ACURA in presa straina

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https://www.examiner.com/review/infi...ra-rdx?cid=rss

Infiniti FX-50 & Acura RDX

Many people see an SUV as a crude passenger/gear hauler, with poor handling and not so sporty driving characteristics. But modern crossover vehicles have many car parts and improved performance as well. The Infiniti FX-50 is a prime example. Under the hood is a potent 5.0 liter V-8 cranking out a whopping 390 horsepower, and hooked to a 7-speed automatic gearbox. It moves this massive vehicle to 60 mph in under 6 seconds. In spite of the high ground clearance and weight, this rig takes tight corners very well. The steering is responsive and the brakes powerful. Like an M-1 Abrams tank, it's heavy, big, but still moves out! And like a tank, it drinks gas at 13-22 mpg, but this isn't a Nissan Versa here.
View slideshow: Infiniti FX-50 & Acura RDX

The interior is first rate, with nice materials, workmanship, and controls easy to use. Interior room is a bit cramped, and side/rear vision awkward, but you get used to it after a while. There were a few disadvantages here, so I will list them:
The Infiniti FX-50
The Infiniti FX-50
Photo credit:
Photo by Chad Haire

1. The body structure is solid, and wind noise low, but those giant 21-inch tires have the annoying "thump, thump, thump" noise on big dips. They also transmit every pavement discrepancy to the interior, even small pebbles. On rough roads, the droning is unbearable. A $66,545 vehicle shouldn't sound like a $20,000 vehicle! I suspect smaller or different tires would solve this issue.

2. The paddle shifters would be easier to reach in tight corners if they were located on the steering wheel rather than the column, I think.

3. The rocker panels (body structure under the doors) are a whopping 9.25 inches wide, so it's nearly impossible to step out of this SUV without rubbing your pants/leg on the outer-lower bodywork. Bad enough as it is, but worse during rain/mud season, where it really messed up my female passenger's pants. I really don't know what to say about this. Stay tuned.

Aside from these minor gripes, the FX-50 was impressive. Onlookers really liked the styling and it's a blast to drive - almost as fun as the Infiniti sports sedan. If you can afford the entry fee and fuel costs, you will be happy. Just don't wear expensive pants.

ACURA RDX

Now if you are looking for another SUV with sporty driving ability, great quality, but less cost, the Acura 2013 RDX is worth a look. Under the hood is a 3.5 liter V-6, rated at 273 horsepower, and with it comes a 6-speed automatic transmission. While not as quick as the Infiniti, it moves out with enough power. The steering, handling, and braking ability makes it fun to drive. Gas mileage is rated at 22-27.

The interior has some cheap-looking plastic here and there, but that nice leather trim and controls that were easy to use won me over. There is a giant spare tire under the rear floor that takes up useful space and adds weight, but if you are going off-road, you will need it. And I did take mine on the dirt roads in the national forest -- not a problem with the high-ground clearance and all-wheel drive.

Mine was the deluxe "TECH" model loaded up with all the goodies, so it hit $40,315. Not cheap, but Acura has that proven technology and reliability that the parent company, Honda, is famous for.

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http://www.vtec.net/news/news-item?news_item_id=1104409

SPIED ON THE STREET! 2014 MDX, now with less tarp!

Chris Doane Automotive snagged this set of photos of the 2014 Acura MDX, in a considerably lesser state of camouflage than previously seen before. Here we can see a bit more of the vehicle's shape as well as get a peek at the (expected) LED headlights and other details. From these photos, it appears that Acura has (wisely) decided not to mess too much with the MDX's proven styling formula. Mechanically, we're expecting the new MDX to benefit from Honda's new Earth Dreams V6 engine family with Direct Injection and though we haven't heard anything definitive, it seems natural and logical to bet that Acura's Sport Hybrid AWD system will find its way into a version of the upcoming MDX as well.

Quoted below is CDA's text that accompanied this photo set.

SPIED: '14 Acura MDX Drops Its Camo!

The last time we saw the next-gen, 2014 Acura MDX, the entire prototype was covered in thick, padded vinyl. Today, thankfully, Acura engineers have stripped all that off, giving us a much better idea of what the new MDX will look like.

Up front, no one will be surprised to see Acura's "shield" grille. We can also see what look to be a pair of very thin headlights. These units look as though they could be similar to the LED units we've seen on the RLX sedan. LED daytime running lights are also visible along the top of the headlight cluster.

Additionally, the sculpting of the sheet metal is also much easier to see now, along with a set of jeweled tail lights at the rear.

Under the hood, we hear the MDX will gain Acura's new direct injection V6, and possibly a version of Acura's Sport Hybrid SH-AWD system.




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http://www.automobilemag.com/reviews..._introduction/

2013 Acura ILX

Acura's tagline for its new ILX, "move forward, without settling down," speaks to a market of young professionals that wants its first taste of a luxury brand. The entry-level ILX can be had with either a 2.0-liter engine or a hybrid powertrain for under $30,000. Those two should satisfy a majority of buyers, but what about that rare breed of youthful enthusiasts who wear Pilotis with their suits and ties? Acura didn't forget about them and is also offering its handsome ILX with the engine and transmission from a Honda Civic Si. Sounds great, right? We agree, which is why we ordered a 2.4-liter ILX for a Four Seasons test.

Remember, this sedan is coming from one of the first companies to enter the compact luxury segment with the Integra, which was marketed as "sophisticated, sensuous, invigorating, and, most of all, fun to drive." It's not surprising, then, that the sportiest ILX derivative is in the same vein. It's certainly sophisticated. Our tester rings in at $30,095 and comes with a number of high-end standard features: automatic dual-zone climate control, heated front seats, a premium audio system, a power sunroof, leather-trimmed sport seats, SiriusXM satellite radio, a rearview camera, xenon headlights, fog lights, and keyless entry and ignition. One glaring absence from that list is navigation. It can be had with either of the other powertrains, but not the 2.4.

"Sensuous" is a stretch, as it was for the Integra, but the ILX certainly is more striking than the Civic on which it's based. The Acura doesn't wear any of the Honda's dated sheet metal. It pulls only from the Acura look book, complete with the omnipresent, signature beak grille and rear fender kicks similar to those on its slated-to-die stable mate, the ZDX. The interior is clean-cut and simple. The glut of buttons on the center stack and steering wheel are easy-to-read, and the dash is well organized and balanced. The 2.4-liter model also gets sport pedals and one, last, gorgeous touch: a leather-trimmed shift knob that looks like it was plucked out of a Type-R. Oh, did we not mention that the ILX 2.4 comes only with a 6-speed manual transmission? That's the universal signifier for "invigorating and fun to drive."


The transmission is forgiving and smooth, which is what we've come to expect from Honda manuals. A couple of editors say they can shift faster in this car than most other cars that come through our office. That's good, because quick shifts are required to get this engine boiling -- 201 hp isn't a lot of punch. That said, it's enough to surprise whoever's sitting next to you at a stoplight. This ILX can pull away smoothly and quietly, lightly chirp its tires at the start of quick sprint to 60 mph, or sit still and scream as bluish white tire smoke pours into the cabin.

Acura should keep using "move forward, without settling down" for the 2.0-liter and hybrid ILXs, but it should market the 2.4-liter as a resurrected Integra. From what we see, no new copywriting would have to be done. The Integra's tagline would work just fine. Looks like it's going to be an "invigorating and fun" year.

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http://www.autos.ca/car-test-drives/...CanadianDriver

Test Drive: 2013 Acura RDX

Acura’s luxury compact SUV, the RDX, has grown up. It is no longer the exuberant adolescent. It has become a quiet, confident adult.

With a peppy turbocharged four-cylinder engine, tight suspension, and Super-Handling All-Wheel Drive (SH-AWD), the first-generation RDX (2007–2012) appealed to drivers and affluent young buyers. But Acura wanted to appeal more to a slightly older demographic—pre-family couples and empty nesters, predominantly—people who are often more affluent than the young. To get a look from this more mature buyer, the RDX had to mature as well.

These buyers might have traditionally shopped the mid-size segment, including the MDX, but as fuel prices rise and even wealthy people become a little concerned about waste, these folks are shopping down. But they want the same level of comfort, just in a more fuel efficient package.
Test Drive: 2013 Acura RDX acura
2013 Acura RDX. Click image to enlarge

Acura hopes the changes made to the RDX for 2013 give these buyers what they are looking for. The luxury compact SUV/CUV segment is heating up with competition from BMW, Mercedes-Benz, Volvo, Infiniti, and Audi, and more are probably coming.

And what does more mature mean for an SUV? For the RDX it means increased comfort, both on the road and inside the cabin, a more powerful, more fuel efficient, and smoother operating engine, and increased utility.

