When

Why doesn't the DX-G have a split-folding seat? (Photo: Rob Rothwell, Canadian Auto Press)

squeezed into the rear cabin my head scuffed the roof liner, and without positioning the front seat forward my tibias were in jeopardy of mutilation. If more than one adult-sized passenger is routinely carried in your travels, the Coupe is not for you. That said, its trunk is larger than it appears from the outside and the folding rear seat opens the cargo-hold up significantly. Oddly, though, the rear seatback in my DX-G tester was a solid piece, not split in the usual 60/40 configuration; so again passenger carrying ability suffers, but moving upscale to the EX model reverses the curse. EX'ers receive a split rear seat as standard equipment. For the extra few cents, why not make them all split?

However if passenger requirements are minimal, climb into the

All Coupes are smaller in length and wheelbase, and are shorter in height to boot. (Photo: Rob Rothwell, Canadian Auto Press)

Coupe's unique cockpit and marvel at the view out its expansive front windshield. This heavily raked acre or so of glass combined with the Civic's short nose is wonderful for reducing wind friction while providing tremendously good forward visibility. Regrettably, wide A-pillars that become even wider at the base can impede peripheral vision, making it difficult to see pedestrians while sweeping into a turn. Apart from the A-pillar issue, visibility is very good for a coupe - and that's most welcome given the fun Honda's stylin', econo-coupe brings to the tedium of driving.

At the heart of the entertainment is a 1.8-litre (110 cu in), SOHC,

140 horsepower 1.8L I-4 for all two-doors Civics. With the exception of the Si. (Photo: Rob Rothwell, Canadian Auto Press)

16-valve inline four-banger fortified with Honda's i-VTEC, variable valve timing technology. This high-spirited mill produces 140-horsepower at 6,300 rpm and 128 foot-pounds of torque at 4,300 rpm. It's capable of motivating the Coupe's 1,189 kg (2,621 lb) curb weight with gusto that not long ago would have been unheard of in an entry-level compact. Its lively output was funneled to the front wheels through a 5-speed manual gearbox, which made cog rowing effortless thanks to a light-touch shifter and smooth, progressive clutch take-up.

Although

Buzzy? Thrummy? Vocal? The Civic is all. (Photo: Rob Rothwell, Canadian Auto Press)

Honda has worked hard to improve the operational refinement of the Civic's drivetrain, there is no mistaking the car's four-cylinder roots. When pushed hard the little engine makes its presence known, although in a much more composed manner and with less frenetic energy than once accompanied four-bangers hitting full tilt. If lusting after harder-hitting performance, buyers can opt for the hotter Si version of the Civic Coupe, which replaces the 1.8-litre heater with a 2.0-litre, 197 horsepower inferno. The Si also receives a 6-speed stick and sport-tuned suspension to put the extra heat to good use.

Although bereft of the Si's additional BTUs and extra-taut

A visual examination of the brakes not possible due to the DX-G's wheel covers. (Photo: Rob Rothwell, Canadian Auto Press)

underpinnings, my DX-G tester didn't disappoint on twisty roads. In fact anything stiffer in the suspension department would simply be overkill for a vehicle whose main purpose in life is frugal, yet sporty commuting, not road rallying. Honda has a long history of lively chassis design, and the Civic Coupe is an excellent example of that. Cornering is stable, flat and free of surprises albeit feedback from the Coupe's heavily boosted electronic, power rack-and-pinion steering system is meager at best; yet turn-in response is very good as is the Civic's tight turning radius. Nonetheless, if I were to own this vehicle as a daily driver, I'd be prepared to trade off a smidgen of its athleticism for a smoother overall ride. The final performance dynamic to examine is braking.