and we'll see how that helps. I'm going to bring up the revs to, let's say, 2000 RPM, maybe 2,500 RPM so it doesn't bog but we don't get too much wheel spin. And let's see what happens. [TIRES SPINNING] So OK. That felt good. Then I'm going to short shift at six. [BEEP] And that's already made a dramatic improvement. You can really shift this gearbox quick, which is nice. And we'll ease off at 100 indicated there. [BEEP] So run number two, we've already dropped the raw zero to 60 time to 6.9 seconds and the quarter mile to 15.4 at 93 miles an hour. So I've already made some progress. That launch felt really good at about 2,500 RPM thereabouts. I might bump up the RPM a little bit more, but the issue is you may run into some more wheel spin at that time. Overall feels good. You can really shift this transmission quickly. In the type R, I was getting a little bit of hesitation going from two to three if I shifted too aggressively. This I can really shift quick. And though the stability control doesn't come completely off, it is allowing a nice amount of wheel spin at the start. For this run, I'm actually going to turn on sport mode. I totally forgot to do that in previous runs, though I don't think it'll make that much of a difference. All, as I understand, it does is firm up the adaptive dampers, or firm up the range that they work at, and make the gas pedal a little bit more sharp. Let's give it a try. [TIRES SPINNING] Oh, bogged a little bit, but we got sport mode this time. Scratched into second, though it feels like there's a little bit of traction intervention when that happens. And that's something I also remember the Type R doing. A little bit of intervention to quell the wheel spin. [BEEP] And we're just getting slower. So I think that's a combination of the engine bogging by the RPM being like 50 to 100 RPM lower than it was on the best run so far. Sport mode didn't make a difference. And I felt the engine having power pulled from the ECU as I went into second gear, after I scratched the front tires into second gear. OK, I'll do one more run just to see if I can back up the best run I've gotten so far. And it's just a matter of hitting that launch RPM the right way. [TIRES SPINNING] This feels good. [TIRES SPINNING] That feels good. I saw that stability control intervention again. Don't slow me down, car. I'm trying to make you go fast. Don't slow me down. So-- hey. It backed up the fast run. Uncorrected, 6.85 to 60 and the quarter mile 15.29 at 93.6. We'll get those numbers corrected with rollout applied and see what that actually does. And that feels decent. I wish the computer didn't inhibit acceleration to second gear, but overall decent performance from 200 horsepower front drive and a vehicle that's intended to be cornered roughly. Nice stuff. All right. I'm on the Edmund's Handling Test Loop. This is kind of like the Simulate A country back road, so it's not a completely at-the-limit handling experience. Although we might get close. I've got stability control in the least aggressive or the most sporty setting, and I'm in sport mode. We've got about 200 horsepower, 200 pound feet of torque, and we're going to take a handful labs here to-- and talk about the way this front drive little sporty car handles. A couple of things I notice immediately. This is a small displacement turbocharged engine, and it packs the bulk of its power in the mid-range. It seems to be out of thrust by about 6,000 RPM. On top of that, it's a largely quiet engine, especially at low RPMs. You can hear a bit more of it as I get to like 6,000 RPM or so, but it's pretty much a quiet engine. The handling feels really good so far. This feels like a mature coupe, a very stable, controlled body. It's able with dealing with a decent amount of speed fairly well, and it stays balanced. In fact, it induces a little bit of slew. And that means a slight amount of rotation from the rear that feels enjoyable. It's a very small amount, but I can adjust this vehicle's behavior with drop throttle, over steer, or by using the brakes, and that's a nice feeling. I'd say as much as I like the way this vehicle handles, I'm a little bit disappointed with this one and a half liter engine. One is the amount that the revs hang between shifts. That's something I can demonstrate on the back straight as we get to it in a minute. You can hear it, though. It's just this sort of reluctant [WHINE] fall. I'll go down to second gear and I'll full throttle, up shift-- wait. There we go. And it takes seconds in order to drive smoothly to change gear. The issue is Honda's made such a pleasing shifter, and it's such a nice light clutch that you can really rush, that when the engine requires you to wait like that just to hit the right RPM it kind of defeats the purpose of having such a sweet clutch and shifter. The other thing that I am noticing and I'm not a big fan of is the fact that I cannot turn off stability control. It's always there. Even when I have the most aggressive mode I can put it in, there's always a little bit of brake grabbing and stability intervention. And that's something on a philosophical level I disagree with. Honda masks it fairly well, especially in this circumstance. But on roads that are really rough that you're going fast down, you can sometimes get some intervention and it can be quite extreme. I want to be able to turn it off myself. So the Civic Si-- it's got some really good qualities. I think the handling is very, very pleasing. It's almost adult-like in terms of how a sports cars should feel. It doesn't handle as wild as it looks, but it is very enjoyable to throw around. Unfortunately, the engine comes up short if you enjoy the way traditional Honda engines sound. And you may live with that if you enjoy the low RPM delivery of torque this engine has. But the thing that really kills it for me is the undefeatable stability control, and that's something you simply can't fix. Thank you guys for watching. If you want to see more videos like this one, keep it tuned right here and be sure to visit edmunds.com. [MUSIC PLAYING]
Redesigned just a year ago, the Honda Civic has re-established its standing as a no-brainer choice for a small car. Think of it this way: Are you interested in impressive fuel economy and/or class-leading acceleration? Yep, the Civic's got that. What about a comfortable, roomy interior filled with upscale materials? Check. Do you want something livelier than the typical sedan? Well, Honda's got a sporty coupe, a new Civic hatchback, and the performance-focused Civic Si and Type R on the way, too. No matter how you look at it, the 2017 Honda Civic is one of the best cars in its class.