For owners of the old RDX who might be looking to renew, it could mean disappointment.

Both comfort and utility start with an imperceptibly larger vehicle: the RDX is 25 mm (1 in.) longer and higher, a hair’s width wider and runs on a wheelbase that is 35 mm (1.4 in.) longer than previous. Nothing that you would really notice.
Test Drive: 2013 Acura RDX acura
2013 Acura RDX. Click image to enlarge

But the exterior has been seriously smoothed out and tweaked to cut the air more cleanly and to appeal to a ‘better’ clientele. If the old RDX was comfortable in jeans and a T-shirt, this new model prefers a jacket and tie. But it is all about meeting expectations and the 2013 Acura RDX is certainly dressed to impress with 18-inch 5-spoke aluminum wheels, matching Star Wars grille, and chrome window surrounds. I wondered if it was enough to distinguish itself from a well-dressed Honda CR-V, a lesser vehicle with which it has much in common.

To find out, one must lift the hood, then get behind the wheel.

While the CR-V has always had a four-cylinder engine to pull it along, the RDX benefited from a turbocharger that enabled its four cylinder to reach 240 hp and 260 lb-ft of torque—really good numbers for a four-cylinder. Naturally with torque like that the RDX would jump off the line. But it was also known to be a bit thirsty for a four.

Under the hood of the 2013 RDX is a big surprise, big as in a 3.5L, normally aspirated, single overhead cam V6 with 273 hp and 251 lb-ft of torque. Considering most of us believe fewer cylinders use less fuel, this seems odd.
Test Drive: 2013 Acura RDX acura
2013 Acura RDX. Click image to enlarge

This 3.5L engine really does use less fuel than the 2.3L four, and by a little more than 1.0 L/100 km. Energuide rates the 2013 Acura RDX at 11.7 L/100 km city and 8.7 L/100 km highway. In a few days of around-town driving, I recorded a respectable 9.2 L/100 km on the car’s driver information centre.

What the 3.5L loses in low-end grunt—and really nine lb-ft of torque is nothing—it more than makes up for with its smooth, strong and quiet operation. It is quick enough when pushed and passing is impressive, but at highway speed it is way more relaxed and quiet than the old turbo-four.

The larger engine also makes the car feel more refined, more mature, even more expensive. The new RDX has the kind of quiet, confident power one expects with a luxury SUV. It makes the compact RDX feel more like a mid-size SUV.

To get the fuel consumption numbers down, the 3.5L engine has been combined with an efficient six-speed transmission that has one goal in mind, to get the vehicle into the highest overdrive gear as quickly as possible. Should that not be your goal, the steering wheel–mounted paddle shifters put you in control.

And once in top gear, completely unbeknownst to the driver, the RDX’s engine management will shut down two or three cylinders, depending on the engine load, to save fuel. I didn’t realize this until reading about it after the road test.

Another fuel saver was the decision to switch to AWD with Intelligent Control, a more compact and lighter AWD system than the previous generation’s excellent Super-Handling All-Wheel Drive (SH-AWD). AWD with Intelligent Control is an on-demand all-wheel-drive system that, in normal conditions and under light engine loads, sends 100 percent of engine torque to the front wheels, saving fuel. It can transfer as much as 50 percent of torque to the rear wheels depending on wheel slip.

SH-AWD worked continuously adjusting torque between the left and right rear wheels as well as from front to rear, not only to improve foul-weather capability but to improve dry-weather handling as well. It made the compact RDX one of the better handling SUVs available. Still, the 2013 RDX handles well enough for a relatively tall vehicle with a high centre of gravity (although Acura says the centre of gravity is actually lower than previous), it just doesn’t have the same edge, the same willingness to turn in that the RDX had with SH-AWD.

The ride is certainly more comfortable than it once was, but the RDX has not gone over completely to the other side. It won’t isolate you from bad roads, but it won’t wear you down either. The 2013 RDX employs new “amplitude reactive dampers that operate like two separate suspension systems combined in one.” The completely mechanical dampers automatically adjust to two distinct settings for comfort and handling.
Test Drive: 2013 Acura RDX acura
Test Drive: 2013 Acura RDX acura
Test Drive: 2013 Acura RDX acura
2013 Acura RDX. Click image to enlarge

But most RDX buyers won’t have had the opportunity to drive both the old and the new and will not really care since the new RDX is more about comfortable driving and navigating the curves safely than it is about carving corners. And in this respect, the RDX receives the full complement of active and passive safety features, as well as the highest rating from the US Insurance Institute for Highway Safety (IIHS). Yet crisp and responsive steering, remarkably quick paddle shifters, and decent brakes mean drivers can still have fun with the new RDX.

What buyers will notice is the spacious cabin, the plentiful legroom, both front and rear, the ample front seats, both power adjustable, the plentiful luggage space, the flat-folding rear seats that can be lowered with the flick of a handle in the cargo area and the quality of plastics and leathers used, which are every bit a match to those found in any other Acura (which is to say very good indeed).

Surprisingly, there is no power adjustment for the tilt and telescopic steering, nor is a blind spot information system available as offered by competitors. The driver’s side wide angle mirror will have to do, but I suspect Acura could do better than this, but at a price that would harm their competitive position.

With starting prices for competitive vehicles in the mid-forties and higher (BMW X3 35i – $46,900; Mercedes-Benz GLK 350 4Matic – $41,600; Audi Q5 3.2 – $45,500; Volvo S60 T6 AWD – $47,395), the $40,990 ask for the 2013 Acura RDX looks pretty good, particularly considering the lengthy list of standard equipment: smart entry with push-button start, multi-view rear camera, power moonroof, heated leather seats, power/memory front seats, premium audio, HID headlights, Bluetooth hands-free link, SMS text messaging, fog lights and 18-inch aluminum wheels.

The RDX Tech Package ($3,000) adds a hard disk drive–based navigation system with eight-inch LED display (replaces the previous DVD-based system), surround sound system with 15-GB storage, and power liftgate.

The new RDX is not the old RDX. Some will lament its passing, some will not, but most will never know there ever was a difference. In the expanding luxury compact SUV/CUV market, being out front in the centre will be the key to success. The first-generation RDX was a fun to drive little utility, but it was an outlier. This new RDX is closer to the middle ground that the majority of buyers want.

2013 Acura RDX
Base Price: $40,990
Options: $3,000 (Tech Package of hard disk drive-based navigation system with eight-inch LED display, surround sound system with 15-GB storage, and power lift gate)
Delivery: $1,945
A/C tax: $100
Price as Tested: $46,035

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http://www.examiner.com/review/littl...ra-rdx?cid=rss

Little things count with 2013 Acura RDX

Sometimes the smallest of things can make a big difference.

For instance, while navigation systems can be a nice convenience when you are driving in an unfamiliar city or area of town, it is annoying when the glare from sunlight makes the screen impossible to see.

And that happens more often than you might think.

Thus one of the first things you may appreciate about the nav system in the Acura RDX is that the display screen is shielded from outside light by a hood incorporated into the flowing lines of the dash itself.


Voila!

No glare problem. Everything is plain and clear at just a glance no matter the time of day.

Yes, that’s a small thing, but one that makes you appreciate even more what is a darn good small luxury SUV, one you likely won’t spend much time (if any) driving through the woods but will serve your basic daily family needs with style.


For 2013, the RDX moves into its second generation with Acura giving it a full makeover, including a new engine that pumps out more power yet boosts fuel mileage.

A normally aspirated 3.5-liter V6 replaces the turbocharged four-cylinder power plant from previous models, bumping horsepower and torque up to 273 hp and 251 pound-feet from 260 and 240, respectively, in the original 2007 model.

A six-speed automatic transmission replaces a five-speed, and when using the paddle shifters to select gears manually, you get the smooth, nearly seamless shifts that Acura is noted for.

Fuel economy is rated at 20 miles-per-gallon city, 28 highway, which is up from the 17/22 figures of its predecessor. Numbers for all-wheel drive versions are a mile-per-gallon less.

The RDX comes in two trim levels.

The base starts at $34,320 and includes as standard such features as 18-inch wheels, a power moonroof, speed-sensing variable-speed windshield wipers, sport seats (eight-way power adjustable for the driver, four-way for the passenger), heated front seats, leather-wrapped steering wheel with audio and cruise controls at the driver’s fingertips, dual-zone climate control, keyless access with push-button start, a premium sound system with 360-watt amplifier and seven speakers, and more.

The cabin features high-quality materials and a two-tone color scheme that creates a pleasant ambience. Rear-seat legroom is spacious, and there is 26 cubic feet of stowage space behind the rear seats which more than doubles to 61 cubic feet with the second-row of seats folded.

