The Truth About Cars » Acura http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Mon, 29 Sep 2014 19:04:21 +0000 en-US hourly 1 http://wordpress.org/?v=3.9.2 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » Acura http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com Can The TLX Restore Acura’s Car Business? http://www.thetruthaboutcars.com/2014/09/can-tlx-restore-acuras-car-business/ http://www.thetruthaboutcars.com/2014/09/can-tlx-restore-acuras-car-business/#comments Mon, 22 Sep 2014 12:17:48 +0000 http://www.thetruthaboutcars.com/?p=913394 U.S. sales of passenger cars at the Acura brand are down 32% through the first eight months of 2014, yet total Acura brand volume is down just 3%, a loss of 3264 units. Acura’s trio of crossovers, including 66 sales from the cancelled ZDX, have improved 20%, a gain of more than 12,000 units, not […]

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2015 Acura TLX SH-AWD V6U.S. sales of passenger cars at the Acura brand are down 32% through the first eight months of 2014, yet total Acura brand volume is down just 3%, a loss of 3264 units. Acura’s trio of crossovers, including 66 sales from the cancelled ZDX, have improved 20%, a gain of more than 12,000 units, not quite enough to offset the car division’s 15,552 lost sales.

It’s a tough year on which to judge Acura’s car output. Acura is replacing the TL sedan, TSX sedan, and TSX wagon with a single model, the TLX sedan. The TLX operates in a broad and rather affordable price spectrum, with four and six-cylinder powerplants, front or all-wheel-drive, and eight or nine-speed transmissions.

But this year’s car sales decline at Acura is nothing new. Moreover, it stretches beyond the disappointing sales of the disappearing TL and TSX.

ILX sales are down 18%; RLX volume is down 5%. Acura car sales slid 10% in 2013 after a 19% increase in 2012, which followed 2011’s 8% loss, 2010’s 1% increase, and consecutive declines in 2006, 2007, 2008, and 2009. Acura sold 151,662 passenger cars in 2005, when the brand’s U.S. market share was 1.23%, but didn’t sell that many total vehicles in 2012. Acura car sales in 2013 were down 56% from 2005 levels; down 16% from 2008.

Is the TLX the answer? We only have one month’s results on which to base our interpretation of the market’s reaction to the new car, so interpret we shall not. However, after a bit of a wait for cars to arrive, the TLX’s August sales results (2286 units) were better than anything the TSX, wagon-inclusive, has achieved in the last 27 months.

Acura sales chart cars vs. SUVsEven if the TLX quickly outshines the TSX, historic TL numbers will be much harder to match. TL sales declined consistently on an annual basis in 2006, 2007, 2008, and 2009, perked up very slightly in 2010, then declined in 2011, perked up slightly again in 2012, and then plunged in 2013. The slide has been so long in forming that we forget how popular a car it was. 78,218 TLs were sold in 2005; less than a third that many last year. Combined, Acura sold 113,074 TLs and TSXs in 2005. We’re not about to see the TLX make a return to those heights for Acura.

The RLX is far less popular than the RL was nine years ago, as well. Acura may sell 3800 this year. 17,572 RLs were sold in 2005, which preceded seven consecutive years of decline.

The RSX contributed an average of 19,915 annual sales in its three final full years: 2004, 2005, and 2006.

With help from those two lower-volume models, cars generated 70% of Acura’s U.S. volume in 2004, 72% in 2005, and 69% in 2006. Cars accounted for 41% of Acura’s U.S. sales in 2013, just 31% so far this year.

Acura is very much a crossover brand now. Acura sold 98,151 MDXs, RDXs, and ZDXs last year, the kind of total Acura hasn’t achieved with its cars in seven years. Compared with 2005, when the MDX was alone in Acura’s utility vehicle stable, Acura crossover sales in 2013 were 69% higher. Acura has already sold 73,375 MDXs, RDXs, and ZDXs in 2014, more than the total achieved by the brand’s crossover lineup in all of 2007, 2008, 2009, 2010, or 2011.

These aren’t just popular vehicles in comparison with Acura’s increasingly unpopular cars. The MDX outsells all premium brand SUVs and crossovers save for the Lexus RX. Sales of the RDX are down 2% in 2014, but it’s still outselling the Audi Q5, Mercedes-Benz GLK, BMW X3, and Volvo XC60. And it’s not as though all premium automakers (or premium wannabes) aren’t increasingly reliant on utility vehicles. BMW, for example, didn’t produce any SAVs in 1998, but in 2014 more than one-third of the brand’s U.S. sales involve an X1, X3, X4, X5, or X6.

Yet Acura’s steady rise in the SUV/CUV segment has not proved strong enough to maintain Acura’s position in the overall market. Acura’s market share in America was as high as 1.23% in 2005 and 1.15% in 2010, but Acura market share is down to 0.95% this year.

On its own, the TLX won’t replicate what the TL and TSX managed a decade ago. If the TLX can simply stop Acura from becoming an SUV-only brand, Honda’s crossover-centric answer to Land Rover or Jeep, we’ll say it achieved something meaningful, though perhaps not voluminous.

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Honda Dealerships Asked To Issue Waivers Over Defective Airbags http://www.thetruthaboutcars.com/2014/08/honda-dealerships-asked-issue-waivers-defective-airbags/ http://www.thetruthaboutcars.com/2014/08/honda-dealerships-asked-issue-waivers-defective-airbags/#comments Fri, 01 Aug 2014 10:00:33 +0000 http://www.thetruthaboutcars.com/?p=877626 Ever wonder what would happen if Dethklok decided to go into the automotive business, especially with the virtual band’s use of pain waivers as a legal means to protect themselves from whatever death and/or dismemberment would likely occur during a concert? Wonder no more: Honda is asking its dealers to ask their customers to sign […]

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Scholfield Honda Dealership

Ever wonder what would happen if Dethklok decided to go into the automotive business, especially with the virtual band’s use of pain waivers as a legal means to protect themselves from whatever death and/or dismemberment would likely occur during a concert?

Wonder no more: Honda is asking its dealers to ask their customers to sign a waiver acknowledging the used car they’re about to buy off the lot may have an Takata airbag that, in the event of a crash, could kill them upon deployment.

Automotive News reports the automaker’s Airbag Inflator Recall Disclosure and Acknowledgment waiver affects the following Honda and Acura vehicles:

  • 2001-2005 Accord V6
  • 2001-2007 Accord I4
  • 2002-2003 TL
  • 2002-2003 CL
  • 2002-2004 Odyssey
  • 2002-2006 CR-V
  • 2003-2006 MDX
  • 2003-2007 Pilot
  • 2003-2011 Element
  • 2005 RL
  • 2006 Ridgeline

Most dealers believe the waiver is a smart move by Honda, citing liability concerns. However, New Jersey lawyer Eric Chase says the waver could prove to be a problem for both parties:

If a dealer called me and said, “We’re talking about something that is under recall but we can’t repair it and it’s dangerous to the point we’d have to warn them about death,” I’d say, “You’ve got to do everything you legally can to make sure a consumer does not get behind that wheel.”

Meanwhile, a Honda representative said that once the automaker has gone through its VIN database and those of all 50 states’ DMVs to find and recall all vehicles affected by the Takata airbag crisis, dealers won’t need to issue the wavers come purchase time, instead using a VIN search to determine any potential problem with a given vehicle.

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2015 Acura NSX Spied At The Burgerkingring http://www.thetruthaboutcars.com/2014/07/2015-acura-nsx-spied-at-the-burgerkingring/ http://www.thetruthaboutcars.com/2014/07/2015-acura-nsx-spied-at-the-burgerkingring/#comments Wed, 23 Jul 2014 18:25:17 +0000 http://www.thetruthaboutcars.com/?p=872322 My own hearing isn’t quite good enough to pick up on the engine noises here, but I swear I heard a few turbo sounds in this very short clip. Maybe Acura will get around to releasing the damn thing soon enough.

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Click here to view the embedded video.

My own hearing isn’t quite good enough to pick up on the engine noises here, but I swear I heard a few turbo sounds in this very short clip. Maybe Acura will get around to releasing the damn thing soon enough.

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2015 Acura TLX To Start At $30,995, Arrives In August http://www.thetruthaboutcars.com/2014/07/2015-acura-tlx-to-start-at-30995-arrives-in-august/ http://www.thetruthaboutcars.com/2014/07/2015-acura-tlx-to-start-at-30995-arrives-in-august/#comments Fri, 04 Jul 2014 10:00:48 +0000 http://www.thetruthaboutcars.com/?p=858553 After a bit of a delay to sort out a few kinks, the 2015 Acura TLX — the new sedan replacing both the TL and TSX — will finally arrive in August with a base MSRP of $30,995. Autoblog reports the base price of admission is just $360 more than the outgoing TSX, and nets […]

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After a bit of a delay to sort out a few kinks, the 2015 Acura TLX — the new sedan replacing both the TL and TSX — will finally arrive in August with a base MSRP of $30,995.

Autoblog reports the base price of admission is just $360 more than the outgoing TSX, and nets would-be leasees a 2.4-liter I4 pushing 206 horsepower to the front line through an eight-speed dual-clutch transmission, while its Precision All-Wheel Steer helps the TLX take on corners and parallel parking. Consumers can add a Technology Package to the base offering, bringing the MSRP up to $32,025.

For those who want more, however, the TLX can be had with a 3.5-liter V6 paired with Acura’s nine-speed automatic, delivering 290 horses to either the front or — with the addition of Super Handling All-Wheel Drive — all four corners. Price of admission begins at $35,220 for the base V6, $44,700 for the top-of-the-line V6 SH-AWD Advance.

Finally, Acura is offering early adopters special introductory pricing and a $500 allowance toward purchases of Acura Genuine Accessories through its Acura Advantage program, as well as unique lease and APR rates. The doors are open from July 7 through September 2, with delivery to come no later than Halloween.

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2015 Acura ILX Hybrid Leaves US Market, Stays In Canada http://www.thetruthaboutcars.com/2014/06/2015-acura-ilx-hybrid-leaves-us-market-stays-in-canada/ http://www.thetruthaboutcars.com/2014/06/2015-acura-ilx-hybrid-leaves-us-market-stays-in-canada/#comments Wed, 18 Jun 2014 10:00:34 +0000 http://www.thetruthaboutcars.com/?p=845801 Those considering a premium hybrid will have one fewer option in the United States when MY 2015 rolls around: Acura has discontinued sales of the entry-level ILX Hybrid in the land of the free. Autoblog reports the brand is responding to consumer demand — or lack thereof — in its decision to cut the hybrid […]

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ILX vs Verano 4

Those considering a premium hybrid will have one fewer option in the United States when MY 2015 rolls around: Acura has discontinued sales of the entry-level ILX Hybrid in the land of the free.

