2026 Honda Civic Reviews, Pricing & Specs

The Honda Civic lineup is extensive. It includes sedans and hatchbacks, gas-only and hybrid powertrains, and performance variants such as the Si and Type R. For the 2026 model year, prices range from $31,316 to $42,471 with the $1,830 destination charge. (Those prices do not include the Civic Type R, which, as of this writing, Honda had not priced for 2026. Last year, the Type R cost $53,100 before fees.)

For this test drive, we evaluated the Civic Sport sedan, one step up from the base Civic LX trim level. Dressed in extra-cost Meteoroid Grey paint with black cloth seats, the manufacturer’s suggested retail price (MSRP) in Canada is $35,476, including the destination charge.

Though the Honda Civic Sport is relatively basic, it doesn’t look or feel like a cheap car. The exception to this is its retro infotainment system, which doesn't help attract youthful, tech-savvy customers. Also, the test car’s carpeted floor mats were shedding fibres with less than 800 kilometres on the odometer, leaving clumps of what looked like little tumbleweeds of dog hair on them.

Still, the Civic Sport’s standard 18-inch wheels and shiny exhaust outlet tip help it to live up to its name, while the interior’s blend of metal honeycomb mesh, piano black plastic, grey textured centre console trim, and metallic accents help the cabin to look a class above. In particular, the knurled knobs for the climate controls and stereo are undeniably impressive at this price point.

Honda also appears to recall its days of ergonomic excellence. The interior layout is a model of logic and clarity with intuitive controls that feature plain white markings on matte black surfaces. Even the car’s traditional PRNDL shifter is delightfully “normal.” Overall, the Civic’s design, details, and execution are nearly perfect.

In Canada, five Civic sedan trims are available. In ascending order of price, the core models are LX, Sport, Sport Hybrid, and Sport Touring Hybrid.

Civic LX and Civic Sport models have a 2.0-litre four-cylinder engine supplying a merely adequate 150 horsepower and 133 lb-ft of torque. It employs a continuously variable transmission (CVT) with paddle shifters to power the front wheels, and drivers can choose from Normal, Sport, and Econ driving modes. The hybrids use Honda’s excellent two-motor hybrid powertrain, offering remarkable power and impressive efficiency. If you can afford one, get it.

The Honda Civic Si is a standalone sport sedan version equipped with a non-hybrid turbocharged gas engine and a manual transmission only. It’s racier than other models in the sedan range but not as wild as the Type R derivative of the Civic hatchback.

Unsurprisingly, the optimistically named Civic Sport can feel underpowered. However, you’ll only notice that when accelerating up to speed to merge onto a highway, when climbing a mountain grade, or when trying to pass slower vehicles on a two-lane road. The rest of the time, those 150 ponies get the job done. Better yet, for the most part, you won’t notice the CVT. And even when it does drone, it sounds muted instead of cacophonous.

The Civic’s Natural Resources Canada fuel economy ratings are respectable at 7.6 litres per 100 kilometres in the city, 6.0 on the highway, and 6.9 in combined driving. On our mountainous testing loop, the car returned 7.4 L/100 km while driven in Normal mode with Sport mode activated for the twisty canyon road evaluation.

Speaking of which, the Civic Sport’s driving dynamics are spot on. While it’s obvious Honda left plenty of room to differentiate the Sport from the faster and tauter Civic Si, it is nevertheless delightful to flick from corner to corner, especially when you’re going downhill.

The Sport’s 18-inch wheels and P235/40R18 all-season tires contribute to the entertaining handling, and the car’s four-wheel disc brakes proved effective and resistant to fade as we flung the Civic down a winding descent. But the real magic resides in the perfectly precise steering and expertly tuned front strut, rear multi-link suspension.

Drivers receive plenty of communication from the road, whether they want it or not. This car suffers from a lot of road noise on certain types of pavement, which gets tiresome. But otherwise, unless you’re afflicted with a need for speed, the Civic Sport is an efficient, responsive, and enjoyable car to drive.

Honda knows how to design comfortable seats, but that institutional knowledge did not filter down to the Civic Sport.

When we first got into the car, the fabric-wrapped driver’s seat felt flat and unsupportive. Over time, we made our peace with the front seats, and the cushions weren’t uncomfortable even after a couple of hours of driving. But they also weren’t commendable. Honda can, and should, do better.

For example, an adjustable thigh bolster would do wonders for improving comfort. Honda could add a knob to twist and manually raise it, like what Mazda puts in an MX-5.

Also, anyone with a pants inseam longer than 34 inches will feel crammed into the Civic even though the cabin has plenty of room, so more seat track travel is in order. Honda should also eliminate the hard plastic bulging from the side of the centre console since it’s uncomfortable for longer legs resting against it.

