ACURA ILX Compact Sedan 2012

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  • #46
    http://www.ocregister.com/articles/i...ra-hybrid.html

    Review: Acura's ILX plays young, hip

    There's a new entry-level Acura sedan, designed to bring first-time premium-car buyers into Honda's luxury brand.

    The all-new 2013 Acura ILX compact is based on the architecture of the newest generation of the Honda Civic, which made its debut last year. And like the Civic, it will be offered in a gasoline-electric hybrid version as well as gasoline-only models.

    With a starting price of $25,900 (plus $895 freight), the front-wheel-drive ILX will be the lowest-priced sedan in the Acura lineup since the Vigor was discontinued in the late 1990s. It's also the least-expensive Acura of any type since the compact RSX coupe went away in 2006 (it was the successor to the Integra).

    The hybrid model begins at $28,900, and has essentially the same drive system as the 2012 Civic hybrid, which starts at $24,200 (plus $780 freight). But the Civic has better fuel economy ratings – 44 mpg city and highway, compared with 39 city/38 highway for the ILX hybrid.

    At the time the RSX was discontinued, Acura officials said the intent was to move the brand upscale and quit selling cars that appealed to young people looking for low-priced performance vehicles. The Integra and RSX, for example, were big with the tuner crowd that also has long embraced sporty versions of the Civic.

    The TSX has been Acura's entry sedan model since 2004, but its 2012 starting price is just over $30,000, about $5,000 below the TL sedan, the next step up in the brand's lineup.

    The ILX is a near-premium vehicle designed to be the "gateway to the Acura brand," DaSilva said, bringing to market an Acura compact with "sporty, youthful value and achievable luxury."

    The idea is to get the Gen Y buyers into the Acura fold, then move them up to more-expensive models as they grow in their personal and professional lives.

    In the Acura lineup for the coming year, only the TSX and ILX will have four-cylinder engines.

    The base ILX comes with a 2.0-liter inline four rated at 150 horsepower and 140 foot-pounds of torque, and it has a sequential-sport-shift five-speed automatic transmission. EPA ratings are 24 city/35 highway.

    Also offered is the ILX 2.4 (base price $29,200), which comes with the same 2.4-liter four-cylinder engine used in the TSX. It's rated at 201 horsepower and 170 foot-pounds of torque. This engine also is standard in the Honda Civic Si. With the accompanying six-speed manual gearbox, it has mileage estimates of 22/31.

    As with the Civic, the ILX with the 2.4-liter engine is not offered with an automatic transmission, and is clearly intended for the young tuner crowd.

    In the hybrid model, only a continuously variable transmission is available.

    DaSilva said the "windswept" exterior design and the "well-appointed" interior make the ILX "smart, spacious and sporty."

    There is room for up to five people, although the rear seat is a bit tighter than that of the Civic, and isn't comfortable for medium-size or larger adults. The ILX has 34 inches of rear legroom, compared with 36.2 inches for the Civic sedan.

    But Gen Y buyers probably won't have many regular backseat riders, except possibly a small child or two.

    Among standard premium features are a keyless entry system with push-button start; dual-zone automatic climate control; power moon roof; 16-inch aluminum wheels; Pandora Internet radio interface; Bluetooth hands-free phone connection; and text messaging capability (as though that's something we really ought to be doing while we're driving).

    I tested both the base sedan and the hybrid model, but not the 2.4-liter manual version. The base ILX's 2.0-liter engine provided plenty of power for a variety of roads, ranging from hilly two-lanes to eight-lane freeways.

    Likewise, the hybrid had sufficient power, especially with the boost from the system's 23-horsepower electric motor. Enthusiasts who like the beefed-up Civics probably won't be happy with the hybrid's power, though.

    Premium ($3,300) and Technology ($2,200) packages are available or already included on certain models. The hybrid is offered with a combination of the Premium and Technology packages ($5,500), but they cannot be separated.

    The Premium package includes leather upholstery, heated front seats, a power driver's seat, a 360-watt stereo system with XM radio, high-intensity-discharge headlights, fog lights, 17-inch aluminum wheels, a rearview camera and a cabin active-sound-cancellation system for a quieter ride.

    Acura includes the Technology package in the $29,200 price of the ILX 2.4 model. The most-expensive version of the ILX is the hybrid model with the two packages, which lists for $34,400.

    Up front, there is a center console with two cupholders. The rear seat has a pull-down armrest that provides two built-in cupholders. Sporty gauges and bolstered front bucket seats are standard.

    There is more trunk space in the gasoline-only models – up to 12.4 cubic feet. The hybrid, though, loses some cargo space to the lithium-ion battery pack. It has 10 cubic feet in the trunk without the Technology/Premium packages, or 9.8 cubic feet with those extras.

    A locking glove box is standard, as well as a USB port for connecting iPods, iPhones and other gadgets to the stereo. Bluetooth audio streaming is included, too, which allowed me to keep my iPhone in my pocket while driving along listening to my phone's music library through the car's stereo system.

    Acura says the hybrid can cruise for short distances between 10 and 45 mph using the electric motor alone; during high-speed cruising, only the gasoline engine is used.
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    • #47
      http://www.lenconnect.com/gabriels_a...cutive-express

      Silvio Calabi: The ILX is Acura’s 'executive express'

      The ILX is a 2013 Acura, a brand-new model that was sent out into the world to entice younger buyers into the fold. It’s a four-door, four-passenger sedan about the size of a BMW 3-Series or C-Class Merc, and it offers similar levels of floss and gloss for a lot less money. Underneath, however, lies the chassis of a far more humble car, the Honda Civic. It’s not necessarily easy to make a silk purse out of a sow’s ear, but Acura has done just that. The ILX convincingly submerges its everyman roots beneath a different and much more sophisticated body, and its interior is far more luxurious, too. It helps that the Civic is a fine car to begin with, but Acura has compensated for the extra poundage of the ILX’s amenities by beefing up the Civic platform with better steel and greater rigidity. (In cars, rigidity is a good thing.) On the outside, Acura has stretched the hood, shortened the rear deck and added some enticing curves, to give the ILX an unmistakable "executive express" look. Inside, the cabin is first-class all around.

      Our test mule was the $32,000 Premium model, equipped with the full bag of toys and armed with the larger of two available 4-cylinder engines, the 201-horsepower 2.4-liter. Honda lets it spin up to 7,000 RPM on the tachometer, and it makes a lot of sporty-sounding noise as it does so, but not all that much happens. A sedan with these upmarket goals should pin its driver into the seatback with more authority.

      When you do give it the boot, however, especially in a corner, the front-wheel drive makes a bit of torque steer, which is no surprise and even contributes a bit to the sportiness of the car. It isn’t enough to put you into a tree, but it calls up what a lot of experienced drivers have said about the ILX’s costlier siblings, the Acura TSX and TL: Turn this terrific chassis around and let the rear wheels do the accelerating! (Not going to happen. For most drivers most of the time, FWD is better.)

      Here’s an odd quibble: While the 6-speed manual changes gears precisely and willingly, the knob on the stubby shift lever is too small, or maybe the wrong shape, for the effort required. Don’t base a buy/no-buy decision on this alone, but it is ever so slightly jarring, especially from a maker that otherwise sweats the details obsessively.