We also think you'll like the way the newest Civic drives. Around turns, you'll feel as if you have great control through the car's steering and grip; it's an entertaining car to drive and have some fun. Out on the highway, the Civic earns high marks, too, with a composed ride quality that doesn't get overly floaty or harsh. Honda has also packed in plenty of the latest technology, from smartphone integration to advanced driver aids that can help you avoid accidents.
Before going all-in on a new Civic, though, there are still some excellent competitors to consider. The 2017 Mazda 3 is also one of our favorites. Like the Civic, it offers a classy interior, excellent fuel economy and sporty driving characteristics. If in-car tech is one of your top priorities, the 2017 Ford Focus with its superior Sync 3 infotainment system is worth a look. And if you want to eschew all those and go with something inexpensive that's packed with value, take a look at the 2017 Kia Forte. Overall, though, the 2017 Honda Civic sits right at the top of our list. No search for a compact car will be complete without it.
Performance and MPG
The front-wheel-drive 2017 Honda Civic comes with a four-cylinder engine, but the exact type varies depending on the trim level you pick. The base engine for the sedan and the coupe is a 2.0-liter four-cylinder rated at 158 hp and 138 pound-feet of torque. It's paired to either a six-speed manual transmission or a continuously variable transmission (CVT) that functions like an automatic.
With the coupe, EPA-estimated fuel economy stands at 32 mpg combined (28 city/39 highway) for the manual, while the CVT gets an estimated 34 mpg combined (30 city/39 highway). In the sedan, when the 2.0-liter engine is paired with the manual, it's rated at 32 mpg combined (28 city/40 highway) and with the CVT it's rated at 34 mpg combined (31 city/40 highway).
Optional for the coupe and sedan but standard for the hatchback is a turbocharged 1.5-liter four-cylinder paired to either a CVT or a six-speed manual transmission. Horsepower and torque vary depending on the transmission pairing and trim level.
In the hatchback, when paired with the CVT in the LX, EX and EX-L, the 1.5-liter engine is rated at 174 hp and 162 lb-ft of torque. With the manual transmission in the LX, horsepower remains the same, but torque goes up to 167 lb-ft. Go with the CVT in the Sport and Sport Touring and the 1.5-liter engine makes 180 hp and 162 lb-ft of torque. The Sport hatchback with the six-speed manual transmission is rated at 180 horsepower and 177 lb-ft of torque.
In Edmunds testing, a Civic Touring coupe with the 1.5-liter engine (and CVT) sprinted from zero to 60 mph in 6.9 seconds, while a Touring sedan with the same engine was able to do it in 6.7 seconds. Both times are very quick for a small car in this class.
Fuel economy for the turbocharged Civics is actually slightly better but also varies slightly depending on whether you go with the coupe, sedan or hatchback. There is a different EPA fuel economy estimate for each engine/transmission combo and for every body style (coupe/sedan/hatchback). Generally, though, EPA combined fuel economy estimates range from 30 to 36 mpg combined with the 1.5-liter engine.
Standard safety equipment on the 2017 Honda Civic includes stability control, antilock disc brakes, front side airbags, side curtain airbags and a rearview camera. Starting with the EX trim, a right-side blind-spot camera (LaneWatch) is also standard, as is the HondaLink system, which also includes emergency crash notification.
Optional safety equipment for the Civic includes the Honda Sensing safety package, which adds adaptive cruise control, lane departure warning, lane departure intervention, and forward collision warning with automatic emergency braking.
We've found the forward collision warning system to be a bit oversensitive in real-life driving; it frequently sets off the dashboard "Brake!" alarm in instances where other such systems aren't as prone to react. The adaptive cruise control also feels a bit too quick to react, putting on the brakes, too slow to speed back up again and generally not very good at maintaining a constant speed.
In Edmunds testing, a Civic Touring sedan came to a stop from 60 mph in 117 feet, a few feet shorter than average. A Touring coupe did the same simulated panic stop from 60 mph in just 113 feet, which is much shorter than class averages and closer to the performance of a sports car than a compact economy car.
In government safety testing, all three Civic models (the coupe, sedan and hatchback) received five stars (out of a possible five) for overall crash protection. The Civic coupe received four out of five stars for front-crash protection and five stars for side-crash protection. Both the hatchback and the sedan received five stars for front- and side-crash protection.
When the Insurance Institute for Highway Safety rated the Civic, both the sedan and the coupe received top marks for safety. Both models received the IIHS' top score of Good for the small-overlap and moderate-overlap front-impact tests as well as a Good score for the side-impact, roof strength and head restraint/seat (whiplash protection) tests. Notably, the optional safety equipment on the Civic received the IIHS' top score of Superior for front-crash prevention.
