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. Next Page