      Speaking of which: The suspension and steering shine. They’re Civic parts too, but Acura has upgraded them for the greater weight and demands of the ILX. The car stays flat in corners, rides firmly, and reacts relatively quickly and precisely. Overall, the ILX feels satisfyingly substantial and a step up from the somewhat adolescent Integra model it replaces. A 30-year-old account manager can not only afford an ILX, he or she shouldn’t feel the need to borrow the boss’s German dreadnaught when it’s time to pick up that new client at the airport. (Even if the client brings an assistant. The trunk will swallow two sets of overnight bags and carry-ons.)

      An ILX with a 150-horsepower 2.0-liter engine and a 5-speed automatic transmission can be had for about $26,000. Starting at around $31,000, Acura also offers a gas-electric hybrid ILX with less power yet, but EPA-rated for 39 MPG.

      Among the three luxury Japanese brands, Lexus (Toyota) has done a fine job of aping Mercedes-Benz while Infiniti (Nissan) has made itself into a convincing BMW-for-less. Acura’s identity has never been so clearly defined. Except for the top-line RL, which is a wonderfully lively small large sedan, and the awesome mid-engine NSX roadster (which disappeared in 2005), no Acura has been blessed with much of a persona, not to mention really good looks. The new ILX comes close, though.

      Silvio Calabi reviews the latest from Detroit, Munich, Yokohama, Gothenburg, Crewe, Seoul and wherever else interesting cars are born. Silvio is a member of IMPA, the International Motor Press Association, whose automotive reviews date back to the Reagan administration. He is the former publisher of Speedway Illustrated magazine and an author.


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

      http://autos.ca.msn.com/reviews/2013...lx-first-drive

      2013 Acura ILX first drive

      Acura re-enters the segment it invented

      Scottsdale, Ariz. — Honda's premium Acura brand is in the midst of one of its largest product makeovers ever. And one of Acura's most important new vehicles for the Canadian market is the 2013 Acura ILX compact sedan, the brand's latest entry in a segment it virtually created almost two decades ago with the first EL in 1997.

      Aside from the new front-wheel-drive, five-passenger ILX, Acura is launching two more freshly made-over models for 2013: the RDX compact crossover (which joins the ILX in showrooms this spring), and a new RLX flagship sedan, set to go on sale later this year. Not to be left out, the mid-size TL sedan and MDX crossover are due for their redos some time next year. And last but not least, the reborn NSX supercar arrives by the end of 2014.


      The compact luxury sector is booming




      Photo: Acura





      With little competition, Acura moved almost 9,000 ELs in its first full year on sale, with the Honda Civic-based four-door making up just over half of all Canadian Acura sales. Since then, though, a sedan that's easy to park and less expensive, good on gas and yet stuffed with big-car features, has become more popular. The segment has suddenly become crowded, with the likes of the Buick Verano, Volkswagen Jetta, and Lexus CT hybrid — not to mention new models coming from Audi, BMW, Mercedes-Benz, and Infiniti — giving Acura competition it never had in the past.
      The last Acura small sedan, the CSX, never came close to matching the popularity of the original EL. Knowing that much of the CSX's competition came from the Honda Civic it on which it was based, sales of Acura's small cars have continually petered out. The last model year the CSX was sold, 2010, saw sales drop to just over 2,000 per year. Trying to reverse that trend, Acura has gone out of its way to make its new luxo small sedan look and feel much different than the more mainstream four-door it's based upon.
      Stylistically, unlike the CSX, the 2013 ILX is much more than a Civic with different front and rear fascias. Reverting to classic "long hood, short rear deck" proportions, Acura designers pushed the Civic's A-pillar and windshield base backwards to get an extra-long hood. Rebounding from criticisms that some of Acura's recent designs have been too aggressive or just plain weird (e.g. the ZDX coupe-SUV), the rest of the ILX's crisp sheet metal is tastefully upscale.


      Acura's first hybrid arrives





      Photo: Acura





      Also dissimilar to the outgoing CSX, the new ILX will offer a gasoline-electric hybrid version as one of three engine choices. As Acura's first hybrid model, the $34,990 ILX Hybrid sits at the top of the range. Borrowing the Civic Hybrid's powertrain means a 1.5-litre gas engine is assisted by an electric motor. Together, they make 111 hp and 127 lb.-ft. of torque. And like the Honda version, the Acura hybrid's fuel economy is excellent, rated at 5.0 L/100 km in the city, 4.8 on the highway.
      The polar opposite of the hybrid is the $29,990 ILX Dynamic, the model for driving enthusiasts. It uses the 201-hp, 170 lb.-ft. 2.4-litre four-cylinder and six-speed manual transmission from the Civic Si.
      The least expensive model is the base $27,790 ILX. It's powered by a similar rendition of the old CSX's 2.0 L four-cylinder, making 150 hp and 140 lb-ft. With only a five-speed automatic transmission available, it scores 8.6 L/100 km in the city, and 5.6 on the highway.
      For buyers looking to upgrade from the base model, the $29,990 ILX Premium adds leather seating surfaces, heated front seats, upgraded 365-watt stereo system, multi-view rear camera, and what Acura calls its Active Sound Cancellation system, which apparently quiets the cabin. And for an additional $2,300, the ILX Tech trim model gains Acura's ELS Surround audio system and navigation, among other niceties.


      New ILX is an Acura on the inside as well





      Photo: John LeBlanc





      Beyond the extra 10 hp over the Honda compact's base 1.8-litre four, what do you get for your extra money with the ILX you don't with a well-equipped Civic? Well, for starters, you get a cabin that feels a lot more upscale than the Honda, which has come under criticism for its low-rent digs, plus standard kit like keyless entry, push-button start, and SMS text messaging.
      Like rivals such as the Verano and Jetta, the ILX comes with optional two-tone interiors. But the ILX's centre console stack still has a lot of buttons to deal with, and the resolution of the graphics on the digital screen look more like they came from the Atari era than the iPad age.


      More "luxury" than "sports" in small Acura sedan





      Photo: Acura





      I was able to split my day's drive in and around Scottsdale, Arizona, in half, between the base ILX in the morning and the ILX Hybrid in the afternoon. I then sandwiched in a brief stint in the sporty ILX Dynamic during the lunch break.
      The good news is, no matter what ILX I drove, the Acura is considerably quieter than its Honda counterpart. Acura took the Civic's strut/multilink suspension and added Honda's so-called "amplitude reactive dampers," which are a two-stage shock absorber with two concentric pistons. The softer-valved piston absorbs sharp impacts, while the firmer one becomes engaged over big dips or sharp cornering. The roads in Arizona are relatively pothole-free, so it was no surprise to find the ILX's ride was more comfortable than a Civic.
      Over the Honda too, the Acura gets a quicker steering ratio and a stiffer steering rack. But the electronically assisted steering is still relatively light to the touch. Even the sportiest version, the ILX 2.4-litre didn't feel as sharp as the older CSX in its reactions when pushed hard.


      Acura hopes new ILX rekindles former small-sedan success

      Since Acura's first premium compact, the type of vehicles the brand sells in Canada has changed dramatically. Last year, the RDX and MDX crossovers made up more than half the brand's sales.

