Road and Track: 2011 Acura TSX Wagon Review

Hatching a plan for sporty, stylish and practical transport.
By Douglas Kott

What’s Hot:
Tight handling
Swoon-worthy styling
Crossover carrying capacity
What’s Not:
No V-6 offered
No manual gearbox offered
Inline-4 merely adequate

Small, sporty wagons are a little like Elvis or Colin Chapman: By most accounts they’re dead, but occasionally there will be sightings. Truth is, we wonder why there aren’t more of them as they’re likable adversaries to sport utes and crossovers, lacking the tippy “command” seating position and pretense of off-road capability yet endowed with car-like handling and truly useful cargo capacity. Consider that Acura’s latest here has a storage volume aft of the rear seats that’s roughly the same as its RDX crossover, albeit differently shaped. With its 60/40-split rear seats folded down, there’s a full 60.5 cu. ft. of space, which slots the TSX slightly ahead of marketplace rivals Audi A4 Avant and BMW 328i Sport Wagon.

Acura chose not to compare acceleration times in its presentation, as the TSX Sport Wagon comes just one way, with a 201-bhp 2.4-liter inline-4 paired with a paddle-shift torque-converter 5-speed automatic. Let’s just say the combination makes for, er, adequate acceleration with, um, reasonable roll-on torque, the quick-reacting gearbox doing its best to keep the engine in the feel-good upper half of the rev range. Shifts are snappy….with the selector in S, both kickdown reaction and throttle response are really crisp, and shifts summoned by the paddles are laudably fast. The only transmission demerit? There’s no auto-blip on downshifts.
On a twisty road, the TSX Sport Wagon carries its additional 130 lb. and 3.5 in. of length well, the extra rear overhang reducing the nose-heaviness by a couple of percentage points…now 57/43 front/rear, versus roughly 59/41 for a comparably equipped TSX sedan. The electric-assist steering weights up nicely as more steering angle is cranked in, and roll control is excellent, with spring/damping rates definitely skewed toward the sportier end of the spectrum.

The same could be said of looks. With its wedgy beltline, snazzy 17-in. alloys (with P225/50R-17 Michelins) and brightwork for both the sturdy roof rails and side window trim, the Sport Wagon appears anything but utilitarian. Up front, the oft-criticized “Power Plenum” grille has been tastefully toned down—it now has a platinum-look horizontal element ringed with chrome.

Inside, all the standard TSX trimmings are there—thick-rimmed sport wheel, futuristically styled center stack, and great seats with perforated leather inserts and substantial up-high shoulder bolstering. The cargo area is well finished also; dual brushed stainless sill plates for the hatch are a nice touch, as are chrome tie-down hooks and a total of four hidden storage spaces beneath and to the left side of the load floor. The main compartment is square and quite shallow, perfect for shady types involved in the pizza smuggling trade.

Across the model line, all TSXs for 2011 benefit from slightly better fuel economy (the Sport Wagon’s numbers are 22/30 city/hwy) through measures such as low-friction engine coatings, lower-viscosity ATF, an ATF heater (!) and underbody fairings that improve aerodynamics. A noise-insulating windshield and thicker rear side glass are said to further reduce cabin noise. And the Sport Wagon featured here has a generous roster of standard equipment including a power moonroof, heated leather seats, a 360-watt 7-speaker sound system, Bluetooth, etc. Opting for the Tech Package ($3650 dearer than the base Sport Wagon’s MSRP of $30,960) buys the excellent nav system/high-def display screen, the 460-watt ELS sound system with hard drive storage for roughly 3500 songs, and a power tailgate.

Acura’s sales goals are modest for the Sport Wagon, about 4000 units for the 2011 model year. With its slick styling, sporty road manners and considerable utility, this tailgated TSX might jump-start the resurgence of the small sporty wagon. Is it possible that Elvis has re-entered the building?

Source;
http://www.roadandtrack.com/tests/impressions/2011-acura-tsx-sport-wagon

2010 Acura TL SH-AWD Manual - Short Take Road Test

Another six-speed hit from the makers of the Honda S2000 and Acura TSX.

If there’s one thing that imbues a car with a more sporting character, it’s a manual transmission. None of this automated-manual mumbo jumbo; we’re talking about a true manual with a clutch pedal to the left of the brake and more left-right movement in the shift pattern than just sliding the shift lever into sport. The Acura TL has always been pretty agile and responsive, but the new generation launched in 2009 without a manual.

What a Stick Is Supposed to Be
The TL gets a manual transmission for 2010, however, and although we wonder why—Acura concedes that maybe five percent of buyers will opt for the manual—we welcome any transmission as satisfying as this. In our first drive of the TL manual, we relayed Acura’s boast that these are the shortest throws in class, and we have little doubt the claim is still true. In addition to the tidy throws, the effort is nearly perfect and the action crisp and clean. The clutch, too, is wonderfully tuned with a progressive, predictable takeup and a light feel that requires just enough muscle to keep it from feeling overly assisted.

The manual is only available paired with all-wheel drive—Super Handling All-Wheel Drive, or SH-AWD in Acura lingo—and a 305-hp, 3.7-liter V-6. Additionally, it only comes on cars with the Tech package—premium leather, navigation system—which boosts the manual’s base price to $43,195, or more than $7000 higher than a base TL. You want to row your own, you’re going to pay for the privilege. The only option is the addition of 19-inch wheels and high-performance summer rubber, which our car did not have.