And there is the prestige of the Acura brand that distinguishes the RDX from the CR-V, its less-expensive counterpart in parent Honda company’s lineup.

But what really separates the RDX from the CR-V, which with the Navigation package starts about $4,000 less, is the technology package available on the RDX.

For an extra $4,000, the RDX Tech model gives you a premium sound system with a 410-watt amplifier and 10 speakers, Pandora Internet Radio, SMS text messaging feature, GPS-linked, solar-sensing, dual-zone climate control, a navigation system with real-time traffic and weather alerts and a multi-view rearview camera.

It’s enough bells and whistles to satisfy the geek in all of us.

And you can see it all for easy operation, even on a bright, sunny day.

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http://wot.motortrend.com/2013-motor...lx-281621.html

2013 Motor Trend Car of the Year Contender: Acura ILX

Now that the 2013 Mercedes-Benz GL has become the Motor Trend 2013 Sport/Utility of the Year, it’s car of the year time! Before we announce the 2013 Motor Trend Car of the Year, though, we’re providing a refresher on this year’s contenders. The Volkswagen Passat earned the title last year — what will win for 2013? Check back on WOT every day as we run through the contenders in alphabetical order before giving you the chance to vote for your unofficial favorite and announcing the winner on MotorTrend.com on Monday November 12.

The C-word came up again and again when the judges started talking about the merits of the Acura ILX compact. No, not that C-word, but one that’s sure to make Acura’s product planners cringe: Civic.

2013 Acura ILX interior 300x187 image“The Acura ILX is what the Honda Civic should have been, but at a Civic price,” declared guest judge Chris Theodore. Despite all the C-word cussing, the ILX does have its strengths, especially the model with Honda’s 201-hp, 2.4-liter I-4 and six-speed manual combo also powering — you guessed it — the Civic Si. It drew praise for its swift-shifting manual and peppy nature around the handling track. “A hoot to drive around the winding track! Well-balanced and fun to drive with great shifter and responsive motor,” said Theodore. Others shared similar sentiments. For enthusiasts, this is the ILX to get.

Read more about the ILX: 2013 Buick Verano Turbo vs. 2013 Acura ILX 2.4

Acura also offers the ILX with two other powertrains, the volume model with a 150-hp, 2.0-liter/five-speed (yes, five) auto and the ILX Hybrid with its 1.5-liter/CVT combo that achieves an impressive 38 mpg combined. The ILX’s wealth of powertrain options is impressive.

There were platitudes for the ILX’s cabin, which has been outfitted with a traditional instrument panel and upscale Acura treatment. Its seats are comfortable and supportive, fit and finish is first-rate, and it has the requisite amount of amenities given its price range. And while no one crowed about the ILX’s exterior looks, no one beat up on them, either.

Check back to MotorTrend.com on November 12 to discover what will become the 2013 Motor Trend Car of the Year!

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http://www.autoweek.com/article/2012...WS01/121029880

2013 Acura RDX Tech review notes
A redo better fit for the masses


ROAD TEST EDITOR JONATHAN WONG: I was a fan of the first-generation Acura RDX, but it never caught on like its MDX big brother did. Truth is that the previous RDX was too small, featured a harsh ride and wasn't exactly fuel efficient with the turbocharged four-cylinder engine. For a single guy like me who puts a premium on performance and doesn't care so much about fuel economy, it was pretty darn cool. It hustled through turns well, and the turbo really got the little RDX moving. The biggest problem was that it simply didn't sell.

With the arrival of the second-generation RDX, Acura is much better prepared to capture a broader audience. In place of the turbocharged K-series four-cylinder engine is Acura's tried and true 3.5-liter V6 mated to a six-speed automatic gearbox. The engine provides good muscle and is among the smoothest drivetrain pairings on the market, in my opinion. And with EPA fuel economy ratings of 19 mpg in the city and 27 mpg on the highway, it's respectably fuel efficient. Oh, and it happens to have 33-hp more than the outgoing turbo four-cylinder powerplant.

Ride quality is also more forgiving. Gone is the borderline jarring ride replaced with a chassis that's capable of taking the edge off of most bumps and potholes. It's not overly cushy and you'll still feel some jolts in the cabin when going over bigger road hazards. Steering is responsive to inputs and feels nice for a small SUV. The brakes are great with firm pedal feedback and strong stopping power.

The interior is also nicer with higher-grade materials and larger dimensions. The back seat is more spacious and the front buckets feature decent support. As in other Acura vehicles, there are a good number of hard buttons on the center stack (but not as many as in the MDX) to control audio, climate and navigation. The ELS audio system sounds rich and doesn't get the credit it deserves, often overshadowed by the Bose and Harmon-Kardon units of the world. The navigation system is easy to use, but the map graphics are in need of an update. While other luxury automakers like Audi have 3D Google Maps graphics, Acura is still rolling along with the same system as in the Wong family's first-generation MDX. I'm also disappointed that this range-topping Tech trim doesn't included blind-spot monitors on this luxury small SUV, while our long-term Mazda CX-5 does.

With those couple of nitpicks aside, the second-generation RDX is very strong redo and the sales numbers are proof. In September alone sales are up almost 120 percent compared to September of 2011. For those who liked the previous car's sporty personality, they won't be too disappointed with the new one because it's still a great handler for the class. But to draw in customers who dismissed the old car, it's grown a little, offers a better ride quality, fuel efficiency, and good value.

NEWS EDITOR GREG MIGLIORE: The 2013 Acura RDX is a nicely equipped crossover with broad appeal and potential, but it failed to inspire me during my commuter laps. With the sweeping changes for the 2013 model year, however, the brand does seem poised to sell a bunch of them and build on its base.

From this view, the styling was bland, and even the smaller cues like the headlights and creases in the panels didn't really spark my interest. Inside was worse, with dark materials (which usually present well) that made the cabin feel like a cavern. Normally there are too many buttons in Acura's center stack. It seems to be remedied in this vehicle, though the abundance of buttons unfortunately migrated to the steering wheel.

That's the negatives. The RDX is comfortable, offering an elevated driving position and soft yet supportive seats. This was perfect for a stop-and-go-slog into work. With the windows cracked and satellite radio humming, it was a pleasant experience—even as I stared at taillights. The chassis is compliant, and the vehicle handles road imperfections with ease.

The next-generation all-wheel-drive system seems flawless, and credit to Acura for improving something it probably didn't have to; it makes the brand and this vehicle more relevant.

The engine is just OK. The power isn't obvious to the driver, and it doesn't come on until high in the band. No one expects a drag racer, but only a heavy foot and aggressive attitude will make this thing feel even remotely fast. It does add power compared with the turbo four, and the replacement is part of sweeping changes for the '13 model year. Overall, the RDX could attract a wide range of customers, as blandness can also be viewed as universal appeal. Lots of things like leather and heated front seats are standard—making it a solid value. Personally, I'd opt for a different SUV.

EXECUTIVE EDITOR ROGER HART: Two things really stand out for me with the RDX—the engine, and the excellent navigation system. Honda's 3.5-liter V6 is a sweetie, free-revving and fuel efficient. Personally, I like engines with a bit more low-end torque, but the engine works just fine in this configuration. Acura's nav system ranks among the best, in my opinion. It's easy to use, the screen is nice and big, and with real-time nav traffic, it can save you a bunch of time commuting.

As crossovers go, the field is getting pretty crowded, and I'm not sure this would be my first choice. The exterior design is bland, to be kind. And at $40k, I would want more interior space than this vehicle affords.

2013 Acura RDX Tech

Base Price: $40,315

As-Tested Price: $40,315

Drivetrain: 3.5-liter V6; AWD, six-speed automatic

Output: 273 hp @ 6,200 rpm, 251 lb-ft @ 5,000 rpm

Curb Weight: 3,852 lb

Fuel Economy (EPA/AW): 22/22.6 mpg

Options: None

Shop for a new Acura RDX at shopautoweek.com

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Acura's Supercharged ILX Street Build Concept and ILX Endurance Racer

http://carscoop.blogspot.com/2012/10...eet-build.html

Making their world premiere today at the 2012 SEMA Show are two new Acura ILX compact sedan builds, one for the street and the other for the racetrack, marking the return of the Japanese brand to the Las Vegas aftermarket show after a six-year hiatus.

The 2013 ILX "Street Build" project car was made to demonstrate the customization possibilities for enthusiasts.

