IllustrationCHIPPED AND PEALING PAINT ON HOOD AND BY DRIVER AND PASSENGER FRONT WINDOW
2013 Honda Civic
Owner reports · Recalls · Investigations
Similar to other model years
Owner complaints for the 2013 Honda Civic do not stand out strongly from the model-year median of 183.5.
About this comparison →How this year compares
Owner complaints by model year
Compare all Civic years →Counts vary with age, sales and reporting. They are not failure rates.
What owners reported most
All reported categories
Tap a category to read its complaints. One report may name several components.
When problems were reported
Mileage at the reported incident
980–25K
3525–50K
2850–75K
2075–100K
9100–150K
3150K+
193 reports with mileage · 126 unknown
NHTSA’s mileage field refers to the reported incident, not necessarily the filing date. This shows report counts, not the likelihood of a failure.
What to inspect
Issues worth paying extra attention to based on owner reports.
- Air Bags. Review the 114 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Electrical System. Review the 39 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Steering. Review the 38 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
NHTSA owner reports · September 18, 2026 snapshot.
29 crash reports1 fire reports24 injury reports
Structure complaints
23 reportsHONDA CIVIC 2013 WAS IN A FRONT END COLLISION WHERE THE CAR WAS TOTALED. AIRBAGS NEVER DEPLOYED. ACCIDENT WAS ON THE HIGHWAY IN MOTION. DRIVER OR PASSENGER AIRBAGS NEVER DEPLOYED. MILEAGE IS ESTIMATED.
THE 'CHECK AIRBAG' LIGHT COMES ON ALL THE TIME WHEN I SEAT OR WHILE DRIVING. WHEN I BOUGHT THE CAR THE PAINT WAS BUBBLY AND HAD RUST SPOTS.
THE OVERHEAD MATERIAL ON THE CEILING IS COMING DOWN AFTER ONLY 4.5 YEARS, AT THE BACK WINDOW AREA,
THE PAINT ON THE HOOD STARTING PEELING OFF DRASTICALLY. HONDA HAS RECALLED THIS MAKE AND MODEL FOR SOME COLORS BUT ORR HONDA TEXARKANA REFUSED TO LISTEN TO MY COMPLAINT.
ON 7/18/17, AT AROUND 8PM ON HIGHWAY 280 SB BY LAWRENCE EXPWY IN SANTA CLARA, CA, I WAS DRIVING HOME WHEN I HEARD A HUGE BANG. I HAD TO PULL OVER TO REALIZE MY SUNROOF HAD SHATTERED. THERE WAS NO ROCK OR ANY OTHER PIECE OF MATERIAL IN SIGHT. I BELIEVE THAT THE GLASS EXPLODED BECAUSE OF THE HEAT SINCE IT HAS BEEN HOT AND I RARELY…
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ON 7/18/17, AT AROUND 8PM ON HIGHWAY 280 SB BY LAWRENCE EXPWY IN SANTA CLARA, CA, I WAS DRIVING HOME WHEN I HEARD A HUGE BANG. I HAD TO PULL OVER TO REALIZE MY SUNROOF HAD SHATTERED. THERE WAS NO ROCK OR ANY OTHER PIECE OF MATERIAL IN SIGHT. I BELIEVE THAT THE GLASS EXPLODED BECAUSE OF THE HEAT SINCE IT HAS BEEN HOT AND I RARELY OPEN MY MOONROOF. HAD MY MOONROOF BEEN OPENED, I WOULD HAVE BEEN HIT BY GLASS AND INJURED, POSSIBLY CRASHED. YOU CAN SEE THAT THE HOLE IS QUITE BIG, ABOUT 10 INCHES IN DIAMETER, AND THE WHOLE SECTION SEEMS TO BE INCLINED UPWARDS, MAKING ME BELIEVE THAT IT EXPLODED ON IT'S OWN FROM HEAT PRESSURE.
