A Honda Civic catalytic converter scraps for roughly $40 to $321 per unit as of September 9, 2026, with the average OEM 8th-through-11th-generation unit landing in the $90–$225 band. Civics grade as Foreign Small, Foreign Large or Foreign XL depending on generation and trim, and the gap between those tiers is wide — a base 1.5L LX unit and a Type R unit are not the same converter, even three model years apart. The Civic Hybrid, built on a different emissions strategy entirely, is the one variant that can beat every gasoline Civic on this list.
| Grade / Item | Low | High | Unit |
|---|---|---|---|
| OEM typical | $150 | $250 | USD/unit |
| Overall range | $75 | $350 | USD/unit |
| Manifold pre-cat | $25 | $100 | USD/unit |
| Aftermarket | $5 | $50 | USD/unit |
| Country | Typical Range | Per Tonne | Cur. |
|---|---|---|---|
| United States | $50 – $450 /unit (typical OEM) | — | USD |
| Canada | C$65 – C$600 /unit | — | CAD |
| United Kingdom | £40 – £350 /unit | — | GBP |
| Germany / EU | €45 – €400 /unit | — | EUR |
| Australia | A$75 – A$650 /unit | — | AUD |
| India | ₹4,000 – ₹35,000 /unit | — | INR |
| UAE / Dubai | 180 – 1,600 AED /unit | — | AED |
Rates for every other converter are collected in the complete scrap metal price index.
Civic scrap value by generation and trim
| Generation | Model years | Engine | Grading class | Typical range |
|---|---|---|---|---|
| 6th gen (EK/EJ) | 1996–2000 | 1.6L D-series/B-series | Foreign Small | $40–$120 |
| 7th gen (EM/ES) | 2001–2005 | 1.7L D17 | Foreign Small | $40–$140 |
| 8th gen (FA/FG) | 2006–2011 | 1.8L R18 | Foreign Small/Large | $60–$180 |
| 9th gen (FB) | 2012–2015 | 1.8L R18 | Foreign Small/Large | $50–$175 |
| 10th gen (FC/FK) | 2016–2021 | 2.0L or 1.5L turbo | Foreign Large | $90–$225 |
| 11th gen (FE/FL) | 2022–present | 2.0L or 1.5L turbo | Foreign Large | $90–$225 |
| Si (any generation) | varies | 2.0L/2.4L high-output | Foreign Large/XL | $120–$280 |
| Type R (FK8/FL5) | 2017–present | 2.0L VTEC Turbo | Foreign XL | $150–$321 |
| Aftermarket replacement | any | any | Aftermarket | $10–$40 |
The pattern is simple once you see it: bigger engine, more exhaust volume, more catalyst surface area needed, more precious metal loaded at the factory. A base LX with the smallest four-cylinder is never going to out-price a Type R, no matter how clean the shell looks.
The Civic Hybrid is the outlier — and most sellers don’t know it
Honda sold a Civic Hybrid (IMA system) from 2003 through 2015, and the same physics that make a Toyota Prius converter unusually valuable apply here almost as strongly. A hybrid engine shuts off at idle and under light cruising, so its converter spends far less time at peak exhaust temperature than the same-generation gasoline Civic’s unit. Thermal aging is what sinters the washcoat and shrinks the active catalyst surface over 150,000–200,000 miles — a hybrid converter that has logged fewer hot-running hours per mile driven tends to test with more of its original platinum, palladium and rhodium still recoverable.
In practice this means a 2006–2011 Civic Hybrid unit can out-price a same-year gasoline 8th-gen Civic converter, sometimes by a wide margin, purely on assay results rather than badge or displacement. If you’re scrapping a Civic Hybrid, do not let a buyer bucket it with the standard 1.8L gasoline unit — ask for it to be assayed separately. We cover the mechanics of this hybrid-converter premium in more depth in our Toyota Prius converter guide, where the effect is documented most clearly.
Identifying your Civic’s converter
- Find the stamp: Honda and its supplier Denso stamp a numeric or alphanumeric code into the shell, usually near a weld seam or on the flat top of the can. Codes are often 3–5 characters and don’t follow one universal format across generations.
- Clean it first: Road grime and surface rust hide most Civic stamps completely. A wire brush or steel wool pass takes seconds and can be the difference between a graded quote and a bucket price.
- Photograph both the code and the whole unit so a buyer can confirm shape, size and substrate type from the image alone.
- Check for a second unit. Later turbocharged Civics (1.5L turbo, Si, Type R) can run a pre-cat close to the turbo outlet in addition to the main underfloor converter — don’t leave one bolted to a car headed to the crusher.
OEM versus aftermarket
An aftermarket Civic converter is easy to spot: it looks newer than the rest of the exhaust, usually carries a CARB or EPA compliance number rather than a Honda/Denso part code, and pays a fraction of a factory unit — typically $10 to $40 against $90 to $280 for genuine OEM. High-mileage Civics that have had emissions work done are common candidates for a swapped-in aftermarket unit, so check the stamp before assuming factory pricing.
Current PGM market backing these prices
| Metal | Spot, September 9, 2026 | 12-month trend |
|---|---|---|
| Platinum | ≈$1,817/oz | up sharply year over year |
| Palladium | ≈$1,405/oz | up moderately |
| Rhodium | ≈$9,475/oz | up strongly |
Rhodium is the metal that moves Civic prices the most in percentage terms, since even a small quantity swings the total assay value. Get a fresh quote before selling — PGM spot prices can move meaningfully week to week.
Getting the best price
- Never sell by badge alone. “It’s a Civic” tells a buyer almost nothing next to the stamped code and generation.
- Separate the Hybrid from gasoline pricing if that’s what you’re holding — see above.
- Get two or three quotes. The spread between Foreign Small and Foreign Large grading alone is often $100 or more.
- Keep the core intact. A cut-open or rattling unit drops a full grade regardless of what generation it came from.
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- Scrap metal price index — all 25 materials and part types