At the heart of the Civic-based model is an upgraded 2.4-liter gasoline unit, which with the help of a supercharger kit from CT Engineering and an ECU tune with Hondata’s FlashPro, now produces 250-horsepower

The FWD model is also fitted with a prototype SP Elite exhaust from Greddy as well as aero components from the Acura Genuine Accessories lineup, 19-inch Volk G25 wheels shod in Pirelli P Zero tires and Tein Street Advance coilovers.

The ILX Endurance Racer developed and built by Team Honda Research-West, is a different beast altogether. Set to make its competition debut at next month's 25 Hours of Thunderhill endurance race, the ILX was prepared to NASA U.S. Touring Car specs.

The competition model was stripped down to the bare metal and re-assembled from the ground up and features a race-spec powertrain and chassis, along with all the necessary safety features.

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http://www.examiner.com/article/2013...ing-in?cid=rss

2013 Acura RDX stands out by blending in

Acura’s 2013 RDX gives the competition a run for its money this year replacing it’s inline 4 cylinder with a V6 and improving on aesthetics. The 2013 Acura RDX, with its crosshairs aimed at the 5 seater small luxury SUV Market, hits a bulls eye.

Price starts at $34,320. The V6 pumps out a whopping 273 horsepower (33 more than last year)propelling the Acura RDX to 60 in 5.8 seconds. Fuel economy sits at 20 city and 28 highway. The suspension and drivetrain has been reworked to an optional 4 wheel drive torque vectoring system that pushes torque to the rear wheels if slippage is detected. It seems consumers didn’t care much for Acura’s SH-AWD (Super Handling All Wheel Drive), which stands to reason as many drivers rarely venture off road.

Outside, the styling is refined and tasteful, exactly what buyers in this market want. Based on the Honda CRV platform, this Acura RDX is slightly longer and taller than it’s brother. Inside, with seating for 5 and high quality materials modernly designed, the Acura RDX make for enjoyable long road trips.

For buyers looking at competition from Audi, BMW and Mercedes, look no further than the Acura RDX. At a substantially cheaper price, the Acura RDX offers more value and sportiness.


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http://carscoop.blogspot.com/2012/11...d-leaving.html

Scoop: 2014 Acura MDX Filmed Leaving Test Facility with Current MDX and BMW X5

There's a brand-new Acura MDX on its way, but if you have been following CarScoop on a regular basis, you probably already know that as we have shared with you spy photos of the three-row crossover. What you may have not seen yet is the camouflaged prototype of the Acura model on film and on the move.
The 2014 MDX was recorded on camera as it was exiting Acura's test facility in Germany, followed by a current generation of the MDX and a BMW X5, no doubt for comparison purposes as the two luxury crossovers are similar in size and even closely priced in their base trims in the States.
Acura's redesigned proposal in the premium crossover segment will have a somewhat crisper exterior styling and offer improved interior space thanks to a longer body.
It is possible that Acura will offer the next MDX with Honda's updated 310hp V6 as well as a hybrid powertrain matching a 3.5-liter direct-injected VTEC V6 to a 7-speed dual clutch transmission and up to three electric motors.
The estimated time of arrival for the 2014MY MDX is the second half of next year.

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http://www.importtuner.com/features/...acura_ilx_rdx/

First Drive: 2013 Acura ILX & RDX
Acura’s new entry-level luxury sedan and refined compact utility vehicle.




Generation Y—those between the ages of 18-34—attends music festivals, owns iPhones, uses Pinterest, and goes on road trips. If this sounds a bit like yourself, Acura’s created an entirely new luxury compact sedan catered just for people like you. It’s hard to imagine that the youth of today isn’t as into cars as they were only a decade ago, as research has shown, and the value of having a driver’s license has depreciated. Acura’s answer to this ongoing dilemma is the 2013 ILX—loaded with personality, value, and style.
2013 Acura ILX Center Console

Directly competing against the Audi A3 and BMW 1-Series, the ILX gives shoppers an additional option of luxury with a bonus of reliability and starts in the mid-$20,000 price range. Since it shares the same chassis as the Honda Civic, the ILX is the smallest in the lineup sitting beneath the TSX, and hopes to fill the void the late RSX had left behind.

Comfort For The Price

Although the ILX shares the same platform as the Honda Civic, it assuredly doesn’t share the same interior as the Civic (and what it was controversial for in the 2012 model year). Offered in optional leather and loaded with features, the interior craftsmanship shines with what you’d expect in a luxury sedan.
2013 Acura ILX Backseat

Standard features are aplenty and should make you quite happy if you’re like us and feel empty without your phone and/or Pandora. Acura has proved they know what’s up in today’s tech-savvy age by offering a plethora of standard features with the ILX including Pandora Radio, SMS Text Messaging, Bluetooth Handsfreelink, and USB with iPod compatibility.

Options expand even further with the two available trims—Premium Package and the Technology Package. For an extra $3,300, the ILX 2.0 liter with Premium Package comes packed with heated leather seats, 360W premium audio system, multi-view rear camera, 17-inch aluminum wheels, and HID headlights and foglights. For the consumer with deeper pockets, an extra $5,500 gets you the Technology Package that includes an HDD-based navigation system, traffic and weather updates, ELS Surround Sound, and Homelink.

Driveability
2013 Acura ILX Driver Side Rear View

The entry-level luxury sedan is offered in three trims: 2.0L five-speed automatic, 2.4L six-speed manual, and 1.5L hybrid (the first hybrid for the Acura line). Having testdriven all three versions in the mountains of Arizona, the 2.0 liter pumping out 150 hp and 140 lb-ft of torque seems slightly lackluster in terms of zippiness but the 2.4 liter packed with 201 hp and 170 lb-ft of torque made up for it on our test run. The shifting in the manual transmission of the 2.4L model felt lighter than the TSX six-speed but left us yearning to experience an automatic version.

The introduction of a hybrid model for Acura was expected, as Honda has been recognized as an industry leader in the category. Though it added city driving amusement, the hybrid system seemed anything but smooth due to the engine feeling as if it kept stalling every time. One impressive feat was the estimated (and achieved) EPA 39/38 mpg (24/25 mpg for non-hybrid).

As we put Acura’s new Amplitude Reactive Damper design to the test by driving through the mountain roads, the car felt stable and planted through the hairpins. This new design allows for the main piston being used when small road vibrations occur and when more damping force is needed in hard cornering, the second valve assists.

Sleek and Classy
2013 Acura ILX ILX Lineup

Sporting the signature front grille (and more subtle beak), the ILX is designed to maximize aerodynamics and fuel economy. The lines flow throughout the body and complement the low sitting stance. Built using mostly high-tensile steel, the ILX features a reasonably more rigid body for better ride comfort and precise handling than the Honda Civic. The aluminum hood and bumper beams provide for a lightweight body.

The 2013 ILX is at dealerships now, starting at $25,900.

2013 Acura RDX

2013 Acura RDX Passenger Side Front View

The first-generation RDX was available as a 2007 model that offered SUV buyers a small, sporty vehicle that was smaller than its older brother, the MDX, and more performance oriented. The much-touted turbocharged 2.3L motor was rated at 240 hp with 260 lb-ft of torque and packed quite a serious punch. Featuring Acura’s Super Handling All-Wheel-Drive system, the RDX was everything the market just didn’t have. Much has changed with the 2013 model.

The second-generation RDX—available as a 2013 model—has dropped their exhilarating turbo motor and went with their naturally aspirated 3.5L V-6. Although it doesn’t feel like smile-inducing fun, the redesigned model has a rated 273 hp and 251 lb-ft of torque—a significant gain in horsepower but with an expected drop as well. Even their all-wheel-drive system has been toned down; in place is a more conventional—and cheaper—system. Some may say they have sold out and went to the dark and boring side, but the RDX is headed toward better pastures.
2013 Acura RDX Center Console

Like the ILX, the RDX is standard with Amplitude Reactive Dampers, offering great ride quality and handling. Interior space has been redesigned to make for a more fluid look and feel that offers more space for both driver and passengers. Overall, the redesign feels much more refined and is powerful in its class, all the while achieving top fuel economy, so the disappointment in lack of turbo thrust ends right about there.

The RDX carved up the snow-covered canyon road effortlessly with help from the ginormous 8-inch navigation screen. The new all-wheel-drive system seemed to be anything but cheapened; traction was no issue throughout the uphill climb to over 5,000 feet elevation. Throttle response and power delivery was much more instantaneous than its predecessor.

While on our trip, we were able to directly compare the RDX with its competitors—the Audi Q5 and BMW X3. Automatically, the RDX has a noticeably more intuitive layout than its German counterparts. With its eight-speed automatic transmission, the BMW felt as if it would never stop shifting. The Q5 just didn’t seem to be able to muster up the power to keep up with even the late-model RDX. And at a premium price for either Audi or BMW models, the RDX is clearly the winner in our book.