      But along with the raft of updated and all-new Acuras coming within the next year, the new ILX sedan is being counted on to more than double CSX sales numbers, helping raise Acura's annual Canadian sales to more than 20,000, compared to just over 15,000 in 2011. In a premium compact segment that industry analysts are predicting to explode, the ILX should be a winner.


      Acura ILX

      Base price: $27,780
      Type of vehicle: FWD, five-passenger compact sedan
      Engine: 2.0L, 16-valve, SOHC, inline-four
      Horsepower/Torque: 150 hp / 140 lb.-ft.
      Transmission: Five-speed automatic
      Fuel economy (city/hwy): 8.6 / 5.6 L/100 km
      Competition: Buick Verano, Volkswagen Jetta


      Acura ILX Dynamic

      Base price: $29,990
      Type of vehicle: FWD, five-passenger compact sedan
      Engine: 2.4L, 16-valve, DOHC, inline-four
      Horsepower/Torque: 201 hp / 170 lb.-ft.
      Transmission: Six-speed manual
      Fuel economy (city/hwy): 9.8 / 6.5 L/100 km
      Competition: Audi A3, Buick Verano Turbo, Volkswagen Jetta GLI


      Acura ILX Hybrid

      Base price: $34,990
      Type of vehicle: FWD, five-passenger compact sedan
      Engine: 1.5L, eight-valve, SOHC, inline-four with electric motor
      Net horsepower/ Net torque: 111 hp / 127 lb.-ft.
      Transmission: CVT
      Fuel economy (city/hwy): 5.0 / 4.8 L/100 km
      Competition: Audi A3 TDI, Lexus CT 200h, Volkswagen Jetta TDI


      FIRST DRIVE SUMMARY
      PROS

      Strong visual identification from Honda
      Quiet and comfortable interior
      Plenty of drivetrain options and luxury features available


      CONS

      Brings nothing new to the table
      Rivals are more fun to drive
      Dynamic model does not feature some upgrade features
      tokyodream
      Senior Member
      Last edited by tokyodream; 26-06-12, 07:50.
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      • #48
        http://online.wsj.com/article/SB1000...sia_whats_news

        Acura ILX: Lower Expectations, Better Results

        AN ONLINE OUTFIT named TheCheeky sells an anticheating wedding band; the inside of the titanium ring is engraved with the words "I'm Married," in reverse, so that after a few months the words are indelibly imprinted on your finger.

        Or you could drive this car.

        The Acura ILX strikes me as a second-marriage car. This, the brand's new bottom rung ($26,795), is a roundly sensible, tolerably attractive little luxer with very decent build quality, diverting performance and a score or more of easy-to-use digital amenities. It also has a substantial pedigree for safety and reliability in the Acura name, which is spelled Honda in most of the world.

        Note how very levelheaded and moderate those qualifiers are, how very selfless. The hottest engine you can get is a 2.4-liter, 201-horsepower four-cylinder. This is the sort of ostentatiously rational choice made after long kitchen-table deliberations with your wife—your second wife—and it represents a compromise along multiple axes. Not too spendy, not too flashy, safe and fun, but not too fun. There's nothing extreme about this car, all well and truly between the margins. We've learned our lessons. The meds are working.

        Your first marriage? That's the one where you blew all your savings on a lifted and camouflaged Ford F-250 Super Duty with a folding deer stand in the bed. Money was an issue in your first marriage.

        But there's something else there, too. There's a spark, a flicker of renewed optimism. As troubled a brand as Acura is, it still has some lingering aspirational heat. And it's clear the kids in Torrance are trying to turn things around. One move the company is making, long overdue, is the effort to emotionalize the brand: Exhibit A, the NSX, reborn as a supercar hybrid and coming in 2014; Exhibit B, a product-placement deal with Marvel Studios' "Avengers" film series, which is brazenly awesome and vice versa.
        Photos: A Second-Marriage Car

        View Slideshow
        [SB10001424052702303561504577494613326923828]
        Dan Neil/The Wall Street Journal

        Click to view the slideshow.

        The other move is to reset the entry vehicle, and that's where the ILX comes in. The ILX's base price comes in $4,110 below that of the possibly departing TSX—a pretty big interval, and one that represents an obvious retrenching on Acura's part, reflecting more sober expectations. In other words, Acura is kind of just starting out again, having been schooled in disappointment. I think it will appeal to people likewise situated.

        Sure do miss that pickup, though.

        You ordered nuts and bolts? The ILX is based on the Civic's front strut/rear-multilink platform and built in the ancient Japanese enclave of Greensburg, Ind. The powertrain choices are three: a 1.5-liter, 150-hp four with a five-speed automatic; a 111-hp hybrid with 39/38 mpg city/highway fuel economy; and, like our test car, a 2.4-liter, 201-hp, 170-lb.-ft. in-line four with six-speed manual transmission, the very same powertrain as in the sporty and ornery Civic Si and the TSX.

        There's a relative shortage of fun, tossable entry-luxury cars with manual transmissions available, so the ILX with the stick wins happiness points on that score alone. The ILX's program engineers also gave the car a more well-seated and refined feel in its ride and handling than the donor Civic. Among the upgrades are new, fancy dampers with two-stage valving, providing limited damping in the first few centimeters of compression, then firming up for long-stroke events. The effect is subtle, but it's there. The ILX also enjoys a higher-rate steering ratio for a crisper steering feel.

        Also noticeable is the uptick in ride isolation, which is to say the ILX has less of the tactile and audible thrum of asphalt under-wheel than does the Civic. When the engine isn't vocalizing, the ILX's interior delivers a handsome amount of calm and quiet.

        The front-drive ILX carries about 60% of its weight on the front wheels, so the grippier 17-inch, 45-series tires that are available with the 2.4-liter engine package are welcome. With the additional grip at the nose, the ILX bites harder and holds a cornering line longer before it starts to push off in mild and manageable understeer.
        2013 Acura ILX

        Base price: $26,795

        Price as tested: $31,675

        Powertrain: Naturally aspirated DOHC 2.4-liter, 16-valve in-line four-cylinder with variable valve timing; six-speed manual transmission; front wheel drive

        Horsepower/torque: 201 hp at 7,000 rpm/170 lb.-ft at 4,400 rpm

        Length/weight: 179.1 inches/2,978 pounds

        Wheelbase: 105.1 inches

        0-60 mph: <7 seconds

        EPA fuel economy: 21/32/25 mpg, city/highway/combined

        Cargo capacity: 12.3 cubic feet

        The 2.4-liter—beloved in the Si—is just about impossible to dislike. The revs and widespread torque come eagerly when you call them, the engine spooling furiously to its shouty, 7,100-rpm redline. A hard upshift into second gear will coax a naughty little bark from the front tires. You won't win many drag races in this car—0-60 mph is around 7 seconds—but the car has such a fervid, hustling personality, so much the dragonfly on a leash, you'll hate to park it. I did.

