2004 Acura NSX

Acura’s high-dollar, aluminum-bodied, mid-engine sports car underwent a notable redesign during the 2002 model year. In addition to restyled front and rear fascias, the two-passenger NSX got a lower air dam as well as an air diffuser integrated into the lower rear bumper. Acura’s goal was to enhance the car’s handling, performance and aerodynamics.

Fixed-position headlights replaced the prior pop-up units. A trunk lip spoiler was added above restyled taillight housings. The front spring rate was increased, and a larger-diameter rear stabilizer bar and bigger 17-inch tires were installed.

2004 Acura NSX

Minor changes for 2004 include a new keyless entry system, gearshift knob and trunk-mounted CD changer. A lightweight removable roof panel is standard.

Since its 1991 debut, the NSX has been the most costly, strongest-performing member of the Acura lineup. It competes against the Chevrolet Corvette, Dodge Viper SRT-10 and Porsche 911. Through the years, the NSX has been a technological showcase for Honda, Acura’s parent company. Originally intended as a response to Ferrari and other makers of high-end sports cars, the NSX never achieved that level of status. A redesigned NSX is likely to appear soon.

Exterior
Unlike some sports cars with designs that date back to the early 1990s, the NSX still looks sleek and contemporary. Aluminum is used for the low-slung coupe’s sculpted, wedge-shaped body and many other components. An integrated rear spoiler contains a center-mounted brake light. The NSX rides a 99.6-inch wheelbase, measures 174.2 inches long overall and stands 46.1 inches tall. Weight distribution is 40/60 percent, front to rear. The removable aluminum roof panel permits open-air driving and contains an integrated storage compartment.

High-intensity-discharge headlights sit in conventional fixed positions. The lower air dam helps yield a 0.30 coefficient of drag, as well as improved front-to-rear lift balance. Forged aluminum-alloy wheels with a ribbed spoke design hold 17-inch tires.

Interior
Only two people can ride in the NSX, but tall occupants get more usable space than they would in many other sports cars. Acura claims the cockpit is meant to evoke that of a jet fighter’s. Because of the midmounted engine, a modestly sized trunk is located up front; its cargo volume is just 5 cubic feet.

Standard equipment includes hand-stitched perforated leather-trimmed seat upholstery, automatic air conditioning, four-way power bucket seats, cruise control, a tilt and telescoping steering wheel, a Bose cassette stereo with a trunk-mounted CD changer, variable intermittent wipers, and power windows, locks and mirrors.

Under the Hood
Two powertrains are available. A 252-horsepower, 3.0-liter V-6 engine teams with a four-speed-automatic transmission, while a 3.2-liter V-6 cranks out 290 hp and mates with a six-speed-manual gearbox. The SportShift automatic unit features a manual gear-selection provision that operates via a toggle lever on the steering wheel — an idea borrowed from Formula One racing. Instead of a throttle cable connected directly to the gas pedal, the NSX uses electronic drive-by-wire technology.

2004 Acura NSX

EPA Fuel Economy:      City: 17   Highway: 24
Available Engines:      252-hp, 3.0-liter V-6
290-hp, 3.2-liter V-6
Available Transmissions:     4-speed automatic w/OD and auto-manual
6-speed manual w/OD

Acura introduced the NSX to North America in 1989, touting it as a supercar for Everyman and Everywoman. At the time its suggested price of a little over $50,000 was indeed a bargain, given the NSX’s level of performance and quality.The NSX’s peak sales year was its first, and recent American sales volumes have been considerably less. In 1997, power was increased to 290 horsepower, and for 2002, the drag coefficient was reduced, increasing the NSX’s top speed to 175 mph.

Comfort & Convenience

3.0 AT

3.2 MT
Sunroof     N/A     N/A
Air Conditioning     Std.     Std.
Power Windows     Std.     Std.
Power Door Locks     Std.     Std.
Leather Seats     Std.     Std.
Power Seats     Std.     Std.
Max. Seating     2/2
Number of Doors     2/2

Expert Ratings Summary (view detailed report)
Category     Base, man. Rating     Premium Sporty performance Car Average Rating
Acceleration     9     7.7
Fuel Economy     6     4.7
Ride Quality     2     4
Steering/Handling/Braking     10     8.4
Quietness     4     4
Controls     7     5.8
Details
Room/Comfort/Driver Seating (front)     5     5.4
Room/Comfort (rear)     0     .6
Cargo Room     1     2.2
Value within Class     4     4.6
Total Score:     48     47.4
3.0 AT

3.2 MT
Cassette Player     Std.     Std.
CD Player     Std.     Std.
Nav. System     N/A     N/A
Safety
(more)

3.0 AT

3.2 MT
Airbags     Driver
Passenger<     Driver
ABS Brakes     Std.     Std.
Traction Control     Std.     Std.
Stability Control     N/A     N/A
Final Assembly 3.0 AT
Location     Japan     Japan

Equally striking is the wraparound leather interior for cocoon-like comfort under a dramatic panoramic glass roof. With Acura’s powerful V-6 engine and Super Handling All-Wheel Drive™ (SH-AWD®), you can count on a spirited performance at every turn. And new innovations like the blind spot information system (BSI) and multi-view rear camera, in tandem with Acura’s many signature technologies, herald a whole new era of possibilities.

http://www.acura.com/FutureVehicles.aspx#/FutureVehiclesCUV

A prototype of the provocative Acura ZDX luxury four-door sports coupemade its world debut at the New York International Auto Show

First Glance
In the late 80’s, Toyota, Nissan and Honda simultaneously launched upscale automobile divisions to directly challenge German luxury car dominance in North America. Toyota and Nissan came out with the Lexus and Infiniti brands; Honda countered with its near-luxury Acura brand. Acuras were superbly engineered and executed but their styling was boring in the extreme. Acura’s parent company, Honda Motors, is many things but stupid it’s not. It knows most people buy a car based on an emotional response; it also noticed few people were getting all that revved up about Honda’s out-of-step Japanese styling. To help remedy this, Honda set up design studios in places like Southern California and Milan, twin ground zeros for design. In Italy, Honda has used the Segno Milano design studio. Although Segno is an independent studio, Honda is its only client. Now when Honda’s corporate designers want a second opinion before stepping off the curb, they can get it on the QT. (I owe this little tidbit to Detroit’s Car Design News, April 2001.)

Although designed in Honda’s Los Angeles studio, the new TL’s lines speak to me more of Northern Italy than Southern California. Those things Italians really care about have a unique style, one that exudes passion. Call me nuts, but I can see, if not pure passion, certainly elements of passion in this TL design. In fact, as a former Peugeot owner (don’t let me start in that direction!) I even see the hand of maestro Pininfarina in the TL. After you’ve had a boozy Italian meal one day, take a close look at your TL from the front three-quarter view. I think you’ll see the Alfa 164. I certainly do. The new navigation/information system, available this year as a big-ticket option, offers lots more than an electronic map. Check it out if you’re into gadgets. It’s an amazing device. The new sound system is also noteworthy. A couple of complaints: The TL’s 10-way power driver’s seat is fine, but the cushions on the other three seats are too thin and also lack lumbar support. After a long drive, you could have a sore back and a sore backside. A good way to gain headroom? Not. And while I’m having on about the TL’s shortcomings, the windshield pillar is so severely sloped it can impede side vision.

On the Road
For 2004, the TL’s all-aluminum 3.2 liter VTEC V-6 engine now pumps out 270 hp and 238 lb-ft of torque @ 5,000 rpm. This is the only engine available and it propels the 3,575 lb TL from a dead stop to 60 mph in under 7 seconds. More importantly, it offers tremendous get-up-and-go in the middle ranges for easy and adrenaline-free passing on crowded two-lane roads. This much power would be too much for most drivers, but for the standard dynamic stability control and traction control. Front-wheel-drive seems to be inherently prone to wheelspin and torque-steer, particularly with high-powered front-drivers like the TL. Without stability control and traction control the made-in-Ohio TL would surely be a handful, especially on wet or snow-covered pavement. With them it’s reasonably controllable. Under hard acceleration, however, strict attention must be paid. In other words this is not the car for folks who have to multi-task behind the wheel. It’ll bite you on the bum if you do. In the city, the TL turns on a dime. Fuel economy in stop-and-go driving is not too bad provided you keep your foot off the hammer.

The 2004 Acura 3.2 TL is a North American automotive wonder. It has been greeted with almost unreserved praise from both the automobile journalist fraternity and, more to the point, the car buying public. With the exception of the too-thin seat cushions, it has everything anyone could reasonably want in a passenger car. Well OK, besides more padding in the seats, it could also use rear-wheel-drive so all that power can be used. Not that most of us would ever notice any difference, what with the beautifully engineered Acura FWD system with its perfectly harmonized suspension. It’s mostly that rear-wheel-drive has more cachet these days, especially among trend-aware car buyers in the 25–50 age cohorts. The bottom line is that Acura’s definitely made a hit with the 3.2TL. However, it’s a 3-bagger rather than a home run. Thing is, though, the Japanese know how to listen. Watch how long it takes them to correct the seat cushion problem. And while you’re keeping an eye on Acura, look for RWD (or more likely, AWD) to begin appearing in the TL before you can say, um, G35x 4-Door upscale sports sedan. Front-wheel-drive. V-6 engine. Choice of manual and automatic transmissions.

How Much?: $32,650 to $34,850 will purchase a 2004 Acura TL.

The Inside Story: Seats four in luxurious comfort, five in a pinch. Spacious trunk. Engines: 270 hp, sohc V-6 with drive-by-wire throttle. 238 lbs. ft. torque. Transmissions: 6-speed manual, 5-speed automatic with Select-Shift. 2004 Acura TL fuel economy: 20/28 city/highway, automatic (EPA). 4 years/50,000 miles bumper-to-bumper.
Under the Hood: There is just one engine offered in the 2004 Acura TL but it’s all the engine you’ll ever need. 3.2 liter DOHC V-6, 270 hp, 238 lb-ft of torque.

Transmissions: Choose between a 5-speed Sequential SportShift automatic or a close-ratio 6-speed manual.
Warranty: 4 years/50,000 miles bumper-to-bumper, 4 years/50,000 miles powertrain.
Should You Buy a 2004 Acura TL?: At last, the TL looks as good as it goes. With dynamic new styling, the 2004 Acura TL meets BMW head-on, lacking only rear-wheel-drive to incite die-hard enthusiasts. Does that matter? Not in our opinion. What does bother us is that the rakish lines make access and visibility a problem for rear-seat passengers. We like the one-engine-only concept plus the choice of manual or auto at no extra cost and we appreciate the long list of standard equipment.

