Coupe Review Thread

Car and Driver said:

According to Honda research, buyers who prefer coupes to sedans are primarily seduced by styling and image, feeling that the absence of that second set of doors suggests that both car and driver possess a sporty persona. That’s not always the case, but the dynamic character of the new Civic coupe vindicates the sporty part of the proposition.

The coupe’s sheetmetal is even edgier than the sedan’s, a welcome departure from the caution that has marked so many Honda designs—with tidier dimensions, more sculpting, and wheels that fill their wheel wells right to the edge of the fenders.

The coupe shares the sedan’s 106.3-inch wheelbase, a sizable 3.1-inch stretch versus the previous generation. But at 176.9 inches, the new coupe is an inch shorter than its predecessor, 1.8 inches wider at 70.8 inches, and a smidge (0.1 inch) lower at 54.9 inches. It also has much wider tracks: 60.9 inches front and 61.5 rear. Although overall length has shrunk, the overhangs have diminished even more, and compared to the new sedan, the coupe is 5.4 inches shorter—all of that chopped out of the rear overhang—and almost an inch lower. The net is a coupe that looks compact in the athletic sense—squat, taut, and ready to rock.

Power-to-Weight
Smaller dimensions and extensive use of high-strength and ultra-high-strength steel in the body shell ought to add up to reduced mass, but the official specifications are a little murky on this score. Honda’s listed curb weights for the old coupe range from 2754 to 2916 pounds. Depending on trim level, the 2016 coupes will weigh between 2735 and 2896 pounds, according to Honda.

Nevertheless, the new coupe should have a performance edge over the previous generation, thanks to its new engines—a naturally aspirated 158-hp 2.0-liter four (in LX and LX-P models) and a 174-hp 1.5-liter turbo four (EX-T, EX-L, and Touring). In our test of a new sedan equipped with the 1.5-liter turbo and continuously variable transmission (CVT), we logged a 6.8-second 0-to-60-mph sprint. That’s just 0.3 second behind the last Civic Si we tested, and Honda insiders say in development testing the coupe has been a little quicker than the current Si. This leads us to wonder how much power the new Si will bring to the game when it makes its appearance, as well as what its body style will be—coupe? sedan? hatchback? all three?—but Honda isn’t talking about that yet.

Our initial experience with the new coupe was confined to turbo-powered versions with Honda’s torque-converter-enhanced CVT, and the impressions were much the same as those logged in our sedan test. Stomp on the throttle and once the turbo spools up, the Civic’s front tires emit a healthy chirp and forward momentum builds in a hurry. The spool-up is quick with the transmission in D, but for even quicker results, slip the lever into S. At wide-open throttle the CVT delivers simulated upshifts, and displays little of the slipping-clutch sensations that often accompany transmissions of this type. Paddle shifters aren’t part of the deal, however, and the driver is still aware that it’s a CVT.

Somewhere East of Julian
Is the coupe any quicker than a similarly equipped sedan? We’ll need a test track to nail that down. But we don’t need a test track to identify an area of performance where the coupe holds an edge over its four-door cousin—as well as its rivals. That would be on the mountain roads near Julian, California, east of San Diego, where the coupe impressed. While the sedan’s unibody gets high marks for its robust structure, the coupe takes chassis rigidity a step further, with selective stiffening around the front and rear suspension pickup points.

Suspension elements—dampers and springs—are also stiffer, varying by trim level. The basic LX model, for example, gets firmer damping and increased front roll stiffness. The LX-P and EX-T have increased spring rates as well as more authority in the dampers; EX-T and higher trim levels get 17-inch wheels. The EX-L and Touring models get refinements of the foregoing, including hydraulic rear bushings for better road isolation and lighter wheels for reduced unsprung weight.

While the dynamic distinctions among the various trims are subtle and hard to quantify in short driving stints, the bottom line is a coupe that’s quick on its feet, responding promptly to steering inputs, with modest body motions and absolutely no drama. It’s easy to be precise with the steering, as well, thanks to an electrically assisted rack-and-pinion system that’s exceptionally quick (2.2 turns lock-to-lock), accurate, and tactile. The steering wheel further enhances the process with its just-right rim thickness and grippy feel.

