Honda Civic 2014 EX-L Navigator

Honda Civic 2014 EX-L Navigator

For many years, the Civic has offered one of many best compact-car picks for the people who desire to keep their ownership expenses low and plan to keep their cars a number of years. The Civic can be one of the roomiest small sedans, with also better ride comfort and interior refinement this present year. Top models can still be appointed with the works–including a navigation system and complete fabric upholstery–making the Civic feel more like a concise luxury sedan than an affordable commuter.

According to Associate Editor of Autoweek GRAHAM KOZAK as he experiences driving the newest Honda Civic EX-L he say’s Maybe it’s just me, but personally i think like anybody who goes from their solution to buy a coupe version of a car better known as a sedan — such as this 2014 Honda Civic EX-L, for example — is expecting something fun, sporty as well as perhaps just a little frivolous. You need to get something in exchange for abysmal legroom and general inconvenience for any back seat passengers, right?

So it is disappointing that the Civic could only muster the adequate performance we have come to respect from sensible compacts. Much like the Toyota Corolla, this is more about the automobile not meeting my expectations than it is about the car perhaps not fulfilling the objectives of its target demographic — namely, people who care more about forgettable reliability than they do automotive character.

With the CVT, performance is adequate (a word I can’t appear to escape right here); there’s little to write house about, but there isn’t any such thing to complain about, either. Naturally, you can just get the manual gearbox because of the most basic trim level, where you don’t even have the option of adding navigation. Steering feel was lacking, nevertheless the car did not wish to wander all around the road. In these respects, it is rather Corolla-like; a quick glance at the vital stats reveals that fat, output and fuel economy are pretty much comparable as well.

Where this Civic sets itself apart is styling. In coupe form, the Civic is attractive — a little bit racy, also, hence the earlier in the day remarks. In, the swoopy dash is most likely exactly what gets the most attention. It is packed with multicolored lights and it’s funky-looking, just like the control system of a shuttlecraft or one thing (if shuttlecraft have steering tires).

But it really works. When you’re sitting into the driver’s seat, everything is visible without ever actually having to move your eyes lots of degrees from the road. It isn’t quite a heads-up display, but it’s the next most sensible thing. So i am prepared to offer Honda credit for this design feature, also though the others of the interior is, once again, adequate.

If you wish to stick to the two-door configuration and remain through this segment, you’re limited — you have access to a Kia Forte Koup or a Hyundai Genesis Coupe or, in the event that you do not prepare on having adults into the back seats ever, a Subaru BRZ or Scion FR-S. Since you’re basically resigning you to ultimately roughly 30 inches of rear legroom, or less, by chopping the two doors, I’m not sure why a practical non-enthusiast would opt because of this particular body style in the 1st place. And we’m not sure why an enthusiast would choose a CVT-equipped Civic coupe over, say, the BRZ.

I’m eager to test the updated Civic Si coupe. Here, however, the inconvenience that comes with losing two doors is truly worth it from an appearance perspective, let alone a performance perspective. Perhaps that is why many automakers have simply dropped two-door choices from their volume-seller lineups.

It’s strange, but in the past month or more I’ve had two different people ask me about the Honda Civic coupe, which I guess proves that there was some interest in smaller coupes. Clearly, sedan variations of the Civic make up the majority of the Civic’s sales numbers, but it does seem like Honda must move a good amount of two-doors, too. Whenever the latest generation Accord launched a year and half ago, Honda spokesman made it a place to talk about their continued commitment to the coupe version of this Accord. They stated coupes represented the sportier side associated with model range and these people weren’t going to abandon the segment like many of its competitors have. I’m guessing it’s exactly the same aided by the Civic coupe, but to an even bigger extend with a lower price point to appeal to a younger demographic compared to Accord that don’t mind giving up some function in the title of form.

And i need to admit, this Honda Civic EX-L Navi coupe does look sporty. For 2014, the Civic coupe got some exterior updates including a more aggressive-looking grille, redone hood, bumpers, front fenders, side mirrors, headlight housings and taillight lenses. From the front three-quarters see, it can remind me personally a terrible lot of the Kia Forte Koup, though.