Now in the second year of its most recent successful redesign, the 2017 Honda Civic has once again proven that it is a go-to choice among compact sedans. Not only does the Civic offer a roomy cabin, great highway comfort and lots of standard features, it also has class-leading acceleration and excellent EPA fuel economy ratings.
Contrary to what you'd expect in a small car, the 2017 Civic's interior is quite spacious, with plenty of room in the trunk to handle whatever you throw in it. The interior feels more upscale than most compact cars, with excellent cabin construction and high-quality materials, all of which are pleasing to the eye.
Just like the beautiful interior design and build quality, the 2017 Civic's ride quality and handling have also been well thought out. The Civic expertly rides that fine line between a composed ride and superb handling around corners. The steering feedback is great too, allowing for an enjoyable experience when you get it on a winding back road.
True to the brand?s reputation for value, the 2017 Civic returns excellent fuel economy. The six-speed manual and automatic versions of the naturally aspirated 2.0-liter engine provide an EPA estimated 32 mpg combined (28 mpg city/40 mpg highway) and 34 mpg combined (31 city/40 highway), respectively. The available 1.5-liter turbocharged engine provides more power and boasts even more impressive ratings, with the manual returning 35 mpg combined (31 city/42 highway) and the automatic 36 mpg combined (32 city/42 highway).
On the technology front, Honda has packed in great options, including smartphone integration and the Honda Sensing forward collision warning system. There are some tech quibbles, however. The adaptive cruise control is slow to respond and that forward collision warning system is slightly oversensitive, both of which can be frustrating for drivers. The touchscreen interface proves to be less intuitive than desired and can lag in response to input.
Despite a few minor technological drawbacks on the inside, the 2017 Honda Civic is a great car overall. It's at the top of its class when it comes to acceleration and fuel economy, and the interior comfort, ride and excellent overall build quality more than make up for any downsides the car may have. Any seasoned Honda buyer will consider this a no-brainer.
If you're considering the 2017 Honda Civic and the sedan isn't really your speed, Honda has some great options for you. There?s a sporty coupe, a new Civic hatchback and the performance-oriented Civic Si. And the racy, much anticipated Type R is on its way. Clearly, there is a Civic for everyone.
Aside from the different body styles, the Civic also comes in a few different trim levels depending on personal preference and budget. The LX is the base trim, continuing onward to the EX, EX-T, EX-L and Touring trims. The EX offers more features than the standard base trim, while the EX-L moves toward a more luxury package. Edmunds can help you find the perfect 2017 Honda Civic to suit your needs. 2017 honda civic si first drive
The new 2017 Honda Civic Si signals the end of a great shift among sport compact cars. For driving enthusiasts in the U.S., the Si badge was the mark of an affordable Civic that offered sporty handling and a high-revving engine. The Si continued this way for years, even while each one of its sport compact competitors adopted turbocharging to meet ever-increasing power demands and emissions requirements.
Now, for the first time, the Honda Civic Si is turbocharged, too. The result is a better-driving car, but take note, Si faithful: Things have changed.
Offered as a coupe or sedan, the 2017 Si uses the same 1.5-liter inline four-cylinder engine found in the standard Civic, but in the Si it gets a larger turbocharger with more boost. Alas, the resulting 205 horsepower merely equals that of the previous Si with its larger, non-turbocharged engine. More importantly, Honda's focused on strengthening the engine's midrange. The new Si's peak torque of 192 pound-feet occurs at just 2,100 rpm, a change designed to make this Civic Si feel more powerful during more common driving situations.
While the differences in peak power and torque straddle between zero and minor, the way that horsepower and torque are delivered is a wholesale change to the Si driving experience. The engine feels much stronger at lower rpm when it's on boost, resulting in a gutsier car around town. The newfound low-rpm power means you don't have to downshift as frequently to access the fun part of the engine's powerband — you're always in it.
Right up until you're not. Where previous Sis packed a distinct aggression at the top end of their admittedly narrow powerbands, the new Si starts to falter the closer you get to its 6,500-rpm redline. Honda added shift lights to the gauge cluster that illuminate as you wring out the engine, but there's little reason to see them when the horsepower peaks at 5,700 rpm. And while a freer-flowing exhaust system emphasizes engine sound in the midrange, it becomes indistinct at high speeds. You have to reference the tach to match revs on downshifts as wind and road noise overcome the engine sound.
The engine also retains an annoying quirk from the last Si where the engine speed bumps up when you release the gas pedal to shift. It also takes longer than we'd want for the engine speed to fall. Honda has shortened the throw of the shifter and strengthened its base to withstand aggressive gear changes, but this engine behavior negates the need to shift quickly when you want to be smooth.
While adjusting to the engine's new character might take some time, there's no learning curve when it comes to the car's handling. The Si doesn't feel light like its predecessors, which makes sense considering it's heavier and larger in every dimension. Yet it still drives with a poise and confidence that encourage ever higher corner-entry speeds.
Credit goes to the usual performance tweaks that include a stiffer suspension and larger wheels, tires and brakes. One key addition is a set of dampers that continually adjust as you drive. They help maintain control but also add smoothness, ensuring the Si isn't as rigid or brittle as some more aggressive sport compacts out there.
