Delray Acura

Acura has a long and storied history of being an innovator since its creation in 1986. As the first luxury brand from Japan, the marque brought with it the first variable valve timing technology, the first drive-by-wire electronic throttle, the first in-dash navigation system and the first instance of torque-vectoring all-wheel drive. Laudable accomplishments, all of them, and Acura reaped rewards for the technological advancements it brought to the automotive realm. Venerable nameplates like Legend and Integra launched Acura into first place in the premium luxury car segment in 1987, the brand's first full year of sales. And then things started to go downhill. The Legend was replaced by the poorly received RL and the discontinuation of the Integra in 2001 and the RSX a few years later in 2006 left Acura without a proper entry-level model. Acura sales peaked in 2005 and have not been the same ever since.

Is Acura's new ILX the machine it needs to inject some much-needed life into its lineup? Walking around the new 2013 Acura ILX, there's little to tip off the casual observer that this car shares its platform with the Honda Civic. This is a very good thing, as nobody who's shopping the entry-level premium segment wants their vehicle to look like a mainstream compact.

By now, you've surely developed an opinion on the sharp creases and bold look of modern Acura products, so we're not going to dwell on its beak-like fascia other than to say it's been downsized on the ILX and that it mostly blends in with its overall design ethos. We wouldn't expect the face of the ILX to deter many buyers if they are happy with what the rest of the car offers, which is not something we could say of some recent Acura designs. A look at the ILX in profile tells you that Acura isn't backing all the way down from its somewhat controversial styling theme, known at the automaker as Keen Edge Dynamics. The ILX is a bit softer overall than the TSX and TL sedans while retaining plenty of familial ties. New to Acura are the ILX's upswept rear haunches and ersatz fastback roofline. Despite that flowing rear window, this car is not a hatchback.

In front of the driver sits a pair of gauges flanking an electronic multi-information display that can show upcoming maintenance requirements, average speed, instant and average fuel consumption or estimated range with the current fuel load. Acura says this cluster is designed to help the driver concentrate on the task of driving, while the passenger enjoys a deeply carved dash that gives the impression of space and roominess. All the interior bits and pieces are well integrated into an overall look, and are all crafted from upscale materials. The upper dash pad is soft to the touch and offers a pleasant contrast to the metallic look of the lower dash and center stack. The steering wheel is nicely styled, with a thick rim that feels good in the hand. The steering wheel is also home to a pair of paddle shifters on models equipped with an automatic transmission. We didn't get a chance to sample the standard cloth interior, but the optional leather hides were plenty comfortable and are available in either ebony or parchment. The red anodized start/stop button is a nice, sophisticated touch.

There are three interior packages offered in the 2013 ILX, including an unnamed base model that offers a CD player with six speakers and a USB port, Bluetooth connectivity that includes an SMS text messaging feature and a Pandora Internet Radio interface. A five-inch color LCD screen in the center of the dash comes standard with the base and the middle-rung Premium package, and we didn't care for the large plastic housing required to fill the void left by not splurging for the Tech pack's eight-inch screen, as it cheapens the feel of an otherwise well-done interior. All models deserve the larger screen if its placement is going to be made so prominent.

In any case, the Premium package does get the buyer XM satellite radio (plus one extra speaker) and the multi-view rear camera that offers three views of what's behind the car, including a very helpful wide-angle shot. Heated leather seats (with eight-way power adjustments on the driver's side), HID headlamps and 17-inch wheels round out the Premium package.  Stepping all the way up the ladder by choosing the Technology package is the only way to get an ILX with navigation or Acura's Real-Time Traffic and Weather. This top-level spec also includes a 10-speaker, 365-Watt ELS Surround Sound system and a 15-gigabyte internal hard drive.

Opting for an ILX powered by the 2.4-liter four cylinder will net the buyer different gauges with red illumination; stainless pedals; silver stitching on the seats, door panels and steering wheel; and a nicely weighted alloy and leather shift knob. In one glaring omission, however, it is impossible to order an ILX with the 201-horsepower 2.4-liter engine and the Technology package. So, if you want navigation and its eight-inch screen, you need to stick with the smaller 2.0-liter engine and five-speed automatic.  Fortunately, the 2.0-liter engine's 150 horsepower (at a high 6,500 RPM) and 140 pound-feet of torque (at 4,300 RPM) is satisfying enough around town and for daily commuting duties. The engine is smooth, quiet and generally unobtrusive, which we figure is exactly what many ILX buyers will be looking for.That's pretty good when compared to its only natural competitor, the Buick Verano, which scores EPA ratings of 21/32, though with a larger and significantly more powerful (180 hp, 171 lb-ft) 2.4-liter engine.  