The Perfect Shifter Makes a Car Way Faster
Although the engine and SH-AWD of this car were the same as on past testers, the performance we measured this time was anything but similar. Snicking off our own gearchanges liberated 0.8 second from the 0-to-60-mph time (5.2 seconds versus 6.0) and cleaved a full second from the quarter-mile, and we gathered an extra 4 mph on the way, for a 13.8-second pass at 101 mph.
The manual is a little lighter overall than the automatic (72 pounds), but this doesn’t much affect the TL’s fundamental dynamic balance. Skidpad grip drops some, to 0.88, from the 0.92 g we’ve reported in previous tests, but that’s the result of downgrading from the summer-only Michelin Pilot Sport PS2s on previous cars to Pilot HX MXM4s on this one. Paired with either tire, the torque-vectoring SH-AWD makes it feel from the driver’s seat as if the outside rear wheel were growing in proportion to cornering forces, helping push the car through the curve and mitigating understeer. The car just seems to lean back on that wheel and zip away. Braking likewise deteriorates from a best of 158 feet to 171, although that’s still a perfectly acceptable number.

All These Buttons Are Pushing Our Buttons
We’re not fans of the lack of on-center steering feel and the flinty ride over small, abrupt bumps, but our major complaint with this car remains the acres of buttons swarming across the steering wheel and center stack. Stare at this button crop long enough, and Homer Simpson’s workstation at the Springfield nuclear power plant comes to mind. The “twist here, push here, tilt here” Bop It!–style control knob/stalk for the navigation system doesn’t alleviate any of the stress, either.
However, the most important controls in a car are the ones that control its motion. The six-speed manual in the TL is, like Honda and Acura’s other self-shifters, an altar for those with hyperactive left feet. There are a lot of good competitors bracketing the TL—some that put up better straight-line numbers and some we’d choose over it for a day at the track—but none has a better stick than this. That should make for a very happy five percent.

Source;
http://www.caranddriver.com/reviews/car/09q4/2010_acura_tl_sh-awd_manual-short_take_road_test

Car and Driver Magazine: 2010 Acura ZDX - Short Take Road Test

We’re tempted to believe that ZDX stands for “zero demand expected.” The new Acura ZDX is one of those genre-less oddballs that occasionally comes along, like the Subaru Baja and the BMW X6. They slip past the guardians of sanity at their home offices and drift into the market like pollen wafting on a breeze of optimism.

They often die quickly and are flushed.

Long ago we described just such a spore, the AMC Gremlin, as a Hornet with the useful space hacked out of it. Behold the 21st-century version: Acura’s MDX luxury people mover with at least some of the useful space hacked—no, that’s old-fashioned, it’s been carefully shaved, planed, and CNC-milled out of it.

This is styling that takes a toll. To make a ZDX, an entire seat row from the MDX goes sayonara, as does about 35 percent of the cargo space with the seats folded. Width and wheelbase remain unchanged from the MDX, and length grows slightly, but the ZDX’s roof is more than five inches lower, pruning just over three inches from the rear-seat headroom.

Getting in back involves a limbo stoop under the low-cut opening. Have first aid at the ready because foreheads will be whacked, and an ungoggled eye or two may be poked by the rear-door glass, which comes to a menacing point at the concealed door handles.

The upside? At least one seven-year-old thought the ZDX was the coolest vehicle he’d ever seen. There are, like, 22-hundred-thousand buttons and a huge sunroof to stand up in and secret compartments in the back for ninja stuff and you can fly to Alaska in three seconds on the navigation screen and you can open the remote-control hatchback from about a mile away. And stuff.

All of which is ironic, as the ZDX will appeal mainly to people who don’t have kids. Acura predicts sales of just 6000 ZDXs per year, knowing full well that in America’s vastness one could find 6000 buyers for cars with square wheels.

Prices should start in the mid-40s, slightly higher than the MDX, but one like our test car, with the extra hundred-thousand buttons of the Technology package (upgraded leather, nav system, premium audio, backup camera, and more) and the Advance package (adaptive cruise control, adjustable suspension, blind-spot warning, precollision warning, etc.), will land in the mid-50s.

Feature to feature, it’s less costly than the 300-hp BMW X6 xDrive 35i, which starts at $57,125, but that’s like saying an aardvark makes a better pet than an ostrich.

The ZDX isn’t lazy, hitting 60 mph in 6.4 seconds, rather fleet considering the 4421-pound curb weight (about 175 pounds lighter than an MDX). The 3.7-liter V-6 makes 300 horsepower, as it does in the MDX, and the new six-speed automatic and cylinder-cutoff system are mileage stretchers. We saw 20 mpg.

Nor does the ZDX fear a curve. It’s a confident, stable handler, thanks to some steering-feel improvements Acura made after our initial write-up. Also credit the system named with our favorite Japanese hyperbole, Super Handling All-Wheel Drive. When understeer attacks, the system overdrives the outside rear wheel to help turn this big bronco. It works.

