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 responsive.
Initially, the CVT's antics can be disconcerting. One tester likened the experience to driving a manual-transmission
car with a slipping clutch. When pulling away from a stop, the engine spins right up to high rpm and stays there
until the driver lifts off on the throttle or the desired vehicle speed is reached. Throttle lift-off will occur
first, as the CVT Civic has a maximum speed well in excess of 100 mph. In any case, the CVT is efficient enough to
have averaged 37 mpg during our test.
There's nothing lacking in the remainder of the Civic's mechanical hardware either. The 4-wheel double-wishbone
suspension is more expensive and complex than conventional struts, but pays off with ride and handling qualities
seldom found in low-dollar cars. On a three-day excursion through California, we put the HX through its paces on
everything from wide-open freeways to narrow mountain roads, and found it well-suited to any conditions. It was
comfortable at cruising speeds, nimble and fun when urged through corners. Especially noteworthy is the Civic's
power steering. Unlike some systems, the Civic's steering does not isolate the driver from the road. At the same
time, it offers plenty of power assist to keep 50 miles of twists and turns from being a chore and it's stable on
long straight stretches.
Most of us are forced to spend part of our lives in congested city driving. The Civic shines in these
conditions. All Civics are compact, with the largest sedan being just over 14 feet long. Add superb visibility
and its easy steering, and the result is a car that is ideal for taking advantage of small openings in traffic
and "compact only" parking slots. Next Page