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Welcome to the eighth-generation Honda Civic Car Bible. As you scroll down, you’ll learn all about this vehicle’s qualities, features, finer points, and shortcomings. If you’re thinking about buying one of these, want some help maintaining or modifying one, or just want to deepen your knowledge for the next round of car trivia, you’ve come to the right place.

This is a living document that’s updated as we learn (and confirm) new valuable information. Got something to add? Drop a comment or send us an email. Don’t be shy; the more dialogue we have, the better this Car Bible will get.
–Andrew P. Collins, Car Bibles Editor-In-Chief

(Disclaimers; Disclosures: Some Car Bibles will have links to specific forums, groups, brands, shops, or vendors for parts shopping and such. We have no sponsorship deals or official affiliation with any of them unless explicitly stated. We also have to explicitly state that you should work on your own car and follow our advice at your own risk.)

Contents

There’s a lot of info packed into this Bible. If you’re looking for something specific, hit command/control-F, type one of these terms, and your browser should bring you straight in.

  1. The Short Story
  2. Pictures
  3. Fast Facts
  4. Spotter’s Guide
  5. Rarity
  6. Check This Car Out If…
  7. Important Trim Levels and Options
  8. Year-To-Year Changes
  9. General Reliability and Ownership Costs
  10. Obscure Details
  11. Red Flags and Known Issues
  12. Recalls
  13. Where To Buy Parts
  14. Aftermarket Support
  15. Popular Modifications
  16. Key Technical Details
  17. Fluids, Filters, and Capacities
  18. Factory Service Manuals
  19. Other References and Resources
  20. Professional Reviews
  21. Owner Reviews
  22. What They’re Worth Now
  23. Where To Find One For Sale
  24. What To Ask A Seller
  25. Competitors To Consider
  26. Photo Galleries
  27. Enthusiast Inquiries
  28. Pop-Culture References
  29. Downloadable Paperback Car Bible
  30. Comments Disclaimer

The Short Story

The uncanny valley is where the 2006-2011 Honda Civic seems to have lived since its debut. It’s from the mid to late-2000s, making it too new to be a modern classic and too old to be contemporary. When it was new, it was “the weird bubble car” that represented a departure from traditional Honda design. For enthusiasts these days, it is infamous for being the very start of the omnipresent rev-hang that has plagued every Honda since.

Even the mass automotive media has not come around to what is actually the last of the great naturally aspirated Hondas. I would contend that it is the last great old-school Honda. While the more normal Civics were just run-around appliances, the eighth-generation Civic Si was something incredibly special. It has soul and charm, and an unbelievable spirit that just made you want more and more, thanks to the K20Z3 inline-four cylinder engine that possessed a soaring 8,200 RPM redline.

It’s a car worthy of your attention, and soon. They are getting rarer and more expensive thanks to an era of cheapness and abuse by owners. Car culture has started mourning the loss of towering edifices like cheap, high-revving naturally-aspirated engines or the slow death of the V12. This generation of Civic Si is one of the clearest turning points after the E46 M3. After this generation, that ‘90s Formula One bred motorsport DNA disappeared. We should celebrate this, the last high-revving naturally aspirated four-cylinder Honda.

Pictures

Here are a few shots from Honda’s archives:

If you’re looking for more images, scroll on down to the Photo Galleries links toward the end of the Car Bible.

Fast Facts

This Civic introduced a brand new engine family for the base model cars with the R18 four-cylinder single overhead camshaft engine that replaced the D-series.

The Civic Si had the last naturally aspirated 2.0-liter K-series engine Honda sold in the United States.

The Civic hatchback of the seventh generation was dropped in favor of keeping a sedan and coupe lineup. Overseas, the hatchback body was maintained with a full refresh and twist-beam rear suspension.

The entire car represented a serious shift in design direction for the Civic from Honda. It used a new two-tiered dashboard and less conventional exterior design to presumably launch the Civic’s design into a new era. A lot of its ideas were kept through the ninth generation.