Autoblog reports the brand is responding to consumer demand — or lack thereof — in its decision to cut the hybrid model from the rest of the ILX lineup, which now will consist of a 2-liter I4 paired with a five-speed automatic and a 2.4-liter I4 with a six-speed manual. Price of admission for 2015 will be between $27,050 and $29,350, depending on options.

The ILX Hybrid arrived in 2012 as a 2013 model, but only 2,660 copies had left U.S. showrooms between then and May 2014. However, the hybrid will still have a home in Canada, where parent company Honda has vowed to continue sales. The 2014 edition of the ILX Hybrid starts at $35,190 CDN, and is powered by a 1.5-liter I4 with an integrated electric motor, both of which are mated to a CVT.

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Acura TLX Launch Delayed Until Later This Summer http://www.thetruthaboutcars.com/2014/04/acura-tlx-launch-delayed-until-later-this-summer/ http://www.thetruthaboutcars.com/2014/04/acura-tlx-launch-delayed-until-later-this-summer/#comments Wed, 23 Apr 2014 13:15:23 +0000 http://www.thetruthaboutcars.com/?p=808514 Acura fans hoping to ditch their TL or TSX for an all-new 2015 TLX in time for the start of the summertime driving season will have to make do until sometime later this summer, as the automaker has delayed the launch of its newest sedan. Autoblog reports the reasoning behind delaying both press and customer […]

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2015-Acura-TLX-22

Acura fans hoping to ditch their TL or TSX for an all-new 2015 TLX in time for the start of the summertime driving season will have to make do until sometime later this summer, as the automaker has delayed the launch of its newest sedan.

Autoblog reports the reasoning behind delaying both press and customer launches of the TLX — which made its production-ready debut at the 2014 New York Auto Show last week — is due to its various technology needing more work, as explained by an email sent to all Acura dealers:

The TLX has more advanced and customer-relevant technology than on any other Acura model in our history, and we must assure that all systems are ready for mass production. Further, it is critical that we have a stable and sustainable supply of vehicles and components to support the strong customer response that we expect for this all-new Acura sedan.

To achieve these goals, we have determined that it is necessary to modify the production schedule for the 2015 TLX, which will move the on-sale date to late summer.

Spokesperson Chuck Schifsky added the automaker doesn’t view the delays as “major,” but has opted not to bring the TLX to the showroom for sale “until it’s perfect.”

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New York 2014: 2015 Acura TLX Live Shots http://www.thetruthaboutcars.com/2014/04/new-york-2014-2015-acura-tlx-live-shots/ http://www.thetruthaboutcars.com/2014/04/new-york-2014-2015-acura-tlx-live-shots/#comments Wed, 16 Apr 2014 21:52:16 +0000 http://www.thetruthaboutcars.com/?p=800698 As the Acura TL and TSX are both dropped into the crusher of history, their replacement, the production-ready 2015 TLX, took the stage today at the 2014 New York Auto Show. Having made its world debut at the 2014 Detroit Auto Show earlier this year, the TLX in New York will retain the former’s beak […]

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2015-Acura-TLX-22

As the Acura TL and TSX are both dropped into the crusher of history, their replacement, the production-ready 2015 TLX, took the stage today at the 2014 New York Auto Show.

Having made its world debut at the 2014 Detroit Auto Show earlier this year, the TLX in New York will retain the former’s beak nose and bejeweled headlamps on its way to the showroom later this year.

As for what future TLX drivers will receive, two engines will put the power to either the front or all four wheels: 2.4-liter four-pot with 206 horsepower and 182 lb-ft of torque through an eight-speed dual-clutch transmission, and 3.5-liter V6 producing 290 horsepower and 267 lb-ft of torque through a nine-speed automatic. The four-cylinder FWD model will be augmented by Acura’s PAWS all-wheel steering system, while the V6 receives the SH-AWD handling system when AWD is selected on the options list. Combined fuel economy is expected to be 28 mpg for the 2.4-liter 4, 25 mpg for both FWD and AWD V6 models.

Inside, drivers will enjoy soft-touch plastics, wood and alloy accenting, leather, Acura’s AcuraLink infotainment system, GPS-linked climate control, and premium stereo sound.

And the price? Acura will make that announcement closer to the launch of the TLX.

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Timing Is Everything http://www.thetruthaboutcars.com/2014/03/timing-is-everything/ http://www.thetruthaboutcars.com/2014/03/timing-is-everything/#comments Fri, 21 Mar 2014 16:07:57 +0000 http://www.thetruthaboutcars.com/?p=769154 “This life came so close to never happening” -David Benioff, The 25th Hour A bit of fortuitous timing can make all the difference. Just missing a particular wave by even the briefest interval can radically alter a particular outcome. (N.B. Unlike most Sunday Stories, this story is true. Names, dates and other details may have […]

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photo (11)

“This life came so close to never happening” -David Benioff, The 25th Hour

A bit of fortuitous timing can make all the difference. Just missing a particular wave by even the briefest interval can radically alter a particular outcome.

(N.B. Unlike most Sunday Stories, this story is true. Names, dates and other details may have been modified.)

http://www.thetruthaboutcars.com/wp-includes/js/tinymce/plugins/wordpress/img/trans.gifI.

“Swipe right or swipe left?”  My father is holding up my iPhone, screen towards me, a thumbnail photograph of a fairly attractive young woman is on screen. We’re sitting in the kitchen after dinner on a Friday night. My brother and I are showing him how to use “Tinder“, the latest online dating app, where users  can view photographs and a brief biography and either swipe right (yes) or left (no) on-screen. If both parties swipe right, then they are notified of a potential match. If there is a discordant selection between the two, nothing happens.

“Right!” comes the cry from my brother and I. My father breaks out into his characteristic cackle as we flick through several more. “Right! Right!” with a few “Lefts” thrown in, intonated with mock revulsion. He’s still howling. “This is great! I love this app!”. I want to tell him how Tinder is the most ruthless manifestation of r-selection, an entirely superficial appraisal of one’s value in the dating market, a place where I am consistently matched with the obese, the tattooed, the homely. My pseudo-intellectual train of angsty thought is interrupted by his display of a woman, pudgy, dressed in bargain basement clothes, clearly from a lower socioeconomic background.  This one is a slam dunk. “Left!” says my brother. I concur. My father swipes right and we break out into laughter yet again.

II.

2014-Acura-RDX-AWD-11

 

Despite my earlier meditation on Tinder, I’m at it again mere minutes later, as I wait for my father to bring my press car back. I’m driving a 2013 Acura RDX, a car so utterly anonymous that I struggle with how I’ll even write about it. “It’s a two row crossover. It’s nice” is about all I have so far.

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While he’s out taking it for a spin, I’m swiping right in a catatonic trance, hoping to be matched with somebody, anybody, with a BMI under 25 and no tattoos. Elizabeth is a year older than me, and resplendent in her main photo, coyly smiling while lounging poolside in a deck chair. Instead of the absurdly contrived faux-candid bikini shot so common to most profiles, she is wearing a white men’s button up shirt, demurely hiding most of her figure – except for a pair of slim, shapely legs. I hit the button to pull up more photos, and I like what I see – a big mane of wavy brown hair, grey eyes and that trademark smile. I swipe right.

“You have a match!”

Before I could even revel in my moment of triumph, I catch a glimpse of her bio.

“Location – Calgary, AB. Visiting for the weekend.”

We message anyways. She’s here visiting friend and family. Works in Oil & Gas. Went to a good school. “You’re cute,” I message her, trying to sound like the aloof, cocky archetype that so frequently brings success, “but you live in Calgary. Poor ROI for me.”

“Trying to throw around business terms to impress me?” she replies. “Noted.”

We meet that night, and she is just as attractive and charming as she was on Tinder. She tells me that I came so closing to blowing it all up with my attempt at arrogant humor. And then she returns to visit me in Toronto, twice.

III.

“When you’re here, I want you to drive my car. Driving is a blue job.”

Not long ago, it was my turn to visit her, and the anticipation gnawed away at both of us in the weeks leading up to it. We kept in touch via Skype and FaceTime, but the internet connection in my condo wasn’t always the most stable – for example, the garbling of the word “blue” made is sound like something else entirely. The term “blue job” connotes something undesirable, like pumping gas, or apparently, driving her car around while I stayed with her. Who was I to argue?

“What do you drive?” I asked

“I have an RDX. Is that a good car? I wanted a CR-V, but I also wanted leather. By the time you optioned it up, it was as much as a two-year old RDX, so I got one from Acura with a warranty. Certified, or whatever they call it.”

“That’s what I drove down to the bar on the night I met you.”

“I really like mine. It feels sporty. Is it a good car?”

One of the most dreaded questions a woman can ask. Almost as bad as “does this make me look fat”. How do you tell them their 2005 Cavalier is not a shining example of automotive engineering, and not risk getting kicked to the curb?

“Well, yeah, but the new one is a lot different. More of a mom car.”

“That’s ok. The turbo is really bad on gas. I think I’d like an MDX when it’s time to upgrade. But not for a while – I want to drive my car into the ground.”

photo (12)

Having never been to the Rockies, Elizabeth and I decided to take a weekend trip to Banff and Lake Louise, a couple of hours north of Calgary. Both sites are some of the most popular tourist destinations within Canada, attracting visitors from around the world who are looking to take in the majesty of pristine Canadian wilderness. I was ashamed that I had been to all points in Canada except Alberta.

Elizabeth’s car is about 5 years old and has barely 30,000 miles on it. Aside from a small scrape on the rear bumper, it might as well be brand new. Elizabeth doesn’t know a lot about the RDX, just that is has a turbo and takes premium gas. I don’t think many consumers or enthusiasts understood it either. When it launched in 2006, it had the first turbocharged engine that Honda had ever brought to the North American market, a 2.3L 4-cylinder engine that put out 240 horsepower and 260 lb-ft of torque.

Mated to a 5-speed automatic, this motor was never used on any other product in the Honda or Acura lineup, even though it’s possible to think of countless applications where it would have been appropriate. Putting that power to the ground was a trick torque-vectoring all-wheel drive system dubbed SH-AWD. At the time, SH-AWD was novel for being able to send as much as 70 percent of torque to the rear wheels and distribute torque laterally between the rear wheels. Inside, heated seats, XM Radio, navigation and an ELS sound system added up to a pretty generous equipment list for the time.

But it all added up on the scales, with the RDX weighing a hair under 4,000 pounds despite being the size of a Honda CR-V. The difference between Elizabeth’s first-generation example and the new one is a great contrast in how quickly the automobile has changed in the few short years that separate the pre and post recession environment.

The road to Banff is a fairly smooth and straight, but it gave me a chance to sample what the first-gen RDX was made of. As the air thinned out and the grades got steeper, the turbo engine kept chugging away, and with careful throttle application, it was possible to stay out of the boost enough to maintain a decent 23 mpg (on winter tires and in unfavorable terrain, cruising at a steady 80 mph). The hydraulic steering is a bit light but transmits a fair amount of feedback, while the chassis is keen to tackle curves with enthusiasm. The only conditions that unsettled the RDX were the harsh cross winds in the low-lying areas approaching Banff, which blew the Acura around as if it were a Fiat 500.

