ACURA in presa straina

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Redesigned MDX to debut at Detroit auto show
As a top seller for Acura, there's a lot riding on the third-generation SUV

http://www.autoweek.com/article/20130109/CARNEWS/130109860

Acura To Rework Slow-Selling ILX: Report

http://www.motorauthority.com/news/1081562_acura-to-rework-slow-selling-ilx-report

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http://carscoop.blogspot.com/2013/01...-mdx-will.html

Acura Previews Redesigned 2014 MDX, will be Offered with FWD as Well

It may be designated as a prototype, but the MDX study presented today at the 2013 North American International Auto Show in Detroit is give or take 99 percent ready for production, as only a few things will change on the 2014 model such as the wheels, the bumper trims and to some extent, the light fixtures. The third generation of the seven-passenger MDX features a more sculptured body encompassing Acura's more recent design elements, including the so-called "Jewel Eye" LED headlamps, as well as an arching roofline that sits 1.5-inches lower than the outgoing model.
We don't get to see the crossover's interior, though Acura says the longer wheelbase increases second-row legroom, and improves third-row seat access.
"While we aren't showcasing the interior today, I can assure you it will further improve the already great functionality in the cabin and cargo area while really amping up luxury, comfort and quiet," said Jon Ikeda, chief designer at the Acura Design Studio. "And that's really the focus of this new MDX, delivering outstanding luxury performance and family capability in a more refined and alluring package."
Riding on a new, more rigid and lightweight chassis, the 2014 RDX will be powered by Honda's latest 3.5-liter V6 gasoline engine with direct-injection and Variable Cylinder Management (VCM). Acura did not provide any numbers, but said it will deliver improved performance along with better fuel economy.
For the first time in the model's history, the 2014 MDX will be available in a front-wheel drive version, in addition to the all-wheel drive (SH-AWD) model.
Acura added that the MDX will be equipped with a broad array of technologies, ranging from Forward Collision Warning (FCW) and Lane Departure Warning (LDW) systems, to the Multi-Angle Rearview Camera and the available Blind Spot Information (BSI).
In related news, Acura said with the introduction of the new model at the end of this year, it will move production of the MDX from its Alliston, Ontario plant in Canada to its manufacturing facility in Lincoln, Alabama.




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http://www.thecarconnection.com/overview/acura_mdx_2014


2014 Acura MDX - Review

Just as it did with the all-new 2014 RLX, Acura is using a thinly veiled ‘prototype’ to preview its next-generation MDX, which goes on sale this summer as a 2014 model. The MDX prototype, whose official title is 2014 Acura MDX Prototype, was revealed in front of audiences at the 2013 Detroit Auto Show.

It confirms the edgy look Acura is planning for its latest luxury crossover SUV, which the automaker likes to call “Aero Sculpture,” as well as the addition of LED headlights.

The 2014 MDX will boast a longer wheelbase than the outgoing model, providing improved ride quality, more legroom for the second row and easier access to the third row. The new MDX will also be about 1.5 inches lower, which hopefully means it’s more aerodynamic.

This will be the third generation of the MDX, which will once again offer handsome styling, seven seats and all-wheel drive. However, new for 2014 will be a fuel-efficient front-wheel-drive model which should help the vehicle appeal to a wider audience.

Unlike the new RLX, which will offer V-6 or hybrid power, only one drivetrain has so far been confirmed for the 2014 MDX: a 3.5-liter V-6 with direct-injection technology, variable valve timing and displacement on demand. No numbers have been revealed but Acura says it will offer more torque, better fuel economy and improved performance over the V-6 engine fitted to the outgoing model.

Underpinning the crossover is a new chassis that’s said to be lighter and more rigid than the unit it replaces. The suspension is all-new, leading to a more refined ride and a quieter cabin.

Acura isn’t showing the cabin just yet but says it will offer more luxury, more space and greater functionality. We also know that there will be a host of technological goodies such as the latest AcuraLink infotainment and connectivity system, a premium sound system and electronic safety warning systems. A backup camera will also be fitted.

We'll be seeing the 2014 Acura MDX soon, and driving it too. We'll then be able update this initial preview with more detailed information, including driving impressions, so check back for more in the near future.

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http://www.freep.com/article/2013011...014/business01

Honda executive: Ambitious goals aim to propel Acura into luxury mainstream

Honda’s Acura brand is poised to take its place among the industry’s mainstream luxury brand with new products and ambitious sales goals, a top executive said today.

Acura will have a bigger push in the U.S. going forward, said John Mendel, executive vice president with American Honda, who was in Detroit to speak at the Automotive News World Congress.

The 2014 Acura NSX, to be built in Ohio, marks the return of the super car.

The third-generation MDX will go on sale mid-year and the prototype was unveiled this week at the North American International Auto Show. In addition to a new 3.5-liter engine, the crossover introduces a two-wheel-drive option to appeal to southern states.

The new Acura RLX sedan goes on sale March 15 with a price range of $48,450 to $60,450.

The brand is very North American-centric with about 95% of Acuras sold here.

“We have not adopted a push strategy on Acura,” Mendel said. The pull strategy consists of exporting to China, Russia, the Middle East and other markets wanting Acuras.

“The U.S. is still the lead but there are people overseeing some of the distribution of Acura globally.”

Acura had a curious birth.

"Acura was conceived originally as an interceptor brand," Mendel said, established as a place for Honda customers wanting more content in their vehicles.

“It was never truly envisioned as a luxury brand,” he said. “It was a technology platform.”

It wasn’t until six or seven years ago that the automaker saw Acura evolve as a true brand and it has taken the focus of the last several years to define it.

A senior Honda executive described Acura as always orbiting Honda, Mendel said.

But the brand is at a tipping point. “Now it is time to send Acura into its own orbit,” Mendel said.

Acura will contribute to the parent company’s ambitious global goals: 6 million in sales by March 31, 2017.

North America will account for 2 million of those sales with the U.S. delivering 1.8 million – up from about 1.5 million now. Mendel expects U.S. sales to grow to 16 million in the next couple years and Honda plans to take a bigger share of that market.

By the end of this fiscal year, March 31, 2013, global sales are expected to be 4 million.

Much of the growth – 1.5 million sales – will be small subcompact cars based on the new platform for the Honda Fit coming in the spring of 2014 and the new crossover that was unveiled at the Detroit auto show and will go on sale in late 2014. Because the new Fit-based SUV is small, it will not affect sales of the larger CR-V, Mendel said.

When the new plant in Celaya, Mexico, starts making the Fit and crossover next year, Honda will be using North American plants to make 95% of what it sells in the U.S. “No other manufacturer comes close to that arc,” Mendel said.

North America currently takes the lead on product development for 30% of the Honda and Acura lineup now and that will increase as well.

North America will take the lead on more key models such as Accord, next-generation Civic and CR-V, Mendel said. The NSX is also being developed here and most light trucks come from North America including the Odyssey minivan and the Pilot and MDX.

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http://www.freep.com/article/2013011.../1002/business

Changing luxury car market more competitive than ever




Honda's Acura brand wants a place among the most elite luxury brands, Audi has ambitious sales goals and Lincoln wants to get back on shoppers' radars.
At the same time, top-tier players BMW and Mercedes-Benz are pushing harder than ever to maintain their dominance by launching smaller, more affordable cars.
Then there are the upstarts. Hyundai and Kia are introducing more premium vehicles without creating a separate luxury brand.
"The definition for luxury is changing," said John Mendel, executive vice president, American Honda, at the Automotive News World Congress on Wednesday. "It's more rational."
Classifying a brand as top-tier or lower-tier is not relevant today.
"Audi is shifting that," as are other entry-level German cars, Mendel said. "Are they true luxury or not? I think those lines are starting to blur."
But that does not mean the competition is any less intense.
"This is a blood sport we're in," said Stephen Cannon, CEO of Mercedes-Benz USA, noting BMW introduced a lower-priced entry-level version of the 3-Series just as Mercedes prepares to sell the new entry-level CLA compact sedan.
About seven years ago, Acura came into its own as what Mendel called an "interceptor" brand. Its mission was to offer cars to which affluent Honda owners can aspire so they don't wander off to competing luxury makers.
"It was never truly envisioned as a luxury brand," he said. "It was a technology platform."
Acura, which sells 95% of its vehicles in the U.S., has several new products on the way.
The 2014 NSX super car will be built in Ohio, and the new RLX sedan goes on sale March 15, ranging from $48,450 to $60,450.
The third-generation MDX will go on sale midyear with a new 3.5-liter V6 and two-wheel drive option.
Instead of Acura orbiting Honda, "now it is time to send Acura into its own orbit," Mendel said.
Meanwhile, Audi has come roaring back.
"People were laughing at Audi a few years ago," said Scott Keogh, president of Audi of America, the sixth-largest luxury brand in the U.S.
Last year was Audi's best ever in the U.S., as sales rose 18% to almost 140,000. Audi expects to do better this year and sell 200,000 here by 2018. That would more than double 2009's 83,400 U.S. sales.
"We provide over 50% of profit for the whole (Volkswagen) group," Keogh said.
Audi has said it wants to be the No.1 luxury carmaker in the world, with sales of 1.5 million by 2015. It's spending $17 billion, including on a new plant under construction in Mexico that will start production in 2016.
Mercedes CEO Cannon is ready for all comers.
"Audi is a terrific competitor," he said, for a company doing half Mercedes' volume and lacking a full lineup. "They have a long way to go in scope. They're not closing the gap."
Mercedes has 11 all-new and 19 replacement vehicles coming over the next seven years.
The current focus is on improving the dealer experience so Mercedes is as famous for its service as its vehicles.









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http://www.autoweek.com/article/2013...ROIT/130119860
Five exterior changes on the Acura MDX

Now that the 2014 Acura MDX has been revealed, will the modest redesign be enough?