Honda radically redesigned the suspension concept for the eight-generation after just a single generation. The sixth-generation car was the last with dual-wishbone and the seventh-generation had seriously compromised McPherson strut suspension geometry. The eighth kept the McPherson but repackaged it and made it very good for performance.

The Civic Si had a factory-installed shift light. It flashes close to redline and goes solid at redline.

This Civic Si is the first to come with a standard helical limited-slip differential.

The base Civic and Civic Si are differentiated by a few small treatments. Base Civics got a blue gauge cluster theme while Sis got a red theme. Also, Sis got fog lights and 17-inch alloy wheels, while fog lights were an option on standard Civics.

Spotter’s Guide 

The eighth-generation Civic is, potentially, the most controversial of all the Civic designs. Save for the 10th-generation Civic Type R, the eighth-gen inspired much division upon release. Some call it the “bubble” Civic. Because of this, it’s easy to spot in a crowd. Also, they made a fair variety of variants and a lot of Civics in general.

Eighth-gen Civics are the real dividing line between what is a modern Civic and an older Civic. They don’t look quite as contemporary as they did just a couple of years ago but don’t look terribly old. They almost look cyberpop to me; very much a product of the 2000s. Offered in a coupe and sedan body style, some design throughlines defined the eighth-generation Civic.

Long, raked windshield: A defining element of the coupe and sedan is the incredibly long and aggressively raked windshield that nearly makes the entire front of the car one continuous arc from a side profile. It’s also a large part of the “bubble car” aesthetic.

Rounded off trunk (coupe): The coupe completes the sort of upside bowl look of the Civic by rounding the trunk off quite aggressively. In profile, it gives the car tension and has some visual interest. Sedans do not have this feature, opting for a more conventional side profile. Presumably, this is because sedan buyers will be more conservative folks.

Sculpted trunk (sedan): The sedan still takes a risk or two. Looking at the side profile, the trunk of the car is cleanly filleted into a smooth, pleasant shape. There is a slight peak for the rear bumper, but it is still cohesive and actually really pleasant.

Overall, the design of the eighth-gen Civic is arguably the most cohesive and interesting of all the Civics. Previous models looked a bit old school but handsome, and the next three generations of cars receded from taking risks and sometimes took too many liberties. There is something satisfying about the design of this Civic. It’s nicely cohesive and futuristic, even if it isn’t a traditionally beautiful car. The peak of the fender is at the base of the windshield and there is damn near negative dash-to-axle ratio. 

Telling the trims apart is easy enough: it’s all about the wheels, gauge clusters, and stickers. DX and LX models have steel wheels with hubcaps, EX gets alloys, Si gets alloys and a “DOHC i-VTEC” sticker on each side of the car in front of the rear wheels. GX (natural gas Civic) gets an “NGV” sticker in the same location and steel wheels with hubcaps. Finally, Civic Hybrids get special aerodynamic alloy wheels and Hybrid badging.

Rarity

It’s a Honda Civic. It isn’t rare it all. There are plenty around, with 1,728,197 Civics sold from 2006 to 2011. Sis are plentiful as well.

Check This Car Out If …

You’re someone who values an experience, the Honda spirit, and simplicity over comfort and total refinement. Or, if you aren’t shopping for an Si, someone who needs reliable transportation with minimal headaches.

Important Trim Levels and Options

A good spiderweb of trim levels offset the lack of optional extras on this generation of Civic. Still, there are some things to look out for:

For the more vanilla flavors of Civic (DX, LX, EX, EX-L) there are very few key changes. The DX is as base as it can get with 15-inch steel wheels. LXs got 16-inch steel wheels, automatic up/down driver’s window, an upgraded sound system and body-colored mirror covers. EX steps it up with 16-inch alloy wheels, four-wheel disc brakes, a 350-watt stereo, sunroof, optional navigation, and steering wheel controls. EX-L adds leather all around, with seat heaters and VSA (Honda’s stability control program.) Note that this is the first Civic in two generations to not offer extra power on the EX model. They all use the same 140 horsepower R18 1.8-liter SOHC four-cylinder with a choice of five-speed automatic or five-speed manual.

