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Honda Civic 2012 Problems

Are you having problems with your 2012 Honda Civic? Let our team of motoring experts keep you up to date with all of the latest 2012 Honda Civic issues & faults. We have gathered all of the most frequently asked questions and problems relating to the 2012 Honda Civic in one spot to help you decide if it's a smart buy.

Used Honda Civic review: 2006-2012

Honda has long had a reputation for building high quality prestige cars that are packed with technology.

The front-wheel drive Civic is one of its most popular; it’s been a mainstay of the company’s range since it was introduced here in 1973, and the eighth generation model introduced in 2006 continued that tradition.

While it was a small model, the eighth gen Civic was longer and wider than its predecessor.

The range was comprehensive and covered most bases from mild to wild, as well as clean and green.

It included sedans, sporty hatches; there was a hot hatch, and even a petrol/electric hybrid.

What wasn’t offered in the eighth gen was the option of a diesel engine; that wouldn’t come until the later ninth gen model that superseded it.

Sedans made up the bulk of the eighth gen offering, they were made in Thailand, the hatches were produced in the UK, and the hybrid came from Japan.

The VTi sedan was the entry model in the range. It had a 1.8-litre four-cylinder petrol engine with the choice of manual gearbox or automatic transmission.

It was well-equipped, and came with standard features that included air-conditioning, four-speaker sound, MP3 connectivity, CD player, power windows and mirrors, remote central locking, a footrest for the driver, intermittent wipers, cruise control, there was a tacho, the steering column was adjustable for tilt and reach, and it had cloth trim.

The VTi-L was a step up in luxury; it too had the 1.8-litre four-cylinder petrol engine, and also the choice of manual gearbox or automatic transmission.

It offered even more in the way of standard features, including 16-inch alloy wheels, air-conditioning with climate control, and an in-dash CD stacker.

While the VTi-L promised luxury, the Sport was one for the driver.

It came with the extra performance of a 2.0-litre four-cylinder petrol engine, and the choice of manual gearbox or automatic transmission.

The Sport was similarly equipped to the VTi-L, but had 16-inch alloy wheels, fog lamps, the steering wheel and seats boasted leather trim, and there was a multi-function steering wheel and an electric sunroof.

Honda also offered a petrol/electric hybrid model in the eighth gen range.

It was made in Japan and powered by a small petrol engine with the support of an electric motor, matched with a CVT auto.

The Hybrid’s list of standard equipment paralleled that of the VTi-L, but also had a driveline info display, regenerative brakes, and a rear spoiler.

On the hatch side of the family, there was the Si five-door and the sizzling hot Type R three-door.

The Si came with the 1.8-litre four-cylinder engine and the choice of six-speed manual gearbox or five-speed automatic transmission.

It came with 17-inch alloy wheels, six-speaker sound with CD player, dual-zone climate control air-conditioning, cruise, rain-sensing wipers, auto headlights, fog lamps, on-board computer, and a multi-function leather-trimmed steering wheel.

The Type R three-door hatch came with a hot 2.0-litre four-cylinder engine and six-speed manual gearbox.

It had a full kit of sporty gear, including 18-inch alloy wheels, chrome exhaust tips, a tacho, sports seats with suede-look trim, rear spoiler, and sports pedals.

The eighth gen Civic didn’t have features like Bluetooth, so it wasn’t possible to sync an iPhone or Android device; it didn’t have sat-nav, or touch screen.

Parking was by feel; there was no reversing camera, or parking sensors, and no park assist system to aid the driver.

Being larger than its predecessor meant the eighth gen Civic was roomier inside.

The sedans and five-door hatches were claimed to be five-seaters, and could at a squeeze accommodate five, but in reality four were more comfortable. The Type R three-door hatch was a four-seater.

For the most part the interior was neat and tidy, but the space-age dash copped a fair amount of flak from motor writers.

At 325 litres the boot was of a good size, and the split-fold rear seat added to the car’s cargo carrying capacity.

There was plenty of storage around the cabin with cupholders in the front, and pockets in the backs of the front seats and the doors.

Most eighth gen Civics had a 1.8-litre single overhead camshaft four-cylinder engine, which featured Honda’s VVT (Variable Valve Timing) system for optimum power and torque.