Earlier in the month we studied the history of the Acura MDX, and how it went from the rookie on the Acura block to the top seller in less than 10 years. This week the next-generation MDX was revealed to a round of applause during press preview days at the Detroit auto show, but some argue the 2014 model is hardly a redesign.
It's true -- if you just take a quick glance at the 2013 and 2014 models side-by-side, few differences will jump out at you. However, closer inspection reveals subtle changes have been made, which may be exactly what appeals to the MDX crowd.
Here are five exterior features that are definitely new on the 2014 Acura MDX:
Headlights -- While the shape is similar, the headlights on the 2014 model are definitely more streamlined, and maybe a bit larger. Wraparound LED lighting, as we have seen in other luxury makes -- most notably Audi vehicles -- modernizes the front end and helps the headlights stand out.
Grille -- The shield shape remains, but is more pronounced in the 2014 model, which dulls the “beak” a little bit. Wider chrome trim makes a bold statement, and chrome mesh added below the Acura emblem adds a sporty touch.
Front bumper -- There's no argument the front bumper -- as well as the fog lights and the fog-light surrounds -- are all new. A chrome finish replaces black on the bumper itself. The shape of the bumper is more dynamic, going from a basic bar across the front of the SUV to something more complex. The fog lights that used to act as bookends to the black bumper are now elongated spheres floating above the bumper. We're not sure this artistic design will actually appear on the production MDX, but it does look nice on the prototype.
Body -- The body of the new MDX has a slightly more fluid appearance that comes from its more aerodynamic design and loss of 1.5 inches of height. Door panels don't seem to have changed, but the silhouette of the greenhouse does have slightly more rounded edges.
Rear -- The tail end of the MDX gets more dramatic with the addition of a chrome bridge connecting the taillights and a geometric chrome bumper. Like the headlights, taillights get eye-catching LEDs, but the shape of the taillights appear unchanged.

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http://www.autoblog.com/2013/01/17/2...iew-road-test/

2013 Acura ILX 2.4

Acura's experiment with niche models has failed. Competing in the luxury car business by filling white space with product just didn't work for the Japanese automaker. In place of slow-selling models like its ZDX and quirky first-gen RDX, the mindset at Acura has recently switched to more conventional products with vastly improved volume potential. The redesigned 2013 RDX, for example, sold almost as many units in 2012 as it did in 2010 and 2011 combined, and the all-new 2013 ILX has sold more units each month – since going on sale in May – than Acura sold in ZDXs and RLs in all of last year.

While the redesigned RDX is a crucial product to compete with luxury compact crossovers, the ILX might be the most important new product for Acura, as a growing number of premium makes are starting to realize the importance of upscale entry-level compact cars. Ironically, this segment was a pivotal part of the brand's success in the 1980s and '90s thanks to the Integra, but Acura completely abandoned the genre when it killed off the RSX coupe in 2006. The addition of the ILX not only gives Acura a competitive small car again, it also drops the brand's entry price by almost $5,000.

Like the Honda Civic to which it's closely related, the 2013 Acura ILX is offered with three powertrain flavors (base 2.0, ILX 2.4 and Hybrid), and while our First Drive gave us some seat time in the base ILX 2.0, this time we got to spend a full week with the sportier ILX 2.4 – Acura's version of the Civic Si. The ILX is positioned in a weird in-between market that includes premium small cars like the Buick Verano, Audi A3 and Lexus CT, but it also sits at the upper end of some well-equipped non-luxury models like the Ford Focus Titanium. With this in mind, and with keys in hand, we aimed to see how the ILX stacks up against other premium compacts – as well as its predecessors.

Despite coming from the same gene pool (and Greensburg, Indiana assembly plant) as the Civic, every element of this Acura's design has been completely changed – from its width to the shape of its roofline. To put it simply, this is no modern-day Cadillac Cimarron. Compared to the Civic Si sedan, the ILX has a slightly shorter overall length, sits lower and is almost two inches wider (including a track that is about a half-inch wider), all of which help give to the ILX sportier proportions; even the rake of the windshield has been changed to give the Acura sedan its own distinct presence. The ILX introduces a more refined design language for the marque, with key elements like the scalloped headlights, raised hood and wide rear haunches, all of which are also present on the 2014 RLX and should be visible on future models, too. One crucial element that Acura nailed (and, boy, did it need to) was its trademark shield grille that now complements the styling of its cars rather than looking like an oversized, metallic beak. Acura has even paid attention to the styling of the engine compartment, using plastic trim to dress it up quite a bit more than what you see under the hood of the Civic Si.

Even more so than the exterior, the cabin of the ILX gives no hint of the car's close relation to the budget-minded Civic, and we think it fits in perfectly with the Acura brand image. A few of the Acura signatures include the dual arched instrument panel; the red, metal-like pushbutton starter; and the clean, straight-forward layout of the switchgear on the center stack. The good news here, of course, is that you can get practically the same interior on this entry-level sedan that you'll find on every other current Acura model. This sportier ILX adds a few extra styling bonuses like the contrasting stitching on the leather and the bright aluminum trio of pedals for the driver – the latter of which might be the only interior bits that are directly shared between the ILX and the Civic. Everything from the steering wheel to the knobs and controls to the padded inserts carved out of the door panels make this car feel 100-percent like an Acura. We kept wanting to gripe that the interior didn't look as sporty as the Civic Si, but we had to keep reminding ourselves that an Acura buyer is more likely focused on luxury and technology.

While other ILX models are going after customers looking for either an affordable luxury car or a fuel-efficient hybrid sedan, the 2.4 model finds harmony between sport and luxury. Normally, playing the middle of the field is a good way for a car to make compromises on both ends, but the ILX does a fine job of balancing luxurious comfort with supportive sportiness. For the driver, the steering wheel is the perfect size and thickness for a dual-threat persona, and the real aluminum shifter knob blends elements of high-quality materials with a raw, sports-car like feel. Even the seats feel decently supportive in sharp turns, yet they aren't too stiff, which could make long road trips uncomfortable. The comfort and styling might be spot-on for the ILX, but all is not perfect with this sportier version's interior. If any occupants of the ILX have something to complain about, it's the rear passengers, who face tighter quarters than in your standard Civic with less headroom and greater than two inches of lost legroom. Cargo space is also down slightly to 12.3 cubic feet from the Civic sedan's already-cramped trunk.

Only available with the Premium Package, the ILX 2.4 brings plenty of standard equipment to the table including HID headlights, fog lights, a multi-view rear camera, upgraded audio system and leather seats. That seems like a great start for a sport sedan until you realize that there are no other option packages available on this car. For $24,000, you can get a Civic Si with navigation, but no matter how much you want to spend on the ILX 2.4, navigation is not in your future. With the car seemingly aimed directly at Gen Y buyers, we think this is a huge error in packaging options – especially in a day when many non-luxury, budget-minded B-segment cars offer navigation. So if you want a sporty sedan and can't live without navigation, you either have to step down your performance aspirations with either the base engine or hybrid ILX, or step up to the bigger, heavier and more expensive TSX. All in, the 2013 ILX 2.4 will set you back $30,095 including destination, which is a reasonable price to pay for this car's levels of luxury and performance, especially considering it's priced only a little less than the navigation-equipped Buick Verano Turbo that we just recently reviewed.

As much as Acura has done to make the ILX look and feel worlds apart from the plebian Civic, the changes are only skin deep, as all of the good mechanical bits in the ILX 2.4 are carried over almost exactly from the Civic Si. We have to throw in that "almost" because, while the high-revving 2.4-liter inline four-cylinder and six-speed manual gearbox are there, the ILX does not receive the Si's standard limited-slip differential. Still, we're not going to argue with the engine's 201 horsepower and 170 pound-feet of torque, even though peak horsepower kicks in at a screaming 7,000 rpm. Those cross-shopping this ILX with the Verano Turbo will instantly notice the Acura's 49-horse disadvantage, but much of what this car lacks in power, it makes up for in weight reduction with a 2,978-pound curb weight that comes in around 300 pounds less than the Buick.

Driving the ILX 2.4 introduced us to its decently weighted clutch and short-throw shifter, but as fun as the car was to drive, this isn't a model we want to take to the track. There are only minor tuning differences between the ILX 2.4 and the base model's suspension and electric power steering setups, but we'd venture a guess that the biggest upgrades the 2.4 has over the other ILX models in terms of handling are its all-season Michelin Pilot HX rubber and slightly larger front brakes.

During our week with the ILX 2.4, the fact that it's basically a fancier Civic Si stuck in the back of our heads, but time and again, this Acura impressed us with how much it didn't feel like a sportier version of an entry-level compact. Acura's crew surely deserves the lion's share of the credit for this, as the ILX has been given a beefier front stabilizer bar and a quicker ratio for its power steering than the Si. Even the sound quality inside the cabin is more of what we'd expect from a luxury car, the result of acoustic glass used for the windshield and the audio system's Active Sound Cancellation.

The ILX 2.4 does bring with it the same fuel economy as its sporty corporate cousin, with official EPA numbers holding steady at 22 miles per gallon city and 31 mpg highway, and our time with the car returned an overall average close to 26 mpg – we're guessing that had a lot to do with the fact that the ILX does not come with the see-how-high-you-can-rev-the-engine VTEC power meter that's standard on the Civic Si. Like all other Acura models (and the Civic Si), premium fuel is recommended by the automaker for peak performance.

Acura's reboot of the near-premium compact car might not be as enthusiast-oriented as the old Integra, but rather than attempting to recreate what has become an iconic model, Acura has focused on offering a broader range of model choices, which ought to help attract more new buyers to the brand whether they are stepping up from a Honda or trading in another luxury make. With its limited scope (one powertrain and no options), we're not sure what chords the ILX 2.4 will strike with consumers, but we just can't knock a car that brings a luxuriously appointed sporty sedan to the sub-$30,000 price bracket.

The new ILX is probably not going to be a hot option for the tuner crowd like the Integra turned out to be, but what it does offer car shoppers is a well-priced offering for buyers now and a good look at the future direction of Acura products down the road. What's perhaps most surprising is that Acura has managed to go mainstream without selling out, and we're looking forward to the day when we pit this ILX 2.4 against the Verano Turbo in a proper comparison test.


Engine:
2.4L I4
Power:
201 HP / 170 LB-FT
Transmission:
6-Speed Manual
Drivetrain:
Front-Wheel Drive
Curb Weight:
2,978 LBS
Seating:
2+3
Cargo:
12.3 CU-FT
MPG:
22 City / 31 HWY
MSRP:
$30,095 (as tested)

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http://www.freshnews.com/news/750727...acura-vehicles

ELS Studio® Premium Audio System Debuts In New Acura Vehicles

DETROIT, Jan. 22, 2013 /PRNewswire/ -- Expanding on its rich heritage of leadership in audio technology, Panasonic Automotive Systems Company of America is launching the newest generation of its acclaimed ELS audio brand -- the ELS Studio Premium Audio System. The system made its debut at the LA Auto Show in November on the all-new 2014 Acura RLX and appears in the MDX prototype that Acura revealed at the auto show. ELS Studio embodies nine years of relentless improvement to recreate the emotional experience of the recording studio.

"ELS Studio is without question the most advanced premium audio system that we have ever developed," said Elliot "ELS" Scheiner, the multi-Grammy(®) Award-winning producer/engineer. "Our goal was to take premium audio to the next level by underscoring an exceptional experience for the driver. We were able to accomplish this by specifying the quality of the in-vehicle system hardware using studio equipment performance as our reference."

