Marvel's The Avengers and Acura RDX Bonus Deleted Scene

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Baby Acura NSX May Hit the Roads

Back in 2008 rumors were flying all over the place about how Honda was creating two versions of the Acura NSX, but for whatever reasons, those rumors didn’t pan out. The was disappointing news for NSX fans who couldn’t quite wrap their head around actually buying the big boy version of the NSX. As you’ll recall the larger model was debuted as a hybrid all wheel drive back in January at the Detroit Auto Show. This new NSX, currently called the “Small NSX” by Honda engineers, a smaller, less expensive version is still being tossed around, although it had been cancelled at one point before anyone even knew it was being considered.

Now it sounds as if the Small Acura NSX is back on the table and will be a scaled back version of the NSX you have come to know and love. It will have a mid engine layout the same as it’s big brother and the whispers around the water cooler are leaning toward it also having the same hybrid SH-AWD system. We are sure the big brother and little brother Acura NSX will share quite a few of the same features considering they are both being developed at the Honda American Research and Development Center in Ohio. Apparently the top engineers and test drivers have been sent to this facility for a five year project to create two amazing super sports cars.

While having a mini-me of the Acura NSX is exciting, Honda will not utter a tease about what kind of power the smaller version will have although it will more than likely be a turbocharged direct injection engine that could come in any one of the 3.5 liter V-6, 2.4 liter I-4, or 2.0 liter I-4 versions Honda all ready has for their vehicles. Of course a hybrid drivetrain isn’t off the table for this new vehicle either.

Source Motortrend

Baby Acura NSX May Hit the Roads

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Back in 2008 rumors were flying all over the place about how Honda was creating two versions of the Acura NSX, but for whatever reasons, those rumors didn’t pan out. The was disappointing news for NSX fans who couldn’t quite wrap their head around actually buying the big boy version of the NSX. As you’ll recall the larger model was debuted as a hybrid all wheel drive back in January at the Detroit Auto Show. This new NSX, currently called the “Small NSX” by Honda engineers, a smaller, less expensive version is still being tossed around, although it had been cancelled at one point before anyone even knew it was being considered.

Now it sounds as if the Small Acura NSX is back on the table and will be a scaled back version of the NSX you have come to know and love. It will have a mid engine layout the same as it’s big brother and the whispers around the water cooler are leaning toward it also having the same hybrid SH-AWD system. We are sure the big brother and little brother Acura NSX will share quite a few of the same features considering they are both being developed at the Honda American Research and Development Center in Ohio. Apparently the top engineers and test drivers have been sent to this facility for a five year project to create two amazing super sports cars.

While having a mini-me of the Acura NSX is exciting, Honda will not utter a tease about what kind of power the smaller version will have although it will more than likely be a turbocharged direct injection engine that could come in any one of the 3.5 liter V-6, 2.4 liter I-4, or 2.0 liter I-4 versions Honda all ready has for their vehicles. Of course a hybrid drivetrain isn’t off the table for this new vehicle either.

Source Motortrend

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Acura ILX Joyride Preview

Acura's RDX Moves Mainstream

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. 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.

 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.  

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.

Source:ABC News

 

Fear Not: 2012 Acura TSX Sport Wagon

For years, automakers have suffered from SWS. Station Wagon Syndrome seems to stem from a combination of fears. By calling station wagons by their rightful name, manufacturers seem to fear that buyers will not buy them, for one of two reasons.

Either they grew up in the '60s, their parents had wagons, and they fear turning into their parents if they drive one. Or, they've seen 1983's "National Lampoon's Vacation" and they don't want to channel Clark Griswold driving a Wagon Queen Family Truckster (see my RVM column on page 2).

Therefore, to this day, station wagons are rarely referred to as station wagons. They're either crossovers, or they're sport wagons.