The 2013 RDX is at dealerships now starting at $34,320.

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http://artvoice.com/issues/v11n46/you_auto_know

Acura Buys a Vowel

The 2013 Acura ILX

I’ve never been crazy about car names which aren’t. Names, that is. The jumble of letters and/or numbers seems to run together in my mind until I can’t distinguish one from the other. And lately it seems that Acura has been (in my mind) one of the worst offenders. Mostly three-letter combinations of consonants. Mostly ending in “X.” Until now, with the introduction of—drum roll, please—the ILX. At least they threw in a vowel this time.

Acura, if you haven’t been keeping track, is the performance/luxury arm of Honda, which began sales in North America in 1986 (a few years before Toyota launched Lexus, and Nissan introduced Infiniti). That first year saw the large Legend luxury sedan, and the sporty compact Integra coupe. Sales were good, and the cars got rave reviews.

The 2013 Acura lineup also contains luxury sedans such as the TL and the TSX, while the sporty, compact baton has been handed off this year to the new ILX. (There is also a healthy dose of sport wagons/crossovers, including the top-of-the-line ZDX all-wheel-drive crossover, which is in its final year.)

I headed over to Ray Laks Acura a couple of weeks ago to check out the new ILX, to find out if it held up to the old Integra, with which I was somewhat enamored years ago. Sales guy Shane Baker took time out of his busy day to show me the lineup before we hit the road in both an ILX technology package-equipped sedan (more on that later) and the hybrid model. Both were (almost) identical-looking Crystal Black Pearl four-door sedans. (The original Integra came only as a two-door coupe, while the only available body style is now the four-door.) Both did their best to hide their Honda Civic-based platforms.

The ILX’s styling contains the now-familiar Acura grille, much derided by the automotive press but toned down to a much more agreeable shape these days. The rear styling has a much cleaner look. Trunk space on the ILX is good, aided by a fold-down rear seat. The hybrid’s trunk is a bit smaller, due to the behind-the-rear-seat location of the lithium ion-battery pack. Back seat room itself is also good for two adults; it’s set up for three, but not three typically American-sized adults. The front bucket seats are very accommodating, with all controls handy and easily figured out. I did think, though, that the ebony interior was a bit too much ebony, and could use a splash of color or wood to break up the monochromatic monotony.

The technology package added the following to the CVT automatic-equipped ILX’s $25,900 base price: navigation, 10-speaker premium sound system, 15GB media storage, voice recognition system, real-time traffic and weather, and a GPS-linked solar-sensing temperature control that tracks the sun’s relative position and intensity and automatically adjusts to compensate, bringing the bottom line to $32,295. The hybrid test car, with no option package, listed at $29,795.

Driving both cars was similar but different. Both handled well and were very responsive in the steering and suspension departments. The hybrid lacked some of the other car’s power, but perhaps its 39/38 miles per agllon city/highway rating makes up for it. For a bit more oomph (and a bit fewer miles per gallon) you can turn off the ECON button, which changes some of the engine/transmission settings. The 2.0-liter engine in the other car is rated 24/35 miles per gallon. There’s also a 2.4-liter available, as well as a six-speed manual transmission-equipped car.

If what you desire in a car is sporty luxury in a compact package, you owe it to yourself to check out the new ILX. Now if it only came in a coupe…

More info at acura.com.

[tokyodream Senior Member Find all posts View Profile Close tokyodream]

http://www.automobilemag.com/reviews...012_acura_rdx/

Driven: 2012 Acura RDX

The RDX, Acura's compact crossover, was previously an outlier in its category. It seemed to have been developed by a bunch of engineers who were trying to channel the Integra Type R. As intriguing as that sounds, the RDX's buckboard ride and high-strung four-cylinder turbo just didn't work in a compact, premium-brand crossover.

Larger, but lighter

The new RDX takes a much different tack. It looks and drives exactly like the larger MDX -- arguably, Acura's best-realized current product. The new RDX is larger than its predecessor, and looks it. But it's also lighter, and roomier. The latter quality is particularly evident in the rear seat, where occupants sit on a high cushion and where a flat floor facilitates three-abreast seating.

One can imagine that no one at Acura is eager to spend much time thinking about the unloved, oddball ZDX, but it might have been nice if some of that vehicle's inventive, luxurious interior design and materials had found their way into this car. Instead, the RDX serves us the standard Acura fare -- which means this is a design-free zone, wrought in materials that are decent but little more, with controls arranged in a sober, straightforward manner.

The electronics interface, an area where luxury-brand car shoppers might expect to be wowed, looks stuck in the last decade. (Maybe Acura is waiting for its upcoming new RLX flagship sedan to introduce a new interface.) True, Acura's turn-and-push knob controller is safer and easier to use than some carmakers' flashy touch screens, but it contains its own annoyances. It surely gets tiresome, for instance, to have to agree to the lawyer screen every time you start the car (if you don't hit OK, the display goes blank); and once you do, the screen always defaults to the map, no matter what it was set to when the car was shut off. For me, that meant having to hit "audio" to get the radio information to appear, at every start-up. Also, the presets are arranged in two stacks of three, but the preset buttons are arranged in a row of six, so they don't match.

From four to six

The big break with the past is under the hood, where the turbocharged four-cylinder has been jettisoned in favor of Honda's corporate 3.5-liter V-6. Other carmakers are making the opposite move -- replacing V-6 engines for turbocharged fours, in a quest for better fuel economy. Acura, though, achieved better mileage here by adding cylinders. The old 2.3-liter was a heavy drinker among turbo fours, while the new V-6 is pretty efficient thanks in part to cylinder deactivation. It also benefits from being paired with a six-speed automatic, versus the previous five-speed. As a result, EPA ratings jump from 19/24 mpg to 20/28 mpg (FWD), and from 17/22 mpg to 19/27 mpg (AWD).

The V-6's 273 hp beats the turbo four's 240 hp, although its torque figure of 251 pound-feet is just shy of the previous engine's 260 pound-feet. Regardless, the V-6 makes the new RDX plenty quick; the six-speed automatic is unobtrusive; and throttle response is now linear and predictable. Honda's torque vectoring SH-AWD system helped the previous RDX claw its way around corners, but it's been replaced by a more pedestrian system similar to that in the Honda CR-V. Without torque vectoring, it doesn't aid handling, and the RDX is now pretty middle-of-the road in that endeavor. It does ride a lot better than before, however, and the new electrically assisted power steering is well weighted.

Well priced, well equipped

Acura keeps it simple with options, offering none, and only two trim levels. Front-wheel-drive and all-wheel-drive versions are offered with or without the Technology Package, which adds $3700. Its primary elements are navigation and a high-end audio system. Otherwise, everything you'd want is standard, including leather, heated seats, a sunroof, keyless entry and ignition, Bluetooth, power seats, et cetera. Pricing starts at a very reasonable $35,215 and tops out at $40,315

Surprisingly, one item that might not be worth ordering is four-wheel drive. It wasn't the season for snow or ice when I drove the RDX, but when pulling out from even a slight uphill grade onto a busy two-lane, the RDX would often spin its front wheels -- excessively so in the wet. The car is so lazy about reapportioning torque to the rear I thought it must be front-wheel drive. It wasn't, but it might as well have been.

Other than the disappointing all-wheel-drive system, however, the new RDX looks perfectly positioned to meet the wants and needs of its target market. It may be less of an iconoclast, but it's roomier, mellower, more powerful, more comfortable, and more economical. We think buyers will be happy to make that trade.

2013 Acura RDX AWD Tech

Base price (with destination): $40,315
Price as tested: $40,315

Standard Equipment:
3.5-liter V-6
6-speed automatic transmission w/shift paddles
All-wheel drive
4-wheel disc brakes
Leather-trimmed seats
Keyless entry and ignition
Power windows
Power door locks
Power driver's seat (10-way), power passenger's seat (4-way)
Power side mirrors
Bluetooth
Power moonroof
Heated, power mirrors
Navigation system w/voice recognition
Multi-view rear camera
AcuraLink communication system w/traffic and weather
Acura/ELS surround-sound AM/FM/XM/CD/MP3 audio system w/aux and USB inputs and 10 speakers
Hard Disk Drive
Dual-zone automatic climate control
Xenon HID headlights
Power tailgate
Fog lights

Options on this vehicle:
None

Key options not on this vehicle:
None

Fuel economy:
(city/hwy/combined)
19 / 27 / 22 mpg

Engine:
3.5L V-6
Horsepower: 273 hp @ 6200 rpm
Torque: 251 lb-ft @ 5000 rpm

Drive:
4-wheel

Transmission:
6-speed automatic

Curb weight: 3852 lb

Wheels/tires:
18 x 7 inch alloy wheels
235/65R18 Michelin Primacy MXM4 tires

Competitors:
Audi Q5
BMW X3
Cadillac SRX
Infiniti EX35
Lexus RX
Lincoln MKX
Mercedes-Benz GLK
Volvo XC60

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http://www.motorauthority.com/news/1...p-the-2014-rlx

Acura Announces The Debut Of Its New Flagship, The 2014 RLX

On Wednesday, November 28, Acura will reveal the all-new 2014 RLX sedan to a crowd of assembled journalists at the Los Angeles Auto Show. Since the reveal happens during the show’s press days, the general public will have to rely on media coverage to see the new RLX before the show opens its doors to everyone on November 30.