ELS Studio Premium Audio is a collaboration between Scheiner, Panasonic and Acura engineers. Personally involved in each phase of development, Scheiner utilized his expertise as a professional recording engineer and producer to tune the ELS Studio Premium Audio system to the RLX's and MDX prototype specific acoustic environments.

Each system features a new, high performance amplifier that provides powerful and accurate midrange and high frequency response with increased clarity. The RLX's ELS Studio Premium Audio System's 14 speakers create a dynamic listening experience for all seating positions.

2014 ELS Studio/RLX System highlights:

-- Hybrid, Titanium Dome Tweeters reproduce a wide frequency range and low
distortion
-- 8cm Super Dynamic Range Speaker with double press polypropylene cone
providing low distortion and extended bass
-- 17cm Super Dynamic Range Speakers in the front and rear door featuring
extremely lightweight designs
-- 20cm Super Low Distortion Driver (SLDD) Subwoofer with extended bass
response
-- Multi-Channel Power Amplifier with 588 watts and powerful DSP for sound
quality enhancements and independent control of front and rear door
tweeters

"A key objective of the system was to provide listeners with the feeling of a studio sound environment inside their vehicle," said Tom Dunn, Panasonic Automotive Systems of America, Director of Marketing and New Business Development. "With ELS Surround available throughout the Acura vehicle line-up, the ELS Studio designation serves to distinguish this system, as well as the Acura RLX and MDX, as the ultimate automotive audio experience."

The MDX prototype will replace the current generation that's been in production since 2007. Specifications for the 2014 MDX and the ELS Studio Premium Audio System will be announced when the production version of the car is released.

About Elliot Scheiner

After nearly 40 years in the music industry, Elliot Scheiner continues to be a highly sought-after producer and engineer. His career includes work with such music legends as the Eagles, Steely Dan, REM, Foo Fighters, Beck, Queen, Sting, Van Morrison and Eric Clapton. Scheiner has 24 Grammy nominations and has won his seven Grammy Awards, including the 2012 Grammy for Best Surround Sound Album for Layla And Other Assorted Love Songs (Super Deluxe Edition) by Derek and the Dominos. Scheiner's recent works include, surround mix engineer for the documentary film on the Eagles' titled, "The History of the Eagles," which will premier at this year's Sundance Film Festival, and as mix engineer on Paul McCartney latest album, "Kisses on the Bottom." His extensive industry accolades include an Emmy(®) for his work with the Eagles on their farewell tour broadcast and he has received four Emmy nominations. A TEC Hall of Fame inductee, Scheiner is the inaugural recipient of the Surround Pioneer Award, which honors individuals who have made significant groundbreaking contributions to the art of surround music production.

He holds an honorary doctorate in music from Berklee College of Music. Scheiner is the first American to be awarded the Master of Sound honor from the Japan Audio Society.

About Acura
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.

Additional media information including detailed features, pricing and high-resolution photography of the Acura model line is available at www.acuranews.com. Consumer information is available at www.acura.com.

About Panasonic Automotive Systems Company of America

Based in Peachtree City, Georgia, and with Detroit-area operations located in Farmington Hills, Mich., Panasonic Automotive Systems Company of America is a division company of Secaucus, New Jersey-based Panasonic Corporation of North America, the principal North American subsidiary of Panasonic Corporation. (NYSE: PC) of Osaka, Japan, one of the world's leading developers and producers of innovative digital and other electronic products for consumer, business and industrial use. Panasonic Automotive Systems Company of America also acts as the North American operating company of Panasonic's Automotive Systems Company of Japan, which coordinates global automotive industry systems and components operations. For more information on Panasonic Automotive, please visit: www.panasonic.com/business/automotive.

*ELS Studio is the registered trademark of Panasonic Corporation of North America, all rights reserved. Acura, RLX, TSX, ILX, TL, RDX, MDX, and ZDX are trademarks of Honda Motor Co., Ltd. GRAMMY is the trademark of the National Academy of Recording Arts & Sciences, Inc.

SOURCE Panasonic Automotive Systems Company of America

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http://blog.oregonlive.com/drive-tim..._ilx_--_e.html

Test Drive: 2013 Acura ILX -- Entry-level luxury for the young professional

Sporty compacts such as the Integra and RSX helped build Acura’s brand in the U.S. Its newest compact, the 2013 ILX, takes a different route than those sporty models, preferring instead to bring luxury and technology to the intended Gen X and Gen Y buyers.

The ILX is instantly recognizable as an Acura with its distinctive satin-metal strip crossing the top of the grille. Although based on the Honda Civic platform, the ILX takes on a completely different silhouette, with the windshield raked steeply back, emphasizing the longer hoodline. Projector beam headlights are standard, with high-intensity discharge (HID) lights available on higher trims.

It’s offered with three distinct personalities, but each features the quality and smart application of technology that has become a hallmark of the brand. Unlike many of the cars I test, I’ve had the opportunity to spend time in multiple versions of the ILX, with extended test drives in the 2.0 and Hybrid models.
The ILX Hybrid is the brand's first gasoline-electric hybrid model. John M. Vincent/The Oregonian

Three powertrains define the car’s different personalities. Most will come equipped with a 2.0-liter, 150-horsepower, 4-cylinder that feeds the front wheels through a 5-speed automatic transmission. While not particularly frisky, the 2.0 is as smooth, quiet, and refined as you’ll find in this class. The EPA rates the 2.0 at 24 mpg in the city and 35/highway. In my weekly cycle of mixed city and highway driving, I achieved just under 30 mpg.

Acura’s first hybrid, the ILX Hybrid features a 1.5-liter 4-cylinder with an integrated electric motor and lithium-ion battery pack. Combined, the powertrain produces 111-horsepower which is transferred to the front wheels through a continuously variable transmission. It achieves EPA estimated mileage of 39 city and 38 highway, although I was able to beat those numbers in my test, scoring a computed 39.7 mpg. Although the high mileage was welcome, the hybrid powertrain was less refined than any I have recently driven.

All ILX models come with Bluetooth telephone connectivity and audio streaming, automatic climate control and a moonroof. John M. Vincent/The Oregonian
The athletic performer of the family is the fun-to-drive 201-horsepower, 2.4-liter 4-cylinder version, which is exclusively mated to a very crisp 6-speed manual gearbox. There’s no automatic offered with the 2.4.

The front MacPherson strut and rear multi–link suspension in the ILX is enhanced with amplitude reactive dampers, which act as two shocks in one, reacting mildly to gentle undulations and more forcefully to sharp bumps and cornering. Acura’s motion adaptive power steering works with the standard vehicle stability control to cue the steering in the proper direction to maintain control.

All ILX models come with a high level of standard equipment including Bluetooth telephone connectivity and audio streaming, automatic climate control and a power moonroof. The ILX includes a safety feature I wish was included on all new cars — when you turn on your windshield wipers, your headlights automatically switch on.

It’s in the two available equipment packages where the ILX really becomes an Acura. The Premium package, available with the 2.0 and 2.4, adds leather, a power driver’s seat, and heated front seats. Active noise control further quiets the driving experience.
The tech package, which is not available on the 2.4, adds a high-power audio system with 15gb of hard drive storage and satellite-linked navigation.



Base price: $25,900, Hybrid $28,900

Price as tested: Tech $32,295, Hybrid $35,295 (each include $895 destination charge)
Type: Front-wheel drive, 5-passenger compact sedan
Engine: 2.0-liter inline 4-cylinder / 1.5-liter inline 4-cylinder with integrated electric motor (hybrid)
Final assembly: Greenburg, Ind.
EPA estimated mileage: 24 city/35 highway; 39 city/38 highway (hybrid)
Length: 179.1 inches
Wheelbase: 105.1 inches
Weight: 2,970 lbs. / 2,987 lbs. (hybrid)

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http://www.abc12.com/story/20670698/...-film-festival

Acura Launches "The Acura Studio Master Class Series" at the 2013 Sundance Film Festival

Series Features Lectures and Panels with This Year's Most Innovative Storytellers

TORRANCE, Calif., Jan. 24, 2013 /PRNewswire/ -- In celebration of independent filmmaking and creativity embodied in the Sundance Film Festival, third-time presenting auto sponsor, Acura, launched "The Acura Studio Master Class Series," with lectures and panels featuring industry insiders, presenting filmmakers, writers and stars. The classes and panels took place over a five-day period, addressing full rooms at the innovative Acura Studio on Main Street.

(Photo: http://photos.prnewswire.com/prnh/20130124/LA47946-a)

(Photo: http://photos.prnewswire.com/prnh/20130124/LA47946-b)

(Photo: http://photos.prnewswire.com/prnh/20130124/LA47946-c)

(Photo: http://photos.prnewswire.com/prnh/20130124/LA47946-d)

(Photo: http://photos.prnewswire.com/prnh/20130124/LA47946-e)

(Logo: http://photos.prnewswire.com/prnh/20100923/ACURALOGO)

Panels and classes covered a wide range of themes, including music, sound and audio selection; action, car chases and driving in films; directing and writing for the screen with the 2013 Sundance Film Festival premiering filmmakers and writers; and emerging women in film with this year's writers, producers and stars.

"Sundance is a great opportunity for film lovers to become immersed in the Acura brand experience, while celebrating the achievements of visionary filmmakers and independent film," said Gary Robinson, Manager of Acura Advertising and Brand. "We're thrilled that Sundance attendees had the opportunity to interact with and learn from the esteemed collection of master classes at the Acura Studio."

Overview of Panels:

Cue Car Chase

Mike Majesky – Pursuit Systems

Audio Production for Music and Film

Seven-time GRAMMY winner Elliot Scheiner
Moderated by Jason Bentley, Music Director for LA public radio station KCRW

Writing and Directing for the Screen

Naomi Foner – Director/Screenwriter: Very Good Girls
Roger Ross Williams – Director/Screenwriter: God Loves Uganda
Andrew Renzi – Director/Screenwriter: Karaoke!
Stu Zicherman – Director/Screenwriter: ACOD
Jordan Vogt-Roberts and Chris Galletta – Director/Screenwriters: Toy House
Logan and Noah Miller – Directors and Screenwriters: Sweetwater
Moderated by Stephanie Allain, Director of Los Angeles Film Festival

KCRW on Music Selection

KCRW DJs Dan Wilcox and Chris Douridas
Moderated by Billboard Magazine's Phil Gallo

Emerging Women in Independent Film

Gina Piersanti – Star – It Felt Like Love
Eliza Hittman – Director/Writer – It Felt Like Love
Mariko Munro – Co-Director/Co-Producer – Milkshake
Moderate by KCRW DJ, Chris Douridas

In addition to "The Acura Master Class Series," the Main Street location also featured vehicle displays of the high performance NSX Concept and the 2014 RLX, Acura's all-new luxury flagship sedan. Passersby could also enjoy the complimentary barista bar and participate in daily movie screening ticket giveaways.