However they're labeled, there are some fine wagons in marketplace, and this week we drive one of them — the Acura TSX Sport Wagon. TSX is Acura's series in the Entry Premium segment. It competes with other, gateway to the luxury brands notables like the Audi A4, the BMW 3-Series, Infiniti G, Lexus IS and Mercedes-Benz C-Class. TSX last had a complete makeover in 2009. In 2011, the model line was expanded to include an all new Sport Wagon model. This week, we drive the 2012 edition.

With wagons, there's a lot to getting it right, size-wise. Ideally, you want your wagon to be big enough to be truly useful for carrying people and cargo, yet small enough that it doesn't require its own zip code. The TSX passes this first test. The outside dimensions are tidy, and Acura has the package wrapped in handsome, understated sheet metal.

Stretching 189 inches long, the Acura fits easily into parking slots and passing lanes. The four-wheel independent suspension is tuned with an ear towards balancing ride comfort and handling, and the car has a nimble feel, cornering with confidence. The front-wheel-drive TSX has a standard stability control system for added assurance when roads are sloppy.

Entry luxury brands walk a fine line when it comes to engine choices, torn between the competing interests of power, prestige and economy. The usual solution is to offer both a smaller and larger option and let buyers make the choice.

That's the strategy that Acura employs with TDX — but only on the sedan side. The 280 horsepower, 3.5 litre V-6 is available on the four doors. It's joined by a four-cylinder that's the base motor in Sedans, and the sole choice on Sport Wagon, where it's linked to a five-speed automatic transmission. The 2.4 liter inline four checks in with 201 horsepower and 170 lb. ft. of torque. Those horses peak at 7,000 rpm, which tips off even a driving dullard such as myself that the engine needs to stretch its legs to run well. While that's true, there is enough torque on tap to be comfortable at low speeds. And while you'll hear the engine when you mat the pedal for a redline rendezvous, the four cruises quietly at 60 mph, turning 2,000 rpm. My feeling is that unless you need to tow, or you just plain want more power, the Acura four is fine all around, and it benefits from respectable gas mileage, too. The EPA says the TSX wagon will get 22 mpg's city, 30 highway. I logged 25, in a week spent mostly around town. Acura recommends Premium for the TSX.

The interior has a well put-together look and feel, though the all black color scheme in my test car struck me as too somber. Visibility is good in all directions and with six-footers up front, there's enough room for a pair of six-footers to fit (snugly) behind them. Most controls are housed in the center stack. With all the features in a premium car, the amount of switchgear in the TSX is a lot to take in, though the array is logically laid out.

Cargo capacity is generous, ranging from 31.5 - 66.2 cubic feet, depending on seat configuration. New for 2012 are three covered bins below the load floor. Their presence is permitted by the absence of a spare tire. Acura replaced the spare with a tire repair kit, netting an additional, 5.7 cubic feet of cargo space. The liftover height is comfortably low and the liftgate (optionally power) swings high out of the way. The sole ding on the storage space is that the load floor narrows to wrap around the wheel wells.

TSX is well equipped and Acura's option sheet is well stocked. Standard features include a power moon roof, leather covered seats (heated in front), automatic climate control and wireless cell phone capability. A popular grouping is the Technology Package. Stacking $3,650 onto the sticker price adds a voice controlled navigation system, with real-time weather and traffic information, solar-sensing, dual-zone automatic climate control, and a remote tailgate. The LCD nav screen is big, bright and nestled far enough into the dash to avoid sun washout. Save tire noise on coarse pavement, the TSX interior is quiet. However, when you want to add some noise, the last entry in the Technology Package can help: the Acura/ELS sound system. For many people, one of the perks of buying a premium car is fitting it with fine, audio equipment. With 10 speakers and 415 watts of surround sound, AM/FM/XM/CD/DVD capability, hard drive storage and Dolby Pro Logic II, this system is easy on the ears.

The TSX Sport Wagon is cleanly styled, and functional as a wagons should be. And while it's not fast, it's enough fun to drive that the "sport" name is fitting.

Source: Times Union

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Acura's RDX moves mainstream

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. 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.