A Sport setting, accessed by a button to right of the shifter, stiffens the dampers, sharpens the throttle response and increases the steering effort. You have to pay close attention to notice the differences, but they are appreciable under the microscope. The steering provides little feedback in either mode, but it's still precise and pleasing. We also welcome the new seats with stronger side bolsters, though they might be tight for wider drivers. A warning to taller folk, too: Headroom in the coupe is tight.
At $24,775, the Si is a relative bargain compared to its closest competitors. There's only one option: a set of summer tires (Goodyear Eagle F1) for a mere $200. Standard equipment is impressive, including a moonroof and dual-zone climate control. And while navigation isn't available, Android Auto and Apple CarPlay are standard — and superior in the eyes of many. The Si is also the only car in the segment to come with a standard mechanical locking differential.
Alas, Honda continues its tradition of being among the least powerful vehicles in its segment. The Civic Si may be lighter than the Ford Focus ST, Subaru WRX and Volkswagen GTI, but its power-to-weight ratio only betters that of GTIs without the optional sport pack. The GTI also offers a dual-clutch automatic, which may be preferable to some drivers. The Si is manual-only yet still boasts class-leading fuel economy with an EPA rating of 32 mpg combined (28 city/38 highway). That's an impressive feat, but perhaps not what you want to brag about to your car enthusiast buddies.
Something else you won't want to brag about? Undefeatable stability control. The Si tells you stability control is deactivated when you press the button, but it remains working in what Honda calls a light mode. Most drivers may not notice since Honda's clearly worked to make the system as nonintrusive as possible. But more sensitive or experienced drivers will find the intrusion a frustrating block to the freedom that should come with exploring the abilities of an enthusiast car.
Turbocharging makes the Si more usable day to day, but it alters the character that made the trim appealing in the first place.
Nevertheless, the Si remains supremely enjoyable and quick on a back road, but also compliant enough to take you to work and back without complaints.
Some of the fringe Si fanatics might be disappointed in the change, and for them Honda will soon offer a more hard-core front-wheel-drive performance car with the Civic Type R. If that's too much of a stretch for you, consider this: The Si is a mere $2,400 more than a similarly equipped Civic EX-T and yet the Si has 205 hp, adaptive dampers, a mechanical locking differential, and an excellent manual transmission — a no-duh upgrade. 2017 honda civic type r first drive
We've been reminiscing far too long over the cars that Honda used to build. Cars such as the Civic Sis from the late '90s, the original NSX, the S2000 and the Integra Type R — the only Type R to ever be sold in America. A quick glance at Honda's current lineup reveals a sea of very competent but middle-of-the-road machinery. Yeah, you can still buy an Accord Coupe with a V6 engine and a manual, but that's where the fun starts and stops.
Honda must have felt the same way in recent years as it has teased us with concepts and promises of Sis, NSXs and possibly a Type R or two. Then the NSX showed up, followed by the all-new Civic Si. Now comes the long-awaited Civic Type R, the most powerful and aggressive version of Honda's compact car ever sold in the U.S.
Is this the rebirth of the Honda we used to know?
Those of you expecting a lightweight, stripped-down, no-compromises coupe possessed by a high-revving four-cylinder engine should set your time machines for 1997 because Honda doesn't build that Type R anymore. Times have changed, the market has changed and, more importantly, Honda has changed.
The 2017 Civic Type R sedan is far from stripped down. In fact, it's equipped like a Touring level version of the standard Civic. That means it includes features such a navigation system, dual-zone climate control, a 540-watt, 12-speaker audio system, LED headlights, a proximity key and push-button ignition. There's ample sound deadening and a quiet exhaust system, and even though the seats are aggressively bolstered, they're generously padded and more comfortable than they have a right to be. This is very much a 2017 version of the Type R.
The engine is just as modern and specific to the Type R. Displacing 2 liters, the turbocharged four-cylinder knocks out an incredible 306 horsepower at 6,500 rpm and an eyebrow-raising 295 lb-ft of torque from 2,500 to 4,500 rpm. It uses dual overhead cams, a single scroll turbocharger with an electric wastegate, direct injection, forged connecting rods and, yes, VTEC. Even with all that power from just 2 liters, this motor is friendly, flexible and willing.
One thing that hasn't changed about this modern Type R is the transmission. It's only available with a traditional, shift-it-yourself manual. If you want to choose one of its six available ratios, you're going to have to push the clutch pedal in by yourself.
When word spread that the new Type R would send more than 300 horsepower through its front wheels, there were some, uh, reservations. We're pretty sure there are still dozens of Mazdaspeed 3s, Cobalt SSs and Neon SRT-4s stuck in trees because of the tendency for the steering wheel to jerk one way or the other as the front wheels helplessly tried to both steer and deliver power to the ground at the same time.
The front suspension on the Type R is different from that of the lesser Civic models. It utilizes a dual-axis setup with some very expensive-looking aluminum knuckles that help keep the steering and suspension duties as separate as possible. Translation? Torque steer is not an issue.
