How big is little? Well, in the case of this white-colored, dressed-up Civic, also known as the Acura CSX, we're almost talking about a midsize car. With an aggressive body kit and rear wing spoiler, this little Japanese athlete appears to be on steroids. Not that there's anything wrong with that -- especially with the 197-hp i-VTEC engine under the hood.

The CSX is built in Alliston, Ontario.

Hospitable interior
The front doors open wide and allow easy access to the interior. However, in order to close them, you need to stretch your body and grab the storage bin instead of the armrest -- which doesn't make sense. Acura designers should have inverted said armrest and the power window controls to make this action easier and more intuitive. In the back, you have to pay attention to the low, swooping roofline so as not to hit your head. On the plus side, the flat floor allows you to sit three people on the rear seat, namely two teens and a kid. In fact, both of my teenagers found ample room and comfort. The front seatbacks include storage pockets, while the doors offer convenient bins. Also, the center armrest incorporates two cupholders.

The audio unit delivers exceptional sound quality. However, I was unable to fully enjoy it because of the complex settings and markings. Soundproofing is usually good... provided that you're driving in sixth gear. As for the climate control system, I found it up to the task and easy to program.

Spacious trunk
I liked the generous trunk capacity and the split-folding rear seatback. You can slide in many different objects, including fairly long items. The low cargo threshold also comes in quite handy, especially when you're holding several grocery bags. My only complaint about the trunk is the absence of an interior handle: you must close the lid from the outside at the risk of getting your hands dirty.

About the cockpit
The driving position is good, although I was disappointed to find out that the cushion is not adjustable. Both front seats are comfortable, but the slippery leather upholstery forces you to reposition yourself from time to time. Forward visibility surprised me: on one hand, the dashboard configuration offers a clean view straight ahead; on the other hand, as soon as you turn your head, the A-pillars will ruin it. You have to use the small glass portion between the pillars and the mirrors to enjoy safe, optimum lateral visibility. Speaking of mirrors, they are appropriately sized, but they tend to become dirty in a hurry. Sludge and water drops are splashed against the surface when you drive. Obviously, Acura will have to revise their aerodynamics.

The mirrors tend to become dirty in a hurry.

The instrument layout was quite a pleasant surprise. I especially liked the location of the speedometer, just below the windshield. As a result, you can keep an eye on the road and watch your speed at the same time. The digital display also makes it easier to read. The tachometer is found in the lower tier of the instrument panel, slightly hidden by the steering wheel. Fortunately, the red indicator light next to the speedometer (as well as the sound of the engine) will tell you how high the car is revving.

A few complex controls come in the way of an otherwise pleasant driving experience.

A number of controls prove hard to adjust -- the navigation system, for one. I simply could not get used to it, which is strange since the Honda Accord's and Odyssey's are pleasant to work with. Why complicate things when you're an expert at making them so simple is beyond me.

Time to have fun!
The steering is very precise but does not offer much feedback from the road. The i-VTEC of our tester was mated to a 6-speed manual transmission (oddly enough, the website of Acura Canada mentions a 5-speed manual). This gearbox handles like a charm. The well-positioned shifter offers ultra-short throws, which makes it extremely fun to manipulate. Only the sixth gear is hard to engage, although you quickly get used to it. The engine and transmission are excellent teammates and their operation results in a refined yet sporty driving experience. Honda enthusiasts will love the exhaust note coming from the i-VTEC at 6,300 rpm: it starts with a sweet rumble and culminates in a shrill scream. Clearly, the CSX Type-S wants you to hear all its power.

Acceleration times are pretty good, too: 0-100 kph in 7.8 seconds and 80-120 kph in 5.15 seconds. Since our tester was equipped with winter tires, braking distances from 100 to 0 kph were longer than usual at 53 meters. With summer tires, however, expect a 10-meter improvement. The high-performance engine offered an average fuel economy of 11.7 L/100 km during our test week (premium gasoline, of course).

During snowstorms, this Acura's traction and stability control system steps into play far too quickly for sporty drivers. I had to turn it off to avoid wearing out the brake pads unnecessarily. The rest of the time, I left it activated.

The aero kit adds to the sedan's sporty look, much to the delight of CSX customers.

Handling is safe and predictable. The CSX Type-S tends to understeer, but you can easily maintain control by gently releasing the throttle and making steering adjustments. Equipped with excellent Bridgestone Blizzak WS60 tires, this car allowed me to tackle not one but two December snowstorms with confidence, even when the roads were completely covered in snow and ice.

The generous cargo capacity makes the CSX a versatile sedan.

A real sporty car
The CSX Type-S is nothing more than a Civic Si Coupe dressed up as a sedan -- performance, reliability and functionality are in the mix. This car can take on any other performance compact in its class, albeit with a more subtle approach. Dad will love it...


Power and performance
High-output engine
Good manual transmission
Passenger and cargo room

Noisy i-VTEC
Mirrors tend to get dirty
No interior handle to close the trunk lid
Overly present traction control (on snow-covered roads)
Complex audio and navigation controls


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