Acura feels your pain, and it wants to do everything it can to drum up interest for its RL replacement. With that focus in mind, Acura will broadcast the RLX reveal live on the web, beginning at 11:00 a.m. (Pacific Time, we’d guess) on November 28.

Want to see the reveal for yourself? Just click on this hotlink for the Acura webcast site.

As previously reported, the 2014 RLX should closely resemble Acura’s RLX Concept, which debuted at the 2012 New York Auto Show. Unlike the concept and the current Acura RL, the production RLX is expected to debut with front-wheel-drive (at launch, anyway) instead of Super-Handling All Wheel Drive (SH-AWD). Front-drive models will get four-wheel-steering for improved handling, though.

The hybrid SH-AWD version of the RLX should debut sometime next fall, featuring a V-6 engine driving the front wheels paired with two electric motors powering the rear wheels. Acura promises sure-footed traction, V-8 power from a V-6 engine and impressive (but still unknown) fuel economy from this version of its range-topping sedan. The SH-AWD system will also appear in Acura's upcoming NSX supercar.

The RLX will be powered by a new, direct-injected 3.5-liter V-6, rated at some 310 horsepower. Like the RL it replaces, expect the 2014 RLX to come loaded-up with technology, safety and luxury amenities.

As for details on pricing, launch date and specific equipment levels, you’ll have to wait until next Wednesday to find out, at the same time we do.


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http://www.philly.com/philly/busines...road_test.html

Driver's Seat: Acura, Infiniti AWDs square off for road test

2013 Acura RDX AWD Tech vs. 2013 Infiniti EX37 Journey AWD: When price, passenger room, and driving excitement are not big concerns.

Catching up: Last week, we compared prices, features and interiors of the RDX and EX37. This week, we take them for a spin.

Similar prices, different vehicles: Buy a bare-bones Acura RDX two-wheel drive, and the power comes from the front wheels. A cheaper EX37, however, drives only the rear. So from the bottom up, these two crossovers travel different paths.

Under the hood: The Acura offers 273 horsepower from its 3.5-liter V6. The acceleration is a delight; my notes include the scrawl, "This Acura really kicks."

A larger 3.7-liter V-6 differentiates the 2013 EX37 from the previous EX35 (3.5 liters). The engine produces a rocking 325 horses for speed aficionados. Yet because the Infiniti tips the scales at a beefy 5,024 pounds, it's more lethargic than the comparatively lithe 3,852-pound Acura.

Getting in gear: The EX37's power is transferred through a 7-speed automatic gearbox with shift capability, while the RDX has just six gears.

Though I have to say the shift capability does not translate into shiftability. It's just not all that fun to row through the gears in some vehicles, and the EX37 is one of them. And don't get me started on steering-wheel paddle shifters like those offered in the RDX. Click. Wow. I shifted. Snore.

Sturgis Kid 4.0, age 12, notes that the EX37 always sounds like it's going fast, so the hum of the exhaust note is nice. The Acura is a more sedate soundtrack.

On the curves: The handling in the Acura is crisp and has good feedback from the road, but it's not extremely sporty. The EX37 is even a bit more mundane. That surprised me because the RDX stands a full four inches taller than the EX37. But the Infiniti's extra weight makes a difference.

Neither had the taut steering of, say, the Mazda CX-5 or the Volkswagen Tiguan crossovers.

Driver's seat: Driver comfort in both vehicles was phenomenal. Gauges are easy to read; controls are thoughtfully designed and easy to reach.

Night shift: The lighting available to EX37 occupants throughout the vehicle is helpful and not too bright. But people searching for cargo in the rear at night will need a flashlight: The tiny light on the door offers little assistance, and the searcher can eclipse what little illumination it offers.

The RDX's lighting did the job for passengers as well as cargo hunters.

Technology: The AroundView Monitor that drew my raves in the review of the Infiniti JX35 comes as part of the $3,050 Infiniti EX37 Premium Package (which also adds navigation, larger LCD monitor, Bose premium sound, advanced climate control, and more). The AroundView's four fish-eye cameras and software almost give drivers a Google Earth view of the vehicle when backing up.

Acura has a backup camera, too.

I spent my time with the EX37 during Hurricane Sandy, and I learned that this (and probably every other) camera system needs a feature added: a drier/defroster. Water on the camera renders it almost completely ineffective, though Infiniti's little sonar wave drawings, which change color depending on an object's distance, adds a fail-safe.

Fuel economy: The Acura RDX posted just under 24 m.p.g. I observed about 22 m.p.g. in the EX37. The mileage was recorded in a mix of highway and suburban driving. Feed both vehicles premium only.

Where/how they're built: The Acura comes to us from East Liberty, Ohio, while the Infiniti hails from Tochigi, Japan. Both vehicles get above-average marks in Consumer Reports reliability testing.

In the end: Lovers of the tried-and-true who need a real back seat would find the Acura a more rewarding purchase, while people interested in pushing the envelope and not carrying passengers or cargo might find the EX37 a better choice. Me? I don't find enough delight in either to not save almost half my money and get a Mazda CX-5.

But if I had to have luxury from these makers, I'd go for the Acura TSX wagon or spring for the Infiniti JX35.

[tokyodream Senior Member Find all posts View Profile Close tokyodream]

http://www.autos.ca/car-test-drives/...CanadianDriver

Test Drive: 2013 Acura ILX Dynamic

The Acura ILX is a new compact sedan from Honda’s luxury division. It replaces the CSX in the Acura lineup, a Honda Civic–based Acura that was sold only in Canada. Unlike the CSX and the EL before it, the ILX will also be sold in the US. It is essentially the same car continuing with a new moniker.

Acura has always been the most accessible of the luxury brands, but with the ILX, Acura has inched up the price of admission. The base ILX with automatic transmission starts at $27,790, $2,200 more than the outgoing CSX (2011). That is still several thousand dollars below the cost of the TSX in Canada and for the US, it means having a new vehicle that will appeal to less affluent buyers at the top and bottom of the demographic ladder. The CSX was Acura Canada’s biggest selling model and Acura, like other upscale manufacturers, is discovering a market south of our border for luxury compacts.

This week’s tester is the 2013 Acura ILX Dynamic, essentially an ILX Premium equipped with the higher performance engine and manual transmission from the Honda Civic Si. It is the sport ILX and amazingly, it is available at no extra charge over the ILX with Premium package equipped with the base 150-hp 2.0L four-cylinder and five-speed automatic transmission.
Test Drive: 2013 Acura ILX Dynamic acura
Test Drive: 2013 Acura ILX Dynamic acura
Test Drive: 2013 Acura ILX Dynamic acura
2013 Acura ILX Dynamic. Click image to enlarge

For $29,990, $2,200 more than the base $27,790 price, the buyer gets an Acura ILX equipped with 17-inch alloys, fog lights, HID headlights with auto on and off, auto day/night rear-view mirror, rear-view camera with smallish five-inch display screen, premium sound system, eight-way power driver’s seat, leather-trimmed seating, heated front seats, a 201-hp 2.4L four-cylinder engine, and a six-speed manual transmission. Metal racing pedals are also a part of the Dynamic package.
The ILX Dynamic is not available with an automatic transmission and an auto is only available with the smaller engine. I don’t really comprehend this strategy, as the TSX is available with the 2.4L engine and an automatic.

The Acura ILX is very conservatively styled. Although signature style cues, like Acura’s corporate beak are still there, they are just not as in your face as they are on other models. The ILX is even more toned down than the TL after a nose job. Acura may feel this will appeal to America’s more conservative consumer, but I fear the ILX has just become less noticeable.

There is an extra cost $2,700 aero kit, but our press car wasn’t wearing it. Otherwise, there is nothing on the exterior to differentiate the Dynamic from any other ILX trim or to tell anyone at all that this car is anything other than just another compact four door sedan with really nice wheels.

