ACURA in presa straina

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  • #76

    2014 Acura RLX replaces SH-AWD with P-AWS

    After teasing us with the thinly veiled concept earlier this year, Acura has officially taken the wraps off its all-new flagship sedan, the 2014 Acura RLX. Aside from its huge step forward in terms of styling and luxury, the new RLX could very well be the most advanced Acura model ever.

    While the previous RL could have been one of the blandest luxury sedans of its time, the RLX builds on stylish cues introduced this year on the ILX and RDX. One of the car's signature elements is its jewel-eyed LED headlights that could end up rivaling Audi for the most distinctive in the business. The rear view of the car isn't as unique as the front, but no less attractive with LED taillights that have a slight BMW vibe and odd, chrome-ringed reflectors at the bottom of the fascia. The interior is exactly what we've come to expect from Acura with its dual-brow instrument panel and a sporty three-spoke steering wheel.

    On the technology front, the RLX debuts driving features such as Precision All-Wheel Steer (P-AWS), Adaptive Cruise Control with a low-speed follow feature and Agile Handling Assist while the interior gets a high-end Krell audio system, cloud-based AcuraLink and a multi-angle back camera. P-AWS allows the RLX actively and independently adjust the angle of the rear wheels for better agility and braking. Acura ended up cutting almost 275 pounds from the RLX's curb weight (compared to the RL) thanks to the use of high-strength steel and aluminum.

    The 2014 RLX uses a 310-horsepower, direct-injected V6 to power the front wheels through a six-speed automatic, and it will go on sale in the spring; the 370-hp RLX hybrid goes on sale later next year.

    Scroll down for Acura's press release.

    Acura Debuts 2014 RLX Sedan at Los Angeles Auto Show
    All-new flagship sedan showcases signature new Acura technologies; boasts class-leading fuel-efficiency, handling agility and rear-seat legroom

    Acura took the wraps off its all-new 2014 RLX luxury-performance sedan – the most powerful, spacious, and technologically advanced Acura sedan, ever. In keeping with the Man-Machine Synergy direction of the Acura brand, the RLX utilizes an all-new direct-injection engine, lightweight body structure, and the first-ever application of Acura Precision All-Wheel Steer™ to deliver a new and dynamic driving experience unlike that of any other luxury performance sedans. The next-generation AcuraLink® cloud-based connected car system makes its debut on the new RLX, offering a broad range of convenience, entertainment and security features.

    "The 2014 Acura RLX heralds the introduction of a number of new signature Acura technologies that provide the driver a feeling of connection to the product, to the road, and to the world from the very moment they enter the vehicle," said Jeff Conrad, vice president and general manager of Acura Sales. "The RLX embodies the Acura commitment to create vehicles with outstanding handling that truly respond to the will of the driver."

    The 2014 Acura RLX is powered by an all-new 310-horsepower direct-injected SOHC 24-Valve i-VTEC® V-6 engine with Variable Cylinder Management, and is expected to earn best-in-class estimated EPA fuel economy ratings of 20/31/24 mpg1 (city/highway/combined). The new RLX delivers full-size interior space in a nimbler, mid-size luxury sedan package and boasts the best rear-seat legroom (38.8 inches), longest tandem seating distance (36.4 inches), and best front and rear shoulder room in the mid-luxury class.

    Precision All-Wheel Steer™ (P-AWS) is the world's first technology to feature independent and continuous control of the left and right rear-wheel steering (toe) angles to achieve new levels of handling agility, high- and low-speed maneuverability, and confident handling control for a two-wheel-drive luxury sedan.

    As previously announced, a version of RLX featuring Acura's new Sport Hybrid Super Handling All-Wheel Drive® (Sport Hybrid SH-AWD®) technology, producing 370 horsepower with expected fuel economy ratings of 30 city/30 highway/30 combined, will debut later in 2013.
    The new RLX will confidently compete in the high-end luxury sedan market with an incredible array of leading-edge technologies – including the next-generation AcuraLink™ connectivity system with AcuraLink Real-Time Traffic™ featuring freeway traffic and all-new surface street conditions, the Lane Keeping Assist System and Forward Collision Warning safety systems, and new driver-assistive technologies such as Adaptive Cruise Control with Low-Speed Follow, Agile Handling Assist dynamic braking technology and Jewel Eye™ LED headlights.

    The 2014 Acura RLX is slated to go on-sale at U.S. Acura dealers nationwide in the spring of 2013 and will be available in five grades – the well-equipped RLX, the RLX with Navigation, the feature-packed RLX with Technology package, the RLX with Krell Audio package, and the top-of-the-line RLX with Advance package. Pricing details will be announced closer to launch.

    Exterior Design and Function
    The RLX follows an "aero-fused" exterior design motif with its wide and athletic stance, sharp upswept bodylines, aerodynamic greenhouse, and distinctive new Jewel-Eye™ LED headlights offering improved down-the-road illumination. The RLX's sleek upper body and numerous other aerodynamic features result in aerodynamic efficiency to best-in-class levels.

    Seven spoke 18x8J aluminum-alloy wheels and 245/45 R18 all-weather tires are standard, while Technology, Krell and Advance grades feature 19x8J wheels and 245/40 R19 tires. The RLX's alloy wheels also feature a noise-reducing design that lowers tire noise by 7 decibels across the audible frequency range.

    Additional exterior features available on the RLX include an acoustic glass windshield and door glass, integrated power rear sunshade, front and rear parking sensors, heated and auto-dimming side mirrors, and rain-sensing windshield wipers.

    Interior Design and Function
    The RLX interior features premium, soft touch materials throughout, with the tasteful application of premium metal and wood-grain accents. A stitched leather instrument panel, center console and steering wheel, along with available Milano perforated leather seats, communicate a new level of craftsmanship and refined luxury appeal in Acura's top-of-the-line sedan.

    Luxury form and function are smartly integrated in the RLX's new center console, featuring dual screens – an 8-inch Navigation screen and a 7-inch On-Demand Multi-Use Display™ touch screen – that provide easy and direct one-touch access to key functions, including audio, air conditioning, navigation and text-to-voice SMS text message function. The sliding, leather-trimmed armrest conceals a storage compartment with USB connectivity, 12-volt accessory power outlet and space to store a tablet device.

    Additional interior comfort and convenience features include push-button start, power tilt and telescoping steering, power sunroof, tri-zone automatic climate control, and Bluetooth® HandsFreeLink®.

    The standard 10-speaker ELS® audio system includes HD radio™, XM radio, Pandora® interface, USB connectivity, and an auxiliary jack. The RLX with Technology package is equipped with a 14-speaker Acura/ELS® Studio premium audio system. The Krell Audio and Advance grades receive an all-new Krell ultra-premium system that sets a new benchmark for high-fidelity sound in a luxury vehicle.

    Chassis Technology
    Whether on a serpentine mountain pass, congested city street, or cramped airport parking deck, and in all weather conditions, the RLX with Precision All-Wheel Steer™ (P-AWS™), is designed to deliver an unprecedented level of handling precision and control.

    Working in concert with Vehicle Stability Assist® (VSA®) with Traction Control and Agile Handling Assist dynamic braking system, P-AWS™ provides enhanced vehicle stability, maneuverability, and control. The RLX's handling performance is further elevated by its new double-wishbone front and multi-link rear suspension system with Amplitude Reactive Dampers, and new high-output, belt-type electronic power steering.

    All RLX models have 4-wheel disc brakes with high-friction pads and a 4-channel anti-lock braking system (ABS), along with new Hydraulic Brake Boost that improves brake pedal feel. New Electric Parking Brake with Automatic Brake Hold, and high-efficiency Vehicle Stability Assist™ (VSA®) are additional firsts for Acura.

    New Direct Injected VTEC® V-6 with VCM
    The 2014 RLX is powered by an all-new 3.5-liter direct-injected SOHC i-VTEC® V-6 engine with Variable Cylinder Management. Rated at 310 horsepower and 272 lb.-ft. of torque, the engine delivers exceptional drivability, with more than 90-percent of its peak torque produced from 2000 rpm to 6600 rpm. Variable Cylinder Management™ with 3-cylinder and 6-cylinder operation works in concert with the VTEC valvetrain to deliver superb cruising efficiency. The engine is mounted to a lightweight and rigid aluminum front subframe using a vibration-canceling Active Control engine Mount (ACM) system.

    The new engine is mated to a reengineered Sequential SportShift 6-speed automatic transmission with revised gearing, an intuitive selector and steering-wheel-mounted shift paddles. A driver-selectable Sport mode provides more aggressive shift points and more pronounced engine braking during deceleration, along with manual operation.

    AcuraLink® Connectivity System
    The RLX is equipped with the next-generation of the AcuraLink® connectivity system, delivering a bevy of new information, media, convenience, and security services via embedded two-way communications and web-enabled devices. AcuraLink® leverages the Aha™ by Harman cloud-based interface to provide users with thousands of customizable media and connectivity choices. Next-generation AcuraLink® also delivers an array of available security and convenience features, such as AcuraLink Real-Time Traffic™ featuring freeway traffic and all-new surface street traffic, airbag deployment notification, stolen vehicle tracking, remote locking and unlocking, security alarm notification and 24-hour personalized concierge services for restaurant reservations and more.

    Advanced Safety, Visibility, and Driver Assistive Technology
    The RLX offers a comprehensive list of leading-edge technologies, including Lane Departure Warning, Lane Keeping Assist system, Forward Collision Warning and Collision Mitigation Brake system safety technologies, Adaptive Cruise Control with Low Speed Follow driver assist system, and Blind Spot Information and Multi-Angle Rearview Camera with Dynamic Guidelines enhanced visibility systems.

    Featuring Acura's next-generation Advanced Compatibility Engineering™ II (ACE™ II) body structure, the RLX is anticipated to earn top-level safety ratings, including a 5-star NCAP Overall Vehicle Score, and IIHS 'Top Safety Pick' rating as well as a GOOD rating in the new IIHS small overlap frontal crash test.