At its twin peaks it put 103kW (138 horsepower) at 6300rpm and 174Nm at 4200rpm.

It ran on 91-octane regular unleaded petrol and Honda claimed it would do on average 6.9L/100km.

Road testers at the time of launch thought it a little lazy and needed to be urged along to extract its best.

For better performance there was the Sport, which came with a 2.0-litre twin-cam four-cylinder engine that produced 114kW at 6200rpm and 188Nm at 4200rpm.

It boasted VVT and revved freely to high rpm where it did its best.

The engine that gave the Type R hatch its zip was also a high-revving 2.0-litre twin-cam four-cylinder with VVT, but it also had variable valve lift.

When working at its peaks it produced 148kW at 7800rpm and 193Nm at 5600rpm.

Backing up to the engines in the sedans were either a five-speed manual gearbox, or more commonly, a conventional five-speed automatic.

The manual gearbox option in the hatches was a six-speed.

The Civic’s on-road dynamics are safe and sound; it has no vices and there are no nasty surprises in store if you get caught out.

The 1.8-litre engine, while not exhilarating, is smooth and flexible, and coupled to the automatic transmission with its adaptive programming makes driving all the more pleasant.

Independent suspension front and rear ensures the Civic is forgiving and stable under all conditions, even if it isn’t as sporty as some rivals.

The ride is smooth and supple, and there is little road noise to ruin the inner calm.

The list of safety features in the eighth gen Civic was long and comprehensive.

A full array of airbags headed the passive safety features; they included dual front airbags, head airbags for front and rear seat occupants, and side airbags for those in the front seat.

In addition to the airbags, each of the five seats had lap sash seat belts, and the front seat belts had pre-tensioners and height adjustment with memory.

There was also a comprehensive array of active safety features, such as ABS brakes, emergency brake assist, electronic brakeforce distribution, traction control and electronic stability control.

It wasn’t mandatory for cars to have ISOFIX mounts for a baby car seat until 2014 but the Civic had them before that.

Owners say the Civic hits the spot. In many cases they keep heading back to their Honda dealers to sign up again when it’s time to move their car on.

Few report any mechanical issues at all, most say the reliability of their cars has been impeccable, and nothing has gone wrong with them.

It’s a common report, not only from owners, but also the trade that generally rates the Civic highly.

One of the few complaints that pops up concerns the paint, which appears to be soft and certainly easily scratched, which makes it important to keep it clean and regularly polished.

Honda is noted for its use of advanced technology, its cars are built to a high standard, and they need regular maintenance to keep them ticking over at their best.

Most notably that means regular oil changes. Old sludgy oil will only do harm to a finely engineered car like the Civic, so have the oil changed regularly to keep it clean.

To assist in evaluating how a car has been treated by previous owners ask for a service record that shows it has been regularly serviced.

Honda recommends servicing the Civic every 10,000km, or every six months, which is more frequently than some other makes, but sticking to that routine should mean more reliable motoring over the long term.

The 1.8-litre single overhead camshaft engine use a timing belt, which needs to be replaced every 105,000km; the 2.0-litre twin-cam engine uses timing chains and there’s no need to change them.

Honda didn’t introduce capped price servicing until after the eighth gen had gone out of production, so it doesn’t apply, but servicing costs are reasonable and any qualified mechanic can do the work.

Field experience indicates that brakes generally need replacing between 40,000 and 60,000km, depending on how the Civic is driven, and tyres typically last around 70,000km before they need to be replaced.

When new the warranty was for three-years/100,000km, whichever came first.

Honda recalled the Civic in 2007 to check the stop lamp switch, which was prone to failure, which could result in the stop lamps not working.

More importantly, the 8th Gen Civic is affected by the Takata airbag inflator recall, anyone thinking of buying one should contact the Honda Recall Centre on 1800 789 839 to establish what action they need to take.

MORE: If anything crops up, you’ll probably find it on our Honda Civic problems page.

Barry and Sophia Cooper: We have an eight-year-old Honda Civic that has done 58,000km. It goes like a rocket, is very comfortable, and we’ve never had any trouble with it.

Malcolm Wadsworth: I recently sold my 2009 Honda Civic VTi with 180,000km on the odometer. It was economical, fast, comfortable, roomy and reliable; it was so reliable that I bought another one.