The new RDX feels lifeless by comparison, with numb steering, and well-appointed, well-finished but anonymous cabin. It’s 3.5L V6 gets the job done, but is rather unremarkable in operation, and still requires premium fuel. Fuel economy is up, thanks to a conventional, less-complex AWD system and the V6 engine. Ironically, this is the kind of car that you’d expect to have existed prior to the wave of engine downsizing and technology bloat that flooded the post-recession market.

Instead, it’s Elizabeth’s 2009 model that, on paper, seems more modern, with the turbo engine, the torque vectoring all-wheel drive and the sophisticated technology. In many ways, it was the analogue of the current Ford Escape, but launched five years too soon. In 2006, the market wasn’t willing to accept poor fuel economy in exchange for sophisticated mechanicals and an engaging driving experience.

IV.

When we left Calgary, the temperature was close to 40 degrees and the sun was shining. Two hours later, we were standing on the now-frozen Lake Louise, with overcast skies, blowing snow and temperatures back into the high twenties. In my naivety, I imagined that I’d be able to enjoy the magnificent views of the lake, so common in Canadian iconography. Instead, I found cross-country skiers, families building forts and snow men, Japanese tourists posing for pictures and snapping away with telephoto lenses.

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Elizabeth and I wandered hand in hand along the frozen lake and the grounds of the Fairmont hotel, pausing to watch a pond hockey tournament on the lake. I tried my best to shut my brain off, to purge thoughts of cars, TTAC, the auto industry, and I was mostly successful.

But I was left with a nagging notion about timing, about how with the RDX, Acura had been too far ahead of the market and suffered for it, while Ford had launched a similar crossover at just the right time and enjoyed massive sales. I thought about how the new RDX, launched in the midst of a recovering luxury market,rapidly outsold the old car. It was a safe, affordable choice, dull, charmless but competent.

“What are you thinking about?” she asked me. This was a common question. I have a bad habit of staring off into space, getting lost in my own head, of not being present. “I want to know everything that goes on in your head,” was something she said to me time and again. “No you don’t. It’s a mess,” was my constant reply.

I snapped out of it, stopped thinking about sales volume, scale, emissions regulations and everything else that normally occupies my mind. I thought about Elizabeth, and how fortunate – in the most literal sense of the word – I was to be with her in this setting, with the snow softly blowing, the natural wonders of the wilderness obscured in a soft focus of hazy fog. I thought about my silly pickup line and how for the first time in my life, I didn’t need to put on any kind of persona or hide who I really was. I was with someone who liked me for my vulnerabilities, my anxieties over the future, my job and my family, who forgave me for my mistakes, who asked for nothing more than communication and some company while she watched the kind of reality TV I normally disdained. And in return, she gave me everything.

I thought about timing, and how it all came so close to never happening.

But what I told her was “nothing.”

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Acura TLX Spied With A Beak Job http://www.thetruthaboutcars.com/2014/03/acura-tlx-spied-with-a-beak-job/ http://www.thetruthaboutcars.com/2014/03/acura-tlx-spied-with-a-beak-job/#comments Mon, 10 Mar 2014 16:39:42 +0000 http://www.thetruthaboutcars.com/?p=769122 Acura has a habit of debuting concept cars that look nearly identical to the production version – which is part of the reason why we’re showing you the concept version of the Acura TLX, when undisguised photos of the real thing have surfaced. Over at Vtec.net, spy photos from KGP have surfaced of an undisguised […]

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Acura has a habit of debuting concept cars that look nearly identical to the production version – which is part of the reason why we’re showing you the concept version of the Acura TLX, when undisguised photos of the real thing have surfaced.

Over at Vtec.net, spy photos from KGP have surfaced of an undisguised TLX. Without the big wheels and fire engine paintwork, the TLX looks much more subdued, with a mix of ILX and RLX styling cues. The TLX will replace the TL and TSX, both fine cars in their own right. The TL 6MT SH-AWD was, in my opinion, a rather underrated car. Despite its ungainly looks, it proved to be an entertaining performer in deep snow, thanks to the trick AWD system and the meaty Blizzaks installed by Honda Canada. The TLX will get both a 2.4L 4-cylinder and a 3.5 V6 powertrain with DCT and 9-Speed automatic transmissions respectively- no word on an MT option.

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Generation Why: Forced Introduction http://www.thetruthaboutcars.com/2014/03/geneva-2014-honda-civic-type-r/ http://www.thetruthaboutcars.com/2014/03/geneva-2014-honda-civic-type-r/#comments Tue, 04 Mar 2014 23:47:59 +0000 http://www.thetruthaboutcars.com/?p=763705 Back in September, I wrote a piece lamenting the death of Honda’s high-perofrmance hallmark, the twin-cam VTEC 4-cylinder engine. It was just the sort of article many of you are fed up with: a lengthy piece filled with flowery prose and Honda fanboy-ism sprinkled with a condescending explanation of the auto industry’s inner workings. Miraculously, […]

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Back in September, I wrote a piece lamenting the death of Honda’s high-perofrmance hallmark, the twin-cam VTEC 4-cylinder engine. It was just the sort of article many of you are fed up with: a lengthy piece filled with flowery prose and Honda fanboy-ism sprinkled with a condescending explanation of the auto industry’s inner workings. Miraculously, it was fairly well-received. But I’ve had a change of heart.

November and December let me get behind the wheel of two fairly different cars: the Acura ILX 2.4 and the Ford Fiesta ST. Despite the bad rap it gets in the media, I was fairly excited to drive it. The Honda Civic Si sedan gets a lot of guff for being quantitatively underwhelming compared to the current crop of sport compacts, but it’s what I call a “Goldilocks” car: it just feels right, similar to how the Acura TSX does. How bad could a Civic Si be with a better interior and more grown-up looks?

ILX vs Verano 4

It turned out to be a bit of a letdown. The ILX is definitely a softer car than the Civic Si and lacks the composure and solidity of the Euro-Accord based TSX. The K24 motor was also less charming than I remembered it to be. The new, emissions-friendly, long-stroke VTEC motors work well in a CR-V or an Accord Sport, but don’t deliver the kind of excitement one would expect in a modern-day Integra GS-R sedan.FiestaSTExterior12-main_rdax_646x396 (1)

The Fiesta ST, on the other hand, was a revelation, one of the most thrilling drives I’ve had in a long time. Nothing else on the market brings such a hypomanic intensity and sheer driving thrills in an accessible and practical package except for, well, an older Civic or Integra with a VTEC swap and a dialed in chassis. In a larger car like an Escape or Fusion, the 1.6L Ecoboost feels overburdened, and delivers fairly poor fuel economy. In the Fiesta ST, it delivered a combined 26 mpg even though the throttle spent a lot of time getting hot and heavy with the floor mat. Whatever Ford’s powertrain group has done to squeeze some more power out of the tiny turbo mill has not only paid dividends on the spec sheet, but virtually eliminated turbo lag.

FiestaSTEngine1

Driving the Fiesta ST made me a lot more optimistic about where the next generation of affordable performance car is going – especially with respect to the death of naturally aspirated engines in these types of applications. In all likelihood, Honda’s messaging will spin the new Civic Type-R (gallery below, since it was introduced in concept form today at Geneva) and the NSX’s turbo engines as congruent with the newest Formula 1 regulations, and as a link to Honda’s return to Grand Prix racing. Knowing what I know about The Big H, the adoption of forced induction was not so much voluntary, but an inevitable concession to emissions and fuel economy requirements around the world. But I’m no longer worried. Bring on the turbo VTEC era.

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Honda Establishes New Acura Planning Arm For Brand Overhaul http://www.thetruthaboutcars.com/2014/02/honda-establishes-new-acura-planning-arm-for-brand-overhaul/ http://www.thetruthaboutcars.com/2014/02/honda-establishes-new-acura-planning-arm-for-brand-overhaul/#comments Wed, 26 Feb 2014 10:00:04 +0000 http://www.thetruthaboutcars.com/?p=754849 A 10 percent drop in sales experienced by Acura in 2013 has led parent company Honda to form a new business planning and development group with the long-term goal of overhauling the brand’s identity. Bloomberg reports Honda R&D Americas president Erik Berkman will be appointed as division manager of the new Acura Business Planning Office, […]

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A 10 percent drop in sales experienced by Acura in 2013 has led parent company Honda to form a new business planning and development group with the long-term goal of overhauling the brand’s identity.

Bloomberg reports Honda R&D Americas president Erik Berkman will be appointed as division manager of the new Acura Business Planning Office, whose top priority near-term will be to solve the issues leading to a combined 10 percent drop in sales of Acura’s sedan lineup. The drop not only overshadowed the luxury brand’s successes with the RDX and MDX SUVs, but prevented Honda from hitting their record sales goal in 2013.

Though Honda remains mum on how exactly the new division will operate, the automaker is readying the TLX — which will replace both the TL and TSX in June — to aid in boosting sales for 2014, as well as improving upon the entry-level ILX (reportedly, a more powerful engine is in the works), and unleashing the second-generation NSX from its home in Ohio come 2015.

Long-term, the brand may be overhauled to help establish its identity in the luxury market, as AutoPacific industry analyst Ed Kim explains:

Acura for many, many years has been a brand without an identity. They are good, solid, dependable, somewhat premium cars that don’t communicate any clear message about what they are. The best luxury brands stand for something.

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Crapwagon Outtake: The Wine Dark TSX http://www.thetruthaboutcars.com/2014/02/crapwagon-outtake-the-wine-dark-tsx/ http://www.thetruthaboutcars.com/2014/02/crapwagon-outtake-the-wine-dark-tsx/#comments Fri, 07 Feb 2014 14:00:11 +0000 http://www.thetruthaboutcars.com/?p=731970 The best part about working at TTAC has very little to do with the constant press car access, the barely-disguised graft known as “new car launches” or having various varieties of invective spewed at you by tens of readers each day. No, the real fringe benefit is that you are paid to spend a fair amount of […]

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The best part about working at TTAC has very little to do with the constant press car access, the barely-disguised graft known as “new car launches” or having various varieties of invective spewed at you by tens of readers each day. No, the real fringe benefit is that you are paid to spend a fair amount of your waking hours reading and researching about cars, and that includes browsing the online classifieds for strange and obscure cars.

I came across this gem during a break in a search for some oddbals to post on our forum’s Used Car section. I really like the TSX. It’s not the fastest, or the sharpest handling car money can buy. It’s certainly not the most prestigious, and it won’t impress the superficial types. But it just feels right, in a way that the ILX 2.4 (a very similar car on paper) does not. The fact that it’s an Acura is also re-assuring. This is the kind of car that you can hang on to for 15 years, safe in the knowledge that if the stereo conks out, your car won’t be immobilized either (see: BMW E46).