A dealer-installed A-Spec performance package is new for 2006. It includes a sport-tuned suspension that lowers the car by nearly three-quarters of an inch, along with 18-inch alloy wheels with Michelin Pilot Sport tires, a rear spoiler and other aggressive-looking exterior trim.
The current-generation RL is sportier and more stylish than the model it replaces. But being that it only comes with all-wheel drive and a V6 engine, it struggles to match the performance and handling of competing luxury sport sedans, such as the Audi A6, BMW 550i and Infiniti M45, all of which have potent V8 engines.
That said, the RL’s 290-hp 3.5-liter V6 packs plenty of punch and is one of the most sophisticated, efficient and smooth six cylinders available. However, with only 256 pound-feet of torque, this V6 can feel slower than competing sedans with torquey V8 engines when accelerating from a standstill and when overtaking vehicles on the highway.

A five-speed SportShift automatic transmission offers manual gear selection via a console-mounted shifter or steering-wheel-mounted paddles.

Rather than the rear-drive configuration favored by most luxury brands (enthusiasts feel rear drive offers better handling), the RL comes only with all-wheel drive. To its credit, this AWD system is highly sophisticated and can split power not only between front and rear wheels, as is typical, but from side to side, as well. A four-wheel independent suspension with Acura’s superb double-wishbone configuration up front and a multilink array at the rear further helps the car deliver lively handling and a relatively smooth ride.

The RL is loaded with innovative gadgets in addition to the expected upscale features (such as myriad chassis-control and safety systems, keyless access/starting and adaptive headlamps). It’s the first vehicle to offer real-time traffic reporting through its standard, voice-activated navigation system for major U.S. cities. Using XM satellite radio’s NavTraffic service, which carries a monthly fee, the system can warn drivers of road delays and suggest alternate routes.

There are a number of standard safety features geared toward children, most notably an “anti-pinch” feature for all of the windows and the sunroof (they automatically reverse direction when obstructed while being closed) and retractable rear sunshades — the likes of which can be found on most midsize and larger luxury sedans.

A new Technology Package ($3,800) includes a Collision Mitigation Braking System that automatically alerts the driver, tightens up the seatbelts and applies the brakes if it detects an imminent crash. The package also comes with run-flat tires and a laser-guided, adaptive cruise-control system that maintains a set speed and distance from traffic ahead.

The leather- and wood-trimmed interior exudes the high levels of quality we’ve come to expect from Acura, but it’s more cramped than would be expected for a sedan of this size.
Consumer Reports says the RL is more reliable than average. The RL receives five out of five stars on all of the National Highway Traffic Safety Administration’s crash tests.
The Environmental Protection Agency estimates fuel economy to be 18 mpg city/26 mpg highway.
The RL replaced the Acura Legend which, along with the former Integra (now the RSX), was one of the original Acura models that Honda used to launch its luxury brand in the U.S. in 1986.

When we reviewed the 2005 Acura RL, it set the high-water mark among high-tech cars. Its sheer volume of technologies was vast and included some that no other car had at the time, particularly NavTraffic live traffic data incorporated into the navigation system. Since then, however, the market has become more competitive, with the Infiniti M35 and the Cadillac STS as interesting alternatives. So how does the 2006 Acura RL stack up against the competition? Let’s start with a summary of the changes since we first drove it.

Weightiest is a new set of vehicle-control and collision-avoidance technologies called the Technology Package, an odd name on a car with this much technology to begin with. It includes the collision-mitigating braking system, which applies the car’s brakes to avoid hitting obstacles sensed by its forward-looking radar. This system is integrated with adaptive cruise control and bundled with Michelin run-flat tires to justify the $3,800 additional cost.

Also new for 2006 is Acura Music Link, an intelligent iPod adapter that plays, powers, and controls iPods through the in-dash factory audio system, which already plays just about every other source of sound known to man. Music Link is a dealer-installed piece with a list price of $214.

Engine power appears to be down at first glance, but this reduction is due to Acura following the new SAE J1349 horsepower rating method when it published the specs on the 2006 car. As a result, the horsepower calculation drops from 300hp in 2005 to 290hp on the 2006 RL. The torque number is also revised down slightly under the new rules, from 260 pound-feet in 2005 to 256 pound-feet today. Also, Acura dropped the 3.5 from the car’s name, although the RL is still powered by a 3.5-liter V-6.

Loaded with every tech option on the build sheet, the Acura RL comes in at about $55,000. People who prefer a high-tech premium coupe but need a sedan would find that the RL makes a good compromise. For 2006, it continues to be a–if not the–class leader in high-tech driving.
The 2006 Acura RL’s navigation system is one of its biggest selling points. Along with the Cadillac STS, it remains one of the only cars that integrates NavTraffic live traffic data into its built-in GPS system. Unlike with the much cheaper STS, NavTraffic is standard on the RL. Since we first reviewed this car in 2005, NavTraffic coverage has expanded to 22 markets, and by the end of March 2006, it should be in 31 major metro areas. We’re big fans of live traffic information and think it makes an otherwise pricey, occasionally used luxury a lot easier to rationalize.

The yellow line on one side of Interstate 80 means slow traffic, while the green line on the other side means a clear road.

NavTraffic conditions are displayed clearly as color-coded roads and icons on the map, and the car can be set to read traffic alerts aloud. This service comes at a cost, of course. After a new RL’s complimentary 12-month XM Radio subscription expires, NavTraffic costs $9.99 a month on its own or $16.94 a month bundled with XM Radio. XM Radio normally costs $12.95 a month, so the bundle with traffic represents a no-brainer savings.

The Acura RL’s 8-inch LCD is still big and bright, but it’s starting to look a little dated; its resolution is no longer the best in the business, and it doesn’t offer a bird’s-eye-view mode. It doesn’t have touch-screen capability either, which is becoming more common, although the RL’s screen is too far back in the dash for this to be simply added without repositioning the display closer to the driver.

Getting turn-by-turn directions from the RL remains a good experience, thanks to the viewing layout that puts an overview map on the left-hand 60 percent of the screen, while turn-by-turn directions occupy the right-hand 40 percent. We like that the RL doesn’t treat the driver like a child and lock out destination entry while you’re underway. And being able to use the internal Zagat guide to plot a course to a good meal is a boon to the foodies among us.

The RL’s unique onscreen menu interface for navigation, audio, climate, and other settings bugged us in 2005, and it bugs us now. It still seems a bit nonintuitive–unlike any PC, cell phone, or ATM machine on earth. Fortunately, the voice-command system, which understands 560 instructions, works well as an alternative.

Every spoke on the Acura RL’s steering wheel has buttons controlling various techie features.

The Acura RL’s Bluetooth hands-free system was easy to set up with a Cingular Treo 650, and the call quality seemed excellent with the test calls we placed. Call status is shown in a bright electrofluorescent display nestled at the bottom of the speedometer, rather than interrupting what’s on the main LCD. The RL’s hands-free system needs some updating in the phone-book department, as it can’t copy over contacts from a cell phone. Its 50-entry phone book must be manually populated using voice commands and voice commands only.

When we reviewed the 2005 Acura RL, its audio system was quite remarkable in its support for DVD-Audio discs. The 2006 model remains exceptional in that aspect–not a good report card for the progress of DVD-Audio in cars, but that’s another issue. The RL’s standard-issue Bose audio system uses Cabin Surround and Center Point technologies to create very accurate imaging when playing any disc, but with their 5.1 surround-sound coding, DVD-Audio discs especially stand out. There are 10 speakers onboard, driven by a 280-watt, 6-channel amp.

The car also has Acura’s active noise-cancellation system, which works whether or not the stereo is on. It samples and cancels low-frequency noise from the car’s exhaust note, letting softer musical nuances be heard without cranking up the volume.

We believe the RL remains the only car with a climate system tied to its GPS navigation unit. By calculating the position of the sun, the car adjusts the two sides of the climate system to account for which side of the car is, assumedly, warmer. We’ve never been able to figure out how the car knows if it’s driving in sunny weather or a downpour, however.
The 2006 Acura RL’s 3.5-liter V-6 pulls well and seems to do so more seamlessly over the previous model year. We suspect transmission programming has been revised, rather than any change to engine’s torque curve. We like the absence of numb-throttle syndrome felt in so many other cars today, where hitting the throttle kicks in a whole series of sensors and servos rather than making the car respond in a satisfying manner. The RL’s drive-by-wire throttle still feels like there’s a cable running to the engine, and that’s good. That said, the V-6 utters a slightly cheap note when accelerating, a problem that a couple of extra cylinders would cure.

Steering wheel paddles let the driver manually shift the automatic transmission.

Just as the RL comes with only one engine choice, Acura offers just one transmission to go with it. Its five-speed automatic can be manually shifted by either stirring the gear lever within a dedicated portion of its gate or by the use of two small shift paddles mounted on the back of the steering wheel. The left paddle downshifts, while the right upshifts. None of this matters since the paddles follow the steering wheel as it spins around, making a grab for either of the paddles a complicated guessing game. The gear lever is a much better way to influence this transmission, though we find its gate needlessly labyrinthine.

The car can also be manually shifted with the stick.
Braking was sure and smooth, with good, solid pedal feel. The car’s roadholding technologies include Acura’s Super Handling all-wheel-drive system and the vehicle-stability-assist program. Both work well to inspire confidence during freeway driving, as well as urban-cut and thrust-traffic negotiation.

When underway, this car feels like it looks: a biggish coupe in sedan clothing. It’s light on its feet and has clean, quick reflexes rather than overprocessed smoothness. And while not truly a performance attribute, the interior cabin styling communicates a message of sporting readiness more than stately travel.

EPA-rated mileage for the 2006 Acura RL remains at 18mpg and 26mpg, city and highway, respectively. In our mix of about 250 miles of city and highway test driving, the car calculated an 18mpg average with a speed of 30mph.
The newest feature on the 2006 Acura RL is its Technology Package, which bundles adaptive cruise control (ACC), a collision-mitigation-braking system (CMBS), and Michelin Pax run-flat tires.

Adaptive cruise control is not rare any more, but combined with CMBS, it gets interesting. The system uses a radar device mounted on the grille to determine its distance from obstacles. A button on the steering wheel lets the driver toggle between three levels of following distance: roughly 1, 1.5, and 2 seconds, respectively. If the gap between the car and traffic ahead dips below the set threshold, the system lifts off the gas and can even apply the brakes. The experience can be eerie–even alarming–when someone cuts in front of the car, since the CMBS is able to clamp on the brakes pretty aggressively, although it can’t actually stop the car. The system is meant for highway use, not avoiding rear-end collisions around town, and doesn’t even function below 25mph.

