ACURA in presa straina

Collapse
X
 
  • Filter
  • Time
  • Show
Clear All
new posts

  • #31
    http://www.sbwire.com/press-releases...mdx-155547.htm

    AcuraMDXReviews.com Reveals the Truth About the New 2013 Acura MDX



    Irvine, CA -- (SBWIRE) -- 07/27/2012 -- Buying a new car is the second biggest purchase, next to buying a house that most people will make in their lives. Because of this, it’s vitally important that consumers undertake sufficient research on the various models of cars available, before making their final decision.

    One website that’s been helping new car buyers make informed decisions over the years is AcuraMDXReviews.com. Acura MDX Reviews provides people with detailed, unbiased consumer reviews on recent models of the Acura MDX, including the 2013 Acura MDX, due to be released in just a few months.

    The site features an abundance of in depth editorial content and reviews on the ever popular Acura MDX (MDX stands for Multi-Dimensional Luxury). Each review covers important aspects of the vehicle such as performance, powertrain, internal and external trim, standard and optional equipment, safety, fuel consumption, value for money and driving impressions.

    The reviewer also goes through the advantages and disadvantages of each vehicle, plus any changes that have been made between the models. The site also features video footage of the Acura including the Acura MDX being test driven.

    Each review and editorial article is accompanied by high quality digital imagery of MDX including exterior and interior features. For those wanting to take things one step further by customizing their MDX, the site also provides a comprehensive list of all available aftermarket parts and accessories.

    The site features a plethora of content about previous Acura models as well as the latest Acura MDX 2013 information and news.

    A spokesperson for AcuraMDXReviews.com explains the sites appeal:

    “Acura MDX Reviews is the biggest and most trusted Acura MDX review website. Visitors will not only find informative, unbiased consumer reviews about the new Acura MDX models, but also detailed reports on many of the popular parts and accessories that are available as well. We have detailed coverage of every Acura model for the last two and half years. Our objective is to provide editorial content detailed enough for Acura enthusiasts while also appealing to people new to the vehicles.”

    About Acura MDX Reviews
    Acura MDX Reviews is a site dedicated to providing detailed consumer reviews on all recent models of the Acura MDX, to assist potential buyers in making their purchase. For more information please visit http://acuramdxreviews.com
    Media Relations Contact

    Rami Yassin

    949-290-4046
    Email | Web
    Related Images

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

    Comment


    • #32
      http://wot.motortrend.com/we-hear-ac...pe-240571.html

      We Hear: Acura’s Future Includes TL Hybrid with 45 MPG, No ILX Coupe

      Though Acura’s drive to reach first-tier luxury status may be over with the exception of the upcoming Acura NSX, the luxury automaker’s future includes a handful of updates to get sales moving in the right direction. Along with expected debut dates on Acura’s best-selling MDX, take a look at Acura’s potential future below.
      Acura Cars

      We Hear: Acuras Future Includes TL Hybrid with 45 MPG, No ILX Coupe imageNo coupe variant of the Acura ILX is on the way, but an Earth Dreams four-cylinder engine replacing the volume 2.0-liter ILX is a distinct possibility for the car’s refresh. Depending on the ILX’s sales performance, the Acura TSX could become a much lower-volume model. The report mentions the possibility of the TSX continuing as a limited-production V-6 model to remain between the ILX and TL.

      As for the Acura TL, a revamped sedan still based on the Accord arrives next spring. We’d be surprised if the next-gen Acura TL doesn’t follow the 2013 Honda Accord’s lead, with slightly smaller dimensions, though with an Earth Dreams 3.5-liter V-6 for the luxury four-door. While Acura may not offer two V-6 variants, a hybrid TL is in the cards with fuel economy of about 45 mpg.

      Above the TL is the new Acura RLX, with an Earth Dreams V-6 offering as well as a 370-hp V-6 hybrid model with an advanced all-wheel-drive system and a seven-speed dual-clutch transmission. We’re anticipating the debut of another model, the Acura NSX. By 2014, We Hear: Acuras Future Includes TL Hybrid with 45 MPG, No ILX Coupe imageAcura will begin building the new Acura NSX in Ohio, with a direct-injection V-6 paired to a lithium-ion battery pack and a special all-wheel-drive system, likely a version of the next-gen hybrid SH-AWD system currently in development.
      Acura SUVs

      As the Acura RDX gains traction in the U.S., the Acura MDX is set to be redesigned next fall, with the Earth Dreams V-6 engine. Though the MDX-based Acura ZDX has only sold 416 units through the first half of 2012 (Acura RL at 214 units), the crossover with coupe-like styling could continue as a special-order model until the new MDX debuts.

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

      Comment


      • #33
        http://www.lasvegassun.com/news/2012...013-acura-ilx/

        Acura adds entry-level compact

        Acura's newest sedan, the 2013 ILX, looks good, is fuel-conscious and has a controlled, comfortable ride.

        But its base retail price, including destination charge, is only $26,795. This is $4,110 below the previous lowest-priced Acura, the 2012 TSX compact sedan that starts at $30,905.

        Best of all, the ILX isn't a barebones Acura. The starting price includes noteworthy standard features such as moonroof, six-speaker audio system, 5-inch color information display on the dashboard, Bluetooth phone and audio connectivity, dual, automatic climate control, keyless entry and push-button start.

        Also standard: A Short Message Service (SMS) text messaging feature that can read text messages to the driver and respond to each message with one of six pre-set replies, such as, "Talk to you later, I'm driving." A driver must have a compatible device, such as a Blackberry, to tie in to this feature.

        Acura officials said the new ILX is designed to attract young buyers to the luxury brand, which is part of Honda.

        In fact, most drivers wouldn't have a clue the ILX is based on the Honda Civic, a compact car that has been a staple of young people in the United States for years.

        But the ILX is much more than a revamped Civic. While the ILX uses the Civic's front-wheel drive platform, there's not a single piece of metal on the outside that's from the Civic. In fact, the ILX is a bit longer and wider than a Civic sedan.

        The interior is all Acura, with good use of textures and materials and thoughtful design of controls to craft a pleasing passenger compartment. The ILX suspension, which gives the five-seater a composed ride, is better than the Civic's, too. Extra sound insulation makes the ILX interior far quieter than a Civic, as well.

        The manufacturer's suggested retail price, including destination charge, is for a base, five-passenger ILX with 150-horsepower, four cylinder mated to a five-speed automatic transmission.

        There's no manual transmission for the base engine. But a 201-horsepower four cylinder mated to a six-speed manual transmission is available on a ILX Premium model for a starting retail price of $30,095.

        There is no automatic transmission for this higher-powered version of ILX. But this model comes with standard heated, leather-trimmed seats, larger, 17-inch wheels and tires and high-intensity discharge headlights.

        A third ILX model is a gasoline-electric hybrid _ Acura's first _ that has a starting MSRP, including destination charge, of $29,795.

        The ILX Hybrid, with hybrid technology similar to the Civic's, has a federal government fuel economy rating of 39 miles per gallon in city driving and 38 mpg on the highway.

        This compares with 24/35-mpg rating for the ILX with 150-horsepower four cylinder and 22/31-mpg rating for the ILX with 201-horsepower engine.

        For the record, the test ILX non-hybrid model with 201-horse engine and manual six speed averaged 28 mpg in city/highway travel, without the driver trying to conserve fuel. This 28 mpg is 12 percent higher than the government's city/highway rating of 25 mpg for this model, and translated into a range of nearly 370 miles on a single tank of fuel.

        Note: Acura recommends but does not require premium unleaded gasoline for the ILX.

        Acura officials compare the ILX to other entry-level luxury compacts, such as the 2012 Audi A3, which has a starting retail price of $28,145 with 200-horsepower, turbocharged four cylinder and manual transmission.

        But many mainstream cars _ even mid-size sedans with a fair amount of amenities _ fit into the ILX price range.

        For example, a mid-size, 2012 Ford Fusion Hybrid has a starting retail price of $29,570, which is only $225 less than the ILX Hybrid's base price. The base Fusion Hybrid, however, doesn't include a moonroof, while the ILX Hybrid does.

        The test ILX Premium model had a lightness to the electric steering that was noticed but not troubling.

        The most surprising experience in the ILX: How confidently the car handled in curves and turns. It tracked solidly and felt stable on the road, even in emergency situations.

        The 2.4-liter, double overhead cam four cylinder in the tester is the same one that's in Acura's slightly larger TSX sedan. Power came on quickly and the car moved through traffic with pep. Torque peaks at 170 foot-pounds at 4,400 rpm.

        The six-speed manual in the tester moved smoothly and precisely from gear to gear in satisfying fashion and was so pleasurable, the driver didn't feel a need to use the standard paddle shifters.

        There was little wind noise, but some road noise came through to passengers.

        Rear-seat legroom of 34 inches was fine for me _ someone 5 feet 4 _ and there's hardly a hump in the middle of the rear floor. But three adults back there would sit touching each other.

        Everyone in the ILX rests on comfortable cushions that have some give as well as support. Everyone has a head restraint, too.

        Standard safety equipment includes antilock brakes, front, side-seat and curtain air bags, traction control and electronic stability control.

        Fun touches: A driver can select the color for the background of the information display on the dashboard, and Pandora radio interface is standard.

        Interestingly, the ILX test car had a memorable "clean" smell inside. It was pleasant but not the usual chemical-laden "new car smell."

        The styling of the ILX also turned heads.

        The ILX has been the subject of a safety recall. Last month, the National Highway Traffic Safety Administration said a cable connecting a door handle to a door latch might become loose and affect the ability of the door latch to operate properly.
        Iubesc masinile japoneze. Ele nu mint, nu inseala !
        ACURA & HONDA SUV FAN CLUB ROMANIA - http://daimyo.ro/index.php?action=forum

        Comment


        • #34
          http://rumors.automobilemag.com/spie...pe-160929.html

          Spied: 2014 Acura MDX Crossover Takes Shape In Europe

          Nearly six years have passed since the second-generation Acura MDX debuted, and a little more than two since it was overhauled and wrapped with a mild facelift. If it feels like high time for a new MDX, you’re in luck: an all-new model is just around the corner, and our spies caught an early Acura MDX prototype undergoing testing in Europe.

          It’s hard to see much of the new MDX’s exterior styling in these photos, as the next-generation crossover wears both heavy cladding and makeshift head- and taillamp assemblies, but a few cues up front suggest Acura’s next three-row crossover will take a page from its new 2013 RDX compact crossover. Not only does the “beak” grille seem softer and a bit more conservative, but the lower edges of the tapered headlamp assemblies will be in line with the lower edge of the V-shaped grille. The lower front fascia, which presently boasts a smattering of unusual apertures and intakes, appears cleaner on this tester, and more in-step with that applied to the latest RDX.

          Beneath the skin, expect the MDX to continue sharing its Accord-derived platform with both the Honda Pilot and Odyssey. Expect the MDX to retain six-cylinder power: we hear rumbling’s that a revised 3.5-liter V-6, revamped under the company’s Earth Dreams powertrain program, will gain direct fuel injection and a number of other tweaks to boost power and fuel economy. Early estimates suggest the V-6 could produce somewhere in the neighborhood of 310 hp, which is about 10 hp more than the current MDX’s 3.7-liter V-6.

          We’ve heard rumblings that the MDX could adopt a ZF-sourced nine-speed automatic in the years to come, but there’s still a chance that the next-gen MDX could initially launch with the six-speed transmission it presently employs. Another unknown lies with Acura’s Super Handling All-Wheel Drive (SH-AWD) system: although the torque-shuffling driveline aids handling and is something of a hallmark, there’s a chance Acura could ditch it for a lighter, less expensive driveline. The automaker did just that when revamping its 2012 RDX, citing a lack of demand for the technology in this family-centric segment. It’s also fairly unlikely that the company’s new hybrid SH-AWD system, which will be used in both the upcoming RLX luxury sedan and the NSX sports coupe, will be used in this particular application.

          These remaining details will likely emerge in due course – and we won’t have to wait all that long to see them unfold. The next-generation Acura MDX should make its public debut in late 2013, possibly even as a 2014 model year vehicle.

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

          Comment


          • #35
            http://www.startribune.com/autos/165022676.html?refer=y

            2013 Acura ILX: A modest proposal

            With summer barreling through the calendar faster than you can say "water wings," it's likely you have a family reunion looming on the horizon.

            As friends and co-workers will tell you, there are generally a few minefields that are best to avoid at such potentially volatile family gatherings. These include the alarmingly yellow potato salad, political affiliations and showing up alone -- again.

            Maybe bring Acura's all-new ILX instead.

            Consider what this compact, almost-luxury sedan comes with: a handsome exterior and manageable price tag to make your parents proud. A button-worshiping and tech-heavy interior so your oily-faced nephew finally thinks you're cool. And a lack of space, power and aptitude for fun, lest your Uncle Larry think you're getting too glib for your britches.

            There's nothing like a neutered, well-made, conspicuously moderate car to bring the family together.

            The front-wheel drive ILX starts at $26,795 and is more or less a bedazzled version of the Honda Civic. Thus the two share a trio of engine choices. Acura expects a vast majority of buyers to choose the base 2.0-liter four-cylinder unit I spent most of my time in. Its displacement has been bumped up from 1.8 liters in the Civic and it now gives the ILX 150 horsepower and 140 pound-feet of torque.

            As you may have guessed, 150 horsepower does not a quick car make. This ILX often felt underpowered, especially on the freeway. Acura does deserve some kudos for smoothing out the engine's character compared with the version in the Civic.

            The only transmission available is a five-speed automatic, and it's capable but not extraordinary. (The lack of a sixth gear shows the perils of relying too heavily on an economy car for your foundation.) Paddle shifters are a nice touch. This engine is rated at 24 miles per gallon in the city and 35 on the highway. In 220 miles of testing, I averaged 24.5 mpg.