We got into the Civic Sport’s back seat and found the comfort we expected in front. The rear seat cushion is long and angled for excellent leg support, and the Civic sedan also has plenty of leg room and foot room. While the car sits low to the ground, the rear door opening is generously sized, making it easier to enter and exit. All that’s missing from the Sport trim level are rear air conditioning vents and USB-C charging ports.

Storage is generous up front, and less so in back. The trunk is roomy, though, with 419 litres of cargo space. That’s nearly as much as some midsize sedans offer, and the 60/40-split folding rear seat adds extra utility. Under the trunk floor, Honda provides a temporary spare, adding peace of mind. Unfortunately, the inner lid lacks a grab handle, so you’ll get dirty fingers when slamming it shut.

The Civic’s standard 7-inch digital instrumentation panel and 7-inch touchscreen infotainment system are models of simplicity. That’s a good thing unless you’re looking for technological wow factor.

You can get a taste of that by choosing the Civic Si or Sport Touring Hybrid, which have larger 10.2-inch instrumentation and 9-inch infotainment displays, Google built-in, access to a Wi-Fi hotspot, wireless smartphone charging, and more. Otherwise, the Civic LX, Sport, and Sport Hybrid stick with the standard tech.

Aside from its volume and tuning knobs, what elevates the base infotainment system from near uselessness is Apple CarPlay and Android Auto. They require a cable connection to the USB data port, adding clutter to the Civic’s otherwise classy cabin. But once you’re connected, you’ll have access to these familiar platforms, apps, and digital voice assistants.

The audio system has eight speakers, ensuring decent sound quality. The Si and Sport Touring Hybrid get a 12-speaker Bose setup that’s even better.

Honda equips every 2026 Civic with its Honda Sensing collection of advanced driving assistance systems (ADAS). The package includes forward collision warning, automatic emergency braking, lane departure warning, lane keeping assist, and lane centring assist. Adaptive cruise control is also standard, and at lower speeds the Civic features Traffic Jam Assist, which basically means the lane-centring assist works at low speeds.

In Canada, blind-spot monitoring and rear cross-traffic alert are also standard equipment. The only other safety features to note are the standard automatic high-beam headlights and the Sport Touring Hybrid’s exclusive front and rear parking sensors with low-speed automatic braking.

While the Honda Sensing systems we observed worked as advertised, we did not like using the lane-centring assist without the adaptive cruise control. It seemed too intrusive, causing driver irritation. Fortunately, a button on the steering wheel makes it easy to turn this feature off.

Additionally, on highways when traveling in moderate to heavy traffic, the adaptive cruise control prioritized maintaining the prescribed following distance to traffic ahead over driving smoothly. That meant the Civic braked too hard and for too long when other vehicles cut into the gap ahead, irritating the drivers following us.

While the adaptive cruise control seemed rudimentary, its lack of sophistication meant it didn’t automatically slow the car down for curves, highway transition ramps, and the like. We prefer that because systems that automatically slow based on navigation system data or in response to entering a curve always seem to reduce speed too much. And that, as you might guess, irritates drivers following behind.

In crash tests performed by the U.S. National Highway Traffic Safety Administration (NHTSA), the 2026 Civic sedan earns a five-star overall rating. That includes four-star frontal impact, five-star side impact, and five-star rollover resistance ratings. As of this writing, the Insurance Institute for Highway Safety (IIHS) had not rated the 2026 Civic. However, the 2025 model earned a mix of Good and Acceptable ratings.

Buying a Honda Civic is cost-effective in three ways. First, Honda ranks high in reliability, and the Civic is known to be a dependable model. Second, the Civic holds its value well over time, so while you might pay more to buy one, you’ll get more when you sell it. Third, it's fuel-efficient, especially the Honda Civic Hybrid.

This is the kind of new car that you buy, drive for a long time, spend very little to keep running, and it just works for years and years. However, that doesn’t mean there aren’t appealing alternatives.

For example, a Mazda 3 is just as refined, equally fun to drive, and offers better acceleration and available all-wheel drive (AWD). The Subaru Impreza has standard AWD, top-notch safety features, and is known for its nearly infallible reliability. A Hyundai Elantra offers a compelling value story with its lower price, impressive technology, and more. The similar Kia K4 isn’t far behind. Of course, the Toyota Corolla/Corolla Hybrid is a popular alternative to the Civic, too.

Ultimately, the best compact car for you depends on what you want from it today, tomorrow, and beyond. There are many good choices in the segment, and the Honda Civic is one of the best. With a tweak here, a power bump there, and a tech upgrade, the Civic Sport would have ranked higher than it did.