    Additional details on key advances and technologies for the all-new 2014 RLX:
    -Class leading interior space based on the RLX's longer wheelbase and efficient packaging. At 196.1 inches, the RLX is similar in length to the outgoing RL, but it has a two-inch longer wheelbase and is nearly two inches wider, placing the new RLX well above the norm in the mid-luxury class. The flagship RLX sedan has up to three inches more rear legroom than competing models, including the BMW 535i, Lexus GS350 and Audi A6.
    -Extensive use of lightweight materials includes the application of high-strength steel to 55 percent of the body, and the intensive use of aluminum-for the front fenders, hood, steering hangar beam, front and rear bumper beams, front subframe, and front and rear door outer panels (mated to steel inner panels). The RLX weighs in at 3,933 pounds. Static bending and torsional body rigidity are up 52 percent and 46 percent, respectively.
    -Jewel-Eye LED headlights (an Acura first) LED lamps enhance the RLX's modern and distinctive appearance while providing outstanding light distribution and improved down-the-road illumination.
    -Acura Navigation System with Voice Recognition™ offers a wide range of search options including local search functionality and AcuraLink Real-Time Traffic™ for both highways and surface streets.
    -Agile Handling Assist (an Acura first) uses active braking to help the driver smoothly and easily trace the desired line through a curve with smaller steering inputs.
    -Electric Parking Brake (an Acura first) provides one-touch parking brake activation.
    -Automatic Brake Hold (an Acura first) maintains the vehicle's position when the driving or parking brake are released until the throttle is depressed.
    -Adaptive Cruise Control (ACC) with Low-Speed Follow (an Acura first), allows the RLX to independently maintain a set following distance in low-speed traffic situations, including stop and go traffic, and to initiate vehicle braking when necessary.
    -Forward Collision Warning (FCW) uses a camera mounted in the upper portion of the windshield to detect vehicles ahead of the RLX and audibly and visually alert the driver when it determines a frontal collision with a detected vehicle is possible.
    -Lane Departure Warning (LDW) uses the same windshield-mounted camera to detect lane markings on the road and alerts the driver if the vehicle is wandering from a detected lane.
    -Front seatbelt e-pretensioners use electronic control to reduce belt tension under normal driving conditions, while also enabling automatic belt tensioning in hard cornering maneuvers or in the event of a collision.
    -Multi-angle rearview camera with dynamic guidelines uses guidelines that reflect steering wheel inputs on the display to aid in backup maneuvers.
    -Capless fueling (an Acura first) eliminates the fuel cap and improves ease of fueling.

    For More Information
    Consumer information is available at

    Connect with Acura:
    Consumer Information:

    1 Preliminary EPA mileage estimates determined by Acura. Final EPA mileage estimates not available at the time of printing. Use for comparison purposes only. Your actual mileage will vary depending on how you drive and maintain your vehicle.
    ® The Bluetooth word mark and logos are owned by Bluetooth SIG, Inc., and any use of such marks by Honda Motor Co., Ltd is under license.
    ® Sirius, XM and all related marks and logos are trademarks of Sirius XM Radio Inc. and its subsidiaries.
    ® Pandora, the Pandora logo and other Pandora marks are trademarks or registered trademarks of Pandora Media, Inc. or its subsidiaries worldwide.
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    • #77

      Krell Goes to the Car With 2014 Acura System

      Krell Industries this week said it will produce a premium audio system for the 2014 Acura RLX, the first car to offer such a system.

      "We've been in business for more than 30 years; we're well known for making the highest-performance audio products for the home and we are excited to bring our sound quality to the automotive environment.” Krell Industries President Bill McKiegan said in a statement. “Every aspect of the system’s design was dissected and optimized to achieve a system that is sonically breathtaking.”

      The car is being unveiled at the Los Angeles Auto Show this week.


      Acura seeks flagship status for new RLX model

      Acura launched the RLX sedan at the 2012 Los Angeles Auto Show, a replacement for its outgoing RL model and a showcase for new tech.

      LOS ANGELES - Once upon a time, Acura pushed the cutting edge of cabin technology, pioneering such features such as navigation and active noise cancellation. But times changed and Acura didn't, letting other automakers steal the high-tech mantle. Now Acura fights back with the RLX, a new high-end sedan with some odd quirks.

      By and large, premium and luxury automakers use rear-wheel-drive for their flagship sedans, an architecture maintained more out of tradition than real necessity. Acura has alway bucked this trend, and continues to do so with the RLX. This model will launch as a front-wheel-drive car sporting a 3.5-liter direct injection engine.

      But current standards, that specification is nothing to write home about, as even economy car makers go to direct injection. However, later next year Acura promises a much higher tech drivetrain, this one incorporating a hybrid system and all-wheel-drive. The 3.5-liter V-6 will remain, and get added power from an electric drive system at the rear wheels. As with other hybrids, the battery pack will recapture energy that would have been lost from braking.

      The hybrid version should not only add significant power, but Acura estimates it will get 6 mpg better for average fuel economy than the front-wheel-drive V-6 version.

      Acura boasts a few intriguing technologies for the new sedan. For one, it will come with LED headlights standard, wide arrays that bookend the Acura shield grille. LED headlights use much less power than current bi-xenon lamps, and should last much longer, as well. In addition, LED headlights allow for a more tightly defined throw pattern.

      The front-wheel-drive model will also get an innovative handling technology, four wheel steering. Acura calls this system Precision All-Wheel Steer. It is designed to work in concert with traction control and stability technologies to allow for fast, stable cornering. The all-wheel-drive hybrid version will not feature this technology, but should offer torque vectoring at the rear wheels.

      The exterior of the RLX looks unremarkable, a long, smooth-sided sedan with little ornamentation. Its most distinguishing features are its grille and headlights. However, what could be seen as lack of flair becomes understatement when you sit in the cabin, which exudes a sense of luxury through its materials and design.

      Most telling for the luxury experience is an optional 14 speaker Krell audio system, a step up from the standard 10 speaker ELS system. During an in-car demo on the show floor, the system delivered an incredibly dynamic audio experience. Playing tracks with traditional instruments on an Acura demo CD, the entire range of a single note from a bass guitar came through clearly, while the vocal reproduction made it sound like the singers were in the car. For those who appreciate music, this system will offer plenty of satisfaction.

      Krell is not a generally familiar name, playing in the high-end audio world. The company spent four years during the development of the RLX, coming up with speaker technologies and placement, and refining the system's output. Beyond its sound quality, the system announces its presence with nice, metal grilles on the door speakers.

      The dashboard of the RLX on display in Los Angeles had two LCDs in the center stack, which was reminiscent of the 2013 Accord model recently launched by Honda. In the Accord, the screen arrangement is an inelegant solution to building cars with and without a navigation option. For the RLX, Acura should have either made navigation standard, and consolidated infotainment on one screen. Alternatively, the company could have just made a single screen host only phone and audio information when the navigation option was not present. The two screen system is a little strange.

      The RLX will also offer a host of driver assistance features, from blind spot monitoring to adaptive cruise control, helping it compete with other luxury flagships.

      The front-wheel-drive RLX model should go on sale in the first half of 2013, with the hybrid model following in the second half.


      AcuraLink to Be Upgraded

      Acura is upgrading its AcuraLink infotainment system.

      Consumers will first see those new features, such as new embedded technology and the ability to link to Web-enabled devices, in the 2014 Acura RLX sedan next spring.

      The RLX comes with the upgraded AcuraLink connectivity system, delivering new information, media and security services via embedded two-way communications and Web-enabled devices.

      AcuraLink features the Aha by Harman cloud-based interface to provide users with customizable media and connectivity choices, including streamed programming from CBS Radio, NPR and Fox News Radio.

      The standard package with navigation includes Pandora, Aha and SiriusXM. It also features traffic and weather updates, Bluetooth connectivity, text and email functions.

      The RLX center console has two color screens — and eight-inch navigation screen and seven-inch touchscreen. The latter controls the AcuraLink infotainment system that accesses Internet radio services such as Pandora and Aha, while the navigation screen provides as well as real-time traffic updates.

      The RLX standard 10-speaker audio system includes HD Radio, XM Radio, Pandora interface, USB connectivity and an auxiliary jack.

      Everything is controlled via a touchscreen interface or buttons on the steering wheel, or by voice on the more premium packages.

      Acura made the announcement at the Los Angeles Auto Show this week.
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      • #78

        Honda confronts identity crisis in Acura line

        When Honda's Acura brand showed off its new flagship RLX sedan at the Los Angeles Auto Show on Wednesday, it was confronted with a marketing conundrum — how to brand the car as a luxury rival to BMW or Lexus rather than just a more expensive Honda.

        It's a problem of Honda's own making. When it launched Acura back in 1986, Honda conceived an "intercept" brand.

        "It was to be the next step for the Accord owner," said John Mendel, executive vice president of American Honda Motor Co., "a place to move up without going to the European luxury models."

        That proved successful for years. Acura sales peaked at nearly 210,000 in 2005, according to automotive website MotorIntelligence. But as luxury car competition grew more varied and fierce, Acura became what Mendel called a "tweener" brand: upscale but not quite luxury. Sales plummeted to barely 123,000 last year — about half the annual volume of each of the top luxury makes: BMW, Mercedes-Benz and Lexus.

        "Acura is not defined, other than to be a step up from Honda," said Thilo Koslowski, an automotive analyst at research firm Gartner Inc. "It needs a place within the premium domain. They need to be unique and differentiated."

        Honda officials need look no further than the L.A. Auto Show to see the stiffening competition in selling cars to the affluent. Volkswagen's Audi division is rolling out four new models with powerful and efficient diesel engines, an increasingly sought-after drivetrain. BMW is showing off two fast and slick concepts, an electric and a plug-in hybrid. Jaguar and Land Rover, newly owned by Indian automaker Tata Motors, are together bringing three new models: a sport convertible, a flagship sedan and the latest Range Rover.

        The stakes are high for all the automakers bringing fresh models to one of the world's leading car shows. But no car means more to any automaker than the RLX means to Acura.

        The RLX will define a brand that needs an identity.

        Mendel wants to position Acura as a "smart luxury" brand. Mendel defines that as efficient and useful technology, wrapped in an elegant package that doesn't scream excess.