Graeme White: We recently sold our 2007 Civic VTi-L after 180,000km. It was comfortable and quiet, steered and braked well, never used oil, faded or rusted. Our only complaint was that we found the boot too shallow. It never let us down and there were no repairs other than batteries, tyres, wiper blades etc. The fuel consumption was always in the mid-6.0s when driven carefully to low-7.0s when driven with spirit.

Jan Williams: My 2010 Civic VTi-L has only travelled 35,000km, so it is still as good as new. I like the reliability, road handling and the 1.8-litre motor has enough power to keep me safe. The only negative comment is on the seating, the driver’s seat doesn't have enough lumber support, and is not very adjustable.

The eighth gen Civic is a well-built small car that is proving to be reliable over the long term.

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Used Honda Civic review: 2012-2016

Honda has long used its involvement in motorsport to promote an image of prestige, quality, superior technology, and a sporty driving experience in all its models.

Although the Civic was a conventional front-wheel drive small car it was aimed at those who wanted more than mere transport.

The ninth generation version offered a comprehensive range of models, which included a selection of sedans and hatches, petrol and diesel engines, and a petrol-electric hybrid.

Australian-delivered ninth gen cars were predominantly produced in two countries; sedans were made in Thailand, the hatches came from England. At the same time, the Hybrid sedan was built in Japan.

While they were similar and shared many mechanical components, the sedan and hatch shared not one body panel.

When released in 2012 the sedan side of the range featured a selection of models, starting with the VTi at the entry-point, and including the VTi-L, VTi-LN, Sport, and Hybrid.

On the other side, the hatch choices included the VTi-S, VTi-L, VTi-LN, and DTi-S diesel.

The sedan-only VTi came with a 1.8-litre four-cylinder engine, and a choice of automatic transmission or manual gearbox.

In line with Honda’s positioning as a prestige carmaker all models came with plenty of gear.

Even the VTi boasted air-conditioning, four-speaker sound, CD player, MP3, Bluetooth, colour touch screen, cruise control, remote keyless central locking, power mirrors and windows, intermittent wipers, trip computer, adjustable steering column, and cloth trim.



The British-built, hatch-only VTi-S came with a 1.8-litre engine and a choice of an automatic transmission or a manual gearbox.

Its list of standard features included 16-inch alloy wheels, 6-speaker sound system, climate control air-conditioning, reversing camera, a leather steering wheel and gear knob, multi-function steering wheel, tyre pressure sensor, hill holder and rear spoiler.

The VTi-L could be had as a Thai-built sedan or British-built hatch. It came with a 1.8-litre four-cylinder engine and automatic transmission; there was no manual gearbox option available.

Over and above the features of the VTi the VT-L boasted 16-inch alloy wheels, climate-control air-conditioning, and automatic headlights.

Like the VTi-L, the range-topping VTi-LN was also available in the form of a Thai-built sedan or British-built hatch; it too came with a 1.8-litre engine and automatic transmission.

For those wanting to minimise their environmental  footprint  Honda offered the Japan-built Hybrid sedan.

The Thai-built Sport sedan came with a 2.0-litre engine and paddle shift automatic transmission.

It added leather seats and steering wheel, an electric sunroof, and 17-inch alloy wheels to the list of standard features.

For those wanting to minimise their environmental footprint Honda offered the Japan-built Hybrid sedan.

Power for the Hybrid came from the combination of a 1.5-litre four-cylinder petrol engine and a 17kW electric motor, and was fully featured with everything available in the Civic range, including 15-inch alloy wheels, leather trim and a sunroof.

Equipped as they were with Bluetooth all models provided for the use of an iPhone or Android device.

While the list of standard features was extensive the ninth gen Series II Civic didn’t have a parking assistance system.

In 2014, the Vi replaced the VTi manual at the entry price point of the sedan range.

Also in 2014, to meet the demand for the economy of a diesel engine, the DTi-S hatch was released with a 1.6-litre four-cylinder turbo-diesel engine and six-speed manual gearbox.

In a minor upgrade in 2015 front and rear parking sensors were fitted as standard to the VTi-L and VTi-LN, and were optional on other models.

The Civic’s cabin was a pleasant, comfortable place to be, with seating for five.

Those in the front enjoyed comfortable and supportive bucket seats; those in the split-fold rear bench seat sat in decent comfort.