Even when ACC/CMBS is turned off, the RL’s braking system is an active design. Electronic brake distribution (EBD) biases the braking pressure from front to rear wheels depending on the attitude of the car and how it’s loaded. On top of that, brake assist electromechanically works the brakes in a panic stop, applying maximum force to haul the car down to a controlled stop as quickly as possible. Both of these technologies, while not unique to the RL, are standard on the car.

The Michelin Pax run-flat tires are more than just a special tire on any old rim. Pax is a complete tire-and-wheel system. Inside the tire, mounted around the circumference of the rim bed, is a sort of skinny, semipneumatic inner tire. It allows the wheel to be driven, even with a total flat, up to 125 miles at 55mph before needing repair. A special tire-bead technology is also employed; even in the event of blowout, the tire casing should stay put on the rim. It’s a tough item to test, but combined with the tire pressure-monitoring system, it certainly speaks to the new age of tire inflation.

The RL continues into 2006 with its active front-lighting system, Acura’s version of low-beam headlights that swivel up to 20 degrees based on steering wheel angle and vehicle speed. The system is quite noticeable in operation and definitely throws a little more light into places 100 feet or so around the car’s nose.

Each new RL comes with a year of OnStar Safe and Sound coverage, which includes remote door unlocking, air-bag deployment notification, stolen-vehicle locator assistance, and roadside assistance. After that first year, OnStar charges $16.95 a month or $199 a year to continue coverage.

The 2006 Acura RL’s warranty remains at four years/50,000 miles on the overall car and any high-tech accessories optioned on it, but power train coverage has been bumped up to six years/70,000 miles, which we think is an appropriate for a $50,000 car.

The American influence of this concept goes further than the mouse-wielding designers. Sharp creases on the concept’s body suggest modern Cadillacs, albeit without their awkwardness. Acura designers also incorporated muscular fender flares, suicide rear doors and a pronounced nose. It’s the most gangsta Acura yet.

Definitely not a clone of other cars, the concept is bookended with traditional Acura design cues. A five-point grille is the only conformance to corporate design marching orders in front, though it wears a beak only an octopus could love. Especially when coupled with the narrow headlights, which also double as air intakes.

More convincing is the chiseled tail, which recalls the CL coupe. The all-glass roof tops an interior that was off-limits to our prying eyes. Billet-machined, polished aluminum wheels measure 22 inches in front and 23 inches in the rear. What they have in size, they lack in taste.

According to Acura, we can expect future products to be influenced by it. Indeed, if the right design cues are carried into production, the aggression will be a shot in the arm to future Acura sedans. Like most concepts, no powertrain lies underhood, but designer Dave Marek says it’s sized such that “a large, powerful engine lurks beneath the surface.” Considering that today the largest, most powerful engine in Acura’s stable is a 300-horsepower 3.7-liter V6, perhaps this comment hints at the future of Honda’s powertrain group.

I could tell you all about the 22-inch front and 23-inch rear wheels, the brake calipers, the cooling ducts and any number of other well-meaning features on this design study, but I’m distracted by the aesthetic catastrophe that is the Acura Advanced Sedan Concept.

The show-stopping Acura ‘Advanced Sports Car Concept’ made its world debut today at the 2007 North American International Auto Show. The dynamically styled concept provides a preview of the design direction for the successor to the Acura NSX.

Created to take exotic sports car styling to a new level, the concept is designed to incorporate a powerful front-mounted, V-10 engine and a new high- performance, rear-wheel-drive based version of Acura’s exclusive Super Handling All-Wheel Drive™ (SH-AWD™).

‘The Acura brand will always be a home for people who love to drive,’ said Takeo Fukui, president & CEO of Honda Motor Co., Ltd. ‘As we advance toward building a car like this, I can tell you it will feature advanced technology matching our passion for performance.’

The concept’s exterior demonstrates a dynamic fusion of advanced technology and emotion. The long, pronounced hood features deeply sculpted lines and embossed air vents, both of which hint at the powerful engine beneath. The exterior lines run the length of the body, creating a ribbon- like effect from the front headlights to the rear wheel arches, evoking a feeling of movement and power.

Although modern in its appearance, the Advanced Sports Car Concept retains the subtle cues associated with its predecessor, the NSX. The concept’s slim, LED headlights are pushed wide and designed to mimic the pop-up headlights found on the first generation NSX. Other styling hints include a modern take on wraparound rear taillights and the all black cockpit.

‘Our intention was to design an exotic sports car that gracefully combines advanced technology and strong emotion,’ said Jon Ikeda, principal designer, Acura Design Center. ‘The technical, machined surfaces and keen-edge design are balanced with sweeping curves and dramatic lines, all of which results in the ultimate exotic sports car.’

Wide and low to the ground with a 108.8 inch wheelbase, the concept is anchored by grippy 19 inch front and 20 inch rear performance tires which are mounted to custom billet-machined, polished aluminum wheels. Powerful, ventilated carbon ceramic brake discs and eight-piston calipers accent the wheels. Bold wheel arches and flares add to the concept’s aggressive appearance.

The low slung cabin is constructed entirely of tinted glass and sits flush against the body. Door handles are also flush mounted, allowing the sports car to retain a clean and aerodynamic appearance. The Advanced Sports Car Concept features a carbon fiber underbody and the rear is finished with aggressive quad exhaust pipes and integrated rear diffusers, further communicating its high performance potential.

The Advanced Sports Car Concept was designed by the Acura’s Los Angeles- based design team that will be based at the new Acura Design Center, opening this summer

Dearly beloved, we are gathered here to honor the Acura RSX, whose life was cut short by overlapping products and muddled brand identity. Since 2002, this, the US version of the fourth generation Honda Integra, has enjoyed strong consumer support and numerous awards from erstwhile auto critics, including two consecutive year’s on Car and Driver’s 10Best list. But we are not here to debate the value of ad-sponsored gongs or mourn the passing of a beloved automobile. We are here to celebrate a life well lived.
Until it ceased production this summer, the Acura RSX was an upgraded seventh generation Civic coupe. To differentiate the two models, Acura’s brandgineers gave the RSX a lower and wider stance than its Honda counterpart. It also blessed the RSX’ snout with a vertical crease, bisecting the model’s nose from bumper to windshield, forming an aerodynamic point. The model’s steeply raked windshield starts an arc that terminates down the rear of the steeply raked rear window. The lift back design reveals the RSX for what it is: a longish three-door hatchback. Overall, the RSX’ clean and uncluttered looks lacked both brand identity and charisma, a lethal combination (ipso facto).

Once inside, Steve Jobs himself would applaud the RSX’ no-brainer ergonomics. The car’s curved dash pod is blissfully, elegantly Spartan; free from the infestation of dials and buttons, bells and whistles that clutter most new cars. You get three Playskool knobs for your climate control, a few glove-friendly radio buttons for your BOSE blaster, a hazard switch and that’s all she wrote. Also delightfully absent: in-dash GPS, car phone, onboard computer and all the other electronic tchotchkes that distract enthusiasts from the art of driving.

The top of the RSX’ dash is lined with a substance of uncertain origin called “textured titanium.” While the dashboard’s clothing isn’t particularly attractive or sporty-looking, props to Acura for deploying a material that hasn’t [apparently] been pumped from beneath Saudi sand or peeled off the butt of a dead cow. The front seats hug driver and passenger. The rear chairs are inescapable invitations to experiment with yoga; anyone taller than five feet will find themselves craning for comfort. I can’t imagine that many RSX buyers are overly concerned about cargo, but with seats up, the Acura can stash more stuff than a Mitsubishi Eclipse or Scion tC.

A suave demeanor and a thick Russian accent masked the enthusiasm of my Acura guide, Serguei. But his love for the coupe became evident the moment he hurled the RSX through a cloverleaf interchange. (He may not have many RSX left to sell, but sell them he does.) Once we made the changeover, the RSX’ thick steering wheel inspired immediate confidence. The variable power assist rack-and-pinion steering is razor sharp, delivering precise information on the front hoops, and outstanding control of same.

The coupe’s light curb weight (2734 pounds) and sport-tuned suspension (McPherson struts in front, double wishbone at the back) give the RSX superb flickabilty. The car stays flat through the corners, yielding moderate and predictable understeer when pushed. Yet the progressive-rate rear shocks float over small bumps without harshness, with the all-season 16’s delivering daily driver compliant comfort.

That said, there is no question whatsoever that this is the high-strung member of the Acura family. To wit, the RSX’ 2.0-liter engine produces 155hp @ 6500rpm. That may be as nothing to the Type-S’ sky-high 8100rpm redline, but caning the RSX involves regular forays to the iVTEC powerplant’s penthouse. Meanwhile, torque steer is virtually non-existent; there’s not enough torque to pull the helm sideways. In other respects, the RSX’ smooth-spinning mill is impressive in the typical Honda fashion, achieving Low-Emissions Vehicle (LEV-2) standards while traveling 27 miles per gallon in the city and 34mpg on the highway.

The RSX’ brakes are its biggest disappointment. The four-wheel disk ABS-controlled binders tell the right story on paper. In practice, they struggle to get the job done. Under emergency stops, the left and right ABS channels do not appear to be synchronized, creating a disconcerting Jitterbug vibration. Pistonheads would be well advised to factor-in the price of a major brake upgrade when considering an RSX.

As is, the RSX is the perfect car for a driver that wants a sports car without a lot of horsepower (e.g. unmarried people that gravitate to careers that involve chalk and erasers, white shoes or telephone headsets). Rumor has it that the RSX may not be the last Acura to dabble in the sub-$30k segment. Although nothing has been officially announced, only a couple of model years are likely pass before Acura produces another small coupe. Acura is sure to festoon any new model with a raft of techno-baubles that blight the TL, which were artfully absent in the RSX. Until then, RSX RIP.

Acura used to be the place to go if you wanted a quicker and slicker Honda. But since Honda brought out its formidable S2000 roadster last year, the waters have been muddied somewhat.

Now the Integra — formerly the apex predator of the Acura line — has been replaced by a new model called the RSX. It’s a zippy little thing, especially when armed with the new six-speed manual transmission and optional 200-hp engine, but it’s still outclassed (and outgunned) by both the 240-hp S2000 and its own stablemate, the 260-hp CL Type-S coupe.

Previously, the Integra was  not only the hottest Acura, especially in Type R form, it was also the one to be coveted. The new RSX Type-S, while on paper packing more heat than the old Type R (200 hp vs. 195 for the old car) is not at the top of Acura’s lineup, and really is more of a commuter with some punch than a knife-edged runner like the old Integra was.

