Acura ILX = 2016 Refresh = Cheaper TSX Replacement Starts at $27,900

Originally Posted by ScarsOrScabs

Are TSXs still around? What's the difference?

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There's no question that getting younger folks into luxury brands pays dividends for automakers, presuming they can keep those customers returning to the showrooms through the years. That's a lot of the reason behind the new 2013 Acura ILX.

The ILX is based on the chassis from the Honda Civic with some reworking done in the name of refinement and solidity. Now before you get concerned, let it be known that Acura's done a thorough job. This is no Canadian market EL. Through the increased use of high-tensile steel, torsional rigidity has been increased by 18 percent front, 11 percent rear, and an aluminum engine hood and bumper beams reduce weight. The body is completely reskinned, with a steeper windscreen and a more mature-looking body. Love or loathe the styling, it works in that the ILX looks distinctly Acura and nothing like the more pedestrian economy car on which it was based.

The interior, too, is pure Acura, from the waterfall-design, button-laden center stack to the red start button to the right of the steering wheel. Build quality appeared solid on the test units we drove and the optional leather interiors were also of good quality.

Two four-cylinder engines are offered in the ILX: a 2.0-liter that produces 150 hp, and a 201-hp 2.4-liter. The former will be the volume choice and is paired exclusively with a five-speed automatic, while the latter will undoubtedly find favor with enthusiasts by virtue of its six-speed manual. A hybrid option with a CVT transmission and a 90-hp 1.5-liter combustion engine paired with a 23-hp electric motor is the final option.

Trim differences between the three include standard 16-inch wheels for the 2.0-liter and the Hybrid, along with cloth seats, a power moonroof, iPod connectivity, and keyless access. Those opting for the 2.4-liter ILX will receive the Premium Package as standard equipment, including heated leather seats, a 360-watt stereo, 17-inch alloy wheels, HID headlights, foglights, and a multiview rear camera. The optional Technology Package is available only on 2.0-liter and Hybrid models and includes navigation with traffic and weather alerts, an ELS 365-watt surround sound stereo, and Homelink remote control.

We recently spent time with all three versions, and the 2.4-liter model predictably shone as the most fun to drive. With the manual transmission a strong selling point for enthusiasts, Acura engineers took the time to fine-tune the shift feel with fairly short throws and a firm action. It feels just a notch away from the Civic Si, which is one of the best-feeling shifters we've experienced. While Acura has beefed up the steering column support to provide better feel, we were left cold by the new electric power steering system, which was overboosted and numb at all speeds. Power from the smooth-revving 2.4 is good, and it sounds nice to boot.

The new 2.0-liter four is less exciting to drive, by comparison, partly because of the five-speed automatic gearbox. It is adequately powered for normal driving and quiet and relaxed at freeway speeds, making it worthy of longer road trips. Shift paddles are standard with the automatic transmission and help make the most of the 2.0-liter's 140 lb-ft of torque. The ILX Hybrid utilizes the same powertrain as the Civic Hybrid. Paired with the ILX's additional heft (all those luxury amenities don't make for lighter curb weight) and the efficient-yet-clumsy CVT transmission, it isn't terribly fun to drive, but it is the most efficient ILX, with fuel economy estimated at 39 mpg city and 38 mpg highway. The 2.0- and 2.4-liter versions achieve 24/35 and 22/31 mpg city/highway, respectively.

All three versions receive virtually the same state of suspension tune, and, perhaps reflecting the sporty image Acura wants the ILX to project, each rides relatively firmly. Body roll is present, but not excessive, and road noise is minimal.

The Acura ILX begins hitting showrooms next month, and the big question is what competition it will have. While Acura reps cite the Lexus CT 200h and Audi A3 as competitors, even they are quick to admit that both of those cars have hatchback body styles and may not occupy quite the same market space. Acura estimates the base-model 2.0-liter ILX will start around $27,000, with the hybrid and 2.4-liter versions ringing at around $30,000.

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Originally Posted by RFX45

MotorTrends First Drive review

There's no question that getting younger folks into luxury brands pays dividends for automakers, presuming they can keep those customers returning to the showrooms through the years. That's a lot of the reason behind the new 2013 Acura ILX.



The ILX is based on the chassis from the Honda Civic with some reworking done in the name of refinement and solidity. Now before you get concerned, let it be known that Acura's done a thorough job. This is no Canadian market EL. Through the increased use of high-tensile steel, torsional rigidity has been increased by 18 percent front, 11 percent rear, and an aluminum engine hood and bumper beams reduce weight. The body is completely reskinned, with a steeper windscreen and a more mature-looking body. Love or loathe the styling, it works in that the ILX looks distinctly Acura and nothing like the more pedestrian economy car on which it was based.