        The interior design is a multiorgan transplant from other Acuras. Here again the blithely futuristic switchgear and console, the same rotary controller in the center stack, the same twin-scalloped, ski-boat cockpit. Our ILX's cabin was very nicely turned out with dense rubberized dashtop, stitched-leather seats and doors, alloy-like flourishes dividing the upper and lower dash and, in our test car, a lovely center-console fascia that I know can't be metal but looks exactly like brushed anodized aluminum. Excellent.

        Acura's exterior design also resets with the ILX. These cars' styling has been a strangely sterile exercise in modernism in the last few years, with a hard-to-watch identity crisis playing out in the nose-and-grille area. I believe I am the only human on Earth to like the Acura ZDX, including those who built it.

        The ILX body shell puts a lot of visual distance between itself and the coupe-roofed Civic. The front overhang is more pronounced in order to visually lengthen the hood; and millimeters have been carved out to create a sedan-like trunk with a (very) short deck lid. The shape is more sculptural—there's a pronounced lightline at the rocker panel and the beltline vigorously hitches itself up over the rear wheel arches—and yet more conservative. The ILX doesn't require quite the explanation that other Acuras do.

        So, we're starting over, are we, Acura? Well, let's avoid the mistakes of the past, stay positive, try harder. Love lifts us up where we belong.
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        • #49
          http://www.directshift.com/wordpress...irect+Shift%29

          2013 Acura ILX Tech

          Vehicle: 2013 Acura ILX Tech
          Price as tested: CDN$34235

          Performance: Acura has lots on riding on with the new ILX, a vehicle which intended to bring back the small car glory of this premium Japanese brand. Does ILX have got what it takes?

          If you are intended for economy, there is an ILX hybrid. For those who are seeking for performance, ILX Dynamic with a healthy 201hp 2.4 liter. Most consumers, however, would likely to seek for the middle of the range with Acura’s tried-and-true 2.0 liter SOHC 16-valve with i-VTEC intelligence variable valve timing and electronic throttle. This engine has a good if not outstanding 150 ponies and 140 lb/ft of torque. Given this is an engine for a daily commute, the level of refinement and smoothness are on par with what Acura has to offer. The throttle response is quick without feeling abrupt. The 5-speed maumatic with paddle shifters have worked in a perfect harmony with this engine. Its a powertrain which worked surprisingly well, given its age and technologies Acura have put in. Its a surprisingly refined unit with provide decent NVH control all over the rev range. As with all Acura engines, this powertrain never felt breathless when driven hard through middle and upper ranges. The sole disappointments are the lack of directly fuel injection and 6-speed manumatic available, as those already standard in many of its rivals. Its not that this 2.0 liter is a shabby engine, its just ILX’s competitions are able to deliver what it has delivered and more. Hopefully Honda’s “Earth Dream” powertrain will be available underneath ILX’s hood sometimes in its lifespin. Consider this. Both Audi A3 and Buick Verano have 6-speed, while BMW 320i has 8-speed Steptronic.

          The biggest issue facing potential customers is ILX’s “premium recommended” when it comes to fuel. That means one has to fill up with 92 in order for maximum performance but still can use 87. Its a confusing bit which would hurt ILX’s sales.

          Handling: Both EL and CSX came across as some of the most balanced front drivers I have ever driven, even in their base trim. The ILX continues this tradition with a stiff chassis, combined with the state-of-the-art ESC and well-calibrated suspension geometry. Acura engineers continue to give ILX smitten dynamics which have been so well-known in their compact car. The electric power steering provides sure-footness feel and feedback without the usual numbness of this system. Its both precise and track the right path with driver’s input. Suspension is able to absorb bumps and patholes relatively well, while able to provide a sense of suppleness one expects from Acura. Push the ILX through the twisties or on a tight race course, its both forgiving and entertaining at every driver’s input. There is a slight understeer while body motions are well-controlled. Its a dynamic package which provide both fun and security for enthuisasts to non-enthuisasts alike. In fact, it would serve well as a sports sedan and a proper family sedan.

          Brakes: With 4-wheel discs and standard ABS, ILX’s stopping distance is short. The pedal feels solid and well-modulated without any fuss, as one expects from an Acura. It remains fade-free after a couple of harsh stops while ABS only acts up properly.

          Interior: The weird two-tier instrumentation gauges have gone for a more logical one in the new ILX. The traditional instrumentation gauges are clear and analog, while both the auto climate control and navigation have to be judged as some of the most initutive in the business. There are right amount of high-quality soft-touch plastic around the dashboard. With power adjustable driver’s seat and tilt/telescope steering, anyone can find their driving position easily.

          At the back, ILX is good enough for 2 outboard passengers. There are enough legroom and headroom given its physical dimensions.

          Except for the instrusive hinges and high liftover, ILX’s trunk has been decently layout. The wheel intrusions are minimum while the rear seats are able to fold flat into the floor.

          Conclusion: Acura has a storied history with their sporty premium compact. The Integra has been their iconic product. EL and RSX are runaway marketing success. But CSX was a huge flop despite of its execution. Acura intended to revise that with the new ILX. The ILX finally got the interior which CSX has been crying out for in day 1. Although its powertrain technology left somewhat to be desired compare to its competitions, its handling/ride balance remains some of the most balanced in the business. What’s the hurdle face by ILX has to be its price.

          Our loaded ILX Tech comes loaded at 34 grand, while a base starts at 29 and Premium at 31. When you factor in all the features in ILX already standard in many of those lesser “non-premium” compacts, like Focus Titanium and Elantra Limited, while Acura only available with 155hp engine. Which has placed ILX at the “neither/nor” kinda affair between a compact without a premium badge or those with a more fancy badge costing a few thousands more. All of these will be a make or break deal for ILX’s succeed at both Canadian and American markets.

          Whether Acura needs to put cash on the hood to move the metal or will ILX flying off the dealer lots, like what EL and Integra did….time and, incentive, will tell!!

          Competitions:
          BMW 320i
          Buick Verano
          Ford Fusion
          Honda Accord
          Toyota Camry
          VW Jetta GLI

          OVERALL VERDICT FOR 2013 Acura ILX Tech
          =====================================
          Performance: 3/5
          Handling and ride/fun-to-drive: 4/5
          Interior/ergonomics/user-friendliness: 4/5
          Fit-and-finish/build quality: 4/5
          Cargo/accessibility/layout: 3/5
          Value-for-money: 3/5

          Overall rating: 3/5

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

          http://www.greencarreports.com/overview/acura_ilx_2013


          2013 Acura ILX - Review



          New for 2013, the Acura ILX line gives Honda's upscale brand something it hasn't had for a while: a compact near-luxury sedan with an array of engines and performance options, including a hybrid version that's unique in the segment.

          Underneath the Acura sheet-metal and all-new interior, the ILX is based on the current Honda Civic sedan, which was new for 2012. You'd never know that, though; the styling is identifiably Acura, if not particularly distinctive, with swelling fenders, a side character line, and an arched roof line--plus a toned-down version of the evolving Acura front grille shape.

          There are three engine options, corresponding to the three different models: the 2.0L has a 150-horsepower, 2.0-liter four that comes standard with a five-speed automatic, fitted with paddle shifters behind the steering wheel. While EPA ratings haven't been released for the ILX as yet, Acura says the base ILX 2.0L will be rated at 24 mpg city, 35 mpg highway--which should produce a likely combined rating of 27 or 27 mpg.