There’s a surprising number of manual transmission TSXs available near me, but this one jumped out due to its price and condition (both great, as far as I can tell) and for how awful the color and specification are. Whoever ordered this is a real oddball. It’s painted in a ghastly shade of purple that could charitable be described as “Merlot-from-a-screw-top-bottle), while the cloth interior fabric is as bland as it gets. But it also has a 6-speed manual.

This kind of car is arguably the least desirable TSX, from a retail perspective. I know this because I first saw an ad for the car in September. At the time, I put aside any notions of buying another car, let alone getting rid of my Miata.

The latter option is still unpalatable, but Jack’s accident has made me revisit one of the reasons I sold my first Miata (much to my regret): there’s a good chance that a collision with a modern car, truck or SUV would be very ugly for myself and any passenger I was carrying. Almost as ugly as the TSX’s color.

Of course, I am not the typical retail used car buyer, and for an enthusiast like me, that salesman’s floorplanned folly is a great opportunity for me. Cloth seats and purple paint aside,  big draw is that it’s a relatively affordable and reliable car with a manual transmission that is fairly fun to drive. Of course, if anyone asks, it’s burgundy, thank you very much.

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Chicago 1989: Where Are They Now? http://www.thetruthaboutcars.com/2014/02/chicago-1989-where-are-they-now/ http://www.thetruthaboutcars.com/2014/02/chicago-1989-where-are-they-now/#comments Thu, 06 Feb 2014 17:10:25 +0000 http://www.thetruthaboutcars.com/?p=735185 The 2014 Chicago Auto Show marks the 25th anniversary of the introduction of two of God’s most perfect creations: The Mazda Miata and the Acura NSX. Long-time readers will know that I have a strong affinity for both of these cars. The Miata was the first car I ever owned, while the NSX remains a […]

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The 2014 Chicago Auto Show marks the 25th anniversary of the introduction of two of God’s most perfect creations: The Mazda Miata and the Acura NSX. Long-time readers will know that I have a strong affinity for both of these cars. The Miata was the first car I ever owned, while the NSX remains a focal point in my relationship with the automobile.

Automobile Magazine takes a look at both of those cars, as well as three others – the Lexus LS400, the Infiniti Q45 and the Nissan 300ZX – in what is considered to be a very strong draft class for the Japanese auto industry. Four of the five cars still exist in one form or another, with the NSX said to be just around the corner – though that’s been the word since it was discontinued roughly a decade ago.

Perhaps the most remarkable aspect is that even today, these cars still stand the test of time, whether it’s a pristinely preserved Miata or a tired LS400. Get behind the wheel of any of them, and they still manage to thrill and excite, even if they don’t seem quite so fresh.

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Editorial: Acura Needs Another Crossover http://www.thetruthaboutcars.com/2014/01/editorial-acura-needs-another-crossover/ http://www.thetruthaboutcars.com/2014/01/editorial-acura-needs-another-crossover/#comments Fri, 31 Jan 2014 12:00:28 +0000 http://www.thetruthaboutcars.com/?p=728482 Everyone is eager to read Acura its Last Rites, but in the United States, it managed to outsell Audi last year. Despite having little to offer enthusiasts and traditional fans of the brand, the RDX and MDX are unqualified successes: the RDX outsells all of the small crossovers from Germany’s luxury bands (Audi Q5, Mercedes-Benz […]

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Everyone is eager to read Acura its Last Rites, but in the United States, it managed to outsell Audi last year. Despite having little to offer enthusiasts and traditional fans of the brand, the RDX and MDX are unqualified successes: the RDX outsells all of the small crossovers from Germany’s luxury bands (Audi Q5, Mercedes-Benz GLK etc.) with the larger MDX outsold only by the Lexus RX and Cadillac SRX respectively. As much as Acura touts the NSX as the future of the brand, what they could really stand to use is another crossover, one that slots below the RDX.

Acura’s sales have been a roller coaster over the past decade. 2006 saw the beginning of a steep decline in sales, with Acura losing nearly half of its volume by 2009, going from 201,000 units annually to just over 105,000 in three years. In the throes of the financial crisis, Acura canned expensive projects like a front-engined, V10 NSX, a planned V8 and rear-drive platforms. There was even talk of shuttering the brand altogether.

Evidently, that didn’t happen, and the brand managed to claw its way back. Last year, it sold 165,000 units, with the RDX and MDX accounting for 59 percent of the brand’s total volume. People are coming to Acura for the crossovers, not for the cars, though that picture should improve now that the RLX has replaced the RL and the moribund TL is on its way out.

That doesn’t change the situation, as much as the Integra GS-R worshiping faithful may not like it. Crossovers are a growing segment, and perhaps the only bright spot in a globally depressed auto market. Even in Europe, the spiritual home of the station wagon, crossovers are practically the only segment that is not shrinking. Acura itself is not a global brand, but the key markets in competes in – North America, China and Russia – are crossover crazy, especially the latter two, where poor roads dictate a higher ride height, and a high driving position and faux-SUV proportions are all desirable traits.

In America, CUVs are already eating into segments like mid-size and large sedans, while small crossovers like the Honda CR-V and Ford Escape are among the most popular light trucks. At the same time, premium small cars like the Mercedes-Benz CLA are gaining conquest sales from mainstream nameplates like the Honda Accord. It would be foolish to assume that the upcoming Mercedes-Benz GLA won’t do the same with the CR-V, Escape and other larger, but comparably priced mainstream vehicles.

Acura is said to be working on a GLA-sized vehicle for the Chinese market, based on the Honda Vezel. From a business standpoint, they’d be foolish not to bring it here. It’s hard to imagine it would fare worse than the awkwardly proportioned ILX, which hasn’t been accepted by the market place, and will likely get its lunch eaten by the CLA.

When it comes to passenger cars, the European nameplates have Acura beaten lock, stock and barrel. But the crossover space is a different story, and it’s only going to grow further and further. A competitor to the GLA, the BMW X1 and an Audi Q3 could be a way for Acura to turn the ship around, adding volume for the brand while maximizing profit for the Fit/Vezel platform and preventing the European brands from owning that corner of the market.

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Acura May Get Vezel-Based Small Crossover http://www.thetruthaboutcars.com/2014/01/acura-may-get-vezel-based-small-crossover/ http://www.thetruthaboutcars.com/2014/01/acura-may-get-vezel-based-small-crossover/#comments Thu, 16 Jan 2014 16:08:54 +0000 http://www.thetruthaboutcars.com/?p=701169 Acura might be next to jump on the B-segment crossover train, with a new model based on Honda’s Vezel apparently under consideration. Automotive News reports that Acura is considering such a model for China, and possibly other markets, given the popularity of models like the BMW X1 and Audi Q3. The vehicle in question would […]

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Acura might be next to jump on the B-segment crossover train, with a new model based on Honda’s Vezel apparently under consideration. Automotive News reports that Acura is considering such a model for China, and possibly other markets, given the popularity of models like the BMW X1 and Audi Q3. The vehicle in question would be built in China for the Chinese market, but there’s no word on whether it would be produced in Japan for other markets. The SUV-X concept, above, previewed such a vehicle, but was shown only on the Chinese auto show circuit.

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In Defense Of: The Acura RLX http://www.thetruthaboutcars.com/2014/01/in-defense-of-the-acura-rlx/ http://www.thetruthaboutcars.com/2014/01/in-defense-of-the-acura-rlx/#comments Fri, 10 Jan 2014 14:00:36 +0000 http://www.thetruthaboutcars.com/?p=694713   “There aren’t many bad cars on the market,” is the trope trotted out by auto reviewers when justifying their enthusiastic response to whatever is trotted out in front of them at the Lowes Santa Monica on Wave 2 of the latest press launch. The post-recession era is one where the quality of the average […]

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“There aren’t many bad cars on the market,” is the trope trotted out by auto reviewers when justifying their enthusiastic response to whatever is trotted out in front of them at the Lowes Santa Monica on Wave 2 of the latest press launch. The post-recession era is one where the quality of the average car has never been higher, at the expense of idiosyncratic flaws that give cars character. Sure, there are always the whipping boys of the market, namely cars people actually buy like unibody crossovers and some that people don’t, like big, front-drive sedans.

Big, front-drive sedans are a segment in decline. In the mainstream market, crossovers, SUVs and even crew cab pickups have displaced the full-size car from its traditional role as a family vehicle. Roughly half of them go to fleets, and the segment is chock full of nameplates like “Taurus”, “Avalon”, “Maxima”, which have as much sex appeal as Kirstie Alley flaunting her post-Weight Watches body on Oprah. As far as I’m concerned, they send power to the wrong wheels and their dynamics have more in common with a sea-faring vessel.

They’re also quiet, comfortable, ride smooth over most surfaces and have lots of room in the back. These are very desirable traits for a lot of buyers, as evidenced by booming sales of, you guessed it, unibody crossovers, SUVs and crew cab pickups. Most car reviewers, who would gladly place themselves in the enthusiast camp, don’t care all that much about these traits. Performance is what matters, whether that means an uncomfortable ride, heavy steering, a complicated gearbox and a thirsty engine are all desirable, even at the expense of driveability in situations that don’t involve sub-8 minute laps of the ‘Ring.

This has been a chief complaint about Cadillac. Rather than trying to build the best Cadillac they can, The Standard of the World really wants to be The Ultimate Driving Machine. And one could argue that to varying degrees, Audi, Lexus and Mercedes-Benz are as well, with the A6 3.0T S-Line, the GS F-Sport and the newest E350, which isn’t completely numb to drive.

And then there’s Acura. When everyone is going for rear-drive, German-inspired, letter-series lukewarm D-segment sports sedans with lots of “high gloss piano trim” (read: black plastic with a shiny finish) they launch the RLX a front-drive, Accord-based sedan that looks utterly anonymous and has absolutely zero sporting pretensions.

When the RLX was introduced, the internet product planning brigade (Associates Degree required, must have an internet connection and 2-3 years selling mobile phone accessories at Best Buy) was livid. “No serious luxury brand sells a front-drive V6 powered car,” they sputtered, half choking on a Five Guys burger. “Acura needs a V8 and rear-drive to be taken seriously.”

I’m not about to get into a discussion of what Acura’s future direction should be, but I did stay at a Holiday Inn Express last night. And that makes me qualified enough to tell you that the RLX is a pretty good car. Is it a rival for the crop of rear-drive 5-Series wannabes? No, but the four-wheel steering system (dubbed with the comically stupid moniker P-AWS, from the people that brought you Super Handling All-Wheel Drive) really does work as advertised, helping the car rotate when pushed into a corner hard. I only did that once, since I wanted to drive the car as your typical RLX buyer would, and in that context, it excelled.

