Honda Civic Hatchback 11th Generation (2022–Present)
The 11th-generation Honda Civic Hatchback ushered in a whole lot of change. It got a more upscale interior, premium materials, and a signature honeycomb mesh panel that concealed the HVAC vents. The Si still didn’t get a hatchback body style, but the Type R returned in 2023 exclusively as a hatch. While the Civic sedan is built in Canada, the 11th-generation Civic Hatchback is assembled in Greensburg, Indiana.
In Canada, there were three trims and two powertrain options at launch. New for this generation, Honda added the 158-horsepower 2.0-litre naturally aspirated four-cylinder to the lineup on the base LX trim. The 180-hp 1.5-litre turbo from the previous generation was carried over and available on the Sport and Sport Touring trims. A continuously variable transmission (CVT) was standard and a six-speed manual optional on every version.
In this generation, the Civic Hatchback came standard with Apple CarPlay, Android Auto, and the Honda Sensing safety suite. Other standard features included a 7-inch infotainment screen, LED headlights and taillights, keyless entry and push-button start, heated front seats, heated exterior mirrors, blind spot monitoring, a 60/40 split-folding rear seat, and automatic climate control. Available features on higher trim levels included a moonroof, a rear cross-traffic monitor, leather seats, power-adjustable front seats, a 9-inch infotainment screen, a 10.2-inch digital cluster, a 12-speaker Bose audio system, a wireless phone charger, front and rear parking sensors, rear USB ports, and a navigation system.
The LX trim was dropped for 2024, and in 2025 there was a mid-cycle refresh and a big powertrain shakeup. Though the base 2.0-litre engine remained, the 1.5-litre turbo was replaced by a new hybrid powertrain. The Civic Hatchback Hybrid had a 2.0-litre four-cylinder engine paired with a two-motor hybrid system. It delivered 200 hp and 232 pound-feet of torque, which made it the most powerful mainstream Civic ever sold in North America. With the pivot to hybrid powertrains in the sportier models, this meant the six-speed manual transmission was also dropped from the lineup.
The new trim lineup post-refresh was Sport, Sport Hybrid, and Sport Touring Hybrid. The refresh also included some design changes and tech upgrades including a new front bumper, grille, wheel designs, and updated infotainment software, while the top-tier Sport Touring Hybrid trim gained Google built-in functionality.
With standard Honda Sensing and the updated platform, every model in the 11th generation has received some sort of Top Safety Pick designation from the Insurance Institute for Highway Safety (IIHS). The 2022, 2025 and 2026 model years specifically get the Top Safety Pick+ award.
The 11th generation Civic Hatch generally has a strong reliability rating, earning some of the best predictive reliability scores from Consumer Reports across all generations, but there are a few known issues. The biggest one carried over from the previous generation, and that’s the “sticky” steering problem where it feels heavy or inconsistent due to a faulty inner gear. The 2022 to 2025 models are particularly affected and have been recalled.
Another carryover is the oil dilution issue with the 1.5-litre turbo affecting 2022 to 2024 models. The 2022 model year was also hit with a front passenger airbag recall due to a faulty sensor. As always when buying used, shoppers should do a VIN check to ensure that all recalls have been conducted. Though less widespread, some owners have also reported interior rattles on 2022 models, water intrusion after heavy rain, infotainment glitches, and Honda Sensing false alerts.
According to CarGurus.ca pricing trends, average prices for the 2022 to 2026 Honda Civic Hatchback in Canada range from roughly $21,000 to $38,000. Sub-$25,000 examples are typically either high-kilometre units or in the base LX trim.
Honda Civic Hatchback 10th Generation (2017–2021)
After a 12-year hiatus, Honda brought the hatchback back to the Canadian Civic lineup for its 10th generation. This was the dawn of the modern era for the hatchback as it was packed with technology such as Apple CarPlay and Android Auto and offered two turbocharged powertrains. It was built in the U.K. and had sporty European-inspired styling. Unlike the seventh-gen Civic Hatchback, it was built on the same global platform as the sedan and coupe.