About Acura
Acura is the fastest growing automotive luxury brand in America, having posted a 26.7% year-over-year gain in 2012, its best annual sales result since 2007. 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 six distinctive models: the TL performance luxury sedan, the TSX sports sedan and Sport Wagon, the ILX luxury compact sedan, the 5-passenger RDX crossover SUV, the 7-passenger MDX luxury SUV, and the all-new Acura RLX flagship sedan, launching in March 2013.

Connect with Acura:
Facebook: www.facebook.com/Acura
Twitter: www.twitter.com/Acura_Insider
YouTube: www.youtube.com/acura
Flickr: www.flickr.com/acuranews
Pinterest: http://pinterest.com/acura
Google+: https://plus.google.com/+acura

©2012 PR Newswire. All Rights Reserved.

=================================

http://www.examiner.com/article/revi...acura-rdx-tech

Review: 2013 Acura RDX Tech (Photos)

Many luxury automakers pride themselves in achieving a certain type of driving dynamics that sets their products apart from mainstream alternatives. That is to say, they strive for a certain solid feel and tightness of handling, distinct from the more big-and-cushy aims of an ordinary car.

But what of the other benefits that come with a luxury car – the plusher interior and fancier features, the relative exclusivity and the more upscale appearance? Among entry-luxury crossover SUVs, which are typically priced in the $40,000s, there are few choices for someone who wants all of the comfort and everyday utility of a mainstream best-seller – with upgrades, rather than with an entirely different character.
View slideshow: 2013 Acura RDX Tech

The leader of such models is the Acura RDX, which was redesigned for the 2013 model year. The previous RDX chased BMW as a sports-oriented model, but its stiff ride and relatively unrefined four-cylinder engine cost it sales. In the redesign, Acura spent its money on interior décor, standard features, and a powerful V6 engine; scrapped the expense of “super-handling all-wheel-drive” in favor of a simpler system optimized for messy weather rather than racetrack performance; and traded some handling agility for a smoother ride.
The 2013 Acura RDX isn't as posh or polished as some competitors, but it finds a good middle ground between mainstream compact crossovers and pricier luxury models.
The 2013 Acura RDX isn't as posh or polished as some competitors, but it finds a good middle ground between mainstream compact crossovers and pricier luxury models.
Photo credit:
Brady Holt

What results is essentially a more powerful, more refined, more feature-laden version of the best-selling Honda CR-V. A weeklong test of a fully-loaded RDX revealed that the Acura lacks the taut handling and unshakeably solid feel of an Audi Q5 or BMW X3, but beats them for everyday qualities like interior volume, control layout and fuel efficiency. It also retains their tidily compact exterior dimensions, compared to bulkier competitors like the Lexus RX or Cadillac SRX.

Furthermore, it handily undercuts their price tags. With every option checked, the RDX has a sticker price of just over $40,000, and it's already well-equipped at its base price of below $35,000. Some shoppers will demand that their premium crossover feel more special, and would accordingly be underwhelmed by the RDX's driving dynamics. But it is perhaps the best choice in its class for someone looking for something less like a sports sedan with more versatility and more like a more-polished CR-V.

Less than decadent

The RDX doesn't have the remarkably plush leather or the wood-trimmed interior you'd find in some competitors. The two-tone gray-and-beige interior could be called tastefully restrained, but it's far short of eye-catching. Few components either jump out as cheap or stand out as seeming particularly expensive, as is the case on Acura's entry-luxury sedans.

The seats, too, are more good than great. The fronts look amply bolstered, but they're flatter than they appear – easing entry/exit but doing little to hold occupants in place going around a corner. At the same time, they're more firm than cushy, which will also come down to personal taste. There's plenty of room and a high seating position, and decent visibility by the ever-diminishing modern standards.

In the rear, the cushion is roomy and comfortable for two passengers. There's a nearly flat floor, but the cushion is shaped for two rather than three – someone in the center position will not be comfortable.

Cargo space, too, is ample by the class standards. It doesn't stack up terribly well on the specifications chart, with 26 cubic feet of room behind the rear seat and 63 cubic feet with the rear seat folded. But it includes lots of usable floor space, and the cargo hold has a simple boxy shape.

Handles just inside the cargo hold fold down the rear seat in two sections, but there's a substantial ledge of several inches between the cargo floor and the top of the folded seatbacks. The cheaper Honda CR-V, curiously, has a more complex seat-folding mechanism that yields a flatter cargo floor.

Besides the interior volume, a strong point in the RDX's interior is the simplicity of its control layout. It gives up little technology compared to other premium crossovers, but Acura eschews the complicated menus and touch-sensitive controls that make some of the competition frustrating to use. The RDX's functionality is simple and unassuming.

Less than crisp

A brief test drive of an RDX last year suggested that its handling was within range of the best competitors. Credit goes to tight, responsive steering that makes this Acura feel alert during routine driving. But push it a little, and it feels more like a CR-V than a sharply tuned BMW. The steering feels lighter and looser, with less of a direct connection to the wheels. The RDX quickly feels like the tall, heavy vehicle it is; some crossovers mask that much better.

That said, this Acura still uses its relatively compact dimensions compared to, say, a Lincoln MKX or Lexus RX to its advantage, and it's still more nimble than the CR-V. The standards, though, are high in this class.

Ride quality, while good, is also not perfect. It's not intentionally firm like some sport-tuned competitors, and it muffles bumps with fewer jolts than those models. But there some unwanted ride motions even on smooth pavement. The overly light, disconnected high-speed steering also keeps the RDX from feeling unflappable in a straight line on the interstate.

The now-standard 3.5-liter V6, mated to a six-speed automatic transmission, is a strong point, though. It's not exactly luxury grade, as it's shared with various Honda and Acura models, but it's more than a match for the power and smoothness of many competitors' four-cylinder engines. Even its fuel efficiency is in the league of the four-cylinder competition, and above competing V6s, at an EPA-estimated 19 miles per gallon in the city and 27 on the highway with the tested all-wheel-drive, or 22 miles per gallon overall. (This reviewer observed 22.3 mpg in mixed driving; premium fuel is recommended.)

The smooth, quiet engine contributes to the RDX's quietness compared to most crossovers. Wind and road noise are also suitable muffled.

Less money

In terms of features for the money, the RDX is the best value among premium-badged crossovers. At around $35,000, it comes standard with features that most competitors nickle-and-dime for: heated leather seats with power adjustments and memory positions, a proximity key, a sunroof, and a rearview camera. The camera includes an unusual three modes – straight back, wide-angle rear, and top down – a handy system.

There are only two options: the Tech package ($3,700), which includes an in-dash navigation system, an upgraded sound system that includes a built-in hard drive for digital music storage, and a power liftgate; and all-wheel-drive ($1,400). The simplicity of Acura's options packaging means that someone who might have special-ordered a BMW or Audi might wish for a chance to better tailor the RDX, but it means that there's a certainty about the models that will be available on the dealer lot – rarely a given among luxury marques.

The RDX is well-equipped overall, but some competitors offer a few items that are missing from its options sheet: radar-based cruise control, a panoramic sunroof, rain-sensing wipers, and cooled front seats. If you have your heart set on those, you'll need to look elsewhere.

A strong choice for some

While some of the criticisms of the RDX could made it sound like an also-ran, they speak more highly to the standards the premium compact crossover class has reached in recent years. And for someone seeking quiet, practical, and relatively unassuming transportation that's a cut above mainstream competitors, some of those advances in interior opulence and zingy handling aren't worth the tradeoff against the Acura's everyday comfort, value, and ease of use.

Also shop the RDX against similarly priced upscale-feeling crossovers from mainstream brands, like the Nissan Murano and Toyota Venza. They're bigger and feature shinier interior décor – for better or for worse. Both have smoother rides than the RDX but less agile handling and inferior fuel economy.

See also:
More photos of the 2013 Acura RDX Tech
All Cars Examiner reviews
Review: 2013 Acura ILX Premium
Review: 2010 Lexus RX350
Review: 2012 Honda CR-V EX-L
Review: 2013 Mazda CX-5 Sport

Vehicle tested: 2013 Acura RDX
Vehicle base price (MSRP): $34,320
Version tested: AWD Tech
Version base price (MSRP): $39,420
Vehicle price as tested (MSRP): $40,315
Estimated transaction price as tested: $38,824
Test vehicle provided by: Acura

Key specifications:
Length: 183.5 inches
Width: 73.7 inches
Height: 66.1 inches
Wheelbase: 105.7 inches
Weight: 3,852 pounds
Cargo volume behind rear seat: 26.1 cubic feet
Cargo volume with rear seat folded: 61.3 cubic feet
Turning circle: 39.0 feet
Engine: 3.5-liter V6 with 273 horsepower
Transmission: 6-speed automatic
EPA city mileage: 19 miles per gallon
EPA highway mileage: 27 miles per gallon
EPA combined mileage: 22 miles per gallon
Observed mileage during test: 22.3 miles per gallon
Assembly location: Ohio
For more information: Acura website

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Acura takes RDX mainstream
Whale on Wheels

For the second generation of its five-seat crossover, Acura has taken a little edge off the RDX, making it more refined, larger and more efficient. And although the first RDX had a turbocharged four-cylinder engine that many are now replacing V-6s with, Acura dropped the turbo four and went up to a V-6.

Its logic is fairly sound, as it added 33 horsepower and increased fuel economy at the expense of some mid-range torque.

Like every Acura V-6, the 273-horsepower 3.5 is eager to rev and has just a little racecar in the soundtrack, but I was surprised how the idle smoothness lagged behind most V-6s and many 4s.

However, the new six-speed automatic gets most of the credit for increased fuel economy and performance over the old five-speed auto, and it shifts smoothly and wheel-mounted paddles are standard. The other aid to fuel economy is a simpler all-wheel drive system that runs as front-drive until traction is needed.

This all-wheel drive will send up to half the available power to the rear wheels for traction, where the old “Super Handling” system could send 70 percent and actually help steer the car around bends, so the new RDX doesn’t dive into a corner quite as eagerly as the first one. It shouldn’t matter much as the few people who corner-dive in an RDX are substantially outnumbered by those swayed by economy, comfort and quiet.