Like Elvis in the ’70s, the ‘02 RSX Type-S is a little more glitzy, a tad less spontaneous and  unpredictably explosive than the original. It’s also offered only as a hatchback coupe — a decision that may come back to haunt Acura.

2002 Acura RSX Type-S
Base price range: $23,170
Engine: 2.0-liter four-cylinder, 200 hp
Transmission: Six-speed manual, front-wheel-drive
Wheelbase: 101.2 in
Length: 172.2 in
Width: 67.9 in
Height: 55.1 in
Curb Weight: 2766 lb
EPA (cty/hwy): 24/31 mpg (six-speed manual)
Safety equipment: Dual front airbags, side airbags, ABS
Major standard features: 200-hp engine with variable valve timing, six-speed manual transmission, leather sport buckets with lumbar support, brushed aluminum accents, climate control, premium Bose audio w/seven speakers and six-disc CD autochanger, power windows, locks, cruise and rear wiper
Warranty: Four years/50,000 miles

This hybrid achieves a fuel economy of 5.6 litres per 100 kilometres (42 miles per gallon). Dn-X has unique six-speed transmission allowing the driver to chose either manual or automatic mode at his or her discretion. When placed in manual mode, the DN-X operates as a clutchless, six-speed manual transmission similar to those found in Formula One race cars. Shifting gears is accomplished using controls located on the steering wheel. 18-inch alloy wheels in front and 19-inch alloy wheels

Source -
Acura debuted its newest concept vehicle today, the DN-X sports sedan, at the New York International Auto Show. Infused with the latest technology, the DN-X puts an exclamation point on the term sports sedan by combining the style, handling and exhilarating performance of a high-powered sports car with the roominess and functionality of a luxury sedan.

‘Don’t let the four doors fool you, the DN-X concept is all sports car,’ said Tom Elliott, executive vice president of American Honda Motor Co., Inc. ‘Looking into the future, our designers created the perfect solution for those that want a sports car but also need to carry passengers.’

The company’s racing heritage and legendary engine technology is evident in the DN-X. The mid-engine, all-wheel-drive DN-X concept is equipped with a unique 400 horsepower hybrid powertrain that combines a high-output, 3.5-liter, DOHC, i-VTEC V-6 engine powering the rear wheels and an advanced electric Integrated Motor Assist (IMA) system that provides additional power to all four wheels. Not only does this system provide outstanding performance, but also achieves an environmentally conscious 42 miles to the gallon.

During acceleration, the IMA system contributes supplemental torque, resulting in both lower fuel consumption and powerful acceleration. The IMA’s ultracapacitor is recharged by regenerative braking that takes energy from forward momentum and captures it during braking. This system makes an external electric power supply unnecessary.

Mated to this high output powerplant is a unique 6-speed transmission allowing the driver to chose either manual or automatic mode at his or her discretion. When placed in manual mode, the DN-X operates as a clutchless, 6-speed manual transmission similar to those found in Formula One race cars. Shifting gears is accomplished using controls located on the steering wheel. Or, if desired, the DN-X can be driven as an automatic by selecting ‘D’ on the center console.

Also unique to the DN-X are new drive-by-wire systems that control throttle, brake and steering operations and eliminate the need for a mechanical connection between the cockpit and these components. Steer-by-wire utilizes two actuators in the car’s front corners that receive input from the control module and turn the front wheels accordingly. Likewise, the electro-mechanical (EMB) brake-by-wire system, replaces the hydraulic system with electronic controls and actuators.

To further enhance its performance, the DN-X is equipped with a Vehicle Stability Assist (VSA) system similar to other Acura models, as well as the Active Torque Transfer System (ATTS). Synchronized to work together, VSA and ATTS help to suppress wheel slip and provide smoother, more stable cornering.

Designed as a true sports car, the DN-X has been given a highly rigid, lightweight state-of-the-art chassis tuned to provide the ultimate in handling and maximum aerodynamic efficiency. A wind tunnel-designed monocoque body and highly effective integrated front spoiler help to improve handling by lowering the coefficient of drag to a mere 0.23, nearly 25 percent less than the exotic Acura NSX sports car. Fully independent front and rear double wishbone suspension, large ventilated disc brakes, 18-inch alloy wheels in front and 19-inch alloy wheels in the rear compliment the DN-X’s sporty personality.

The DN-X is equipped with a host of technological innovations. Among them is the Intelligent Driver Support system (IDS) which is comprised of Lane Keeping Assistance and Adaptive Cruise Control.

Lane Keeping Assistance uses CCD cameras to recognize when the DN-X is veering out of its lane. On a highway, these cameras detect the lane markings and, if the car veers out of its lane, an audible and visual warning occurs and the steering automatically re-centers the car in its lane.

The Adaptive Cruise Control system uses sensors to keep the DN-X a safe distance from the car in front of it by controlling the accelerator and brake as needed. Laser radar tracks the speed and distance of the vehicle in front and maintains the DN-X’s speed accordingly.

Another component of the DN-X’s high-tech wizardry is the Night Vision System. Night Vision uses infrared cameras to enhance visibility and safety at night. When an object is detected, the system provides an audible warning and shows a highlighted infrared image on the center display.

Active Headlights further aid visibility by adjusting the angle of its beams to match the speed and direction in which the vehicle is traveling. During straight-line driving, the headlights perform like conventional systems by illuminating the road directly in front of the vehicle. When entering a curve, the upper portion of the headlights respond to steering direction and mapping information provided by the GPS navigation system to illuminate the entire road surface throughout the corner, thus minimizing blind spots.

The DN-X concept’s technical advances extend to the passenger cabin as well. The instrument panel of the DN-X, featuring interactive voice-recognition, is divided into three, easy-to-read units. A pop-up display in the center console provides access to e-mail, Internet and cellular telephone service. The LCD screen also shows navigation information from the Acura Satellite-Linked Navigation System.

Housed in the center display, located just below the windshield to minimize driver distraction, is a navigation section that indicates upcoming turns as well as the presence of objects in the roadway detected by the vehicle’s Night Vision System.

The third unit is comprised of a three-dimensional meter located in the dashboard that displays the speedometer, tachometer and odometer. In addition, alerts from the IDS system, notification of incoming phone calls and e-mails, as well as other basic driving status information are also displayed on this meter.

2002 Acura DN-X
Year 2002
Make Acura
Model DN-X
Engine Location Mid
Drive Type 4WD
Combined MPG 0.00
Introduced At 2002 New York City NY

Engine
Engine Configuration V
Cylinders 6
Aspiration/Induction Normal
Displacement 3.00 L | 183.1 cu in. | 3001 cc.
Horsepower 400.00 HP (294.4 KW)
HP / Liter 133.3 BHP / Liter

Transmission Information
Gears 6
Transmission Manual

Honda’s luxury division basically broke the sports-car rules with the NSX. For a high performance “exotic,” the NSX is extremely refined, reliable, and at least modestly practical. Acura’s sports car offers a unique combination of race-car engineering, performance, and looks, along with its pragmatic virtues. Not only is this 2-seater extremely fast, but it’s also smooth, surprisingly quiet, and easier to drive than most high-performance cars. Despite smallish engines, acceleration rivals that of the V8 Corvette and the late-’90s Porsche 911. Our tests bore out Acura’s performance claim, with 0-60 mph acceleration in 5.8 seconds. Even economy is impressive. A late-model 6-speed NSX averaged a relatively frugal 22 mpg. Sure, some folks might crave more raw power, but an NSX offers most of the rewards of a true exotic with almost none of the usual drawbacks–except for its high price. The well-behaved automatic transmission is only slightly less rewarding than the 5- or 6-speed stick. Handling ranks among the world’s best. Steering is precise, though heavy for parking if not equipped with power assist. Cornering is flat and stable, braking short and true, noise levels acceptable. The ride is firm, but supple enough for such a high level of performance. Standard traction control enhances wet-road safety, but can be switched off when not needed. On the down side, the low nose demands some caution around dips, parking-lot barriers, and certain speed bumps. Despite road-hugging styling and a midengine layout, an NSX affords easier entry/exit than most sports cars, including the Corvette, plus the best visibility of any exotic automobile. Over-the-shoulder views are poor, however, and the top of the dashboard reflects in the windshield. Strong sunlight can wash out the electronic climate and audio displays, too. There’s enough cockpit space for husky 6-footers, and the dashboard is as user friendly as a Legend’s. Seating is low-slung but comfortable. Luggage space is sparse.

Value for the Money

Although early models were selling new for as much as $100,000 (or even higher), demand eased after a year or two, sending transaction prices below MSRP. Secondhand too, an NSX is a lot more expensive than a Corvette or a Porsche 911, yet it lacks the pedigree of similarly priced Ferraris. Still, it’s almost worth that high dollar figure because of its blend of refinement, performance, and appealing ergonomics.

price    $60 000 USD
engine    All Aluminum V6
position    Transverse Mid-Engine
valvetrain    DOHC 4-Valves / Cyl
fuel feed    Honda PGM-F1 Electronic Injection
displacement    2977 cc / 181.7 cu in
bore    90.0 mm / 3.54 in
stroke    78.0 mm / 3.07 in
compression    10.2:1
power    201.3 kw / 270 bhp @ 7100 rpm
specific output    90.7 bhp per litre
bhp/weight    199.41 bhp per tonne
torque    284.7 nm / 210.0 ft lbs @ 5300 rpm
redline    8000 rpm
body / frame    Unit Aluminum
driven wheels    Mid Engine / RWD
front tires    F 225/50ZR-15
rear tires    R 225/50ZR-16
front brakes    Vented Discs w/ABS, Vacuum Assist
f brake size    282 mm / 11.1 in
rear brakes    Vented Discs w/ABS, Vacuum Assist
r brake size    282 mm / 11.1 in
front wheels    F 38.1 x 16.5 cm / 15 x 6.5 in
rear wheels    R 40.6 x 20.3 cm / 16 x 8 in
steering    Rack & Pinion
f suspension    A-Arms w/Coil Springs, Tube Shocks, Anti Roll Bar
r suspension    A-Arms w/Coil Springs, Tube Shocks, Anti Roll Bar
weight    1354 kg / 2985 lbs
wheelbase    2530 mm / 99.6 in
front track    1509 mm / 59.4 in
rear track    1529 mm / 60.2 in
length    4404 mm / 173.4 in
width    1811 mm / 71.3 in
height    1171 mm / 46.1 in
transmission    5-Speed Manual
gear ratios    3.07:1, 1.73:1, 1.23:1, 0.97:1, 0.77:1, :1
final drive    4.06:1
top speed    270.4 kph / 168.0 mph
0 – 60 mph    5.6 seconds
0 – 100 mph    14.1 seconds
drag    0.32 Cd

The mid-engine, two-seater NSX offers two distinct powerplants. The standard engine is an all-aluminum 3.2-liter V-6 that produces 290 hp and 224 lb-ft of torque mated to a 6-speed manual transmission. An electronically controlled 4-speed automatic transmission with Formula One-inspired SportShift mode is optional and comes with an all-aluminum, 3.0-liter V-6 that produces 252 hp and 210 lb-ft of torque.