The Si in this generation was only available as a sedan or coupe, but the Civic Type R — which had a hatchback-only body style — was available in North America for the first time.
Still a FWD-only model, the 2017 Civic Hatchback launched a year after the 10th generation sedan and coupe. It was available in Canada in three trims and had two powertrain options. The LX was equipped with a 174-hp 1.5-litre turbocharged inline-four, and the Sport and Sport Touring got the 180-hp 1.5-litre turbo. A six-speed manual transmission was standard and a CVT was available on all trims.
Standard features on the base LX included automatic climate control, heated front seats, heated exterior mirrors, a rearview camera, a 60/40 split folding rear seat, an eight-speaker AM/FM audio system with Bluetooth, Apple CarPlay and Android Auto, two USB ports, and a 5-inch infotainment screen. Available features included remote start, a moonroof, a 7-inch infotainment screen, leather seats, heated rear seats, navigation, blind spot monitoring, dual-zone automatic climate controls, and power-adjustable front seats.
The Honda Sensing safety suite was an option at launch, so buyers who value the likes of adaptive cruise control, automatic emergency braking, and lane keep assist should ensure it's fitted to pre-2019 cars as it was standardized that year. It’s also worth noting that the 2017, 2020, and 2021 models all received a Top Safety Pick designation from the IIHS with Good crash test scores across the board.
In 2020, the hatchback received a mid-cycle refresh with a revised front bumper, a new grille, new wheel designs, additional sound insulation, the re-introduction of the volume knob, and improved feature packaging.
It’s best to avoid the earlier model years as they were the most affected by glitches and growing pains. The 2017 models have the highest volume of air conditioning failures, though many vehicles in this generation had this defect. Honda issued a 10-year, unlimited-mileage extended warranty in Canada covering the air conditioning condenser and compressor shaft seal. A VIN check is recommended to verify if a vehicle is covered or has had repairs carried out.
Another big known issue for this generation relates to the turbo engines in the hatchback, where unburnt fuel vapours could escape past piston rings and mix into the engine oil crankcase. This dilutes the oil and compromises engine bearing lubrication. Other known issues include fuel injector failures, the fuel pump failure recall, airbags that may deploy unintentionally during a crash, and “sticky” electric power steering.
According to CarGurus.ca pricing data, average prices for 2017 to 2021 Honda Civic Hatchback models in Canada range from about $11,000 to $27,000.
Honda Civic Hatchback Seventh Generation (2001–2005)
The seventh-generation Honda Civic Hatchback was sold in Canada only in the sporty SiR variant. It was built in England on a European-market platform and imported to North America, so it had radically different engineering than the coupes and sedans sold in Canada at the time. This was the last generation sold in North America that had any kind of hatchback until 2017.
While it was still a three-door model with front-wheel drive, this generation dropped the double-wishbone suspension in favour of a simpler MacPherson strut front system. The only powertrain available was a 2.0-litre DOHC i-VTEC engine that delivered 160 hp and 132 lb-ft of torque, paired with a five-speed manual.
The Civic SiR Hatchback had flat-folding rear seats, a sport-tuned suspension, four-wheel disc brakes, 15-inch alloy wheels, electric power steering, sport seats, and a unique dash-mounted shifter on the centre stack. The single trim level meant every Civic of this era was well-equipped with features such as a leather-wrapped steering wheel, a power sunroof, power windows, power door locks, power-adjustable side mirrors, air conditioning, a six-speaker audio system with an AM/FM radio and a single-disc CD player, remote keyless entry, cruise control, and a rear windshield wiper.
Though the powertrain remained unchanged throughout this entire generation, the Civic SiR hatch was refreshed in 2004 with 16-inch wheels, a revised grille, an updated front fascia, a new instrument cluster, retuned suspension and steering, and upgraded interior accents.