        2013 Acura ILX Dynamic

        Vehicle: 2013 Acura ILX Dynamic
        Price as tested: CDN$29990
        Performance: Unlike the outgoing CSX-S which powered by the high string, high-revving 2.0 liter i-VTEC engine, ILX Dynamic is powered by the same engine as the TSX. A sweet sounding 2.4 liter DOHC 4-cylinder with i-VTEC variable valve timing and electronic throttle to come to a mix. That engine has a good 201 ponies and 170 lb/ft of torque at driver’s disposal. It has enough refinement, NVH and smoothness to live up to Acura’s luxury nameplate while addressing previous 2.0 liter’s torqueless issue. It has enough torque for daily driving. When pushed through the max, this 2.4 continues Honda’s tradition of offering wonderfully entertaining middle and upper rev range adraline. Its 6-speed manual continues Honda’s tradition by providing the world’s smoothness shifter and clutch combination. The shifter is both crisp and precise, while clutch is light and progressive with the right feedback.
        Handling: Right from the early days of Integra to latest ILX, Acura’s legendary small cars have always provided balanced handling with supple ride quality. This ILX Dynamic delivers on both fronts. The electro-mechanical steering provides sure-footness feel and feedback, with enough precision and responsiveness. When pushed the Dynamic through the paces, it exhibits excellent body motion control while understeer is minimal. Acura’s sporty small car always delivered some of the most balanced front driver experience. The turn-in is sharp and responsive without much of understeer left in the equation. Its amount of driving pleasure is able to deliver at a price which most consumers can afford. All without losing the hallmark ride quality, which is able to absorb all the bumps and roughness with ease.
        Interior: If there is one thing left me disappointed with the Dynamic, its Acura’s packaging of standard features. You can’t get ILX Tech’s navigation, 8-inch VGA display and Premium sound if you want the 201hp 2.4 liter Dynamic instead of 150hp 2.0 liter engine Tech. Otherwise, its interior is very well-done with soft-touch materials. The leather seats are well-foamed and comfortable, while there are enough space for both rear outboard passengers. The middle passenger has to be a squeeze.
        Except for the rather high liftover and instrusive hinges, ILX’s has more than reasonable luggage space with both rear seats on the upright position or completely folding them flat into the floor. 12.3 cubin feet of cargo space when the rear seats up is quite spacious given ILX’s compact dimension.
        Conclusion: I have always been a huge fans of Acura’s iconic compact sports sedan. They are affordable, economical, reliable, comfortable and most important of all, a blast to drive around town and on black top twisties. Right from the 90s Integra and EL, 2000s TSX. The ILX Dynamic delivers exactly that. While the base ILX felt short of power, Dynamic’s 2.4 liter with 6-speed manual delivers exactly what it has left over.
        ILX Dynamic is what the original TSX was , which fits the bill nicely as a proper Acura sports sedan.
        Audi A3 2.0T
        BMW 320i
        Buick Verano Turbo
        Hyundai Sonata Turbo
        Kia Optima Turbo
        VW Jetta GLI
        OVERALL VERDICT FOR 2013 Acura ILX Dynamic
        Performance: 4/5
        Handling and ride/fun-to-drive: 4.5/5
        Interior/ergonomics/user-friendliness: 4/5
        Fit-and-finish/build quality: 4/5
        Cargo/accessibility/layout: 4/5
        Value-for-money: 4/5

        Overall rating: 4/5
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        • #79

          2013 Acura ILX 2.4

          Our own Evan McCausland wrote favorably about his first drive of the Acura ILX months ago, but to me his report was just white noise, and I had not been able to consider any aspect of the new small sedan other than its exterior styling, which I find uninspiring. So it was with low expectations that I slid behind the wheel of the ILX yesterday evening. What a pleasant surprise: the ILX drives incredibly well. It's easy to forget how nice it is to be in a proper little sport sedan with a really good manual gear shifter and nice clutch pedal takeup. All the right nuances are there.

          I love the ergonomically friendly interior. (Really, has Acura ever done a bad interior? I can't think of one.) Still, Acura is never quite sure of itself, so at the top of the car's center stack of instruments, they've put in big lettering, "PREMIUM AUDIO SYSTEM." Really, Acura, show some restraint. And get your designers to work on the mid-cycle exterior freshening of the ILX, to make it look sportier and more distinctive.

          Joe DeMatio, Deputy Editor

          My brief first impressions of the Acura ILX are pretty positive -- it's a nice, comfortable, quick, rev-happy car with a fabulous gearbox and attractive styling (well, I like it more than Joe does, at least). The numb, uncommunicative steering, however, is a major downer.

          I haven't yet driven the new Honda Civic Si, but this car felt credibly like an Acura. (The ILX and the Civic do share their basic architectures and powertrains.)

          Rusty Blackwell, Copy Editor

          Acura did a great job bringing the ILX 2.4 to market for just over $30k with the manual transmission. The normally aspirated 2.4-liter I-4 sounds surprisingly aggressive during normal driving and the clutch and shifter work together brilliantly. Even a quick jaunt to the store for the last few dinner ingredients becomes something worth remembering. High-revving engines without forced induction are quickly becoming extinct, which made each run to the redline that much more enjoyable in this Acura.

          The ILX could use a touch more confidence in corners, so I'd be shopping for slightly stickier rubber if I purchased one. I really like the ride quality on the 17-inch wheels, so I'd just look for something a little more aggressive that might provide the confident feel that's missing from this car in some situations. I quickly checked, Automobile Magazine's official tire and wheel supplier, and discovered 35 different summer tire choices (not including track-only tires) in the stock 215/45 R17 size. If you have an extra $400-600, there are several great performance rubber choices for the ILX.

          Perhaps the lack of an available navigation system will deter some potential buyers from the manual transmission model, but the ILX offers every other option I would personally want in a small luxury car. In fact, the size of the ILX is one of its best attributes. The car is easy to park, nimble on a tight road, and there's plenty of room inside for four adults. Fuel economy isn't stellar at 31 mpg highway, but my mixed driving easily matched or exceeded the EPA combined rating of 25 mpg despite my frequent excursions past 7000 rpm. Unless you're dead-set on rear-wheel drive, this is easily a frontrunner in the $30k sporty luxury sedan class.

          Phil Floraday, Senior Web Editor

          Read more:
          The Acura brand earned its way into our collective enthusiast consciousness by building nicely upgraded little Hondas that drove with surprising zest. After a long drought, we again have exactly that kind of car in the ILX 2.4. The Acura treatment basically amends everything we've complained about in the new Civic. The Honda's bland styling gives way to substantial, premium-looking sheetmetal that, as others have noted, looks much better in person than in pictures. The fact that many will mistake it for a larger and more expensive TSX or TL will only be a benefit in this segment. The interior is Acura at its best. The materials quality is beyond reproach, and the ergonomics are such that you can climb in and adjust all the controls without looking. I also continue to admire Honda/Acura for maintaining reasonably low beltlines and easy-to-see-around roof pillars.

          Acura did not try to refine the Civic Si's 2.4-liter four-cylinder, and we're better off for it. The engine winds up quickly, begging you to rev past 6000 rpm. (I still miss the even higher-revving character of the 2.0-liter four-cylinders that powered the long-gone RSX Type S and the last-generation Civic Si.) The clutch and shifter are perfect, providing a mix of precision, smoothness, and mechanical texture that no one other than Honda seems to be able to master. The steering, as in the larger TL SH-AWD, is too light and numb--the sole letdown in a fun package.

          To be clear, it's not as if the ILX is some kind of breakthrough. It's just a good little luxury car that you want to drive quickly. In other words, it's an Acura. Welcome back.

          David Zenlea, Assistant Editor

          I was living in Florida when Honda introduced its luxury marque, Acura, in 1986. At the time, I had a friend who was looking for a new car, and he was having trouble deciding whether to by an Integra or a Chevy Beretta (!?). He wisely chose the Integra, which turned out to be a very capable small car that was fun to drive but also had an upmarket demeanor that was lacking in the Honda Civic and Accord of the day.

          The same can be said of today's ILX. While today's Civic and Accord are not exactly downmarket, this ILX benefits from the extra attention that Acura has given it. The interior has higher-quality materials and great ergonomics, and the exterior styling is attractive if not head turning. The manual transmission in this car is Honda at its best--short, precise throws and a perfectly modulated clutch. The infotainment screen is small but well placed, high on the dash but with a deep hood to protect it from any glare. The climate controls are dead simple to use - a knob for temperature and toggle switches for fan speed and mode. The driver's seat is firm and comfortable, the steering wheel is covered with a high-quality leather that feels pleasant, and the metal-clad clutch, brake, and accelerator pedals look upmarket.

          The 201-hp engine isn't overly powerful, but you can make the most of it with the manual transmission, and the ILX doesn't suffer from torque steer the way the Civic Si can. All in all, this ILX strikes me as a very good buy for $30,000.

          Amy Skogstrom, Managing Editor

          2013 Acura ILX 2.4

          MSRP (with destination): $30,095
          PRICE AS TESTED: $30,095

          2.4-liter DOHC I-4
          Horsepower: 201 hp @ 7000 rpm
          Torque: 170 lb-ft @ 4400 rpm

          6-speed manual


          17-inch aluminum wheels
          215/45VR-17 Michelin Pilot MXM4 tires

          FUEL ECONOMY (city/highway/combined):
          22/31/25 mpg

          CURB WEIGHT:
          2978 lb

          Doors/Passengers: 4/5
          Cargo: 12.3 cu ft
          Legroom (front/rear): 42.3/34.1 in
          Headroom (front/rear): 38.0/35.9 in
          Towing: N/A

          Crimson Garnet/Ebony

          Power sunroof
          Heated exterior mirrors
          Leather-trimmed sport seats
          Acura premium audio system w/7 speakers
          SiriusXM satellite radio w/trial subscription
          Heated front seats
          Power 8-way adjustable driver's seat
          Rearview camera
          Xenon HID headlights
          Fog lights
          6-speed manual transmission
          MP3/auxiliary audio jack
          Push-button ignition
          Automatic dual-zone climate control
          USB port
          Hill start assist
          Brake assist
          Stability control


          17-inch THA-S10 aluminum wheels- $1540
          Rear spoiler- $399
          Illuminated door sills- $355

          The Acura ILX is a new model for 2013.

          COMPARE TO:
          Audi A3, BMW 128i, Buick Verano, Cadillac ATS
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          • #80

            Honda and Acura throw $700 million ad accounts to the Mad Men

            In the world of advertising, it's the equivalent of the Chicago Cubs winning the pennant or a Republican carrying Massachusetts in a presidential election. American Honda Motor Company has decided to hold a review of its $700 million ad account, which has been held by Santa Monica-based RPA agency (formerly Rubin Postaer and Associates) since 1986.

            That is an eternity in the ad business. And ad industry professionals who have long slathered over the prospect of handling Honda never thought it would budge from the agency. The move is clearly being pushed by Michael Accavitti, who joined Honda as vice president of national marketing operations last year after a several years at Chrysler. Perhaps it's not a coincidence that Accavitti is the first outsider to take on the role at Honda in many years.

            RPA had been churning out fairly forgettable advertising for Honda and Acura for a decade, until last year

            "Both the Honda and Acura brands are rolling out incredibly strong new products. In the face of a changing media landscape and a hyper-competitive marketplace, our challenge is to create dynamic marketing campaigns that connect and engage consumers with our products and our brands," said Accavitti in a statement. "The review we have initiated will lead to a strong, long-term strategic plan for our brands."

            RPA had been churning out fairly forgettable advertising for Honda and Acura for a decade, until last year when the agency seemed to wake up and create two pretty high-profile, high-energy ads for the 2012 Super Bowl. The Honda ad, for the new CR-V featured actor Matthew Broderick spoofing his iconic Ferris Bueller's Day Off role. And the Acura ad, for its not-yet-produced NSX sports car featured Jerry Seinfeld and Jay Leno.