If you want the best fuel efficiency you can get from an ILX, you need to opt for the Hybrid, whose 1.5-liter engine and continuously variable gearbox are shared with the Civic. With 91 horsepower from the engine and a maximum of 23 more horses from the electric motor, the ILX Hybrid is predictably passive in its pace. Slapping the shifter into Sport mode helps a little, but there's just no way the combined torque of 127 lb-ft from 1,000 to 3,000 RPM will get the vehicle moving in a hurry. It's not horrible when meandering away in urban settings, but that's the most praise we can offer its ability to get the show on the road, and we twice found ourselves puckering tightly as we goaded the ILX Hybrid into turning across traffic ? once as a driver and once as a passenger.

The 2.4-liter powerplant, coupled to a sweet-shifting six-speed manual gearbox, has enough gumption to make the ILX legitimately entertaining when the road opens up a bit. There aren't any changes to the suspension with the larger engine, but the standard MacPherson struts up front and multi-link arrangement in back are more than up to the task when the going gets twisty. Acura has fitted the ILX with the same rebound spring and Amplitude Reactive Damper system that we liked so much in the 2013 RDX. Coupled to a steering ratio that's 6.8-percent quicker than the one used in the Honda Civic it's based on, plus a more rigid steering shaft with a forged yoke joint, the hardware underpinning the Acura ILX is capable of delivering on the sporty promise of its 2.4-liter engine and manual transmission. The 2.4 model also gets larger brake rotors (11.8 inches versus 11.1 for the 2.0 and 10.8 for the Hybrid) up front.

As we mentioned before, Acura won't let you order an ILX with the 2.4-liter engine if you want the Technology package. That means the enthusiast buyer will have to go without navigation or the high-output stereo system.That leaves us with the standard ILX configuration ? a 2.0-liter four cylinder with an automatic transmission. Starting at $25,900 in base trim with 16-inch wheels and pegging the fully loaded meter at $31,400 with the Technology kit and its 17-inch alloys, this is the ILX we think will suit the majority of shoppers. Acura hopes to find 35,000 buyers for the ILX sedan per year, and they very well may hit that figure. If you're in the market for an entry-level vehicle from a premium automaker, by all means have a look at the ILX.

When you purchase an Acura Certified Pre-Owned vehicle, you can expect the same uncompromising standards of a brand-new Acura. All vehicles are under six years old with less than 80,000 miles and have a 12-month/12,000-mile Certified Limited Warranty. Each vehicle must also pass a 150-point vehicle inspection and is covered by an extensive Roadside Assistance program. 

Certification Process
Every vehicle must pass stringent measures before it can become a Certified Pre-Owned Acura. Only well-maintained, late-model Acura vehicles are considered, and each one must pass a comprehensive 150-point inspection and a Vehicle History Report review. Virtually every mechanical system-from the engine to the door locks-is checked and serviced to meet precise specifications, and a thorough appearance inspection scrutinizes fit and finish-inside and out-to ensure that every vehicle upholds the luxury and sophistication of the Acura name. The Acura Dealership technicians also inspect all placements of the Vehicle Identification Number to ensure that the VIN plates match. In addition, the VIN is researched for open service campaigns.

A Complete Vehicle Dossier in Every Glove BoxEach Certified Pre-Owned vehicle comes with a full set of required manuals and documentation. Our inspection checklist ensures each manual is placed in the glove box or provided at delivery.

Owner's Manual
New Car Warranty Manual
Certified Warranty booklet
CARFAX Vehicle History Report (full history / title check report)
Copy of 150-point inspection checklist (once completed)
Radio security code
Navigation code (if applicable)
Maintenance Journal (2003 and newer models)

First Drive - 2013 Acura RDX Built for Couples Without Kids 
Posted by Michael Waterman on March 28th, 2012, Vehix.com

Scottsdale, Arizona ? The Acura RDX first arrived in showrooms back in 2006. The latest version of this compact crossover enjoys a redesign and some significant changes for 2013. Highlights include a new V6 engine, an improved cabin, slightly larger dimensions and a softer, but still responsive ride. Is that enough to persuade shoppers to choose Acura in the crowded compact crossover game? Read on for details. Let's be honest: Acura has struggled during the past few years. Critics blasted the grille design of the Acura TL enough that Acura released a new and improved version last year that helped boost sales.

While the TL is a volume-selling sedan, the RDX is a lower-selling gateway utility vehicle to the Acura brand that never quite connected with Acura's presumed buyers?young "urban achievers" or 30-year-old men with "high annual incomes who live in downtown lofts and know how to work hard and play hard." Instead, the original RDX appealed to dual-income buyers with a high household income but no kids (known as DINKS in marketing-speak) and empty nesters whose kids had either gone off to college or flown the coop entirely. The median age of RDX buyers in 2010 was 53 years old. That's a big leap from the original buyer projections. Acura has tweaked the buyer equations based on the new design and expects that 2013 RDX purchasers will be pre- and post-family couples. On the one hand that translates to young, upwardly mobile couples with household incomes of about $125,000 annually. On the other hand, Acura hopes the RDX persuades older couples with one or less children at home to trade in their three-row minivan, SUV or crossover (perhaps a Honda Odyssey, Honda Pilot or Acura MDX) for a sporty and functional small crossover.

