While the manual transmission would be my first choice, the optional automatic is a close second. Producing a mere, but ample

The Civic can get a little revy, especially when trying to unleash the horses from the higher rpm range. (Photo: Alexandra Straub, Canadian Auto Press)

for its engine size, 115-horsepower at 6,100 rpm and 110 lb-ft of torque at 4,500 rpm, the Civic can get a little revy, especially when trying to unleash the horses from the higher rpm range, but that's a given for most entry-level cars with a lower horsepower rating.

The additional sound emitted from the engine while reaching peak revs was not so much a nuisance as was the gearbox. Let me explain. The gearbox is not gated, but is in the traditional linear form. Now, getting from Park to Drive is as fluid as dragging a small stick through water, but the only problem is, it flows so smoothly, often times I found myself driving in D3 because there is really no form of resistance between the two gears.

This case of mistaken gears was not due to my lack of attention,

I was impressed with the amazing stability the Civic has at highway speeds and beyond. (Photo: Alexandra Straub, Canadian Auto Press)

but to the smoothness of shifting the gearbox. And is that a problem? Generally no, but at times, yes, especially when I wanted to back up or parallel park, then shifted up two gears, only to be in neutral and revving the engine for all to hear. This wasn't an issue that caused me great stress, but it was annoying at times. The upside was, when I wanted to gear down on hills, the transmission was extremely easy to downshift. If there was just a smidge more resistance between D and D3, it would be just peachy keen.