            Home
            Autos

            2013 Acura ILX: A modest proposal

            Article by: DAVID UNDERCOFFLER , Los Angeles Times
            Updated: August 5, 2012 - 1:21 AM

            The compact sedan is handsome, well-made and offers just a touch of luxury. And with the optional engine, it's also a lot of fun.

            0
            comments
            decrease font size resize text increase font size
            print
            buy reprints

            Share

            With summer barreling through the calendar faster than you can say "water wings," it's likely you have a family reunion looming on the horizon.

            As friends and co-workers will tell you, there are generally a few minefields that are best to avoid at such potentially volatile family gatherings. These include the alarmingly yellow potato salad, political affiliations and showing up alone -- again.

            Maybe bring Acura's all-new ILX instead.

            Consider what this compact, almost-luxury sedan comes with: a handsome exterior and manageable price tag to make your parents proud. A button-worshiping and tech-heavy interior so your oily-faced nephew finally thinks you're cool. And a lack of space, power and aptitude for fun, lest your Uncle Larry think you're getting too glib for your britches.

            There's nothing like a neutered, well-made, conspicuously moderate car to bring the family together.

            The front-wheel drive ILX starts at $26,795 and is more or less a bedazzled version of the Honda Civic. Thus the two share a trio of engine choices. Acura expects a vast majority of buyers to choose the base 2.0-liter four-cylinder unit I spent most of my time in. Its displacement has been bumped up from 1.8 liters in the Civic and it now gives the ILX 150 horsepower and 140 pound-feet of torque.

            As you may have guessed, 150 horsepower does not a quick car make. This ILX often felt underpowered, especially on the freeway. Acura does deserve some kudos for smoothing out the engine's character compared with the version in the Civic.

            The only transmission available is a five-speed automatic, and it's capable but not extraordinary. (The lack of a sixth gear shows the perils of relying too heavily on an economy car for your foundation.) Paddle shifters are a nice touch. This engine is rated at 24 miles per gallon in the city and 35 on the highway. In 220 miles of testing, I averaged 24.5 mpg.

            The ILX's driving dynamics were similarly competent yet unenthused. It's perfectly capable of getting you where you need to go without fuss, but don't look to it for a particularly engaging experience. This seems like a lost opportunity to introduce the Acura brand as a product that's fun to pilot. Wind noise is nicely isolated, but the ILX clatters over bumps and potholes like its humble cousin and not the luxury car it wants to be.

            More power -- and fun -- is available in the form of the optional, 2.4-liter engine ripped right out of the Honda Civic Si. It gives you 201 horsepower and 170 pound-feet of torque and is paired with a six-speed manual transmission.

            Although I wasn't able to sample this power plant in the ILX, I've driven it in the Civic Si, and it's a rev-happy joy-machine. One has to wonder why Acura didn't make it standard equipment on the ILX and skip the smaller engine altogether. After all, an ILX with the Premium package is $30,095, regardless of which of these two engines you choose.

            Acura chalks it up to the smaller engine's (minor) advantage in gas mileage. Although that could be the case, it seems like Acura also didn't want the demi-luxury ILX to encroach on the territory of the larger TSX, which has that bigger engine as standard.

            Finally, Acura offers the ILX with a hybrid powertrain, again from the Honda Civic. This $3,000 upgrade has 111 horsepower and 127 pound-feet of torque from a 1.5-liter engine and an electric motor. It's paired with a continually variable transmission and is estimated to get 39 mpg in the city and 38 on the highway.

            Turning to the metal that's wrapped around these engines, Acura has done a great job of making the ILX safely handsome. Save for similar profiles that feature short trunk lids, you'd be hard pressed to see any resemblance of the lesser Honda in this Acura.

            Thankfully, Acura also did away with the imprudent and garish metal grills of some of its other vehicles. Instead, the ILX is fitted with a much smaller chrome strip up front, which ties in well with a sleek and sporty visage that should appeal to a wide variety of buyers.

            Inside, Acura has also nicely delineated the ILX from the Civic. The cabin is solidly bolted together and finished with a soft-touch dashboard. The seats are comfortable throughout, though in the rear they seemed to be more supportive than those up front.

            The model I tested was the $32,295 ILX Tech, which adds options such as leather seats that are heated in the front, a navigation system with real-time traffic and weather updates, a 10-speaker sound system and a backup camera.

            The systems worked well together, but the dashboard layout is plagued by a miasma of buttons orbiting around an enormous knob that serves as your primary controller. This made for a steep learning curve and a hunt-and-peck-style of finding the right button that made me feel like a toddler learning to type. A steering wheel equally festooned with buttons didn't help.

            My only other quibble with the ILX interior was its tight visibility; this car felt small only when you were looking out of it. The A-pillar around the windshield seemed to cut into your sight lines when looking to the left and right, and a trio of headrests in the back seats cut into the already small rear window. Consider removing them entirely if your back-seat passengers are few.

            You can choose a car, but you can't choose your family. As such, Acura's ILX excels at modesty. Its centrist compromises on horsepower and space are perfect for navigating the minefield that is a family gathering. Your ace in the hole is the fact that the ILX is assembled right here on U.S. soil, at Honda's Greensburg, Ind., plant.

            That should get your sister-in-law to stop quietly judging you long enough to pass the watermelon. Now, who's hosting Thanksgiving?

            The 2013 Acura ILX is assembled at Honda's Greensburg, Ind., plant.

            Honda, Mct - Mct

            2013 ACURA ILX

            Base price: $26,795 (including destination charge)

            Price, model tested: $32,295; ILX Tech

            Powertrain: 2.0-liter, SOHC four-cylinder engine; five-speed automatic transmission with paddle shifters

            Horsepower: 150 at 6,500 rpm

            Torque: 140 pound-feet at 4,300 rpm

            Curb weight: 2,970 pounds

            Wheelbase: 105.1 inches

            Overall length: 179.1 inches

            EPA fuel economy: 24 mpg city/35 highway

            Observed fuel economy: 24.5 mpg in mixed driving
            Iubesc masinile japoneze. Ele nu mint, nu inseala !
            ACURA & HONDA SUV FAN CLUB ROMANIA - http://daimyo.ro/index.php?action=forum

            Comment


            • #36
              http://www.autonews.com/apps/pbcs.dl...roduct-offense

              Honda Moves NSX And Civic Development And Design To US

              TRAVERSE CITY, Mich. -- Honda America will take the lead in a growing list of global vehicle development projects to help the automaker fend off competitive challenges in North America and hedge against a strong yen.

              The U.S. organization will engineer and develop the new-generation Acura NSX sports car, the next-generation Civic compact car, and other models, says Erik Berkman, the new president of Honda R&D Americas.

              Berkman says he was appointed to the position in April in part because he likes to play "offense."

              The Japanese automaker has been nurturing its North American engineering for the past two decades. But new pressures on Honda and other Japanese manufacturers -- including rising yen values -- is putting new responsibilities on the U.S. group.

              Honda is also under growing pressure from smaller U.S. market players, including Nissan and Hyundai. Last year for the first time, Nissan's mid-sized Altima sedan outsold Honda's Accord. Honda is also seeing new competition to its Civic.

              "Our U.S. r&d team is taking the next step in our growth toward an even larger responsibility for meeting the needs of our customers in North America," Berkman told an audience here at the 2012 Management Briefing Seminars here today.

              Berkman said Honda's Raymond, Ohio, r&d center employs about 2,000 people and could expand in the next few years to accommodate the increased responsibility.

              "I'm not saying the scope of our activities is on a par with R&D operations in Japan that were established more than 50 years ago," said Berkman. "But as an organization, our U.S. facilities and the skill level of our engineers have achieved full citizenship in r&d.

              "We're now a big company. The question is do you play it safe, or do you swing for the fences. I like to swing."

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

              http://www.detroitnews.com/article/2...317/1149/rss26

              Acura ILX Premium out to compete with Lexus ES350

              Once upon a time, trading in your reliable foreign car for an entry-level luxury ride was an obvious process. You drove a Toyota Camry? A Lexus ES was in your future. Die-hard Honda Civic types stepped up to an Acura.

              Yet the entry point to luxury has changed, as many inexpensive cars now offer scads of gadgets once only found on pricier vehicles. South Korea's Hyundai and Kia have muscled onto the scene, using the same techniques the Japanese once did — over-delivering good cars at even better prices.

              Which might leave one wondering: What constitutes an entry-level luxury car these days, and where do Lexus and Acura fit in?

              To get a sense of that question, I tested both the latest Lexus ES and a brand-new Acura model, the ILX.

              The all-new, sixth-generation Lexus ES350 starts at $37,000, and is also available as a hybrid. The Acura ILX is $32,000 with an optional technology package. It too can be had as a hybrid.

              The 2013 Lexus ES has traveled a long road since its 1989 inception as a slightly upgraded Toyota Camry. The big luxury back then was real wood in the interior. The ES would eventually become Lexus's best seller in the United States, a result of reliability, subdued looks and an undemanding ride.

              Values shift. The new ES gets a significant restyling, a firmer suspension and more engaging drive. Being boring, it turns out, isn't so luxurious after all.

              My test car, an ES350 prototype with black exterior and interior, had real wood and leather, and the quality was nice indeed. The leather that wraps around complex contours is hand-stitched by Japanese craftsmen.

              The 300h hybrid model is offered with a synthetic material Lexus calls "NuLuxe."

              The ES has never been a young person's car, despite ranking as one of the entry-level sedans in the Lexus lineup. One is reminded of this by the slightly uncomfortable pairing of a round, analog clock hovering under the sharp, eight-inch navigation screen.

              Nonetheless, Lexus is clearly banking on customers finding luxury in the digital world. Its navigation screen is controlled by a mouse-like device mounted on the center console, and you can hook up a smart phone to the system and access applications like Pandora radio, OpenTable and Yelp.

              Safety options include a system that alerts drivers about to back out of a parking lot to cars passing behind, as well as lane departure and dynamic cruise control.

              More interesting is the better-tuned suspension. The ES350 is front-wheel drive, so you can forget about it being a hot sports sedan. Yet the 3.5-liter V-6 is sufficiently sprightly, with 268 horsepower and 248 pound-feet of torque. Gas mileage is 21 city, 31 highway, while the hybrid (which has a four-cylinder) gets 40 and 39.

              Compared to previous generations, the new ES350 is simply more entertaining to drive. And it even looks pretty good with the new, rather funky Lexus grille and front end.

              While the ES now rides on the slightly larger Toyota Avalon platform, the brand-new Acura ILX is on the same foundation as its cousin the Honda Civic.

              The new generation Civic, which went on sale last year, has fallen far short of expectations, with a lackluster ride and two recalls because of defects. The company is rushing out an early fix with a redesign for 2013.

              Here's a suggestion for Honda: Take some cues from the ILX. A handsome sedan with a conventionally raked windshield and a longer hood, it fixes the snub-nosed oddities of the current Civic. There's a nice interplay of creases and folds along the body and rear.

              Though the ILX name is new, there are hints at former Acura models that I was fond of, like the Integra. The ILX Premium model I tested, which starts under $30,000, has a 2.4-liter engine with 201 hp and a sweet six-speed manual. Oddly, you cannot get an automatic transmission with the 2.4-liter engine. That will disappoint many a buyer.

              The Premium model is a car for people who like to drive. The engine revs high (over 7,000 rpm), the stick is fun to use and the car is engagingly responsive.

              Sadly, the standard ILX comes with a 2.0-liter four-cylinder with only 150 hp, and a decidedly less-than-luxurious five-speed automatic. Even the BMW 5 Series is now offered with a four-cylinder engine, but the lackluster power on the 2.0- liter ILX is disappointing.

              The ILX's top-of-the-line technology package brings navigation with traffic, Bluetooth and access to Pandora. It's an upmarket car, but not really a premium-level one. Cross-shoppers might take a look at the $28,000-plus Hyundai Sonata Limited, which has a 274-hp turbo four cylinder and heated front and rear seats.

              As an aside, Hyundai's $35,000 Genesis sedan is a credible entry to the luxury field, making a likely competitor to the Lexus ES. It can be had with either a V-6 or a V-8.

              Still, Corolla drivers will appreciate the trade-up to the ES, while Lexus can credibly hang onto its entry-luxury mantle. Honda drivers who like to shift using a stick have a nice new option. Others might want to keep on looking.

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

              Comment


              • #37
                Honda Acura ILX will hit the China auto market in December

                http://www.carnewschina.com/2012/08/...t-in-december/

                The Honda Acura ILX sedan will be launched on the China auto market in December as an import, the China-bound ILX will debut on the Chengdu Auto Show later this year. China-bashing law makers in the Capitol will no doubt be very happy because the ILX is made in the US, based, that is, on the platform of the Honda Civic sedan.

                The China-bound ILX will first be available as a hybrid only, which is an interesting strategy in a land where nobody buys hybrids because of the high price tag. Later on decent 2.0 and 2.4 patrol engines will follow, but that will be in 2013. The Acura ILX 1.5 hybrid will cost around 250.000 yuan (waddidai say…) and comes with a just-buy-a-horse combined 125hp.

                Honda first showed the Acura ILX on the Beijing Auto Show in April (pics), where it stood next to the amazing Acura NSX concept, which was painted in red for the occasion. How can a company that can dream new NSX actualy come up with an ILX?

                Via: Autohome.

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

                http://www.leftlanenews.com/acura-rdx-review.html

                Review: 2013 Acura RDX

                In the ever-evolving world of luxury cars, Acura remains a bit of an enigma. Is Honda’s premium brand shooting for the (three-pointed) stars? Is it aiming for the entry-level segment? Or is it hoping to be something of an in-betweener?

                Regardless of what Acura wants to be when it grows up, what the brand’s portfolio most desperately needed was a high-volume five-seat crossover, the kind of vehicle that could go head-to-head with such segment stalwarts as the Lexus RX 350 and the Cadillac SRX.

                Enter the reborn Acura RDX, an utterly conventional crossover that replaces a confused predecessor of the same name.

