There’s more than one reason the Honda Civic has a lock on its position at the top of the compact class — reliability, refinement, and a broad model line ranging from the eco-friendly Civic Hybrid to the racy Civic Si. For 2010, the Honda Civic is essentially unchanged from 2009 when styling was freshened up after the last redesign in the 2006 model year. We’ve had opportunities to drive all the sedan and coupe versions of the Civic, except the natural gas powered GX.

All Civic models are reasonably attractive, appealing to the masses with technology that includes Bluetooth HandsFreeLink on Navigation-equipped models, a USB audio interface, as well as standard side-impact airbags and other safety features that are optional on some competitive models. Vehicle Stability Assist, which is Honda’s name for electronic stability control, is standard on the Civic EX-L, Hybrid, and Si.

Walkaround: Believe it or not, in this age of mass-production, Honda Civic sedans and coupes don’t share any body panels. Details and markings distinguish each trim level. For example, the Civic sedan grille has a tall, trapezoidal center opening with additional scoop-like openings on either side, while on the Si sedan the grille is black instead of chrome. The coupe grille features the Honda logo centered in an oval-like black mesh, with a lower trapezoidal opening, and wide, horizontal scoops on either side divided midway by a horizontal strut.

Slim headlamp assemblies angle upwards as they curve around the fenders. Rearward, a chrome bar connects the taillights just above the license plate indentation.

Using what Honda calls a monoform design, the sides of the Civic are basically sheet metal slabs, broken up only by a lower body character line and fender blisters. Pushing the envelope of the cab-forward concept, the main feature is the windshield, where the leading edge flows into the hood all the way to the middle of the front wheel wells. On the coupe, the windshield is raked at a radical 21.9 degrees, while on the sedan it’s a slightly more upright 23.9 degrees.

The sedan’s trunk lid is high and chunky, adding perceived mass to a tightly proportioned, smallish sedan. The coupe’s rear spoiler is free standing, while on the sedan it wraps over the outboard edges of the trunk lid. Both the coupe and sedan roll on their own unique alloy wheels.

Interior: We found the Civic LX sedan the most comfortable. The DX is more austere inside, while the EX strives for plushness. Fit and finish are excellent, with high-grade plastic trim. However, the multi-piece dash gives concern over the possibility of squeaks coming with age and high mileage.

The seats are comfortable, but not plush. The Si models get sport front seats with synthetic suede upholstery and more aggressive bolsters both bottom and side for improved support.

Controls are for the most part where they should be, but not exactly, with little symmetry in organization, shape or interface. It’s not unpleasant, but does take some getting used to.

The dash is deep, and features a hooded opening with a digital speedometer positioned between LCD temperature and fuel level gauges. Down below, a large, round, analog tachometer dominates the view through the top half of the steering wheel, with warning lights on either side. Instrument lighting is blue on most models but red on the Si models.

The available navigation system includes hands-free Bluetooth that works with mobile phones via steering wheel-mounted controls.

There is no real center stack, which usually ties the dash and any floor-mounted controls together. Instead, below the climate control panel is a shallow storage bin with power and audio input jacks on the left side. A wide, but not especially deep glove box resides below a cabin-wide, clam shell-like notch dividing the upper and lower halves of the dash.

When it comes to interior room, the Civic coupe and sedan are competitive with other cars in this class. Marginally oversize rear doors provide easy rear-seat access.

At 12.0 cubic feet, cargo space slightly trails the class leaders, with the Hybrid giving up an additional 1.6 cubic feet to battery, while the GX loses fully half its trunk to fuel storage.

Under The Hood: The standard engine is a 1.8-liter four-banger rated at 140 horses with 128 pound-feet of torque, and is shared by the DX, LX, and EX models. It’s married to a standard five-speed manual transmission, with a five-speed automatic optional.

The sporty Civic Si coupe and sedan share a 2.0-liter powerplant rated at 197-horses, thanks partly to a high-compression cylinder head that demands premium fuel.

The Civic Hybrid sedan offers a 1.3-liter four-cylinder engine coupled with a permanent magnet electric motor and a continuously variable transmission (CVT). The combined output of the electric motor and gasoline engine is rated at 110 horsepower and 123 pound-feet of torque. The Hybrid model features dramatically reduced emissions, and delivers an EPA-rated 40/45 mpg City/Highway.

The Civic GX sedan uses natural gas for fuel is available to residents of California and New York, and is used primarily by fleets elsewhere.

EPA fuel economy estimates are 26/34 mpg City/Highway for the five-speed manual, 25/36 mpg for the five-speed automatic, and 21/29 mpg for the Si six-speed manual.

Behind The Wheel: The ride is solid and smooth thanks to the long wheelbase, but not overly firm. There’s also surprisingly less road and wind noise than is common in this class. Braking is solid as well, while the front and rear suspension delivers impressive stability and sure steering response.

The five-speed automatic does the job admirably, but the five-speed stick feels a bit soft, and actually finding the desired gear sometimes requires a calculated move.

The EX-L, Hybrid, and Si models all come with electronic stability control, and the Si features larger front brake discs.

The powerful Si engine has the expected torque steer under hard acceleration, while a helical-type, limited-slip differential enhances traction in slippery driving situations.

The Hybrid’s CVT automatic takes some getting used to, while the engine management system’s electronic brain works to keep the engine speed at its most efficient.

Whines: The pseudo-aero wheels look as if they could double as pizza pans We sometimes shifted past the D setting when moving from Park or Reverse and ended up in the D3 slot. The manual height adjustment on the driver’s seat pivots on front hinges, forcing a choice between seat height and legroom.

Bottom Line: The Civic is the benchmark for the compact class, and is a great choice for anyone who wants a practical compact that’s smooth, and comfortable, with all the conveniences available. The Hybrid is a good commuter car with its fuel-saving electric motor, while the Si Coupe and Sedan deliver sporty performance — not to mention Honda’s resale value and reliability.