            The timing may seem a bit odd as Honda has bounced back from last year's sales falloff due to the Japanese tsunami, and also posted its best November ever; though lots of automakers are posting best Novembers because of buyers in the Northeast rushing out with insurance checks to replace cars ruined by Hurricane Sandy.

            It remains to be seen whether Honda will look at having two ad agencies, one each to represent Honda and one to handle Acura. RPA is being invited to pitch to keep the account, which it must do as the car account represents almost all of the agency's billings.

            Let the Mad Men start ordering the pizza and washing down the white boards.


            2013 Acura ILX - Getting Loud

            The first 75 seconds of Ted Nugent's "Stranglehold" are awesome and must be played at full volume, but after the first breakdown the song becomes a bit repetitive and tiresome. We're reminded of "Stranglehold" and the Motor City Madman every time we get into our Acura ILX. Why? Its inline-four sounds so sultry for the first few minutes, when you're driving like a buffoon, coaxing the engine to wail a bit more. But while you can turn the volume down on a song, you, unfortunately, can't hush this engine.

            Even when you settle into a cruise, the thing won't shut up. Our ILX 2.4 is really loud, particularly for a compact sedan with luxury aspirations. We questioned whether our ears were simply too delicate, until the new Buick Verano Turbo showed up at the office. "The Verano Turbo is a better small luxury sedan -- it's quieter, smoother, and rides better," says associate editor David Zenlea. The fact that the ILX growls while the Verano whispers makes the Buick the superior choice for those downsizing from larger luxury car.
            Our ILX is really loud, particularly for a compact sedan with luxury aspirations.

            "But I think the ILX will satisfy those upgrading from a sport compact," Zenlea continues. "It is much, much more fun. Its normally aspirated engine is throaty but it's also very eager. It's the better driver's car by far." Managing editor Amy Skogstrom took that a step further, pitting the ILX against our Bimmer instead of the Buick. "I drove the ILX not long after our Four Seasons 328i, and is it sacrilege to say that I find the ILX more enjoyable? Its manual transmission seems better to me in every way -- the throws are more precise, the slim shifter feels better in my hand, and engagement is more predictable. I also love that it doesn't take much speed to get the revs up and have a little fun."

            <> See all 6 photos
            The ILX is fun, it's nimble, and, even though engine noise can be overbearing at times, it's refined. Acura did a good job creating a cohesive package for younger buyers to upgrade to without depriving them of all the flavor of a sport sedan. "No other automaker offers a four-cylinder and manual transmission as entertaining as Honda, and I credit the company for offering it in a car that's nicer and more refined than the Civic Si," says Zenlea, "but the truth is it needs to be nicer still." Other than sound deadening, what are some other areas that could use improvement? Find out more in next month's update.

            2013 Acura ILX - Getting Loud

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            • #81

              Acura ILX a Honda misstep

              Despite an attractive design and cushy interior, Acura’s 2013 ILX compact sedan lacks the features and performance to compete with the best small premium sedans.

              The ILX is the first misstep in the reboot of Japanese carmaker Honda Motor Co. Ltd.’s luxury division, which will include several new models over the next few years. It’s smaller and less expensive than the TSX that has been Acura’s entry model.

              Prices for the 2013 Acura ILX start at $25,900 for a model with a 150-horsepower 2.0-liter four-cylinder engine and five-speed automatic transmission. The sporty model features a 201-horsepower 2.4-liter engine and six-speed manual transmission. It goes for $29,200. The fuel-saving ILX hybrid features a 111-horsepower 1.5-liter four-cylinder engine and continuously variable automatic transmission. It starts at $28,900.
              Upscale touches

              I tested a well-equipped 2.0-liter ILX with the optional tech package that includes a navigation system, mediocre voice recognition, an ELS premium sound system and other features. It stickered at $31,400. All prices exclude destination charges.

              The ILX shares its platform and major mechanical systems with the mainstream Honda Civic, but its exterior and interior appearance are unique, with plenty of upscale touches. Audi and Buick use the same formula for their premium compacts. The A3 and Verano, respectively, share their platforms and many systems with the high-volume Volkswagen Golf and Chevrolet Cruze.

              The A3, ILX and Verano are among the first entrants in what’s likely to become a crowded field of premium compacts with features, style and performance traditionally associated with larger prestige models. The BMW 128i, Lexus CT 200h hybrid and Volkswagen Jetta GLI or TDI also could be considered competitors.

              The ILX that I tested cost about $4,000 more than a comparably equipped Buick Verano, $1,000 more than a comparable Jetta GLI and $1,000 less than a comparably equipped A3.

              The ILX 2.0L’s strongest selling point is its fuel economy. The EPA rates it 24 mpg in the city, 35 on the highway and 28 combined.

              The ILX’s fuel economy is particularly impressive given that its five-speed automatic transmission competes primarily with six-speeds in the other cars. Credit the ILX’s low 2,970-pound curb weight and its less-powerful engine.

              The 2.0-liter produces considerably less power than the A3, Verano and Jetta. With just 140 pound-feet of torque at 4,300 rpm, acceleration from a standstill is unimpressive.

              The suspension is tuned more for comfort than handling. It absorbs bumps well, but does not inspire eager driving. The steering is a bit numb, without much feedback or on-center feel.
              Sporty, capable

              The ILX’s proportions are similar to the Civic, whose platform it shares, but every exterior panel is unique. The crisp lines and planted stance give the ILX a sporty and capable look.

              The interior is attractive and trimmed with good materials. Virtually every surface is padded. The front seat provides plenty of room. Rear legroom is about par for compact sedans. At 12.3 cubic feet, the trunk is on the small side.

              The infotainment and voice-recognition system is very annoying. Among other faults, it requires too many steps and doesn’t provide spoken access to contacts in your phone’s directory.

              The 2013 Acura ILX is a good-looking, fuel-efficient compact, but its unexceptional performance and frustrating electronics make it less appealing than other premium compacts.
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              • #82

                Sagging Sales Forcing Acura to Drop Base 2.0-liter ILX?

                Now that Honda has remedied the 2013 Civic with a redesign, it appears the automaker has shifted its attention toward the C-segment car’s more premium platform-mate, the 2013 Acura ILX. The new compact sedan is not the sales superstar it was projected to be, but the Japanese automaker plans on fixing the problem by making a major powertrain change, according to Automotive News.

                2013 Acura ILX front left view 300x187 imageAcura plans on dropping the 2.0-liter I-4 from the lineup, as John Mendel, American Honda executive vice president said it’s “underpowered, and consumers don’t see the value,” to Automotive News. This could mean the racier 201-hp 2.4-liter will replace the less-inspiring mill to further set the ILX apart from the 140-hp Civic. “The Acura ILX is what the Honda Civic should have been, but at a Civic price,” we said of the 2.0 ILX during our Motor Trend Car of the Year testing, where we recorded a 0-60 mph time of 9.0 seconds and quarter-mile run of 16.9 seconds.

                Currently, the more potent 2.4-liter unit is exclusively paired with a six-speed manual transmission, but Mendel also hints that a 2.4 automatic is in the works. Making such changes could help catapult ILX sales, which aren’t close to hitting the initial target of 30,000 units a year. “We’re hitting two-thirds of our expectations, but we’re growing every month and catching on more,” Mendel told Automotive News.

                Acura spokesman Chuck Schifsky tells us a different story, however. “The ILX is slowly getting up to where we want it to be, and it’s taking quite a while to get the awareness built up, but the 2.0-liter isn’t going anywhere.” As for a 2.4 automatic, Schifsky says there’s no plan for that, either.

                Source: Automotive News (Subscription required).



                2013 Acura ILX Long-Term Update 1
                Buzzing around L.A. in the ILX's Natural Habitat

                Like so many endangered species, we're witnessing the slow, gradual extinction of the shift-for-yourself manual transmission. That a car like the Acura ILX was even made available with a manual was a bit of a surprise, but given Acura's salad days as a purveyor of engaging, entertaining compacts (not to mention Honda had one available from the Civic) it makes sense. Now that I've spent some quality time buzzing around L.A. with the ILX in its natural habitat, I'm all for keeping the 2.4-liter four/six-speed species Acura's loaned us for a year from going extinct. Like every car in the MTGarage fleet, the ILX went through our standard battery of dynamic tests. I had a chance to ride shotgun with test Svengali Kim Reynolds for a couple of laps around our figure eight course in the ILX, tires squealing, engine wailing. Reynolds has ripped around our test loops in literally every car imaginable, so he's a hard man to please. 2013 Acura ILX Front Three Quarter Turn He generally liked the Acura compact, with some caveats: "It really enjoyed revving, though it also understeered heavily as well as pitched and rolled a lot," Reynolds reported. None of this really comes as a surprise given its heavy front bias. But if you're driving it like Kim on our closed course out on the open road, then you're driving it like a madman and you should probably be locked up anyway. For day-to-day driving, the ILX has proven to be plenty competent. Another thing we can report on the plus side of the ledger is the ILX can do a pretty mean burnout. I was told by a certain Acura PR person who shall remain nameless that it can lay an impressive patch, so naturally I had to find out for myself. Yep, he's right, it sure can. I had that tire spinning furiously on the way out of the AutoClub Speedway lot. 2013 Acura ILX Front Three Quarter In Motion Most of the driving I've been doing lately has been out on L.A.'s mean highways, and while the left leg can get a workout at times in the inevitable stop-and-go, I've found the six-speed to be one of the easiest to modulate setups out there. It's a breeze to push it lightly when the going is slow, and when you want to get aggressive, the clutch pedal/shifter action is a cinch to wind out quickly and effectively. But as my colleague Benson Kong found out in our recent test of the ILX against the Buick Verano Turbo, the Acura can get pretty noisy in the cabin - especially when you dial it up. Cabin noise has been one of the major callouts from editors who have driven it, that and the lack of front-seat headroom. I'm a shade over six feet and my hair touches the headliner. Resident MT beanpole Zach Gale, who's about 6 feet 4, simply can't drive it without getting a serious lean on. Of course, the sunroof doesn't help. Stay tuned next update for the ILX's first service, some MPG observations, and more about what the ILX is like on the inside.

                2013 Acura ILX Engine
                2013 Acura ILX Interior
                2013 Acura ILX Push Start
                2013 Acura ILX Shifter
                2013 Acura ILX Front Three Quarters In Motion
                2013 Acura ILX Engine 2

                Our Car
                Service life 3 months/6138 miles
                Average fuel economy 26.2 mpg
                CO2 emissions 0.74 lb/mile
                Energy consumption 129 kW-hr/100miles
                Unresolved problems None
                Maintenance cost $0
                Normal-wear cost $0



                Used Wheels reviews: 2007 to 2012 Acura RDX

                Vehicle Type: Crossover

                History/Description: Combining Acura’s patented SH-AWD system with modest looks, sporty utility and sharp handling, the RDX was a premium compact crossover sport-ute that was extra heavy on the 'sport.' It boasted five-passenger seating, a flexible cabin and a laundry-list of must-have gadgets. Navigation, xenon lights, heated leather, automatic climate control and a sunroof were all on board.