There were cupholders front and rear, hatch passengers also had bottle holders.

Storage was quite generous, with pockets in the doors and the backs of the front seats, and there was a centre console compartment as well.

The boot is a decent 478 litres, and the space-saver cuts down the amount of boot space taken up by the spare tyre. The split-fold rear seat allows larger items to be carried.

Most models in the 9th Gen Series II range came with a 1.8-litre four-cylinder engine; it was a free-revving engine with double overhead chain-driven camshafts and variable valve timing and lift.

It produced power and torque peaks of 104kW (140 horsepower) and 174Nm respectively, ran on regular 91-octane unleaded petrol, and returned a combined average fuel consumption of 6.7L/100 km.

With its 2.0-litre four-cylinder engine the Sport promised sportier performance.

The double overhead camshaft engine boasted variable valve timing (VVT) and lift, and power and torque peaks of 114kW at 6500 rpm and 190 Nm at 4300 rpm respectively.

Most models, except for the entry-level VTi and Vi, came with a five-speed automatic transmission. The VTi and Vi were the only petrol-engined models that offered a five-speed manual gearbox.

The diesel option was a 1.6-litre double overhead camshaft four-cylinder turbo-intercooled engine that produced 88kW at 4000rpm and 300Nm at 2000rpm.

It was only available with a six-speed manual gearbox.

The Hybrid powertrain was a combination of a 1.5-litre four-cylinder petrol engine, which peaked at 67kW at 5500rpm and 132Nm at 2800rpm, assisted by a 17kW electric motor.

It boasted an idle-stop system, which shut the engine down when the car was stationary and automatically restarted when the brake was released.

Conserved energy was stored in a Lithium-ion battery pack, and the drive was through a CVT auto.

The Civic’s handling is responsive and accurate; the steering is direct and nicely weighted with good road feedback.

With the suspension tuned to local roads the ride comfort is also good.

All models in the ninth gen Series II Civic range boasted a comprehensive array of safety features, enough for ANCAP to give it the maximum five-star tick of approval.

Included in the list of passive safety items were lap sash seat belts for all five seats, pretensioners on the front seat belts, in addition to which there were dual front airbags, side head airbags for those in the front and rear seats, and side airbags for those in the front.

The list of active safety features, which included ABS braking, emergency brake assist, EBD, traction control, and ESC, was equally comprehensive.

Lap sash seats belts on all five seats, including the rear seats, allow the fitment of a baby car seat.

ISOFIX baby seat restraints were fitted.

Owners report experiencing few issues with their ninth gen Series II Civics; most are enjoying a trouble free run with good reliability, even with odometers of the earliest examples closing in on 150,000km.

The engines are proving to be durable, as long as they are serviced as Honda recommends.

They have cam timing chains rather than belts, so there’s no call for regular replacement.

Most Civics are equipped with the five-speed automatic transmission; it’s a conventional automatic and gives little trouble.

Honda introduced capped price servicing in 2013 to put a cap  in  service costs, which included the Civic.

Honda recommends that the Civic be serviced every six months or 10,000km, whichever comes first.

When new the Civic was covered by a three-year/100,000km warranty, which means that newer cars are covered.

Honda introduced capped price servicing in 2013 to put a cap in service costs, which included the Civic. The scheme covers the first five years or 100,000km, whichever comes first.

Any qualified mechanic can service the Civic, as long as they stick to the Honda recommendations.

The 2012-2016 Civic is not affected by the Takata airbag inflator recall affecting earlier models.

MORE: If anything crops up, you’ll probably find it on our Honda Civic problems page.

John Della: We purchased our VTi-L hatch new in 2012. It handles very well, it’s zippy enough for everyday use, and is economical. We’ve never had any trouble with it, it’s been very reliable.

Jody Fry: I find my VTi-LN very good overall. It’s quiet, economical, and the interior is excellent.

Chris McAlpine: As you would expect from a Honda my 2012 VTi-LN drives very well, but it lacks power and responsiveness, and the in-car entertainment system is poor.

Ken Leishman: I bought my VTi-L hatch new in 2015. It is economical, but has power when needed, the handling is great, and it’s roomy. It’s excellent.

