Regardless of model, there's nothing fancy about a Civic interior. It
is well-designed, roomy and comfortable, with materials selected more for
durability. This perception of solidity is reinforced by monochromatic
color schemes (your choice of beige, gray or black).
Instruments and controls are simple in layout and function. A base Civic
has but three instruments--speedometer, fuel gauge and coolant temperature.
Uplevel models add a tachometer. Switches are easy to reach (these are
compact cars!) and carry clear markings. Honda has added a bit of color
to the previously black-on-white instrument faces, a small but attractive
update.
If the Civic cabins are a bit plain, they make up for that by providing
enough room for four adult occupants (or two grownups and three children)
and nearly 12 cubic feet of trunk space.
Another commonality of the Civic lineup--in fact, of Hondas in general--is
lots of glass area, affording very good driver sightlines.
From the days of the first Honda microcars, one of the company's major
claims to fame has been mechanical sophistication. In this regard, as in
so many others, the Civic will not disappoint.
Getting small powerplants to do the work of larger ones is a Honda trademark.
Any one of the three Civic engine choices combines sprightly performance
and exceptional smoothness with outstanding economy. All Civic engines
use a 4-valve design for maximum efficiency; the EX and HX coupe units
add a variable valve timing system (called VTEC by Honda) that makes them
extraordinarily responsive at any speed.
Combined with the standard 5-speed manual transmission--one of the easiest-shifting
gearboxes around--the Civic engines cater to people who like to drive.
When mated to the optional 4-speed automatic, which uses electronic controls
to minimize unnecessary shifting on hills, they deliver effortless operation.
Good as they are, though, neither of the conventional transmissions
is as impressive as the HX coupe's CVT. Controlled by what looks like an
automatic's shift lever--complete with three forward ranges, though only
Drive is really necessary for most use--the belt-drive transmission is
a fascinating device. Pull away from a stop and the engine rpm rises faster
than the car accelerates. In less time than you might expect, engine and
car speed synchronize, without the usual pauses for gear-changing. It is
uncannily smooth, and more responsive than a normal automatic. It's also
more fuel efficient.
The CVT does take a little acclimation before comfort sets in. One tester
initially likened it to driving a manual-transmission car with a slipping
clutch. This is most noticeable during hard acceleration: The engine spins
right up to its maximum speed and stays there until the driver lifts off
or the desired vehicle speed is reached.
Throttle lift-off will likely occur first, as the CVT Civic has a maximum
speed well in excess of 100 mph. Used more prudently, the CVT is efficient
enough to return real-world fuel economy in the high-30 mpg range.
There's nothing lacking in the remainder of the Civic's mechanical hardware,
either. The four-wheel double-wishbone suspension is more expensive than
conventional struts, but pays off with a blend of ride and handling qualities
seldom found in low-dollar cars. Steering ease and precision brake performance
are other Civic strengths, though limiting the availability of antilock
braking to only uplevel models is an unfortunate move on Honda's part,
in our view.