Ride quality is quite good; new amplitude-reactive shocks let Acura use softer springs for a better ride without the ride going jelly-soft on a bumpy road. The RDX is still on the firm side of the crossover spectrum but not nearly so far to performance-stiff as before. It’s also quieter because of the sixth gear and lessened wind and road noise. Steering assist is now electric, with fairly light effort and so-so feel, while a quick peek underneath shows this is an all-wheel drive car and not designed for any off-pavement excursions beyond dirt roads.

The new RDX is bigger too, with minor increases in outside dimensions but a notably larger rear seat. It’s a realistic four-adult car with generous foot room, headroom and well-contoured seats. The finish execution is very good too, easily par or better than anyone else’s $40,000 ride.

A multitude of white-on-black buttons make the center dash initially appear overwhelming, a feeling that quickly dissipates. Audio, climate and navigation groupings, and voice recognition ease operation while the metallic red engine-start button harkens to RDX sporting background. Those who routinely pull the shifter all the way back from Park to Drive will end up in Sport mode using more gas than they wanted to.

Cargo space is good, Acura noting among the best in class at 26 cubic feet seats up and 61 with the seats down. Access and folding the seats are simple tasks, whether you use the power hatch or do it yourself.

A sleeker profile and softer satin finished grille top yield instant Acura recognition, while the five-angle styling is carried in back through the sheetmetal and light housings. Acura and Honda always manage to make wheels look narrower than they are, not as masculine as crossovers typically aim for, and the lack of a frame on the aft edge of the rear doors should bring lots of fingerprints to the glass.

The RDX is offered in front and all-wheel drive versions, with or without the Tech pack that adds navigation, multimode rear camera, AcuraLink telematics, ELS surround sound system, power tailgate, fog lights, HID low-beam headlamps and GPS linked dual-zone climate control.

Although few will shop the same vehicles, a good alternative to a front-drive RDX also comes from Acura … the TSX Sportwagon. It has a smaller rear seat than the RDX, is a bit slower because it’s easier on gas, handles better and is a more rewarding drive. According to Acura figures, the Sportwagon has more cargo area (seats up or down), better fuel economy and a larger tank that translate to an extra 100 miles per tank, and it costs at least $2,500 less.

When you need all-wheel drive and get the Technology package that makes this an Acura, the RDX is $40,000; the engine, transmission and car are all made in the U.S. It’s not as frenetic and edgy as the original and 2013 sales figures show there’s a dearth of frenetic, edgy buyers these days.

Whale, a longtime Ventura County resident, has been breaking parts for 35 years and writing about it for 27.

2013 ACURA RDX AWD TECH

Engine: 3.5-liter SOHC V-6, 273 bhp

Length/width/height (in.): 185.3/73.7/66.1

Weight: 3,852 pounds

MPG city/hwy/observed: 19/27/22

Base warranty: 4 years/50,000 miles

Price as tested: $40,315

Alternatives: Audi Q5, BMW X3, Buick Enclave, Infiniti FX35, Lexus RX350, Mercedes-Benz GLK, Volvo S60

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http://www.nsnews.com/cars/Acura+exp...388/story.html

Acura expects success for ILX

MOST people don't remember that Acura, not Lexus, was first to offer a compelling Japanese alternative to the German luxury automakers.

Two debut models were offered in 1986: the Legend, which was a proper luxury car, and the Integra, which wasn't.

Instead, the entry-level Acura was something even better - not an entry-level anything, but a properly excellent-handling little front driver with a willing engine and solid build quality. It was both fuel-sipper and hot-rodder, and when Acura put a bullet in the badge in 2002, they made, in my opinion, a huge blunder.

Since then, Canadians have had access to various Civic-based offerings from the high-class wing of Honda. Some were good, like the popular 1.6/1.7EL. Some, in retrospect, are just a bit too entry-level, like the CSX.

However, Honda and Acura both seem to have found their lost compass these days, with a reinvigorated focus on build quality and brand pride. One feels a duty to mention the return of the NSX halo car, with a vague hope that Acura can reclaim a little of that past glory.

But never mind the low-volume supercar stuff, Acura's reputation in this country is built in the driver's seats of the cars that sell by the thousands, not tens. Here, then, is a car much more important to the health and survival of the brand than any mid-engined poster-fodder: their new ILX compact sedan. Design

As a groundbreaking game-changer (or whatever other PR-speak you might hear attributed to this car), the ILX doesn't exactly stun from the curb. No flame-surfacing, LED-bedazzling, chrome-laden fender-venting found here.

Frankly, I like it quite a bit. It's a charcoal V-neck of a thing - dress it up, dress it down, hot date, big presentation, Super Bowl Sunday.

Acura's German competition has been doing the "one sausage, three lengths" thing for so long, it's nice to see the smallest Acura echo the best details of the TSX, TL and RL (now to be reborn as the silly-badged RLX). Not too many details though - in side profile, aliens would be hard pressed to differentiate this car from a previous-gen Mazda3.

ReLaX, Acura, I mean that in a good way. While the ILX is longer up front and shorter in back than the Civic from whence it takes roots, it's still a balanced-looking car. This Dynamic tester has nicely sized alloys (17-inch) that fill out the wheel wells, but even the standard 2.0-litre car looks stylish - and can be optioned with the 17-inchers if desired.

Environment

While the polished-aluminum-look accents and alloy pedals of the Dynamic option add a bit of sportiness to the interior, there's little you'd call radical in here. Like its exterior, the ILX's insides are conservative to a fault.

One bit of weirdness: this theoretically top-of-the-line Dynamic car has the largest engine (2.4-litre), but it lacks navigation. Technophiles must sacrifice horsepower for gadgets (but they'll get better fuel economy).

However, luxury must-haves like push-button start, a colour information display, Bluetooth handsfree and so forth are all readily available. As they would be if you highly optioned up a Kia Rio.

The front seats do a good job of being supportive, though there isn't a surfeit of lateral bolstering, and the rear seat is somewhat cramped in the headroom department.

The trunk will be large enough for most intenders, but has only a single large pass-through - the seat folds as one large piece rather than a 60/40 split. Hardly the end of the world, but try taking a skiing holiday with two of your closest friends.

Performance

Standard equipment in the ILX is a 150 h.p. 2.0-litre four-cylinder mated to a five-speed automatic transmission. Let's call this "Vanilla."

Eco-conscious, willing to give up a little trunk space and not in any sort of a hurry? A 115 h.p. hybrid option is on the table - low-fat Strawberry.

However, what we have here is "Chocolate": my Dynamic tester sports the 201 h.p. 2.4-litre engine straight out of the Civic Si. In fact, the car feels overall like a four-door Civic Si with an Acura badge on it.

It's the only ILX available with a manual transmission, and sports a light-but-slick six-speed shifter and typically Honda-ish clutch (that's a compliment). Steering is very light as well, and perhaps a bit numb, and the ILX does have a little more body roll than the Si would.

However, that extra bit of suspension compliance lends much-needed smoothness to the car. It's just the sort of thing you could ferry around your boss in without looking like an extra from The Fast and The Furious. It is, however, a tad too noisy on the highway to be a "luxury" car.

The willing, torquey four is just as good as it is in the Si - don't shed too many tears for the stratospheric-revving Honda powerplants of old - and the controls are light enough to make dealing with stop-and-go a doddle.

One caveat: even this Dynamic model doesn't have that special feel of an old Integra GS-R. While Acura will surely sell plenty of the standard cars, you can't help but feel that only the top of the range has enough of that old Acura charm.

Features

Entry level for the ILX starts at $29,735 for the standard 2.0-litre car, nicely equipped with power moonroof, Bluetooth, intelligent key and so on.

Navigation and premium audio of the Tech package shoot things up to $34,235.

The hybrid option will set you back $36,935, and sees fuel economy improve to 5.0/4.8 litres/100 kilometres city/highway from the 2.0litre's 8.5/5.6 l/100 km city/hwy rating. If you've got a heavy city commute, might be worth it. A highway warrior?

Don't bother.

The Dynamic hits a sweet spot at $31,395, and it's frankly too bad that its six-speed shifter will likely turn off the average buyer. With economy set at 9.8/6.5 l/100 km city/hwy, it's actually quite reasonable for long-distance travel and, as pointed out, has a little more character than the others.

Stop sign

Road engine; body roll; no tech package on sport model.

Green light

Strong acceleration; nimble handling; conservative styling; smooth shifter.

The checkered flag

Not quite a recapturing of the original Integra's spirit, but works well as a mildly premium compact car.

Competitors Volkswagen GLI ($27,590)

How many premium sedans am I going to compare VW's GLI to? All of them.

As a balanced package, the GLI goes directly up against the ILX Dynamic, and has the added benefit that you can option it with a quick-shifting automatic. The 2.0-litre turbo is also a very sweet-sounding powerplant, and some will prefer the VW's heavier German handling.

It's still my pick as the most complete Teutonic performance sedan on the market, but therein lies the catch: the Acura will surely have lower maintenance costs as the years stack up.

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http://blog.oregonlive.com/drive-tim..._tsx_spor.html

Test Drive: 2013 Acura TSX Sport Wagon -- In this wagon, there's even room for great handling

The Acura TSX Sport Wagon is a true station wagon. Not a wagon pretending to be a crossover, not a big hatchback, but a no-apologies station wagon. That’s what makes it so good. As long as it stays in production, it will be on my list of Top 10 test drives.

You just can’t find another vehicle in the class that is so well-balanced, so fit to its intended purpose as the TSX wagon – at least for anywhere near this price.

This isn’t the vehicle for folks who need to haul a truckload of gear to Mount Hood in a raging snowstorm; there are better vehicles for that. Rather, it’s the wagon for people who want space without compromising sports sedan handling and efficiency. With its low cargo loading height, it makes a great dog hauler or Costco runner.
Inside, drivers are pampered by heated leather seats and an impressive technology package.
The Sport Wagon carries 31.5 cubic feet of cargo behind the rear seats, or 66.2 when the 60/40 split seats are folded down into a flat load floor. Hidden storage is available below the load floor where you would normally find the spare tire. It’s been replaced with a simple tire repair kit. A cargo cover comes standard to hide items when the rear seats are in the up position.

Xenon (HID) headlights are standard, as are automatic temperature control, fog lights and a moonroof. All TSX wagons come with heated, perforated-leather seats, with eight-way power for the driver and four-way for the passenger. Bluetooth telephone integration and audio streaming is included.