But getting the front suspension right doesn't mean a front-wheel-drive car will handle well since they can be just as susceptible to an overly stiff rear end. For the Type R, Honda has modified the multilink rear suspension with a stiffer spring rate, thicker stabilizer bar, firmer bushings and over an inch of additional track width. The Type R-specific adaptive dampers reside at each corner and are drive mode dependent. The dampers get information from four stroke sensors, three G sensors and a steering angle sensor to decide which setting will work best. And you know what? They're right. A lot.
Something else worth mentioning is the Type R's helical front differential. This is not an electronic diff, but a real mechanical one that doesn't use the brakes to modulate power. It behaves naturally and does an excellent job of getting you into and out of corners with a minimal amount of wheelspin. Road or track, the Type R is ready to go.
Even with all the power and countless other performance upgrades, this is still a Civic. All of the goodness inherent in the standard Civic is still here, albeit with a lot more red on the seats and the steering wheel. Pulling away from a stop reveals a linear and not overly light clutch uptake matched perfectly to a direct and well-weighted shifter. There's a little growl from the exhaust, and shifting below 3,500 rpm gives you just a taste of the power that awaits at higher engine speeds.
As mentioned earlier, this is not a high-revving and torqueless motor. Honda might have been a little late to the game with turbocharged engines in the States, but it has come back strong with the engine in the Type R. Let's be clear: It's not free of lag. Below 3,000 rpm there's a distinct lack of power, but it's not enough to make the Type R a sitting duck. When the boost does arrive, it comes on not with a spike, but a predictable surge. You can time it, and when you know the road, or the track, you can use it to your advantage.
During our brief drive in the Type R, we started out in Comfort mode and found it to be an excellent setting for around town. Comfort does not mean dull; the steering has a nice weight to it, and the body control is quite good. Flicking the driving mode rocker switch into Sport mode firms up the shocks, sharpens the throttle response, and adds a little unnecessary heft to the steering. It also adds a little red to the instrument cluster as a friendly reminder that things are getting more serious. You could certainly be excused for simply driving around in Sport all the time since it seems to suit the character of the Type R quite well.
But there's one more mode to go, and that's +R. Selecting this mode saturates the already red instrumentation into a hue you cannot miss, firms up the dampers one more notch, loosens up the stability control (also making it possible to disable it completely) and provides an even sharper driving experience all around. It's in this mode that the Type R really starts to distinguish itself from its competition. There's a nimbleness and confidence that start to vindicate Honda's insistence on not using a heavy all-wheel-drive system. The car is never unduly harsh, even over broken pavement, and the lighter weight allows you to transition from corner to corner using the chassis instead of relying solely on the tires. And through all of this, it's still a familiar Civic.
We need to discuss the big, winged elephant in the room. The looks of the Type R can be ... polarizing. You'd not be wrong to note more than a few similarities with Subaru's WRX STI, but Honda has taken it considerably further. Everywhere. The aero-laden design of the Type R is the polar opposite of the subdued and minimal styling you'll see on the Focus RS and the Golf R, and it could be the main reason some buyers never give the high-powered Civic a second look.
Honda assures us that every vent, intake and scoop is functional. There are brake intakes hidden above the splitter, and the kickups before the front wheels help maintain an air curtain around the front wheels to reduce drag and add a bit of downforce. The hood scoop not only provides engine bay cooling but also routes air out below the car, enabling a slight ground effect at higher speeds. And that wing? That wing isn't just a place to put your drinks. In conjunction with the vortex generators ahead of the rear window (think of the ones from a Mitsubishi Evo), the wing provides real downforce at higher speeds.
The Focus RS, Golf R and Impreza WRX STi might not seem like a fair match for the front-wheel-drive Type R, but only the brutal Focus RS makes more power. And it was a conscious choice by Honda to not follow the AWD trend, instead preferring to save the weight that comes with extra driveshafts, differentials and all the other business that comes with powering four wheels instead of two. As a result, the Civic Type R comes in at just over 3,100 pounds, making it 200 to 300 pounds lighter than the above competition.
And if a few hundred pounds doesn't seem like much of an advantage, perhaps a few thousand dollars will. All in, the Type R has no option packages and lists for $34,775. With similar equipment, the other three are all hovering around $40K. That's a lot of tires or track days or burritos.
The high-performance compact segment is now alive and well with interesting choices to suit a wide variety of buyers. But the Civic Type R isn't just big wings and tires; it's a real player right out of the box. The confidence and capability it delivers are surprising from what is essentially an all-new car. It's nice to see that the performance people at Honda haven't taken their gold watches and retired. Instead, they were training their replacements.
2017 Honda Civic Overview
The 2017 Honda Civic is offered in the following submodels: Sedan, Type R, Hatchback, Coupe. Available styles include LX 4dr Sedan (2.0L 4cyl CVT), EX 4dr Sedan (2.0L 4cyl CVT), and EX 4dr Hatchback (1.5L 4cyl Turbo CVT). Civic models are available with a 0-liter gas engine, with output up to 0 hp, depending on engine type. The 2017 Civic comes with front wheel drive. Available transmissions include: continuously variable-speed automatic. The 2017 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 should I pay for a new 2017 Honda Civic?