The venerable Acura 3.7L V6 feels quick enough, and instrumented tests show that it’s about as quick as a Camry V6, or quick enough to dust a Fiesta ST to 60 mph. More important than that is what you don’t notice. The RLX is supremely quiet, while the chassis neutralizes whatever imperfections exist in the road. The steering isn’t totally numb, but you don’t have to put much effort into using it. The front drive layout means that there’s no driveshaft or large transmission tunnel cutting through the back seat area, so there’s lots of room for rear passengers. The Krell audio system is one of the best I’ve experienced in any car, and I hope it filters down to other Acuras.

For a lot of people, that’s what real luxury is about. Driving from one destination to another, in a silent, climate controlled conveyance, the only noise emanating from the stereo if they so choose. Not long ago, I would have shied away from that notion in near revulsion. I’m the kind of guy who wouldn’t buy a new car unless it had a manual transmission, and I consider it a treat whenever I can drive something with a real cable throttle, let alone rear-wheel drive. My father’s E39 530i will always be my benchmark for sports sedans.

Back then, the 5-Series was distinct from the other offerings, with a purity unmatched by anything that didn’t have a roundel on the hood. Now, you’d be hard pressed to tell the BMW apart from the Audi from the Lexus if you could do a hypothetical blind taste test. The RLX on the other hand, is more like a Japanese take on American luxury. In a strange sort of way, that’s a rather unique proposition.

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Acura’s TL, TSX Out, TLX Coming Next Summer http://www.thetruthaboutcars.com/2013/12/acuras-tl-tsx-out-tlx-coming-next-summer/ http://www.thetruthaboutcars.com/2013/12/acuras-tl-tsx-out-tlx-coming-next-summer/#comments Fri, 20 Dec 2013 11:30:46 +0000 http://www.thetruthaboutcars.com/?p=684642 We’re a bit late on this one, but it’s still worth noting that both the Acura TL and TSX will soon fade into history, and will be replaced next summer by the TLX. Acura’s newest mid-sized offering — slotted between the Civic-sized ILX and the automaker’s RLX flagship (what do these letters mean, B&B?) — […]

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2015 Acura TLX Spy Shot

We’re a bit late on this one, but it’s still worth noting that both the Acura TL and TSX will soon fade into history, and will be replaced next summer by the TLX.

Acura’s newest mid-sized offering — slotted between the Civic-sized ILX and the automaker’s RLX flagship (what do these letters mean, B&B?) — will be underpinned by the current Honda Accord, which will also make the sedan smaller than the TL it will replace; the TSX, underpinned by the outgoing European Accord, will simply be phased out.

Under the hood will be the Honda’s Earth Dreams 3.5-liter V6, which, in spite of the granola name, makes 310 horsepower under the bonnet of the RLX. The TLX will most likely also include AWD, an eight-speed dual-clutch transmission, and all-wheel steering like the system used in the aforementioned RLX.

Though no price has been given as of this writing, the TLX will make its worldwide debut as a prototype during the 2014 Detroit Auto Show alongside the new Honda Fit, and will be assembled at Honda’s Marysville, Ohio plant.

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First Drive Review: 2014 Acura RLX Sport Hybrd (With Video) http://www.thetruthaboutcars.com/2013/12/first-drive-review-2014-acura-rlx-sport-hybrd-with-video/ http://www.thetruthaboutcars.com/2013/12/first-drive-review-2014-acura-rlx-sport-hybrd-with-video/#comments Fri, 13 Dec 2013 14:00:00 +0000 http://www.thetruthaboutcars.com/?p=675970 It wasn’t that long ago I had an Acura RLX for a week. If you recall that review, I came away liking the car but found little joy in the price tag. Despite wearing a fantastic stitched leather interior, there was just no way I could justify the $10,000 premium over the AWD turbocharged competition […]

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2014 Acura RLX Sport Hybrid Exterior

It wasn’t that long ago I had an Acura RLX for a week. If you recall that review, I came away liking the car but found little joy in the price tag. Despite wearing a fantastic stitched leather interior, there was just no way I could justify the $10,000 premium over the AWD turbocharged competition from Lincoln, Volvo and others. Can a new dual clutch transmission and three electric motors turn the RLX from being a good car with the wrong price tag to a value proposition?

Click here to view the embedded video.

Because of the RLX’s FWD drivetrain, I was forced to view the RLX with an eye towards the Volvo S80, Lincoln MKS and the Lexus ES. With the Sport Hybrid model, Acura has done two things to take the RLX out of that pool and dive into another: AWD and a hybrid system. On paper a 377 horsepower hybrid system should put the RLX head to head with the Lexus GS 350, Infiniti M35h, and BMW AciveHybrid 5.

On the outside, the RLX cuts an elegant and restrained pose. Although the cars Acura allowed us to drive at a regional event were pre-produciton, fit and finish was excellent. Lincoln has certainly made strides in recent years, but there is a difference in build quality between the MKS and the RLX that didn’t go unnoticed. Acura attempts to further distinguish the RLX from the other near-luxury brands by going aluminum intensive with the hood, quarter panels and all four doors courtesy of Alcoa. I find the RLX unquestionably attractive but the overall form fails to beat the Cadillac CTS or BMW 5-Series in my book. I place the RLX’s exterior form a tie with the Infiniti M and a hair behind the Lexus GS, especially if the GS is wearing that funky F-Sport nose.

2014 Acura RLX Sport Hybrid Interior

Interior

While German interiors continue to be somewhat spartan and cold, the RLX feels open and inviting. Stitched dash and door panels elevate the cabin well above what you will find in a Lexus ES Hybrid or Lincoln MKS. The same is true for the rear of the cabin. Constructed out of the same high quality materials as the front, this is a definite departure from the hard plastics found in the ES and MKS. Most of my day was spent in an RLX with a grey and ivory motif that played to my personal tastes. On the down side, Acura continues to woo luxury shoppers with obviously fake looking faux-wood. This decision is doubly perplexing, as the new MDX is available in Canada with real wood trim, but not in America. Why don’t they offer it in America on either car?

Front seat comfort is among the best in the luxury set, beating the Mercedes E350, Lexus GS 450h and Infiniti M35h that I drove that day, but falling short of the million-way BMW M-Sport seats. Because the RLX rides on a transverse engine platform, there is an inherent space efficiency and the direct beneficiary is the rear cabin where you’ll find 2-3 inches more rear leg room than any of the other hybrids. I had hoped the Sport Hybrid design would allow a low “hump” since there isn’t a driveshaft going rearward, but unfortunately Acura decided to use this space for hybrid drivetrain components. It’s probably just as well, since the middle seat is considerably higher than the outboard rear seats making it impossible for a six-foot passenger to ride in the middle. Thanks to lithium-ion batteries(rather than the nickel-based packs Toyota and Lexus use), the RLX maintains a decently sized trunk capable of swallowing four golf bags.

For reasons unknown, Acura decided to use the Sport Hybrid to re-invent the shifter control. I know that everyone else is doing this, but Acura’s 4-button arrangement strikes me as one of the most unusual. Instead of a flat button bank ala-Lincoln, Acura uses a bank that is designed to have some meaning. Park is a button, Drive is a differently shaped button, Neutral is yet another shape of button and Reverse is a button on its side that you push toward the rear of the vehicle. While that sounds logical, it was far from elegant when we had to make several four-point turns in San Francisco. Anyone else prefer a regular old console shifter?

2014 RLX Infotainment, Picture Courtesy of Acura

Infotainment, Gadgets and Pricing

Like the regular RLX, the Sport Hybrid combines a 7-inch haptic feedback touchscreen with an 8-inch display only screen set higher in the dash. The engineers say the concept is as follows: the lower touchscreen handles the audio, freeing the upper screen for navigation and other tasks. My opinion of the system has improved since I first encountered it on the MDX but I still think the casserole needs more time in the oven. You can change tracks and albums using the touchscreen but changing playlists or genres requires you to use the rotary/joystick lower in the dash to control the 8-inch screen. In my mind this sort of kills the dual-screen sales proposition. On the positive side the system is very responsive and the graphics are all high-resolution and attractive. iDrive is still my favorite in the mid-size luxury segment, but AcuraLink ties with MMI in second.

Base Sport Hybrid models get a speaker bump from the gas-only RLX’s 10-speaker sound system to the mid-range Acura ELS system. As you would assume, the Sport Hybrid model is well equipped versus the gasoline model and all models come with navigation, tri-zone GPS-linked climate control and keyless go. Keeping things simple there is only one option, the “Advance package” (no, Advance is not a typo), which adds Krell speakers, ventilated front seats, sunshades and seat warmers for the rear passengers, front parking sensors, power folding mirrors, radar cruise control, lane departure warning and lane keep assist, a pre-collision warning system and electric front seat belt tensioners.

2014 Acura RLX Sport Hybrid Drivetrain, Picture Courtesy of Acura

Drivetrain

Now for what makes the RLX a Sport Hybrid. First up, we a direct-injection 3.5L V6 producing 310 horsepower and 273 lb-ft of twist that now sports start/stop technology. This engine is mated to a brand-new 7-speed transaxle developed specifically for the RLX. The new transaxle is a hybrid of sorts (and I’m not talking about the motors yet) blending a 2-speed planetary gearset with a 6-speed dual-clutch robotic manual transmission. The two technologies allow the entire unit to be as compact as possible. First gear is obtained by setting the dual clutch gearbox to 5th gear and the planetary gearset to low while “second” through “seventh” use DCT gears 1-6 in order with the planetary set to high. I found this solution particularly interesting because it would, in theory, allow Acura to obtain more than 7 ratios from the same unit with some software programming. 12-speed anyone? After the transmission is the first (and largest) motor/generator, rated for 47 horsepower/109 lb-ft. Thanks to the dual-clutch transmission, the engine can be decoupled from the drivetrain, making this different from Honda’s IMA system where the engine is always spinning.

Linked by a high-voltage electrical system is a rear mounted two-motor drive unit. The single inboard housing incorporates twin 36 horsepower /54 lb-ft motors and a clutch pack. The clutch pack is used to connect the motors together when the system needs to deliver equal power to each rear wheel. Combined with the lithium-ion battery pack in the trunk (the same one used in the Accord Hybrid), you get 377 total horsepower and 377 lb-ft of combined torque. Until you reach approximately 75 MPH at which point you have around 310 horsepower because the rear motors gradually disengage and completely disconnect over 80 MPH. The whole shebang is good for 28/32/30 MPG (City/Highway/Combined).

2014 Acura RLX Sport Hybrid Exterior-006

Drive

Why bother with two motors in the rear? Torque vectoring. The dual rear motor arrangement separates Acrua’s system from the e-AWD systems in the Lexus RX 400h and Highlander Hybrid, or the mechanical systems in the Infiniti Q50 Hybrid or Lexus LS 600hL. Although it produces about the same amount of power as Toyota’s rear hybrid motor and likely weighs more, splitting things in two allows it to vector torque all the time, power on or off. Say what? Yep, you read that correctly, this is the first production system that torque vectors when your foot isn’t on the gas. Think of it like a canoe. If you’re moving forward and you plant an oar in the water, the canoe will rotate around that axis. Instead of oars, the RLX uses motors.