On the pricey Advance-pack version, the electronic suspension—the “integrated dynamic system”—takes a page from the Corvette by fitting magnetorheological shock absorbers, or shocks filled with a fluid that changes viscosity—and thus stiffness—in instant concert with changes to electrical current. As with SH-AWD, this widget also works wonders, both restraining body motion and soothing over freeway impacts.

Acura supplies a dash dial to select comfort or sport modes. If, as expected, the ZDX spends most of its time circulating on city grids, it’s best to leave it in comfort mode and tape over the switch with a picture of your seven-year-old nephew, the one who thinks you’re Batman.

Source;
http://www.caranddriver.com/reviews/car/09q4/2010_acura_zdx-short_take_road_test

Car and Driver: 2010 Acura TL SH-AWD Manual - Short Take Road Test

If there’s one thing that imbues a car with a more sporting character, it’s a manual transmission. None of this automated-manual mumbo jumbo; we’re talking about a true manual with a clutch pedal to the left of the brake and more left-right movement in the shift pattern than just sliding the shift lever into sport. The Acura TL has always been pretty agile and responsive, but the new generation launched in 2009 without a manual.

What a Stick Is Supposed to Be
The TL gets a manual transmission for 2010, however, and although we wonder why—Acura concedes that maybe five percent of buyers will opt for the manual—we welcome any transmission as satisfying as this. In our first drive of the TL manual, we relayed Acura’s boast that these are the shortest throws in class, and we have little doubt the claim is still true. In addition to the tidy throws, the effort is nearly perfect and the action crisp and clean. The clutch, too, is wonderfully tuned with a progressive, predictable takeup and a light feel that requires just enough muscle to keep it from feeling overly assisted.

The manual is only available paired with all-wheel drive—Super Handling All-Wheel Drive, or SH-AWD in Acura lingo—and a 305-hp, 3.7-liter V-6. Additionally, it only comes on cars with the Tech package—premium leather, navigation system—which boosts the manual’s base price to $43,195, or more than $7000 higher than a base TL. You want to row your own, you’re going to pay for the privilege. The only option is the addition of 19-inch wheels and high-performance summer rubber, which our car did not have.

The Perfect Shifter Makes a Car Way Faster
Although the engine and SH-AWD of this car were the same as on past testers, the performance we measured this time was anything but similar. Snicking off our own gearchanges liberated 0.8 second from the 0-to-60-mph time (5.2 seconds versus 6.0) and cleaved a full second from the quarter-mile, and we gathered an extra 4 mph on the way, for a 13.8-second pass at 101 mph.
The manual is a little lighter overall than the automatic (72 pounds), but this doesn’t much affect the TL’s fundamental dynamic balance. Skidpad grip drops some, to 0.88, from the 0.92 g we’ve reported in previous tests, but that’s the result of downgrading from the summer-only Michelin Pilot Sport PS2s on previous cars to Pilot HX MXM4s on this one. Paired with either tire, the torque-vectoring SH-AWD makes it feel from the driver’s seat as if the outside rear wheel were growing in proportion to cornering forces, helping push the car through the curve and mitigating understeer. The car just seems to lean back on that wheel and zip away. Braking likewise deteriorates from a best of 158 feet to 171, although that’s still a perfectly acceptable number.

All These Buttons Are Pushing Our Buttons
We’re not fans of the lack of on-center steering feel and the flinty ride over small, abrupt bumps, but our major complaint with this car remains the acres of buttons swarming across the steering wheel and center stack. Stare at this button crop long enough, and Homer Simpson’s workstation at the Springfield nuclear power plant comes to mind. The “twist here, push here, tilt here” Bop It!–style control knob/stalk for the navigation system doesn’t alleviate any of the stress, either.

However, the most important controls in a car are the ones that control its motion. The six-speed manual in the TL is, like Honda and Acura’s other self-shifters, an altar for those with hyperactive left feet. There are a lot of good competitors bracketing the TL—some that put up better straight-line numbers and some we’d choose over it for a day at the track—but none has a better stick than this. That should make for a very happy five percent.

Source;
http://www.caranddriver.com/reviews/car/09q4/2010_acura_tl_sh-awd_manual-short_take_road_test

2010 Acura ZDX hits right notes despite styling compromises

By James R. Healey, USA TODAY

NEW YORK — Automakers say they are hearing this message from some important (well-heeled) shoppers: Give us the SUV's high seating position with such a nice view and handy cargo space and the foul-weather and bad-road capability that comes with all-wheel drive and ample ground clearance. But change the look, either to the mainstream appeal of a tailored sedan or the excitement of a sports coupe.

Replies so far include Toyota's Venza in the mainstream category and BMW's X6 in the coupe genre.

Come December, Honda's Acura luxury brand joins the fray with the 2010 ZDX.
PHOTOS/AUDIO: Acura ZDX with Healey's comments

Penned three years ago by Michelle Christensen — then 25, fresh out of design school and newly hired by Honda — ZDX's style is distinguished by a tucked and tailored roof covered in black glass panels and by rear-wheel bulges that would be striking even if the roof's taper did not accentuate them. It's three-dimensional drama. ZDX looks far less exciting in photos than on the road.

It's all but unique for a rookie designer to have sketches embraced by a car company and rendered almost literally.