                What is it?
                Once the ugly duckling of the five-seat luxury crossover class, the RDX has evolved into a near carbon-copy of the Lexus RX, at least conceptually.

                A torquey but uncharacteristically unrefined turbocharged four-cylinder has been replaced by an ultra-smooth and, remarkably, more fuel efficient V6. Adding to the mainstreamification of the RDX, the outgoing model’s sophisticated, nimbleness-enhancing torque vectoring has been displaced for a simpler all-wheel-drive system aimed at increasing inclement weather traction rather than sporting up handling.

                The Ohio-built RDX is available in four flavors: Front or all-wheel drive and base or Technology Package-equipped. We went for the full-tilt all-wheel-drive with the Technology Package, which brings with it navigation, HID headlamps and, notably, a stunning ELS audio system. At about $40,000 as-tested, our loaded up RDX is something of an on-paper bargain in its segment. Similarly-optioned rivals run upwards of $5,000 more.

                What’s it up against?
                Aside from the Lexus RX and Cadillac SRX, the RDX has been designed to compete against the BMW X3, Mercedes-Benz GLK-Class, Volvo XC60 and Lincoln MKX.

                But we think shoppers should also add the Jeep Grand Cherokee and Nissan Murano to their shopping lists, even though they don’t offer the “prestige” of a premium nameplate.

                How does it look?
                To our eyes, the RDX is, in profile and proportionally, clearly inspired by the second-generation Lexus RX (the predecessor to the model currently in showrooms). And that’s no bad thing, since that Lexus was pleasant enough to look at, unlike the current RX.

                Up front, Acura’s “beak” fascia has been toned down substantially, although the satin chrome snout stands out more on our black tester than it does on lighter shades. From some angles, the snout is still a little too, well, snouty, but at least Acura is moving in the right direction.

                At the rear, the RDX’s eagle eye-like tail lamps and thin chrome design strip put it in line with the rest of the automaker’s offerings.

                Though the RDX is generally attractive all around, we think that Acura should have opted to include at least one exposed tailpipe out back to give it a slightly more upmarket look.

                And on the inside?
                Those familiar with Acura’s other products will immediately feel at home in the RDX, which features an interior that could easily have been snapped up from a TSX or MDX.

                What that means is that the automaker’s signature symmetrical dashboard is convenient, if a little button-heavy for novices. Fortunately, clear markings and plenty of redundant steering wheel controls make the RDX’s infotainment system easy to sort through. Though more menu-intensive than some rivals, the Acura system has been updated with improved graphics for 2013. On the flip side, a low tech digital strip just above the radio presets feels straight out of 1993; we appreciate the information redundancy, but the look is out of place for a luxury vehicle.

                Heavily-bolstered front seats covered in nicely-grained leather combine with an excellent, small diameter three-spoke steering wheel with paddle shifters to create a sporty vibe. Rear seat passengers, meanwhile, have plenty of stretch-out space, but they don’t get their own air vents. At the tail, a nicely-finished cargo area swallowed plenty of luggage. Our only kvetch with the RDX’s human-hauling ability was the lack of a height adjuster for the passenger’s seat, a glaring (but easily rectified) omission for this segment.

                For the most part, interior materials fit the RDX’s price point, although the silver molded plastic accent trim should be supplanted with either a classy woodgrain or a high-tech surface. In addition, some buyers might find the choices of bland beige or coal mine black interior schemes a bit limiting up against more style-oriented rivals, though we did like our tester’s berber-style brown floor mats.

                But does it go?
                With most other automakers preaching the downsizing gospel, Acura’s decision to shoehorn in a big 3.5-liter V6 in place of 2.3-liter turbo four was a bit of a conundrum until we first pressed the skinny pedal. Instead of the old 2.3′s turbo lag and gruff vibrations, we were rewarded with old-school torque and smoothness.

                Officially, the 3,800 lbs. RDX’s V6 is rated at a solid 273 horsepower and 251 lb-ft. of torque, which gives it one of the segment’s better power-to-weight ratios. In practice, the RDX is sprightly, springing away from traffic lights with satisfying grunt. Highway passing requires downshifts, something the six-speed is not reluctant to do.

                Even at the upper reaches of the rev range, the 3.5-liter was absolutely a smooth operator, which combined with substantial sound deadening for a particularly quiet highway ride.

                The 3.5 only wants for power with a full load of passengers and cargo onboard, but even then the standard six-speed automatic was a willing dance partner. We tried out the paddle shifters but ultimately found that the transmission was usually in our desired gear anyway.

                Particularly of note was the impressive fuel economy. On the highway, we netted an EPA-besting 28 mpg, while our mixed driving resulted in a solid 24 mpg. Officially, the feds suggest that the RDX should net 20/27 mpg with all-wheel-drive.

                Those four wheels never lacked traction, but the RDX rarely feels as sporty as Acura’s marketing might suggest. Though ultimately low on feel, the steering is nicely weighted and precise, which lent the RDX a feel of confident security on twisty roads, if not zippy sportiness. So too the firm and composed ride, which soaked up bumps without feeling as floaty as that of the Lexus RX nor as springy as the BMW X3.

                The old RDX might have been more fun, but this latest model is vastly more livable, which will inevitably appeal to far more shoppers.

                Why you would buy it:
                Roomy, refined and even rather fuel efficient, the RDX hits all the right buttons.

                Why you wouldn’t:
                Devoid of character compared to its predecessor, the RDX is the definition of “mainstream,” an accolade not all buyers might be seeking.

                Leftlane’s bottom line
                There’s no better low-stress five-passenger luxury crossover at this price point for most shoppers. While our enthusiast passion laments the departure of the old RDX’s engaging turbo and nimble handling, this latest model is significantly improved for the way most of us actually use our five-seat crossovers.

                At this price, it’s hard to argue against the nicely-outfitted RDX, which feels like the segment’s “just right” luxury crossover.

                2013 Acura RDX with Technology Package base price, $39,420. As tested, $40,315.
                Destination, $895.

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

                http://www.caranddriver.com/reviews/...+and+Driver%29


                2013 Acura ILX 2.4 Premium
                Trying to combine luxury with the Civic Si.


                Months in Fleet: 1 month
                Current Mileage: 2162 miles
                Average Fuel Economy: 27 mpg
                Average Range: 356 miles
                Service: $0
                Normal Wear: $0
                Repair: $0

                Just over a decade ago, Acura’s lineup included the NSX and the Integra—both among the most fun-to-drive cars in their segments, and two fairly iconic pieces of machinery. Since then, Honda’s luxury brand has introduced a line of funky-faced, tweener-sized cars that James Spader talks up in TV ads. Away from the sound booth where Spader records his solicited praise, however, the reality is that Acura’s lineup isn’t quite what it used to be.

                But things may be looking up. Acura soon will bring us a new NSX, it currently offers one of the few sporty wagons in our market, and it has delivered a new entry-level sedan, the ILX. We knew the latter wouldn’t be another Integra, but one ILX in particular—the one that shares the Civic Si’s 201-hp 2.4-liter four-cylinder and six-speed manual—had us interested enough to order an example for a 40,000-mile test.

                A Fairly Large Kitchen Sink, But No Drain

                A recap of the ILX line: Box stock, the base model—motivated by the Civic’s 150-hp, 2.0-liter four-cylinder tied exclusively to a five-speed automatic—starts at $26,795. A hybrid also is available, and borrows its engine/electric-motor combo from the Civic hybrid. All ILX models include USB and auxiliary jacks, keyless entry and start, dual-zone climate control, and a power sunroof as standard.

                Cars like ours, with the Civic Si powertrain, come one way, combining the above kit with the Premium package, which adds an eight-way power driver’s seat, heated front sport seats, leather upholstery, a seven-speaker audio system with satellite radio, a rearview camera, 17-inch aluminum wheels, fog lamps, and xenon HID headlights. The 2.4 is the only ILX that’s available with a manual, which should explain by itself our choice of long-term trim. Our ILX is therefore both as barebones and as loaded as it can be, and stickered at $30,095.

                You may notice one item conspicuously absent from our otherwise well-equipped car: a navigation system. Nav is unavailable with the hottest engine, being restricted to the 2.0-liter and hybrid models’ Technology package, which also includes a fancy stereo, a GPS-enabled climate-control function that accounts for the location of the sun (!), and voice controls.

                At least time spent lost is spent in comfortable and supportive front seats, and the six-speed manual’s short throws and the 2.0-liter’s enthusiasm to zing through its powerband—typical Honda, in other words—have been universally praised. Sprints to 60 mph pass in 6.4 seconds, the quarter-mile is reached in 15 seconds at 95 mph, and the ILX tops out at an electronically limited 138 mph.

                Hoping Something Grows On Us

                We have logged several demerits. The ILX lags behind its powertrain partner, the Si, on the skidpad, achieving 0.81 g compared to the Si’s 0.88, and several of our tribe have bemoaned the soft tires and squishy suspension on this sportiest of ILXs. The steering is very light and loads and unloads unpredictably as you dial in lock, while quick requests for directional changes can send the rear end into a corkscrewing motion. (These and other dynamic quirks were noted in our test of a different 2.4-liter ILX, too.)

                Rear riders have voiced complaints about the roominess of their accommodations. Our plain-jane infotainment setup is like those in most current Acuras and Hondas in that it largely feels outdated, with one logbook scribbler being “amazed at how well the center screen renders album art from an iPod but otherwise suffers from an interface that looks and acts 10 years old.” And after a day spent baking in Michigan’s hot summer sun, the cabin starts to smell like someone’s storing leftovers under the driver’s seat. Not pleasant.

                Finally, a semi-aggressive exhaust note is joined by a tiresome buzziness from the underhood during top-gear 80-mph cruises, at which point the engine is spinning at 3500 rpm or so. The sound isn’t as refined as it ought to be in this segment; luxury—entry-level, sporty, or otherwise—doesn’t sound like the Civic Si. Perhaps this has caused some short-shifting among our usually redline-happy drivers, as the ILX has returned 27 mpg combined so far, just four below the 31-mpg EPA highway rating.

                The preeminent question concerning the ILX 2.4 is whether it can successfully blend Civic Si fun with a near-luxury experience. Thus far we’d say “not quite,” but the car has 38,000 miles to change our minds. View Photo Gallery

                Specifications >

                VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan

                PRICE AS TESTED: $30,095 (base price: $30,095)

                ENGINE TYPE: DOHC 16-valve inline-4, aluminum block and head, port fuel injection

                Displacement: 144 cu in, 2354 cc
                Power: 201 hp @ 7000 rpm
                Torque: 170 lb-ft @ 4400 rpm

                TRANSMISSION: 6-speed manual

                DIMENSIONS:
                Wheelbase: 105.1 in
                Length: 179.1 in
                Width: 70.6 inHeight: 55.6 in
                Curb weight: 2970 lb

                PERFORMANCE: NEW
                Zero to 60 mph: 6.4 sec
                Zero to 100 mph: 16.7 sec
                Rolling start, 5–60 mph: 6.9 sec
                Top gear, 30–50 mph: 9.0 sec
                Top gear, 50–70 mph: 8.9 sec
                Standing ¼-mile: 15.0 sec @ 95 mph
                Top speed (governor limited): 138 mph
                Braking, 70–0 mph: 184 ft
                Roadholding, 300-ft-dia skidpad: 0.81 g

                FUEL ECONOMY:
                EPA city/highway driving: 22/31 mpg
                C/D observed: 27 mpg
                Unscheduled oil additions: 0 qt

                WARRANTY:
                4 years/50,000 miles bumper to bumper;
                6 years/70,000 miles powertrain;
                5 years/unlimited miles corrosion protection;
                4 years/50,000 miles roadside assistance

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

                http://www.cantonrep.com/mysource/bu...ocks-crossover

                Silvio Calabi: Acura’s RDX is the Goldilocks crossover

                Five days after getting into Acura’s mid-size, 5-passenger crossover SUV, it dawned on me. The RDX is not too big, not too small. It’s eager, but not aggressive. The ride is neither squishy nor hard. It’s not bad-looking, though no knockout. The cabin is quite nice, but not so plush you wouldn’t put the dog in it.

                This is Goldilocks’s car: not too hot, not too cold, but just right.

                Furthermore, the RDX is put together with traditional Japanese attention to fit, finish and detail, and it is a modern Honda, so undoubtedly it will last years longer than anyone can possibly stand to look at it.

                Forgive me, but the RDX is a crashing bore. Oops, shouldn’t say “crashing” about a car. Especially this one, which Acura (i.e., Honda) says is a “top safety pick” by the Insurance Institute for Highway Safety. Insurance companies have only our best interests at heart, so try to stay focused here: They say the RDX has earned its “highest possible score of GOOD in all four Institute tests” — including, you’ll be happy to know, “the rigorous roof-strength test.” So presumably we can carry an Ariel Atom or a Caterham Superlight up there on a rack, to offload and roar away in when the boredom becomes terminal.

                No, it’s not rental-car boring, but ... if the RDX were a male human, it would be the sort you’d want your daughter to marry. Staunch, dependable, good through all sorts of heavy weather and in it for the long haul.

                Bo-ring. Let’s hope she doesn’t run off with an Alfa Romeo.

                The 6-cylinder, 3.5-liter motor in the RDX makes 273 horsepower and 251 pounds of torque, and it feels refined, in that low-friction kind of way. The engine is hooked up to a 6-speed automatic transmission that shifts itself with perfect competence. One may choose Sport mode for a bit more zing, or shift it oneself with the paddles behind the wheel. But why bother? It’s not like we could do it better, and there’s little reward for even trying.

                Most of the time, all the power goes to the front wheels. Hit the gas hard, though, in this loaded $39,000 AWD model and 25 percent of it gets shunted automatically to the rear wheels, just in case. On a slippery road, the computer may decide to split the power 50/50, front and rear. Go into a corner too hot, at less than racetrack speed anyway, and the machine tracks sure and true, with no sense of nose-heaviness. This is what Honda means by AWDIC, All-Wheel Drive with Intelligent Control.