TL* THE CONTACT OWNS A 2013 HONDA CIVIC. WHILE DRIVING APPROXIMATELY 35 MPH, THE DRIVER SIDE AIR BAG LIGHT ILLUMINATED. THE FAILURE RECURRED SEVERAL TIMES. THE VEHICLE WAS TAKEN TO A LOCAL DEALER WHO WAS UNABLE TO DIAGNOSE THE FAILURE. THE DEALER PERFORMED AN OIL CHANGE. THE FAILURE RECURRED. THE VEHICLE WAS TAKEN BACK TO THE DE…
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TL* THE CONTACT OWNS A 2013 HONDA CIVIC. WHILE DRIVING APPROXIMATELY 35 MPH, THE DRIVER SIDE AIR BAG LIGHT ILLUMINATED. THE FAILURE RECURRED SEVERAL TIMES. THE VEHICLE WAS TAKEN TO A LOCAL DEALER WHO WAS UNABLE TO DIAGNOSE THE FAILURE. THE DEALER PERFORMED AN OIL CHANGE. THE FAILURE RECURRED. THE VEHICLE WAS TAKEN BACK TO THE DEALER WHERE IT WAS DIAGNOSED THAT THE CLOCK SPRING WAS INCORRECTLY REPLACED BY THE PREVIOUS OWNER. THE TECHNICIAN REPLACED THE CLOCK SPRING, BUT THE FAILURE RECURRED. THE VEHICLE WAS SCHEDULED FOR ANOTHER CHECK UP. THE CONTACT WAS NOT SURE WHETHER THE MANUFACTURER WAS MADE AWARE OF THE FAILURE. THE CONTACT ALSO NOTICED SOME RUSTING ON THE SUN ROOF, BUT DID NOT NOTIFY THE DEALER. THE FAILURE MILEAGE WAS UNKNOWN.
THIS LETTER IS TO INFORM YOU ABOUT A SEVERE MALFUNCTION THAT CAUSED AN ACCIDENT. I WAS TRAUMATIZED BY A SUDDEN UNINTENDED ACCELERATION WITH MY 2013 HONDA CIVIC. LUCKILY NO ONE GOT HURT IN THIS EVENT, BUT I?M HOPING THAT THIS FACT WILL NOT REDUCE THE ATTENTION FROM THIS SEVERE MALFUNCTION. FOLLOWING IS A BRIEF SUMMARY OF TH…
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THIS LETTER IS TO INFORM YOU ABOUT A SEVERE MALFUNCTION THAT CAUSED AN ACCIDENT. I WAS TRAUMATIZED BY A SUDDEN UNINTENDED ACCELERATION WITH MY 2013 HONDA CIVIC. LUCKILY NO ONE GOT HURT IN THIS EVENT, BUT I?M HOPING THAT THIS FACT WILL NOT REDUCE THE ATTENTION FROM THIS SEVERE MALFUNCTION. FOLLOWING IS A BRIEF SUMMARY OF THE EVENT THAT HAPPENED ON MAY 10, 2014 AT 6:30PM: I WAS DRIVING SLOWLY, UNDER 5 MILES PER HOUR, APPROACHING A PARKING NEAR THE SIDEWAYS. THERE WAS ONE CAR ALREADY PARKED, AND I WAS GOING TO PARK BEHIND IT. I WAS ABOUT TO COMPLETE MY PARKING, AND MY LEG WAS GENTLY APPLYING THE BRAKES (I WAS ALMOST AT A COMPLETE HALT). SUDDENLY, THE CAR MADE A VERY LOUD NOISE AS IF SOMEONE PRESSED ON THE GAS ALL THE WAY (IT WAS