The interior is leaps and bounds better than the hard plastic disaster this generation Civic debuted with for the 2012 model year. The plastic materials are much better looking, with storage compartments which have rubber bottoms so stuff like cell phones and MP3 players will not slide around and work out a number of noise during the drive. Soft-touch material is available on a lot of the door panel surfaces and front part of the main dash, with decent-looking accent stitching. It’s just a far greater trimmed room now, which is a very welcome site.

I am not a fan of this center touchscreen that handles the infotainment functions. It’s not that it is complicated to utilize, but it’s not so attentive to inputs. It takes good, forceful press to regulate the quantity. Fortunately, there are steering wheel-mounted audio settings, but there are several things that needs to be adjusted with an old-fashion rotary knob, and volume is certainly one of them, as is radio tuning.
In drivetrain news, should you choosen’t get your Civic coupe with three-pedals, it means you’ll have a continuously adjustable transmission. The CVT replaces a five-speed torque converter automatic gearbox for 2014. There is certainly additionally an ever-so-slight bump in energy to the 1.8-liter four-cylinder that now produces 143 hp (up from 140) and 129 lb-ft of torque (up from 128). What has me scratching my head is that the EPA fuel economy ratings didn’t improve a whole lot. In reality, the highway rating dropped. The 2013 Civic coupe with the automatic had fuel economy ratings of 28 mpg in the city and 39 mpg highway. For 2014, the CVT-equipped model gets 29 mpg city and 38 highway. So it’s up by 1 mpg in the city and straight down by 1 mpg on the highway period.

That isn’t a large enhancement in efficiency with the “upgrade” to the CVT, which is element of Honda’s Earth Dreams portfolio of greener equipment. To be fair, the motor is carryover and isn’t an Earth Dreams model with direct injection. There is also a weight gain between the 2013 and 2014 model year aided by the new model weighing in 48 pounds heavier than last year’s car when you compare coupe models with navigation. Some of that weight could have come with added equipment or the brand new body pieces.

I think you can tell that I’m not exactly thrilled because of the CVT within the Civic, but that’s the enthusiast in me chatting who doesn’t such as the whine at wide-open-throttle. However, the majority of motorists probably will not even notice the alteration in gearboxes. If you’re simply light-footing it around town, it is fine and the CVT will change ratios type of like a gear change. Nonetheless, if you need getting going in a brisk way it does get buzzy. I actually don’t think there is any way around that whenever you’ve got a CVT mated to a lower-power motor. Energy is made up higher in the rev range — that is where the gearbox goes to help keep the engine turning when you are trying to select up rate quick. I am going to state, when CVTs are paired with an increase of powerful four-cylinders (like in the Accord) or V6s, they aren’t half bad nowadays.
Aside from the altered drivetrain behavior, the Civic coupe continues to be the familiar handling vehicle. It feels light on its foot with quick and communicative steering that has a smidge of fat tuned involved with it. The suspension system keeps things tidy around corners with a decent hold on the 17-inch Michelin Pilot HX MXM4 all-season tires. Of course, if you decide to have a little fun and push the little Civic, the front end will wash out however the management limits of the coupe are far more than sufficient for normal driving. If you want more grip, you probably will ignore the bottom model Civic anyway and go straight to the Civic Si. There is a well-damped ride quality that softens most impacts from bumps and potholes and brake system are grabby to confidently slow things down.

As Graham talked about, there aren’t many coupes in this class for the Civic to compete with. The Hyundai Genesis coupe and Subaru BRZ/Scion FR-S he mentions are rear-wheel drive, but the Kia Forte Koup is a closer comparison. The issue utilizing the Kia is it’s a torsion beam rear suspension that is just a little jumpy compared to the Honda’s multilink setup out back. The Forte is a better-looking car and packs a reasonable bit more power from the base 2.0-liter direct-injected four-cylinder with 173 hp and 154 lb-ft of torque with a traditional six-speed automatic transmission option when you don’t buy the manual, Autoweek Road Test Editor JONATHAN WONG Remarked.

2014 Honda Civic EX-L Navi coupe
Base Price: $24,830
As-Tested Price: $24,830
Drivetrain: 1.8-liter I4; FWD, continuously variable transmission
Output: 143 hp @ 6,500 rpm, 129 lb-ft @ 4,300 rpm
Curb Weight: 2,916 lb
Fuel Economy (EPA City/Highway/Combined): 29/38/33 mpg
AW Observed Fuel Economy: 27.2 mpg
Options: None


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