2017 Honda Civic Si 4dr Sedan (1.5L 4cyl Turbo 6M)
The 2017 Honda Civic Si 4dr Sedan (1.5L 4cyl Turbo 6M) can be purchased for less than the Manufacturer's Suggested Retail Price (aka MSRP) of $24775. The average price paid for a new 2017 Honda Civic Si 4dr Sedan (1.5L 4cyl Turbo 6M) is trending $2889 below the manufacturer's MSRP.
Edmunds members save an average of $2889 by getting upfront special offers. The estimated special offer price in your area is $21886.
The average savings for the 2017 Honda Civic Si 4dr Sedan (1.5L 4cyl Turbo 6M) is 11.7% below the MSRP.
We are showing 1 Si 4dr Sedan (1.5L 4cyl Turbo 6M) 2017 Honda Civic Si 4dr Sedan (1.5L 4cyl Turbo 6M) vehicle(s) available in the Ashburn area.
2017 Honda Civic EX-T 4dr Sedan (1.5L 4cyl Turbo CVT)
The 2017 Honda Civic EX-T 4dr Sedan (1.5L 4cyl Turbo CVT) can be purchased for less than the Manufacturer's Suggested Retail Price (aka MSRP) of $23175. The average price paid for a new 2017 Honda Civic EX-T 4dr Sedan (1.5L 4cyl Turbo CVT) is trending $2345.5 below the manufacturer's MSRP.
Edmunds members save an average of $2345.5 by getting upfront special offers. The estimated special offer price in your area is $20829.5.
The average savings for the 2017 Honda Civic EX-T 4dr Sedan (1.5L 4cyl Turbo CVT) is 10.1% below the MSRP.
We are showing 2 EX-T 4dr Sedan (1.5L 4cyl Turbo CVT) 2017 Honda Civic EX-T 4dr Sedan (1.5L 4cyl Turbo CVT) vehicle(s) available in the Ashburn area.
2017 Honda Civic LX 4dr Sedan (2.0L 4cyl CVT)
The 2017 Honda Civic LX 4dr Sedan (2.0L 4cyl CVT) can be purchased for less than the Manufacturer's Suggested Retail Price (aka MSRP) of $20415. The average price paid for a new 2017 Honda Civic LX 4dr Sedan (2.0L 4cyl CVT) is trending $2911 below the manufacturer's MSRP.
Edmunds members save an average of $2911 by getting upfront special offers. The estimated special offer price in your area is $17504.
The average savings for the 2017 Honda Civic LX 4dr Sedan (2.0L 4cyl CVT) is 14.3% below the MSRP.
We are showing 4 LX 4dr Sedan (2.0L 4cyl CVT) 2017 Honda Civic LX 4dr Sedan (2.0L 4cyl CVT) vehicle(s) available in the Ashburn area.
2017 Honda Civic EX-L 4dr Sedan (1.5L 4cyl Turbo CVT)
The 2017 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 $24675. The average price paid for a new 2017 Honda Civic EX-L 4dr Sedan (1.5L 4cyl Turbo CVT) is trending $1691 below the manufacturer's MSRP.
Edmunds members save an average of $1691 by getting upfront special offers. The estimated special offer price in your area is $22984.
The average savings for the 2017 Honda Civic EX-L 4dr Sedan (1.5L 4cyl Turbo CVT) is 6.9% below the MSRP.
We are showing 1 EX-L 4dr Sedan (1.5L 4cyl Turbo CVT) 2017 Honda Civic EX-L 4dr Sedan (1.5L 4cyl Turbo CVT) vehicle(s) available in the Ashburn area.
2017 Honda Civic EX-T 4dr Sedan (1.5L 4cyl Turbo 6M)
The 2017 Honda Civic EX-T 4dr Sedan (1.5L 4cyl Turbo 6M) can be purchased for less than the Manufacturer's Suggested Retail Price (aka MSRP) of $22375. The average price paid for a new 2017 Honda Civic EX-T 4dr Sedan (1.5L 4cyl Turbo 6M) is trending $875 below the manufacturer's MSRP.
Edmunds members save an average of $875 by getting upfront special offers. The estimated special offer price in your area is $21500.
The average savings for the 2017 Honda Civic EX-T 4dr Sedan (1.5L 4cyl Turbo 6M) is 3.9% below the MSRP.
We are showing 1 EX-T 4dr Sedan (1.5L 4cyl Turbo 6M) 2017 Honda Civic EX-T 4dr Sedan (1.5L 4cyl Turbo 6M) vehicle(s) available in the Ashburn area.
2017 Honda Civic EX 4dr Sedan (2.0L 4cyl CVT)
The 2017 Honda Civic EX 4dr Sedan (2.0L 4cyl CVT) can be purchased for less than the Manufacturer's Suggested Retail Price (aka MSRP) of $22015. The average price paid for a new 2017 Honda Civic EX 4dr Sedan (2.0L 4cyl CVT) is trending $1493 below the manufacturer's MSRP.
Edmunds members save an average of $1493 by getting upfront special offers. The estimated special offer price in your area is $20522.