                The suspension plays a big role in this too. I could bore you with the details, but never mind. It works. Again, the near-perfection.

                The RDX needs some curry powder in its soup, a Cindy Crawford mole, a little junk in its trunk to relieve the blandness. Something to point to and say, “Lookit my new RDX. It’s really [fill in the blank]!” Instead of, “My new RDX? There isn’t a darn thing wrong with it.”

                Back in the bad old days, whenever the feds announced new mileage or safety or emissions standards, Detroit would send mobs of lobbyists and lawyers to fight them tooth and nail. Honda, at the back of the room, would demurely raise its hand and say, “Oh, we did that last year.” But lately Honda seems to be just phoning it in. The CRX-Si is long gone. The fabulous mid-engine NSX is gone. Where’s the old magic? Where’s the rocket science that made Honda seem so brilliant?

                Oh, here it is, in the HA-420 HondaJet. Anybody in the market for an ultra-slick $5 million, 6-seat personal twin-jet plane by Honda? Nope, didn’t think so.

                Silvio Calabi reviews the latest from Detroit, Munich, Yokohama, Gothenburg, Crewe, Seoul and wherever else interesting cars are born. Silvio is a member of 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://www.noozhawk.com/article/0814...santa_barbara/

                Acura Dealership Coming to Santa Barbara

                Santa Barbara Auto Group will begin selling and servicing the vehicles from the former Hyundai site on South Hope Avenue


                After years of planning, the South Coast will get an Acura dealership this month when the Santa Barbara Auto Group starts selling and servicing vehicles from Honda’s luxury division.

                The new Acura location at 401 S. Hope Ave. is one of the major developments within Santa Barbara’s new car dealers this year, an area that usually has little changeover but brings a sizable amount of sales tax income to the city.

                With Acura coming as soon as this week, and Lexus added earlier this year, Santa Barbara dealers hope to bring more northern Santa Barbara County and San Luis Obispo County customers to town, too.

                Duane Sanders, general manager of the Santa Barbara Auto Group, said a principal partner of the dealership has been involved with Acura since the 1980s before buying Cutter Motors in 2004 and turning it into the current Auto Group.

                “He’s been talking to Acura for eight years to come to Santa Barbara,” Sanders said. “It probably really became a hot topic in the last 12 to 18 months as the economy improved.”

                Sanders said there are as many as 1,400 Acura owners in the Santa Barbara area, and there could be more potential customers interested in the brand if it had a local franchise.

                Gold Coast Acura in Ventura has been serving the brand’s customers since 1986. To the north, the next closest dealership is in Seaside.

                “We have some new product coming out as we speak, and we feel we’re a good fit for Santa Barbara,” said Ron Jones, zone representative for Acura’s dealer development. “We are one of the few near-luxury makes that is not in Santa Barbara.”

                Jones said Acura has wanted a dealership in Santa Barbara for years, but plans were put on hold after the industry’s downturn in 2008. Plans were further held up last year after the Japanese tsunami that caused parts shortages for many automakers.

                Acura’s line of luxury cars and SUVs fits in with other Santa Barbara Auto Group offerings, such as competitors Audi, BMW and Mercedes-Benz.

                Sanders said BMW and Mercedes sell more than 300 units a year, with Audi around 140. He said he expects Acura Santa Barbara to move around 250 new vehicles in a full year. Jones thinks the area could sustain up to 350 new Acuras a year.

                Jones said the $44,000 MDX three-row SUV is the company’s best-seller, although the new $35,000 RDX — which competes with the Audi Q5 and BMW X3 — is selling quickly. The new ILX, a compact sedan starting around $26,000, also offers a hybrid version. Acura also makes a wagon, the $32,000 TSX Sportwagon.

                “I was told the Santa Barbara market likes wagons,” Jones said.

                Jones said he wasn’t concerned about having competitors such as Audi and BMW be part of the same Auto Group, but said Acura generally prefers dealers to set up standalone showrooms.

                “In Santa Barbara, we realize real estate is expensive and not abundant, and the city doesn’t have a lot of property for auto dealers,” Jones said.

                Those were the same circumstances that helped doom Hyundai Santa Barbara, the franchise Santa Barbara Auto Group dropped at the end of July. It was located on South Hope Avenue where Acura will now fit in.

                “We worked for three to four months to relocate Hyundai to a place that made sense, but we weren’t able to find an affordable place to move it,” Sanders said. “There was a local dealer who wanted to be a Hyundai dealer, but Hyundai rejected their application. So at the eleventh hour, we had to give it up.”

                Santa Barbara Auto Group acquired the Hyundai franchise in November 2010 and moved it into a showroom alongside Jaguar, Land Rover and Smart.

                Hyundai cars and SUVs were sold through Santa Barbara Chrysler Jeep Dodge starting in January 2009, but the dealership folded in 2010 after owner Jim Crook was unable to obtain financing to keep ordering new cars. A deal between Crook and Ventura auto dealer Leo Bunnin to sell the dealership also failed.

                “Santa Barbara is very important to us; we’re interested in being represented there with the right dealer and the right location,” John Trainor, a representative with Orange County-based Hyundai Motor America, said recently. “We have dealerships in Oxnard and Santa Maria and hope that can sustain us for now.”

                Companies such as Lexus, which opened in March at 350 Hitchcock Way in Santa Barbara, require dedicated facilities, and Jones said it’s hard to be profitable with high rents by not sharing some dealership space.

                Sally Smeed, DCH Lexus of Santa Barbara’s assistant general manager, said business there is growing.

                “They’re not meeting my high expectations, but they’re steadily improving,” she said.

                But DCH Lexus is attracting a lot of customers who had to drive to the dealership’s Oxnard location for service. It’s also getting customers who bought a competing brand because there was no Lexus dealership in Santa Barbara.

                “At least half of the business we have in the sales department is from people who bought something else because there wasn’t a sales point here,” Smeed said.

                Smeed said the Santa Barbara dealer sells about as many new cars as used ones.

                “We’d prefer to sell more new cars than used, but when the market changed three years ago, the used car became more important to dealerships.”

                Next to the Lexus facility, there’s still half of the old Mel Clayton Ford site up for lease. It’s the last space for lease within the city’s auto center.

                Stephen Leider of Lee & Associates said a number of parties remain interested in the 118,480 square foot-site, but he couldn’t speak about potential bidders.

                Even if there was a business ready to sign the lease, Leider said, the buildings there aren’t move-in ready.

                “It would take considerable investment to get a business running in there,” Leider said.

                Further down Hitchcock Way, Perry Ford Mazda dropped Lincoln from its name at the end of February. General Manager Walter Alfaro said Ford Motor Company offered compensation if Perry relinquished its Santa Barbara Lincoln franchise, but wasn’t forcing them to drop it, either. Lincolns have been sold at 440 Hitchcock for more than two decades.

                “We chose to drop it because we’ve had seen an influx of Lincoln customers decide to buy a Ford instead since we added Ford in 2007,” Alfaro said, adding that many Ford models sticker for more than $50,000 or about what most Lincoln customers were paying.

                Lincoln sales made up less than 10 percent of Perry’s Santa Barbara sales, Alfaro said, with Mazda at 30 to 35 percent.

                Perry Santa Barbara remains a Lincoln service outlet, and the firm’s Lincoln store in San Luis Obispo gives them ready access to parts, Alfaro said. He said Perry has no plans to end Lincoln sales there.

                Alfaro said Lincoln sales could return to Santa Barbara if customer demand warrants it.
                Iubesc masinile japoneze. Ele nu mint, nu inseala !
                ACURA & HONDA SUV FAN CLUB ROMANIA - http://daimyo.ro/index.php?action=forum

                Comment


                • #38
                  http://www.examiner.com/article/the-...for-me?cid=rss

                  The new Acura RDX: Just right for me!

                  Superfluous is the word that came to mind while recently driving the all new for 2013, Acura RDX...especially when immediately after pairing my phone to the Bluetooth, the screen illuminated to advise of an awaiting text message, to which I listened, then replied without my hands ever leaving the steering wheel

                  It was a recent balmy summer night with all four windows down causing the refreshing aroma of fresh eucalyptus (purchased earlier that day) to swirl throughout the vehicle. Will Downing, Kirk Whalum, Jill Scott and the Brand New Heavies were playing as loud as I could comfortably stand it, thanks to the rich clarity of the 410 watt Acura ELS Surround Sound system with iPod integration that I controlled through voice recognition.
                  View slideshow: Sublime is...a night on the town in the new Acura RDX

                  Vacillating between city streets and freeways, I floated like a butterfly with my foot off the gas, for a better than ever before feeling of the true effects of Acura’s Drive-By-Wire Throttle System and Intelligent All Wheel Drive that determines when to transfer power between front and rear wheels. But thenI could sting like a bee with my foot on the accelerator, thanks to a 273 horsepower V6 engine with 251 lb. ft of torque harnessing all 3,852 pounds with zest and zeal. At that point I was reminded of the lyrics in a song by Ludacris that says: When I move you move…Just like that!
                  In terms of fuel economy, RDX is EPA rated at 19 miles per gallon in the city, 22 on the highway. Premium unleaded is recommended, with an average fill up of $57 (based on $3.99 a gallon), for an estimated annual fuel cost of $2,600, averaging 15,00 miles annually.
                  Pure ecstasy....
                  Pure ecstasy....
                  Photo credit:
                  Acura

                  Prior to the sleek new design for model year 2013, RDX had a nice look. But yet there was something about the nose on the front fascia that seemed to—in the words of Elmer Fud: “Wub me da wong way!” Yeah, I love you, Acura–I REALLY do. But back then the RDX was definitely second fiddle to big brother MDX. Fortunately, the former front fascia was squashed for a look that is more more fuller, definitely cooler and much more exciting. The results are whip that’s HOT–from front to rear, top to bottom. In fact, other than the 18′ rims, which I would definitely swap out for a set of 20′s, I wouldn’t change a thing.

                  For me that night, it was an hour of sheer euphoria after a long day of writing stories, completing tasks and creating new endeavors. So nice a ride that I didn’t want it to end! But with the reality of the bewitching hour of 11pm near, I had to bring it on it. And just as I was pulling in the garage comes Marvin Gay and Tammy Terrell, singing “Aint No Mountain High Enough.” That was the inspiration I needed to head upstairs and pen this story with a heart full of joy that couldn’t wait till morning to ride some more!

                  To you I say: If you’ve got style and are in the market for a head turning midsize sport utility vehicle (even in its absence of LED daytime running lamps) priced in the range of $34-$39K, that handles and performs, don’t sleep on the new Acura RDX for 2013!

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

                  http://www.vtec.net/news/news-item?news_item_id=1089328

                  Neal's Fantasy Factory Reimagines a RWD Acura LEGEND Sedan

                  Neal's latest creation imagines what a long-wheelbase FR sedan based upon the RLX Concept would look like.

                  Neal's Fantasy Factory Reimagines a RWD Acura LEGEND Sedan
                  Classic RWD proportions yield a flagship worthy of the "legendary" name.

                  With all the buzz surrounding the 2013 Accord Sedan, it seems that interest in the coming Acura RLX has fallen by the wayside. Taking some time to look through all of the concept art I created for the RLX GT "Coupe" and the RLX "TOV Edition" back in April, I noticed a certain visual awkwardness coming from trying to hide the problematic proportions of a FWD car: too much front and rear overhang; shortened wheelbase; high cowlings; excessive wheel gaps; too tall of a roofline; pinched fenders behind the front wheels, etc.

                  I came to the conclusion that no amount of nip and tucking of Acura's original RLX concept would ever be truly satisfying or yield a finished product worthy of a proper flagship sedan, let alone a spiritual successor to Acura's ground-breaking LEGEND Sedan of the 1990's.

                  Taking inspiration from BMW's 6 Series Gran Coupe, this new interpretation of an Acura flagship sedan is designed with a single purpose: sporting elegance on a clean and well-proportioned, bespoke RWD platform. NSX-type wheels are the only visual cue to advanced hybrid-wizardry within. No compromises. No excuses. No platform sharing. A LEGEND reborn in Black Currant Pearl.



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

                  http://www.theautochannel.com/news/2...dx-review.html

                  2013 Acura RDX Review

                  This month (July 2012) both Honda and Acura were among the top five performers in the category of percentage increase in sales over the previous year. Amazing? Yes. The auto industry in the U.S. is recovering nicely but these two Asian brands are helping lead the way. They’re also nearly 100% recovered from the earthquake and tsunami that temporarily interfered with Japanese manufacturing last year.

                  This week we’re testing the new Acura RDX, a premium 5-passenger compact CUV with front- or all-wheel drive that competes directly with the BMW X3, Audi Q5, Lexus RX 350 and others. In fact, most luxury brands have an entry in this category and the non-luxury brands are there as well with products continually moving upscale. This is a mighty competitive class of vehicles because they've been able to combine style and panache with practical comfort and spaciousness.

                  Our lovely and refined RDX makes a striking first impression, both visually and ergonomically. Having just reviewed the all-new, similar-in-size Mazda CX5 a few weeks earlier, the contrasts jumped out at me vividly. While the Mazda is simple, efficient and attractive, this RDX is luxurious, sophisticated and beautiful.

                  Pulling myself into the luscious leather seats and gazing around offered the first hint that this is a vehicle quite special. Before even starting the engine I could sense the quietness and serenity within. Flowing shapes surround the controls, gauges and ventilation outlets. The materials all suggest quality and class and the fit of the multitude of pieces is impeccable. We certainly wouldn’t describe it all as simple since it relies on some unusual controls but we had no problem figuring everything out without going to the manual.

                  Exterior styling breaks no new ground and shares a profile with just about all its competitors. The tall wagon shape with a few graceful creases and defined large wheel wells fits right into the genre. The distinctive Acura trapezoidal grille with chrome insert and Acura logo makes the branding very clear. The rear view is quite conventional as well, with a brow shading the rear window. Fairly large wheels and dual chrome-tipped exhaust outlets dress it up nicely.