The two oddballs are the GX and the Hybrid. The GX is trimmed more or less like an LX but it runs on compressed natural gas. Special forged pistons up the compression ratio and low-friction fuel injectors round off changes to the R18 engine. The Hybrid is placed around the EX in terms of features and replaces the 1.8-liter with a 1.3-liter four-cylinder IMA hybrid setup with a CVT gearbox.

But the one you really want is the Civic Si. Sorry folks, this is it. For your trouble, you get all of the EX trimmings but with special red accents on the interior, “Si” embroidered into the front seats, unique alloy wheels, and the pièce de résistance: the DOHC i-VTEC K20Z3 engine with an 8,000 RPM redline and 197 horsepower. Oh, don’t forget the six-speed manual gearbox with a standard helical limited-slip differential. There is an especially rare version of the Civic Si sedan by Honda tuner Mugen that features suspension, intake and exhaust, and aero parts.

Colors for all Civic are reasonably well spread out with none being particularly rare. Galaxy Gray and Nighthawk Black Pearl are very common, Taffeta White, Fiji Blue Pearl, and Habanero Red are also common. 

Year-to-Year Changes

These changes reflect the U.S. market.

2006 model year:

  • Car debuts with coupe and sedan body styles
  • Launch trims: DX, LX, EX, Si (Coupe)
  • Debut Colors: Alabaster Silver Metallic, Galaxy Gray Metallic, Taffeta White, Atomic Blue Metallic, Nighthawk Black Pearl, Royal Blue Pearl, and Rallye Red. Si only colors: Habanero Red Pearl and Fiji Blue Pearl

2007 model year

  • Civic GX introduced
  • VSA added to Civic Si
  • Civic Si sedan joins the lineup
  • Some Civic models do not have a keyhole for the trunk beginning this year

2008 model year:

  • Mugen Si added to lineup
  • Tire pressure monitoring standard on all Civic models

2009 model year:

  • Major facelift for all Civics: front fascia is all new, new rear bumpers and lighting assemblies all around, as well as new wheels
  • Sedan rear tail lights include amber turn signals instead of red
  • Civic Si gauge cluster odometer and trip LCD reversed colors: now black background instead of red
  • Clear third brake light instead of red tinted
  • USB iPod compatibility added
  • Civic Si shift lever assembly revised (54100-SVB-A02 to 54100-SVB-A03)
  • Civic Si gearbox fluid revised 
  • Nighthawk Black Pearl discontinued in favor of Crystal Black Pearl

2010 model year:

  • Civic Si intake manifold “i-VTEC DOHC” beauty cover switched to black from previous silver
  • Civic Si/EX sedan removes interior red courtesy light

2011 model year:

  • End of production

General Reliability and Ownership Cost

Buying any Civic is about as close to rock-solid, trouble-free ownership as you can get. The eighth generation is particularly good amongst Hondas, especially the Si. The R18 is known to have issues with cracking blocks and leaking coolant so beware of any issues because that could be a major fix.

For Si owners, the big worry is the gearbox. It isn’t fragile but it can develop grinding issues without the right maintenance schedule. Otherwise, the Si is one of the most reliable and durable cars money can buy.

Obscure Details

The previous seventh-generation Civic was so bad that Honda totally re-did the car from soup to nuts. A big sticking point for tuners was the poor suspension geometry of the seventh-gen Civic. The eighth-gen threw that away in favor of a very good and more conventional strut-based suspension. 

The eighth-generation Civic Si is the first Si to have a standard helical limited-slip differential.

It takes approximately 10 minutes to swap out a set of sway bars on Civic if you’re quick.

The factory 350-watt stereo is shockingly good.

You can add your own personalized welcome message to the standard, non-navigation head unit. Make sure the radio is off, then push the volume and tune buttons together simultaneously. Input to your heart’s content.

If you happen to track your Civic Si, do not be alarmed when the air conditioning does not work after a session of lapping. It will return after some cooldown driving. The AC compressor clutch overheats from repeated high-RPM usage.

The eighth-generation Civic is the only Civic with a floor-mounted throttle pedal.

Red Flags and Known Issues

The Civic’s common issues are well-known and documented. Luckily, they’re pretty easily identified as well.