Ian McKenzie: The performance of my 2015 Sport sedan is spot on. It’s also economical. It runs like a charm and I’ve never had a problem with it.

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Ford Focus 2012: Is it good on the highway?

The Focus is a good car with a serious flaw; it has a dual-clutch automatic transmission that gives trouble. I would happily have a 2012 Focus with a manual gearbox, but I wouldn't buy one with a dual-clutch auto. I'd be looking at a Japanese or Korean brand and going for something like a Mazda 3, Honda Civic or Accord, Hyundai Elantra with a good record of reliability.

Used Honda Civic review: 2003-2015

An all-new Honda Civic has hit the roads downunder and appears to be gathering a lot of buyer interest. So quite a few older models are likely to be traded in, perhaps so many that dealers will be keen to de-clutter their yards and offer lower prices than usual. No promises, but we suggest you get in quickly if you're halfway interested.

The Honda Civic had a reputation for build quality and reliability that once lifted it above the pack in the image stakes in Australia. This seems to have slipped a little in recent years, or it's simply that the pack has caught up. Nevertheless Civic still rates highly in the minds of some buyers.

Very much a global car, the Honda Civic is a Japanese design in sedan format, but has a European input in the hatchback as it's made in England for the Euro market. Sedans are made in Japan or Thailand, while petrol-electric hybrids are all made in Japan. Thankfully, build quality is similar from all factories as the Japanese head office keeps a tight rein on all its factories. 

Interior room in the Honda Civic is good without being outstanding. There is space for four adults, but in reality the rear seat is probably best left to children. 

Civic sedans are longer than hatches and most of this extra body size is put into a larger luggage area. There is some loss of boot space in the hybrid due to the installation of a large battery. It has never been a big seller (or even a mid-range one) but the hybrid still makes an interesting drive if you're into the latest in technology.

 noise and vibration levels

The Civic is easy to drive and park thanks to light controls and good feel for the driver. These cars are popular with suburban users, but can be used on the open road, although bumpy secondary roads in the bush can cause a rough ride at times in older Civics as they have relatively short-travel in their suspension. Later models, from 2006, are noticeably better.

On smooth roads, particularly on motorways, the Civic offers the sort of relaxed noise and vibration levels that are generally only found in cars from the next size class upwards. 

Petrol engine sizes in the standard Civics are 1.6 litres and 1.7 litres in the older models; rising to 1.8 and 2.0 litres from 2012. The 2.0-litre engines fitted to the sportier Civics and give plenty of performance, but ask for plenty of revs to really work at optimum levels. A 1.6-litre turbo-diesel Civic arrived in 2013 but never really caught buyer attention.

Five-speed manual gearboxes are standard in most models the Type R has a six-speed, as do some upmarket petrol versions from 2009, as well as the diesel. Four-speed automatic transmissions were sold till a five-speed unit was used in the eighth-generation Civics, launched at the start of 2006. 

The Civic Hybrid was introduced to Australia in early 2004 and is less extreme than previous Honda hybrids. It runs a small 1.3-litre petrol engine and an electric motor. The automatic fitted to the Civic Hybrid is a continuously variable transmission (CVT)

Repairs, servicing and spare parts used to be relatively expensive and early Civics had a bad name for this. Honda Australia worked hard and matters have improved considerably on the later Civics.

Civic is reasonably simple mechanically so good amateur mechanics can do a fair bit of the work themselves. Having a workshop manual at hand makes a lot of sense. Don't attempt to carry out repairs to safety related items unless you have top class experience.

Insurance costs are reasonable, with few companies making any real differentiation for the sportier versions of the Civic. 

Make sure the engine starts promptly and responds quickly and positively to the throttle. If possible arrange to start it when it's cold after an overnight stop. Any engine that hesitates when revved suddenly should be treated with suspicion.

A worn engine will smoke from the exhaust when it is driven hard after a period of idling. 

A conventional automatic transmission should be crisp in its changes and not hold onto any gear for too long. 

A continuously variable automatic transmission feels different in its operation so have an expert drive it if you are not confident it's working correctly.

The clutch pedal should be smooth in its operation. All manual gearchanges should be light, positive and quiet. Problems will show up first on fast downchanges, usually when going from third to second. 

Bodywork should be undamaged and free from rust. A Civic that has been poorly repaired after a smash may turn rusty later. 