Will the marketing strategy work? We'll know soon since the new Acura RDX rolls into showrooms in early April. Acura representatives are confident in the capabilities and desirability of the redesigned RDX and expect sales to top 30,000 vehicles over the next twelve months. If they hit those projections we'll be impressed since Acura moved just over 15,000 models in 2011. Any car maker that can double sales with a redesigned model should be commended. The compact crossover space is crowded and it's difficult to stand out. Direct RDX competitors include the Audi Q5 and BMW X3. Acura had comparable models of each on hand for us to demo and upfront we'll say that the new RDX holds its own against these worthy competitors, though we'll hold back from saying any one of the three vehicles is superior in every way. One feature you won't find on the RDX that is available on the X3 and Q5 is a panoramic sunroof. The RDX only offers a standard sunroof above the front cabin. Is that a big deal to Acura buyers? Acura spokesperson John Kiewicz says no. "Our data shows that a panoramic sunroof is not a must-have feature for our buyers," says Kiewicz. "Plus, a panoramic roof adds a bunch of weight at the top of the car and we felt the new RDX is better without it." We can't disagree with the logic. A panoramic sunroof looks cool and is a nice feature. But the lack of one is far from a deal-breaker for most buyers. Acura also brought a current-generation RDX to Arizona for a direct comparison. Driven side by side, the new RDX is obviously improved. The body is more rigid while the suspension is less firm and more comfortable, the shifts are smoother and the interior layout is better?particularly in the center console. Plus, the new RDX simply looks better than the old one with its muted beak.

Savvy readers know that the old RDX sported a turbocharged 2.3-liter four-cylinder engine that made 240 horsepower and generated 260 pound-feet of torque. The turbo-4 engine is history and was replaced by a 3.5-liter V6 engine that generates 273 ponies and 251 pound-feet of torque. It's the same engine you'll find in Honda's well-regarded Odyssey minivan. So horsepower is up 33 ponies while 9 pound-feet of torque were removed from the RDX's "giddy-up-and-go" department. Driving the two models of RDX one after the other, we'll admit we prefer the sound and performance of the V6.

The RDX's cabin is quiet and attractive. Acura paid serious attention to dampening both road and engine noise with more sound-absorbing lining just about anywhere it would fit. The results are impressive. Interior space is improved as well. Front- and rear-seat pas sengers may not notice less than a half-inch more legroom in each seating position, but compared to the BMW X3, legroom is spacious. Passenger volume also tops both the Q5 and X3. The result is a cabin that feels roomy but not huge. It's comfortable but not massive like the three-row vehicles that empty-nesters are abandoning nearly as fast as their HCG diets. Those same empty-nesters will appreciate the heated leather  seats alongside now-standard luxury features like Bluetooth, multi-view rear camera, Pandora and satellite radio capability, and even the ability to compose text messages using your voice only. Acura offers a single Technology package that adds a navigation system, Acuralink weather and traffic, an enhanced audio system, power tailgate, high-intensity headlights and foglights.

DAVID COOPER/TORONTO STAR
 John LeBlanc
 Special to the Star


DETROIT ? Don't let any of the boosterism produced by the local media fool you: the North American International Auto Show ain't what it used to be.

Not only have the hometown automakers ? Chrysler, Ford, and General Motors ? cut back on the number of show cars and Las Vegas-style presentations compared with previous years, but brands that really should show up to get car lovers' hearts pumping ? Aston Martin, Ferrari, Lamborghini, McLaren, Jaguar, Rolls-Royce ? continue to be absent from what continues to be billed as an "international" show.

Of course, fewer participants means more media attention for the automakers that have new concepts, like Japan's struggling pair of luxury brands, Toyota's Lexus and Honda's Acura.

Mainly due to the lack of official information released beforehand, and the cult-like status of its predecessor, the concept for the reincarnation of the Acura NSX super car is arguably the hit of this year's show. It also represents the tip of a host of new engineering and technologies that will also appear in future Acuras and Hondas.

Like the 1990 to 2005 original, the new NSX is a two-door with only two seats, has a V6 engine in the middle of its chassis, and is wrapped in low-slung bodywork, reminiscent of cars from the absent Italian exotic brands.

However, unlike the rear-wheel-drive, Japanese-built original, the new NSX ? which Honda promises will be on sale "within three years" ? will be all-wheel-drive, built in the U.S., and may have as much as 400 horsepower (or more!).

The new-age NSX will also have its direct-injected gas-V6 aided by one electric motor built into its dual-clutch automatic transmission and a pair of e-motors that direct torque to the outside front wheel and negative torque to the inside front wheel during cornering.