                With suspension and chassis calibrations intended for driving pleasure over all-out comfort, the RDX was a machine that intended to connect with the enthusiast driver. Competition included the Audi Q5, Infiniti EX and others. All models got a 2.3 litre turbocharged VTEC four-cylinder engine producing 240 horsepower and 260 lb.-ft of torque. A paddle-shiftable five-speed automatic was standard.

                What Owners Like: Performance, handling, style and overall value were highly rated by Acura RDX owners. Flexible, all-season utility and confident traction in virtually every situation were also noted. Compact dimensions, additionally, meant the RDX was easy to park and maneuver.

                What Owners Dislike: Small rear seats, fuel mileage and a rough ride on some surfaces were the most common complaints of the RDX. Additionally, some owners wished for more ‘flare’ and color from the cabin.

                Common Issues: Check for proper operation of the RDX’s air conditioning system, ensuring it blows cold air a few moments after being switched on. If that’s not the case, have the system checked to ensure it works properly. An Acura mechanic can help.

                The RDX should also be inspected for signs of leakage from the transmission, torque converter seal and rear differential. Question any excessive rust on the underside, too.

                Since the RDX is equipped with a turbocharger, shoppers are advised to check for any signs of white smoke, either at start-up or after a drive. This could indicate that the turbocharger is wearing out. If the turbocharger is suspect, have a mechanic remove the ‘charge pipes’ and inspect for excessive oily residue, or pull the intake off of the turbo itself and check for excessive play in the turbine shaft.

                Ensure the RDX your considering has not been ‘pre-warmed’ ahead of your arrival for a test-drive to hide signs of turbo-related smoking. Seeking out an RDX Turbo with full service records sold by someone fond of keeping up on proper maintenance is your best bet. Though some owners of earlier, higher-mileage units are reporting turbo wear, it should be noted that the component should typically last the life of the vehicle if frequent, quality oil changes are carried out.

                Any transmission-related issues with jerkiness, rough shifting or ‘slippage’ could be caused by a poorly-charged battery or bad sensor. If you note any issues with gear shifting, be sure to have the transmission and associated electronics inspected by a mechanic.

                Said mechanic should also check out the RDX’s front end, looking for signs of worn shocks, bushings and links. Any unwelcomed noises from the RDX’s front end while travelling over bumps could indicate a worn-out suspension component.

                The Verdict: The RDX looks like a fairly reliable used crossover buy that should readily impress active, family-minded driving enthusiasts. Those after a mini-ute that’s as functional as it is fun should check one out. A dealer-serviced model with a mechanical thumbs-up is your safest bet.
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                • #83

                  2013 Acura TL SH-AWD’s tech-driven drivetrain is nothing short of super

                  Not quite luxury and nowhere near bargain bin, the 2013 Acura TL cruises down the road with one of the most technologically advanced drivetrains and turns this eccentrically styled sedan into a competent computer on wheels.

                  I haven’t been a huge fan of Acura’s design language as of late. In my opinion, it seems eccentric and does little to evoke any semblance of excitement. But beauty, as they say, is in the eye of the beholder — and sometimes you just need to know where to look to find it. The 2013 Acura TL isn’t the most attractive car I’ve come across, but thanks to its Super Handling All-Wheel Drive system, it features one of the most advanced drivetrains on the road today, helping it stand out in a sea of sedans. I recently had a chance to dive inside the TL and put its SH-AWD system through its paces and this is what I came away with.
                  Putting the “super” in SH-AWD

                  In truth, there are three types of luxury cars in this world: Those that champion luxury, those that champion performance, and those that manage to blend the two. The 2013 Acura TL falls into the last category, only the TL’s performance outshines its luxury component by a great deal. That’s not to say the TL is bereft of the sorts of luxury and sophistication buyers are searching for, only that the TL’s star shines brightest when performance is at the forefront of your driving desires.

                  The 2013 Acura TL is available in two different trims: The base model which starts at $36,000, and the top of the line SH-AWD model, which stands for Super Handling All-Wheel-Drive. The latter carries a sticker price of $39,000, and with its attention to agility and road-going athleticism, is the best bet for those seriously considering a TL. Both trims come standard with a six-speed automatic transmission and Sequential SportShift paddle shifters. Acura has even bestowed the TL with a sportier six-speed manual transmission, which is by far a better alternative to the hum-drum automatic and makes driving the 2013 TL a more engaging experience. If you don’t know how to drive a stick, now is the time to learn.

                  Unfamiliar with Acura’s SH-AWD? Allow us to explain. Like a standard all-wheel drive system, Acura’s SH-AWD is able to send power to both the front and back wheels. Where Acura’s system differs is its ability to direct power to individual wheels when needed. In front-wheel drive vehicles power is sent to the front-wheels (shocking!), while rear-wheel drive cars function in the opposite manner (no way!). All-wheel drive vehicles try and blend the best of both worlds by evenly distributing torque to both the front and rear wheels, while Acura’s SH-AWD takes it a step further by distributing torque (power) to individual wheels when necessary. While driving, the SH-AWD system continuously monitors and determines the optimal power distribution between the front and rear wheels by analyzing wheel speed, steering angle, lateral G-force, and yaw rate — all on the fly. This mathematical motoring wizardry is supplied by the vehicles’ Powertrain Control Module (PCM), which calculates current engine rpm, intake airflow, and transmission gear selection, while the TL’s Vehicle Stability Assist (VSA) provides wheel-speed data. Naturally, the greatest benefits mined from SH-AWD are felt during corners, where the system can actively vector (send) torque to a specific wheel, thus improving handling.

                  A helpful way to visualize it is to imagine the TL as a boat with four people manning oars in the front and rear. In typical all-wheel-drive setups, the power output of the oars (tires) is evenly distributed when cornering or driving in a straight line. However, if one oar is producing more power than the others it has the capability to turn the boat more effectively in that direction. It all sounds a little complex, and it is, but the great thing about the TL’s SH-AWD system is that you’re never aware that all these little things are working in your favor. It just goes and you reap the rewards.

                  During testing – and on a particularly spiteful stretch – the TL enters corners with power and poise. In similar conditions, most vehicles simply wouldn’t have the appropriate torque levels at the wheels to seem them through comfortably. A front-wheel setup may understeer, while and a rear-wheel setup might oversteer. Because of all the calculations whizzing through the TL’s PCM and VSA, the SH-AWD system was able to ensure the TL stayed planted to the road, with the onboard system directing 70 percent of the TL’s torque to the rear wheel, all of which can be channeled to the outermost wheel preventing the dreaded understeer and oversteer effect front-wheel drive/rear-wheel drive setups are notorious for.

                  The SH-AWD isn’t just handy in corners though, during linear acceleration the system can transfer up to 45 percent of the engine power (a 3.7-liter V6 good for 305 hp and 273 lb-ft of torque in this case) to the rear wheels, giving the vehicle better traction and greater haste off the line. If high school physics class taught me anything (other than that I’m not cut out to be a physicist) it’s that it is always easier to push something than to pull it, which is one of the reasons sports sedans so often utilize a real-wheel setup. During testing, the Acura was able to barrel down a straight line with embarrassing ease, delivering a confident characteristic that appears more German in character, masking its fundamentally Japanese roots.

                  More than that though it’s an incredibly smart system that can adapt to a multitude of driving conditions in ways in which others struggle. Front-wheel drives get the best gas mileage, but they prove woeful when it comes to handling and performance. Rear-wheel drive vehicles provide greater handling, but they suffer under slick road conditions. All-wheel drive systems try and bridge the two, but they can be stiff, wooden, and as I’m about to point out, guzzle more gas than we’d like. Acura’s SH-AWD is an attempt at a more nuanced approach, one that tries to provide all the benefits and none of the drawbacks of the others.

                  Typically, vehicles outfitted with AWD tend to suffer when it comes to fuel economy, and the 2013 TL is no different. The SH-AWD system tries to account for this handicap by vectoring up to 90 percent of the vehicle’s power to the front wheels during steady, straight line driving, which in theory is ideal for highway cruising and improved fuel economy. The reality, however, is less impressive on the fuel economy front. And while it invariably helps, EPA figures place the 2013 TL SH-AWD at a modest 17 mpg in the city, 25 mpg on the highway, and 20 mpg combined when mated to a manual transmission. Opt for the automatic and those numbers increase by one across the board, which is nothing to write home about.

                  Anyone looking to experience first-hand the effects of modern technology on a drivetrain need only point Acura’s 2013 TL SH-AWD into a curve and accelerate; the effects of this one-of-a-kind AWD system are breathtaking. The rest of the car can be fairly described as hit or miss; a good sound system compromised by merely adequate navigation, almost no safety tech to speak of, and styling and appointments that leave plenty to be desired — particularly in the face of the category’s traditional powerhouses. But when it comes to performance tech, the TL goes toe-to-toe with anything coming out of Europe or the US. The technology might not hail from the planet Krypton, but the SH-AWD results in nothing short of super. Look hard enough, and you might even see a red cape flowing.



                  Test Drive: 2013 Acura RDX Tech

                  Just as it seems every other auto manufacturer is flocking to the turbocharged four-cylinder as a fuel-efficient replacement for the ubiquitous V6, Acura moves the other way with its second-generation RDX crossover. Where the original had a 2.3L turbo motor, its more grown-up replacement becomes part of the flock of Hondas and Acuras using the company’s 3.5L V6. It arrives in the RDX just as numerous other crossovers – the BMW X3 and Hyundai Santa Fe, notably – adopt turbocharging.

                  The argument that a smaller, turbocharged engine will run more efficiently than a larger V6 producing similar horsepower does hold some water. I’d suggest that in many types of vehicles, crossovers included, most buyers couldn’t care less what’s under the hood, as long as the car goes the way the target buyer thinks it should, and isn’t a gas hog.

                  If fuel consumption is a concern, Natural Resources Canada’s estimates for the new RDX paint a positive picture, with ratings of 10.7 L/100 km (city) and 7.3 L/100 km (highway). Those figures are an improvement over the outgoing RDX’s, but don’t break any ground in this vehicle class.

