When the 2012 Honda Civic emerged as a new, less-expensive, de-contented model, the critics were unequivocal in their denigration.
“This isn’t a proper Civic!” they cried and scurried to their keyboards to ladle out the vitriol.
The public was aghast and recoiled in horror. Like ripples in a pond, the effects of the criticisms quickly spread, and soon the Honda Civic was still the bestselling car in Canada, by a landslide, for like the sixteenth year in a row.
Wait. What?
Yep, even if the Emperor does occasionally doff his undergarments, Canadians still can’t get enough of the efficient Honda Civic. We’ve been smitten since the days of the CVCC, and the love affair continues even when the big H makes a gaffe.
Honda, to their credit, responded to the finger-pointing with admirable rapidity and now brings out a face lifted and updated version of their perennial bestseller. Here, in the coupe, the Honda fan can find a marriage of a bit of personal style with that same sensible efficiency and durability. But has Honda done enough here to make sure they aren’t just resting on their laurels?
Design:
Redesigned sheet metal might not seem like a big deal to you or me, but when we’re talking about a volume-selling car with thousands made around the globe, a dollar or two per car soon skyrockets into the millions. Happily, that’s apparently a cost Honda is willing to pay.
The new 2014 Civic coupe gets an entirely new front end and a reworked rear treatment. It now looks even more differentiated from the sedan, and why else would you be buying the less-practical two-door except for stylistic reasons?
Where the old one had more than a passing resemblance to a four-wheeled Dustbuster, the new Coupe looks more like a scaled-down version of the Accord Coupe. Sixteen-inch alloys are standard on this EX mid-range model, and while there’s a lot of faux grille up front, the overall effect is a more aggressive little car. It’s sleek, and just a little bit interesting.
Environment:
Inside, the Civic Coupe’s compromises might outweigh the style benefits for the practically-minded consumer. That cut-down roof certainly shrinks the headroom, and the rear seats are for emergency use only.
Still, the trunk remains a useable size, and the cabin space for the front passengers is really quite reasonable. The forward view is just as good as the sedan, although the same cannot be said for the shrunken rear window, which restricts visibility to pillbox levels.
Like all Civics, the Coupe continues its split-level instrumentation, which some love and some hate. Benefits include a high-mounted speedo-meter that removes the need for a heads-up display, and two colour-changing strips that provide instant feedback on the gas-sipping grade of your driving style.
The bigger news here is the sheer level of available technology at a mid-range level. All Civic Coupes have things like heated seats, Bluetooth and streaming audio, but the volume-selling mid-range model comes with stuff like a power moonroof, leather-wrapped steering wheel, USB input, and Honda’s HondaLink system for infotainment.
Then there’s stuff like the LaneWatch blind spot display. Debuting in the Accord sedan, this camera-based system shows a high-resolution view of the right side of the car every time the right indicator is put on, helping to show cyclists or other obstacles lurking in your blind spot. It’s not a substitute for vigilant shoulder-checking or properly setting your mirrors, but it is a handy assist.
Beyond that, the trunk is usefully-sized, though not as gargantuan as that of the Scion tC’s hatchback, and the rear seats fold with a 60/40 split. The cloth seat covering is grippy and durable and, similar to that found in the Civic Si, it’s very comfortable after hours of highway travel.
Performance:
A new exhaust system gives the Civic Coupe a very mild performance bump. The 1.8L VTEC-equipped four-cylinder engine now makes 143hp, and it makes it fairly high up the rev range.
The major powertrain change is the addition of a CVT as the option for the automatic transmission. Honda claims that their CVT actually improves both acceleration as well as fuel economy, but often these belt-driven transmissions can sap the last vestiges of fun out of any car.
Not here though. It you’d prefer to shift your own gears, the Civic Coupe comes equipped with paddle-shifters mounted to the steering wheel and an optional S-mode for the automatic transmission. It’s no replacement for the manual transmission, which is only available as a 5-speed on base and EX models, but it does provide a little more control over proceedings.
Besides that, this is a willing little car that’s a bit let down by its overly light steering. Improvements to the chassis include a new firmed-up rear stabilizer bar, and the CVT does its best to keep the engine in its modest 143hp powerband.
It’s actually quite good, though not quite as much of a driver’s car as all Hondas seemed to be in the heyday of the early 1990s. Having said that, the Civic is easily capable of effortless high-speed highway travel and the light steering removes most elements of fatigue from racking up the miles.
If you want zippy performance, you’re pretty much going to have to skip right up to the Si model, but the standard Civic Coupe does manage to do a good job of re-introducing some of the zip and verve that was missing from the 2012 models.
Features:
As mentioned, the Civic Coupe includes heated seats, Bluetooth and front USB and auxiliary inputs. Move up to the EX and you get a power moonroof and the HondaLink connectivity which can use your iPhone to provide navigation functions.
It’s all handled through a great-looking touchscreen, though I did find myself wishing for a volume knob. The LaneWatch blind-spot system is nicely high-resolution and points the way for great camera coverage in compact cars.
Fuel economy is better than ever, thanks to the CVT, with official ratings at 6.9L/100kms city and 5.1L/100kms on the highway. More realistically, highway mileage hovers in the high fives at best.
Green Light:
Improved styling; nippier handling; excellent on-board tech.
Stop Sign:
Low headroom; over boosted steering.
The Checkered Flag:
A two-door Canadian favourite, now improved.
