Volkswagen's GTI comes a close second. But, as I become further entrenched in my middle age, I also appreciate being pampered. And this is where Acura's CSX comes in.
Now, the last time I drove the built-in-Canada CSX, it was the sportier, topline Type-S, replete with its high-revving, 197-h.p., 2.0-litre four-cylinder and close-ratio six-speed manual transmission (the same powertrain as in the Honda Civic Si, which is only natural as the CSX is essentially a tarted-up, more powerful Civic sedan).
While the Type-S, with its combination of zippiness and amenities, is most likely the model to which I would gravitate, not everyone has such a need for speed. For these people, the tamer base CSX is a reasonable and less-expensive substitute.
At a starting price of $26,990, the CSX is the entry point to Honda's upscale brand. The biggest difference between the base model and the Type-S is found under the hood. In all but the Type-S, the 2.0L four puts out 155 h.p. at 6,000 r.p.m. instead of 197 at 7,800, and torque is the same at 139 ft-lbs. (although at 4,500 r.p.m. instead of 6,100).
The manual transmission also loses one cog. While the obvious net result is less performance than with the Type-S, the CSX has more than enough juice to keep up with the flow, and it is more livable in day-to-day driving situations, with adequate power in the lower ranges to keep the engine from bogging while stuck in heavy traffic. Plus, even though the five-speed manual doesn't have the same shift actuation of the close-ratio six-speed, it's still about as foolproof as they come. (A five-speed automatic costs an extra $1,300.)
Surprisingly, there's not that much difference in fuel economy between the two engines. I averaged 9.4 litres per 100 kilometres in the tester during a fairly even mix of highway and suburban driving, which was only 0.3 L/100 km better than in a Civic Si (same engine as in the Type-S, remember) I had driven several weeks earlier.
All CSXs are fitted with a four-wheel independent suspension. Only on the Type-S is the suspension sport-tuned, meaning stiffer springs, firmer damping and more tightly controlled suspension movement with upsized stabilizer bars at both ends. So, the handling is not quite as sharp in the base CSX as it is in the sportier sibling.
It's still pretty good, though, with not too much roll. Plus, the ride is a little easier on the passengers, being firm enough to provide a sense of the road conditions without the penalty of harshness when the tarmac is in poor shape.
The tester was equipped with the $3,000 Technology package, a must-have for gadget freaks. It upgrades the audio system to a 160-watt unit with digital audio card reader, MP3/Windows Media Audio compatibility and XM satellite radio, adds a navigation system with bilingual voice-recognition as well as a hands-free Bluetooth wireless mobile phone interface and includes high-intensity-discharge headlights.