                  Real-world driving tells the true story, however. My RDX tester averaged 12.6 L/100 km in city driving, and pulled off 8.5 L/100 km on a road trip that took us along Ontario’s Highways 416 and 401 at cruising speeds between 110 and 120 km/h. A four-cylinder BMW X1 I tested last year averaged 10.1 L/100 km in city driving, and a Ford Escape with that company’s 1.6L turbo (and much less powerful) engine averaged 10.9 L/100 km in the city. I haven’t yet had the chance to do a full road test of the new Santa Fe.
                  Test Drive: 2013 Acura RDX Tech acura
                  2013 Acura RDX Tech. Click image to enlarge

                  Given the way the market is moving toward turbocharged engines with direct fuel injection, Acura’s decision to stick a V6 in the RDX seems based on economics. It saves the company the cost of developing a new turbocharged engine (the old RDX’s engine was the only one in the Honda/Acura fleet that used turbocharging), but still gives the company some fuel-saving tech to talk about.

                  This engine has Honda’s Variable Cylinder Management (VCM) system, which shuts down three of the engine’s six cylinders under light loads – when maintaining a constant speed or accelerating very gently on flat roads. It works well, insomuch as you can actually tell from inside the car. When VCM is active, the sensation is a bit like that of “lugging” an engine at low revs, in too high a gear. A very subtle vibration can be felt through the car’s structure, but you have to pay attention to notice.

                  Any kind of meaningful acceleration requires bringing those three lazy cylinders back to life, which happens just as imperceptibly. Throttle response is very good, without being abrupt, and the also-new six-speed automatic transmission is great at doing what it needs to do, when it needs to be done. Manual control happens via shift paddles behind the steering wheel. These work all the time, but in regular drive mode, the transmission reverts to full automatic operation after a few seconds, unless you’ve downshifted for engine braking, at which point it will hold whatever gear you’ve selected until the car stops or the driver gets back on the gas. A “sport” mode calls up a more aggressive shift program that also allows full manual control.

                  Acura, Luxury Cars, Reviews, Test Drives
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                  December 14, 2012

                  It all works well, but the engine’s 273 horsepower and 251 lb-ft, and the way that power is delivered, seems rather ordinary. Even a relatively puny 2.0L turbo engine is capable of similar horsepower, but with more impressive torque, which translates into seemingly effortless low-rev power. This V6 is strong and smooth, but if Acura was looking to hold on to any of the first-generation RDX’s sporty demeanour, sticking with turbocharging would have been the way to do it.
                  Test Drive: 2013 Acura RDX Tech acura
                  Test Drive: 2013 Acura RDX Tech acura
                  Test Drive: 2013 Acura RDX Tech acura
                  Test Drive: 2013 Acura RDX Tech acura
                  2013 Acura RDX Tech. Click image to enlarge

                  This new RDX sticks with the old car’s firm ride. A few of my peers say this one is softer than the first-gen model, but I’m not so sure. If other crossovers may (that being the operate word) manage better fuel economy, some of them definitely go down the road more quietly; the RDX’s interior noise levels are notably higher than the Hyundai Santa Fe’s, for example. That said, the RDX is a more satisfying vehicle to drive, with communicative steering and strong brakes connected to a firm, responsive pedal. The only thing out of place about how the RDX goes down the road is a noisy rear suspension that clunked loudly over broken pavement.

                  If the suspension verges on uncomfortable, the interior helps to make up for it, with firm but supportive front seats. The cushy rear bench coddles two passengers, and offers more legroom than the old car, but that measurement still isn’t terribly generous. Naturally, there’s less comfort for three, but the RDX’s rear quarters proved wide enough for a pair of adults and a toddler in a car seat. The 739L cargo area is handy, but my favourite feature of the RDX’s way-back is the remote rear seatback release handles borrowed from the Honda CR-V. These are located just inside the tailgate, on either side of the trunk, and a single tug flops the seatbacks down to a not-flat fold, expanding cargo volume to 2,178L.

                  Acura’s trademark button-intensive dash appears here, but either the brand’s designers have somehow refined its layout or I’m simply getting used to it, as I was surprised by how little it annoyed me.

                  For the driver, the standard HID headlights are brilliant, both literally and figuratively. They’re aimed too high, however, and couldn’t have been anything less than blinding for oncoming drivers, or those who got a rearview mirror full at night.

                  Acura asks $40,990 for the base RDX, which comes standard with sunroof, HID headlights, intelligent keyless entry and leather seating, Bluetooth, dual-zone automatic air conditioning and a backup camera. My Tech tester costs $43,990, and adds navigation, a fabulous-sounding 410-watt surround-sound stereo, power tailgate and an upgraded solar-sensing, GPS-linked climate control system.

                  If the move away from forced induction just as it has begun to find favour with other carmakers seems strange, it’s one that contributes greatly to the RDX’s newly grown-up attitude. This car’s predecessor was never quite right for mass consumption, and Acura’s only problem now is that this new car will almost certainly steal sales from the brand’s larger MDX crossover. I suppose that’s a good problem to have, and one that points to an even larger, more upscale MDX in the future. Ironically, how much do you want to bet it will use a turbocharged engine?

                  Pricing: 2013 Acura RDX
                  Base price: $40,990
                  Options: $3,000 (Tech package)
                  A/C tax: $100
                  Freight: $1,945
                  Price as tested: $46,035



                  New Acura App Lets You Put Some Color to NSX Pre-Production Concept

                  We’ve seen it in the flesh at motor shows; we've seen it in virtual form on GT5; we've seen it with Honda badges; we've seen it in a Super Bowl commercial; we've seen it in a red shade, and we've even seen it as a roadster in a Hollywood blockbuster.

                  Yes, we're talking about the Acura NSX pre-production concept and if you haven't figured it out already, we're going to be "seeing" a lot more of the Japanese brand's hybrid sports car since it won't be ready for sale before 2014.

                  That's a long time to wait, so Acura has to find more ways to keep our interest levels high.

                  Its latest attempt concerns a Facebook application called "My Dream NSX app" that allows you to play around with hundreds if not thousands color combinations.

                  If you come up with something interesting, head towards the comments section and attach the downloadable file/image.
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                  • #84

                    Acura ILX headed for Civic-like early upgrades

                    The not-yet-ready-for-primetime 2012 Honda Civic saw it quickly returned to sender for refurbishment, now the Acura ILX is headed in the same direction in its very first year. Automotive News reports that the small, Civic-based sedan from Honda's luxury brand isn't meeting sales expectations, with an annualized rate of 22,000 to 24,000 sales instead of the 30,000 the company is after. More telling is that the ILX "is being outsold by the Buick Verano, Volkswagen CC and Audi A4," and, except for two months since it launched, it has also been outdone by the Acura TSX it is meant to replace.

                    Part of the cause has been the 2.0-liter, four-cylinder engine: its 150 horsepower to motivate a sedan that can weigh up to 2,970 pounds doesn't offer the kind of performance or value experience that buyers in the segment respond to. Another big issue is that the top-level 2.4-liter engine is only offered with a six-speed manual even though most buyers of the highest trim don't really want to shift their own gears. Lastly, the ILX might not put enough space between it and its frugal underpinnings – our first drive review pegged it as "the world's nicest Honda Civic."

                    An automatic transmission is on the way for the 2.4-liter, but it isn't clear when. And while Honda admits that the 2.0-liter is underpowered and Automotive News says it's on the way out, the company hasn't yet said how that situation will be corrected.
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                    • #85

                      2013 Acura iLX Premium

                      CIVIC IN A SUIT….OR 3-SERIES CONTENDER?

                      A little bit of both, actually.

                      Yes, the ILX “brother” is the high-performance Honda Civic S….they’re both made from the same frame, engine and transmission….but those are some of the best pieces around to build a true drivers’ car.

                      And maybe we were spoiled, as our test ILX came with a rather rare 6-speed manual. Probably less than 5% of all the ILX’s sold will have stick shifts…with the rest having 5-speed automatics, or in the case of the Hybrid, a continuously variable auto.

                      The 6-speed stick is a rare treat for those willing to hang up their phones and drive with both hands. It’s one of the smoothest-shifting transmissions on the market…and it’s hooked up to a 201 HP, 2.4 liter 4-cylinder that revs like the proverbial sewing machine. Excellent suspension and steering, too.

                      Let’s face it…stick shifts can be a bit much in Atlanta traffic. Not this one, tho’.

                      The transmission and the clutch are so smooth and easy to shift…it’s almost like they were thought-controlled. Bring on the bumper-to-bumper….no prob.

                      And that’s where the comparison to the 3-Series come from. They’re both exceptionally fun-to-drive premium machines. Sure, the ILX is slower than a 3-Series…it’s also somewhere between 7 and 15 thousand less than the average 3-Series. But the smiles on the faces of both drivers…..very comparable!

                      Now, again, the ILX Premium is the performance car in Acura’s new ILX line….coming with moonroof, perforated, heated leather, 7-speaker sound, air-filtration, 17” alloys, backup camera, hands-free Bluetooth and more.

                      It lists for $30,095 including transportation….and is rated at 25 MPG city and 31 Highway.

                      Acura’s new ILX also comes in more conventional versions….with a 150 HP 2.0 4-cylinder and a 5-speed auto that starts at $26,795…rated at 24 city and 35 Hwy, and a hybrid that starts at $29,795 …rated at 39 city and 38 highway.

                      But if you go with the 6-speed manual “Premium” version….I’m here to tell you, you could get as many “smiles-per-mile” as you’d get spending thousands more!
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                      • #86

                        SPIED ON THE STREET: 2014 MDX, with a new look at the interior

                        With Acura set to reveal the 2014 MDX Prototype next month in Detroit, we thought you might like to see the latest set of spy photos, fresh off the flash memory drive in Brian Williams' DSLR.




                        Test Drive: 2013 Acura ILX Hybrid

                        Either there’s very little demand for budget-priced luxury cars, or Acura knows something that the vast majority of of its upscale competitors don’t. The 2013 ILX is the latest in a line of Honda Civic–based Acuras that began nearly 30 years ago, with the Integra. What makes it a rarity is that it’s one of very few “premium” cars with a starting price of less than $30,000.

                        The ILX also becomes Acura’s first hybrid model, which seems a long time coming, considering that Honda’s hybrid history began with its original 1997 Insight. Acura has waited a long time to add a hybrid to its lineup – too long a wait for a luxury car that uses the same underwhelming powertrain as the Civic Hybrid. It pairs an efficient gas engine with an electric motor, but the latter can’t run independently of the former, and with a net power output of 111 horsepower and 127 lb-ft of torque, the ILX Hybrid is anything but quick.