Let’s get one thing out of the way right now – this isn’t a replacement in my mind for Acura’s mechanical SH-AWD system. The mechanical AWD system uses an overdrive module to make the rear wheels almost a full percent faster than the front wheels causing the vehicle to behave like a RWD biased vehicle. In that setup, the front wheels are being “pushed” by the rears and the result is steering feel that is very much like a RWD sedan when under power. When the power was off in the old RL, the car would plow into the bushes like a front-heavy Audi. The RLX Sport Hybrid is completely different.

2014 Acura RLX Sport Hybrid Exterior-007

Under full acceleration, the rear motors in the RLX contribute 72 ponies while the engine serves up 310 to the front wheels. The numerical imbalance between that total and the 377 “system horsepower” is consumed in the power curve of the motors and engine and the use of the front motor to draw a little power off to send to the rear. This means that while the old RL could effectively shuttle the majority of the power to the rear wheels, the RLX hybrid is at best an 80/20 split (front/rear). As a result, flooring the RLX from a stop elicits one-wheel peel, a vague hint of wheel hop and a smidge of torque steer. Once the road starts to bend, the hybrid system starts to shine. By not only accelerating the outside rear wheel in a corner but essentially braking the inside one (and using the energy to power the outside wheel), the RLX cuts a near perfect line in the corners. Point the RLX somewhere, and the car responds crisply and instantly. And without much feel.

The downside to the rear wheels contributing so much to the RLX’s direction changes is that the steering is next to lifeless. The analogy that kept coming to mind was a video game. The RLX changes direction more readily and easily than a front heavy sedan should, yet there is little feedback about the process. When the power is off, things stay the same, with the RLX dutifully following the line you have charted in a way the FWD RLX or the old RL never could.

Acura was confident enough in the RLX to provide a GS 450h for us to play with and the difference was enlightening. The GS is less engaging from a drivetrain perspective thanks to the “eCVT” planetary hybrid system, something the RLX’s dual-clutch box excels at, but the well-balanced GS platform is by far the driver’s car on the road. The Lexus feels less artificial, more nimble, and more connected to the driver. The RLX is not far behind in terms of raw numbers, and is faster off the line, but the RLX feels less connected and more artificial in the process. It is also important to note that the RLX is the only AWD hybrid in this class since the Infiniti Q50 hybrid is Acura TL sized and the Lexus LS 600hL is considerably larger and more expensive. That feature alone makes the RLX attractive to anyone living in areas where winter traction is a consideration.

2014 Acura RLX Sport Hybrid Exterior-002

The 2014 RLX Sport Hybrid is an amazing bundle of technology. Combining a dual clutch transmission, a torque vectoring AWD system and three hybrid motors, the RLX is the gadget lover’s dream car. As a technology geek, the system is an intriguing solution to two problems plaguing near luxury brands like Acura, Volvo and Lincoln: How do we make our FWD platforms compete with RWD competitors, and how do we put a green foot forward. In doing so the RLX Hybrid may have also solved the value proposition I complained about with the FWD model. According to Acura”s thinly veiled charts, we can expect the RLX to be priced the same as the Lexus GS 450h which is $5,000 more than the M35h and about $1,000 less than BMW’s ActiveHybrid 5.

Factoring in the AWD system’s $2,000-$2,500 value and standard features on the RLX and the value proposition gets better. At the high end, the “Advance” package is likely to represent a $10,000 discount vs a similarly configured Lexus or BMW. The RLX Sport Hybrid has caused me to look at the RLX in a different light. Instead of thinking the FWD RLX should be $10,000 cheaper, I now think it is irrelevant. The Sport Hybrid has what it takes to compete with the Lexus and Infiniti hybrids head on and the value proposition to tempt potential BMW shoppers, but that turns the front-drive base model into a potential image liability. I’ll reserve my final judgment until we can get our hands on one for more than a few hours, but until then, it appears Acura has crafted a compelling hybrid system that should be on any snow-belt shopper’s list and may provide enough value to sway RWD luxury hybrid shoppers. Stay tuned for more pricing information in the Spring.

 

Acura provided the vehicle at a regional launch event and one night’s stay at a hotel.

 

2014 Acura RLX Sport Hybrid Exterior-001 2014 Acura RLX Sport Hybrid Exterior 2014 Acura RLX Sport Hybrid Trunk 2014 RLX Infotainment, Picture Courtesy of Acura 2014 Acura RLX Sport Hybrid Drivetrain, Picture Courtesy of Acura 2014 Acura RLX Sport Hybrid Exterior-002 2014 Acura RLX Sport Hybrid Exterior-003 2014 Acura RLX Sport Hybrid Exterior-004 2014 Acura RLX Sport Hybrid Exterior-005 2014 Acura RLX Sport Hybrid Exterior-006 2014 Acura RLX Sport Hybrid Interior 2014 Acura RLX Sport Hybrid Exterior-007

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QOTD: Better Off Mainstream? http://www.thetruthaboutcars.com/2013/11/qotd-better-off-mainstream/ http://www.thetruthaboutcars.com/2013/11/qotd-better-off-mainstream/#comments Wed, 27 Nov 2013 15:30:39 +0000 http://www.thetruthaboutcars.com/?p=665738 Speaking at a preview event for the next-generation Hyundai Genesis, Hyundai CEO John Krafcik defended his company’s decision to forgo establishing a seperate luxury channel for cars like the Genesis and Equus. While the rationale put forth usually revolves around the exorbitantly expensive pricetag for launching a new brand and an all-new sales network, Krafcik […]

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Speaking at a preview event for the next-generation Hyundai Genesis, Hyundai CEO John Krafcik defended his company’s decision to forgo establishing a seperate luxury channel for cars like the Genesis and Equus. While the rationale put forth usually revolves around the exorbitantly expensive pricetag for launching a new brand and an all-new sales network, Krafcik put it from another angle.

Speaking to Automotive News, Krafcik remarked

“I do believe that when the three premium Japanese brands were launched, it was during a certain time in the industry when there was a certain optimism about where the industry was headed,” he said.

“I really believe that if those three companies had a chance to really think about their path, they might have taken the path that we chose.”

The epoch that saw the launch of Infiniti, Acura and Lexus was the peak of Japan’s “bubble”, when Japanese automakers seemed to have limitless budgets for new vehicle R&D, marketing (think of those wacky home-market ads with Hollywood star endorsements) and sales channels (whether it was new luxury brands in America or multiple sales channels in Japan).

At the time, the rationale was that a Nissan President or Toyota Aristo was suitable for sale with a more plebian badge in Japan, but American consumers would not be willing to shell out premium car money for a luxury sedan sold alongside a Corolla or a Civic, no matter how good it was.

Nearly three decades on and Acura is largely confined to America and China, while Infiniti seems to be stuck in the mud as far as becoming a global luxury brand. Even Lexus, which has become a household name on par with BMW or Mercedes-Benz, hasn’t made any kind of dent in Europe. Do you agree with Krafcik’s assessment? Let us know in the comments.

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Los Angeles 2013: 2014 Acura RLX Debuts New Hybrid Powertrain http://www.thetruthaboutcars.com/2013/11/los-angeles-2013-2014-acura-rlx-debuts-new-hybrid-powertrain/ http://www.thetruthaboutcars.com/2013/11/los-angeles-2013-2014-acura-rlx-debuts-new-hybrid-powertrain/#comments Thu, 21 Nov 2013 03:33:49 +0000 http://www.thetruthaboutcars.com/?p=658426 Though fans of the NSX may need to wait until 2015 to throw down the hammer with Tony Stark and Thor, most Acura consumers will get a chance to utilize the automaker’s new SH-AWD hybrid powertrain anchoring the 2014 RLX Sport Hybrid to the road. Debuting at this year’s LA Auto Show, the RLX Sport […]

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Though fans of the NSX may need to wait until 2015 to throw down the hammer with Tony Stark and Thor, most Acura consumers will get a chance to utilize the automaker’s new SH-AWD hybrid powertrain anchoring the 2014 RLX Sport Hybrid to the road.

Debuting at this year’s LA Auto Show, the RLX Sport Hybrid is the first to use the new technology, which delivers power to the front wheels through conventional means while power to the rear comes from a trio of electric motors. Two motors individually drive their respective wheels while the third boosts torque already found up front, eliminating the need for a driveshaft and rear differential. Power is regenerated to all three rear motors through braking.

Speaking of power, the trinity’s 67 horsepower augments the main 3.5-liter direct-injected V6′s 310 ponies for a total of 377 on all corners. Honda won’t quite say how quickly their RLX will get to 60, though they say it’s comparable to similar cars with V8 firepower. On the other hand, they expect the hybrid powertrain will pull 28 mpg in the city and 32 on the highway for a combined score of 30 mpg.

Directing the power up front is a seven-speed dual clutch transmission with its own electric motor — controlled via an electronic gear selector that swaps the traditional stick for a set of buttons — that will match revs while downshifting in automatic mode, while manual mode shifting is done through paddle shifters.

Finally, a HUD display monitors and informs the driver of what the RLX’s many systems are doing at a moment’s glance, along with speed and direction. Expect to see the RLX Sport Hybrid in showrooms in spring of 2014.

2014 Acura RLX SH-AWD 01 2014 Acura RLX SH-AWD 02 2014 Acura RLX SH-AWD 03 2014 Acura RLX SH-AWD 04

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Next Acura NSX To Get Twin-Turbo V6, As Honda Moves Towards Forced Induction http://www.thetruthaboutcars.com/2013/11/next-acura-nsx-to-get-twin-turbo-v6-as-honda-moves-towards-forced-induction/ http://www.thetruthaboutcars.com/2013/11/next-acura-nsx-to-get-twin-turbo-v6-as-honda-moves-towards-forced-induction/#comments Tue, 19 Nov 2013 16:59:42 +0000 http://www.thetruthaboutcars.com/?p=655930 The naturally aspirated engine has always been a cornerstone of Honda’s engineering philosophy, but the company looks set to abandon that in the near future, with a move to turbocharged engines happening by the end of the decade. Mainstream applications will see a 1.0L 3-cylinder engine  and both a 1.5L and 2.0L turbocharged 4-cylinder engines, […]

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The naturally aspirated engine has always been a cornerstone of Honda’s engineering philosophy, but the company looks set to abandon that in the near future, with a move to turbocharged engines happening by the end of the decade.

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Mainstream applications will see a 1.0L 3-cylinder engine  and both a 1.5L and 2.0L turbocharged 4-cylinder engines, with the 2.0L variant making as much as 280 horsepower. The big-bore application will be debuting in the next-generation Civic Type-R, and all three engines will incorporate VTEC variable valve timing. North American applications have yet to be confirmed.