Perhaps the biggest known issue with this generation is the defective Takata airbag inflators that can explode and send shrapnel flying though the cabin. Though many airbags have been repaired under a recall, this is definitely something to check. Another common issue is the front upper strut mount bearings and rubber isolation spring seats can dry out and bind over time, causing a clunking sound. The manual transmission is another potential pain point due to the wear of the second- and third-gear synchronizers. The 2002 and 2003 models have a manufacturing metallurgy defect that can cause exhaust camshaft pitting. Other known issues include hatch and sunroof leaks, VTEC solenoid screen clogging, and engine mount failures.
The seventh-gen Honda Civic SiR Hatchback is a rare find in Canada. If you can track one down, you shouldn’t need to pay more than $5,000 unless it’s in exceptional condition.
Honda Civic Hatchback Sixth Generation (1996–2000)
The sixth-generation Honda Civic Hatchback represented a maturation and simplification. It had a single powertrain and just two trims, neither of which were the Si. This generation also had a larger body, improved crash protection, better noise isolation, and improved safety equipment. It was still available only as a three-door hatch with FWD, and it returned to the traditional hatchback design instead of the clamshell tailgate of the previous generation. This was the last generation with four-wheel independent double-wishbone suspension and the last traditional Civic Hatchback sold in North America before a hiatus.
The sole powertrain for this generation was a 1.6-litre non-VTEC inline-four that delivered 106 hp and 103 lb-ft of torque. It came standard with a five-speed manual transmission, but a four-speed automatic was available.
From 1996 to 2000, the hatchback was considered a budget buy, and both trims were pretty basic. The CX lacked power steering, a rear window wiper, a passenger-side airbag, and a factory radio. While the DX had standard power steering, an AM/FM radio with a clock, a rear window wiper and washer, and a tilt steering wheel, it still lacked some of the premium amenities available in earlier generations. Neither trim was available with power windows, power locks, a sunroof, or cruise control.
Even though this generation was underwhelming, it had some notable advancements, including OBD-II diagnostics, side-impact door beams, and an improved crash structure. In 1999, the Civic Hatchback got a refresh with a revised front fascia, new grille, updated headlights and taillights, new bumper designs, and revised interior materials.
Though rust is less severe in this generation, it remains a persistent concern with rear fender arches and the rear quarter panel particularly susceptible. Another big problem is with the optional automatic transmission with complaints of harsh shifting, delayed engagement, and slipping between gears. Other known issues include exhaust manifolds that are prone to cracking and the manual-crank windows falling out of alignment due to dry and warped rubber channel tracks.
Finding a Civic for sale in this generation is difficult in Canada, especially in hatchback form. We were not able to find any pricing data in our research.
Honda Civic Hatchback Fifth Generation (1992–1995)
The fifth-generation Honda Civic Hatchback came on the scene in 1992 with a more aerodynamic design, a longer wheelbase, more interior space, and a standard driver’s side airbag. This generation is highly sought-after by tuners due to its mechanical simplicity and ease of modification. One of the more unique design features of this generation is the two-piece split tailgate, a feature more often found on old-school SUVs.
At this time, the Civic Hatchback was still exclusively a three-door with front-wheel drive. It was initially offered in Canada in four trims: CX, VX, DX, and Si. The base CX was the budget choice and lacked a radio, a rear wiper, and power steering. On the other end of the spectrum, the Si had four-wheel disc brakes, a power sunroof that slid into the roof, 14-inch sport wheels, power side mirrors, cruise control, a tachometer, and sport seats.
The CX and DX trims had a 102-hp 1.5-litre inline four-cylinder engine paired with a five-speed manual transmission or a four-speed automatic. The VX introduced the VTEC-E powertrain, which included a 92-hp 1.5-litre VTEC-E inline-four and was mated to a five-speed manual transmission. The focus for this trim and powertrain was fuel economy, and it achieved a Transport Canada-estimated 4.7 litres per 100 kilometres in the city and 4.3 on the highway. The Si also got a VTEC engine, but this one was a 125-hp 1.6-litre inline-four, and its focus was on performance. The Si was only available with a five-speed manual.