The only factory option on the Sport Wagon is the Technology Package, which includes an upgraded 460-watt audio package with hard-drive media storage, a rear-view camera, navigation and a power tailgate. The navigation system streams subscription-based weather and traffic data and overlays it on the map display. The weather data is helpful, but the XM NavTraffic-supplied traffic data is pretty useless, unless you want to know about the traffic jam you’re already in. There are plenty of more accurate traffic information sources available at no cost.
Under the hood of the sport wagon lies a 2.4-liter i-VTEC 4-cylinder that likes to rev.

TSX wagons are powered by 201-horsepower 2.4-liter i-VTEC 4-cylinder engine. I wouldn’t call the TSX flat-out fast, but it is very quick and nimble. Manual paddle shifters are included for the 5-speed automatic transmission, and using them to keep the rev-happy motor towards the high end of the tach makes for a gratifying driving experience.

The gearbox includes Acura’s Grade Logic technology, which senses when the car is climbing or descending, and holds the transmission in the optimal gear.
If there’s one word to describe the handling of the car, it’s “balanced.” Double-wishbone suspension is used up front with multilink in the back. Dual-mode dampers provide proper ride control under differing road conditions and while cornering, while front and rear stabilizer bars keep the wagon flat even when those corners are aggressively attacked.

Yes, you can aggressively attack the corners in this wagon.

About the only thing that could make the TSX better would be the Acura’s Super Handling all-wheel drive system. But unfortunately it’s not offered on the car.

2013 Acura TSX Sport Wagon

Base price: $31,860, Tech $35,510
Price as tested: $36,395, including $885 destination charge
Type: Front-wheel drive, 5-passenger station wagon
Engine: 2.4-liter i-VTEC 4-cylinder
Final assembly: Sayama, Saitama, Japan
EPA estimated mileage: 22 city/30 highway
Length: 189.2 inches
Wheelbase: 106.4 inches
Weight: 3,599 lbs.

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http://www.stltoday.com/classifieds/...ff9241a50.html

2013 Acura ILX: Honda’s uptown brand offers luxury to the masses

The Acura ILX is based on the Honda Civic platform, but its handsome styling and techy cabin ensures that the neighbors won’t know.

Despite high-priced new iron like the 2014 RLX sedan and MDX crossover, Acura figures there’s a market, as well, for a classy-but-affordable compact aimed at 20- and 30-somethings who seek to make an “I have arrived” statement, even if they’re still in transit.

Thus, we get the 2013 Acura ILX.

The new ILX shares its basic platform with the Honda Civic, but you’d need the deductive powers of Sherlock Holmes to spot it. This luxury version boasts a larger standard engine, shares no sheetmetal with its blue-collar source material and features the trademark high-tech Acura interior, all of which should impress the neighbors considerably more than a Honda.

Nonetheless, its mid-20s starting price puts ILX within reach of folks whose dining-out budget is comprised mainly of restaurants where you don’t actually get out of the car. (Makes for a nicer dining room, too.)

ILX can be had with a 150-hp, 2.0-liter I-4, which is available only with a five-speed automatic; a 201-hp, 2.4-liter four borrowed from the sporty Civic Si and, surprisingly, available in the Acura only with a six-speed manual; or as a gas/electric hybrid, which lifts its drivetrain whole cloth from the Civic Hybrid.

We drove the base 2.0 and found it surprisingly peppy, considering its modest power spec and diminutive torque of 140 lb.-ft. We credit much of the enthusiasm to ILX’s wispy curb weight, which is south of 3,000 lbs.

That said, its antebellum five-speed automatic (in a world of six-, seven- and eight-speed luxury-car slush boxes) limited our fuel economy. The EPA rates the 2.0-liter ILX at 28 mpg combined city/hwy but, in 270 miles of such motoring, we managed only 25.

Inside, the only debits are slightly higher levels of road noise than expected, a tight back seat, and a non-split folding rear seat, meaning if you fold the rear seat you create a two-passenger car.

On the upside, the interior is hip, with Acura’s trademark – and easy to use – centerstack infotainment controller, while the exterior is handsomely drawn. It’s true that this is the least expensive Acura sedan, but we think it’s the best looking, too.

And even loaded, our ILX Tech, which included a Premium Pkg. (leather, satellite radio, heated seats and more) and a Tech Pkg. (navigation, hard-drive music storage and multi-view rear camera, among other things), bottom-lined at just $32,295.

Those with champagne taste but a beer budget will find plenty to like in the ILX.


2013 Acura ILX 2.0L

TYPE: Five-passenger compact luxury sedan

DRIVE FORMAT: Front-wheel drive

BASE PRICE: $26,795

PRICE AS DRIVEN: $32,295; an ILX TECH (includes Premium and Tech packages)

ENGINE: 2.0-liter I-4

HORSEPOWER: 150 at 6500 rpm

TORQUE: 140 lb.-ft. at 4300 rpm

RECOMMENDED FUEL: Premium

TRANSMISSION: 5-speed automatic

SUSPENSION: Fully independent

BRAKES: 4-wheel disc with ABS, traction and stability control, Brake Assist

EPA MPG: 24 city/35 hwy/28 combined

LENGTH: 179.1 inches

CURB WEIGHT: 2,910 lbs.

TRUNK: 12.4 cu. ft.

WHERE BUILT: Greensburg, Indiana

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http://www.watchmojo.com/index.php?id=11510

History of Acura: Legend, Integra, NSX, TL, RLX

Launched as Honda’s luxury division in 1986, Acura was the first luxury car brand to come out of Japan and into the United States. The success of Acura's Legend and Integra models prompted other Japanese automakers to develop their own luxury brands. Throughout the years, Acura has been known for its technological advancements, including its VTEC technology and SH-AWD system. It has made both luxurious and sporty sedans, coupes, and even sports wagons. In pop culture, Acura models have even models made appearances in multiple films of the Marvel Cinematic Universe. In this WatchMojo.com video, we learn more about Acura.

Their cars “Advance” with “Precision Crafted Performance.” Welcome to WatchMojo.com, and today we’ll be learning more about Acura.

Acura Launch

At a time when the luxury vehicle market was dominated by American brands like General Motors’ Cadillac and Ford’s Lincoln, Acura was launched as the Honda Motor Company’s luxury division in 1986.
This was the first luxury car brand to come out of Japan, and its creation was prompted by export restraints placed upon Japan – since the Japanese were limited to 1.68 million exports annually, they wished to maximize their potential profits in the United States by producing more expensive cars.

Honda Dealerships

After the company opened multiple new dealerships across North America, the first models released under the Acura banner were the Legend and the Integra. Initially manufactured as a sedan and then as a coupe, the executive class Legend was the first Honda powered by a V6 engine, while the Integra was a compact class sports car available in both three- and five-door hatchback editions.

Acura Legend

Both were high sellers, but the Legend notably sold over 50 thousand units annually over the next few years. This success prompted other Japanese automakers to develop their own luxury brands, like Toyota’s Lexus and Nissan’s Infiniti.

NSX Supercar

In the early 1990s, Acura introduced the NSX sports car. Aside from being history’s first all-aluminum production vehicle, the “Everyday Supercar” also boasted a V6 engine that featured Honda’s new VTEC technology.

Vigor and Integra

During this period, Acura continued introducing more generations of the Integra, attained high customer satisfaction scores and released the Vigor compact sedan. Meanwhile, the Integra’s tuner-friendly reputation attracted those who enjoyed customizing their cars.

Motorsports


Acura also began building its name in motorsports and earned several class victories in Daytona, Sebring and more.

Declining Sales and Name Changes

Unfortunately, sales began to decline mid-decade as Honda also coped with the collapse of the Japanese asset price bubble. Around that time, the company changed their model naming conventions by introducing letters and numbers – for example, the Legend became the Acura 3.5RL.

Best-Selling TL

By decade’s end, things turned around thanks to the 1999 Acura 3.2TL. This redesigned version of the Vigor was a sporty yet luxurious sedan that set the blueprint for future Acura models and became the brand’s best seller. Acura found further popularity with the MDX when it became the first crossover SUV to offer three rows of seating.

RSX Coupe

The Integra was soon replaced by the RSX coupe, but remained appealing to car tuners. The Integras used in Acura’s tour racing ventures were similarly replaced by RSX coupes during this time.

TL

Despite reported transmission issues with older versions of the TL, Acura’s third generation of the model found many fans thanks to its 270 horsepower V6 engine and 6-disc DVD-Audio system. The affordable 4-cylinder Acura TSX sedan was also brought to the American market in the mid-2000s.

Super Handling-All Wheel Drive System

In terms of technological advancements, Honda made history by adding their Super Handling-All Wheel Drive system to its second generation Acura RL. That system was also found in Acura’s first compact crossover SUV, the RDX. However, it was the TL and TSX that brought the company the most sales in this period.

ZDX Coupe

During the latter half of the decade, the four-door ZDX coupe became the first North American-built Acura. On the sports car racing front, the company produced its first car designed specifically for endurance racing, the Acura ARX-01.

Marvel Entertainment

The next decade brought Acura to the forefront of pop culture when the company teamed up with Marvel Entertainment. Starting with the box office smash and superhero flick, “Iron Man 2,” several Acura models made appearances in multiple films of the Marvel Cinematic Universe.

RLX

In 2012, Acura put their Honda Civic-inspired compact luxury model the ILX on the market. The next year, production began on the RL substitute, the RLX. With enhanced all-wheel drive and steering systems, it became Acura’s new flagship sedan.

Precision Crafted Performance

Throughout the years, Acura has found success by producing bold, comfortable and competitively priced luxury, performance and near-performance cars. By continuing to offer revolutionary technologies, numerous safety features and state of the art designs, Acura is sure to remain relevant in the automotive industry.

http://www.watchmojo.com/embed/11510/

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http://blog.sfgate.com/topdown/2013/...-finer-livery/

2013 Acura ILX — a Honda Civic in finer livery

After living with the 2013 Acura ILX for a week, I guess the question that comes to mind is: why does this car exist? Why, with all the offerings in the Acura/Honda lineup – let alone some three dozen other brands – do we have foisted on us yet another small car that does not really add much to the party, especially given the price of admission? We are overdosed with cars these days and so maybe it’s not too much to ask that the offerings get scaled back.

Maybe this is a brusque way to start off the review – and maybe it’s exacerbated because I have a touch of the flu as I write this, and therefore may be a bit more prickly than usual – but the fact remains that this car does not measure up to the generally fine image we have of Acura (Acura is Honda’s premium line, just as Lexus is Toyota’s and Infiniti is Nissan’s.) All three of these upscale lines have been pretty successful, particularly Lexus, whose name is now culturally synonymous with luxury, much the way Cadillac’s was and to a certain extent still is. One of the reasons the big three Japanese companies conjured up these new names for their luxury line is that, in this age of five-star consumerism – Rolex this, Tiffany that – it’s usually smart to set your high-price wares several steps above your base line; the Lexus LS, the progenitor sedan that started it all for Toyota back in 1990, is richly distinct from any other Toyota sold here. And it continues that way today. But as you get to the smaller cars, things start to change.