Both engines are normally aspirated and are equipped with dual overhead cams, four- valves-per-cylinder, a Variable Valve Timing and Lift Electronic Control (VTECœ) system, and a Variable Volume Induction System intake configuration. They also offer Programmed Fuel Injection (PGM-FI) and a direct-ignition system that uses six individual coils, one mounted atop each spark plug, instead of a single coil for all six cylinders.

Introduced in 1991 and not fundamentally altered since, the mid-engine 2-seat sports car from Honda’s luxury division comes as a fixed-roof coupe and as the NSX-T with removable roof panel. A 6-speed manual transmission teams with a 290-hp 3.2-liter V6, a 4-speed automatic with a 252-hp 3.0-liter V6. The automatic has Acura’s SportShift manual-shift feature. Traction control, ABS, power steering, leather interior standard. A revised 2002 model is due in early calendar ‘02.

This class features an interesting mix of hard-core performance models and more luxurious touring convertibles. Our Best Buys give you a little of both worlds. The Chevrolet Corvette is fast, comfortable, and reasonably affordable. Unlike previous models it doesn’t beat you up with a hard ride, and it will cruise quietly at highway speeds. Our other Best Buy, the Mazda Miata, is a bare-bones roadster with few frills and average acceleration, but for weekend fun on a twisty back road it’s hard to beat.

If you don’t mind spending a few more bucks, we recommend you take a look at the Mercedes-Benz SLK. The Mercedes offers an interesting mix of performance and luxury. It also has a retractable hardtop, making it more of an all-weather car.

U.S. NSX sales totaled just 221 units in calendar 2000 (vs 238 the previous year) and a mere 95 in the first half of ‘01, off 29.6 percent from the year-earlier period. All other markets, where this “exoticar” is sold as a Honda, generate hardly more. Even so, NSX remains an image-leader for the Japanese company, and after 11 years with no fundamental change, it will finally be updated for 2002 as a late arrival.

We’ll know all the specifics soon, so keep checking back with us. From what we know now, however, the 2002 NSX is a reskinned version of the current model, with a reshaped nose and tail, more prominent rear spoiler, and exposed glass-covered headlamps instead of the familiar flip-up units. Powerteams may be massaged a bit, and a few new features are likely–including, perhaps, a 5-speed automatic transmission. Most Acura dealers should have at least one ‘02 NSX in stock by the second quarter of next year. A full redesign with rumored V8 power has apparently been put back until at least the 2006 model year.

2001 Acura NSX Performance

- 2,977 cc 3 liters 6 V mid engine with 90 mm bore, 78 mm stroke, 10.2 compression ratio, double overhead cam, variable valve timing/camshaft and four valves per cylinder
- Premium unleaded fuel
- Fuel economy EPA highway (l/100km): 9.8
- Multi-point injection fuel system
- Main 70 liter premium unleaded fuel tank
- Power: SAE and 188 kW , 252 HP @ 6,600 rpm; 210 ft lb , 285 Nm @ 5,300 rpm

2001 Acura NSX Handling

- ABS
- Four disc brakes including four ventilated discs
- Electronic traction control via ABS & engine management
- Immobilizer
- Limited slip differential
- Spacesaver steel rim internal spare wheel
- Wishbone front and rear suspension with stabilizer bar independent with coil springs

2001 Acura NSX Exterior

- Front and rear body color bumpers
- Coefficient of drag: 0.32
- Driver and passenger power body color door mirrors
- External dimensions: overall length (mm): 4,425, overall width (mm): 1,811, overall height (mm): 1,171, wheelbase (mm): 2,530, front track (mm): 1,509, rear track (mm): 1,529 and curb to curb turning circle (mm): 11,613
- Front fog lights
- Projector beam lens halogen bulb concealed headlights
- Heat reflective glass
- Luxury trim
-
Black paint , gloss paint , pearl paint
- Rear window
- Front and trunk/hatch spoiler
- Front steel manual sunroof
- Tinted glass on cabin
- Weights: curb weight (kg) 1,455
- Windshield wipers with variable intermittent wipe

2001 Acura NSX Interior

- Air conditioning with climate control
- Power + diversity antenna
- Peripheral anti-theft protection
- Front ashtray
- Audio anti-theft protection: code
- Bose audio system with AM/FM
- Cargo area light
- Cargo capacity: all seats in place (liters): 142
- Front seats cigar lighter
- Clock
- Dashboard full console , floor full console with covered storage box
- Courtesy lights
- Cruise control
- Front seats cup holders
- Door ajar warning
- Floor covering: carpet in load area
- Floor mats
- Driver and passenger front airbag
- Sports seat , sports seat
- 3-point reel front seat belts on driver seat and passenger seat with pre-tensioners
- Front seat center armrest
- Lockable glove compartment
- Two head restraints on front seats
- Illuminated entry system
- Internal dimensions: front headroom (mm): 922, front hip room (mm): 1,367, front leg room (mm): 1,125 and front shoulder room (mm): 1,334
- Low fuel level warning
- Remote power locks includes trunk/hatch
- Vehicle speed proportional power steering
- Front power windows with one one-touch
- Front reading lights
- Rear view mirror
- Remote audio controls
- Remote fuel filler door release
- Electric remote trunk/hatch release
- Leather seat upholstery with additional leather
- Seating: two seats
- Service interval indicator
- Four speakers
- Leather covered steering wheel
- Tachometer
- Ventilation system with recirculation setting

Acura Advanced Sports Car Concept

If the 2008 Acura RDX participated in a round of speed dating, it’d probably say this: “Hi, I’m RDX. I’m young and active. I’m into high-tech gear and fashion. In my spare time, I like working out and going for long drives in the rain. My family is well-known and famous. I’m ready for a long-term commitment; but first, is your credit score above 780?” Time’s up. Interested?

If you are, read on, you hopeless romantic. Introduced last year as an all-new model, the Acura RDX follows the typical small crossover SUV plan by having a car-based body structure, a fully independent suspension and seating for four adults. It’s about the same size as a Honda CR-V, but there are many upgrades that make it a more premium (and more expensive) selection. Acura’s baby SUV comes with a turbocharged four-cylinder engine, an advanced all-wheel-drive system and the upscale interior features and ambiance typical of an Acura product.

As SUVs go, the RDX is all-in on the “S” part. The turbo four is potent and spreads its power evenly throughout the rev range. That power is sent through Acura’s “Super-Handling All-Wheel-Drive” (SH-AWD) system that can adjust torque output to individual wheels to maximize handling and traction. Handling is furthered by a firmly tuned suspension and big wheels and tires. However, the capital S comes at the expense of some “U.” Ground clearance is hardly better than a regular sedan’s, the ride quality can occasionally be harsh and the interior lacks the space and versatility one can typically expect from this type of vehicle.

Essentially, the 2008 Acura RDX is a sport sedan disguised as a small SUV. It’s not a bad combo, really — how many people plan to hit the trails in such vehicles? Plus, this is a design approach that BMW has successfully used for the X3, and indeed the two models are prime competitors. The RDX is a bit quicker from zero to 60 mph and has a lower price but lacks the X3’s extra interior space and premium ambiance. We like the Acura and recommend it, though it’s in your best interest to look at both of these vehicles as well as the new Infiniti EX35. Alternately, top non-premium models like the similar-performing Mazda CX-7 or the larger Toyota RAV4 V6 are also very good choices.

The 2008 Acura RDX is a small, five-passenger luxury crossover SUV. Standard equipment is generous and includes 18-inch alloy wheels, xenon headlights, a moonroof, full power accessories, heated front seats, a power driver seat with memory, Bluetooth connectivity, leather upholstery and dual-zone automatic climate control. A seven-speaker audio system with a six-disc CD/MP3 changer, satellite radio, steering-wheel-mounted audio controls and an auxiliary input jack is also standard. The RDX’s Technology package adds a navigation system with real-time traffic, a rearview camera, solar-sensing and GPS-linking features for the climate control and a 10-speaker Acura/ELS premium surround-sound audio system.

Under the hood is a turbocharged 2.3-liter four-cylinder engine. It’s capable of 240 horsepower and 260 pound-feet of torque. A five-speed automatic transmission with manual shift control is standard. Power is sent to all four wheels through an all-wheel-drive system (SH-AWD) similar to the one used for the RL luxury sedan. It’s not only able to distribute torque between the front and rear axles, but also between the left and right wheels. In testing, we’ve found the RDX can accelerate to 60 mph in 6.8 seconds, one of the quickest times for this segment. Fuel economy is disappointing, however, with a 2008 EPA estimate of 17 mpg city/22 mpg highway. Towing capacity is a minimal 1,500 pounds.

Every 2008 Acura RDX comes standard with front-seat side airbags, head-protecting side curtain airbags with a rollover sensor, active front head restraints, antilock brakes with brake assist, stability control and traction control. The RDX has also proved to be very crash-worthy; in government testing, it earned a top five-star rating for protection of occupants in both frontal and side-impact crashes. Similarly, the Insurance Institute for Highway Safety gave the RDX a top score of “Good” in frontal-offset and side-impact crash testing.

Thanks to its leather seating, metallic accents, blue illumination for the gauges and symmetrical dash design, the RDX’s interior looks considerably more upscale than the average small SUV. There is a bit more plastic than expected in an Acura, but not enough to be bothersome. An improbably deep center storage compartment between the front seats can hold a briefcase or laptop bag. The most concerning aspect about the RDX is its lack of utility. Folding down the 60/40-split rear seat reveals 61 cubic feet of cargo room, less than what many other small crossovers can hold. Rear passengers don’t receive many amenities, and the rear seats don’t recline or slide fore and aft.

The 2008 Acura RDX should come with a free subscription to ESPN HD; it’s all about sport. When the turbo kicks in with a minimum of lag, it does so with a delicious whooshing sound. The transmission is well suited for the engine’s power delivery, though there is no rev-matching capability for downshifts. The ride quality is firm, perhaps overly so on rough city streets. In return, the RDX is eager to play when driven on curvy roads. Its firm suspension and big wheels and tires provide plenty of grip, while the signature SH-AWD system maximizes traction and idealizes yaw control.