Look out for:

DX, LX, EX Cracked Engine Block: High mileage non-Si Civics can develop a serious coolant leak from a cracked block. Most affected cars were recalled and repaired under warranty but some can still fall through the cracks. Make sure any car you look at has no mysterious coolant leaks.

Si Gearbox Issues: This is something that plagues every single six-speed manual Honda and this Civic Si is no exception. Make sure to feel the gearbox out thoroughly, and if permissible, rev the car out to at least VTEC crossover (6,000 RPM) to make sure the gearbox shifts smoothly. If there are any grinds or pop-outs, make sure to factor that into the purchase price or avoid the car altogether.

Oil Burning: Both the R18 and the K20 suffer from some level of oil-burning problems. Some burn no oil and some burn a lot. Don’t be surprised to consume a quart every 2,000 miles on some cars if break-in procedures were not observed correctly.

Recalls

The eighth-generation Civic has an average of nine recalls for the entire production run documented on the NHTSA website. Most relate to the Takata airbags the car is equipped with, and one relating to an inconsistency with the amber side markers. We encourage you to get the airbag recall fix immediately.

Key Technical Details

Engine: 

DX/LX/EX/GX – R18A1 SOHC, 16 rocker-actuated valves, inline-four with intake VTEC camshaft lobes, transverse mounted. Variable length intake manifold. 10.5:1 compression. Run by Keihin engine management. Aluminum block with aluminum head, coil-on-plug direct ignition.

Si – K20Z3 1998cc DOHC, 16 rocker-actuated valves, inline-four with dual i-VTEC variable valve lift and intake VTC variable valve timing, transversely mounted. 11.0:1 compression. Run by Keihin engine management. Aluminum block with aluminum head, coil-on-plug direct ignition. Engine code RBC.

Hybrid – LDA-MF5 SOHC IMA (hybrid), 8 rocker-actuated valves, inline-four with three-stage i-VTEC, transverse mounted. 10.8:1 compression. Run by Keihin engine management. Aluminum block with aluminum head, coil-on-plug direct ignition. Ni-MH battery with permanent magnet electric motor.

Transmission: 

Five-speed manual – Honda-made SNA4 synchronized five-speed manual gearbox

Six-speed manual – Honda-made SNAA/PNN3/PNN4 synchronized six-speed manual gearbox with helical limited-slip differential

Automatic – Honda-made SVA4 five-speed torque converted automatic

Drivetrain: Front-engine, front-wheel-drive only

Suspension: Front MacPherson strut suspension, cast steel control arms, 28mm solid (Si) 24.2mm (DX/LX/EX) sway bar 

Rear multi-link suspension with stamped steel control arms 17mm solid (Si) 10mm (DX/LX/EX) sway bar 

Wheelbase: 106.3 in; 2,700 mm (sedan), 104.3; 2,649mm (coupe)

Overall length: 

176.7 in (4,486 mm) sedan

174.8 in (4,440 mm) coupe

Curb weight: 

Manual/Automatic 

DX – 2586 lb/2650 lb 

LX – 2657 lb/2718 lb 

EX – 2698 lb/2769 lb 

Si – 2886 lb/NA

OEM tire size:

DX/GX/Hybrid – P195/65 R15 89H/89S

LX/EX – P205/55 R16 89H

Si – 215/45 ZR17 91W

Fluids, Filters, And Capacities

Fuel: 

GX – CNG

DX/LX/EX/Hybrid – 87 AKI (regular)

Si – 91 AKI (premium) minimum octane

Engine oil: The factory recommends 5W-30. 10,000-mile interval

Battery size: 51R

Oil filter: Honda Genuine 15400-PLM-A02 for all models

Air filter: Honda Genuine

Hybrid – 17220-RMX-000

DX/LX/EX/GX – 17220-RNA-A00

Si – 17220-RRA-A00

Cabin air filter: Honda Genuine 80292-SDA-407. Change every 30,000 or after any extreme air quality events like wildfires.

Transmission Oil: Honda MTF or Redline MTL is recommended. 30,000-mile interval due to gearbox issues.