                        The ILX Hybrid’s lazy acceleration (to be fair, it’s not that much slower than the Lexus CT 200h) isn’t the real problem here. This car’s true flaw is its disappointing continuously variable transmission (CVT), which feels like it’s connected to the engine via rubber bands. The CT 200h may not be fast either, but at least its Prius-based powertrain is a smooth operator, and can run on electricity alone. Like any hybrid, the ILX shuts its engine off when the car is stopped, but it starts up automatically when the brake pedal is released. This gets annoying in stop-and-go driving, where you start to wish it would just keep running, never mind the consequences for fuel economy.

                        Again, in fairness, Honda’s hybrid system allows for some electric-only operation, but only under very specific circumstances. It also doesn’t provide any obvious indication that it’s doing so, unless you happen to notice the zero reading on the instant fuel consumption display.

                        What makes the ILX Hybrid’s poor straight-line performance so disappointing is that this car is actually a bit of fun to drive if you’ve got the opportunity, inclination, and a great road in front of you. A firm but comfortable suspension and decent steering feel both contribute to on-road entertainment, but the rock-hard brake pedal detracts from the fun factor, and the regenerative braking function makes the pedal hard to modulate for smooth stopping.

                        The Hybrid is the most expensive ILX variant. Its $34,990 price is justified somewhat by the fact that this car essentially takes the fully-loaded Tech Package model and replaces its 2.0L gas engine with the hybrid powertrain. That gets you a car with navigation, HID headlights, heated leather seats with eight-way power adjustability for the driver, fog lights, auto-dimming rear view mirror, and a 365-watt surround-sound stereo.

                        Inside, the ILX gets honest Acura interior trimmings, instead of the warmed-over Civic accommodations found in its predecessors. The interior is one of this car’s high points: it’s well-assembled with quality materials and, though not exactly spacious, it is usefully roomy. Rear seat comfort (if not space) is a cut above most cars in this price range. The front chairs are firm, with good support for long drives.

                        The ILX brings a couple of new – but not novel – features to the Acura line. One is the intelligent keyless entry system; this has been around for years, and on a number of non-luxury cars, to boot, but this is the first Honda product I’ve tested with such a setup. Also new to Acura is this car’s one-touch, three-flash turn signals. Lexus also has just started adding this to its cars; it comes to Japanese luxury cars years after becoming common in German – not to mention Korean – cars.

                        On paper, the ILX Hybrid is a solid deal, but given that its standard kit is identical to the gas-only ILX Tech, I’d question the wisdom of paying $2,700 more for a car with a decidedly unimpressive powertrain, even if it does promise better fuel economy.

                        Natural Resources Canada estimates for the ILX Hybrid are 5.0/4.8 L/100 km (city/highway), compared to 8.6/5.6 for the base ILX, with its 2.0L engine. In real-world driving, I averaged 6.1 L/100 km in the hybrid. Not bad, but a Lexus CT 200h (with a powertrain lifted from the Toyota Prius) does better. I drove an ILX Dynamic (the real sports car of the bunch, with the Civic Si’s 2.4L engine and six-speed manual transmission) that averaged 9 L/100 km in a week of enthusiastic driving in cool autumn weather. Jonathan Yarkony saw 8.8 L/100 km in a more recent test of the ILX Tech.

                        The ILX Hybrid will save you fuel, but not enough to justify paying more for a car that drives like one that should cost a lot less.

                        Pricing: 2013 Acura ILX Hybrid
                        Base price: $34,990
                        Options: None
                        A/C tax: $100
                        Freight: $1,945
                        Price as tested: $37,095

                        Lexus CT 200h



                        Acura prices 2013 TSX Sport Wagon

                        Acura has announced pricing for its 2013 TSX Sport Wagon. Although the TSX Sport Wagon largely carries over for the new model year, it remains a rather unique offering in the entry-level luxury segment with few true rivals.

                        Prices for the 2013 TSX Sport Wagon start from $31,860, representing a $500 bump over last year's model. The up-level 2013 TSX Sport Wagon with Technology Package carries a sticker price of $35,510, which is also $500 pricier than the outgoing model. Both models are subject to an $895 destination charge.
                        Standard features for the 2013 TSX Sport Wagon include 17-inch wheels, Xenon HID headlights, power moonroof, power-actuated and heated front seats, leather interior and a Premium Audio System. Opting for the Technology Package adds a 10-speaker audio system, power liftgate, navigation and a rearview camera.
                        All 2013 TSX Sport Wagon models are powered by a 201 horsepower, 170 lb-ft of torque 2.4L engine mated to a five-speed automatic transmission.
                        The 2013 TSX Sport Wagon is available now at Acura retailers.
                        Last edited by tokyodream; 19-12-12, 10:59.
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                        • #87

                          MAYNARD'S GARAGE- 2013 Acura RDX: Second Generation Crossover Refined, Professional

                          The redesigned 2013 Acura RDX has undergone a svelte rethinking and re-engineering. This compact crossover is directed toward an overachieving group of well-employed young people in their late 20s.

                          Acura expects the new, secondgeneration RDX to resonate with a slightly older driver, in his or her early 30s, married and approaching parenthood. The previous RDX was powered by a 240-horsepower, turbocharged four-cylinder engine and was rambunctious in its ways. I won't call the 2013 RDX more "mature," but it is more refined to look at and more graceful to drive. After long days of work, this cabin is a sanctuary of quiet and smoothness. And those qualities were lacking from previous Acuras.

                          The new model seems to tiptoe on Michelin Primacy tires (with 18-inch alloy wheels) and the four-wheel independent suspension — as in a passenger car — uses new, rear amplitude reactive dampers. These specialized shock absorbers have a ride zone and a handling zone, which forgive and absorb bumps or harden and sharpen when pushing through a backcountry corner. The ride around town is remarkably cushioned, but the performance setting is still somewhat soft.

                          Size-wise, the RDX has about the same footprint as before but a longer wheelbase (1.4 inches), a wider track between the wheels (1.2 inches) and a lower center of gravity. It also is a little lighter (26 pounds) and more fuel efficient with a bigger engine.

                          The surprising upgrade is the 273-horsepower, 3.5-liter V-6, which beats the turbo fourcylinder for fuel economy: 20 mpg city, 28 highway on premium. That's up by 1 mpg city and 4 mpg highway. AWD models are rated 19/27 mpg, an improvement of 2 mpg city and 5 mpg highway. Key to the improvements is variable cylinder management, which seamlessly switches between three, four or six cylinders depending on need. Overall cruising range is up despite the 16-gallon tank that is two gallons smaller than last year.

                          The horsepower is fluid and easily delivered with a new sixspeed Sportshift automatic transmission. And along with more power came bigger front brakes, now 12.3-inch vented discs, which are up by a halfinch. The rear brakes are the same size at 12-inch solid discs. Sold in two trim levels in front- or all-wheel drive, starting prices are $35,215 and $38,915, including the $895 freight charge from East Liberty, Ohio; AWD adds $1,400. Today's test car, the top-line RDX AWD with technology package, was $40,315.

                          The tech package includes a power tailgate, xenon highintensity- discharge headlights, fog lights and voice-recognition navigation system and multiview rear camera.

                          The navigation system is easy to set a destination and also integrates real-time traffic and weather with rerouting.

                          Standard equipment includes a power moonroof, remote locking, perforated leather upholstery, 10-way power driver's seat, four-way front passenger seat, eight-speaker (360-watt) audio system, rearview camera, Bluetooth phone connection and various media inputs.

                          Interior design is appealing and tasteful with quality materials, weaves and neat fitment of panels. There are larger door openings and incremental improvements to hip, leg and shoulder room. Headroom is crimped somewhat (38.7 inches) by the standard moonroof.

                          The once busy instrument panel has been simplified and toned down for better eye-hand coordination. Sightlines are good and made even better with the rearview camera, which has large screen and sharp image with guidance lines.

                          The second row has a flat floor for more comfortable three-across seating. Cargo space is wide and accessible, expanded by a folding seatback. The RDX shares a foundation with the Honda CR-V, but there is enough Acura luxury and styling separation to make them very different vehicles. The redesign is an accommodating update that offers a refined definition of luxury, but it doesn't set any benchmarks.

                          Mark Maynard is driving in cyberspace at [email protected].
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                          • #88

                            Acura seeks solutionto its identity crisis

                            When Honda’s Acura brand showed off its new flagship RLX sedan at the Los Angeles Auto Show recently, it was confronted with a marketing conundrum — how to brand the car as a luxury rival to BMW or Lexus rather than just a more-expensive Honda.

                            It’s a problem of Honda’s own making. When it launched Acura in 1986, Honda conceived an “ intercept” brand.

                            “It was to be the next step for the Accord owner,” said John Mendel, executive vice president of American Honda Motor Co., “a place to move up without going to the European luxury models.”

                            That proved successful for years. Acura sales peaked at nearly 210,000 in 2005, according to automotive website MotorIntelligence. But as luxury-car competition grew more varied and fierce, Acura became what Mendel called a “tweener” brand: upscale but not quite luxury. Sales plummeted to barely 123,000 last year — about half the annual volume of each of the top luxury makes: BMW, Mercedes-Benz and Lexus.

                            “Acura is not defined, other than to be a step up from Honda,” said Thilo Koslowski, an automotive analyst at research firm Gartner Inc. “It needs a place within the premium domain. They need to be unique and differentiated.”

                            Honda officials need look no further than the Los Angeles Auto Show to see the stiffening competition in selling cars to the affluent. Volkswagen’s Audi division rolled out four new models with powerful and efficient diesel engines, an increasingly sought-after drivetrain. BMW showed off two fast and slick concepts, an electric and a plug-in hybrid. Jaguar and Land Rover together brought three new models: a sport convertible, a flagship sedan and the latest Range Rover.

                            The stakes were high for all the automakers that brought fresh models to one of the world’s leading car shows.

                            Mendel wants to position Acura as a “smart luxury” brand. He defines that as efficient and useful technology, wrapped in an elegant package that doesn’t scream excess. He believes that the last recession changed consumer appetites for luxury goods. They pay for quality but are less interested in “look-at-me” consumption.

                            This means that the luxury market, while still growing, will downshift in both size and price. Fewer buyers will opt for, say, the stretched S class Mercedes-Benz or the long 7 series BMW sedans. Most of the recent growth in luxury brands owes to crossovers and cars at the entry point of the luxury segment, said Larry Dominique, president of ALG Inc., an auto-industry data and consulting company.

                            That plays to Acura’s strategy as a value-oriented luxury brand, said Dominique, the former vice president of product planning for Nissan in North and South America. It has one of the top small SUVs in the segment, the RDX, and is expected to announce a redesign of the larger MDX next year. Its newly released ILX sedan hits that entry point for the luxury segment but has not earned high marks from the automotive press.