The 1.5L engine will be a go for North America, in vehicles like the Acura ILX, Honda Civic and even the Accord. Honda envisions the 1.5L unit as a replacement for naturally aspirated 1.8L units, delivering 15 percent gains in fuel economy while besting it in torque by as much as 45 percent.

A new 8-speed dual-clutch gearbox will debut alongside the 7-speed unit Honda has developed, though according to Automotive News, the 8-speed unit will be mated to a torque converter to help increase smoothness. Dual clutch gearboxes will be prominent in vehicles with engine sizes ranging from 2.0 to 3.0L, while CVTs will be the main gearbox in smaller vehicles, even replacing manual transmissions. On larger vehicles like the Odyssey minivan, the automatic transmission will remain.

Perhaps the most exciting news is that of the NSX and its future powertrain. Honda will be going with a longitudinal layout (rather than the old NSXs transverse layout) for its V6 engine, which will now pack twin turbochargers. Honda hasn’t announced displacement figures for the V6, only saying that it may not be larger than the RLX’s 3.5L unit. With a similar Sport-Hybrid All-Wheel Drive setup, the RLX is good for 370 horsepower while getting 30 mpg combined. With turbocharging and perhaps a more aggressive hybrid setup, the NSX could easily top 500 horsepower, while being substantially lighter.

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A Day Late And A Dollar SH(AWD)ort http://www.thetruthaboutcars.com/2013/11/a-day-late-and-a-dollar-shawdort/ http://www.thetruthaboutcars.com/2013/11/a-day-late-and-a-dollar-shawdort/#comments Fri, 01 Nov 2013 21:43:55 +0000 http://www.thetruthaboutcars.com/?p=640257 Late breaking news from Los Angeles – this month’s LA Auto Show will herald the debut of the RLX Sport Hybrid All-Wheel Drive, nearly a year after the front-drive V6 RLX debuted. As Alex Dykes discovered, the standard car’s buying proposition is about as strong as the Lincoln MKZ’s, which is to say, nearly non-existent. […]

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Late breaking news from Los Angeles – this month’s LA Auto Show will herald the debut of the RLX Sport Hybrid All-Wheel Drive, nearly a year after the front-drive V6 RLX debuted.

As Alex Dykes discovered, the standard car’s buying proposition is about as strong as the Lincoln MKZ’s, which is to say, nearly non-existent. In such a hyper-competitive market, the RLX hasn’t made much of an impression, and will likely suffer the same fate as its predecessor – lingering in obscurity, despite being a pretty good car.

It’s a shame too, since the RLX SH-AWD is a very interesting proposition. With two-electric motors in the rear wheels servicing as an AWD-system-cum-hybrid-powertrain, the RLX is able to crank out 377 horsepower and achieve 30 mpg combined, according to Acura’s figures. If what they’re saying is true, then this car really does deliver on the “V8 power, 4-cylinder fuel economy” promise that so many others have failed to live up to.

Knowing Acura, it won’t be bad to drive either, but it fails to make any kind of visual statement despite its performance and eco-friendly credentials. In that sense, it’s the antithesis of the Tesla Model S, and for a car this advanced and this expensive, that’s the surest recipe for failure.

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Review: 2014 Acura ILX 2.4 (With Video) http://www.thetruthaboutcars.com/2013/10/review-2014-acura-ilx-2-4-with-video/ http://www.thetruthaboutcars.com/2013/10/review-2014-acura-ilx-2-4-with-video/#comments Sat, 26 Oct 2013 13:00:29 +0000 http://www.thetruthaboutcars.com/?p=629290 The Acura ILX has been derided as being nothing more than a gussied-up Honda Civic, an analogy that I too applied to the compact Acura when it first arrived. But then our own Brendan McAleer caused me to question my dismissal of the ILX. How many shoppers out there are willing to option-up a base model […]

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2014 Acura ILX 2.4 Exterior, Picture Courtesy of Alex L. Dykes

The Acura ILX has been derided as being nothing more than a gussied-up Honda Civic, an analogy that I too applied to the compact Acura when it first arrived. But then our own Brendan McAleer caused me to question my dismissal of the ILX. How many shoppers out there are willing to option-up a base model by 50% and don’t think twice about the fact their “limited” model looks just like the base model? All of a sudden the ILX, especially the 2.4L model we tested made sense to me. What was the revelation? Click through the jump to find out.

Click here to view the embedded video.

 Exterior

I know that we have a segment of readers that believe all modern cars look-alike, but I’m going to say it any way. The best thing about the ILX is that it doesn’t look like a Civic. Don’t believe me? Park a Civic and an ILX next to one another and you might even think the two cars are totally unrelated. How is this possible?  First off, no sheetmetal or glass are shared between the two and Acura decided to tweak just about every hard point other than the wheelbase for Acura duty. If you look at the picture below (which highlights how poor my Photoshop skills are) I have overlayed the ILX on the Civic for reference.

In addition to a blunter nose, lower roof and a more aggressive character line, Acura modified the structure of the car by moving the pillars around. The A pillar moves 8 inches rearward vs the Civic giving the ILX a hood that is several inches longer and a windshield that is more deeply curved. The C pillar has also been tweaked giving the ILX a more graceful silhouette and a smaller trunk lid. While they were at it they swapped in an aluminum hood for some moderate weight savings.

2013 Honda Civic EX-L SedanThe result of Acura’s nip/tuck is an attractive, albeit sedate, premium look. I think that Buick’s Verano is more exciting and the not-yet-on-sale 2015 Audi A3 looks more luxurious, but the ILX plays right to the conservative heart of the target Acura shopper. In keeping with the premium image, 17-inch wheels are standard on all ILX models except the hybrid where things drop to eco-minded 16-inch rims. The most demure Acura “beak” integrated into the front grille and hidden exhaust tips complete the design of the smallest Acura.

2014 Acura ILX 2.4 Interior, Picture Courtesy of Alex L. Dykes
Interior

The ILX’s interior represents more of an upgrade over the Civic than I had expected. Soft injection molded plastics span the dashboard and very few parts are shared with the Honda . By my estimation. the interior parts sharing is limited to a traction control button, air vent open/close dials and the door handles. Anyone worried that the Civic’s funky two-tier dash is along for the ride will be pleased, the interior style of the ILX is very mainstream from the double-bump dashboard to the four-dial gauge cluster.

In typical Acura fashion the ILX comes well equipped in base form and options are bundled into packages helping to keep dealer inventory manageable. All ILX models get zone climate control, keyless ignition, push button start and a steering wheel wrapped in soft leather. Base hybrid models get manual cloth seats but all other ILX models get heated leather thrones coated in perforated leather with a driver’s side only 8-way power mechanism.

2014 Acura ILX 2.4 Interior-012Front seat comfort is substantially similar to the Honda Civic thanks to shared seat frames and adjustment mechanisms. The ILX’s front seats get more generous seat back bolstering in keeping with its more premium and sporting image while the seat bottoms remain as flat as Kansas. Thanks to the platform changes that make the ILX more attractive on the outside, interior room is compromised slightly with headroom and legroom figures falling when you compare it to the Civic.  Compared to the Buick Verano the numbers are right in line.

The ILX’s rear seats are slightly less comfortable than the Verano, but a step above the mainstream compact segment with more thigh support for adults. Opting for the hybrid ILX forces the removal of the folding rear seat backs (the batteries have to go somewhere), while the ILX 2.0 and 2.4 sport the same 100% folding mechanism as the Civic. This means it’s not possible to carry long cargo and three or four passengers like you can in the Verano. This deficiency is made more of a problem by the ILX’s small 12.3 cubic foot trunk, notably smaller than the Verano, Lexus CT, or even the Mazda3.

2014 Acura ILX 2.4 Interior, Infotainment, Picture Courtesy of Alex L. Dykes

Infotainment

Nestled in the “double bump” instrument cluster is a standard 5-inch color LCD that does double-duty as a trip computer and infotainment display. This base system runs the same software as the Honda Civic but places the screen in a more “normal” location and uses a button bank that should be familiar to current Acura owners. The base system features standard iDevice/USB integration, Bluetooth speakerphone/streaming and Pandora smartphone app integration. The 200-watt amplifier and 7 speaker sound system are well-balanced but volume isn’t this system’s forte.

ILX 2.0 and Hybrid models with the “technology package” link the climate control system to a sun sensor and the GPS system for improved comfort and bumps the sound system up to a 10-speaker surround sound system with a 410-watt amp. Also along for the ride is the same 8-inch navigation system found in the Acura TSX and TL. The system doesn’t sport the improved high res interface in the MDX and RLX but is among the easier to use on the market as long as you don’t try to use Acura’s voice commands for browsing your iPod. Seriously, just don’t even try. Sadly 2014 hasn’t brought any major changes to the options lineup meaning that the more powerful engine and the more powerful sound system are mutually exclusive. The choice to saddle the 2.4L model we tested with the same 5-inch display and software as the Civic is the biggest flaw with the ILX so far.

2014 Acura ILX 2.4 Engine, Picture Courtesy of Alex L. Dykes

Drivetrain

Under the ILX’s long hood you’ll find an “interesting” assortment of engines. Why interesting? Let’s start at the beginning. First off, Acura uses three different engines in the various ILX models. Rumors that Acura planned to kill off the base 2.0L four-cylinder appear to be unfounded as the 2014 ILX can still be had with the 150 horsepower mill. This is the same engine found in European market Accords and other world Honda models but appears to be exclusive to the ILX in America.  Honda’s old 5-speed automatic was tapped to send the 140 lb-ft to the ground. The ILX Hybrid gets the Civic’s 111 horsepower, 127 lb-ft hybrid system without modification. While the 1.5L engine seemed adequate in the Civic, I found the small engine and traditional belt/pulley CVT vexing in a near-luxury sedan.

On to what we’re here to talk about: the 2.4L Civic Si engine. Yes, Acura decided ILX shoppers should get a little sport-love and snatched the Si’s 201 horsepower engine for premium duty. In typical Honda fashion, the 2.4L engine screams like a banshee on its way to its 7,000 RPM redline and matching 7,000 RPM power peak. 170 lb-ft come into play at 4,400 RPM and the engine is mated exclusively to a 6-speed manual. Yes, you heard that right, Acura is trying to get a larger share of the premium compact market with a high-revving engine four-cylinder and a slick shifting stick. Although the manual-only policy is an obvious impediment to sales success, if you have outgrown your Civic Si, or if you think the Honda looks a little too “boy racer”, you can get a classier, leather coated version at the Acura dealer.

2014 Acura ILX 2.4 Interior, Shifter, Picture Courtesy of Alex L. Dykes

Drive

Once out on the road the ILX’s powertrain deficiencies become obvious. The base 2.0L engine may be smoother and more refined than the 1.8 in the Civic, but compared to Buick’s modern 2.4L direct injection mill, it is rough around the edges and anemic. How about the 111 horsepower ILX hybrid? It is quite possibly the only car that can make Lexus’s underpowered CT 200h seem quick. But we’re not here to talk about those ILX models, this is TTAC and we’re interested in MOAR POWARR.