Transmission filter: Not applicable.

Differential oil: Not applicable/same as transmission.

Coolant: Honda Type 2 coolant, 100,000-mile interval.

Power-steering fluid: Not applicable.

Brake fluid: DOT4 brake fluid, Motul RBF600/RBF660 is a great fluid for a sturdy pedal. Interval is every two years or as needed.

Clutch fluid: DOT4 brake fluid, Motul RBF600/RBF660 can be used. Usually not serviced.

Spark plugs: 

Hybrid – Denso SK20HPR-L11

GX – NGK IFR7F-8DS

DX/LX/EX – Denso SKJ20DR-M11S

Si – Denso SK22PR-M11S

Where to Buy Parts

Hondapartsonline.net has a comprehensive and useful parts catalog that makes it easy to figure out what parts you may need to order. For service parts, it’s best to buy genuine. Some people are partial to Majestic Honda (hondaautomotiveparts.com) which also stocks OEM equipment. There are quite a few factory parts suppliers and dealership parts counters you could reach out to, so it might be worth cross-shopping the same part at a few to see if anybody’s got better prices.

One thing to note about OEM parts sites though: They aren’t always clear about stock levels. If you don’t get a notification that your order has shipped shortly after it’s been placed, don’t be shy to reach out to the site via phone or email to ask if everything you ordered is in fact in stock.

Local auto parts stores have parts in stock for this common of a car as well. The likelihood is that you will find almost anything you need close to you. Otherwise, a dealer trip is in your future.

Aftermarket Support

The eighth-generation Civic has a prolific aftermarket thanks to the Si variant. Dedicated time attack cars have been built up from this car and a variety of aftermarket parts from popular Japanese and American tuning shops will fill every niche.

K-Tuned, Hybrid Racing, Skunk2, Acuity Instruments, and Hondata are incredibly popular starting points for modifying the Civic Si. Any number of intakes, exhausts, short shifters, interior, and exterior parts are generally available at any time. Wheel companies like Rays or Enkei keep popular fitments in stock. Suspension is well sorted as well, with Eibach, Progress, Neuspeed, ST Suspensions, and Swift being just a few with great parts. Read this comparison of all the aftermarket springs on Redshift Motorsports for more info.

If you’ve got a huge budget and don’t mind a little wait time, there’s an outfit called Hytech Exhaust that makes a mean-looking header and cat-back situation that claims serious HP gains without excessive noise but you’re going to be in the $3,000 neighborhood.

Anything and everything you need will have an off-the-shelf solution. Anyone wheeling an LX, DX, or EX will also benefit from the piles of stock Si parts laying around.

These cars come pretty well done from the factory. The most popular mods are simple: wheels, tires, suspension, intake, and exhaust.

An intake is a fun mod though, in my experience, it doesn’t make any power. It is purely to hear the full range of the glorious sound of the Si’s K20Z3 engine. It is absurdly good-sounding with an intake. Good, reserved exhausts are hard to come by but doable; the rowdy engine doesn’t help keep things quiet. Many folks on forums seem to swear that a three-inch exhaust is “best” for this car, but of course you’ll have to be willing to put up with some noise if you put on a pipe that big.

Check out this huge thread on the 8th Gen Civic Forum for a whole lot of insight on various exhausts for the Si.

Simple suspension mods like lowering springs, camber bolts, and sway bars go a long way. There isn’t much to do between simple mods and full-blown track build. That’s a negative or a positive depending on what you want.

Factory Service Manuals

A comprehensive repair manual for the eighth-generation Civic can be found here.

You can also find manuals on shelves at parts stores. It’s a common car that plenty of DIYers own.

Other References and Resources

This bible is a brochure extravaganza. Check out the 2006 Coupe Si, 2006 Civic, 2007 Coupe, 2007 GX, 2008 Civic, 2008 GX, 2008 Coupe, 2009 GX, 2009 Coupe, 2010 GX, 2010 Civic and 2011 Civic.

