The Civic coupe gets the choice of an all-new lightweight, smooth-shifting five-speed manual or direct control five-speed automatic, the latter an ultra compact configuration that allows for an even smaller powertrain
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| The Civic coupe gets the choice of an all-new lightweight, smooth-shifting five-speed manual or direct control five-speed automatic. (Photo: Honda Canada) |
package than last year's Civic coupe, as well as such benefits as Grade Logic Control and improved electronic mapping so that the drivetrain doesn't keep hunting around for the ideal cog while tackling steep, uphill grades. It will also find the correct gear when coasting down the other side of the mountain.
The coupe feels a little sportier than the sedan when attacking corners, and remains unflappably stable during high-speed sweeping bends. During my drive through Chicago, and surround area, as part of Honda's full-Civic-line introduction, this became immediately apparent. While Illinois' road surfaces are far cry better than those within Quebec, where many such model launches occur, I nevertheless experienced some horrific bumps and potholes, a few even that tossed the little coupe into the air before coming close to grounding out the suspension. While such activity was hardly my intention, some ill-placed signage surprised me and my
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| While it handles curves with the best in this class, it delivers an exceptionally comfortable ride. (Photo: Trevor Hofmann, Canadian Auto Press) |
co-driver, but the little car handled it all with ease. Hardly ruffling its composure, we just kept on motoring, only slightly concerned the rims might have been bent. A quick scan proved no such worries were necessary, and off we were to enjoy the rest of our drive.
That scenario underscores one of the Civic coupe's main drawing cards. While it handles curves with the best in this class, it delivers an exceptionally comfortable ride that is fully capable of soaking up the perverse pavement patching, or lack thereof, of a hapless roadwork crew. Some Civic tuners, who firm up their suspension systems to a point of complete teeth-chattering rigidity before swapping the standard 16-inch rims for 18s wrapped in low-profile performance shoes, might want to take some notes from Honda's highly skilled chassis engineers. Going the rigid route is OK if the majority of your driving is done on the ultra-smooth surfaces of a top-tier racetrack, but I'll take a stock Civic any day of the week for high-speed switchbacks on normal (i.e. rough) road surfaces. The Civic coupe's fully-independent is much nimbler than the outgoing car's, and again, doesn't punish its occupants on its quest for performance.