The 2.4L four-cylinder is an entirely different animal. With 33% more power than the base model our 0-60 run clocked in at a respectable 7.29 seconds. That slots the ILX between the regular Verano and the Verano Turbo that accomplished the same task in 6.5 (Verano Turbo with the 6-speed manual). The time was closer than I thought it would be considering the 90 lb-ft of torque that separate the two but the driving experience couldn’t be more different. The Verano’s turbo engine provides an extremely broad torque curve which negates the need for frequent downshifting on winging mountain roads while the ILX’s engine needs to scream like a leaf blower to deliver the maximum thrust. While I found the Verano’s power delivery more liveable, the ILX at 7,000 RPM made me giggle. (Yes, I said that out loud.) As you would expect from the “luxury Civic Si,” the ILX’s shifter action is precise, clutch engagement is nearly perfect and the shifts are short. In contrast, the Verano’s clutch is rubbery, vague and the shift throw is lengthy.

2014 Acura ILX 2.4 Exterior-006

Instead of lifting the Civic Si’s suspension as is, Acura decided to tweak the design with dual-valve damper technology lifted from the RLX and MDX. The two valves allow the damping to be firm and body roll to be well controlled under most conditions while soaking up large road imperfections like a sedan with a softer suspension. The system retains most of the Civic Si’s road holding ability while delivering a ride that more composed than the Verano. Similarly the lightly revised steering setup is a little less direct than the Si but yields better feel than the baby Buick. Despite incorporating laminated glass and an active noise cancellation system, the ILX manages to be several decibels louder than the eerily quiet cabin of the Verano.

At $29,200, our ILX was about $6,500 more than a Civic Si. When you factor in the additional equipment you find in the ILX and the expanded warranty coverage, the difference between the Honda and the Acura drops to about $2,000. When you look at the ILX in this light, the sales proposition makes perfect sense. While the Civic Si is a great compact car, it looks just like a regular Civic. The ILX on the other hand nets you a better brand name, longer warranty, an improved ride and car that won’t make your boss question your maturity. Like the Integra of yesteryear, this is the sort of “gateway” product Acura needs.

2014 Acura ILX 2.4 Exterior-009

There are just a few problems however. The ILX’s option list and spec sheet is a mess. Despite getting better fuel economy than the Verano in every trim, Acura needs to drop their 6-speed tranny into their base model for spec-sheet-shoppers to give it a second look. Likewise the 2.4L engine needs a 6-speed auto and some infotainment love, the 2.0L engine needs more grunt and the hybrid needs to be euthanized. Without changes like these the Acura ILX will remain a sensible Civic upgrade but as a competitor to Buick’s new-found mojo, Acura has some catching up to do. The ILX’s driving dynamics may be superior, but taken as a package the only reason to avoid buying the Verano is if you still associate Buicks with the blue-haired set.

 

Acura provided the vehicle, insurance and one tank of gas for this review

Specifications as tested

0-30: 2.55 Seconds

0-60: 7.29 Seconds

1/4 Mile: 15.6 Seconds @ 89.9 MPG

Interior sound level: 74db @ 50 MPH

Average observed fuel economy: 26 MPG over 345 miles

 

2014 Acura ILX 2.4 Engine, Picture Courtesy of Alex L. Dykes 2014 Acura ILX 2.4 Interior, Picture Courtesy of Alex L. Dykes 2014 Acura ILX 2.4 Interior-010 2014 Acura ILX 2.4 Interior-009 2014 Acura ILX 2.4 Exterior-011 2014 Acura ILX 2.4 Exterior-010 2014 Acura ILX 2.4 Exterior 2014 Acura ILX 2.4 Engine-001 2014 Acura ILX 2.4 Exterior-009 2014 Acura ILX 2.4 Interior-008 2014 Acura ILX 2.4 Engine 2014 Acura ILX 2.4 Interior, Shifter, Picture Courtesy of Alex L. Dykes 2014 Acura ILX 2.4 Interior-005 2014 Acura ILX 2.4 Exterior-008 . 2014 Acura ILX 2.4 Interior-004 2014 Acura ILX 2.4 Interior-015 2014 Acura ILX 2.4 Interior-014 2014 Acura ILX 2.4 Interior-003 2014 Acura ILX 2.4 Exterior-006 2014 Acura ILX 2.4 Exterior-005 2014 Acura ILX 2.4 Interior-002 2014 Acura ILX 2.4 Interior, Infotainment, Picture Courtesy of Alex L. Dykes 2014 Acura ILX 2.4 Interior-012 2014 Acura ILX 2.4 Exterior-002 2014 Acura ILX 2.4 Exterior, Picture Courtesy of Alex L. Dykes 2014 Acura ILX 2.4 Interior 2014 Acura ILX 2.4 Interior-001 2014 Acura ILX 2.4 Interior-011

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Acura Pitchman Jerry Seinfeld: Car Advertising “Too Commercial-y”. Really? http://www.thetruthaboutcars.com/2013/10/acura-pitchman-jerry-seinfeld-car-advertising-too-commercial-y-really/ http://www.thetruthaboutcars.com/2013/10/acura-pitchman-jerry-seinfeld-car-advertising-too-commercial-y-really/#comments Fri, 04 Oct 2013 20:17:57 +0000 http://www.thetruthaboutcars.com/?p=606049 In a rather promotional feeling interview with Bloomberg, comedian and noted car collector Jerry Seinfeld discusses his growing relationship with Honda Motor’s Acura brand. Last year’s Super Bowl featured an ad for the upcoming revival of the NSX sports car scripted by Seinfeld himself, with a cameo from Jay Leno, riffing off of the two […]

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Click here to view the embedded video.

In a rather promotional feeling interview with Bloomberg, comedian and noted car collector Jerry Seinfeld discusses his growing relationship with Honda Motor’s Acura brand. Last year’s Super Bowl featured an ad for the upcoming revival of the NSX sports car scripted by Seinfeld himself, with a cameo from Jay Leno, riffing off of the two comics’ reputation as serious collectors. More recently Acura has become the sole sponsor of Seinfelds popular “Comedians in Cars Getting Coffee” webcasts. Jerry told the news agency that in general he’s not a fan of car advertising.

Seinfeld said, “For the most part, car advertising is a total turnoff to the consumer; I think it needs a complete reboot. It’s too commercial-y and fear-based. Stop showing us the cars driving through the desert.”

Seinfeld thinks that auto companies shouldn’t focus on product in their advertising, but rather getting consumers to like them.

“Don’t sell me your product, sell me you,” said Seinfeld. “You’re trying to make people like you. You don’t have to sell them your product. You have to make them like you.”

So if Jerry doesn’t like how automotive advertising is “too commercial-y” one can’t help but wonder if the wisecracking comedian has offered his opinion to Acura on their high concept “Made for Mankind” commercial that somehow equates owning a MDX crossover with humanity’s eternal quest for knowledge and adventure. I suppose that it sort of fits into Seinfeld’s notion of selling the brand, not the product, but the ad takes itself so sonorously seriously, that it’s easy to imagine Jerry’s reaction to something like “If your quest is to built the world’s smartest luxury SUV for mankind, you must hold yourself to the standard of mankind”. Really?

Click here to view the embedded video.

Ronnie Schreiber edits Cars In Depth, a realistic perspective on cars & car culture and the original 3D car site. If you found this post worthwhile, you can get a parallax view at Cars In Depth. If the 3D thing freaks you out, don’t worry, all the photo and video players in use at the site have mono options. Thanks for reading – RJS

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Piston Slap: A High Mileage Tale to TL http://www.thetruthaboutcars.com/2013/09/piston-slap-a-high-mileage-tale-to-tl/ http://www.thetruthaboutcars.com/2013/09/piston-slap-a-high-mileage-tale-to-tl/#comments Wed, 11 Sep 2013 11:15:41 +0000 http://www.thetruthaboutcars.com/?p=513217 Dan writes: Hi Sajeev, I enjoy your columns and thought I would get your input regarding what I should do with my current vehicle, a 2002 Acura TL 3.2. I purchased the vehicle new almost 12 years ago. The Acura has about 200,000 miles on it and is still on its third-transmission. As we all […]

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Dan writes:

Hi Sajeev,

I enjoy your columns and thought I would get your input regarding what I should do with my current vehicle, a 2002 Acura TL 3.2. I purchased the vehicle new almost 12 years ago. The Acura has about 200,000 miles on it and is still on its third-transmission. As we all know, the transmission used on this vehicle was problematic but seems to be running okay. The car is very clean inside.

I recently priced out a new headlamp ballast and was surprised at the expense. I probably also need a new temperature sensor for the cooling fan, which seems to run in temperate weather when it shouldn’t. Timing belt change coming up and probably the brakes will also need to be changed soon.

A used car dealer I know, who I thought could sell the car for me instead suggested that I could get $5,000 or $6,000 at auction. I was surprised that the car could get such a high dollar amount, but he insisted that a lot of foreigners attend the auction and purchase vehicles such as mine to be sent overseas. He speculates that the mileage gets rolled back when they arrive in their overseas destination.

Sounds like it’s time for a new car and there are a lot of interesting vehicles these days, but at the end of the day, Honda/Acura has treated me right over the years and I don’t dare rock the boat. Besides, I’m from the Columbus area so I’m doing my part to help the local economy.

Ideally, I would like to wait for the new Acura TLX to purchase as a replacement. According to a local Acura dealer, it should start coming out about March, 2014. Would you 1) keep the TL around until the new TLX comes out, knowing that there might be expensive repairs coming up; 2) dump it now and get an Accord (with leather) or a CRV; or 3) just keep it until it dies?

Sajeev answers:

I’m surprised to hear a price range that high at auction, no matter who rolls back the odometer! Me thinks $3500-4500 is the high side with a very clean leather interior and shiny paint. Just for giggles, I logged into Manheim Auctions (thanks Steven Lang!) and verified that I was–once again–correct about the market for 2002-2003 Acura TLs. Why do I even bother with modesty anymore? 

Oh right: the Best and Brightest…but I digress…

Your man on the used car scene knows the local market: who participates, what they like, what they’d pay, etc. And I bet you want a new Acura TL, no matter what.  How difficult is that?

If a new TL is too damn hideous (could be worse, it was somewhat de-fugly’d in 2012) for your tastes, limp yours along until the next version arrives. And why not? You stomached those transaxle swaps and still love Honda/Acuras, so you can handle anything.

Buy a new TL or wait for the next one.  Either way, you can’t lose. Off to you, Best and Brightest.

 

Send your queries to sajeev@thetruthaboutcars.com. Spare no details and ask for a speedy resolution if you’re in a hurry…but be realistic, and use your make/model specific forums instead of TTAC for more timely advice.

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