Professional Reviews

“First Drive: 2006 Honda Civic Si” (Car and Driver – October 2005)

Tony Swan at C/D welcomed the new Civic with open arms and praised the dynamics of the new, oddly shaped machine.

“Never mind. What the new Si will do, probably better than anything else in its class, is unwind a stretch of back road or twisty racetrack with the sure-footed certainty of a cheetah running down a springbok. Think instant autocross winner. The key is a helical limited-slip differential, similar to the one in the Acura TL, that eliminates wheelspin in hard corners when the weight’s off the inside front wheel. The RSX lacks this useful device. So do some of the Si’s competitors.”

2006 Honda Civic Si First Drive” (Edmunds – August 30, 2005)

Scott Oldham gushed for the new, rapid, high-revving Civic.

“And on the racetrack, that diff makes all the difference. The Si would handle well without it, but it may be the best handling front-wheel-drive car we’ve ever tossed around because of it. Carry too much speed into a corner and the Si understeers like any other front driver, but you can easily correct your mistake by burying your foot in the throttle.

Yes, you floor it. The Si’s differential transmits more torque to the outside tire which has the most grip. This immediately tightens your line and gets you around the turn faster looking like a hero.

Of course the LSD doesn’t make magic alone. The Si shares its MacPherson-strut front suspension and multilink double-wishbone suspension with the rest of the Civic line, but the Si gets increased spring rates, stiffer dampers, and larger, solid antiroll bars. It also gets unique 17-inch wheels and all-season Michelin Pilot HX MXM4 tires standard. The cars we drove wore the optional summer tire, which is the same size as the standard rubber, only stickier.” 

Owner Insights

Here we’ll share observations and opinions from people who have actually owned these cars. This time, two of our staffers have ownership blurbs to share: myself and our inimitable leader Andrew P. Collins.

Chris Rosales [Car Bibles Staff] (December 10, 2021)

2009 Honda Civic Si; lightly modded; owned for one year:

“I think that the actual most logically perfect car I ever owned was my Crystal Black Metallic ‘09 Si coupe. It was a dream scenario: a car I wanted, a car I could finally afford to get in truly excellent shape, and it popped up for sale in my favorite city to visit: San Francisco.

I’m a weird dude. Not only do I not enjoy buying a car, but I also get massive buyer’s remorse basically immediately after the safest of purchases over the smallest, imperceptible vibes I catch. If I buy a car at night (like my BMW 335i), I feel like I have done something unspeakable. If I don’t like the owner, I start doubting everything about the car. No bullshit, if I don’t like the city I bought the car in, I feel weird about it. Give me two cars to buy, one in Riverside and one in Glassell Park. Totally identical. I’d buy the Glassell Park one for the memories and vibes. Who the hell wants to buy a car in some shitty desert town?

Anyways, this Civic was listed for all of three hours before I got an appointment with the purported original owner of the car. We corresponded for a short period and once she mentioned that the car was garage parked in the middle of San Francisco Mission District, I was basically sold. I arrived and found a bona fide original owner, beautifully kept 2009 Si with dealership service records, a brand new clutch, and an owner with a back story of owning excellent Hondas. I damn near threw my money at them.

SF is a tight city, so I didn’t get to open it up until I stopped for breakfast with my Dad in Oakland. That first VTEC crossover at 6,000 RPM, climbing ferociously to the 8,200 RPM fuel cut, was a magnificent moment to behold. I felt the literal spirit of Soichiro Honda channel through my veins and sinews. The power of dreams, indeed.

It was one of the most engaging and talented cars I’d ever driven. Sure, the first-generation electric power steering and rev-hanging electronic throttle sometimes dulled the experience at lower speeds, but once it is understood that the car wants to be constantly driven in VTEC, it comes alive. That engine, that gearbox, and the unbelievable balance of the car around corners became an elevation of oneself more than the simple operation of a machine.

My car was a miracle as well. It didn’t burn oil and the gearbox was smooth and devoid of crunch. It was the perfect car ownership. I had 12,000 miles with the car over a year, a couple of track days, and zero problems. I changed the oil and drove the hell out of it. What more could you ask for?