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Alternate oils to use in Civic?

You could use a 0-30W oil, which is readily available.

Used Honda Civic review: 1995-2012

Honda Civic began as a small car but increased in size over the years to become a small-medium by the period we are considering here.

Because of the expansion in body size Honda also imports a smaller model, the Honda Jazz. Those who loved the smaller Civics of old may care to check out the Jazz. 

The Honda Civic has long had a reputation for build quality and reliability and this has lifted it a notch or two in the image stakes in Australia.

Civic is a Japanese design in sedan format, with a fair bit of European input in the hatchback. The latter is built in England, the sedans in Japan or Thailand, the Civic petrol-electric hybrids are all made in Japan.

Build quality doesn’t appear to be dependent on the country the Civic is manufactured in because the Japanese head office keeps a tight rein on the output of the factories. Interior room in the Honda Civic is good without being outstanding. There is space for four adults but in reality the rear seat is probably best left to children.

Boot space is fine. Sedans are longer than hatches and most of this extra body size is put into a larger luggage area. There is some loss of boot space in the hybrid due to the installation of a large battery, but it’s better than many hybrids in this area.

The Honda Civic is easy to drive and park thanks to light controls and good feel for the driver. These cars are popular with suburban users, but can be used on the open road, although bumpy secondary roads in the bush can cause a rough ride at times in older Civics as they have relatively short-travel in their suspension. Later models, from 2006, are better than the older ones.

On smooth and moderate roads the Civic offers the sort of relaxed noise and vibration levels that are generally only found in cars from the next size class upwards. Engine sizes in the standard Civics are 1.6 litres and 1.7 litres in the older models; rising to 1.8 and even 2.0 litres in the current versions, introduced in 2012. The 2.0-litre engines are fitted to the sportier Civics and give plenty of performance.

The semi-race Civic VTi-R, sold from 1996 until 1999, is very quick and is a delightful hot four. However, its engine only has a capacity of 1.6 litres and you have to work vigorously at the gearbox to keep it high in the rev range. If you’re not a keen driver you may find it frustrating and should perhaps avoid it. But if you do love pushing a car hard all the time then a VTi-R should definitely be on your short list.

Five-speed manual gearboxes are standard in most models. Four-speed automatic transmissions are offered in all except the sporting Civic VTi-R. A five-speed auto is used in the eighth-generation Civics, launched at the start of 2006.

The Civic Hybrid was introduced to Australia in early 2004 and is less extreme than previous Honda hybrids. As a result it’s more favourably priced. It has significantly lower pollutants from the exhaust as it runs a small 1.3-litre petrol engine, as well as an electric motor.

The automatic fitted to the Civic Hybrid is a continuously variable transmission (CVT). Repairs and servicing can be relatively expensive. Spare parts also used to fall into that category, but Honda has worked hard with its parts network in recent years and things have improved considerably on the later Civics.

Civic is reasonably simple mechanically so a good amateur mechanics can do a fair bit of the work themselves. Having a workshop manual at hand makes a lot of sense. Don’t attempt to carry out repairs to safety related items unless you have top class experience.

Insurance costs are generally reasonable, with few companies making any real differentiation for the sportier versions of the Civic. Which is a surprise for such a little hotshot, it probably hasn’t sold in sufficient numbers to have come up on the radar of the insurance guys, let's hope it stays that way.

Bodywork should be undamaged and free from rust. A Civic that has been poorly repaired after a smash may turn rusty later. Make sure the engine starts promptly and responds quickly and positively to the throttle. If possible arrange to start it when it’s cold after an overnight stop. Any engine that hesitates when revved suddenly should be treated with suspicion.

A worn engine will smoke from the exhaust when it is driven hard after a period of idling. A conventional automatic transmission should be crisp in its changes and not hold onto any gear for too long. A continuously variable automatic transmission feels different in its operation so have an expert drive it if you are not confident it’s working correctly.

The clutch pedal should be smooth in its operation. All manual gear changes should be light, positive and quiet. Problems will show up first on fast down changes, usually when going from third to second. Make sure the brakes pull the car up without any pulling to one side and that no one wheel locks while the others are still rolling freely.

Look for Civics with a full service history as many belong to people who are very fussy about their cars.

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Complete guide to Honda Civic 2012
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