          Next up is the 2.4L model, with a 201-hp, 2.4-liter four that's almost identical to the one used in the sporty Honda Civic Si. Unusually, this engine is available only with a six-speed manual gearbox. Honda expects this high-performance model to be rated at 22 mpg city, 31 mpg highway, which might put it at 25 or 26 mpg combined.

          Finally, there's an Acura ILX Hybrid model--based, naturally, on the 2012 Civic Hybrid--rated at 111 hp, which uses a 1.5-liter four and Honda's continuously variable transmission (CVT), with a 15-hp electric motor sandwiched between the two. Mileage is far better here, at estimated ratings of 39 mpg city, 38 mpg highway, for a combined 38 or 39 mpg rating. (The 2012 Honda Civic Hybrid, which has fewer luxury features and less standard equipment, is rated at 44 mpg combined.)

          The added weight of the ILX against the Civic, however, works against the Hybrid model, which is worrisomely slow in some situations, including the fast-flowing suburban traffic we expect ILX Hybrid buyers to encounter regularly. The base 2.0L model and the relative hot rod, the 2.4L, are both fun to drive, with a smooth ride and a calm interior. The structure is light, and handling is nimble, with excellent brakes.

          The cabin is spacious, surprisingly so in the rear seat, which will fit a pair of tall adults comfortably. The dashboard is straightforward, with a few contoured surfaces and the odd edgy Acura curve, but nothing that impedes the mission of conveying information and providing controls easily, quickly, and intuitively. The materials are high-quality, whether they're plastic, rubber, or leather, and the entire car feels solid, well-built, and quiet.

          The Acura ILX also scores for its roomy 12.4-cubic-foot trunk, though the presence of a lithium-ion battery pack located in the trunk just behind the rear seat of the ILX Hybrid cuts volume to 10.0 cubic feet. The passenger cabin has a healthy allocation of cubbies, door pockets, cup holders, and bins. And outward visibility is good as well.

          All 2013 ILX models have cloth front seats, a leather-wrapped steering wheel, dual-zone automatic climate control, Bluetooth mobile device pairing, a power moonroof, keyless entry and a push-button starter. Additional features and options are grouped into a Premium package (power adjustable heated leather seats, a better sound system, and other features) and a Technology package (voice-activated navigation, real-time traffic and weather data, a rear-view camera for reversing, and the AcuraLink satellite communications system. Accessory 17-inch alloy wheels can be ordered separately.

          For more details, see the full review of the 2013 Acura ILX range on our sister site, TheCarConnection.
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          Comment


          • #50
            http://www.carnewschina.com/2012/07/...come-to-china/

            Patent Applied: Acura ILX will come to China

            Honda has applied for patent on the Acura ILX for the Chinese car market, meaning the ILX will likely be launched in China soon. Honda currently sells the Acura MDX, RL, TL and ZX in China, competing directly with Lexus and Infiniti. All three together however, the Japanese still don’t sell as many luxury cars as any of the German three alone.

            The ILX will be imported into China, just like the rest of the Acura range. Interestingly the ILX is only made in the US, and not in Japan. The ILX is based on the Honda Civic sedan, production started in April this year. In the US the ILX is available with 1.5, 2.0 and 2.4 liter patrol engines. The 1.5 will likely be considered too small for the Chinese market. Price in China is expected to start around 250.000 yuan.

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            • #51
              http://www.carnewschina.com/2012/11/...e-auto-market/

              Acura ILX Hybrid launched on the Chinese auto market

              The Acura ILX Hybrid has been launched on the Chinese auto market, priced at 328.000 yuan. Decent 2.0 and 2.4 liter petrol engines might follow later. The Acura ILX hybrid is imported from the US, it is based on the American Honda Civic sedan and therefore barely worth the Acura nameplate. Power comes from a 92hp 1.5 liter petrol engine mated to a 23hp electric motor. So what do we have here? A dressed up Civic with an unpopular drive-train for a ridiculous amount of money.
              Chances for success: absolutely zero.

              via: Autohome.
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              • #52
                http://www.digitaltrends.com/cars/re...arket-goodies/

                Review: 2013 Acura ILX Hybrid mixes Honda hybrid mpg with upmarket goodies

                Oh how we love firsts: Our first steps, our first car, our first time having… well never mind that.

                With the 2013 Acura ILX Hybrid, we celebrate two milestones. “ILX” is a brand-new nameplate for Honda’s luxury division and it’s also the first hybrid the Acura brand has ever offered.

                And while it shares much with its corporate cousin, the Honda Civic, the ILX Hybrid burst onto the scene with a smarter drivetrain, a more stylish exterior, and greater level of sophistication both in regards to its onboard tech and aesthetically enhanced interior.

                Will Acura’s newest baby become the luxury segment’s equivalent to the Honda Civic? Or will it suffer the same identity crisis many Acuras of late have undergone?
                The tech option

                Most automakers have turned to cramming their hybrid models with all the latest tech features (especially in the luxury segment) by default. Meaning, you don’t get the option to opt out, you just automatically get to pay more for the hybrid drivetrain and all the extra goodies thrown in as “standard.”

                Acura has driven down a slightly different road with the ILX, offering both a base hybrid model ($28,900) and an upgraded version that’s equipped with a technology package ($34,000).

                Our review car had the tech package and sported a decent number of welcome features that certainly add up to make the 2013 ILX Hybrid a strong choice for drivers hoping to get a large serving of digital goodness to go along with that fuel-sipping, earth-saving drivetrain.

                2013 acura ilx hybrid tech console

                The ILX Hybrid prominently sports a hard drive-based navigation system that projects out of an eight-inch display recessed atop the center stack.

                In addition to touchscreen controls, which prove only mildly reliable, the nav system can also be controlled by Acura’s voice recognition technology. Voice recognition is fairly intuitive and is operated by a pressing the “talk” button on the steering wheel. Here, we were able to enter in addresses hands-free, and the system even allows for voice control over climate and audio controls.

                Audio controls are particularly nifty and allowed us to easily connect our iPod to the car and search for music by song, artist, album, or genre.

                The navigation system also pipes real-time weather and traffic conditions straight to the driver. Traffic information is aggregated every 90 seconds by Nokia-owned NAVTEQ, which itself gathers the information from a multitude of sources, including transportation departments and highway patrol incident reports.



                Both weather and traffic reports are bundle free of charge for 90 days with the ILX’s XM subscription service, however these can be subscribed to a la carte as well.

                We only had a few major beefs with Acura’s systems during testing.

                First, the voice recognition technology is a little lackluster. It works well most of the time, but had trouble understanding our prompts on many occasions.

                Second, Acura’s interface simply doesn’t look premium enough. Were we to blindfold you and throw (or gently place) you into a Honda, followed by an Acura, with just the interface to look at, you’d find it difficult to distinguish between the two, which is pretty unacceptable when making the jump to a premium brand.

                Admittedly, we’re more picky when it comes to these things but why else buy a luxury car if not to get that ego boost that comes along with it? Were he alive, we’re sure Freud would have a great deal to say about this.

                Finally, Acura’s interface designers continue to implement a crowded button layout around a central controller dial.

