2021 Honda Civic Type R

What’s new

  • 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

Pros & Cons

  • Excellent performance from the turbocharged engine
  • Ride quality expertly balances comfort and athleticism
  • Many standard advanced tech and safety features
  • Roomy cabin with high-quality materials
  • Overly vigilant forward collision warning system
  • Overstyled exterior may not be for everyone
MSRP Starting at
$37,495

Save as much as $1,424
Select your model:

2021 Honda Civic Review

Hot hatchbacks have been around since the 1980s, serving as higher-performance versions of their more everyday siblings. The 2021 Honda Civic Type R hatchback is the current apex predator in this very small class. It boasts qualities that would have been sports car material just a decade ago: 306 turbocharged horses, a limited-slip front differential to put the power down, big brakes, and an adaptive suspension that enhances both handling stability and ride comfort. Even more impressive is that you get all of this performance with minimal compromise to practicality.

Alternatives? Its contemporary foe, the Hyundai Veloster N, can't quite match it on power but is just as fun to drive. It also costs less and is subjectively better-looking than the overwrought Type R. Lower on the performance scale is the new turbocharged Mazda 3 and the model that started the segment, the Volkswagen Golf GTI. That means it's a good time to be a fan of hot hatches since competition always brings out the best in these pocket rockets. Interested? Check out our Expert Rating to see our in-depth test on the 2021 Civic Type R.

Edmunds’ Expert Rating
Rated for you by America’s best test team

Our verdict

8.4 / 10
The Type R name might conjure up romantic visions of racy stripped-out hatchbacks, but Honda hasn't built one of those. Instead, the new Type R is friendly, flexible and practical while managing to push the performance envelope of a front-wheel-drive car. Its combination of four usable seats, a sizable trunk and agreeable ride quality makes it a highly desirable daily driver for a small, enthusiast-minded family.

How does it drive?

9.0
Acceleration numbers appear modest and, indeed, the Type R can get dusted by lead-footed drivers of EVs or modestly powered SUVs around town. But it's too easy to get caught up in numbers, and doing so misses the point.

The steering remains excellent in terms of feedback and effort, and the brake pedal has minimal slop, reacting intuitively to pressure. The handling is what far costlier sport sedans should aspire to be. Predictable clutch take-up combined with a responsive gas pedal makes this manual transmission easy to get off the line even when you're on a hill. Impressive performance, wonderful feel and a friendly demeanor are the hallmarks of this car, and nothing in this class does it better.

How comfortable is it?

8.5
The day-in and day-out comfort makes the Type R a genuine proposition for a daily driver. The seats are hugely supportive without constricting access or limiting comfort, and the ride keeps up with nearly every surface. You'll notice bumps and road imperfections, and you'll hear the sound of the tires on pavement, but the small penalties paid here are livable.

Where the engine in last year's Type R was too quiet, the 2020's is more prominent thanks to artificial enhancement that changes with drive modes. It's a welcome improvement. The sole downside is that some might find the climate control setup irritating or lacking, especially with regard to rear passengers.

How’s the interior?

8.5
The Type R has a comfortable interior with fantastic driver ergonomics. Everything you might like in a standard Civic is here, along with a few things you might not, but it's familiar either way. The layout is largely intuitive, thanks to welcome physical controls and a straightforward center touchscreen. The bucket-style front seats don't impede access like other seats in this style, and once you're settled, the manual adjustments help everything fall into place.

In interior space, it mirrors the Civic hatchback, with generous room for a compact car. Outward visibility is strong in all directions as well, even out back where the massive wing sits outside of the view of the large rear window.

How’s the tech?

8.0
The center screen's graphics can look a bit dated, though good support for Android Auto and Apple CarPlay means you only have to use it when you don't have a cell signal and need navigation. The addition of a volume knob and other physical controls makes operation easy, as does the inclusion of your phone's voice controls when you have it plugged in.

Standard Honda Sensing adds forward collision mitigation, lane departure technology and adaptive cruise control. Though we experienced a few false positives on our drive that caused a warning to chime, we were impressed by how seamlessly the adaptive cruise control worked with the manual transmission and auto rev-matching.

How’s the storage?

8.5
The Type R betrays none of its humble Civic roots when it comes to being practical, save for the rear middle seat that's missing. The cargo area is wide, tall and easily accessible. The rear seats flip down flat, allowing for plenty of large cargo. Rear-seat storage options are adequate, but the front seats have multiple clever solutions.

We love the deep and configurable center console just as much as the split-level front storage area, which allows for bulker items underneath and phone up top, complete with a pass-through for hiding wires. Like the standard Civic, the Type R has ingenious interior storage that tops the class.

How economical is it?