ZDX is an Acura MDX crossover SUV underneath, though that's hard to believe because of the differences in looks, interiors and personalities. Same wheelbase and track width, similar suspension but retuned for ZDX, same engine. Transmission, developed for the ZDX, is shared, too, beginning with the 2010 MDX.

Acura views ZDX as a niche product: 6,000 sales the first year, maybe 10,000 in a hot year. Only way to make money on so few is such hardware sharing.

A morning in city traffic here, then a rural romp on parkways and lanes to the north, plus 250 hot-shoe highway miles back home to Virginia and a few more miles through suburban duty in two preproduction ZDXs left a crisp impression:

If you are willing to accept the compromises that come with the coupe styling — and coupes are all about style — ZDX is one terrific piece of work.

Acura says ZDX is meant not as a family vehicle, though it seats four or five adults. It's more for a couple with no kids at home and craving something exciting to see and drive. Able when necessary to tote back-seaters in relative comfort, but the front-seaters get the emphasis.

Compromises (as you'd find in any coupe, which typically is a two-door car with sleek styling):
•Awkward rear entry. There are back doors, but the low roofline means you'll duck and tuck like a suspect going into the back seat of a squad car.
Once in, leg and knee room are far better than suggested by the 31 inches of rear leg space in the specifications. That's due mainly to sculpting of the backs of the front seats. The curving roof, though, skirts the skull closely.
•Poor rear visibility. Fat rear roof pillars and a horizontal crossbar partway down the tailgate's glass panel mean you'll need the rear-view camera and the blind-spot warning system.
•Imperfect cargo space. To carry four golf bags, for instance, you remove side panels from the cargo area and put them under the cargo floor.

On the other hand, ZDX is:
•Exotic. That roofline, especially seen from above. And covering the roof in black glass, attached to a metal frame, is daring. On a black ZDX, the monochrome look is delectable.
A skylight covers both front and rear seats and includes a sliding sunroof over the front. The dashboard, including challenging convex surfaces, is covered in premium leather (inspired by leathered walls at the St. Regis hotel in San Francisco).
•Erotic. Dangerously close to a Cialis ad, Acura says ZDX is for couples who might like a weekend getaway to, uh, reconnect. Goes pretty much anywhere they'd like, any time they wish, Acura says.
The wide rear fenders are supposed to suggest wide, sexy shoulders, the automaker says, illustrating with a photo of a woman's shoulders graced only by narrow straps.
•Exciting. The 3.7-liter V-6 romps quickly up the rev range, catches a shrieking second wind between 4,000 and 5,000 rpm and the new-for-ZDX six-speed automatic snaps up to the next gear so quickly your senses almost don't notice.

The high-end model, Advance, has an adjustable suspension. The driver chooses "sport" for feisty moves or "comfort" when the road's a beast. Each setting automatically adjusts within a range. The test car with that system was a dream. Comfort was smooth, not sloppy; sport was firm, not harsh.

The less-than-handy configuration imposed by the dramatic style could be a turnoff, but those who can make allowances might find ZDX irresistible.

About the 2010 Acura ZDX
•What? Sleek, four-door, five-passenger, crossover SUV aimed at coupe lovers who don't need family-style passenger room but want the stance, capabilities of an SUV. To be marketed as a car but classed by the government as a truck.
•When? Mid-December.
•Where? Built at Alliston, Ontario.
•How much? Not set yet, but between the $41,000 MDX and $47,000 RL.
•What's the hardware? Acura MDX SUV chassis, retuned; 3.7-liter V-6 rated 300 horsepower at 6,300 rpm, 270 pounds-feet of torque at 4,500 rpm; new six-speed automatic; standard SH-AWD (Acura-speak for its performance-oriented "super-handling all-wheel drive); driver-selectable suspension (optional).

Rear camera with selectable views (normal, fish-eye, straight down); side-curtain air bags with separate chambers that inflate near the roof in the event of a rollover.

•How big? Midsize SUV outside, compact car inside. ZDX is 192.4 inches long, 78.5 in. wide, 62.8 in. tall on a 108.3-in. wheelbase. Passenger space is 91.2 cubic feet. Cargo space, 26.2 cu. ft. behind rear seat, 55.8 cu. ft. when the seat's folded.
Tows 1,500 lbs., weighs 4,424 lbs. to 4,462 lbs., depending on model.

•How thirsty? Rated 16 miles per gallon in town, 22 mpg on the highway, 18 mpg in combined city/highway driving.

Trip computers in the preproduction test vehicles showed 18.8 mpg and 19.8 mpg in two legs of brisk driving on rural parkways, 22 mpg in high-speed interstate highway driving, 14.2 mpg in spirited suburban use.

Burns premium, holds 21.7 gallons.

•Overall: Entertaining, exciting if judged (as Acura intends) as an all-weather, all-road sports sedan rather than as a family-oriented SUV.

Source;
http://www.usatoday.com/money/autos/reviews/healey/2009-09-24-2010-acura-zdx_N.htm

Car and Driver: 2010 Acura MDX - First Drive Review

Aesthetic and technical upgrades bring Acura’s range-topper up to speed, just as the competition heats up.
With Acura’s upcoming 2010 ZDX crossover-coupe-whatever setting the tone for the brand in terms of refinement and technology, its once-techno-trendsetting MDX sibling is looking a bit long in the tooth. Indeed, the second-gen MDX—which placed first out of eight in our last shootout of $50,000 SUVs—has sat relatively unchanged since its 2007 debut, and this fact combined with a number of newly engineered goodies also used in the ZDX makes this year the perfect time for an update.