AN AWFUL NOISE), AND THEN IT SHOT ITSELF FORWARD AT A CRAZY SPEED. AS THE CAR DROVE ITSELF INTO THE PARKED CAR IN FRONT, I PULLED THE HANDBRAKE AND PRESSED HARDER ON THE BREAKS IN THE SPLIT SECOND THAT I HAD TO REALIZE SOMETHING IS WRONG. SINCE I WAS AT A VERY LOW SPEED, THE IMPACT DIDN'T DEPLOY THE AIRBAGS. THE PARKED CAR IN FRONT OF ME STOPPED THE CAR FROM GOING FORWARD UNCONTROLLABLY. ALL OF THIS HAPPENED IN A MATTER OF SECONDS. AT THIS POINT THE CARS ENGINE DECREASED THE RPM BACK TO NORMAL, AND THE CAR STOPPED PUSHING ITSELF FORWARD, THOUGH AT THAT POINT I ALREADY DEPLOYED THE HAND BRAKE. *TR
WINDSHIELD FOGS UP RAPIDLY IN WINTER WITHIN FIRST FEW MINUTES OF DRIVING. FASTER THAN AIR CONDITIONING CAN DRY CAR INTERIOR. AS A RESULT, VISIBILITY IS REDUCED TO ZERO AND I ALWAYS HAVE TO PULL OVER TO WAIT 10 MINUTES FOR IT TO DRY. THIS HAPPENS ON COLD DAYS BELOW 30 F, BUT IT HAS NOT HAPPENED TO ME IN ANY OTHER CAR I DRIVE OR H…
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WINDSHIELD FOGS UP RAPIDLY IN WINTER WITHIN FIRST FEW MINUTES OF DRIVING. FASTER THAN AIR CONDITIONING CAN DRY CAR INTERIOR. AS A RESULT, VISIBILITY IS REDUCED TO ZERO AND I ALWAYS HAVE TO PULL OVER TO WAIT 10 MINUTES FOR IT TO DRY. THIS HAPPENS ON COLD DAYS BELOW 30 F, BUT IT HAS NOT HAPPENED TO ME IN ANY OTHER CAR I DRIVE OR HAVE DRIVEN. *TR
TL* THE CONTACT OWNS A 2013 HONDA CIVIC. THE CONTACT STATED THAT THE FRONT DRIVER'S SIDE DOOR WOULD EXHIBIT A GRINDING SOUND WHENEVER BEING CLOSED. THE FAILURE PROGRESSED AND THE DOOR BECAME DIFFICULT TO CLOSE UNLESS EXCESSIVE FORCE WAS USED. THE VEHICLE WAS TAKEN TO THE DEALER FOR DIAGNOSIS WHERE THE TECHNICIAN PERFORMED AN ADJ…
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TL* THE CONTACT OWNS A 2013 HONDA CIVIC. THE CONTACT STATED THAT THE FRONT DRIVER'S SIDE DOOR WOULD EXHIBIT A GRINDING SOUND WHENEVER BEING CLOSED. THE FAILURE PROGRESSED AND THE DOOR BECAME DIFFICULT TO CLOSE UNLESS EXCESSIVE FORCE WAS USED. THE VEHICLE WAS TAKEN TO THE DEALER FOR DIAGNOSIS WHERE THE TECHNICIAN PERFORMED AN ADJUSTMENT TO THE DOOR HINGE. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE. THE VEHICLE WAS REPAIRED. THE APPROXIMATE FAILURE MILEAGE WAS 500.
Official recalls
0No recalls in this snapshot.
Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗
NHTSA investigations
2EA21002 · Desiccated Air Bag Inflator Rupture
Opened Sep 17, 2021 · No close date supplied
Status: open (inferred from source dates) · Air Bags:frontal:driver Side:inflator Module; Air Bags:frontal:passenger Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Additional source detail variants (2)
Air Bags:frontal:driver Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Air Bags:frontal:passenger Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
EA19001 · Electrical Overstress
Opened Apr 19, 2019 · Closed Sep 19, 2024
Status: closed (inferred from source dates) · Air Bags: Air Bag/restraint Control Module
The Office of Defects Investigation (ODI) opened this investigation to determine if the failure of airbags to deploy during severe crashes, in certain vehicles, was the result of a safety related defect. During the investigation a complex failure was studied that can result in non-deployment of subject vehicle air bags and other restraint system devices in severe crash events. The subject vehicles may be equipped with an airbag control unit (ACU) for the supplemental restraint system (SRS) Electronic Control Unit (ECU) manufactured by ZF-TRW. The ECU receives signals from crash sensors mounted in the vehicle and deploys the vehicle air bags and seat belt pretensioners in accordance with manufacturer design specifications. The ECU in the subject vehicles contains a model DS84 application-specific integrated circuit (ASIC) which controls the communication of the crash sensor signal, firing commands (i.e., when to deploy the airbag(s) and/or pretensioners), and fault information (e.g., diagnostic trouble codes). In September 2016, FCA announced recall 16V-668 for certain model year (MY) 2010 to 2014 Chrysler, Dodge and Jeep products manufactured with the subject ZF-TRW ACU. In this recall, FCA discussed an EOS condition that resulted in a failure of the subject DS84 ASIC, which caused air bag non-deployment. FCA noted that the defect condition had only been observed in vehicles equipped with sensor harnessing routed across the front of the vehicle. Other FCA vehicles that also used the subject ACU, but were not equipped with cross-car harnessing, had not experienced EOS failures, despite similar time in service. During the course of this investigation, ODI sent two separate Information Request (IR) letters to six vehicle manufactures (including FCA, Hyundai, Honda, Kia, Mitsubishi, and Toyota) and one IR letter to ZF-TRW. These IR letters resulted in ODI receiving comprehensive data from these manufacturers and suppliers. Studies of this data found that the DS84 ASIC does not have sufficient protection against negative electrical transients or electrical overstress (“EOS”) that can be generated in certain severe crashes. An electrical transient occurs when the electrical power supplied to a circuit changes momentarily over a short duration of time. In these severe crash cases, the crash sensors and other powered wiring can be damaged and short circuited so as to create a negative electrical transient of sufficient intensity and duration (that are outside the vehicle manufacturer's specification) to damage the ASIC before the restraint device deployment signal is received by the SRS ECU. This damaged signal can lead to incomplete or nondeployment of the air bags and/or pretensioners. Airbag non-deployment and/or lack of pretensioner operation can increase the risk or severity of injury in a crash.A total of 8 fatalities and 14 injuries were associated with known EOS events. The common element in all investigated manufacturers vehicles is the SRS ECU containing a DS84 ASIC manufactured by ZF-TRW. The risk associated with the ASIC is equally shared among all OEMS involved in the investigation. The actual real-world risk can be mitigated by other factors which were assessed by ODI during this investigation. The first mitigating factor involves protections built into the ACU design which protect the DS84 ASIC from damage. There are multiple strategies and levels of protection employed by different OEMs that provide effective EOS mitigation. The two most common strategies at the ACU level are circuit protection diodes on the remote senor signal lines, and current limiting resistors that protect critical components. The second mitigating factor is found at the vehicle level and involves the location and routing of the wires leading from the crash sensors to the SRS ECU. If the wires are well protected in a crash and are not routed with other power wires carrying large currents, the risk for an EOS event is significantly reduced or eliminated. These design specific factors combine to produce a spectrum of risk for the vehicles equipped with ACUs using the DS84 ASIC. Given the many of years of field exposure, it is possible to divide the subject population into two groups; vehicles which have experienced EOS events, and vehicles which have not experienced EOS field events. Four of the six OEMs involved in this investigation have experienced EOS field events on at least one of their models equipped with a DS84 ASIC. All vehicle models (including the Toyota models identified in the Failure Report Summary of the opening resume for this investigation) with field events have been recalled. In an abundance of caution, ODI kept this investigation open five years to monitor field performance and did not identify any field events on vehicles not included in existing safety recalls. Given the spectrum of risk identified in this investigation and that all vehicles with a demonstrated unreasonable risk have been recalled, ODI is closing this investigation. ODI is closing this investigation with the following manufacturer safety recalls: 16V-668, 18E-043, 18V-137, 18V-363, and 20V-024. With the recall actions taken by the subject vehicle and equipment manufacturers, this investigation is closed. The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exists on other model or model year vehicles outside of the recall scopes. The agency reserves the right to take further action if warranted by the circumstances.