The Sport builds on the base LX model, swapping in new shocks, rear lower control arms, and a 0.5-mm thicker front stabilizer bar. The Civic's chassis, praised as first-class in the Si and Type R trims, doesn't skimp on competence even in a coach-class trim.
Nevertheless, with 2,838 pounds to swing around, maintaining momentum is essential to having fun on a twisty road. This Civic feels faster to 60 mph than it actually is.
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The exhaust note allows a hint of bass into the cabin, incentivizing the driver to extract every thrilling iota from the engine. Short-ish gearing, especially first, rewards urgent use of the throttle, spinning the tachometer past the 3,500-rpm mark where the engine digs deep – a classic, wring-it-out Honda experience. The 2.0-liter, naturally-aspirated engine's 138 pound-feet of torque don't show until 4,200 rpm, 158 horsepower arrives at 6,500 rpm, just 200 rpm below redline. The controls are entry-level light, the shifter's long throw a touch notchy, and the clutch bites suddenly about a third of the way into its deep travel. Best of all, our $21,150 tester didn't come with any options, and not once did we lament the lack of some expensive extra. And the ACC works even after shifting gears. The stock, eight-speaker stereo punches out surprisingly good sound with plenty of bass. There's plenty of room for four adults inside. Neat touches include the Velcro-backedįloor mats that don't need aerospace tolerances to fit properly. On the daily commute or weekend errand, the sedan typifies the economical decorum and respectable acceleration expected from a nameplate selling more than 300,000 units per year in the U.S. Because the safety package's pros far outweigh its cons, and since the Civic costs less than half the price of the Passport Elite, we take no offense. Passport, the Civic uses the previous-generation Honda Sensing, doubtless the cause for most foibles. The "BRAKE!" icon strobes in the digital screen disconcertingly often, and often with little cause. The lane keeping assist system is so eager to find a line that on wide roads without markings, it'll veer side-to-side seeking a painted edge. The standard Honda Sensing safety suite makes a welcome addition, albeit with the same rough edges we encountered in ourĢ019 Honda Passport Elite review. Honda added more sound deadening to every Civic to quell cabin noise, but our tester still fussed it up on certain road surfaces.
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Inside, the instrument binnacle glows with red lighting, the pedals are made of aluminum, it has a leather-wrapped steering wheel, and it features the nicer infotainment system with a 7-inch screen (and Apple CarPlay and Android Auto integration). And unlike those other variants, the Sport sedan slots a trapezoidal exhaust finisher into a four-fin, diffuser-like insert. The Sport trim goes without the chrome accents around the front fog lights found on the other four trims - LX, EX, EX-L, and Touring.
Honda describes as "entry-level performance," aims at the hearts of budget-conscious and first-time buyers seeking sedan sobriety leavened by a touch of old-fashioned Honda fun.Ĭosmetic changes across the lineup for 2019 introduce a gloss black grille, a wider, more sculpted lower bumper, and repositioned Honda Sensing gear to add symmetry to the lower front intakes. But don't think of the long, lean four-door as a trunked version of the more expensive Sport hatchback with its more powerful turbocharged engine.
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The mildly facelifted 2019 Civic expands on that progress by introducing a Sport trim for the sedan that offers a six-speed manual transmission. 2019 Honda Civic Sport Sedan Review | Keep up the fun It's not turbocharged, but the Sport sedan is still funĬivic was considered a sizeable step back, the tenth-generationĢ016 Civic represented two giant steps forward for the nameplate and the entire lineup.
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