                  RDX is not a heavyweight at about 3800 pounds, but from the first moments behind the wheel we get the feeling of heft - a smooth, tight, upscale luxury car. The ergonomics of the controls and the admirably quiet cabin add to this feel.

                  The CUV design means ingress and egress are easy in both front and rear seats. Front seats are firm and generous, leather of course, and adjustable ten ways for the driver but only four ways for the passenger. Side bolsters are generous and seat bolsters less so but enough to keep us feeling secure when we drive with some enthusiasm. Total passenger volume of 103.5 cubic-feet means it’s between a compact and midsize vehicle and comparable with most of its competition. Our rear seat passengers were comfortable. Behind the 60/40 split rear seat is a good 26.1 cubic-feet of cargo area and with seat backs folded we have almost 80 square-feet - again, not much different than the competition.

                  Powering the RDX is only one engine/transmission combination, the 3.5-liter V6, 273 horsepower, 251 pound-feet of torque with variable cylinder management (this engine replaces the 2.3-liter turbo 4 in the last generation RDX) mated to a six-speed automatic transmission. Performance is excellent with strong acceleration, quick shifting and tight ergonomics in controlling it all. In spite of drive-by-wire throttle, and electric power steering we always felt like we had a physical connection with the car and road.

                  The EPA rates the RDX at 20-mpg in the city, 28 on the highway and 23 mpg combined for the front-wheel drive version and only 1-mpg lower for the all-wheel drive. With our all-wheel drive test car we were easily within that range. With a 16-gallon fuel tank we could count on well over 300 miles per fill. Premium fuel is recommended but not required. Often fuel mileage will be enough better with premium that it pays to go that way.

                  Suspension design is conventional with McPherson strut and stabilizer bar in front and double wishbone with trailing arm and stabilizer bar in the rear. Standard P235/60R18 all-season tires come on beautiful 18”X7.5” alloy wheels. Handling is great with suspension tuning well balanced.

                  Acura’s warranty covers the whole car for 4-yr 50,000 miles and the powertrain for 6-years or 70,000 miles.

                  RDX prices start at $34,320 for the front-wheel drive version and with all-wheel drive $35,720. The Tech Package adds about $3,700. Standard are V6 with six-peed automatic, perforated leather, 10-way power driver’s seat, 4-way power passenger seat, automatic dual-zone HVAC with air filter, multi-view rearview camera, keyless entry with pushbutton ignition, 360-watt, 8-speaker audio w/ CD, USB, Audio Interface and iPod integration, XM radio, Bluetooth Hands-free link wireless telephone interface

                  The Tech Package includes: navigation with Acura’s real-time traffic and traffic routing, real time weather and automated appointments, 410-watt Acura/ELS Surround Sound, HDD media storage, MP3, voice recognition for navigation and audio controls, power tailgate, GPS-linked and solar-sensing climate control, Xenon HID low-beam headlamps and fog lights.

                  The Acura RDX distinguishes itself in the small, luxury CUV market with great style, excellent performance and a quiet, comfortable interior. Its price is competitive with the others in that densely populated segment of the market and is well worth considering.

                  ©Steve Purdy, Shunpiker Productions, All Rights Reserved

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

                  http://www.vtec.net/news/news-item?news_item_id=1089210

                  Realtime Racing Sonoma (and Season) Results

                  RealTime Acura Sweeps World Challenge GTS Titles
                  Cunningham Adds Drivers' Championship to Acura's Manufacturers' Crown

                  SONOMA, Calif. (Aug. 27, 2012) – A few short weeks after earning Acura’s record 10th Pirelli World Challenge Manufacturers’ Championship, RealTime Racing also laid claim to the GTS Drivers’ Championship courtesy of Peter Cunningham. With a runner-up finish in the series’ finale at Sonoma Raceway, Cunningham collected his record-extending seventh Drivers’ Championship in World Challenge competition and RealTime Racing’s 14th. Teammate Nick Esayian ended the season fifth in points, despite bad luck at Sonoma.

                  Friday - Qualifying

                  RealTime Racing arrived in Northern California with their heads held high, having clinched the World Challenge GTS Manufacturers’ Championship for Acura a round early at Mid-Ohio. Building on that momentum, the team put two solid Acura TSXs in the hands of Cunningham, of Milwaukee, Wis., and Esayian, of San Diego, Calif., for Friday’s qualifying session. With a lap of 1:44.007 (82.552 mph) Cunningham put his No. 42 RealTime/Acura/HPD Acura TSX fourth on the GTS starting grid. Esayian wasn’t far behind with a lap of 1:44.566 (82.110 mph), good enough to put his No. 34 RealTime/Acura/HPD Acura TSX sixth on the grid.

                  Cunningham earned six points for qualifying fourth, which kept his point margin over his nearest challengers, Jack Baldwin and Andy Lee, large enough that the Acura pilot would only need to start Saturday’s race to claim the Championship.

                  Saturday - Race

                  In Saturday’s 26-lap GTS finale, both RealTime Acuras made it through the standing start cleanly, with Cunningham picking up two spots and moving into second ― sealing the GTS Drivers’ Championship.

                  “I was a bit nervous at the start of the race, because anything can happen on the pace lap and the standing start,” Cunningham said. “But once I passed the start stand, I was all in. I wasn’t perfect off the line. A Kia was in my way, but once I got going, I had the proper lane, so I was able to get by Andy Lee and ended up slotting into second.”

                  Disaster struck in Turn 2 for Esayian, however, when his TSX made contact with the Ford Mustang FR500 C of Brad Adams. The hit cause significant damage to the No. 34 and sent Esayian into the gravel, where his race ended.

                  “We got a good start and got past Galati, but one of the Mustangs had a good start too and cut across my bow going into Turn 2,” recalled Esayian. “The hit damaged my suspension. I had no brakes, no steering and no drive line, but I managed to get it off the track and out of harm’s way.”

                  The GTS field circulated under full-course caution for five laps while the safety crew retrieved Esayian’s car. When the race resumed on lap six, Cunningham held on to second place, but had a rear-view mirror full of Lee’s Chevrolet Camaro. Lee, now in a fight for second in the GTS Drivers’ Championship, was eager to get around Cunningham and chase down Baldwin’s Porsche Cayman S. He successfully made his move on lap seven, just before the race’s second full-course yellow.

                  “I realized that I didn’t have enough to hold Andy off, so I let him past without too much resistance. Giving Andy and Jack the chance to fight for 2nd place in the Drivers’ Championship.”

                  Following another lengthy caution period, green flag racing resumed on lap 13. Two laps later, GTS race leader Baldwin suffered a flat tire on his Porsche, allowing the field to stream by and Cunningham to return to the runner-up spot.

                  With too much ground between himself and GTS leader Lee, Cunningham focused his attention on defending the runner-up spot from a duo of Kia Optimas. Fortunately, the two Kias faded, allowing Cunningham to cross the finish line in second without serious challenge.

                  The runner-up finish in Sonoma extended Cunningham’s career record of World Challenge podium finishes to 112.

                  Points

                  Cunningham’s seventh World Challenge Championship and 10th SCCA Pro Racing Championship was won by a margin of 102 points over Andy Lee (1366 to 1264).

                  Despite being scored in 16th place for the season finale, Esayian hung on to fifth in the GTS Drivers’ Championship with a total of 859 points.

                  “It was a great year.” Esayian concluded. “I look at fifth in points and I have some level of satisfaction. Yes, there were some mechanical gremlins along the way, and it was disappointing to start and finish the season with racing incidents that put me out of those two races, but that’s racing. We’ll be back to give it another go next year.”

                  Though RealTime scored only two wins in 2012 (the same as Porsche, Ford and Kia, and two fewer than Chevrolet) it was consistency that won Acura its 10th World Challenge Championship.

                  “This championship sweep is a tribute to the RealTime Acura group,” Cunningham said. “I just do the easy part. The level of preparation, the handling, the reliability and the power are always constant throughout the year. We may not have won the most races, but it’s consistency that wins championships. I want to thank Acura, HPD and the whole RealTime crew for all their hard work and dedication this year. I know I always say I have good luck when I’m running the number 42, but I am looking forward to wearing the number one again in 2013.”

                  TV

                  The Pirelli World Challenge GTS finale from Sonoma Raceway will air on NBC Sports, Sunday, September 9th at 3:30 PM ET.

                  Sponsors

                  The 2012 season for RealTime Racing is brought to you by Acura, HPD, Red Line Oil, Eibach Springs, Sparco, BOSCH, Brembo, BuyBrakes.com and Total Auto Body.

                  A huge congrats goes out from the TOV to the RealTime racing crew and Acura/HPD for scoring their 10th World Challenge Championship.

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

                  Comment


                  • #39
                    http://www.motortrend.com/roadtests/...a_ilx_arrival/


                    2013 Acura ILX Arrival
                    Finding Out Where the Luxury Starts





                    2013 Acura ILX
                    Click to view Gallery
                    Acura's slogan for its new ILX compact sedan on its consumer website is "Luxury Starts Here." So we've decided to see for ourselves where exactly luxury starts. For us, it starts with a 2013 ILX six-speed manual with Premium Package we ordered for a year-long evaluation.

                    It's no surprise Acura has gone trolling for customers at the bottom rung of the luxury ladder. The goal for most mainstream automakers is to snare young, on-the-upswing types and keep pushing them up toward the halo cars once they start making big bank. As you'd expect, we opted for the enthusiast's ILX powered by Honda's 2.4-liter inline-four with 201 horses, mated to the aforementioned six-speed manual. The same combo also powers the Honda Civic Si coupe and sedan.

                    2013 Acura ILX
                    Click to view Gallery
                    We also happen to have a Civic Si sedan in our long-term fleet with the same powertrain combo, and at the track the ILX's 0-60-mph (6.4 seconds) and quarter-mile (14.9 seconds at 94.1 mph) times are just a hair off of the Si's, likely due to the ILX's slight weight disadvantage. Dynamically, the lateral acceleration (0.80 vs. 0.85 g) and figure-eight times (27.9 seconds at 0.56 g vs. 27.0 seconds at 0.65 g) skew heavily in the Civic Si's favor. The ILX is clearly tuned for a slightly softer, more mature ride--as it should be.

                    "
                    It's hard not to think about the ILX without conjuring up visions of the Civic, but I'm trying hard not to. I really am.
                    "

                    At $30,095 all in, the ILX we ordered up would put a healthy dent in any Gen Y-er's wallet, so naturally it has all the latest bells and whistles, right? Not exactly. Acura says that because the 2.4-liter/six-speed combo is a low-volume model, and given that the take rate for the navi package on the TSX manual is relatively low, it decided not to make the ILX available with the Technology Package, which features all the navigation goodies.
                    2013 Acura ILX Cockpit
                    2013 Acura ILX Engine
                    The ILX's 2.4-liter inline-four...

                    read full caption

                    Ordering the 2.4-liter automatically buys you the Premium Package, however. It contains several key upgrades, including 17-inch rims, HID headlamps, and foglights on the outside. Inside, a 5-inch infotainment screen with a multi-view rear camera feature, leather trim, sport seats, and a 360-watt sound system are among the premium fixings.

                    Acura has another slogan it's pimping on its recent TV commercial for the ILX: "Move Up, Without Settling Down." We aim to find out whether that tagline holds true for those starting to climb the Acura brand ladder.


                    2013 Acura ILX
                    Base price $26,795
                    Price as tested $30,095
                    Vehicle layout Front-engine, FWD, 5-pass, 4-door sedan
                    Engine 2.4L/201-hp/170-lb-ft DOHC 16-valve I-4
                    Transmission 6-speed manual
                    Curb weight (f/r dist) 2953 lb (61/39%)
                    Wheelbase 105.1 in
                    Length x Width x Height 179.1 x 70.6 x 55.6
                    0-60 mph 6.4 sec
                    Quarter Mile 14.9 sec @ 94.1 mph
                    Braking, 0-60 MPH 120 ft
                    Lateral Acceleration 0.80 g (avg)
                    MT figure eight 27.9 sec @ 0.56 g (avg)
                    EPA City/Hwy/Comb Fuel Econ 22/31 mp
                    Energy cons, city/hwy 153/109 kW-hrs/100 mi
                    CO2 emissions 0.77 lb/mi
                    Total mileage 2339 mi
                    Average fuel econ 26.6 mpg
                    Iubesc masinile japoneze. Ele nu mint, nu inseala !
                    ACURA & HONDA SUV FAN CLUB ROMANIA - http://daimyo.ro/index.php?action=forum

                    Comment


                    • #40
                      http://wot.motortrend.com/thread-of-...em-256437.html

                      Thread of the Day: Should the 2013 Acura ILX 2.4L Add an Automatic or Nav System?

                      A 2013 Acura ILX recently joined the Motor Trend long-term fleet. Our tester is motivated by the same 2.4-liter I-4 and six-speed manual found in our long-term 2012 Honda Civic Si sedan. The Acura ILX is billed as an entry-level luxury car, but two popular features aren’t available when opting for the sportier ILX with the 2.4-liter engine: a navigation system and automatic transmission.

                      2013 Acura ILX cockpit 300x187 imageWhile the Premium Package (17-inch alloys, HIDs, leather, backup camera) is standard with the 2.4-liter engine, the Technology Package, which includes navigation isn’t available due to a low projected take rate. And just like the Honda Civic Si, the 201-hp 2.4-liter isn’t available with an automatic transmission, though the slightly larger Acura TSX offers an automatic with the same engine.



                      Should the 2013 Acura ILX 2.4L model be offered with a navigation system and an automatic transmission, or is the sporty ILX trim fine as-is? Vote in our poll and share your thoughts in the comments below.
                      Iubesc masinile japoneze. Ele nu mint, nu inseala !
                      ACURA & HONDA SUV FAN CLUB ROMANIA - http://daimyo.ro/index.php?action=forum

                      Comment


                      • #41
                        http://www.therepublic.com/view/stor...2013-Acura-RDX

                        2013 Acura RDX drops turbo four, adds refined ride and V-6

                        Redesigned for 2013, the Acura RDX compact sport utility vehicle is slightly larger, with a more compliant ride, than its predecessor and has more power than ever while beating the popular Lexus RX 350 in fuel economy ratings.