Six Gears and a Better Ride
Perhaps the most notable upgrade is Acura’s first-ever six-speed automatic transmission in place of the previous five-speed. The transmission will proliferate through the company’s V-6 models, with the ZDX, in which the gearbox was first shown, being the next Acura to market so equipped. The company says the new gearbox also will work with four-cylinder vehicles such as the RDX and base TSX. Unfortunately, many other luxury carmakers already are moving on to seven- and eight-speed units, and the six-speed doesn’t improve fuel economy much in the MDX, which is now estimated at a still-thirsty 16/21 mpg city/highway versus 15/20 in 2009. The transmission shifts quickly and smoothly, and its ability to perform multiple-gear downshifts nicely augments the Super Handling All-Wheel-Drive system during sporty driving. The gearbox’s standard and Sport modes are selected via the console-mounted shifter, and all trim levels get steering-wheel-mounted paddle shifters as standard.

Also new are retuned active dampers that come as part of the Advance package, which takes the place of last year’s Sport package. Despite the MDX’s handling prowess and all-wheel-drive grip, we’ve criticized its ride for being a bit harsh and unyielding, particularly in the sportiest suspension setting. And while it remains firm, our brief jaunt north of Detroit revealed the new version to be far more compliant in both Sport and Comfort settings while still maintaining good body control.

The 300-hp, 3.7-liter V-6 has been retuned for more flexible power delivery, and Acura has also fitted larger four-wheel disc brakes. Nineteen-inch wheels are now a factory option, but 18-inchers remain standard, although they’re now lighter than before and have a new design. While all this serves to bolster the MDX’s already surprising agility, we were taken aback by the ultra-light steering—at all speeds—that felt much more artificial and over-boosted than we remember.

Specifications
VEHICLE TYPE: front-engine, 4-wheel-drive, 7-passenger, 5-door wagon
ESTIMATED BASE PRICE: $43,100 (US)
ENGINE TYPE: SOHC 24-valve V-6, aluminum block and heads, port fuel injection
Displacement: 224 cu in, 3664ccPower (SAE net): 300 bhp @ 6300 rpmTorque (SAE net): 270 lb-ft @ 4500 rpm
TRANSMISSION: 6-speed automatic with manumatic shifting
DIMENSIONS:Wheelbase: 108.3 in Length: 191.6 in Width: 78.5 in Height: 68.2 in Curb weight (C/D est): 4700 lb
PERFORMANCE (C/D EST): Zero to 60 mph: 7.0 sec Standing ¼-mile: 15.5 Top speed (governor limited): 120 mph
FUEL ECONOMY (MFR’S EST): EPA city/highway driving: 16/21 mpg

More Gizmos and Driver Assistance
As with the six-speed automatic, Acura also has been somewhat slow to adopt advanced driver aids such as active cruise control, blind-spot detection, and automatic collision-mitigation braking to the MDX. But all of the above debuts on the 2010 model as part of the aforementioned Advance package, which also includes the larger wheels, climate-controlled seats, and upgraded leather upholstery. While our brief stint didn’t allow much time to explore the safety stuff, we’re told it all operates similarly to competitive systems.

An optional multi-view reverse camera with normal, wide-angle, and top-down views is new, and displays through the eight-inch infotainment screen. The latter view will undoubtedly aid in accurately lining up a trailer with its straight-down look at the rear bumper, but prepare to jump to the Technology package to get it: Settling for the base model means you get a single-view reverse camera with a display integrated into the rearview mirror.

The Technology package also gets a new hard-drive-based navigation/entertainment system fortified with voice recognition; real-time traffic updates with re-routing; and weather updates, which overlays Doppler-style radar images on the navigation map. An upgraded 10-speaker, 410-watt audio system that combines USB-port connectivity, Bluetooth streaming audio, and a Ford Sync–style function that allows voice control of your music library is also in the Tech pack. The newly available Entertainment package offers heated second-row seats and a nine-inch, motorized screen for rear-seat occupants.

Will Looking the Part Make a Difference?
While we weren’t enamored with the second-gen MDX when it arrived wearing an early, prepubescent version of Acura’s now-ubiquitous metal-shield grille, passers-by will have no problem spotting the 2010 model and its softer metallic nose, revised front fascia, and new rear bumper with more chrome moldings and new exhaust outlets. Although we must say the new look is more glitzy and expressive than before, especially with the larger 19-inch wheels, the end result is just as funky as most other Acuras.

The interior has been upgraded with a thicker steering wheel, new wood trim, and LED lighting. Acura says it also made the plethora of center-stack buttons easier to understand, but, frankly, we didn’t notice—the dash looked as busy and complicated as ever. Fortunately, the leather is sumptuous, the seats are very comfortable, and the navigation system is still one of the best available.

Arriving at dealers late in the year, Acura says pricing will increase by about three percent over 2009 levels, which means well-equipped base models should start below $44,000. Loaded versions with all the driver aids, interior gadgets, and rear-seat entertainment likely will near the $55K threshold. We’re anxious to see if the MDX’s measurables have improved with the new transmission and suspension, and it seems Acura has taken one of our favorite luxury SUVs and made it incrementally better.