                Even as techies, we had trouble getting comfortable with the confusing layout so we imagine drivers stepping into ILX for the first time will have the same issues. And while it’s admittedly more intimidating at first, it did become more intuitive as time progressed. However, it’s still feels extremely cluttered.

                2013 acura ilx hybrid tech bluetooth audio

                It was also hard to gauge button prompts. For example, the rearview camera provides multiple viewing angles, which we appreciated. These include a normal, wide angle, and top-down view, but it took some time to figure out we actually had to press down on the selector dial to switch between them. We imagine others will have the same problem so we’d like to see Acura make these types of interface complications less of an issue in the future.

                The ILX tech package includes Acura’s ELS premium sound system. Ten speakers are littered throughout the cabin, including one per door, two tweeters, one center mid-range, two rear surround, and an eight-inch subwoofer. A 410-watt amplifier is also on board and the system can even manage high-resolution audio playback of up to 96 kHz.

                We don’t have anything negative to say about the ELS system. Sound quality is sharp with rich tones and deep basses standing out in particular. And we didn’t have to tinker too much with the settings either. The ELS system even sports a built-in 15GB hard drive (about 3,600 songs worth) so you can load your own media directly to the car, complete with shuffle and playlist creation options, too.

                Hear a song you love on the radio but can’t whip out your phone in time to Shazam it? A Note function that ties into the car’s XM Radio allows you to record a 10-second snippet to listen to and tag later.
                Hope you (really) like the color black

                What truly distinguishes an Acura from the Civic isn’t just the badge on the car but the overall quality and design of its interior.

                Here the ILX boasts a sharply-penned design that checks all the appropriate boxes in order to provide a pleasant, stylish cabin. We just hope you like really like black, because other than tan colored “Parchment”, it’s your only option.



                Material quality is good, with plenty of soft plastics on board. It’s certainly not the most luxurious cabin but the standard perforated leather seats certainly help matters and the overall design layout is sharp and sensible, with a handy hidden compartment located beneath the center dash, two cupholders, and a wide enough armrest to support both passenger and driver. Did we mention it was all black?

                Up front, eight-way driver and four-way passenger adjustable power seats help make finding a comfortable position a cinch, while heated front seats ensure tushes stay toasty on chilly mornings.

                Backseat brigadiers don’t have much room to complain though — literally. The second row keeps the same entry-level luxury aesthetic but doesn’t offer much in the way of shoulder, leg, and waist room.

                And while the standard ILX boasts a modest 12.4 cubic feet or cargo space, our Hybrid model measures in with a less than stellar 10 cubic feet due to its onboard lithium-ion battery pack soaking up some of the space.
                Handsome, but still too humble

                Outside, there isn’t much to distinguish the ILX Hybrid with the non-hybrid models save for two blue hybrid badges to the side and rear of the vehicle.

                Overall, the design is handsome if not a little unassuming. It’s not as dramatic or refined as we’d come to expect from an entry-level luxury car but we’ll take it all the same. And to be fair, it’s not the weakest-looking model in Acura’s lineup – that honor goes to the TSX’s annoying mug.



                It’s as if the ILX showed up to a soirée dressed all “business casual” when everyone else is rocking a suit or cocktail dress (people still wear cocktail dresses, right?). The ILX’s exterior doesn’t look bad but it doesn’t exactly stand out either.

                We’d really like to see some more drama from Acura’s design team but we’ve been barking up this tree to Honda and Acura for some time now and we’ve all but given up.
                A Honda hybrid at heart

                The 2013 Acura ILX Hybrid is outfitted with a 1.5-liter, eight-valve i-VTEC four-cylinder engine, which produces a modest 111 horsepower and 127 pound-feet of torque. Power is sent to the front wheels via a continuously variable transmission (CVT), which we’ll go into more depth about in a bit.

                Because of its hybrid setup, the ILX also features a lithium-ion powered electric motor that churns out a further 23hp and 78 lb-ft of torque.

                Unlike other hybrids, like the Toyota Prius and even the Honda Civic Hybrid, the ILX is unable to operate on electricity alone; however it does employ a regenerative braking system that traps the kinetic energy created during braking and converts it to electricity in order to give the lithium-ion battery a little more zap.

                2013 acura ilx hybrid exterior right motion

                If that sounds familiar, that’s because the ILX shares the same powertrain and transmission as the Civic Hybrid (surprise!) and thus incorporates Honda’s Integrated Motor Assist (IMA) system.

                Honda’s IMA technology has been around for what seems like an eternity (since 1999 to be precise), debuting in the original Insight. IMA essentially acts as a kick-starter (not the kind that asks for money) for the gasoline engine as well as an engine balancer. Because inline four-cylinders have a tendency to be asymmetrical, the IMA helps offset unwanted vibrations.

                Because the bulk of an engine’s power is typically reserved for hard acceleration and on steep inclines, the ILX’s electric motor makes an appearance when the ILX needs a boost. It’ll also kick in while traveling at steady cruising speeds but its primary design is to alleviate the workload for the gasoline engine.

                The incorporation of Honda’s IMA system also allows for a start-stop feature. Pressing on the brake and bringing the car to a complete stop shuts off the engine, while releasing the brake starts it back up again.

                2013 acura ilx hybrid exterior front right motion

                Two things to mention here: We appreciate the fuel-saving intentions behind such a system, but the fact that the ILX does not allow us to disable the engine start-stop feature completely feels like a large oversight.

                This fuel-saving gimmick is made even worse by the fact that Acura’s system is more sensitive than a teenager getting de-friended on Facebook.

                The engine turning back on took a little longer than it should and left us to feel stranded for a second when we needed to get up and go with some quickness. And there were multiple instances when the feature kicked in too early, particularly when sizing up a parking space and trying to squeeze in with caution.

                Apparently, Acura’s designers are a lot braver than we are and while its sensitivity calibration is certainly not a dealbreaker, it does become a nuisance.

                Of course the whole purpose of a hybrid is improved fuel economy. Part of this endeavor is aided by vehicles ECON mode, a large (surprisingly not green) button located to the left of the steering wheel.

                2013 acura ilx hybrid interior vent econ button

                When engaged, ECON mode helps improve the ILX Hybrid’s fuel efficiency by greatly limiting throttle response, requiring drivers to press harder on the pedal to push it off the line. It also widens the operating window of the automatic start-stop feature and keeps acceleration in check when engaging the ILX’s cruise control function.

                Interestingly, ECON Mode also minimizes the activation of the air conditioning compressors, so the threshold for maintaining a preset cabin temperature when automatic climate control is turned on is slightly increased.

                Sadly, the ILX doesn’t return the same numbers as its working-class Honda cousin. Indeed, it certainly puts up some crowd-pleasing numbers (39 mpg in the city, 38 mpg on the highway, and 38 mpg combined) but the ILX can’t match the Civic Hybrid’s 44 mpg in all categories.

                The engine note is also an issue. It sounded perfectly balanced during the bulk of our drives but thrust down on the gas and prepares to hear the CVT wheeze like a chain-smoking asthmatic attempting a marathon.
                A great first go

                They say you rarely get it right the first time but despite the fact that ILX Hybrid is the first hybrid-electric vehicle ever produced by Acura, it’s not a bad start.