The interior, too, is pure Acura, from the waterfall-design, button-laden center stack to the red start button to the right of the steering wheel. Build quality appeared solid on the test units we drove and the optional leather interiors were also of good quality.



Two four-cylinder engines are offered in the ILX: a 2.0-liter that produces 150 hp, and a 201-hp 2.4-liter. The former will be the volume choice and is paired exclusively with a five-speed automatic, while the latter will undoubtedly find favor with enthusiasts by virtue of its six-speed manual. A hybrid option with a CVT transmission and a 90-hp 1.5-liter combustion engine paired with a 23-hp electric motor is the final option.



Trim differences between the three include standard 16-inch wheels for the 2.0-liter and the Hybrid, along with cloth seats, a power moonroof, iPod connectivity, and keyless access. Those opting for the 2.4-liter ILX will receive the Premium Package as standard equipment, including heated leather seats, a 360-watt stereo, 17-inch alloy wheels, HID headlights, foglights, and a multiview rear camera. The optional Technology Package is available only on 2.0-liter and Hybrid models and includes navigation with traffic and weather alerts, an ELS 365-watt surround sound stereo, and Homelink remote control.



We recently spent time with all three versions, and the 2.4-liter model predictably shone as the most fun to drive. With the manual transmission a strong selling point for enthusiasts, Acura engineers took the time to fine-tune the shift feel with fairly short throws and a firm action. It feels just a notch away from the Civic Si, which is one of the best-feeling shifters we've experienced. While Acura has beefed up the steering column support to provide better feel, we were left cold by the new electric power steering system, which was overboosted and numb at all speeds. Power from the smooth-revving 2.4 is good, and it sounds nice to boot.



The new 2.0-liter four is less exciting to drive, by comparison, partly because of the five-speed automatic gearbox. It is adequately powered for normal driving and quiet and relaxed at freeway speeds, making it worthy of longer road trips. Shift paddles are standard with the automatic transmission and help make the most of the 2.0-liter's 140 lb-ft of torque. The ILX Hybrid utilizes the same powertrain as the Civic Hybrid. Paired with the ILX's additional heft (all those luxury amenities don't make for lighter curb weight) and the efficient-yet-clumsy CVT transmission, it isn't terribly fun to drive, but it is the most efficient ILX, with fuel economy estimated at 39 mpg city and 38 mpg highway. The 2.0- and 2.4-liter versions achieve 24/35 and 22/31 mpg city/highway, respectively.



All three versions receive virtually the same state of suspension tune, and, perhaps reflecting the sporty image Acura wants the ILX to project, each rides relatively firmly. Body roll is present, but not excessive, and road noise is minimal.



The Acura ILX begins hitting showrooms next month, and the big question is what competition it will have. While Acura reps cite the Lexus CT 200h and Audi A3 as competitors, even they are quick to admit that both of those cars have hatchback body styles and may not occupy quite the same market space. Acura estimates the base-model 2.0-liter ILX will start around $27,000, with the hybrid and 2.4-liter versions ringing at around $30,000.

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Originally Posted by sreggie101

oddly enough a v6 6 speed manual accord coupe is around 30K as well. a lot more horsepower tho (clarification needed

) so in a way you get more bang for your buck by going with honda, and not their luxury line.

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Originally Posted by ninjahood

im old school..i really dont need any of those bells and whistles...just gimme some damn power.

looks like if aint into buying da idea of "more gadgets less muscle" era..you're gonna have to go back in time.

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Originally Posted by Al Audi

Wack as hell, I'd take a Chevy Cruze loaded over this thing easy.

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Originally Posted by RFX45

Originally Posted by ninjahood

im old school..i really dont need any of those bells and whistles...just gimme some damn power.



looks like if aint into buying da idea of "more gadgets less muscle" era..you're gonna have to go back in time.

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I think it offer more options to buyers. It's no secret that people buy for the badge sometimes or at times, they might just like how it looks. For example, if money wasn't a problem then I'd take the ES over the Camry for the simple fact that it looks much better, it's also more luxurious and comfortable. Having more "gadgets and gizmos" is just icing on the cake that evens out the price difference.
It's just personal preference in the end. Just be glad there was a huge resurgence on muscle cars in the past few years, offering more power for less $$$. There was a few years of dark time where the auto industry was lacking in that department.

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