The VX and Si models were discontinued after the 1993 model year. The fifth-gen Civic Hatchback got a mild refresh in 1994 that included a revised grille, updated headlights and taillights, some bumper revisions, and interior trim updates. At this time passenger-side airbags became more widely available throughout the lineup. After 1994, the DX was discontinued as well, leaving only the base CX in the Canadian Civic Hatchback lineup for 1995.
Yet again, the biggest known problem with this generation is rust. Similarly to the fourth generation, the rear wheel arches and quarter panels are particularly affected. Additionally, the two-piece split tailgate has a foam and rubber seal that's ripe for leaks, so the trunk floor is also prone to rust. Another potentially big problem is that the interior hood release mechanisms are fragile and can fail, locking owners out of the engine bay. Other known issues include ignition coil and ignition control module (ICM) failure, main fuel pump relay failure, and a failing wiper motor internal switch. The 1995 model year has a higher number of head-gasket complaints.
We found four Honda Civic Hatchback units available in Canada during our research. They ran the gamut from sub-$10,000 Si models with reasonable odometer readings in good condition to immaculate tuner units priced at $15,000 or more.
Honda Civic Hatchback Fourth Generation (1988–1991)
The fourth-generation Civic Hatchback made the transition from an entry-level economy car to more of a benchmark for what compact cars should be. It had larger dimensions, more powerful engines, better interiors, and an improved crash structure. This model was important for the enthusiast set because it introduced a four-wheel independent double-wishbone suspension for improved handling and had available four-wheel disc brakes.
It was available in North America as a three-door hatchback with front-wheel drive. There were three trims levels in Canada: CX, DX, and Si (starting in 1989). The CX model was fairly basic with black bumpers, no passenger side mirror, manual steering, no rear wiper, 13-inch steel wheels, and a minimal interior. The DX, which was the volume seller, added the likes of a rear defroster, cargo area lighting, a tilt-adjustable steering wheel, optional air conditioning, and better interior trim. The Si had more amenities including a power moonroof, a tachometer, bucket seats, front and rear stabilizer bars, four-wheel disc brakes, a rear spoiler, body-coloured bumpers, a unique exhaust system, and wider 14-inch steel wheels.
For the 1988 redesign, Honda ditched the Compound Vortex Controlled Combustion (CVCC) engine, introducing fuel injection systems and replacing carburetors. There were three powertrain options in this generation: a 70-hp 1.5-litre inline-four, a 92-hp 1.5-litre inline-four, and a 108-hp 1.6-litre inline-four. A four-speed manual was standard with the two base engines, while a four-speed automatic was available. The top-tier engine got a close-ratio five-speed manual or a four-speed automatic.
The Civic Hatchback received a mid-cycle refresh in 1990 with some styling tweaks and safety upgrades. The front and rear bumpers were completely redesigned, the instrument cluster got a more rounded shape, and Honda added door-mounted shoulder and lap belt mechanisms to meet automatic occupant protection regulations.
Rust remains the biggest known problem for the fourth-generation Civic and is found primarily in the rear quarter panel and wheel wells. Another common issue in this generation is a fuel pump relay failure, which causes a crank-but-no-start condition. Some things to watch for in Si models include engine swaps, aftermarket modifications, and missing Si-specific parts.
We found just one fourth-generation Honda Civic Hatchback for sale anywhere in Canada in our research, a 1990 Civic Si priced just over $10,000.
Honda Civic Hatchback Third Generation (1984–1987)
When the third-generation Honda Civic Hatchback came to North America, it had an entirely new platform and a longer wheelbase. This translated to more passenger space, a better ride, and improved handling. It maintained the front-wheel drive layout of the previous generations and was available exclusively as a three-door hatch. It also introduced the new D-series engines and, later in the generation, brought the first Si hatchback to our shores.
