Luxury is a word that definitely applies within, even in the basic 2.2CL.
We're not big woodgrain fans, but the CL's burled walnut is tasteful,
enhancing a dashboard that is typical of all Honda products--straightforward
and handsomely functional.
Typically Honda also applies to the extensive glass area of the CL's
greenhouse, which affords excellent driver sightlines all around.
Unlike smaller sport coupes such as the Ford Probe and Mitsubishi Eclipse,
the CL's back seat is useable, but this is one area where the Chrysler
Sebring takes the prize.
Consistent with its luxury theme, the CL's front seats are a little
roomier and offer a little less lateral support than the boy racer buckets
in a BMW.
But they're long on comfort, with a wide range of power adjustability
and plenty of legroom. The seat heaters in our test car were welcome, too,
during the January doldrums.
Nifty touches: The driver's seat automatically eases forward to make
rear seat access easier, and a small trapdoor next to the digital quartz
clock shelters easy-to-use reset controls.
Small demerits: Undersize audio controls, spoke-mounted horn buttons
(instead of a center switch) and a relatively tight rear seat area.
Fit and finish were flawless, and interior noise levels were hushed.
There are lots of goodies baked into this purchase price--power everything,
excellent sound with an in-dash CD player, a power moonroof and plenty
of storage for small items. For the extra $1500, the Premium edition adds
leather to seats and door panels, plus the seat heaters.
So what you really have here is a superb luxury coupe executed on a
relatively small scale for what looks to us like a terrific price.
As noted, the 3.0CL was conceived to deliver luxury rather than all-out
performance. But this doesn't mean the it can't haul the old mail.
It's powered by an all-new 3.0-liter single-overhead-cam aluminum V6
that generates 200 horsepower and plenty of go, even though this top-of-the-line
model weighs in at a rather hefty 3219 pounds.
With four valves per cylinder and Honda's versatile VTEC variable camshaft
timing system, the new V6--manufactured, like the rest of the car at Honda's
ultra-modern facilities near Marysville, Ohio--is wonderfully smooth and
quiet across its entire operating range.
Mated to a smooth four-speed automatic with Grade Logic computer controls,
to limit up-and-down hunting on hills, the 3.0 delivers luxury motoring
with more than enough punch to keep boredom at bay.
Like the powertrain, the CL's excellent chassis and suspension are tuned
for long haul comfort.
There's enough starch in the springs and shocks to keep body roll within
the realm of sporty acceptability, and the crisp rack-and-pinion power
steering lends gratifying accuracy to quick changes in direction.
A little more rubber on the handsome 16-inch aluminum alloy wheels would
probably knock a few tenths off the CL's slalom time--Honda has always
been conservative with its tire specs--but in general this coupe has a
surprisingly high fun-to-drive index for a car conceived to appeal to luxury
buyers.