                The underpinnings are based on the current Civic so the ride character is inherently smooth — if a little numb. With Macpherson struts up front and a multilink setup in the back the Acura admirably conducts itself during corners and soaks up road discrepancies well, but the CVT makes its feel more anemic than animated when called on in a pinch.

                Balance in the ride is maintained well during corners and despite its front-wheel drive setup the ILX keeps its grip on the road, although the lack of side bolstering in the seats lets drivers and passengers drift around a bit during cornering.

                2013 acura ilx hybrid exterior rear left motion

                Dropping into S mode and utilizing the ILX’s paddle shifters help shake things up — but again the CVT puts a damper on the fun.

                We’ve already written in detail about the benefits of CVT transmissions but suffice it to say the use of it in the ILX greatly restricts the feel and excitement of Acura’s first hybrid. It’s meant to optimize the fuel economy but in truth it also minimizes excitement. In an era where fuel economy now seems to trump fun, that amounts to something both good – and sort of bad.

                And truthfully, that’s ok. The ILX Hybrid isn’t meant for Le Mans but it will get you to Lamaze class comfortably. Remember: just keep breathing.

                Finish Line

                The 2013 ILX Hybrid is a mixed bag and with a number of alternatives on the market, it’s hardly the top choice for a hybrid – luxury or not.

                It doesn’t achieve the gas mileage of the 2013 Civic Hybrid but it is a step up in styling, luxury, and tech features. It also costs a great deal more: a fully loaded Civic Hybrid will price in at just under $30,000.

                There is also a fully loaded Prius V to consider, which after all gussied-up with every option available (including a more inclusive safety tech package) stickers for $35,860. It, too, sports better fuel economy, netting crazy numbers like 51 mpg in the city, 48 mpg on the highway, and 50 combined. Well, it is a Prius.

                And if you’re resolute in sticking with a luxury brand, the 2013 Lexus CT 200h is also a viable option, although prepare to pay even more for that luxury lineage.

                Still, if what you desire is a smooth, even-handed ride then the 2013 Acura ILX Hybrid won’t disappoint. It will happily escort you on your daily commute with minimal fuss. It’s just a shame it’s not a wee bit livelier and more economical.
                Highs

                Nimble handling, especially during hard corners
                Ride quality is smooth and comfortable
                Interior design is (mostly) sensible

                Lows

                Lacking a number of safety tech features
                Fuel economy isn’t as efficient as some of the competition
                A little overpriced for what you get

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

                http://www.motortrend.com/roadtests/..._ilx_update_3/

                2013 Acura ILX Long-Term Update 3
                Nimble traveler, for both short trips and long



                If you've been following our Motor Trend garage updates, then you know that we've been spending a lot of quality time in one car, with the bulk of my drive days in L.A. spent in our 2013 Acura ILX long-term loaner. When you're in one car for a while, you start to take a lot of things for granted, a fact that's highlighted after you spend some time wheeling around in something else. I recently had a chance to jump into a loaded-up Cadillac XTS Platinum for the weekend to shuttle some fat cats around in (the parents), and it proved to be a more than capable cruiser, with a ton of room, a plethora of in-car connectivity, and a plush, boulevard-cruiser style ride. Then I got back in the ILX, and I was reminded once again what makes this compact attractive: its relative agility and fun-to-drive nature. I found myself immediately more aggressive. I ratcheted up the six-speed up to redline, downshifted with abandon, went harder on the brakes that still feel strong and assured. I realized again that in the ILX, it's much easier to navigate L.A.'s notorious concrete craziness, easier to park, easier to move into and out of tight situations.

                I like how sneaky quick and agile the ILX is, and how much joy you can get out of rowing the gears for yourself to the redline.

                2013 Acura ILX Side Yes, I realize the XTS and ILX are two completely different automotive beasts (although both have really original three letter alphanumeric names), but the experience reinvigorated my desire to wring out the ILX, hit that off ramp and run to redline, gear-after-gear, take that bend a little tighter. A lot is made of the ILX's kinship (at least the 2.4-liter/six-speed manual car we have in) with the Civic Si. Believe me, that is not a bad thing.



                Speaking of the parents, they recently became part of the migratory subspecies Parenticus Snowbirdicius nesting in Arizona, so we rode out in the ILX to the outskirts Phoenix to see them. My wife initially wasn't thrilled about taking the Acura compact on the six-hour trek, but was quickly won over. It's not the quietest car in the cabin at speed, but between 75-80 mph, the 2.4-liter hums along around 3300 rpm and isn't noisy or abrasive. Hit a pothole or other road imperfection and the ILX won't punish you like some other luxury/sport-leaning compacts. 2013 Acura ILX Interior The ILX's seats are unquestionably one of its strong suits, delicately towing the line between comfort and sport. As I've previously outlined, for a compact, there's a fair amount of room for cell phones and other small items, two deep cupholders that hug your mug, and a surprisingly big trunk that gulped down our gear for the trip. And while our ILX doesn't come with all the Acura bells and whistles on the tech front, it's not exactly barren, with features including Bluetooth integration that allows music on the device to be streamed from my iPhone. It's a 360-plus mile or so trip door-to-door, so I did my best to get there on one tank, but fell short each way. My best tank during the trip was 339.8 miles, which averaged out to around 30.91 mpg combined. Any compact car's range is generally constrained by a smallish fuel tank. That said, the ILX continues to live up to its EPA ratings, with its MT combined mileage still running around the EPA bulls eye. Recently, the service wrench light went off again and a fog light isn't working, so it's back to the Acura dealer soon. More on that in my next update.


                Our Cars:

                Service life 8 mo/14,464 mi
                Average fuel economy 27.0 mpg
                CO2 emissions 0.72 lb/mi
                Energy consumption 125 kW-hr/100 mi
                Unresolved problems None
                Maintenance cost $293.35 (2-oil change, inspection)
                Normal-wear cost $0


                ===================================
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                • #53
                  http://autos.fortwayne.com/12016-19V...gOverview.aspx

                  2013 Acura ILX $31,400

                  Vehicle: 2013 Acura ILX Technology
                  Condition: New
                  Price: $31,400
                  Color: White
                  Mileage: 216
                  Transmission: 5-speed automatic
                  Engine: 4 cylinder
                  Stock Number: 7087
                  Vin: 19VDE1F71DE009924

                  Features:

                  FUEL CONSUMPTION: CITY: 24 MPG
                  FUEL CONSUMPTION: HIGHWAY: 35 MPG
                  REMOTE POWER DOOR LOCKS
                  POWER WINDOWS
                  CRUISE CONTROLS ON STEERING WHEEL
                  CRUISE CONTROL
                  4-WHEEL ABS BRAKES
                  FRONT VENTILATED DISC BRAKES
                  1ST AND 2ND ROW CURTAIN HEAD AIRBAGS
                  PASSENGER AIRBAG
                  SIDE AIRBAG
                  EXPRESS OPEN/CLOSE GLASS SUNROOF
                  NAVIGATION SYSTEM WITH VOICE ACTIVATION
                  BLUETOOTH HANDSFREELINK WIRELESS PHONE CONNECTIVITY
                  AUDIO SYSTEM SECURITY
                  DIGITAL AUDIO INPUT
                  DVD-AUDIO
                  IN-DASH SINGLE CD PLAYER
                  AUDIO SYSTEM MEMORY CARD SLOT
                  MP3 PLAYER
                  AUDIO SYSTEM PREMIUM BRAND SPEAKERS: ACURA/ELS SURROUND
                  XM AM/FM/SATELLITE RADIO
                  RADIO DATA SYSTEM
                  XM SATELLITE RADIO
                  SPEED SENSITIVE AUDIO VOLUME CONTROL
                  SURROUND AUDIO
                  TOTAL NUMBER OF SPEAKERS: 10
                  BRAKING ASSIST
                  ABS AND DRIVELINE TRACTION CONTROL
                  STABILITY CONTROL
                  PRIVACY GLASS: LIGHT
                  SILVER ALUMINUM RIMS
                  WHEEL DIAMETER: 17
                  WHEEL WIDTH: 7
                  FRONT FOG/DRIVING LIGHTS
                  LEATHER STEERING WHEEL TRIM
                  LEATHER SHIFT KNOB TRIM
                  METAL-LOOK DASH TRIM
                  METAL-LOOK CENTER CONSOLE TRIM
                  VIDEO MONITOR LOCATION: FRONT
                  TRIP COMPUTER
                  EXTERNAL TEMPERATURE DISPLAY
                  TACHOMETER
                  MANUFACTURER'S 0-60MPH ACCELERATION TIME (SECONDS): 8.5 S
                  POWER REMOTE DRIVER MIRROR ADJUSTMENT
                  HEATED DRIVER MIRROR
                  HEATED PASSENGER MIRROR
                  ELECTROCHROMATIC REARVIEW MIRROR
                  POWER REMOTE W/TILT DOWN PASSENGER MIRROR ADJUSTMENT
                  PASSENGER REVERSE TILT MIRROR
                  DUAL ILLUMINATED VANITY MIRRORS
                  DAYTIME RUNNING LIGHTS
                  DRIVER AND PASSENGER HEATED-CUSHION, DRIVER HEATED-SEATBACK
                  REMOTE WINDOW OPERATION
                  AUDIO CONTROLS ON STEERING WHEEL
                  MECHANICAL REMOTE TRUNK RELEASE
                  FRONT READING LIGHTS
                  ANTI-THEFT ALARM SYSTEM
                  LEATHER SEAT UPHOLSTERY
                  BUCKET FRONT SEATS
                  REAR BENCH
                  FOLD FORWARD SEATBACK REAR SEATS
                  REAR SEATS CENTER ARMREST
                  TILT AND TELESCOPIC STEERING WHEEL
                  TRANSMISSION GEAR SHIFTING CONTROLS ON STEERING WHEEL
                  SPEED-PROPORTIONAL ELECTRIC POWER STEERING
                  SUSPENSION CLASS: REGULAR
                  INTERIOR AIR FILTRATION
                  AUTOMATIC FRONT AIR CONDITIONING
                  DUAL FRONT AIR CONDITIONING ZONES
                  TIRE PRESSURE MONITORING SYSTEM
                  CARGO AREA LIGHT
                  MAX CARGO CAPACITY: 12 CU.FT.
                  VEHICLE EMISSIONS: ULEV II
                  FUEL TYPE: PREMIUM UNLEADED
                  FUEL CAPACITY: 13.2 GAL.
                  INSTRUMENTATION: LOW FUEL LEVEL
                  CLOCK: IN-DASH
                  HEADLIGHTS OFF AUTO DELAY
                  DUSK SENSING HEADLIGHTS
                  DRIVER SEAT HEAD RESTRAINT WHIPLASH PROTECTION
                  HEAD RESTRAINT WHIPLASH PROTECTION WITH PASSENGER SEAT
                  COIL FRONT SPRING
                  REGULAR FRONT STABILIZER BAR
                  INDEPENDENT FRONT SUSPENSION CLASSIFICATION
                  STRUT FRONT SUSPENSION
                  FOUR-WHEEL INDEPENDENT SUSPENSION
                  COIL REAR SPRING
                  REAR STABILIZER BAR: REGULAR
                  INDEPENDENT REAR SUSPENSION
                  MULTI-LINK REAR SUSPENSION
                  FRONT AND REAR SUSPENSION STABILIZER BARS
                  VARIABLE INTERMITTENT FRONT WIPERS
                  STEEL SPARE WHEEL RIM
                  SPARE TIRE MOUNT LOCATION: INSIDE UNDER CARGO
                  METAL-LOOK W/CHROME SURROUND GRILLE
                  CENTER CONSOLE: FULL WITH COVERED STORAGE
                  CURB WEIGHT: 2,970 LBS.
                  GROSS VEHICLE WEIGHT: 3,968 LBS.
                  OVERALL LENGTH: 179.1""
                  OVERALL WIDTH: 70.6""
                  OVERALL HEIGHT: 55.6""
                  WHEELBASE: 105.1""
                  FRONT HEAD ROOM: 38.0""
                  REAR HEAD ROOM: 35.9""
                  FRONT LEG ROOM: 42.3""
                  REAR LEG ROOM: 34.0""
                  FRONT SHOULDER ROOM: 55.6""
                  REAR SHOULDER ROOM: 53.5""
                  FRONT HIP ROOM: 50.2""
                  REAR HIP ROOM: 51.7""
                  ONE 12V DC POWER OUTLET
                  SEATBELT PRETENSIONERS: FRONT
                  REAR CENTER SEATBELT: 3-POINT BELT
                  DOOR REINFORCEMENT: SIDE-IMPACT DOOR BEAM
                  ENGINE IMMOBILIZER
                  FLOOR MATS: CARPET FRONT AND REAR
                  CUPHOLDERS: FRONT AND REAR
                  DOOR POCKETS: DRIVER AND PASSENGER
                  SEATBACK STORAGE: 1
                  TIRES: WIDTH: 215 MM
                  TIRES: PROFILE: 45
                  TIRES: SPEED RATING: V
                  DIAMETER OF TIRES: 17.0""
                  TYPE OF TIRES: AS
                  TIRES: PREFIX: P
                  LEFT REAR PASSENGER DOOR TYPE: CONVENTIONAL
                  REAR DOOR TYPE: TRUNK
                  RIGHT REAR PASSENGER DOOR TYPE: CONVENTIONAL
                  BODY-COLORED BUMPERS
                  WINDOW GRID ANTENNA
                  4 DOOR
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                  • #54
                    2020 Acura ILX A-Spec Review

                    Acura's smallest offering maintains course.

                    https://www.autoguide.com/manufactur...-a-spec-review
                    Iubesc masinile japoneze. Ele nu mint, nu inseala !
                    ACURA & HONDA SUV FAN CLUB ROMANIA - http://daimyo.ro/index.php?action=forum

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                    • #55
                      Acura ILX 2020: Listo para competir con los alemanes

                      http://firstdrive.com.mx/acura-ilx-2020/

                      Iubesc masinile japoneze. Ele nu mint, nu inseala !
                      ACURA & HONDA SUV FAN CLUB ROMANIA - http://daimyo.ro/index.php?action=forum

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