The average savings for the 2017 Honda Civic EX 4dr Sedan (2.0L 4cyl CVT) is 6.8% below the MSRP.
We are showing 1 EX 4dr Sedan (2.0L 4cyl CVT) 2017 Honda Civic EX 4dr Sedan (2.0L 4cyl CVT) vehicle(s) available in the Ashburn area.
2017 Honda Civic features & specs
|Fuel Type||regular unleaded||regular unleaded||regular unleaded|
|Basic Warranty||3 yr./ 36000 mi.||3 yr./ 36000 mi.||3 yr./ 36000 mi.|
|Base Engine Type||gas||gas||gas|
|Base Engine Size||2.0 l||2.0 l||1.5 l|
|Transmission||continuously variable automatic||continuously variable automatic||continuously variable automatic|
|Cylinders||inline 4||inline 4||inline 4|
|Drivetrain||front wheel drive||front wheel drive||front wheel drive|
|Horsepower||158 hp @ 6500 rpm||158 hp @ 6500 rpm||174 hp @ 6000 rpm|
Is the 2017 Honda Civic a good car?
Edmunds experts have compiled a robust series of ratings and reviews for the 2017 Honda Civic and all model years in our database. Our rich content includes expert reviews and recommendations for the 2017 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.
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All of our reviews are 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 do people think of the 2017 Honda Civic?
Consumer ratings and reviews are also available for the 2017 Honda Civic and all its trim types. Overall, Edmunds users rate the 2017 Civic a 4.4 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 2017 Civic.
EX-L 4dr Sedan (1.5L 4cyl Turbo CVT)
My beloved 6-speed manual transmission TSX was over nine years old and enough little things were going wrong with it that it was time for a new car. With a house to remodel and kids in extracurricular activities I couldn't afford a luxury (or even sorta-luxury) performance sedan. So I was looking for a practical, reliable commuter car with an automatic transmission I could hand off to my daughter in 5 years when it's paid off and she's 16. Being a Honda/Toyota guy this made me think about a Civic. I got the EX-L since I could at least get a nicer Civic in my price range. I was expecting a major step down from my TSX, but this Civic (which I viewed as a necessity/compromise and wasn't really excited to purchase) has slowly been impressing me. In Eco mode it's the gutless wonder you expect a Civic to be but if you really stomp on the gas or take it out of Eco mode or even put it in sport mode that combination of 1.5L turbo and CVT transmission make it go right now. The 6-speed stick shift was one of my favorite things about my TSX but this Civic always seems to be in the right gear and I don't notice any clunky downshifting or lag when I press the gas. Handling is good (Honda always does that better than Toyota IMO) but then of course that makes for a rougher ride. I drove on an old patch of the 57 and got shaken and stirred. That's when you know you're in a Civic the most. The interior is pretty nice. I'm 6'2" and I fit OK but to get the most out of the legroom I have to crank the back of the seat all the way down because it goes down and back at the same time. So I pretty much have to fall down into the seat. In the end I think I'll miss my TSX's driver's seat the most, especially it's lumbar support. Sitting so low is made up for by the excellent rear-view camera and right-mirror camera. I'm using Android Auto with the Civic and the Navi is GREAT, so don't shell out extra for Honda's navi. Google Play Music found my music and playlists on my phone with no work from me but it doesn't play my podcasts. It seems like it's possible, but I haven't figured it out yet (I used Rocket Player and Doggcatcher before but Android Auto won't "channel" them through the car). Speaking of music, I'm iffy on the stereo system. The Civic has lots of speakers and very clear sound but not much oomph on the low end. I've turned down the treble, turned up the bass and shifted the balance rearward but it's still not as good as default settings were on my TSX. Interior storage cubbies are weird but plentiful. There's room for your cups, phone, sunglasses, gum, etc. but it may be down a cave and around a corner and a little dangerous to try to get at while you are driving. Overall I like this car. It doesn't come with a lot of bragging rights (I'm a 42-year old family man, though... In my twenties I probably would have been a LOT more proud of it) but my wife really likes having a fun-to-drive car back in the family for her (she doesn't drive stick and our other car is a minivan) and the best compliment I can give this Civic is that given its relative comfort (as long as my youngest can still fit behind me) and WAY better gas mileage than the minivan, it has become the weekend family commuter car, so long as we're not going to Costco or Home Depot. I wasn't expecting that to happen. I thought the Civic would be too small and too dull to want to drive any more than necessary but it has turned out to be a great not-so-little family car and it's getting lots of use. Two end notes: 1. Sorry this review has no paragraph breaks, the online form is not allowing me to hit enter. 2. Gas mileage includes driving over hills to work every day.
See all consumer reviews and retings for the 2017 Honda Civic
2017 Honda Civic inventory listings
Shop Edmunds' car, SUV, and truck listings of over 6 million vehicles to find a cheap new, used, or certified pre-owned (CPO) 2017 Honda Civic for sale near Ashburn VA. There are currently 1783 new and 2294 used and CPO 2017 Civics listed for sale in your area, with list prices as low as 13995 and mileage as low as 0. 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 vehicle you're interested in, check the Carfax and autocheck vehicle history reports, read dealer reviews, and find out what other owners paid for the 2017 Honda Civic. Then select Edmunds special offers, perks, deals, and incentives to contact the dealer of your choice and save up to 4023 on a new, used, or CPO 2017 Civic available from one of 2630 dealerships in your area.