A Honda Civic in finer clothes

The ILX, for example, is based on the underpinnings of the latest generation Civic, but the front hood area is a bit longer and the rear slightly shorter. In all, the car looks like an innocuous smallish sedan (at 179 inches, it’s about one foot shorter than the popular size typified by Honda Accord, Toyota Camry, Hyundai Sonata) and its lines are quite clean. It doesn’t, however, stand out. The problem I have with deriving a luxury car from a small basic sedan is that you still have the small basic sedan, despite all the upgrades you’ve done to camouflage the fact that it is still a small economy car.

The ILX comes in three flavors: a 2.0-liter four-cylinder 150-horsepower engine for the lion’s share of the production run; a 2.4-liter 201-horse motor (but only with a six-speed manual); and a hybrid. We had the 150-horse version, with a five-speed automatic. It’s okay on fuel consumption – 24/35mpg, city/highway – but not as good as the hybrid (39/38mpg, city/highway). On the highway, tromping down on the accelerator of the ILX gives you a fair amount of four-cylinder thrashing about and a small amount of actual, road-eating power. It is just not a peppy car. It’s enough to get it up on the freeway and once it gets into the fast lane it will stay there, but the power is kind of a “so what.” Inside, the noise level is average – you hear the tires, and you definitely hear the groaning of the engine every time you ask it to do something. But the ILX does have its comfortable appointments. The car we tested had Acura’s premium and tech packages, which bring you leather, heated front seats, 8-way power driver’s seat (no memory seats?), navigation, rear-view camera, Bluetooth, USB port and surround-sound stereo.

Many competitors

If Acura existed in a vacuum, the ILX might be a pretty nice car, but the truth is that there are plenty of competitors in this roughly $25,000 to $35,000 field and you would do well to check them out. Among them are the Audi A3, Volkswagen GTI, Buick Verano and Ford Focus Titanium .The base ILX has a factory price of nearly $26,000 and that’s for a car with cloth seats and, for these days, a rudimentary stereo. The price on the car we drove was $31,400 and the hybrid with the tech package will run another $3,000 over that.

If there is an appeal in this car, it will be to those who want the Civic’s compact feel, but also need the bells and whistles that come with the premium and tech packages. They may also be the customers who were wedded to Acura back in the day, when the Acura cars had that upscale-Honda feel combined with Honda’s reputation for bulletproof products. But paying $32,000 for an upscale Civic these days may be something of a stretch.

After all, you could go buy a Honda Civic with leather and navigation for less than $24,000 and save the $8,000 for a trip to Europe, where you could rent an Audi A3 and see if that is what your next car just might be.

===============

http://www.winnipegfreepress.com/wfp...191020621.html

History of Acura: Legend, Integra, NSX, TL, RLX

Launched as Honda’s luxury division in 1986, Acura was the first luxury car brand to come out of Japan and into the United States. The success of Acura's Legend and Integra models prompted other Japanese automakers to develop their own luxury brands. Throughout the years, Acura has been known for its technological advancements, including its VTEC technology and SH-AWD system. It has made both luxurious and sporty sedans, coupes, and even sports wagons. In pop culture, Acura models have even models made appearances in multiple films of the Marvel Cinematic Universe. In this video, we learn more about Acura.

VIDEO => http://www.winnipegfreepress.com/wfp...191020621.html

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http://wot.motortrend.com/our-cars-p...#axzz2LnLYR2RY

Our Cars: Presidential Road-Tripping in the 2013 Acura RDX AWD

Motor Trend’s long-term 2013 Acura RDX AWD and President’s Day weekend were the perfect combination for a trip to the snow-covered Rocky Mountains. How did the RDX fare while adding just over 1700 miles to the odometer in five days?

With a new 273-hp 3.5-liter V-6 under the hood, the 2013 RDX has plenty of power for onramp merging and passing at highway speeds. On the highway, the RDX rode smooth and tackled curves well despite vague steering feel. In our 2013 Acura RDX AWD Arrival, we noted that the new V-6 engine outshined the previous 240-hp turbocharged 2.3-liter I-4 at the drag strip with 0-60 mph arriving in 6.3 seconds. While the RDX handles highway curves well, the new model’s basic all-wheel-drive system gives up cornering prowess compared to the previous model’s SH-AWD system.

2013 Acura RDX cockpit 300x187 imageThe heated (front) leather seats are comfortable and soothed during the 10-hour, 700-mile trip out of Los Angeles, though we wouldn’t mind if the door and center console armrest were positioned higher. Inside, the RDX proved roomy when filled with four adults on a 200-mile round trip to and from our destination to just south of the Utah-Idaho border. While the weather cooperated for most of the trip, the ground clearance and all-wheel drive performed well while other cars spun out on the 210 highway in Southern California during an unexpected downpour.

Over the course of the trip and 1700 miles, the 2013 RDX averaged 23.8 mpg including stop-and-go driving and city driving as well as highway speeds when traffic and weather allowed. The worst leg of the trip was 21.3 mpg and the best leg averaged 26.2 mpg with variations due to elevation changes. On average, the RDX traveled 242 miles between fill ups on about three-quarters of a tank. The 2013 Acura RDX with all-wheel drive is EPA-rated at 19/27 mpg.

Overall, we liked the RDX on the road trip and grew to admire its subdued styling, though we wonder whether more expensive alternatives like the BMW X3 and Mercedes-Benz GLK350 might perform a bit better on a similar trip. The RDX competes in a crowded class, but our road trip experience and recent sales suggest Acura may have moved the entry-level premium crossover in the right direction with its second generation.

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http://money.msn.com/top-stocks/post...2-26cc56c87385

Honda pursues the luxury market with Acura revamp
Although these divisions don't often offer much in terms of unit sales, their fat margins make them indispensable for car companies.

Honda Motors (HMC +0.43%) is the latest automaker to pour money into reviving its luxury division with its Acura revamp
GM (GM +0.22%) and Ford (F 0.00%) are already in the process of reinvigorating their respective luxury divisions
Luxury cars, along with trucks and SUVs, have higher margins compared to regular cars

Honda Motors is the latest automaker to pour money into its luxury division, called Acura, in order to revive its fortunes. Japan's third largest automaker is reportedly investing $1 billion to launch an array of refreshed models such as the RLX, the MDX sport wagon and the NSX super sports car. The luxury segment is heating up in the U.S. because of the higher profitability of these cars and due to continued growth in auto sales in this market.


Besides the new models, the automaker will attempt to makeover its image since the Acura brand is seen as a grade below its German counterparts. The prestige associated with a brand is pretty important in the luxury car market as the better the perceived value, the higher the premium that customers are ready to pay.


More profitable

The compacts and sedans don't have anywhere near the same profitability as trucks and SUVs, and therefore, it becomes imperative for them to concentrate on their luxury divisions to support margins. Moreover, since auto companies outside the Detroit Three have a limited presence in the pickup truck segment, generating profits through their luxury cars becomes all the more important. Due to the ongoing economic turmoil in Europe, America has become a critical market for all the major companies.


Although the luxury divisions often don't make the headlines in terms of the unit sales, their fatter margins make them an indispensable segment for the company. The luxury cars account for only 12% of the sales but their contribution to the profits could be as high as 50%.


Everyone's invited

Mercedes is already lowering the entry point of its luxury cars through the new CLA which should open a whole new demographic for the automaker. BMW and Audi are already present in the entry level luxury segment through the 1-Series and the A3 respectively. Americans too, aren't lagging behind in their attempt to cash in on this booming luxury market. GM is currently in the process of reinvigorating its Cadillac division with two new models, the ATS and the XTS, having already launched last year. Although sales for Cadillac were flat in 2012, they started to pick up in the final few months after the new models were released.


Similarly, Ford is in the process of reinvigorating its Lincoln brand by introducing four new models in the next four years (including a new MKZ sedan) and bought an ad spot in the Superbowl to promote it. Sales in 2012 were a lackluster 82,150, down 4.1% over the previous year indicating room for improvement. Overall, American luxury car market grew 12% to 1.6 million units in 2012 and sales for 2013 are expected to be strong as well.


We have a $36 price estimate for Honda Motors, which is about 10% higher than the current market price.

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http://www.autofieldguide.com/articl...on-of-takaburi

2014 Acura RLX and the Realization of Takaburi

Here are some of the engineering factors that went into creating Acura’s new sedan, a car developed to compete with the best in the world.

What did Yousuke Sekino, large project leader—a.k.a., chief engineer—, for the 2014 Acura RLX set out to deliver when developing the car, which he describes as “Acura’s flagship sedan”?“Smart Exhilarating Luxury.”
And what exactly does that theme mean?
He says there are three values, or aspects, that are encompassed by that theme:
“The first is ‘Pride and Prestige.’ This feeling is based on a vehicle with luxury, comfort, quietness, and high fuel economy that is right for this class sedan.
“The second is ‘Advanced.’ The many advanced features include the next-generation of AcuraLink, and the all-new ‘Jewel Eye’ headlights with outstanding function and beauty.
“The third and most important value we want to offer our customers is Takaburi. This means exhilarating in Japanese. We achieve this with handling at the will of the driver, nimble powerful acceleration, and styling that is sleek and sophisticated.”
So, how were these achieved?

Keeping Things Exceedingly Quiet.

As this is a car in the luxury category, vault-like silence is key. There are the straight-up countermeasures to keep the car quiet, including an extensive use of acoustic material throughout the car (e.g., carpet back surface, inside the A- and C-pillars, inside trunk lid, floor sills). There is also the use of 4.7-mm thick laminated, sound-insulating glass.
There is an Active Noise Control system that uses microphones to pickup low-frequency noise in the cabin and then a processor to send a reverse phase audio signal to an amplifier that drives the signal through the audio speakers in the door. There is an Active Sound Control system that monitors engine noise. As engine noise doesn’t rise in a linear manner with revs, there are peaks and valleys in the sound pressure levels, so the control system generates same-phase or reverse-phase sounds that are also played through the door speakers so as to even out the sound.
The RLX even has wheels with a noise-reducing design, as there are four resin moldings on the inside of the wheel rim which reduces noise in the air column inside the wheel.
But there are other factors, as well, such as the attention paid to making the vehicle aerodynamic; more than 800 wind tunnel tests were conducted during the development. The aero design not only helps make the cabin quieter, it also contributes to the fuel economy (which we’ll get to below).