At launch, this generation had two powertrain options: a 60-hp 1.3-litre D-series engine and a 76-hp 1.5-litre CVCC. With the introduction of the Si in 1986, a new 91-hp 1.5-litre fuel-injected Si engine came with it.
The introduction of the Si trim in the Civic Hatchback was the most significant thing about this generation because it paved the way for Honda’s future high-performance models. In addition to the more powerful engine, it came with a five-speed manual transmission, a removable glass sunroof, a tilt steering wheel, a roof spoiler, a colour-coded front air dam, a full-width taillight panel, and unique wheels.
As with the first and second generation, the third-gen Civic Hatchback was plagued by rust and vacuum hose issues. Non-Si models of this generation are also known for carburetor problems with hard starting and rough idling. Other known issues include premature head gasket failures and interior trim degradation with the vinyl material. The 1987 models were also prone to mechanical fuel pump failures.
These models are incredibly hard to find. Any remaining examples are likely to have been extremely well looked after or restored, so they won’t be cheap. No CarGurus.ca pricing data was available at the time of writing.
Honda Civic Hatchback Second Generation (1980–1983)
When the second-generation Honda Civic Hatchback came on the scene in 1980, it was more powerful and larger in every dimension. It also dispensed with the non-CVCC engine options and had sharper lines and more premium features. It was available throughout this entire generation as a three-door hatchback, though a five-door wagon was also available.
This generation was still FWD-only and offered two CVCC powertrains: a 62-hp 1.3-litre and a 67-hp 1.5-litre. A four-speed manual was standard, and a five-speed manual and Hondamatic semi-automatic transmissions were available. In 1981, the Hondamatic upgraded from two speeds to three.
The Civic Hatchback got a refresh in 1981, punctuated by rectangular headlights and wrap-around bumpers.
Though Honda made improvements in the second generation, these models still suffered from the premature rust and vacuum hose deterioration issues seen in the first generation. Other issues include carburetor problems (especially on FE models), water pump failures, and camshaft key shearing.
Similarly to the first generation, second-generation Honda Civic Hatchbacks are relatively rare. Any remaining roadgoing examples will be collectible with prices to match. No CarGurus.ca pricing data was available at the time of writing.
Honda Civic Hatchback First Generation (1973–1979)
Compact and fuel-efficient, the first-generation Honda Civic Hatchback’s arrival in North America was timely. It provided an affordable and reliable alternative when the 1970s energy crisis was gathering steam. It also helped to launch Honda as a mainstream brand.
Available as a front-wheel-drive, three-door hatch, it was initially equipped with a 1.2-litre inline four-cylinder engine that delivered 50 hp. A four-speed manual was standard, and a two-speed Hondamatic semi-automatic transmission was available. In 1975, Honda introduced its low-emission 1.5-litre Compound Vortex Controlled Combustion (CVCC) engine, which delivered 53 hp. This was significant because clean and complete combustion took place internally in the engine, so it was able to pass emissions standards without a catalytic converter. In addition to a four-speed manual and the Hondamatic transmissions, this engine was also available with an optional five-speed manual.
Rather than having trims in this generation, these models were defined by the engine, and the two-model lineup for most of the generation consisted of the base Civic Hatchback and the Civic CVCC Hatchback. At its base level, the Civic Hatchback had minimal equipment, but available features included a rear-window defroster, an AM/FM radio, a clock, air conditioning, and radial tires. While a five-door wagon was introduced into the Civic lineup in 1975, it wasn’t until 1978 that a true five-door hatchback made it into the lineup.
While this first generation is collectible, it has a few well-known issues. First, it was subject to rapid rust and corrosion, and there was a massive recall for vehicles built between 1972 and 1979 to bolt on replacement parts. This generation was also prone to head gasket failures in both engines due to warping cylinder heads. Finally, specific to the CVCC engine’s complex layout, the vacuum hoses were prone to dry out and crack, and finding the leak was difficult.