Acura MDX 2008 Acura MDX SUV

The first-generation Acura MDX arrived at a time when most luxury SUVs still featured body-on-frame construction and the term “crossover” was but a glimmer in some marketer’s eye. At the same time, the midsize MDX bettered other car-based luxury SUVs by offering a standard third row of seats that folded neatly into the cargo floor. It also made no qualms about being a dedicated on-road SUV with a clever all-wheel-drive system designed for tackling inclement weather rather than canyon trails. Though we thought it lacked a little in terms of personality and prestige, the original Acura MDX nonetheless became a favorite among families looking for a comfortable and upscale seven-passenger vehicle.

For the second-generation MDX, Acura maintained the family-friendly packaging but spiced up the recipe with styling, performance and handling enhancements. Most significantly, this model has a more powerful V6 and a new all-wheel-drive system called Super Handling All-Wheel Drive (SH-AWD). Improvements were also made to the interior, where materials and technology were upgraded to bring the MDX in line with the rest of Acura’s high-tech lineup.

New or used, the Acura MDX is one of our top recommendations. In areas that are most important for the midsize luxury SUV segment, including comfort, versatility and refinement, the MDX excels. And with the second-generation model, Acura has created an exciting driver’s SUV that can easily be mentioned in the same sentence as BMW’s new X5 or the Porsche Cayenne.

The Acura MDX has been completely redesigned for 2007. As before, there is only one trim level available with several different packages. Standard niceties include leather seating, a sunroof, a tilt/telescoping steering wheel, satellite radio and Bluetooth phone connectivity. Technology, Sport and Entertainment option packages include such items as active damping suspension, Acura’s excellent voice-activated navigation system with real-time traffic reporting, a power tailgate, a 10-speaker surround-sound audio system and a rear-seat DVD entertainment system.

The new Acura MDX comes with a 300-horsepower 3.7-liter V6 and a five-speed automatic transmission. Also standard is Acura’s “Super-Handling” All-Wheel-Drive system (SH-AWD). Besides improving traction in bad weather, SH-AWD is capable of transferring up to 100 percent of power to one wheel depending on conditions. Specifically, it allows the outer rear wheel to accelerate more quickly through a turn to give the MDX greater handling ability.

The MDX’s aggressive new exterior has drawn love-it-or-hate-it responses: particularly its shieldlike metallic grille that looks as if it could be wielded by a Spartan in battle. Nevertheless, at 78.5 inches from shoulder to shoulder, the midsize MDX sits on a wide track, giving it an athletic, hunkered-down appearance that conveys its sporting character.

The interior has been spruced up with more wood, improved materials, a more driver-focused design and the latest high-tech features Acura has to offer. With a 60/40-split middle row and folding 50/50-split, fold-flat third row, the MDX offers a versatile rear compartment for passengers and cargo. The rearmost row has decent room for children or smaller adults, but it isn’t as roomy as those in GM’s new large crossover SUVs or the Mazda CX-9, and should be considered mostly for occasional use. When the third-row seats are folded flat, cargo capacity swells to 43 cubic feet. Drop the second row as well and there’s a max of 84 cubic feet.

In road tests, we were surprised by the MDX’s nimbleness and generally sporty nature. If you’re looking for a tire-smoking SUV, the MDX’s 0-60-mph time of 8.1 seconds will hardly set your heart a-flutter. But its mix of sport sedan handling and crossover utility certainly makes it one of the best luxury SUVs around.

The Acura MDX was an all-new model in 2001, sharing a unibody platform with the second-generation Honda Odyssey and the first-generation Honda Pilot. It came standard with a 240-hp, 3.5-liter V6 and an all-wheel-drive system that automatically transferred powered front and back for optimal grip. Three rows of seats were standard in this seven-passenger midsize SUV, and as with all Acuras, there was a high level of standard equipment. A touring package added an upgraded stereo, roof racks and dual power front seats. A navigation system was a stand-alone option, but later became its own dedicated package with things like a rearview camera and voice command technology included.

In 2003, power was boosted by 20 horses. The chassis was also strengthened, the suspension retuned and the brakes upgraded. The aforementioned rearview camera and a DVD entertainment system became available. Power was upgraded again in 2004 to 265 hp, while the exterior and interior received a midlife freshening. Upgraded electronic features and improved materials brought the MDX’s level of luxury closer to Acura’s newer products. Meanwhile, side curtain airbags and a tire-pressure monitor increased the MDX’s already impressive safety credentials. The 2005 model year saw the addition of standard satellite radio, available Bluetooth on Touring models and an upgraded navigation system. In 2006, new SAE horsepower testing procedures dropped output to 253, but real-world performance did not change.

At the time, our reviewers commented favorably about the MDX’s seven-passenger capacity, top crash test scores and affordable price. Downsides included a below-average tow rating, ho-hum interior materials and a perceived lack of prestige compared to more elegant rivals like the BMW X5 and Lexus RX. Overall, though, the original Acura MDX is a smart used or certified pre-owned purchase. Keep in mind that later models have higher levels of luxury features and power. Also keep in mind that the first-generation Honda Pilot offers roughly the same package as the Acura. Though less luxurious, it featured slightly more interior room (giving it eight-passenger capacity) and could be similarly equipped for a lower price.

The Acura RDX is Acura’s first compact luxury crossover SUV. Originally previewed as the Acura RD-X concept car, the production RDX had its debut at the 2006 New York Auto Show and went on sale on August 11, 2006.

The RDX takes over from the MDX as Acura’s entry-level crossover SUV, as the MDX continues to grow in size and price. The RDX competes with other compact luxury SUVs such as the BMW X3, Lincoln MKX, and Land Rover LR2; other competitors include slightly larger crossovers such as the Lexus RX and Volvo XC90 as well as luxury-option versions of vehicles such as the Subaru B9 Tribeca and Mazda CX-7. The RDX is assembled in Marysville, Ohio. Although the dimensions of the vehicle are similar to that of the Honda CR-V, Acura claims the RDX uses a unique platform developed to handle the vehicle’s advanced all-wheel drive system. Sales have been slow. 3832 units have been sold in the first two months of 2007 which is below forecast. Incentives will be offered to help sales.

The RDX is powered by Acura’s first turbocharged engine. The 2.3-liter I4 K23A1 engine has all-aluminum construction, an i-VTEC head, and dual balance shafts. Acura variable flow turbocharger reduces turbo lag by using a valve to narrow the exhaust passage at low rpm, increasing the velocity of the exhaust flow and keeping the turbine spinning rapidly. At higher rpm, the valve opens to allow more exhaust flow for increased boost. The engine also features a top-mounted intercooler which receives air from the grille, channeled by ducting under the hood. The Acura RDX engine is rated at 240 bhp @ 6000 rpm with a torque peak of 260 ft/lbf. @ 4500. The EPA estimated fuel mileage is 19 city and 23 highway miles per gallon. New more realistic EPA mileage estimates as of February 2007 are 17 city and 22 highway. The recommended fuel is premium unleaded.

The Acura RDX comes standard with a 5-speed automatic transmission with Acura SportShift sequential manual shift capability, activated by paddles mounted on the steering wheel. The paddles can be used in Drive (D) to make a gear change with the transmission returning to automatic mode as soon as the vehicle resumes a steady-cruise state. The Sport (S) setting has higher shift points and quicker downshifts, and using a paddle in immediately puts the transmission in full manual mode. The RDX also has a version of Acura Super Handling All-Wheel Drive (SH-AWD), first seen on the flagship RL sedan. The system can vary the front/rear torque distribution from 90/10 to 30/70, depending on whether the vehicle is accelerating, cruising, hill climbing, taking a curve, or encountering poor road conditions. When taking a curve, a pair of magnetic flux clutches in the rear differential can transfer as much as 100% of the available rear torque to the outside wheel. That torque transfer, combined with a 1.7% rear over-rotation of the rear wheel helps rotate the RDX through a turn.

This is camera.

The RDX seats five and comes standard with leather seating, a moonroof, automatic climate control, and all the expected power features. The RDX 7-speaker audio system features a 6-CD changer, which is capable of playing standard Audio CDs, and Data-CDs burned with either MP3 or WMA files. The RDX’s sound system also includes XM Satellite Radio with a complimentary 3-month subscription.

Much of the interior technology introduced in the RL sedan is found in the optional “Technology Package”. This package includes the latest version of Acura’s navigation system, complete with a rear view camera, real-time traffic, and Zagat restaurant reviews. The package also features a 10-speaker Acura/ELS audio system with DTS and Dolby Pro Logic II surround sound. The audio system plays DVD-Audio discs as well. Both stereos come with a 1/8″ auxiliary input jack, which may be used to plug in external sources such as iPods. Acura also offers an iPod adapter for the RDX, which is wired into the glove box,allows the iPod to be controlled through the RDX’s sound system interface.

Almost all of the ELS sound system’s operations can be activated by voice command, as can most of the operations for the navigation and climate control systems. In addition, the vehicle will interact with most Bluetooth-equipped cell phones. The driver can initiate or receive calls through verbal command. During the call, the sound system will mute and channel the call through the speakers while caller and signal information is displayed on the instrument cluster.

The tailgate opens over six-feet high and 60/40 rear seatbacks fold down for a flat cargo area. A hard cargo cover can fit flush on the floor when not needed and is reversible to carry wet or dirty cargo. The cabin includes several storage areas including a lockable center console that can hold a standard size laptop computer.

The Acura RDX is the second Acura vehicle to features the Advanced Compatibility Engineering (ACE) body structure which is designed to absorb energy from a collision. The RDX comes standard with six airbags, including dual front airbags, front side airbags and dual side curtain airbags. The front airbags use a dual-threshold, dual-stage technology that can adjust the timing and speed of each airbag deployment depending on the degree of impact and the driver’s or front passenger’s seat belt usage. If sensors deem the front passenger too small (less than 65 lb.), the front airbag is designed not to deploy. The front passenger’s side airbag is designed to shut off if a child or small statured-adult is leaning into the airbag’s deployment path. In the event of a sufficient side impact or roll-over, the side curtain airbag deploys from above the door frames of the affected side, with coverage for both the front and rear occupants on that side, and stays inflated longer than if there was a collision.

Front seats have active head restraints and their seat belts are equipped with pre-tensioners and force-limiters. As of November 2006 the RDX was crash tested by the NHTSA, resulting in a perfect “5 Star” rating for driver and passenger frontal crashes, and front and rear side impacts, along with “4 Stars” for rollover.