Anyone who asks for more power with these cars is missing the point. We will never have another Honda like this. That spirit, that fighting soul is struggling to survive. Those searching for it in modern Hondas will only find it in the Civic Type R. I cannot recommend this Si more, and I could not fault it less. Buy one now.”

Andrew P. Collins [Car Bibles Staff] (December 17, 2021)

2006 Honda Civic Si Coupe; lightly modded; owned for a couple of weeks:

“I don’t have nearly enough seat time to review this car properly, but a few hundred miles into ownership I absolutely love it. The shifter is like a love letter to the manual transmission itself, and the engine is an absolute riot requiring motorcycle-like rev speeds on the reg. One thing I feel like not enough people appreciate on the eight-G Si, though, is how clean the cockpit feels in 2021. There’s a huge center tach, a digital speedo, and almost nothing else. To me, this car captures everything I love about old-school Hondas (revvy, simple) with the few modern niceties I really need (an aux audio input and an abundance of airbags).

I’m not sure how I feel about the seats, though. I wish they were more comfortable around the butt area.”

Own or owned one of these and want to share your thoughts? Hit up in the comments or email contact@carbibles.com.

What They’re Worth Now

The prime example: You’re looking at about $15,000. This is for a primo color combo, low miles, one-owner, full service history, and no issues whatsoever. While this is overpriced, the market seems to peak out around here.

A very clean driver: Budget about $10,000-$14,000. These cars have decent miles but are serviced well, cosmetically 9/10, and well cared for with some road grime. This is what I call the “goldilocks zone” where the car has been driven and sorted, but well-loved. This is also well within the budget for a great color combo

An honest car: Budget $7,000-$9,000. These cars will have driver miles, 100,000+. Service history will be mostly there, and ideally it’ll be a two-owner car.

The budget option: $5,000-$6,500 will get you a beat-up Si. There will be multiple owners, and many miles (over 150,000) but you can find a great option in this price range. You could also get the nicest lower-trim Civic in this price range.

A roach: Anywhere from $1,000-$3,000 will get you a pretty rough Civic Si or normal Civic. These cars are high-performance and often crashed, so beware an accident history and bodywork. Miles will be in excess of 200,000.

Where to Find One for Sale

These cars are old enough that Craigslist is a great option for the more mid-range quality of Civic. Plenty of options will be on CL. 

If you’re looking for pristine examples, Bring-A-Trailer and Cars & Bids will be your best options; they cater to an enthusiast demographic. But since their reach is big, you can expect a good crop of competition on the buy.

Generally, you won’t find any reasonably priced ones on the larger search engines such as KBB, AutoTrader, or AutoTempest. Dealer lots seem to ask exorbitant amounts for these cars, and they do not have the best examples. Steer clear.

What to Ask a Seller

Go-to questions should include:

“Does it burn any oil?” Don’t expect honest answers but it is worth asking the question. You will only find out after owning it.

“Does the gearbox grind?” Ditto, but you can test this one.

Competitors to Consider

Direct competitors include the Acura RSX Type-S, Mk5 and Mk6 Volkswagen GTI, and Lexus IS 300. This car does exist in a wide price bracket, so it basically competes with everything used and is popular with enthusiasts.

Photo Galleries

Good ol’ Netcarshow has a gallery on the 2006 Civic coupe, 2006 Civic Sedan, 2006 Civic Si, 2009 Civic Si coupe, and 2009 Civic Sedan

Pop Culture References

I think because the eighth-generation Civic is such a normie car, it doesn’t get a ton of pop culture love. Let us know if you spot one in TV or similar mass media!

Enthusiast Inquiries

Every car has a collection of common questions that pop up in forums and Facebook groups whenever new blood joins in. We hope a lot of those have been answered above, but if we start to see specific questions pop up regularly we’ll revisit them here.

Downloadable Paperback Car Bible

If you’re old school and like to keep reference notes on paper, or you’re just a completionist and want a free accessory for your Civic, we’ll get a print-version paperback bible in the mix soon.

Think of it like an owner’s manual supplement. Keep it in your car and your days of waiting for slow internet on your phone at the auto parts store are over.

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