Source;
http://www.caranddriver.com/reviews/car/09q3/2010_acura_mdx-first_drive_review

Car and Driver: 2010 Acura TSX V6 Review

How does a big V-6 affect one of our longtime favorite sports sedans?
BY STEVE SILER, PHOTOGRAPHY BY MORGAN SEGAL AND THE MANUFACTURER June 2009


Around here, we are all big fans of the Acura TSX—the lean, frisky, three-time-10Best-winning, first-generation version, anyway. With respect to the larger, more substantial second-gen 2009 TSX introduced just last year, our camp is split. Some of us believe that even despite the car’s newer and larger (but just 130-pound-heavier) body, the high-revving 201-hp, 2.4-liter four-cylinder carried over is still a great match, offering an excellent blend of power and prudence, especially with the available six-speed manual. The rest believe that along with the newfound size and substance, Acura should have added a heap of horsepower—and rear- or all-wheel drive.

In regards to the former group, nothing has changed on the four-cylinder TSX for 2010: it’s still the happy, front-drive, near-luxe sedan it’s always been. For the power-hungry bunch, the 2010 TSX V-6 will alleviate the horsepower deficit when it goes on sale in July. By slipping in the same, 3.5-liter V-6 from the base TL—tuned in the TSX to 280 hp and 254 lb-ft of torque—Acura turns its smallest four-door into a very quick sports sedan, even if it comes only with a paddle-shifted, five-speed automatic transmission.


Specifications
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
BASE PRICE: $35,660
ENGINE TYPE: SOHC 24-valve V-6, aluminum block and heads, port fuel injection
Displacement: 212 cu in, 3471ccPower (SAE net): 280 bhp @ 6200 rpmTorque (SAE net): 254 lb-ft @ 5000 rpm
TRANSMISSION: 5-speed automatic with manumatic shifting
DIMENSIONS:Wheelbase: 106.4 in Length: 185.6 in Width: 72.4 in Height: 56.7 in Curb weight (C/D est): 3650 lb
PERFORMANCE (C/D EST): Zero to 60 mph: 6.0 sec Standing ¼-mile: 14.6 sec
FUEL ECONOMY: EPA city/highway driving: 18/27 mpg


How quick is it? Well, we’ll have to wait until we track test it to say for certain. Acura says it is capable of hitting 60 mph in seven seconds. But considering we hit 60 in 6.7 seconds with the last manual-equipped four-cylinder TSX we tested, we’re sure Acura is waaaaaay off with that silly estimate. Stay tuned.


Keep Your Hands on the Wheel

But alas, as the saying goes, with power comes responsibility. And in this case, the driver must be responsible for managing the V-6 model’s extra thrust—and 200-plus pounds of additional beef, most of which takes up residence over the front wheels. With its 62/38-percent front-to-rear weight distribution, this is a recipe for eminent understeer. And sure enough, our preview drive on some of the most challenging mountain roads through Malibu, California—with almost no runoff room and very few guardrails—provided us with more than a few intestine-twisting moments. We came to realize that the V-6 model truly isn’t as tossable as the four-cylinder, despite Acura’s fitment of flared-spoke 18-inch wheels (one inch larger than those on the four-banger) and firmer front shocks. Torque steer, however, is very well managed considering how much power is being dumped upon the front axle. After all, the front tires have to steer, too.

The brakes were also worked up a bit, with a new master cylinder, brake booster, and uprated rear brake pads. The pedal, however, still exhibited some slop in the first inch or so of travel, and that only got worse during our admittedly harsh flogging. We also saw considerable fade. In every other respect, however, the TSX is unchanged. The only exterior alterations involve the aforementioned wheels, a slightly revised front fascia and the V-6 badge on the trunk. Inside, other than a new active noise-cancellation system, there is no difference whatsoever. And that’s just fine with us: the comfortable, spacious and exceedingly well equipped interior is one of the TSX’s strongest suits, especially dressed in a dark color and equipped with the Tech package and its solar-sensing climate-control system, 10-speaker ELS surround-sound stereo, and navigation with real-time traffic reporting.

Steep Price for Power
Well, there is one more difference: price. At $35,660, the TSX V-6 will cost a monstrous $5,540 more than the $30,120 2010 TSX four-cylinder that’s available now. That’s right, two extra cylinders will run a guy nearly $2,800 each. That’s especially notable given that the TSX has proven that it can do its job just fine with the four it was born with, to say nothing of that engine’s clear fuel economy advantage (21 city/30 highway mpg versus 18/27).
Hmmm. So how much is all that power—and understeer—really worth to ya?


Source;
http://www.caranddriver.com/reviews/hot_lists/high_performance/honda_acura_central/2010_acura_tsx_v6_first_drive_review

Sport Compact Car; 2005 Honda NSX Type-R - The Ultimate Honda?