                        The new RDX also has more front- and rear-seat legroom than a Mercedes-Benz GLK SUV and much more cargo space.

                        Better still, the revamped-for-2013 RDX is a recommended buy of Consumer Reports magazine, where it ranks above average in expected reliability.

                        Pricing is increased an average $1,013 across the four 2013 RDX models from 2012 prices, and the top RDX — with all-wheel drive and technology package — now is just over $40,000.

                        Specifically, starting manufacturer's suggested retail price, including destination charge, for a base, 2013 RDX is $35,215. This is a front-wheel drive RDX with 273-horsepower V-6 and all the standard amenities, such as leather-covered seats, heated front seats, moonroof, rearview camera, keyless access, push-button start, 360-watt audio system, Pandora Internet radio interface and SMS text messaging system. The lowest starting MSRP, including destination charge, for an all-wheel drive, 2013 RDX is $36,615.

                        But even with the price increase, the RDX remains one of the most affordable of smaller-sized, five-seat, luxury-branded SUVs.

                        As an example, the starting retail price for a 2013 Lexus RX 350 with 270-horsepower V-6 and front-wheel drive is $40,205, while an all-wheel drive, 2013 RX 350 starts at $41,605. The RX 350 is the best-selling, smaller-sized, luxury SUV in the United States. Meantime, the 2013 Mercedes-Benz GLK has a starting retail price of $37,995 and comes standard with 302-horsepower V-6 and all-wheel drive.

                        Â Â Some fans of the first-generation RDX, which came to market in 2006 with a turbocharged four cylinder and a firmer ride that lent itself to sporty handling, might grumble over the changes for 2013.

                        But sales of the RDX peaked at 23,367 in 2007 and totaled just 15,196 in calendar 2011, which indicated that there's not a big market for a sporty-handling, turbo, compact SUV.

                        And by making the RDX more mainstream — with a smooth-performing V-6 instead of sometimes jerky turbo power and with a comfortable, refined ride that makes everything from city streets to concrete highways more tolerable — Acura is broadly expanding this SUV's appeal.

                        The pleasing ride was one of the first things noticed in the test RDX AWD Tech model priced at $40,315.

                        The new RDX suspension, along with slightly wider track and longer wheelbase, managed even potholes with ease, removed the sharpness of speed bump undulations and smoothed out the "whomps" of expansion cracks on bridges.

                        Â A three-hour drive on highways and country roads in the quiet RDX interior was fatigue-free on nicely supportive but not overly firm front seats. Driver and passenger remarked the trip could have gone on without a problem.

                        The suspension —MacPherson struts up front and a multilink design in back — use new dampers that will be put in other new Acuras.

                        These amplitude-reactive dampers are new to Acura and have a two-valve design that basically acts like two suspension systems. One is "soft" in situations such as small bumps and smooth roads and the other is firm, for big bumps and during aggressive cornering.

                        Â The driver, however, does nothing to activate these dampers, which work automatically.

                        Horsepower is boosted by 33 in the new RDX because of the 3.5-liter, single overhead cam V-6. This is the same engine that's in the Honda Odyssey. Honda is Acura's parent company.

                        Peak torque of 251 foot-pounds at 5,000 rpm from the V-6 is a bit less than the 260 foot-pounds at 4,500 rpm from last year's 2.3-liter, turbo four cylinder.

                        But the test 2013 RDX moved forward with spunk and merged well into traffic. Power came on smoothly through the new six-speed automatic transmission that includes paddle shifters on the steering wheel for drivers who want to experience some sporty shifts.

                        Sounds from the V-6 also were quieter and less frenetic than those that came from the turbo four.

                        Most impressively, the tester with AWD delivered nearly 24 miles per gallon in combined driving that was some 70 percent at highway speeds and 30 percent on city streets.

                        This is in part because of a fuel-saving, engine cylinder deactivation system that worked seamlessly in the test RDX to shut down cylinders that weren't needed at times.

                        Plus, the new RDX is more aerodynamic in its styling and weighs some 600 pounds less than the Lexus RX 350.

                        No wonder, then, that the federal government's fuel economy rating of 19/27 mpg for a 2013 RDX FWD is better than the 19/24-mpg rating for last year's four-cylinder RDX. And it's higher than the 18/25-mpg rating for the 2013 Lexus RX 350 FWD.

                        The tester's mileage gave a 380-mile range on a single tank, and while premium gasoline is recommended, it is not required.

                        Inside, the new RDX instrument gauges are a bit less sporty and more mainstream than before, which fits nicely with the new personality.

                        Most notable are the sizable buttons and controls on the center part of the dashboard. There's no hunting to find tiny knobs or subtly indented buttons.

                        The rearview camera comes standard with yellow lines that depict the width of the RDX along its projected, rearward path as the vehicle backs up.

                        Front and rear legroom of 42 inches and 38.3 inches is better than what's in the Mercedes GLK, especially the GLK's 35.1 inches of back-seat legroom. Â

                        The RDX bests the GLK in cargo space, too, offering 76.9 cubic feet behind with rear seats folded vs. just 54.7 cubic feet in the Mercedes.



                        (Story distributed by The Associated Press)
                        Iubesc masinile japoneze. Ele nu mint, nu inseala !
                        ACURA & HONDA SUV FAN CLUB ROMANIA - http://daimyo.ro/index.php?action=forum

                        Comment


                        • #42
                          http://www.autoweek.com/article/2012...IEWS/120909921

                          2012 Acura TL SH-AWD Tech review notes
                          A manual will almost always win our hearts


                          ASSOCIATE EDITOR DAVID ARNOUTS: The Acura TL continues to surprise as it evolves in its current fourth generation.

                          The outside has grown in appearance with a more regal exterior. It retains the hard lines and sharp edges, but for me, it doesn't arouse my interest like the third-generation Type S.

                          Under the skin is where the money is well spent. Other editors have claimed the Acura manual transmission is one of the best transmissions on the market—if not the best—and I cannot disagree. The clutch is buttery smooth and the shifts are easy. When driving, if you keep the revs low, it's quiet and subtle. Drop down a couple gears, and let the 3.7-liter V6—only available with the SH-AWD model—rev up, and you'll be surprised how muscular this car can sound and feel.

                          There is no shortage of gadgets and do-dads in the interior. The in-dash navigation has a great traffic feature, which helped me plan my route into work on the fly around the never-ending road construction season in metro Detroit.

                          The dash and interface are, for my tastes, a little busy, and if you aren't expecting it, a touch overwhelming. There are buttons, and buttons for buttons, and buttons that repeat and buttons that look good. They all function, and as they are labeled, but it does take a few minutes to acclimate yourself to what seems like the dash of a Boeing 747.

                          The ride is pliant and has the standard “executive feel” I have come to expect from this segment. It doesn't wallow like some; it handles well and leaves the driver feeling connected without the drama of a super-tight high-performance suspension.

                          The only negative way of noticing the all-wheel drive is when you are filling up at the gas station. While the mileage is good, it isn't great. A little lower than I expected.

                          It would be a great sedan to drive in the winter with the all-wheel-drive option. But there isn't much need for it here unless the snow is flying.

                          The increased fuel consumption is a small price to pay for the additional control and command the AWD offers.

                          The price didn't shock me terribly. It felt like it belonged in the $40K ballpark. But if Acura can keep the price stable, or even lower the price into the high $30K mark, I think they'll sell quite a few.

                          ASSOCIATE EDITOR JAKE LINGEMAN: The 2012 Acura TL SH-AWD has the best factory shifter on the market hands down. I had to let a few friends row through the gears from the passenger seat just to see how it feels. The throw is extremely short and the knob fits snugly inside my hand. It really makes you want to work the gears, whether you need to or not.

                          Thank God Acura has been slowly distancing itself from the beak look of previous years. I'd say the TL is almost good-looking now. The rear and side views are fine, slick even. But the dead-on front view still needs a little tweaking in my eyes.

                          Inside, the TL is gorgeous. The heated leather seats are comfortable and supportive. All the materials are soft-touch and it's a really a nice place be while cruising around. It reminds me a lot of our long-term Volvo S60 R-Design, though it's a bit slower; but the prices match up perfectly.

                          Power is acceptable from the 3.7-liter V6, but not outstanding. The 305 ponies move the car well, but I could ask for just a bit more gusto when shifting into fourth on the expressway. Dave returned 18 mpg over the weekend, which is about what I expected. It does take off like a rocket, and it'll chirp the tires through a few cogs.

                          The ride is a good mix of comfort and handling. I only winced a few times over large potholes that I couldn't avoid. I'd bet the higher curb weight helps in that area. The car feels sticky and solid through corners, but offers some give when you really need it.

                          Put this shifter in our Volvo and you have one of the best powertrain setups in the world for under $40,000.

                          EXECUTIVE EDITOR ROGER HART: The TL is a terrific mix of sportiness and luxury, with more emphasis on the sportiness, and that's all right with me. Two things for me stand out in the TL: terrific seats and one of the best manual shifters anywhere. The shifter action is machined precision—think the kind of precise action of a bolt on a rifle. It slots in perfectly, with a nice short throw. And the shift knob fits perfectly in the palm of my hand. This kind of tactile sensation brings another level of enjoyment to the car.

                          Likewise, the leather in the seats feels terrific, once again giving you the sensation of sitting in a very high-quality environment. The fact that the seats are so comfortable and supportive, especially when you are pushing the car around, makes it even better.

                          The V6 underhood loves to be driven hard—and it rewards you for living up in the rpm stratosphere—and the AWD drive system puts all the horsepower to ground, pulling the car out of corners like it's on rails.

                          Looks aside—I still don't like the sharp angles on the car—the TL is a terrific driver.

                          NEWS EDITOR GREG MIGLIORE: The TL is a rewarding premium driver with more than a tinge of sporty ethos. It really all begins with this shifter, which is smooth, agreeable and interactive. It makes the driver really want to shift well and be engaged. The clutch feel is good, and the throws are true. The engine is decent, though not blindingly powerful. The manual helps make the most of the 305-hp mojo, however, and it sure loves to rev.

                          I found the steering to be a bit light—I'd like more weight. The TL also drives big, almost unexpectedly so, and it didn't feel particularly cat-like on the road to me. The chassis is above average but doesn't stand out.

                          The looks inside and out are also just OK, with some dramatic highlights and a few blander elements. I had a hard time finding the correct seating position in this rig, though that would probably have come with time. The seats almost felt a bit large for a guy like me of average build. The burners were outstanding, though, and the materials looked and presented well. I found the center stack to be way too busy, with an abundance of buttons. I also noticed some gaudy blind spots, too.

                          The body has nice lines and curves, and I like the grille. It's not a head-turner but is rather handsome in general.

                          Overall, I liked the TL. It looks and drivers in a manner that will please many premium-seeking buyers who also like a degree of sport. Still, there are others I'd choose in this segment before the Acura.

                          ROAD TEST EDITOR JONATHAN WONG: Compared to what this current-generation TL looked like when it first debuted, the mild redo it received for the 2012 model year looks a whole lot better. With the new front and rear fascia treatments, it looks cleaner compared to the really wild and crazy angles it had before. To top things off, it's also more aerodynamic.

                          Jake mentioned that he thought the shifter in this TL is the best factory shifter on the market, but I have to disagree. It's darn good and in the top three or four, but the best manual shifter without a doubt is found in the TSX. End of story.

                          Also mentioned above by numerous staffers are the TL's excellent seats. In my opinion, Acura has some of the best seats in the business throughout its lineup. From the TSX and this TL to its trucks like the MDX and RDX, the seats are always comfortable and supportive. Continuing in the interior, the ELS sound system remains one of my favorite factory-equipped units with crisp and clear sound quality. For those quibbling about the busy center stack, spend another night or two with them and you'll get used to them in a hurry.

                          As for the drive, the TL strikes a pleasing middle ground between sporty and comfort. It handles bends with remarkable composure with well-weighted steering feel and quick response, though I have to agree with Greg about the steering wheel weight being on the light side. Body motions are always kept in check and ride quality is comfortable enough. Yes, bigger road bumps will be felt, but that's a tradeoff I'm willing to live with for improved cornering ability.

                          I'm also a big fan of the SH-AWD system, which is overshadowed by Audi's quattro system in the marketplace. I guess you could call it the Rodney Dangerfield of all-wheel-drive systems because it doesn't get “no respect.”

                          The sad news is that I hear murmurs that the next TL won't be offered with a manual transmission, which is a shame because, like we said, it's one of the best on the market. Of course, that rumor could turn out to be false, which I hope is the case.

                          2012 Acura TL SH-AWD Tech

                          Base Price: $43,770

                          As-Tested Price: $43,770

                          Drivetrain: 3.7-liter V6; AWD, six-speed manual

                          Output: 305 hp @ 6,300 rpm, 273 lb-ft @ 5,000 rpm

                          Curb Weight: 3,889 lb

                          Fuel Economy (EPA/AW): 20/18.7 mpg

                          Options: None

                          For more information: Check out the 2012 Acura TL SH-AWD Tech at shopautoweek.com.

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

                          http://www.marketwatch.com/story/acu...teid=rss&rss=1

                          Acura RDX: Sorry, we’re all out of excellent

                          Far be it from me to fall in love with my own clippings, but I did go back to read my review of the first-gen Acura RDX from 2006. I said it could be more perfect—it could “fairly reapportion congressional districts every time you turn the key or make sure Steven Seagal never-never-never makes another blues record.” My God, that’s overwritten.

                          The point: I thought highly of the original Acura RDX entry-luxury crossover.