Pushed hard, the coupe will do exactly that—push. It’s agile, but like most front-drive cars, sporty or not, the weight bias is decidedly forward, and it’s not very difficult to provoke noisy protest from the front tires in enthusiastic cornering. A more performance-oriented tire would probably raise the understeer threshold—all models are shod with all-season rubber—and also shorten braking distances. It’s easy to modulate pressure at the brake pedal, and fade is not an issue, but we don’t anticipate much improvement over the sedan’s 178-foot stopping distance from 70 mph in our test.

The new coupe posts solid marks on the comfort scorecard. Although the suspension tuning is distinctly firmer than the sedan’s, it’s also compliant enough to take the edge off sharp bumps and expansion joints. And Honda’s extensive efforts with sound insulation pay off here, just as in the sedan. The new Civics raise the bar for quiet operation among compacts.

Waiting for Manual
Honda insists Civics equipped with the 1.5-liter turbo engine also will get the six-speed manual-transmission option currently available with the 2.0-liter. We got a very brief experience with a manual-equipped turbo mule, a sedan in heavy camo, and found it to be typical of Honda shift-for-yourself gearboxes with short throws and crisp engagements. But the product planners get cagey about precisely when it will arrive; our best guess is late in this model year.

The new infotainment and safety features that made their debut with the sedan carry forward to the coupe. Of the latter, the lane-keep assist systems is particularly annoying—it’s a little random in picking up the edge and center lines, and a little too eager to intervene when it does see them.

Inside, the coupe sustains the high quality of materials established by the sedan, including first-rate bucket seats, as well as a rear seat actually habitable by adults. Although the new coupe is shorter than its predecessor, the stretched wheelbase allowed Honda to expand rear-seat legroom by 2.2 inches.

Like some other elements of the ongoing Civic saga, pricing remains an unknown—at least until the mid-March on-sale date. We have estimates, but that’s complicated by the revised trim levels—there are now five, culminating in the new Touring model. But this much is certain: The new Civic coupe makes the outgoing version as forgettable as last year’s curling tournament results. And the sportiness goes well beyond mere appearance.

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Automobile Magazine said:

SAN DIEGO, California -- The 2016 Honda Civic is a practical car for practical-minded people. It gets great fuel economy, has plenty of interior space, and is affordable to buy and own. (Hey, it’s a Honda after all.) But not all practical-minded people want to appear as such. That’s why Honda’s 10th-generation Civic boasts wilder styling than ever in an attempt to appeal to the more emotional (or irrational) factors that are so important when buying a car.
That’s still not enough for some of the more adventurous among us. Even a stylish four-door sedan is still a four-door sedan and brings with it family connotations that don’t jive with the hip, cool image that a sporty new car helps create. Enter the 2016 Honda Civic Coupe. This two-door Civic is nearly as rational as the Civic sedan on paper, but it looks a whole lot cooler. Sounds like a win-win, right?

And yet, this segment of front-wheel-drive coupes is practically dead, with nearly all other automakers abandoning small coupes in favor of more practical sedans, hatchbacks, and crossovers. In fact, the Civic Coupe is one of only three front-wheel-drive coupes still on sale today. The others are the Honda Accord Coupe and the Kia Forte Koup (we’re not counting the soon-dead Scion tC). So why has Honda stuck it out this long? Can the all-new 2016 Civic Coupe convince us that it still has a reason to exist?

Not your mom’s Civic
The 2016 Honda Civic Coupe certainly makes a strong bid for your emotional side with its bold design. Civic coupes have always been a bit more daring than their sedan counterparts, but this one takes things a step further with its rakish, fastback-like rear end and wraparound taillights. It looks nearly identical to the Civic concept that wowed us at the 2015 New York auto show, and the concept car’s bright hue known as Energy Green is part of the production Coupe’s color palette.

Despite the different sheetmetal, the Civic Coupe’s underpinnings mirror those of the sedan. Its footprint is the same as the four-door’s, though the coupe is 5.4 inches shorter in length and 0.8 inch shorter in height. Honda also says that the coupe’s springs and dampers are tuned to be a bit stiffer compared to the equivalent sedan trim levels (the Civic Coupe is available in LX, LX-P, EX-T, EX-L, and Touring trims).