 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.  

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.

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Acura ILX, 2013: Luxury, performance, strong value for new sedan

A new model for Honda’s upscale brand, the 2013 Acura ILX is the carmaker’s smallest offering as an entry level luxury vehicle. It’s only been available in the United States since May, 2012.

Six models are offered: a base five-speed automatic, five-speed auto with premium package, five-speed auto with technology package, six-speed manual with premium package, a base hybrid and a hybrid with a technology package. The hybrid models are Acura’s first and feature a 1.5-liter four-cylinder with a gas/electric powertrain.

The 2013 ILX in one respect made an inauspicious debut: Combined with its distant 2012 Honda CR-V sibling, the manufacturer recalled 172,000 units because of faulty door latches.

The Weekly Driver Test Drive

As a luxury sedan priced at near the average price of all new cars, I drove the ILX 2.4-liter (Premium) with 201 horsepower for a week with glee. It was delightful. It had a sports car exhaust growl and shifting the six-speed manual transmission was signature Acura — smooth.

Likewise, in city and highway driving scenarios, the new Acura was controlled and comfortable. Automatic transmission fanciers will likely be disappointed since the model is only available with a manual transmission.
But for car buyers considering a manual for the first time, Acura features such a precision-shifting transmission, a slew of manual converts wouldn’t be a surprise.

Equally impressive: The total price of the car is $895 (destination/delivery) more than than the MSRP. The included Premium Package features nearly a dozen items — heated front seats to leather-trim seats to a seven-speaker sound system. The standard featured lists features about 30 items — power everything to a good selection hi-tech adaptations.

Why, then, can’t more manufacturers list their cars at a total price near the MSRP? Sure, the price of items will be included one way or another. But why not simplify the tally with streamlined pricing?

As a compact sedan, the Acura ILX still offers 12.4 feet of cargo space and the rear seats fold down for more lengthy cargo items. It’s not an SUV, but there’s a good chuck of space for luggage or groceries or golf clubs.

Likes:

Acura is known for quality interior materials. The ILX follows suit.

Is there a longer standard features list in the car industry?

Entry level luxury sedan with 201 horsepower. Impressive.

Dislikes:

Available only with manual transmission in 2.4.-liter edition.

Facts & Figures: 2013 Acura  ILX (Premium)

Acceleration: 0-60 mph, 7.1 seconds
Airbags (6):
Fuel economy: 22 mpg (city), 31 mpg (highway), 25 mpg (combined), six-speed manual transmission.
Government Safety Ratings: NTHSA, Not rated.
Horsepower: 201
Manufacturer’s Suggested Retail Price: $29,200.00
Manufacturer’s Web site: www.acura.com.
Price As tested: $30,095.00
Warranty: Bumper to bumper, 4 years/50,000 miles; Powertrain, 6 years/70,000 miles; Roadside Assistance, 4 years/50,000 miles.

What Others Say:

“With the extra power and the manual, the ILX wakes up, becoming the frisky sports sedan it aspires to be. Maybe this is a sign that  Acura is also finally stirring.” — CarandDriver.com

“The Acura ILX bridges a gap of sorts between regular compact cars and the current crop of premium compacts. Those who put more weight on a premium nameplate, electronic gadgets, and high-end appointments than they do on performance or absolute value for the money may find the ILX a worthy addition to their shopping list.” — Consumer Guide.

“With a dose of Acura luxury and civility, the Civic-based ILX seems to be in a class by itself. The closest competitor at the moment might be Buick’s Chevrolet Cruze-based Verano, at least until the Audi A3 sedan arrives in 2014.” — AutoWeek.com

The Weekly Driver’s Final Words:

“The ILX is Acura’s smallest and least expensive model. But the description doesn’t fit the car. The ILX has a lot to offer, including strong acceleration and overall power and a smooth, steady ride. For many manufacturers, the ILX just wouldn’t be considered an entry-level vehicle. That speaks well for the car and the manufacturer.”