And the prospective buyer, on opening the ILX’s doors, might be confused about the sedan’s role in life too. Amid the monotone black luxury of leather-trimmed this and leather-trimmed that rests a manual transmission shifter. It looks out of place, but then you realize it is out of someplace else. It is the Honda Civic Si shifter with black stitching (the Si has red stitching) and a different plastic doodad in the knob.

At least when you open the door of a Civic Si and sink into its tight, logo-stitched sport seats you know the little sedan is meant to be driven. With the ILX Dynamic one does not sink into the seats and they cannot be described as tight. They are the same seats found in all but the base ILX trim, seats that should have wide appeal, as wide and flat as the butts that will likely sit in them.

The gauge cluster and layout of switch gear on the centre console are derived from the Acura corporate interior treatment, which is a lot more traditional than the modern two-level gauge and info display found in a Civic. It is a matter of taste; the ILX will appeal to tastes that are more traditional, the Civic to those who prefer modern treatments. Personally, I prefer the latter.
Test Drive: 2013 Acura ILX Dynamic acura
Test Drive: 2013 Acura ILX Dynamic acura
Test Drive: 2013 Acura ILX Dynamic acura
2013 Acura ILX Dynamic. Click image to enlarge

Standard comfort and convenience features include a five-inch colour information display with integrated back-up camera, auto-off headlights, dual zone climate control, power windows with driver and passenger auto up and down, smart entry with push-button start, steering wheel–mounted audio and cruise controls and variable intermittent windshield wipers.

The ILX has a fold-down rear seat, but it is not split. There is a large pass through behind the seat for longer cargo, but the shape of the opening and the single-piece fold-down seat limit the ILX’s cargo and passenger carrying flexibility.

The 201-hp 2.4L engine and six-speed close ratio manual transmission is the same drivetrain found under the hood of the more expensive Acura TSX and the less expensive Honda Civic Si Sedan. The 2.4L engine replaces the high-revving 2.0L iVTEC that had gathered quite a following among four-cylinder enthusiasts.

While hardcore Si fans might view the new 2.4L as toned down, it still has a redline of 7,000 rpm. And getting the rpm up into that heady range releases a ton of power. Although entering a freeway can be a lot of fun—shifting into third at 80 km/h just below the redline then sliding the shift lever way over to sixth at 100—it isn’t very practical for everyday driving. The 2.4L iVTEC engine has the performance available to be very entertaining, but it’s just not in the right place for 60 km/h streets. The ILX can be fun on a freeway onramp, probably more fun on a track with some suspension tweaks, but around town it can be just a lot of work despite a light clutch and tight shifter.

The six-speed manual, which is geared to provide five acceleration gears and one overdriven gear, is part of the problem. To get the engine operating in the most fuel efficient gear requires more shifts than a five-speed manual or a six-speed with two overdrives. So you learn to take short cuts using a 1/3/5 or 2/4/6 pattern or some other more direct route to letting your left foot rest and taming the noise.

What may be the sound of engineering music in the Civic Si is just noise in the ILX: repeated higher rpm shifts, the drone of the engine at 3,000 rpm (110 km/h), the slap and rumble of the tires on the pavement. The ILX may well be quieter (and heavier) than the Civic Si, but the mechanical choir is only a bit muted and still quite aggravating after a while, and very un-luxury car-like.

Even though $28K and change is a lot of money, being the price leader in the luxury car market is risky. The ILX represents a quick and profitable way for Honda to bring a compact to its luxury Acura brand in the US, just as the CSX and EL had in Canada. Badge engineering is common in the car business, but one of the risks is lowered perceptions of a company’s brand. I have no doubt that Acura will sell ILXs by the trainload, but Acura will remain the luxury brand wannabe that it has always been.


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http://articles.philly.com/2012-11-2...vehicles-gears

Driver's Seat: Acura, Infiniti AWDs square off for road test

2013 Acura RDX AWD Tech vs. 2013 Infiniti EX37 Journey AWD: When price, passenger room, and driving excitement are not big concerns.

Catching up: Last week, we compared prices, features and interiors of the RDX and EX37. This week, we take them for a spin.

Similar prices, different vehicles: Buy a bare-bones Acura RDX two-wheel drive, and the power comes from the front wheels. A cheaper EX37, however, drives only the rear. So from the bottom up, these two crossovers travel different paths.

Under the hood: The Acura offers 273 horsepower from its 3.5-liter V6. The acceleration is a delight; my notes include the scrawl, "This Acura really kicks."

A larger 3.7-liter V-6 differentiates the 2013 EX37 from the previous EX35 (3.5 liters). The engine produces a rocking 325 horses for speed aficionados. Yet because the Infiniti tips the scales at a beefy 5,024 pounds, it's more lethargic than the comparatively lithe 3,852-pound Acura.

Getting in gear: The EX37's power is transferred through a 7-speed automatic gearbox with shift capability, while the RDX has just six gears.

Though I have to say the shift capability does not translate into shiftability. It's just not all that fun to row through the gears in some vehicles, and the EX37 is one of them. And don't get me started on steering-wheel paddle shifters like those offered in the RDX. Click. Wow. I shifted. Snore.

Sturgis Kid 4.0, age 12, notes that the EX37 always sounds like it's going fast, so the hum of the exhaust note is nice. The Acura is a more sedate soundtrack.

On the curves: The handling in the Acura is crisp and has good feedback from the road, but it's not extremely sporty. The EX37 is even a bit more mundane. That surprised me because the RDX stands a full four inches taller than the EX37. But the Infiniti's extra weight makes a difference.

Neither had the taut steering of, say, the Mazda CX-5 or the Volkswagen Tiguan crossovers.

Driver's seat: Driver comfort in both vehicles was phenomenal. Gauges are easy to read; controls are thoughtfully designed and easy to reach.

Night shift: The lighting available to EX37 occupants throughout the vehicle is helpful and not too bright. But people searching for cargo in the rear at night will need a flashlight: The tiny light on the door offers little assistance, and the searcher can eclipse what little illumination it offers.

The RDX's lighting did the job for passengers as well as cargo hunters.

Technology: The AroundView Monitor that drew my raves in the review of the Infiniti JX35 comes as part of the $3,050 Infiniti EX37 Premium Package (which also adds navigation, larger LCD monitor, Bose premium sound, advanced climate control, and more). The AroundView's four fish-eye cameras and software almost give drivers a Google Earth view of the vehicle when backing up.

Acura has a backup camera, too.

I spent my time with the EX37 during Hurricane Sandy, and I learned that this (and probably every other) camera system needs a feature added: a drier/defroster. Water on the camera renders it almost completely ineffective, though Infiniti's little sonar wave drawings, which change color depending on an object's distance, adds a fail-safe.

Fuel economy: The Acura RDX posted just under 24 m.p.g. I observed about 22 m.p.g. in the EX37. The mileage was recorded in a mix of highway and suburban driving. Feed both vehicles premium only.

Where/how they're built: The Acura comes to us from East Liberty, Ohio, while the Infiniti hails from Tochigi, Japan. Both vehicles get above-average marks in Consumer Reports reliability testing.

In the end: Lovers of the tried-and-true who need a real back seat would find the Acura a more rewarding purchase, while people interested in pushing the envelope and not carrying passengers or cargo might find the EX37 a better choice. Me? I don't find enough delight in either to not save almost half my money and get a Mazda CX-5.

But if I had to have luxury from these makers, I'd go for the Acura TSX wagon or spring for the Infiniti JX35.

[tokyodream Senior Member Find all posts View Profile Close tokyodream]

http://www.nsnews.com/cars/maturatio...440/story.html

The maturation of the RDX

THE Acura RDX was always a different kind of a car.

Designed to provide great performance and superb handling, the previous generation RDX was perhaps a bit too aggressive in its approach to maximize performance while somewhat compromising comfort and luxury.

The turbocharged engine and European-like handling provided immense driving pleasure for an SUV but this dynamic package did not deliver as much "luxury value" to traditional, upscale SUV customers who were more drawn to softer, smoother riding vehicles such as the Lexus RX 350.

For 2013, Acura decided that it was time for the RDX to become more mature.

The redesigned 2013 RDX features refinements to every aspect to the vehicle. The exterior lines are softer, the interior is more plush, the drivetrain is smoother and the engine is more powerful yet more efficient. Most important of all, the new RDX looks and feels much more expensive.

Acura hopes these refinements will welcome a whole new generation of young customers into its comfy yet stylish mode of transportation.

DESIGN

As already mentioned, the 2013 RDX's image is more mature with understated elegance. The smoother exterior lines are partnered with traditionally sensible colours. The design in general is much more upscale and gives that luxurious feel that was lacking in the 2012 version. The design is unmistakably similar to the popular MDX model.