Cool and collected
That being said, we couldn’t really notice any difference between the way the two-door and four-door Civics drive, and that’s not meant as a slight. We first got behind the wheel of a loaded Civic Coupe Touring, with a 1.5-liter turbo-four and a CVT, and we were just as impressed with its composed demeanor as when we first drove the new 2016 Civic sedan.

Remarkably quiet and composed, the Civic Touring’s suspension delivers a planted feel on the road and satisfying on-center weighting from the steering. The ride is firm but rarely harsh, and the sophisticated setup of front MacPherson struts and rear multilink control arms does a great job of keeping body motions in check. Even as we push the car harder on some twisty sections, the Civic grips faithfully and never really gets unsettled. In fact, the 2016 Civic Coupe’s solid construction and refined chassis performance remind us of a Volkswagen Golf GTI, not the high-revving, more raucous Hondas of the past that we’ve known and loved.

We have to admit, though, that something is missing as we hustle the CVT-equipped Civic Coupe through San Diego County. The turbo engine pulls hard out of corners, but there is nothing we can do to stop the four-cylinder from droning as the CVT keeps the engine rpm hovering between 3,500 and 5,000 rpm. You won’t find any shift paddles for manual shifting, only a Sport mode that keeps the engine churning near its power peak. The Civic Coupe is more than willing to hustle, but it’s not exactly eager like a good sport compact should be. It’s too refined and mature to incite our inner hooligan.

Honda stick shift, just like the old days
We find what we are looking for when we drive the base-model 2016 Civic Coupe, an LX with a six-speed manual transmission. (All other Civic Coupe trim levels are CVT-only.) The shift-it-yourself Civic two-door comes only with a naturally aspirated 2.0-liter four-cylinder (for now), an all-new engine with 158 hp and 138 lb-ft of torque. As soon as we smoothly slide the shift lever into first gear and engage the easy, light-effort clutch, we immediately feel at home. We rev out the 2.0-liter to its power peak of 6,500 rpm, and hear the same sort of stirring mechanical raspiness that we remember from past Civic Si models.

Sure, compared to the turbo motor, the naturally aspirated four-cylinder is a bit less refined and doesn’t provide nearly as much of a punch. And yet, we are much more connected and engaged with the Civic LX as we fling it into corners, wring out the engine to redline, and work the excellent gearbox to keep the car’s momentum going. The new 2016 Civic still has that fun-loving spirit of Hondas past; you just have to drive the right version to find it.

We also feel immediately comfortable with the 2016 Civic LX’s dashboard layout, as it eschews the large touchscreen and touch-capacitive controls found in more expensive trim levels for a simple and easy-to-use 5-inch LCD with conventional buttons and knobs. Picking the LX isn’t a penalty either, as you still get standard equipment like a backup camera, Bluetooth, a USB port, cast-aluminum wheels, and automatic climate control too. You miss out on Apple CarPlay and Android Auto capabilities offered on higher trims, but that’s about it.

The only real downside to the Civic LX is its wheel-and-tire package. With 16-inch wheels carrying 215/55R-16 tires compared to the turbo’s 17-inchers with 215/50R-17, the Civic LX’s taller 55-series sidewalls dull the steering a bit and offer less stick when you’re pushing it. But the chassis setup still takes a confident set in corners and offers a composed ride. Plus, a price that should start under $20,000 (full Civic Coupe pricing is not yet available) should give thrill-seeking Civic Coupe LX buyers plenty of money left over for upgraded rubber.

Can’t go wrong
That’s not to say that there’s anything wrong with the better-equipped, turbocharged Civic Coupe models, which still offer plenty of verve. With nicely dressed interiors, handsome styling, and solid, satisfying driving dynamics, there’s little to fault about any version of the 2016 Honda Civic Coupe--or any 10th-generation Civic, really.

But really, it’s the stick-shift 2016 Honda Civic LX that best embodies the spirit of the Civic Coupe. More striking to look at than any mainstream Honda in recent memory, it also happens to get 38 mpg on the highway and provides a decent amount of space in the trunk and rear seat. The real kicker is that it’s also fun to drive in that classic Honda way, lending credence to its bold looks with some genuine excitement from behind the wheel.

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