                          I’ll take mine in black with big color-matched wheels, tech’ed out with an ELS sound system and Acura’s torque-vectoring all-wheel-drive running gear, which it calls, in all seriousness, “super-handling all-wheel drive.” In the scroll up yonder it is recorded that I have convinced no fewer than three people to buy an Acura RDX. I’m a fan, OK?

                          Dan Neil for The Wall Street Journal
                          2013 Acura RDX.

                          For model year 2013, Acura just wrecked this thing.

                          I’m in two states of mind: annoyance and resignation. It rather ticks me off that Acura felt it necessary to mediocritize my RDX—no longer the defining SH-AWD, no longer the feverish 2.3-liter turbo four but a plug-and-play corporate 3.6-liter V6, and significantly less joy at the wheel, by way of downward nominalization—but I understand why this vehicle is what it is. In the business, they call it product planning.

                          Here’s what I know about product planning: It’s ruthless. You may build a hot little compact-crossover that drives the wheels off just about anything in its class (BMW X3, Mercedes GLK). It might be the darling of hard-nosed car critics, an artistic success, big in college towns. It might be, head-to-head with class competitors, the best vehicle in your portfolio. None of that matters when the accountants tell you it costs too much to build and it isn’t selling. That, in corporate terms, is nonnegotiable.

                          The turbo’ed RDX I loved blew a hole in Acura’s Corporate Average Fuel Economy numbers—17/22 miles per gallon on 91-octane gas (oof!)—and the SH-AWD feature was expensive and underused by consumers. These and a thousand other deeply considered matters of design, manufacturing (in Ohio, by the way) and marketing eventually crystallized in the CAD files to produce this vehicle.

                          The arc of the automotive universe is long, but it bends toward lameness.

                          To be fair, Acura’s product planners aren’t wrong, exactly. The RDX’s edgy, sport-compact vibe was a bit of a segment outlier. Nobody was really exploiting the “super.” The new RDX is slightly larger yet significantly lighter (around 200 pounds), despite the larger V6 engine under the hood.

                          That engine, a port-injected VTEC, puts out 273 horsepower, 33 more than the turbo four, albeit with slightly less torque. This powerplant swap translates precisely as you’d expect: The new RDX comes off the line in no mighty hurry (zero to 60 mph in about 8 seconds), but the car does feel more relaxed, less strained, at interstate pace.

                          The automatic transmission gets an extra tall cog for 2013, making it a six-speed. That, and the simpler AWD system with fewer mechanical losses, helps send mileage soaring. The 2013 RDX gets 19/27 mpg, city/highway.

                          The less-dexterous AWD system is on-demand, operating in front-wheel drive mode until significant wheel-slip occurs and then shunting a maximum of 50% of engine torque rearward in search of traction. The old system could split torque up to 30/70, front/rear, depending on grip and driving inputs, and it had the pioneering, torque-vectoring SH-AWD. Again, it’s unlikely that many consumers will miss the sport-oriented AWD system—most will be content just to avoid slipping and sliding on icy patches.

                          What we have, then, is a righteously recalibrated RDX, a vehicle more in line with consumer requirements, one that is lighter, more fuel-efficient and still pretty wonderful on the equipment list. The RDX AWD with Tech package ($40,315) I drove comes with a long list of e-comforts, including a new 15-gigabyte hard disk serving the navigation system (real-time traffic/weather and Zagat ratings functions), a 410-watt ELS sound system and lots of cabin amenities. Meanwhile, as with all Honda/Acura products, you feel the results of incremental, year-over-year improvements in noise attenuation and refinement. It just purrs.

                          So, hardly wrecked. It’s even unfair to say the RDX is de-contented. It’s just differently contented. Or you could say that it seems to be haunted by ghosts of specialness past. It’s also about $1,500 more expensive than it was previously. The bosses love that.

                          And yet, as with Volkswagen’s recent realignment of the Passat, the new RDX seems to be finding more of an audience. July sales were up 142% year-over-year. I guess that’s why I don’t work in product planning.

                          It is curious that just as the rest of the market is turning to small-displacement, high-tech turbo fours to address CAFE issues, the RDX is going in the other direction with a naturally aspirated V6, one without direct-injection plumbing. I would also observe that the RDX’s segment is becoming crowded with some very fun-to-drive cars, from Subaru to BMW. Is less sporting really a good thing, longitudinally?

                          Taken on its own, the RDX is pretty agreeable company. The exterior styling has been updated to incorporate Acura’s more recent facial features, with sloe-eyed high-intensity-discharge headlamps flanking the alloy-banded grille. The RDX’s proportions and silhouette betray its genetic links to the Honda CR-V—built alongside the RDX in Ohio—but the RDX is in no way unhandsome. The surface detailing includes four strict and crisp light lines defining the sides of the vehicle. All the visual arithmetic—dash-to-wheel ratio, overhangs-to-wheelbase, windshield and backlight angles—adds up. The RDX blandly appeals.

                          The interior is also chapter-and-verse for Acura, with supple, well-structured, leather-covered seats, and dash and trim materials comprising dense urethanes interleaved with bands of alloy trim. The rear seat backs now fold down flat without trouble, with a single easy-to-reach latch on either side of the car; and the rear legroom has been enlarged, as has the door opening. Getting in and out of the rear cabin is now much easier. The RDX may be commodity car building, but of a very high order.

                          It might not be the car I once loved, but then, as my wife frequently observes, it’s not all about me. The less and more of the new RDX adds up to more of what a lot of people want. I’m just not one of them.

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

                          http://www.star-telegram.com/2012/09...es-acuras.html

                          Six-speed automatic gives Acura's TL better gas mileage

                          Acura's midsize sedan, the TL, received some styling updates this past year, making it even more appealing than it already was.

                          But probably more significant for consumers is the addition of a six-speed automatic transmission, which helped boost the car's highway fuel economy.

                          EPA ratings are now 20 mpg city/28 highway for the TL with the base 3.5-liter V-6 engine, up from 20/25 in the previous model, which came with a five-speed automatic.

                          No changes are planned for the 2013 version, which goes on sale this fall, and prices for those models have not yet been announced.

                          For now, prices range from $35,705-$45,185 (plus $895 freight).

                          The $35,705 price brings the entry-level, front-wheel-drive TL with the base V-6 engine. For $45,185, you'll get everything that's available in a TL, including all-wheel drive, a more-powerful 3.7-liter V-6, and both the Advance and Technology packages.

                          We tested the top-of-the-line model, which even had such extras as a power trunk lid, blind-spot monitoring, and one of the best audio systems around.

                          The 3.5-liter engine, rated at 280 horsepower, was given some friction-reduction technologies to help boost fuel efficiency, Acura said. That engine and the optional 305-horsepower 3.7-liter V-6 also were given larger air inlets to provide cooler air for more-efficient combustion.

                          Fuel economy drops a bit with the bigger engine and all-wheel drive. Our tester, with the automatic transmission, had ratings of 18 mpg city/26 highway. With the optional six-speed manual gearbox, those numbers drop to 17/25.

                          The six-speed automatic has Acura's Sequential SportShift feature, which allows for manual shifting without having to use a clutch. It has a double-kick-down feature that allows for going down two gears at once, say from fifth to third gear, for sportier driving.

                          The transmission coordinates with the electronic throttle system to match gear speeds to engine rpm while downshifting, also adding to efficiency.

                          Design tweaks for 2012 included a new front bumper with improved aerodynamics, a new grille, revised headlights and turn signals, new fog lights and a shorter front overhang.

                          At the rear, there's also a new bumper, and the license-plate opening has been moved. There are smaller rear reflectors, new LED taillights and a thinner trunk-edge trim.

                          The changes were a "freshening" of the TL, rather than a complete makeover. The fourth-generation model arrived for 2009, and several new features were added then, including the optional 3.7-liter engine, the most powerful in Acura's history.

                          That engine is available only on the top model, and only with the Acura Super Handling All-Wheel Drive system. All other models have the 3.5-liter.

                          For the sportiest driving experience, the six-speed manual gearbox is available with the bigger engine and all-wheel drive, with all of the Technology and Advance package features, for $42,985.

                          Exclusive to the all-wheel-drive models are four exhaust tips and a special SH-AWD badge.

                          This is a fun car to drive, especially with the all-wheel drive, which mostly eliminates the torque-steer problem that a lot of front-drive sport sedans have.

                          The engine gives this vehicle more power than you'll ever need, and enough to get you in trouble if you're not paying attention to the speedometer. The car really likes to run.

                          The Technology package brings sports front bucket seats with perforated leather trim, keyless entry and start with pushbutton ignition, GPS-linked dual-zone automatic climate control, an in-dash navigation system with voice recognition, AcuraLink real-time traffic and weather information, and a 60-gigabyte hard drive; and the truly amazing 410-watt Acura/ELS Surround premium audio system. A new, brighter color dash screen is shared by the audio and navigation systems.

                          Direct connections are provided for iPod/iPhone, which makes the music available through the audio system, with playlists and song lists showing up on the dash screen - and a feature that uses voice commands to play the music. Just tell it what song, playlist or artist you want to hear, and it's done.

                          Standard TL features include heated front seats, a power moon roof, dual-zone adaptive climate control, 10-way adjustable power driver's seat, universal garage opener, and an eight-way adjustable power front passenger seat. The tester also had fog lights, front brake-cooling vents, a self-dimming rearview mirror, and a security system.

                          The standard audio system has 276 watts, eight speakers, a six-disc CD changer, AM/FM/XM radio, Bluetooth audio streaming, a USB port and an auxiliary jack for an iPod or other device.

                          Front-drive models have 17-inch, seven-spoke aluminum wheels with P245/50R17 all-season tires. The all-wheel-drive model has new 18-inch, five-spoke aluminum wheels with low-profile P245/45R18 tires for sportier handling.

                          But with the Advance Package on the front-drive TL, you'll get 18-inch, five-spoke wheels; while the all-wheel-drive model comes with 19-inch, split five-spoke aluminum wheels with P245/40R19 all-season performance tires.

                          The Advance package also adds ventilated front seats, and a blind-spot warning system to let the driver know when there is a vehicle in the adjacent lane on either side.

                          TL competitors include the Lexus ES 350, Lexus GS 350, Cadillac CTS, Infiniti G37, Infiniti M37, Audi A6, Mercedes-Benz C-class, Lincoln MKZ, Lincoln MKS, and the BMW 3-series. But it also goes up against such non-premium brands as the Toyota Avalon, Nissan Maxima, Hyundai Genesis, and Buick LaCrosse.

                          While the TL seats up to five, the middle position in the back seat is best left to kids. Legroom is decent for the rear outboard passengers, and child-seat tethers and anchors are available in all three rear seating positions.

                          Trunk space is limited to 13.1 cubic feet, which is less than what most midsize sedans offer. The power-operated trunk lid is an unusual - but welcome - feature on an entry premium sedan. It's usually found only on SUVs and crossovers or higher-priced sedans.

                          For safety's sake, all TL models have Honda's Advanced Compatibility Engineering - ACE -- front body structure, which is designed to match the bumpers of other vehicles on the road.

                          Other safety features include electronic stability control with traction control; four-wheel antilock disc brakes with electronic brake-force distribution and brake assist; a tire-pressure monitoring system; active front head restraints; front seat-mounted side air bags; roof-mounted side-curtain air bags for both rows; child-seat anchors and tethers; front fog lights; break-away rearview mirror; emergency trunk interior release; and high-intensity-discharge automatic headlights.

                          The automotive columns of G. Chambers Williams III have appeared regularly in the Star-Telegram since 1994. Contact him at 817-471-2871 or chambers@star-telegram.com.



                          2012 Acura TL

                          The package: Premium, midsize, four-door, five-passenger, front-or all-wheel-drive, V-6 powered sport sedan.

                          Highlights: Mildly restyled for 2012, the TL has a choice of two new engines and an optional all-wheel-drive system designed to improve performance on all road surfaces.

                          Negatives: Back seat is tight for three adults; engines require more-expensive premium fuel.

                          Engines: 3.5-liter V-6 (front drive); 3.7-liter V-6 (all-wheel drive).

                          Transmission: Six-speed automatic; six-speed manual (3.7 engine only).

                          Power/torque: 280 HP./254 foot-pounds (3.5-liter); 305 HP/273 foot-pounds (3.7-liter).

                          Length: 195.3 inches.

                          Curb weight: 3,708-3,986 pounds.

                          Brakes, front/rear: Disc/disc, antilock.

                          Electronic stability control: Standard.

                          Side air bags: Front seat-mounted; side curtain for both rows.

                          Trunk capacity: 13.1 cubic feet.

                          EPA fuel economy: 20 mpg city/28 highway (3.5-liter); 17/25 (3.7-liter. manual); 18/26 (3.7-liter, automatic).

                          Fuel capacity/type: 18.5 gallons/unleaded premium.

                          Major competitors: Lexus ES/IS/GS sedans, Infiniti G37, Volvo S60, BMW 3-series, Mercedes-Benz C-class, Nissan Maxima, Hyundai Genesis, Audi A4/A6, Lincoln MKS/MKZ, Buick LaCrosse, Chrysler 300, Dodge Charger, Toyota Avalon.

                          Base price range: $35,705-$45,185 plus $895 freight.

                          Price as tested: $46,080, including freight and options (SH-AWD model with Technology and Advance packages).

                          On the Road rating: 8.7 (of a possible 10).

                          Prices shown are manufacturer's suggested retail; actual selling price may vary.

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

                          http://www.thecarconnection.com/cars/acura_ilx

                          Acura ILX

                          With Acura rapidly--if unpredictably--revamping its brand image at every opportunity, it's no surprise the company decided a new model would help it reach a new audience. Enter the Acura ILX, aimed squarely at a mature group of youthful buyers (younger Generation Xers and most of Generation Y).

                          Introduced for the 2013 model year, the ILX is based on the core technology of the Honda Civic, but with its own exterior, a much-upgraded interior, and its own equipment list--all intended to bring a compact luxury sedan into Acura's fold.