Inside, the grown-up design continues with a pleasant combination of curvy lines and flowing elements. The hard plastics that dominated the cabin of the previous model have been mostly replaced by softer, more elegant materials. This is probably the single most noticeable aspect of the RDX's maturation process. The cabin now feels like it came from a car that costs twice as much.

PERFORMANCE

The revamped 2013 RDX did away with the 240 horsepower, 2.3-litre turbocharged inline four and replaced it with a 273 h.p., 3.5-litre naturally aspirated V6 that's already widely used in the Acura lineup. It's mated to a new six-speed automatic transmission which gets 10.7-litres/100 kilometres in the city and 7.3 l/100 km on the highway, which is a vast improvement over the 2012 number; 12.4 l/100 km city, 9.8 l/100 km highway. This is also done with a new all-wheel drive system which is lighter to help aid the fuel economy numbers.

The new V-6 is much more refined cruising around town and handles the highway curves comfortably, though it does not have the sportiness of the previous model. Also on that note, the suspension is softer and smoother, again moving away from the more aggressive nature of its predecessor. The only disappointment is the steering feel, which - while accurate in its ability to track the road - is light and somewhat artificial. It will likely please the average Lexus-type SUV drivers (which is Acura's targeted competitor anyways) but it will not steal sales away from BMW or Audi owners who are used to more road feel.

ENVIRONMENT

Even though the actual amount of added interior space is not that much, the interior feels more spacious. Looking about the cabin, the Acura meets all the prerequisites for an entry-level luxury vehicle with no overwhelmingly unusual features. All five seats are plush while providing adequate support and comfort. The spacy feel is consistent throughout as legroom and headroom are plentiful for the average adult in the rear seats.

Acura also refined the RDX's technology interface. Many features such as

automatic climate control, Bluetooth, iPod connectivity and rearview camera remain somewhat similar, but they simplified their use and even added an SMS text messaging function. With the upgrade to the Technology Package, the five-inch monitor grows to eight inches and gains a navigation system with voice recognition and improved surround sound system.

Fortunately, the more advanced system found in the Tech package remains simple and intuitive to use.

While the luxuries are nice, the RDX is still a functional SUV and needs to fulfill the utility portion of the title. The rear door opens high offering sufficient head clearance to the expansive opening. The low floor also aids loading and unloading and its 739 litres of cargo space allows you to carry more than average SUVs in this category. But suppose you need a bit more space, the rear seats split 60/40 and fold down conveniently with two releases for each seat; one on the shoulder of the seat and another just inside the cargo area. The seats fold down to increase the space to a generous 2,178 litres.

Features

The 2013 RDX starts at $42,935 with an available Technology Package adding $3,000 to the asking price.

Standard equipment includes four-wheel ABS with EBD and brake assist, front and side curtain airbags with rollover sensor, tire pressure monitoring system with location and pressure indicators, Vehicle Stability Assist with traction control, eight-way power adjustable driver seat, four-way adjustable front passenger seat, heated front seats, five-inch colour information display, dual-zone automatic climate control system, Bluetooth with steering wheel-mounted controls,

SMS text message function and rearview camera.

The Technology Package adds an eight-inch LED backlit VGA display, navigation system with Voice Recognition, 410watt premium audio system, GPS-linked, solar-sensing, dual-zone automatic climate control system and power tailgate.

Fuel efficiency numbers are 10.7 l/100 km city and 7.3 l/100 km highway.

Thumbs up

Quality interior materials and the easy-to-use electronics make the cabin a fine place to spend time, while under the hood improvements make the 2013 RDX vastly improved compared to its predecessor. The 2013 version simply feels more expensive.

Thumbs down

The changes to the engine and transmission may be welcome but the new electric steering lacks feedback. Not much else to complain about. The bottom line

The new RDX represents a marked improvement over the previous model and it now represents a great luxury value that could really hurt the competitors' sales.

Competitors Audi Q5

The Audi has been the benchmark of the luxury small SUV segment for some time now and it is reasonably priced too, starting in the low $40,000s. The base 2.0litre, 211 h.p. turbocharged four-cylinder engine has less horsepower than the RDX but fuel economy numbers are similar: 10.6 l/100 km city and 7.7 l/100 km highway. The 2013 model also offers a supercharged 3.0 litre for extra power and performance.

The Audi Q5 is the truly grown-up option for those looking to settle into a luxury small SUV.

Infiniti EX35

Starting at $39,900, the EX is cheaper but is also a little smaller (especially in the rear legroom area). It is, however, more posh than the RDX and it boasts slightly better handling. The 3.5-litre V-6 produces 297 h.p. while using 12.3 l/100 km in the city and 8.5 l/100 km on the highway.

If cargo space is less of a concern and you desire a more exhilarating commute, then the Infiniti is a notable alternative.

Volvo XC60

For those needing more cargo space the XC60 comes up trumps with 873 litres of cargo capacity. At $38,950, the Volvo's starting price is also lower than the RDX, however the base 3.2-litre inline six-cylinder trades a little horsepower with only 240 h.p. Also, the added weight hurts the fuel economy numbers: 11.2 l/100 km city and 7.8 l/100 km highway.

The only issue is the Volvo brand no longer represents the same level of luxury or performance as other brands such as BMW and Lexus.


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[tokyodream Senior Member Find all posts View Profile Close tokyodream]

http://www.forbes.com/sites/helaineo...ider-an-acura/

Suze Orman Thinks You Should Consider An Acura

Say it ain’t so, Suze Orman. Say you ain’t backing up from your long-standing advice that purchasing a new car is almost always a bad idea.

But how else to explain Orman’s appearance in a commerical for Acura’s 2012 “Season of Reason” ad campaign?

In the spot, which began airing earlier this month, Orman, driving a brand new Acura TL, pulls up to a shopper eying a striking pink evening gown in a store window. “Hey girlfriend, get in,” the first lady of finance says, before taking her fan on a careening ride, all the while lecturing her to avoid an “emotional money mistake” like the dress and instead be “reasonable” and “spend smart.”

And what might qualify as “smart” spending? Well, if you guessed a $40,000 2013 Acura TL, you guessed right. When the commercial ends, we hear actor James Spader proclaim in a voiceover, “This holiday, listen to the voice of reason. Acura’s Season of Reason sales event.”

How a dress — which simply cannot cost more than several hundred dollars — is an “emotional money mistake” but purchasing a car costing tens of thousands of dollars is smart and savvy financial move is never addressed. And no, this is no well-meant public service announcement decrying excessive holiday spending gone awry. As the press release put out by Rubin, Postaer and Associates, a the Santa Monica based ad agency responsible for the campaign, puts it:

In each spot, the Acura MDX, TL and ILX act almost like characters, their movements carefully balanced with the dialogue to simultaneously showcase the vehicles’ performance and reinforce the ambassadors’ appeals to reason. The celebrities handled the stunt driving, rather than using a green screen, to produce a more realistic performance and appealing aesthetic.

Let me go all didactic for a minute: the purchase of a new auto is just about one of the worst investments you can make. As soon as you sign your name on the ownership or car loan papers and drive away from the dealership, your new set of wheels begins to lose value. It’s the ultimate “emotional money mistake.” There are very few personal finance gurus who think such a shopping decision is a good idea.

Orman is all too aware of these facts. She is, after all, one of the financial gurus usually telling her fans not to succumb to the lure of the late model car. Take this bit from a column she published on Yahoo Finance:

New cars depreciate 20 percent to 30 percent the second you drive them off the lot. So if you really want to be smart, make someone else’s mistake your lucky day. Buy what I call a new used car - a vehicle that is one or two years old, but has been well maintained and doesn’t have a ton of miles. It’s just like new, except that its price is more like a used car.

Or this:

I totally get how enticing it is to own a sleek new car that exudes cool, but if I offered you an investment that was pretty much guaranteed to lose 60 percent, would you take me up on it?

I seriously doubt it.

Sadly, that’s the cold truth about owning a car: It is a guaranteed money loser.

So what gives?

It might be instructive to take a look at the last time Orman filmed a commercial for the automobile industry, back in 2004. After encountering ferocious blowback from both fans and media watchdogs for her promotion of General Motor’s “lock ‘n’ roll” zero percent financing scheme, she cancelled the deal, but not before blasting her critics in the Chicago Tribune, claiming that as a “celebrity” she was allowed to do endorsement deals, adding, “I’m not in this for charity. This is a business, and anybody who thinks that it’s not a business is an idiot.”

Acura TL "Dress Down" Commercial = http://www.youtube.com/watch?feature...&v=hRh0Mkm9lck