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The new Acura 2.2 CL has just about everything. Distinctive good looks. Lots of standard features. Good road manners. Pleasant ride. A quiet, attractive interior.

What’s missing is muscle. This civilized sport coupe doesn’t have a lot of oomph.

In a way, that’s not surprising. We Americans simply aren’t buying performance-oriented sport coupes and sports cars the way we used to. Comfort is what we’re into now. It’s why cars like the Honda Prelude, Ford Probe, Nissan 300ZX and Mazda RX- 7 will soon be history.

But it’s still a little disappointing, at least to car enthusiasts like me.

The CL’s 2.2-liter four-cylinder engine provides the kind of beautifully orchestrated mechanical precision I take for granted with Honda powerplants. It’s exceptionally smooth by four-cylinder standards, and, within limits, it’s willing.

But willing doesn’t equate with thrilling when you’ve got 145 horsepower towing a car that weighs more than 3,000 pounds.

With a good launch, the 2.2 CL can reach 60 m.p.h. in a blink or two under nine seconds. That’s a tad quicker than a four-cylinder Chrysler Sebring or Dodge Avenger, but it’s a long way from mind-boggling.

A turbocharged Eagle Talon or Mitsubishi Eclipse, for example, makes that sprint in less than seven seconds, while Honda’s soon-to-disappear Prelude VTEC is only a few tenths slower, and Acura’s less expensive Integra GS-R gets there in about 7.5.

Yes, Honda will offer a more powerful 3.0-liter, V6 version of the CL coupe this fall. It will come with only an automatic transmission, however, which will nullify the extra power to some extent and blunt the joy of driving.

Acura has gone the same route with its new TL sedans. The sport version, with a manual transmission, is the one with the milder motor.

Like my pals at the car magazines, I am mystified by this policy.

However, it’s clear that Acura is not alone here. The Dodge Avenger and Chrysler Sebring offer the same choices, and I have yet to hear any massive public outcry.

It’s also clear that our national car-buying preferences seem to have skewed away from sport coupes and sports cars. In addition to the Prelude, the Ford Probe, Nissan 300ZX and Mazda RX-7 all soon will be history.

But enough about my laments.

Beyond its relatively tame performance, the Acura CL 2.2 is a delightful car.

Although there’s a good deal of body roll in hard cornering, a trait that’s common to most Honda cars, the CL’s handling can be classified as responsive and predictable, if not exactly knife-edged.

The responsiveness comes from a rigid chassis — something else that’s common to most Hondas — rather than suspension tuning, which seems to emphasize smooth ride quality over sporty handling.

Although there’s a touch of firmness — this is a sport coupe, after all — the CL does a good job of soaking up potholes and broken pavement, something that can’t be said for a good many other cars in this class.

It’s also remarkably quiet inside.

About the only noise that penetrates the cabin comes from the engine, and that occurs only when it’s straining for peak r.p.m.

I suppose this is appropriate for a car from Honda’s luxury car division, but it kept reminding me of that hackneyed movie line: “It’s quiet. Too quiet.”

This is a sports coupe. A little more exhaust note couldn’t hurt here, in my opinion. Look what it’s done for Pontiac.

Although there’s not much bad boy in the CL’s character, there are a couple of elements that should prove satisfying to enthusiastic drivers.

The first is the highly accurate variable-assist power rack-and-pinion steering. When the going is easy, the system provides lots of power assistance to reduce steering effort.

But when the driver begins making demands on twisting roads, the power assistance diminishes, improvin road feel.

The other ally for driving fun is the CL’s five-speed manual transmission. The shift throws are short, the engagements are precise, and the gear ratios are well-selected to make the most of the engine’s modest power.

For the record, you can order a 2.2 CL with a four-speed automatic, a device that increases cost, decreases performance and is out of step with the sport coupe ethos.

But at least the 2.2 CL offers a choice.

Although the CL’s character is conceived more for touring than for tearing, it’s a pleasant place to be as the miles unwind.

Lots of glass keeps the cabin from the slightly claustrophobic feeling that afflicts some sport coupes and also provides excellent sight lines.

The power bucket seats provide snug support and are easily adjustable to a wide range of positions. That and plentiful legroom make it easy to find a comfortable driving position.

The CL’s fuel range and economy are impressive as well.

With a 17.2-gallon fuel tank and highway fuel economy rating of 31 m.p.g., you theoretically could go 500-plus miles between stops.

During my usual mix of urban-suburban-freeway driving, I averaged more than 28 m.p.g. — not bad for an engine that doesn’t really start making much power until the tachometer hits 4,000 r.p.m.

Another element that makes cruising in a CL so pleasant is its impressive array of standard comfort-convenience features.

In addition to the usual power stuff — mirrors, windows, locks — the list includes a good AM/FM stereo sound system with an in-dash CD player, a power moonroof and automatic climate control.

As you’d expect of a Honda product, the interior has a number of places to stow small stuff, and there’s also a little more room behind the front seats than you’ll find in those so- called 2+2 sport coupes that keep turning up on the endangered species list.

With a bit of cooperation from those up front, two adult passengers can actually sit back there in something resembling comfort, at least for short distances.

Viewed from curbside, the CL strikes me as a winning combination of conservatism and avant-garde.

The stylists didn’t take big chances up front, which presents a readily recognizable Honda/Acura face.

But the little coupe’s proportions are elegant, and the raked rear deck lid with its alien-eyes taillights definitely stands out from the crowd.

The rear third of the CL shows the least diluted elements of the CLX concept car, and it blends in effectively with the rest of the package.

All things considered, the new 2.2 CL adds up to a pretty good buy from Honda’s luxury division. (You know the intent is luxury because there’s a tasteful strip of wood grain across the dashboard.)

What the CL lacks in acceleration, it makes up in a high level of civilization, an excellent array of standard features and stylish good looks.

It al so measures up to Honda’s high- quality standards in every way.

Personally, I prefer cars like the Honda Prelude VTEC, Ford Probe GT, Mitsubishi Eclipse and Eagle Talon.

But it’s clear that I’m part of a rapidly shrinking minority on this score.

So if tiger performance and prize-fighter reflexes aren’t high on your list of sport coupe priorities, the CL is worth a look.

It’s got everything else.

SPECS

Rating: 3 wheels

Vehicle type: Front-wheel-drive, compact sport coupe

Key competitors: BMW 318ti, Chrysler Sebring, Dodge Avenger, Ford Probe GT, Maxda MX-6, Nissan 240SX

Base price: $22,545

Price as tested: $23,695

Standard equipment: ABS, dual air bags, automatic climate control, AM/FM/CD sound system, power moonroof, power driver’s seat, power windows, remote keyless entry, cruise control, tilt steering, variable intermittent wipers

Engine: 145-hp, 2.2-liter, four-cyl.

EPA fuel econ.: 25 m.p.g. city/32 hwy.

Cr weight: 3009 pounds

Wheelbase: 106.9 inches

Length: 190.2 inches

Width: 70.1 inches

Height: 54.7 inches

Where assembled: Marysville, Ohio