The Acura RSX was an automobile sold by Honda in North America and Hong Kong. The vehicle was marketed as the replacement for the Acura-badged version of the Integra, however Honda continues to sell the vehicle as the Honda Integra in Japan, Australia, New Zealand, and elsewhere. It is available in base and “Type-S” trim levels in North America, and a “Integra iS / Integra Type S” and “Type R” version sold in Japan and Oceania. However, to add to the confusion, the “Type R” sold in Oceania is very similar to the “Type-S” sold in North America, and the Integra line naming in Oceania have recently been realigned so it’s similar to North American conventions. Canada had three models: Base (no sunroof or leather), Premium (U.S. Base) and Type S. In other places, (eg. Hong Kong, Singapore, Austria) only the base version is available.

When designing the RSX, Honda chose to base it on an entirely new platform, rather than incrementally re-engineering the previous Integra/Civic platform. This new chassis would also be shared with the 2001 Civic. This was a significant change from the previous 1998 revision of the Integra, which had only been a minor refresh. In addition, this platform was the first entirely new entry-level chassis Honda had debuted since 1994. Owing to its more capable and luxurious nature, the Acura division chose to market the vehicle as the Integra’s replacement, and badged it as the RSX. Touting the vehicle’s more upscale feature-set and more luxurious amenities, Acura hoped to use the RSX to help garner more brand recognition and respect from older, wealthier buyers who tended to see the company’s offerings, especially the Integra, as sporty and reliable, but not as mature or luxurious. Outside of North America, where the Acura division did not exist at the time, Honda chose to continue selling the model as the Integra, and continued to aim the car at younger men who wanted something nicer than a Civic Si without having to spend considerably more money.

The RSX suspension employs MacPherson struts in the front and double-wishbone suspension in the rear. This engineering decision disappointed some Honda enthusiast who had come to appreciate Honda’s philosophy of employing double-wishbones for both front and rear suspensions. However, the K-series engine proved to have significant potential for tuning, a trait shared with the B-series engines previously employed in Integra and certain performance-oriented Civic models. The K-series engine features intelligent VTEC or (i-VTEC), which electronically adjusts valve lift, valve duration and valve timing, giving the 2.0 L engine a flatter torque curve and smooth power transition relative to previous VTEC implementations which only adjusted valve lift and valve duration.

The base RSX has the K20A3 motor with a specific output of 160 hp (119 kW) and is offered with either an automatic or a five-speed manual transmission; and the Type-S has a 200 hp (2002-2004) K20A2 or 210 hp (157 kW) in 2005 K20Z1 motor and a short-throw 6-speed manual transmission. For 2006 model year vehicles Honda has switched to the Rev 8/04 SAE standards for measuring hp. The base RSX for 2006 is rated at 155 hp (116 kW) and the Type-S is rated at 201 hp (150 kW). In 2005 the RSX Type-S received camshafts, b-pipe and muffler from the exhaust, 4.77 final drive ratio, crankshaft pulley and the intake snorkel duct from the Japanese model Honda Integra Type-R. Rev-limit was also increased from 8100 rpms to 8300 rpms.

The Honda Integra Type R, sold in Japan, Australia, and some other markets, has reduced weight, a 220 PS / 164 kW / 217 hp (162 kW) K20A engine (Japan-only; Oceania models have an engine similar to the Acura RSX-S), as well as a limited slip differential (LSD) and stiffer springs and shocks, Brembo brakes, 17″ wheels on Bridgestone Potenza tires, Recaro suede seats, body trim, and more. The IIHS did not rate the RSX.

Although it has been a strong seller for Honda, the RSX does not fit within the confines of Acura’s re-structured market strategy, formulated after the decision to take the Acura brand worldwide (previously, the Acura nameplate has appeared only in North America, elsewhere in the world the same models are sold as Hondas). With the introduction of the similarly powerful and less expensive 2006 model-year Honda Civic Si to the marketplace, the decision has been made to discontinue production of the RSX, with the final units slated to be built in summer 2006. Because of its lower pricing and longer list of available options, Honda considers the new Si to be a more viable choice for performance minded young men, who are the most common buyers of RSXs. Speculatory articles seem to indicate that a 2-door variant of the new TSX will replace the RSX as Acura’s entry-level sports coupe, although it will be more luxurious, more expensive and more powerful than the RSX and will thus likely appeal to a different market segment.

Dick Collier, Vice President of Public Relations at Honda Motor Co. has said that there would be no 2007 RSX. However, he indirectly implied that the RSX will make its debut back into the Acura scene in the near future as Honda enthusiasts were outraged by the discontinuation of the RSX. According to consumer sales, Acura took a drastic plunge after the RSX was discontinued

Realtime racing prepares a factory TSX and RSX to compete in the Speed World Challenge Touring Car series. The factory TSX is refashioned to be stiffer and lighter, and includes motor work with raised compression, and a custom built sequential transmission. Driving for RTR in 2007 is Peter Cunningham, Pierre Kleinubing, Brandon Davis, Nick Esayian, and Kuno Wittmer. Acura won the Manufacturers’ Championship of the Speed World Challenge Touring Car class in 2006, running both RSXs and TSXs. TSX drivers finished in 3rd and 4th in the Drivers’ Championship.

The 2006 model year TSX’s powertrain is comprised of a 2.4-litre inline four-cylinder engine, a six-speed manual transmission (which features a magnesium casing, to reduce weight), and a front wheel drive layout. A five-speed automatic transmission is optional and does not incur extra cost in the U.S. based on MSRP. Such is not the case in Canada.

The engine, the K24A2, is related to the engine in the Honda Accord (7th generation), the Honda CR-V, the Honda Element, and a smaller version in the Acura RSX and RSX Type-S. The K24A2 features intelligent variable valve timing i-VTEC and produces 205 horsepower (150 kW) in this iteration.

The TSX’s suspension setup of a double wishbone front and a multi-link in the rear was especially tuned by the Honda engineers to maximize handling and cornering speed.

In 2006, the TSX was updated with slight tweaks to the engine (adding 5 hp); a sportier exterior styling featuring a slightly new front and rear treatment, standard side skirts, and standard, integral fog lights; and restyled wheels. State of the art interior features have been added, including a Multi-information Display (MID) in the instrument panel, more standard safety features,[citation needed] and luxury features such as an auxiliary MP3 player input and Bluetooth-compatible HandsFreeLink.

In 2007, besides a new TPMS (tire pressure monitoring system) and an improved electronic rear view mirror, the TSX is the same.

The 2008 model year brings a few additional features and a new colour to the TSX.

In testing conducted by the United States based Insurance Institute for Highway Safety (IIHS), the Acura TSX received an overall rating of Poor rear crash protection, an overall rating of Good for frontal offset testing, and an overall rating of Acceptable for side impact testing.

We saw the RDX concept at the Detroit show a few months ago and here in NY Acura debuted the production version of its BMW X3 fighter. The RDX houses underhood Acura’s first ever turbocharged engine (a 2.3L i-VTEC four-cylinder that generates 240 hp and 260 ft-lbs. of torque) as well as the brand’s trick Super Handling All-Wheel Drive hardware. The RDX can be had with paddle shifters for the 5-speed auto, an Acura/ELS premium sound system capable of playing DVD-Audio discs and a nav system with real time traffic monitoring.

Turbocharged Acura RDX Debuts at 2006 New York Auto Show
All-New Entry Premium SUV features Super Handling All-Wheel Drive

NEW YORK, April 12, 2006 –The all-new 2007 Acura RDX Entry Premium SUV, made its production debut at the New York Auto Show today. RDX combines Acura’s first-ever turbocharged engine with the breakthrough Super Handling All-Wheel Drive™ (SH-AWD™), for sports sedan-like handling in a SUV package.

“The all-new RDX is an exciting entry to the Acura light truck lineup for 2007,” said John Mendel, senior vice president, auto operations, “The RDX’s innovative powertrain coupled with SH-AWD provides this SUV with excellent fuel economy and outstanding performance.”
The RDX is aimed at high-energy urbanites that spend the work week in the confines of the city, and then decompress on the weekends by getting away from it all. Regardless of where they go, these drivers expect the ultimate in responsiveness, control and adaptability.
Built on a new global light truck platform, the RDX concept was first designed in California and then developed in Japan. Besides featuring precedent-setting engineering features including Acura’s first turbocharged and intercooled engine and the first adaptation of a SH-AWD™ system to an SUV, the RDX also offers Acura’s first standard 18-inch wheels and tires.

True to form for Acura, the RDX incorporates a class-leading array of sophisticated electronic technologies that are seamlessly integrated to keep its passengers informed, entertained and in touch. The RDX also introduces new safety technologies based on the fundamentals of Acura’s “Safety Through Innovation” initiative.

As Acura’s first Entry Premium SUV, the RDX was the focal point of the development of a special powertrain that would blend 4-cylinder efficiency and 6-cylinder power. The ideal solution came in the form of an innovative new variable flow turbo (VFT) that delivers an unusually broad powerband with little or no lag in throttle response. The RDX is equipped with an all-new 2.3-liter DOHC 16-valve in-line four-cylinder engine with i-VTEC valve control that combines Variable Valve Timing and Lift Electronic Control (VTEC) with Variable Timing Control (VTC). With the variable flow turbo working in concert with i-VTEC, the RDX delivers strong power and torque, excellent fuel economy and very low emissions.

Rated output for the RDX engine is 240 horsepower SAE net* at 6000 rpm. In terms of torque, the RDX has the highest output of any engine in the Acura lineup, with 260 lbs.-ft. of torque SAE net* at 4500 rpm. The RDX is expected to return an EPA-estimated 19/24** City/Highway mileage, while meeting strict CARB LEV-2 ULEV and EPA Tier-2 Bin-5 emissions standards.

Standard Vehicle Stability Assist (VSA®) with traction control further enhances controllability and grip.
The RDX exterior styling further emphasizes the SUV’s sporty athleticism. It has a taut, muscular presence with standard 18-inch wheels and tires that work together with large wheel arches, aggressively raked body sides, a steeply raked windscreen and a short rear overhang. A unique rear hatch, finished with a replaceable panel to reduce the cost of accident repair, allows the rear of the body to smoothly transition to the rear bumper. This permits a more custom look and also eases the act of loading and unloading cargo.

A 5-speed automatic transmission with Sequential SportShift is standard. The electronically controlled drive-by-wire throttle and transmission work together to execute shifts, resulting in exceptionally quick and smooth gear changes. The transmission can function as a conventional automatic transmission or, at the driver’s option, can be shifted manually via steering-wheel-mounted paddles.

Inside the RDX, the front-seats feature a high “eye point” that provides a confident field of view. The 3-passenger rear seat has a 60/40 split-folding capability and, when folded flat, significantly expands the load area and increases the cargo volume to 60.6 cubic feet of storage. There are multiple interior storage compartments positioned throughout the interior, including a large (and lockable) dual-level center console located conveniently between the front seats that can securely accommodate a briefcase.