7.5
The EPA rating of 25 mpg combined (22 city/28 highway) puts the Type R right in line with other powerful four-cylinder cars at this price. During our 115-mile evaluation loop in a 2019 model, we saw nearly 26 mpg. Shorter gearing and the temptation to tap into 306 horsepower will likely prevent most drivers from reaching 30 mpg.

Is it a good value?

7.5
Asking over $38K for a compact hatchback might seem like a bit of a stretch, but the Type R makes a strong case with class-topping performance and driving excitement. On top of those attributes, the Type R comes standard with advanced driver aids, an accommodating interior and hassle-free phone integration.

Fuel economy-wise, it's stronger than key competition from Subaru and similar to other high-performance turbo four-cylinder engine offerings from American and German automakers. Warranty and ownership perks are about average.

Wildcard

9.0
It's unfortunate that some people might decide not to buy a Type R without driving one due to the polarizing nature of its styling. If you can see past the outward Type A personality — or plan on adjusting some of the offending bodywork on your own — you'll be rewarded with owning one of the most capable and enjoyable FWD cars ever sold in the U.S.

Beyond the driving experience, the Type R always feels special thanks to interior touches such as the classic red upholstery and a special plaque boasting the serial number. The sum of the Type R's attributes makes for a memorable time behind the wheel, whether you're on your favorite back road, a freeway interchange or simply commuting in stop-and-go traffic.

Which Civic does Edmunds recommend?

The Civic Type R in base Touring trim gets our recommendation since it has the same power as the new Limited Edition. That Limited Edition costs another $6,500 and its most notable addition are the tires, which could be bought on their own for about five grand less. The interior is also louder than the Touring model, which could get tiresome in everyday driving.

2021 Honda Civic models

The 2021 Honda Civic Type R is the high-performance hatchback version of the standard Honda Civic. It is available in the base Touring form and a new Limited Edition that is capped at only 600 examples. Both models are powered by a turbocharged 2.0-liter four-cylinder engine that produces (306 horsepower and 295 lb-ft of torque. A six-speed manual transmission sends that power to the front wheels.

The base Touring trim is well appointed with feature highlights that include:

  • 20-inch wheels
  • High-performance summer tires
  • Rear spoiler
  • Adaptive suspension dampers
  • Brembo brakes
  • Keyless entry and ignition
  • Dual-zone automatic climate control
  • Fabric and faux suede seat upholstery
  • Faux suede-wrapped steering wheel
  • 7-inch infotainment touchscreen
  • Navigation system
  • Apple CarPlay and Android Auto
  • HondaLink remote monitoring and control
  • 12-speaker audio system
  • Satellite and HD radio
  • Advanced safety features that include:
    • Adaptive cruise control (adjusts speed to maintain a constant distance between the vehicle and the car in front)
    • Forward collision mitigation (warns you of an impending collision and applies the brakes in certain scenarios)
    • Lane keeping assist (makes minor steering corrections to help keep the vehicle centered in its lane)
    • Automatic high beams

The Civic Type R Limited Edition is only offered in Phoenix Yellow and adds:   

  • Lighter-weight BBS forged alloy wheels
  • Higher-performing Michelin Pilot Sport Cup 2 tires
  • Reduced sound insulation for lighter weight
  • Revised steering and suspension tuning

Consumer reviews

There are no consumer reviews for the 2021 Honda Civic.

Trending topics in reviews



    2021 Honda Civic videos

    Read 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.

    [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.

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    Features & Specs

    Type R 4dr Hatchback features & specs
    Type R 4dr Hatchback
    2.0L 4cyl Turbo 6M
    MSRP$37,495
    MPG 22 city / 28 hwy
    SeatingSeats 4
    Transmission6-speed manual
    Horsepower306 hp @ 6500 rpm
    See all for sale
    See all 2021 Honda Civic Type R features & specs

    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
    Overall5 / 5
    Driver5 / 5
    Passenger5 / 5
    Side Crash RatingRating
    Overall5 / 5
    Side Barrier RatingRating
    Overall5 / 5
    Driver5 / 5
    Passenger5 / 5
    Combined Side Barrier & Pole RatingsRating
    Front Seat5 / 5
    Back Seat5 / 5
    RolloverRating
    Rollover5 / 5
    Dynamic Test ResultNo Tip
    Risk Of Rollover9.5%

    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 TestNot Tested
    Moderate Overlap Front Test
    Good

    Honda Civic vs. the competition

    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

    Related Civic Articles

    FAQ

    Is the Honda Civic a good car?

    The Edmunds experts tested the 2021 Civic both on the road and at the track, giving it a 8.4 out of 10. You probably care about Honda Civic fuel economy, so it's important to know that the Civic gets an EPA-estimated 25 mpg. What about cargo capacity? When you're thinking about carrying stuff in your new car, keep in mind that the Civic has 25.7 cubic feet of trunk space. And then there's safety and reliability. Edmunds has all the latest NHTSA and IIHS crash-test scores, plus industry-leading expert and consumer reviews to help you understand what it's like to own and maintain a Honda Civic. Learn more

    What's new in the 2021 Honda Civic?