                            Acura to Present the World Premiere of History of the Eagles: Part One at 2013 Sundance Film Festival

                            Acura Launches Sweepstakes for an Exclusive Experience at the Sundance Film Festival and an Auction of Eagles Autographed Memorabilia
                            TORRANCE, Calif., Dec. 21, 2012 /PRNewswire/ -- Third time presenting auto sponsor of the Sundance Film Festival, Acura, will be presenting multi-GRAMMY® award winning rock band, the Eagles, world premiere of their documentary, History of the Eagles: Part One at the 2013 Sundance Film Festival. Prior to the film's premiere, the innovative "Acura Studio" in Park City will host a special appearance by the Eagles - Glenn Frey, Don Henley, Joe Walsh and Timothy B. Schmit - and an exclusive preview clip from the film.
                            History of the Eagles: Part One will premiere on Saturday, January 19 at 9:30 p.m. at The Eccles Theater and will be followed by a Q&A with producer Alex Gibney and director Alison Ellwood.
                            "For the last 5 years, and intensely this past year, we have been putting together this documentary of our history with Alex and Alison, who have contributed their extraordinary talents to help us tell our story," said Glenn Frey of the Eagles. "We're all very pleased with the progress so far, and are excited to see the finished product at Sundance."
                            The film explores the band's creation and rise to fame in the 1970s through their breakup in 1980. More than 25 new interviews were conducted with all current and former band members, as well as with many others who have been closely involved in their history. In addition, the documentary features previously unreleased home movies and archival footage, including a rare 1977 concert film from the Hotel California tour. Personal photos, video and memorabilia amassed by the Eagles over the course of their career will also be seen for the very first time.
                            "Acura is thrilled to return to the Sundance Film Festival for the third consecutive year as the presenting auto sponsor," said Mike Accavitti, Vice President of Marketing Operations. "This year our roots grew deeper collaborating with the Eagles on an integrated campaign that includes hosting the world premiere of their documentary, a luxury sweepstakes to attend the festival hosted on Acura's Facebook page and an Eagles' guitar auction that will raise money for a local charity."
                            On December 20, Acura launched the "Sundance Film Festival Fly-In" sweepstakes, giving one lucky winner and their guest an opportunity to enjoy the Sundance Film Festival first-hand with the Eagles and Acura. The grand-prize:
                            • Trip to Sundance Film Festival (airfare)
                            • Passes to the Eagles film premiere and Q&A session
                            • Luxury ski-in accommodations for three nights
                            • Ground transportation
                            • Other surprises

                            Sweepstakes begins on December 20, 2012 at 6:00 a.m. Pacific Time and ends on January 9, 2013 at 8:59 p.m. Pacific Time. NO PURCHASE NECESSARY. Open only to legal U.S. residents residing in the forty-eight (48) contiguous United States or Washington D.C. and who are at least eighteen (18) years of age or the age of majority in their state of primary residence at the time of entry. The Grand Prize winner must be available to travel from January 17, 2013 – January 21, 2013. See Official Rules at for additional eligibility restrictions, prize descriptions/restrictions/ARVs and complete details. Odds of winning depend on the number of eligible entries received. Void where prohibited. Sweepstakes sponsored by American Honda Motor Co., Inc. For information please visit Acura's Facebook page, "Sundance Film Festival History of the Eagles Part One" tab.
                            In addition, on January 19, Acura will launch an online "Eagles Guitar Auction" that will feature an acoustic guitar autographed by Glenn Frey, Don Henley, Joe Walsh and Timothy B. Schmit. Proceeds from the silent auction will benefit the Swaner Preserve and EcoCenter, a non-profit organization located in Park City, Utah, with a mission to Preserve the land and the human connection to the natural landscape, to Educate the local and broader communities about the value of nature, and to Nurture both the ecosystem and the people connected with it.
                            On Saturday afternoon, January 19, members of the Eagles will appear at the Acura Studio (528 Main Street, Park City, UT 84060), which was launched in 2012 and has played host to several big events, to autograph a signature acoustic guitar and kick off the charity auction.
                            Acura offers a full line of technologically advanced performance luxury vehicles through a network of 272 dealers within the United States. The Acura lineup features seven distinctive models including the RL luxury performance sedan, the TL performance luxury sedan, the TSX Sport Wagon and sedan, the ILX compact luxury sedan, the RDX luxury crossover SUV, the MDX luxury sport utility vehicle and the ZDX four-door sports coupe.
                            The Eagles have sold more than 120 million albums worldwide, earned five No. 1 U.S. singles and six GRAMMY® Awards. Their Greatest Hits 1971-1975 is the best-selling album of all time, exceeding sales of 29 million units. The band's Hotel California and Eagles Greatest Hits, Vol. 2 have sold more than 16 million and 11 million albums, respectively. The Eagles were inducted into the Rock & Roll Hall of Fame in 1998. For more information, visit the band's website at
                            The Sundance Film Festival®
                            A program of the non-profit Sundance Institute®, the Festival has introduced global audiences to some of the most ground-breaking films of the past two decades, including sex, lies, and videotape, Maria Full of Grace, The Cove, Hedwig and the Angry Inch, An Inconvenient Truth, Precious, Trouble the Water, and Napoleon Dynamite, and through its New Frontier initiative, has showcased the cinematic works of media artists including Isaac Julien, Doug Aitken, Pierre Huyghe, Jennifer Steinkamp, and Matthew Barney. The 2013 Sundance Film Festival® sponsors include: Presenting Sponsors – HP, Acura, Sundance Channel and Chase Sapphire PreferredSM; Leadership Sponsors – DIRECTV, Entertainment Weekly, FOCUS FORWARD, a partnership between GE and CINELAN, Southwest Airlines, Sprint and YouTube; Sustaining Sponsors – Adobe, Canada Goose, Canon U.S.A., Inc., CIROC Ultra Premium Vodka, FilterForGood®, a partnership between Brita® and Nalgene®, Hilton HHonors and Waldorf Astoria Hotels & Resorts, Intel Corporation, L'Oreal Paris, Recycled Paper Greetings, Stella Artois® and Time Warner Inc. Sundance Institute recognizes critical support from the Utah Governor's Office of Economic Development, and the State of Utah as Festival Host State. The support of these organizations will defray costs associated with the 10-day Festival and the non-profit Sundance Institute's year-round programs for independent film and theatre artists.
                            Sundance Institute
                            Founded by Robert Redford in 1981, Sundance Institute is a global, non-profit cultural organization dedicated to nurturing artistic expression in film and theater, and to supporting intercultural dialogue between artists and audiences. The Institute promotes independent storytelling to unite, inform and inspire, regardless of geo-political, social, religious or cultural differences. Internationally recognized for its annual Sundance Film Festival and its artistic development programs for directors, screenwriters, producers, film composers, playwrights and theatre artists, Sundance Institute has nurtured such projects as Born into Brothels, Trouble the Water, Beasts of the Southern Wild, Amreeka, An Inconvenient Truth, Spring Awakening, Light in the Piazza and Angels in America. Join Sundance Institute on Facebook, Twitter and YouTube.

                            For More Information
                            Additional media information including detailed features, pricing and high-resolution photography of the Acura model line is available at Consumer information is available at

                            Connect with Acura:


                            ©2012 PR Newswire. All Rights Reserved.
                            Last edited by tokyodream; 23-12-12, 06:40.
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                            • #89

                              2012 Acura RL Last Drive – What the 2014 RLX Can Learn from its Predecessor

                              Now that the 2014 Acura RLX has debuted at the L.A. Auto Show, the RL has been officially relieved of its duties. With a paltry 361 units sold through November, the former flagship goes down quietly, but not before passing the torch onto its replacement. Before we get behind the wheel of the new RLX, though, we took one last whirl in the RL. If Acura really wants a more successful midsize premium luxury sedan, it’ll have to learn from the mistakes of the forgotten RL. So what exactly does the outgoing Acura RL do right and wrong?

                              2012 Acura RL front right view 300x187 imageMaking a stronger first impact would be a good first step for the front- and all-wheel-drive 2014 Acura RLX variants. After my inamorato rode inside the 2012 RL, he commented that he wasn’t sure what I could write about: “It’s so boring.” Even after driving it all over L.A. for a week, the luxury sedan didn’t leave much of an impression. It looks like a 2005 model year car instead of one from 2011 or 2012 inside and out. The light brown upholstery was drab, and when combined with wood trim on the dashboard and steering wheel, made me feel like I was driving a hand-me-down from my grandma. Neither she nor I would likely be able to easily make out all the letters on the navigation screen. With the high-resolution display available on an eight-inch screen in the 2014 RLX, this problem might be behind Acura.

                              Read more about the new RLX: 2014 Acura RLX First Look

                              From the outside, it’s clear Acura tried to spice up the RL’s styling in the 2011-model-year refresh, but the effort may have come too late. Motor Trend online news director Zach Gale described the car’s face as “a mess of a front end.” Around back, I liked the chrome bar on the trunk lid along with its sharp turbine-like wheels, but they couldn’t distract me from the awkward front clip and drab interior. After viewing a 2014 Acura RLX in-person at the L.A. auto show, it’s clear the new midsize entry has a more substantial presence, but aside from the chrome-topped grille, has a noticeably subdued design.

                              2012 Acura RL cockpit 300x187 imageOn a positive note, the RL’s cabin was hush-hush, and the ride was silky smooth. Rear passengers also praised the RL for its roominess (37.2 inches of headroom, 36.3 inches of legroom, and 54.0 inches of hiproom). Then again, the cheaper TL has nearly as much headroom and legroom, and slightly more hiproom. The 2014 RLX comes prepared when it comes to rear-seat space, as the car rides on an stretched wheelbase and has a sizeable 38.8 inches of legroom.

                              The outgoing RL’s bread and butter though, was that it was the first to feature Acura’s esteemed SH-AWD handling system, which uses torque vectoring to help improve handling and cornering grip. On a canyon run, the SH-AWD did its job by keeping all four tires clawed into the asphalt when entering corners at faster speeds. You can even see the system at work on a small (and dated) screen in the instrument cluster. The 300-hp 3.7-liter V-6 engine also surprised me with its peppiness, especially when put into sport mode. But, for nearly $60,000 as tested, the RL we drove reminded us how it became irrelevant next to the TL.

                              With the TL set to be replaced in the next few years, Acura needs to make sure the RLX isn’t overshadowed by its less-expensive sibling. With much-improved fuel economy, a more modern interior, and a technologically advanced 370-hp all-wheel-drive hybrid model, the 2014 Acura RLX may be capable of escaping the stigma of its predecessor, but we won’t know for certain until we can fully evaluate the front- and all-wheel-drive 2014 Acura RLX, so stay tuned. Learn more about the 2014 Acura RLX in our First Look here.
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                              • #90

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