The RDX features an array of electronic features that set it apart from the competition. These include a dual-zone automatic climate control system, a Multi-Information Display (MID), and LED backlit gauges with progressive illumination. Also standard is an impressive 360-watt 7-speaker Acura Premium Sound System with a multi-format 6-disc changer, AM/FM tuner, XM® Satellite Radio, and the convenience of an MP3/auxiliary input jack for easily connecting audio devices such as an iPod.

Just one optional package is offered on the RDX. The Technology Package heightens the RDX’s appeal to technology-savvy customers with a range of advanced features. The centerpiece is a 10-speaker Acura/ELS Surround™ Premium Sound System designed by legendary recording engineer Elliott Scheiner. When playing DVD-Audio discs (DVD-A), this advanced 410-watt system delivers eight discreet audio channels (instead of the usual two) to create an uncannily accurate listening experience. With its multi-format 6-disc DVD-A changer, AM/FM tuner and XM® Satellite Radio, the system is as versatile as it is powerful.

The Technology Package also includes several information and communications such as HandsFreeLink™ and the Acura Navigation system. HandFreeLink is a wireless telephone interface that is designed to work with many Bluetooth-enabled mobile phones (sold separately).

In addition, the AcuraLink™ Satellite Communication System with Real Time Traffic allows for 2-way communication between Acura and the vehicle, providing customers with the latest information specific to their vehicle.

The Acura Navigation System with Voice Recognition™ can display up-to-the-minute traffic information including flow, accidents, construction and weather conditions on freeways in 31 major metro areas (where available). When the transmission is placed in reverse, the Navigation screen displays the image from a rearview camera to make parking easier. In addition, the AcuraLink™ Satellite Communication System with Real Time Traffic allows for 2-way communication between Acura and the vehicle, providing customers with the latest information specific to their vehicle.
Technological leadership also extends to safety engineering. The RDX’s Advanced Compatibility Engineering™ (ACE™) body structure substantially contributes to passenger safety. ACE™ distributes collision loads through the body structure, leaving the passenger cabin more intact for improved occupant protection. Specially designed frame members make the RDX more compatible with smaller vehicles in the event of a vehicle-to-vehicle frontal collision. Likewise, a specially engineered hood and other components help reduce the chances of pedestrian injury in the event of a collision with the vehicle.

Inside the RDX is a full complement of passive safety features. Key technologies include the latest generation of dual-stage, dual-threshold airbags for the driver and front passenger, plus side airbags for the driver and front passenger and side curtain airbags with a rollover sensor for all outboard occupants. Child-seat mounting systems, LATCH (Lower Anchors and Tethers for Children), allow the quick and secure installation of a child seats.

The RDX will be assembled in Marysville, Ohio, on the same line as the Acura TL sedan. It is the first Acura light truck to come from the facility.

Like all Acura models, the 2007 RDX is covered by a comprehensive 4-year/50,000 mile bumper-to-bumper limited warranty and a 6-year/70,000 miles powertrain limited warranty. Additional ownership benefits include Acura Total Luxury Care (TLC), which provides free 24-hour roadside assistance, concierge service and trip routing.

Shawn Church of The Temple of VTEC tests Acura’s all new turbocharged 2007 RDX at the world famous Tail of the Dragon (US-129) in Tennessee.

The RDX is powered by Acura’s first turbocharged engine. The 2.3-liter I4 K23A1 engine has all-aluminum construction, an i-VTEC head, and dual balance shafts. Acura’s variable flow turbocharger reduces turbo lag by using a valve to narrow the exhaust passage at low rpm, increasing the velocity of the exhaust flow and keeping the turbine spinning rapidly. At higher rpm, the valve opens to allow more exhaust flow for increased boost. The engine also features a top-mounted intercooler which receives air from the grille, channeled by ducting under the hood. The Acura RDX engine is rated at 240 bhp @ 6000 with a torque peak of 260 ft\lbf. @ 4500. The EPA estimated fuel mileage is 19 city and 23 highway miles per gallon. Recommended fuel is premium unleaded.

The Acura RDX comes standard with a 5-speed automatic transmission with Acura’s SportShift sequential manual shift capability, activated by paddles mounted on the steering wheel. The paddles can be used in Drive (D) to make a gear change with the transmission returning to automatic mode as soon as the vehicle resumes a steady-cruise state. The Sport (S) setting has higher shift points and quicker downshifts, and using a paddle in ‘Sport immediately puts the transmission in full manual mode. The RDX also has a version of Acura’s Super Handling All-Wheel DriveTM (SH-AWD) TM, first seen on the flagship RL sedan. The system can vary the front/rear torque distribution from 90/10 to 30/70, depending on whether the vehicle is accelerating, cruising, hill climbing, taking a curve, or encountering poor road conditions. When taking a curve, a pair of magnetic flux clutches in the rear differential can transfer as much as 100% of the available rear torque to the outside wheel. That torque transfer, combined with a 1.7% rear over-rotation of the rear wheel helps rotate the RDX through a turn.

The Acura RDX seats five and comes standard with leather seating, a moonroof, automatic climate control, and all the expected power features. The RDX 7-speaker audio system features a 6-CD changer, MP3 player input, and XM Satellite Radio with a complimentary 3-month subscription.

Much of the interior technology introduced in the Acura RL sedan will be found in the available RDX Technology Package. This package includes the latest version of Acura’s acclaimed navigation system, complete with a rear view camera, real-time traffic, and Zagat restaurant reviews. The package also features a 10-speaker Acura/ELSTM audio system featuring 5.1 channel surround sound with DTS and Dolby Prologic II. Both stereos come with an auxilary input which is used to plug in an MP3 player.

Almost all of the ELS sound system’s operations can be activated by voice command, as can most of the operations for the navigation and climate control systems. In addition, the vehicle will interact with most Bluetooth-equipped phones. The driver can initiate or receive calls through verbal command. During the call, the sound system will mute and channel the call through the speakers while caller and signal information is displayed on the instrument cluster.

The tailgate opens over six-feet high and 60/40 rear seatbacks fold down for a flat cargo area. A hard cargo cover can fit flush on the floor when not needed and is reversible to carry wet or dirty cargo. The cabin includes several storage areas including a lockable center console that can hold a standard size laptop computer.

The Acura RDX is the second Acura vehicle to features the Advanced Compatibility Engineering (ACE) body structure which is designed to absorb energy from a collision. The RDX comes standard with six airbags, including dual front airbags, front side airbags and dual side curtain airbags. The front airbags use a dual-threshold, dual-stage technology that can adjust the timing and speed of each airbag deployment depending on the degree of impact and the driver’s or front passenger’s seat belt usage. If sensors deem the front passenger too small (less than 65 lb.), the front airbag is designed not to deploy. The front passenger’s side airbag is designed to shut off if a child or small statured-adult is leaning into the airbag’s deployment path. In the event of a sufficient side impact or roll-over, the side curtain airbag deploys from above the door frames of the affected side, with coverage for both the front and rear occupants on that side, and stays inflated longer than if there was a collision.

Front seats have active head restraints and their seat belts are equipped with pre-tensioners and force-limiters.

Around 50 Exotic cars whent for a six hour drive around Toronto. Some of the nicest rides in the world. Just to name a few of the cars.

Lamborghini Murcielago & Diablo, Ferrari F355, 360 & 550, Mercedes C32 AMG, Lotos Elise, Chevrolet corvette Z06, Acura NSX & S2000, Austin Vanquish DB7, Dodge Viper, Porsche 911 GT2 & Turbo. Tons of cars. Awesome day. This video was created by Picture Perfect Cinematography.

A revised car, known internally as “KB1″, was launched in late 2004 for the 2005 model year, and is much reminiscent of the Mercedes-Benz E-Class. Still without the much-rumored V8 engine, it features a sophisticated all-wheel drive system Acura calls “Super Handling All Wheel Drive”. It integrates active differentials with the all-wheel drive system and traction control to improve handling, similar to the “ATTS” system featured on the 1997 Honda Prelude SH. This all wheel drive system was in an issue of Popular Science as one of the best automotive innovations of 2004 and earned the 2005 “Tech car of the year”.

The 225 hp (168 kW) 90° C-series V6 engine was replaced with a new 60° J-series 3.5 L engine delivering 300 hp (224 kW; later revised to 290 hp). To give the car a more sporty feel, the car features a five-speed automatic transmission with shift paddles mounted on the steering wheel in the current, racing-car derived fashion. Other features found on the 2005 RL include DVD Audio, the ability to see traffic movement in real time utilizing XM Satellite radio, as well as extensive use of aluminum and carbon fiber. Pricing is up to US$49,100 without destination.

For 2006, the Acura RL was also sold with the optional ‘Technology Package’ including features such as adaptive cruise control, Collision Mitigation Braking System, and Michelin PAX run flat tires. The previously standard color-matched mud guards were deleted in 2006.

For 2007, the Acura RL was available with three different packages (Base, Tech, and CMBS/PAX) Every 2007 RL came new without OnStar, and an added chime when passengers did not wear their seatbelts. The Base obviously did not include Acura’s navigation system, did not include real wood trim, deleted the Active Front Lighting System (AFS), and it also had the previous “sharkfin” antenna that the 2005 and 2006 RLs had. The tech included the Navigation system with real-time traffic updates via XM, real wood trim, a new backup camera (which was previously an accessory), Active Front Lighting System (AFS), and deleted the “sharkfin” antenna. The CMBS/PAX model was the exact same as the 2006 “Tech” model aside from the deleted antenna, backup camera addition, passenger seatbelt chime, and the deletion of OnStar.

In Canada, the 2008 Acura RL is available with two different models, Base and Elite Package. The Elite Package adds Collision Mitigation Braking System (CMBS), Active Front Lighting System (AFS), Adaptive Cruise Control (ACC), heated and cooled ventilated front seats and curly maple wood trim.

Standard & A-Spec: Engine: 3471cc V6

Power: 290bhp (216Kw) @ 6200rpm

Torque: 256lb-ft (347Nm) @ 5000rpm

In July 2006, Forbes Autos.com rated the RL as “Number One” of the “Top 10 Safest Vehicles,” followed by the Volvo S80, Honda Odyssey, and Acura TL, out of over 230 different models of passenger vehicles.

The Acura RL features Collision Mitigation Braking System, which can alert drivers of objects up to 330′ ahead, and if you get closer, it brakes slightly and tugs at your seatbelts. If you still don’t react, the RL retracts and locks your seatbelts and brakes hard.