How can Edmunds help?
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
Is the 2017 Honda Civic safe?
The 2017 Honda Civic earned a 5-star overall safety rating from NHTSA and "GOOD" ratings from the IIHS in the following caregories: Side Impact Test, Roof Strength Test, Rear Crash Protection/Head Restraint, IIHS Small Overlap Front Test Results, Moderate Overlap Front Test Results, and a JD POWER overall quality rating of 3.0 out of 5. Among Edmunds' many tools and resources for finding your perfect car are detailed safety ratings and analysis from NHTSA, IIHS, and JD Power, including overall ratings, frontal barrier crash ratings, side impact tests and crash ratings, rollover test results, roof strength tests, rear crash protection and head restraint ratings, side barrier ratings, combined side barrier and pole ratings, and more.
2017 honda civic LX 4dr Sedan (2.0L 4cyl CVT), continuously variable-speed automatic, regular unleaded
34 combined MPG
31 city MPG/40 highway MPG
2017 honda civic EX 4dr Sedan (2.0L 4cyl CVT), continuously variable-speed automatic, regular unleaded
34 combined MPG
31 city MPG/40 highway MPG
2017 honda civic EX 4dr Hatchback (1.5L 4cyl Turbo CVT), continuously variable-speed automatic, regular unleaded
34 combined MPG
31 city MPG/40 highway MPG
What options are available on the 2017 Honda Civic?
Available Honda Civic 2017 Submodel Types: Sedan, Coupe, Hatchback, Si, Hybrid, Si w/Navigation, Type R Touring, Natural Gas, Si w/Summer Tires
Available Honda Civic 2017 Trims: LX, EX, EX-L, Si, EX-T, Sport, Sport Touring, EX w/Honda Sensing, SE, Hybrid, Touring, EX-L w/Navigation, LX-P, LX w/Honda Sensing, EX-T w/Honda Sensing, EX-L w/Navigation and Honda Sensing, Value Package, LX-S, DX, DX-VP, Si w/Summer Tires, Si w/Navigation, Type R Touring, EX-L w/Honda Sensing, HF, Hybrid w/Leather, Hybrid w/Leather and Navigation, EX Special Edition, HX, Natural Gas, VP
Exterior Colors: Crystal Black Pearl, Modern Steel Metallic, Aegean Blue Metallic, Lunar Silver Metallic, Alabaster Silver Metallic, Taffeta White, White Orchid Pearl, Rallye Red, Cosmic Blue Metallic, Dyno Blue Pearl, Polished Metal Metallic, Crimson Pearl, Urban Titanium Metallic, Burgundy Night Pearl, Sonic Gray Pearl, Royal Blue Pearl, Atomic Blue Metallic, Galaxy Gray Metallic, Nighthawk Black Pearl, Tango Red Pearl, Satin Silver Metallic, Kona Coffee Metallic, Opal Silver Blue Metallic, Satin Silver, Cool Mist Metallic, Eternal Blue Pearl, Magnesium Metallic, Shoreline Mist Metallic, Energy Green Pearl, Radiant Ruby Pearl, Orange Fire Pearl, Borrego Beige Metallic, Vogue Silver Metallic, Clover Green, Cypress Green Pearl Metallic, Flamenco Black Pearl, Championship White, Clover Green Pearl, Fiji Blue Pearl, Frost White, Habanero Red Pearl, Magnetic Pearl, Sunburst Orange Pearl, Adriatic Blue Pearl Metallic, Flint Gray Metallic, Harvard Blue Pearl Metallic, Milano Red, Titanium Metallic, Vivid Blue, Woodland Green Pearl Metallic
Interior Colors: Black cloth, Gray cloth, Black leather, Ivory cloth, Beige cloth, Black/Gray cloth, Gray leather, Black/Ivory cloth, Black/Red premium cloth, Black premium cloth, Gray, Black/Ivory leather, Ivory leather, Black/Gray leather, Beige leather, Black, Ivory, Stone cloth, Blue cloth, Red/Black Suede-Effect Fabric suede/cloth, Beige
Popular Features: Rear Bench Seats, Audio and cruise controls on steering wheel, Fold Flat Rear Seats, Alarm, Tire Pressure Warning, USB Inputs, Stability Control, Bluetooth, Back-up camera, Trip Computer, Auto Climate Control, Sunroof/Moonroof, Keyless Entry/Start, Apple Carplay/Android Auto, Aux Audio Inputs, Remote Start, Blind Spot Monitoring, Post-collision safety system, Lane Departure Warning, Multi-Zone Climate Control, Heated seats, Leather Seats, Power Driver Seat, Adaptive Cruise Control, Pre-collision safety system, Navigation, Upgraded Headlights
Engine/Mechanics: 4 cylinders
Transmission: AUTOMATIC, MANUAL
Fuel Types: regular unleaded, premium unleaded (recommended), premium unleaded (required), natural gas
Drivetrains: front wheel drive
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