Picking Apart Spoon Sports' 420bHP NSX Type-R GT
By Jay Chen
Photography by Steve Demmitt

The noise begins as a slight echo, cutting through the quiet silence of the still air. It soon crescendos into the distinctly hollow wail of an NSX exhaust note and Spoon Sports' white rocket suddenly appears over a nearby hill. The mid-engine Honda rides the curb, on the edge of adhesion, and devours the short straight ahead. By the time it's disappeared from view, the tingles have barely left my spine. I'm standing on the outside of Turn 2 at Infineon Raceway and in front of me is one of the greatest things that one could ever wish for - an empty racetrack.

As you may have noticed, this is no normal turbocharged NSX. For this test we've dispensed with the pedestrian and instead have lined up what can only be described as a Honda nerd's Internet bench racing fantasy. Yes, we've signed up the ultimate enigma, otherwise known as the Spoon Sports NSX Type-R GT.

To Honda fans, Spoon Sports needs no introduction. Founded more than 20 years ago by Tatsuru Ichishima, himself an amateur racer, Spoon is one of the most famous Honda tuning companies in existence. Spoon's distinctive yellow and blue paint scheme has appeared on numerous company racecars, campaigned in such events as the 25 Hours of Thunderhill and the Super Taikyu race series. Their philosophy has been built on optimization rather than re-invention, with a parts line-up that consists mostly of naturally aspirated engine assembly, exhausts, suspension kits, stronger drivetrain pieces, and cooling upgrades.

Spoon built its reputation and success through a history of race-derived parts that sought to improve upon, rather than completely replace, Honda's original engineering. For example, Spoon's infamous monoblock brake calipers are designed to function with stock brake rotors and engine balancing is more common than sleeving. Up until now, there wasn't a forced induction kit in sight and the Spoon catalog had a larger selection of mufflers and throttle bodies than high lift camshafts.

This NSX changes all that. From the outside this Honda appears to be an NSX Type-R GT, fit with a set of 17-inch Prodrive wheels. But it's not really that simple. The NSX Type-R GT is a mythical fable in the Honda world, modified beyond the standard 2nd-generation NSX Type-R with the use of carbon bumpers, larger side scoops, and that distinctive roof scoop. Five examples were built solely to homologate the car so that the Super GT (then JGTC) racecars could make use of the scoops and body dimensions. On the street legal GTs, the non-functional roof scoop terminates right onto the rear hatch glass.

The price of entry for a Type-R GT was nearly $500,000 when the car was announced. It's the rarest of all Hondas and some H-badge fans even cling to the belief that the five GTs were never built, with Honda having pulled an elaborate ruse on everyone the world over.

This Spoon NSX is, parts and build-wise, an NSX Type-R GT, but it isn't actually one of the original five. This Honda began life as a standard 2005 Honda NSX Type-R before it was disassembled by Spoon Sports. With years of partnerships and connections, Ichishima has built up a relationship with Honda of Japan that surpasses any dealings aftermarket tuners have with Honda here in the US. Through Honda of Japan, Spoon was able to source the OEM NSX Type-R GT parts necessary for a conversion, such as the bumpers and scoops.

But Spoon wasn't done there. This NSX was designed to be a complete Spoon-built car, not too unlike the wares available from Saleen or Ruf. Thus, a stiffer Spoon suspension was added along with more rigid Spoon monoblock front brake calipers. And you must have noticed by now that this NSX isn't wearing the distinctive yellow and blue Spoon colors that have become synonymous with their name. The reason is simple - only the racecars wear the yellow and blue paint. This NSX is even packing the original stereo system, which was a factory option on JDM Type-R models.

And because this is a true street car, it would need more power. The kind of big, honking, tire smoking power that blows the doors off anything else on the road. For that, Spoon would have to step into uncharted territory. A turbocharger kit was fabricated for the V6 engine using a single HKS 3037 turbo. With a tight engine bay making packaging difficult, the turbo is low mounted within the chassis, mere inches above the ground. The air-to-air intercooler is also low-mounted, with the compressor outlet nearly feeding directly into it. Scoops and ducting on the underside funnel air through the core and a custom Spoon oil pan and oil cooler kit help keep temps in check. Power output is now a claimed 420bhp, up from the factory rating of 280bhp. The turbocharger was chosen for response and low-end power, with boost coming on quickly and, unfortunately, tapering off as the RPMs reach redline.

We brought the Spoon NSX Type-R GT out to Infineon Raceway for our testing, which features elevation changes, blind crests, the quick downhill left Carousel turn, and the treacherous car-eating Turn 10. As well as this NSX drove, with empty pavement and curbing in front of us, we couldn't help but wish that we also had on hand Spoon's other NSX Type-R GT, the full race version. Prepared for the upcoming 55th Macau Grand Prix (which will have passed by the time you read this), the yellow and blue Spoon NSX Type-R GT racecar features an even stiffer suspension, stickier tires, and full safety prep.

Beyond its performance, perhaps one of the most interesting elements of this car is its availability. Spoon Sports will soon begin selling copies of this car to the general public, with early estimates for pricing hovering in the $135,000 range. An official announcement will be made at the 2009 Tokyo Auto Salon. We've received images from Spoon's Tokyo headquarters of readied GT bumpers and carbon-kevlar Recaro seats resting in storage after delivery from Honda. Spoon is even planning on providing this treatment to left-hand drive US-model NSXs, which should help owners step around tricky US importation laws governing ownership of Japanese-market vehicles.