Structurally Sound & the Role of Materials

And another contributor to quietness is the basic structure of the vehicle. Compared to the last-generation car, bending rigidity is up 52% and torsional rigidity is up 46%. It is a solid structure. Contributing to this is the extensive use of high-strength steel (HSS). By weight, the vehicle is 55% various grades of HSS, including 2% 340 MPa, 2% 440 MPa, 31% 590 MPa, 6% 780 MPa, 7% 980 MPa, and 7% 1500 MPa.
While on the subject of materials, it is worth noting that there is also an extensive use of aluminum on the RLX. The calculation is that there is a 76.1-lb weight-save by using aluminum vs. steel. For example, the aluminum hood weighs 19.6 lb. less than a comparable steel hood. Other applications of aluminum are for the front and rear bumper beams, floor tunnel bar, steering column hangar beam, and the skins for the front and rear doors.
The door applications lead to the development of a new assembly process because there is a steel inner (for purposes of safety) and Sekino notes that there could be a potential corrosion problem if the traditional welding approach was used to join the aluminum and steel. So instead, the joining is done with a forming process. They call it “3D lock seam.”
The steel inner is first coated with a zinc, aluminum and magnesium plating to resist corrosion. The there is a hemming process that includes a horizontal force to fold the aluminum over onto the steel, then a vertical force to create the seam, locking the two materials in place.
The total weight of the car is 3,393 lb.

Under the Aluminum Hood

There is a 3.5-liter, direct-injection, SOHC i-VTEC V6 engine that produces 310 hp and 272 lb-ft of torque. The previous-generation model has a 3.7-liter, port-injected V6 that produces 300 hp and 271 lb-ft of torque. The new engine is not only more powerful, but it provides better fuel economy: EPA-estimated 20 mpg city and 31 mpg highway, vs. 17/24 mpg (although it should be noted that the previous RL came as an AWD vehicle and the 2014 RLX is FWD.) The engine features electronically controlled Variable Cylinder Management (VCM), which means that it can operate on three cylinders depending on factors including throttle position, vehicle speed, engine speed, and transmission gear selection. The VCM deployment is transparent to the driver, in part because there is a 28-volt Active Control Engine Mount System that counteracts the changes brought on by switching from six cylinders to three and back.
The sort of performance sought while engineering the chassis for the RLX was to provide a setup that would respond to the “will of the driver,” to, as Sekino says, “to provide a synergy between man and machine.” There are multiple elements that contribute to this, with the most notable being “Precision All-Wheel Steer,” (P-AWS), which provides rear-wheel steering. The amount of steering is 1.8 degrees, which is said to be a sufficient amount to improve the handling while not being noticeable by the driver.

Steering & Suspension

P-AWS uses independent electrical actuators, special control arms, and suspension uprights for the rear wheels. An electric control unit is linked to the electric power steering, vehicle stability assist, braking, and engine control systems via a dedicated Control Area Network (CAN). It takes into account measures including steering input, engine speed, road speed, the transmission, throttle piston, brake pressure, yaw rate, and lateral acceleration. As a result, the system provides rear-wheel settings (remember: these are independently actuated, not linked) as required by the situation. So, for example, when braking, there can be toe in of both wheels. When performing sharp, low-speed turns, the rear wheels are out of phase with the front wheels. Accelerating out of a corner, there is toe in to increase yaw, thereby counteracting understeer.
In addition to which, the RLX has a new aluminum front subframe and a new double-wishbone, lower double-joint front suspension. The subframe, which uses die cast front corners (squeeze casting was used for the front corners on the previous-generation car), is 82% more rigid that the previous-generation subframe. In addition to the dual-piston, dual-valve dampers (called “Amplitude Reactive Dampers” and sourced from ZF-Sachs) front and back (the rear suspension is a multi-link design). All of these factors contribute to a ride that is solid without being too stiff.
Sekino: “We believe we have created a unique Acura flagship sedan that is different from competitors. It is a car where every customer can feel exhilaration.”

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http://www.motortrend.com/roadtests/..._awd_update_1/


2013 Acura RDX AWD Long-Term Update 1

Father-Son Driving

Your title here...

Now that my son is a little older, he appreciates going for a ride in the car with Daddy more than before. Don’t get me wrong; he always likes going for a ride in “Mommy’s cool car,” but when it’s just he and I going for a ride in “Daddy’s cool car,” he gets especially excited. Oh, and he pretty much calls every car a “cool car.” Among the numerous mountain roads near our place, one in particular is really close and ends in a nice park/picnic area where we’ve taken him for years. It’s a tight, twisty road with every kind of corner you can think of, and I’ve logged many a mile on it. Now before anyone freaks out about me driving fast with my son in the car, trust me: I’m not driving like I’m alone; I’m driving like my son is in the car, someone I would never endanger in any way. The sensation of fast to him is a lot different from
what it is to grown-ups like me.



So, whenever my boy wants to go for a quick spin, I take him up to that little park—and the Acura RDX is perfect for the task. When I’m comfortable in my driver’s seat and he’s snugly fastened in his Recaro, we set off up the hill. Acceleration is quick and eager, and I’m not missing the turbo engine one bit. At the first straight, my boy gives me the ”go fast, Daddy, go fast,” command, and I of course oblige. The straight leads into a mellow S-turn section then a long decreasing left-hander. Minimal body roll with a hint of tire howl—that’s when he starts going whooooaa and giggling, which in turn makes me laugh, which makes him giggle even more. And for the next 10 minutes he and I have an absolute blast. At first, the end of the ride was what my son enjoyed; now it’s the adventure getting there. When we reach the top now, instead of wanting to go play, he wants to stay in the Acura and head back down—a real chip off the old block.

Our Car
Service life	7 mo/13,469 mi
Average fuel economy	21.7 mpg
CO2 emissions	0.89 lb/mi
Energy consumption	155 kW-hr/100 mi
Unresolved problems	None
Maintenance cost	$82 (oil change, inspection)
Normal-wear cost	$0

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http://www.autospies.com/news/2014-A...g-Point-75006/

2014 Acura RLX: Proof Positive That "Value" In The Luxury Car Market Shouldn't Be Your Main Selling Point

We drove an RLX press car to get a first impression.

Like most other Acuras, the RLX aims to give you a lot for your money. (The compact ILX is a notable exception to this rule.) Compared to the midsized luxury sedan competition, such as the Audi A6 or Mercedes-Benz E-Class, the RLX is positively spacious inside. Generous rear leg room answers one of our biggest complaints of the RLX's predecessor, the RL.

Acura also aimed to make the car easy and approachable to drive. A big part of that: relatively simple controls for a luxury marque.

Honda being Honda, efficiency plays a big role here, too. Even though the RLX has only six forward gears in its automatic transmission, compared to the economy-benefitting eight in many rivals, Acura claims best-in-class fuel economy. The upcoming hybrid all-wheel-drive version should be an interesting mix of power, traction, and economy.

All of this sounds good—solid, upstanding citizen-type of stuff. But there's a reason why most luxury car brands strive to emulate rapidly-growing Audi, who manages to build appealing sedans that are entertaining-to-drive, comfortable, stylish, and look very contemporary and "now."

VIDEO => http://www.youtube.com/watch?v=G0IQJ...layer_embedded

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http://www.examiner.com/review/manua...-apart?cid=rss

Manual transmission sets Acura ILX apart (Photos)

ACURA has gotten attention for introducing the ILX in a move to attract the entry-level luxury buyer, but there’s another aspect to the ILX that warrants mention for driving enthusiasts.

The transmission.

While most manufacturers of luxury models offer only an automatic, Acura has included its smooth-shifting six-speed manual among power train configurations on the ILX, a new model for 2013.
View slideshow: 2013 Acura ILX

In fact, it is the only transmission available on ILX models with the larger 2.4-liter inline four-cylinder engine, which, at 201 horsepower and 170 pound-feet of torque, is the more powerful of the two engine choices. The 2.0-liter four-banger checks in at 150 hp and 140 lb.-ft. and is mated to a five-speed automatic tranny.

Yes, the automatic offers the drive the capability of manual gear selection, but for many driving enthusiasts (like me), that’s just not the same as the full-blown straight stick.
The front fascia of the ILX features the familiar Acura grille.
The front fascia of the ILX features the familiar Acura grille.
Photo credit:
Paul Borden

Especially considering how smoothly the Acura shifts.

Premium fuel is recommended for either engine, and the mileage figures are only slightly better for the smaller. The 2.0 is rated at 24 miles-per-gallon city, 35 highway with a combined figure of 28. Numbers for the 2.4 are 22/31/25. (There is also a hybrid version rated at 39/38/38, but who cares?)

The larger engine offers fairly quick acceleration (also more easily attainable with a manual transmission) and a fairly pleasing driving experience.

The ILX 2.4 model also comes with 17-inch wheels as standard over the standard 16-inch wheels on 2.0 versions. (If you upgrade to 17-inch wheels on the 2.0 by adding the Premium Package, you’re going to be paying the same as you will for the 2.4 model, but more on that later.)

Inside, the cars are identical. The ILX is based on Honda’s popular Civic model, but you’re not going to confuse the two. As an entry level model, the ILX doesn’t come with full-blown luxury or plushness, but it’s far from spartan inside.

The cabin is comfortable and spacious for front-seat passengers. Though capacity is listed at five passengers, the backseat, which is fine for two, would get rather snug if three adults are crammed back there.

When it comes to technological features, Acura offers the usual things such as a navigation system with voice-command activation, but with a huge caveat.

The optional Technological Package is available only on the smaller engine models, which means you’re are going to have to make a choice: more power from the 2.4 or more gee-whiz gizmos on the 2.4.

It’s going to be interesting to see how that works out for sales of the 2.4, which already has the handicap of not being offered with an automatic transmission,

Pricing is where it really gets interesting.

The base ILX starts at $26,795, including destination and delivery. But when you add the Premium Package, which adds 17-inch wheels, xenon headlamps, heated leather seats, power driver seat and a more advanced rear-view camera, among other things, the 2.0 ILX has the same MSRP as the 2.4 ILX, which includes the Premium Package.

Both are listed at $30,095.

The 2.0 ILX with the Technology Package carries an MSRP of $32.295. As mentioned earlier, the technology package is not available on 2.4 models.

But hey. They still make maps, don’t they? Buy one (or go to Yahoo or Google and print one), forget about the 2.0, and have fun with the 2.4 and its stick shift.