                          Three models are available in its initial year, all front-wheel drive: the base 2.0-liter model, powered by a 150-horsepower four-cylinder paired with a five-speed automatic transmission. A 201-horsepower 2.4-liter four-cylinder comes in the sporty offering, paired to a six-speed manual transmission only. The ILX Hybrid completes the range, using a 1.5-liter four-cylinder and an integrated hybrid drive system for 111 horsepower and an EPA estimated 38 mpg highway.

                          There are three main trim specs for the ILX: the base model, the Premium Package, and the Technology Package. The standard ILX specification includes cloth seats with leather-wrapped steering wheel, dual-zone climate control, Bluetooth hands-free calling, a power moonroof, keyless entry with pushbutton start, rear-view camera, and more.

                          The Premium Package adds leather seating, eight-way adjustable power driver's seat, heated front seats, a multi-view rear camera, and a premium sound system. The Technology Package (not available on the 2.4-liter model) adds navigation with voice recognition and real-time traffic and weather, the premium sound system, and AcuraLink satellite communication services.

                          The standard ILX 2.0L rates an EPA-estimated 24 mpg city, 35 mpg highway, and 28 mpg combined. The ILX 2.4L focuses on sporty driving, but still manages 21 mpg city and 31 mpg highway, while the ILX Hybrid gets an EPA-estimated 39 mpg city and 38 mpg highway.

                          With comfortable ride quality, a still-somewhat-sporty demeanor in the turns, and the performance-oriented ILX 2.4L, the newest Acura offers a taste of sport-sedan in the entry-luxury arena, while the 2.0L model is a relatively efficient commuter, and the Hybrid ekes out better-than-average fuel economy, though it comes up short on power (compared to other small luxury cars) and gas mileage (compared to other hybrids). Rather than focusing on any one of these aspects, the ILX seeks to deliver a balance of luxury, performance, style, and efficiency that appeals to the younger professional.

                          The 2013 Acura ILX hasn't yet been rated by the federal government, but the Insurance Institute for Highway Safety (IIHS) has given it 'good' ratings in all categories, and Top Safety Pick status.

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

                          Comment


                          • #43
                            http://www.telegram.com/article/2012...S01&source=rss

                            Acura RDX compliant, powerful

                            Redesigned for 2013, the Acura RDX compact sport utility vehicle is slightly larger, with a more compliant ride, than its predecessor and has more power than ever while beating the popular Lexus RX 350 in fuel economy ratings.

                            The new RDX also has more front- and rear-seat legroom than a Mercedes-Benz GLK SUV and much more cargo space.

                            Better still, the revamped-for-2013 RDX is a recommended buy of Consumer Reports magazine, where it ranks above average in expected reliability.

                            Pricing is increased an average $1,013 across the four 2013 RDX models from 2012 prices, and the top RDX — with all-wheel drive and technology package — now is just over $40,000.

                            Specifically, starting manufacturer’s suggested retail price, including destination charge, for a base, 2013 RDX is $35,215. This is a front-wheel drive RDX with 273-horsepower V-6 and all the standard amenities, such as leather-covered seats, heated front seats, moonroof, rearview camera, keyless access, push-button start, 360-watt audio system, Pandora Internet radio interface and SMS text messaging system. The lowest starting MSRP, including destination charge, for an all-wheel drive, 2013 RDX is $36,615.

                            But even with the price increase, the RDX remains one of the most affordable of smaller-sized, five-seat, luxury-branded SUVs.

                            As an example, the starting retail price for a 2013 Lexus RX 350 with 270-horsepower V-6 and front-wheel drive is $40,205, while an all-wheel drive, 2013 RX 350 starts at $41,605. The RX 350 is the best-selling, smaller-sized, luxury SUV in the United States. Meantime, the 2013 Mercedes-Benz GLK has a starting retail price of $37,995 and comes standard with 302-horsepower V-6 and all-wheel drive.

                            Some fans of the first-generation RDX, which came to market in 2006 with a turbocharged four cylinder and a firmer ride that lent itself to sporty handling, might grumble over the changes for 2013.

                            But sales of the RDX peaked at 23,367 in 2007 and totaled just 15,196 in calendar 2011, which indicated that there’s not a big market for a sporty-handling, turbo, compact SUV.

                            And by making the RDX more mainstream — with a smooth-performing V-6 instead of sometimes jerky turbo power and with a comfortable, refined ride that makes everything from city streets to concrete highways more tolerable — Acura is broadly expanding this SUV’s appeal.

                            The pleasing ride was one of the first things noticed in the test RDX AWD Tech model priced at $40,315.

                            The new RDX suspension, along with slightly wider track and longer wheelbase, managed even potholes with ease, removed the sharpness of speed bump undulations and smoothed out the “whomps” of expansion cracks on bridges.

                            A three-hour drive on highways and country roads in the quiet RDX interior was fatigue-free on nicely supportive but not overly firm front seats.
                            Iubesc masinile japoneze. Ele nu mint, nu inseala !
                            ACURA & HONDA SUV FAN CLUB ROMANIA - http://daimyo.ro/index.php?action=forum

                            Comment


                            • #44
                              http://abclocal.go.com/kabc/story?se...rticle-8804297

                              Acura ILX combines fuel efficiency, luxury

                              LOS ANGELES (KABC) -- High gas prices are sending more and more drivers looking for smaller cars. But long commute times mean people want to drive in a bit of luxury, too.

                              Acura's answer to both those things is the new ILX at a base price of $25,900. It's a fuel-efficient compact car with luxury features. The fuel efficiency comes from Acura's sister brand, Honda. Under its distinctive skin is essentially a Civic, given a dash of upscale content in keeping with the Acura brand's theme.

                              From the Civic side comes the four-cylinder engine. The base unit produces smooth power, as well as fuel economy numbers of 24 city and 35 highway. There are also versions of two other Civic engines available, the sporty, high-revving one from the Si, and even a gas-electric option courtesy of the Civic Hybrid, which gets a rated city fuel economy number of 39.

                              Inside, the Acura signature instrument panel has been adapted to the smaller sedan, and things like navigation with traffic info as well as leather seats are available.

                              Essentially, the ILX has many, if not all, of the bells and whistles found on the larger Acura models.

                              One of the nice things about the ILX is that a lot of features come standard. Unfortunately for the tall, one of those things is a sun roof, which cuts into headroom.

                              There are a couple of other choices in small cars that can be considered luxurious, but have a bit more room inside.

                              Buick's Verano is new this year, and blends European sport sedan road manners with typical Buick comfort.

                              And Volkswagen's Jetta can be optioned up to include things like leather seats and other amenities, though it still doesn't carry true luxury car status nor a luxury brand name.

                              As for the small Acura, it probably came along at just the right time. It's easy on fuel like an economy car, but big on features like something much larger.

                              As more and more car buyers look for a combination of good gas mileage and luxury, we could see more cars like this one hitting showrooms in the coming years.

                              (Copyright ©2012 KABC-TV/DT. All Rights Reserved.)
                              Iubesc masinile japoneze. Ele nu mint, nu inseala !
                              ACURA & HONDA SUV FAN CLUB ROMANIA - http://daimyo.ro/index.php?action=forum

                              Comment


                              • #45
                                http://wheels.blogs.nytimes.com/2012...co-tour-guide/

                                Alex Zanardi: In an Acura NSX, a Memorable Monaco Tour Guide

                                Last month, while attending the collector car events and auctions around the Monterey Peninsula, Calif., I reviewed a morning-after report from a sale organized by Russo & Steele. There was a double-take when, listed among the sales, I spotted what the auctioneer called a 1999 Acura NSX Alex Zanardi Edition Coupe.

                                “Was that the Alex Zanardi NSX?” I wondered. I knew something about Acura’s supercar and its connection to the two-time Cart champion, having visited Zanardi’s home in Monaco in 2001. We went for a drive in chassis No. 1 of 51 sequentially numbered NSXs commissioned by Acura to commemorate Zanardi’s two titles.

                                I spent the better part of a day trying to determine whether the Russo & Steele car was in fact the one in which Zanardi acquainted me with his adopted home of Monaco Monaco Grand Prix that day in 2001. Ultimately, I learned it was not Zanardi’s car, but chassis No. 28, which sold for $64,900.

                                The whole exercise, however, got me thinking again about the indomitable driver who lost his legs in a 2001 racing crash. He has come back from that to walk and to race again. Just last week, he won two gold medals in handcycling at the London Paralympics.

                                In 2001, when I made my visit, Zanardi was living in Monaco in a form of exile. He had parlayed three successful years of racing in America into a ride with the Williams Formula One team. There was acrimony from the get-go, to the point that Williams reportedly paid Zanardi millions to terminate his contract. Before my visit, Zanardi had committed to returning to Cart, the open-wheel series in North America that was struggling to retain relevancy. “I don’t have to work again, ever,” I remember him saying in Monaco, pointing to his yacht in the harbor. Appropriately, the vessel was named Hakuna Matata — no worries.

                                When I parked in the garage of Zanardi’s condo, I noticed a dusty red NSX in the garage, with flat tires. “That’s the one Acura gave me,” he said. “They shipped it over here. It’s been in the garage ever since. I think it has 12 miles on it.”

                                Zanardi brought out a bicycle pump to put air in the tires just to get the car rolling. The battery was also dead, and we needed to give it a push-start. We visited a nearby gas station for fresh fuel before proceeding to roar around the streets of Monaco, following many of the roads used in the grand prix, for a good 20 minutes. It was raucous fun while it lasted.

                                I saw Zanardi later that summer and asked him how many miles the NSX had on it. “The same,” he said. Even then, he preferred to ride a bicycle around Monaco.

                                A week later, after his horrific crash in Lausitz, Germany, I figured a legless man would probably find even less use for an NSX and its 6-speed manual transmission. But I was wrong. I heard Zanardi had it outfitted with hand controls. He began to put miles on it. Learning to drive with only his hands helped him engineer a ride in touring-car racing, where he was again successful.

                                For more than a decade, Zanardi has refused to let the loss of his legs at the knees prevent him from living life at the limit. He once climbed, in pain, to the top rung of the starter’s stand to wave the green flag at a race. He has developed and lent his name to a line of racing go-karts. He has taken up wheelchair sports with particular passion; he won the handcycling divisions of marathons in Venice, Rome and New York. I wouldn’t blink if I were to spot him on “Dancing With the Stars.”

                                But the last time I saw him, about 18 months ago in Rome, I forgot to ask about his NSX. Perhaps there will be an opportunity in May. He’s considering racing at the 2013 Indianapolis 500.

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

                                http://rumors.automobilemag.com/acur...80-168361.html

                                Acura Releases Pricing on 2013 TL, Manual-Transmission Model Starts at $44,080

                                The 2013 Acura TL may not have changed compared to the 2012 model, but we’re glad the automaker hasn’t removed the manual-transmission model. The 2013 TL with Acura’s SH-AWD system and a six-speed manual and the Technology package will cost $44,080. The basic front-drive 2013 TL starts at $36,800. The luxury sport sedan’s pricing is $200 over the 2012 model and includes an $895 destination charge.
                                The 2013 Acura TL will still offer a six-speed manual with the SH-AWD system, the automaker revealed this week. Pricing on the 2013 Acura TL starts with a base model at $36,800, while the all-wheel-drive TL with the manual transmission will again only be offered with the Technology package, priced at $44,080. All prices include the $895 destination charge and represent a $200 increase over 2012 Acura TL prices.
                                After debuting in the 2009 model year to mixed reviews — largely because of its controversial styling — the Acura TL was refreshed in the 2012 model year and carries over unchanged for 2013. The entry-level TL, at $36,800, is powered by a 3.5-liter V-6 making 280 hp and 254 lb-ft of torque. Using a six-speed automatic, the 2013 Acura TL gets an EPA-rated 20/29 mpg city/highway. Standard features include HID headlights, fog lights, a power moonroof, eight-speaker sound system, 17-inch wheels (18s are available).
                                The TL more people are likely to buy is the one equipped with the $3730 Technology package, which includes a navigation system with a 60GB hard drive and a larger central screen, perforated leather seats, and a 10-speaker premium sound system. For $2200 more ($42,730 with the 3.5-liter V-6), the Acura TL with the Advance package includes heated and ventilated front seats, a blind spot monitoring information system, and 18-inch wheels.
                                2013 Acura TL models with the automaker’s “super-handling all-wheel drive” start at $40,350, and have under the hood a 305-hp 3.7-liter V-6 with 273 lb-ft of torque. When we tested an all-wheel-drive 2012 Acura TL with the six-speed manual, the 0-60 mph sprint was completed in 5.3 seconds with the quarter mile in 13.9 seconds at 99.6 mph. Eighteen-inch wheels are standard on the all-wheel-drive TL, which can be had with the Technology package with the six-speed manual or automatic for $44,080. An all-wheel-drive TL with the Advance package adds 19-inch wheels (pictured at top) and will carry an MSRP of $46,280.
                                The 2013 Acura TL, which was recently named an IIHS Top Safety Pick, may be replaced by a new model called the TLX for the 2014 or 2015 model year. An Acura TLX would again be based on the Honda Accord, and since that 2013 four-door shrunk in length by 3.5 inches, expect the next-generation TL or TLX to get slightly shorter, as well. The 2013 Honda Accord’s 3.5-liter V-6 makes 278 hp and 252 lb-ft of torque and is estimated to get 21/34 mpg. The Acura TLX could mark the automaker’s first use of direct-injection on a V-6 but, for now, Acura sedan buyers can choose from the ILX and TSX compacts or TL and RL midsize entries.
                                Source: Acura


                                tokyodream
                                Senior Member
                                Last edited by tokyodream; 12-09-12, 10:28.
                                Iubesc masinile japoneze. Ele nu mint, nu inseala !
                                ACURA & HONDA SUV FAN CLUB ROMANIA - http://daimyo.ro/index.php?action=forum

                                Comment

                                Working...
                                X