This is a huge article, so here's the rest of the link, excellent read;
http://www.sportcompactcarweb.com/features/sccp_0902_2005_honda_nsx_type_r/gt_body.html

Canadian Driver.com Test Drive; 2009 Acura TL FWD

Oshawa, Ontario - For 2009, Acura has completely redesigned its TL sedan, giving it all-wheel drive and a 305-horsepower, 3.7-litre V6 engine that’s the strongest in the nameplate’s stable. But while that’s the model that’s getting all the attention, there’s a second TL in the line-up – my tester, the 3.5-litre TL in front-wheel drive.

While it may not have the wow factor of the top-line’s Super Handling All-Wheel Drive, or SH-AWD – which generally does live up to its name, especially on twisty roads – its $39,990 base price is $4,500 under the SH-AWD model, which is a chunk of change no matter how you look at it.

Despite the price difference, the overall packages are fairly well-matched. Both drivelines use a five-speed automatic transmission, and while both prefer premium fuel, the front-wheel-only system naturally gets slightly better fuel mileage – against the published figures of 11.6 L/100 km in the city and 7.5 on the highway, I averaged 11.1 L/100 km. Both contain the usual number of premium features, including xenon headlamps, sunroof, automatic climate control, six-CD stereo and active head restraints; the only items missing from the FWD version that you get on the SH-AWD are 18-inch wheels to the front-wheel’s 17-inchers, plus hill start assist, headlight washers, quad tailpipes, and a sportier-trimmed steering wheel. The SH-AWD also has more of a performance-tuned suspension.

My tester was further optioned with a Technology Package, which is the same on both models, at an extra $3,500; it adds a rearview camera, navigation system, pushbutton start, perforated leather seats, and GPS-linked climate control. That last little number figures out where the sun is in the sky, and adjusts the vent airflow to compensate for one side of the car getting more sunlight through the windows than the other. Just how did we survive without all this, I wonder?

The front-wheel TL’s 3.5-litre produces 280 horsepower and 254 lb-ft of torque, and if that pales on paper beside the 3.7-litre’s 305 horsepower and 275 lb-ft, it certainly doesn’t feel wanting once you’re on the road. I like the smaller engine very much, with its quick response, linear throttle, and a transmission that shifts smoothly and keeps the engine nicely in its powerband, even if it’s only got five cogs in a world that’s increasingly moving to six. It doesn’t quite have the handling or feedback of a true sports sedan, but steering response is very good nevertheless. Having driven both models, I also find the regular TL’s lighter weight – a 114-kg difference – gives it a more nimble feel. And realistically, given that most drivers don’t spend their days carving out switchbacks, the TL works very well for the average commuter who spends much of his time in traffic, but likes to push the pedal when the road finally opens up. The brakes are also very good, bringing the car down from speed quickly and accurately, but without grabbing.

Larger than the 2008 model it replaces, both inside and out, the TL is a very comfortable car, with supportive seats and more legroom this time around. The back seat doesn’t fold, but the trunk holds 371 litres, and there’s a locking pass-through. I could definitely see packing this car full of luggage and taking it on a long-distance trip, and getting out at the other end with my spine still exactly where it’s meant to be

My tester came with an “Ivory” interior, but I’d rather go for the all-black version; not only is the contrast a bit much between the dark upper pad and the lighter lower dash, but beige plastic simply looks cheap, no matter who makes it. Everything’s put together very well, but overall, it’s just far too complicated. The designers at Acura love their buttons and dials, and the TL has plenty of them, especially with the Technology Package. There’s simply too much time taken away from the road when looking for a control. And while every button is backlit, which every button should be on every vehicle, the sheer number of them means that at night, it feels like you’re piloting a jumbo jet.

There’s no question that the exterior styling is polarizing, and while I’ve always maintained that bold is better than bland, I’m not entirely sold on the squid-beak grille here. (The TL was designed in California, by the way, and is built in Ohio.) I’ve come to accept it on the MDX, but I think it overpowers the TL, especially when that big hunk of front chrome is in such contrast to my tester’s black paint. The sharp-creased origami styling continues on the trunk, with a prominent spoiler and chrome strip. I do like the side view, though, with the muscular arches over the wheels and the chrome surround on the windows.

While Acura is pointing the SH-AWD version at several rear- or all-wheel competitors, the front-wheel TL can take on some titans of its own. The Acura has more horsepower and a lower starting MSRP than the Audi A4 2.0T or the Saab 9-5, and while the Volvo S60 and Lincoln MKZ cost less, their prices don’t include the Acura’s sunroof, xenon headlamps or six-disc stereo. Closest in the arch-rival department is the Lexus ES 350, which has 272 horses to the Acura’s 280, and power-adjustable steering wheel and auto-dimming exterior mirrors missing on the TL, for a $40 difference in the Lexus’ favour, although it doesn’t have xenon headlamps

Of course, the only way to know for sure is to drive one, but I’m guessing that when you get to the dealership, it’ll be the SH-AWD version that catches your eye. By all means, take it out and see just what it can do around corners. But do yourself a favour, and give its little brother a spin, too. It may not be getting all the attention, but it can certainly hold its own.

Source (with more info. and pic's);
http://www.canadiandriver.com/2009/02/06/test-drive-2009-acura-tl-fwd.htm