    According to Edmunds’ car experts, here’s what’s new for the 2021 Honda Civic:

    • 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
    Learn more

    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 Type R 4dr Hatchback (2.0L 4cyl Turbo 6M). Including destination charge, it arrives with a Manufacturer's Suggested Retail Price (MSRP) of about $37,495.

    Other versions include:

    • Type R 4dr Hatchback (2.0L 4cyl Turbo 6M) which starts at $37,495
    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 Type R 4dr Hatchback (2.0L 4cyl Turbo 6M). For a full list of Civic models, check out Edmunds’ Features & Specs page. Learn more

    More about the 2021 Honda Civic

    2021 Honda Civic Type R Overview

    The 2021 Honda Civic Type R is offered in the following styles: Type R 4dr Hatchback (2.0L 4cyl Turbo 6M).

    What do people think of the 2021 Honda Civic Type R?

    Consumer ratings and reviews are also available for the 2021 Honda Civic Type R and all its trim types. 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 Type R.

    Edmunds Expert Reviews

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

    Read our full review of the 2021 Honda Civic Type R here.

    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 Type R?

    2021 Honda Civic Type R Type R 4dr Hatchback (2.0L 4cyl Turbo 6M)

    The 2021 Honda Civic Type R Type R 4dr Hatchback (2.0L 4cyl Turbo 6M) can be purchased for less than the Manufacturer’s Suggested Retail Price (aka MSRP) of $38,450. The average price paid for a new 2021 Honda Civic Type R Type R 4dr Hatchback (2.0L 4cyl Turbo 6M) is trending $1,424 below the manufacturer’s MSRP.

    Edmunds members save an average of $1,424 by getting upfront special offers. The estimated special offer price in your area is $37,026.

    The average savings for the 2021 Honda Civic Type R Type R 4dr Hatchback (2.0L 4cyl Turbo 6M) is 3.7% below the MSRP.

    Available Inventory:

    We are showing 6 2021 Honda Civic Type R Type R 4dr Hatchback (2.0L 4cyl Turbo 6M) vehicle(s) available in the Ashburn area.

    Shop with Edmunds for perks and special offers on new cars, trucks, and SUVs near Ashburn, VA. Doing so could save you hundreds or thousands of dollars. Edmunds also provides consumer-driven dealership sales and service reviews to help you make informed decisions about what cars to buy and where to buy them.

    Which 2021 Honda Civic Type RS are available in my area?

    2021 Honda Civic Type R Listings and Inventory

    There are currently 11 new 2021 [object Object] Civic Type RS listed for sale in your area, with list prices as low as $38,450 and mileage as low as 0 miles. Simply research the type of used car you're interested in and then select a car from our massive database to find cheap used cars for sale near you. Once you have identified a 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 Type R. Then select Edmunds special offers, perks, deals, and incentives to contact the dealer of your choice and save up to $1,616 on a new, used or CPO 2021 [object Object] Civic Type R available from a dealership near you.

    Shop Edmunds' car, SUV, and truck listings of over 6 million vehicles to find a cheap new, used, or certified pre-owned (CPO) 2021 [object Object] Civic Type R for sale near you.

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

    Find a new Honda Civic for sale - 2 great deals out of 9 listings starting at $11,910.

    Find a new Honda for sale - 2 great deals out of 18 listings starting at $23,296.

    Why trust Edmunds?

    Edmunds has deep data on over 6 million new, used, and certified pre-owned vehicles, including all models of the 2021 Honda Civic Type R and all available trim types: Type R. Rich, trim-level features & specs and options data tracked for the 2021 Honda Civic Type R include (but are not limited to): MSRP, available incentives and deals, average price paid, warranty information (basic, drivetrain, and maintenance), features (interior and exterior color, upholstery, bluetooth, navigation, cruise control, parking assistance, lane sensing, keyless ignition, satellite radio, folding rears seats,run flat tires, wheel type, tire size, sunroof, etc.), vehicle specifications (engine cylinder count, drivetrain, engine power, torque, engine displacement, transmission), fuel economy and MPG (city, highway, and combined, fuel capacity, range), vehicle dimensions (interior cabin space, vehicle length and width, seating capacity, cargo space). Edmunds also provides tools to allow shopper to compare vehicles to similar models of their choosing by warranty, interior features, exterior features, specifications, vehicle dimensions, consumer rating, edmunds expert review, safety rating, and color.

    Should I lease or buy a 2021 Honda Civic Type R?

    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