Acura TSX Final Specs and Pictures
HC Racer H5
Joined: May 2000
Posts: 4,261
Likes: 0
From: KCK
2004 Acura TSX (AutoWeek Review)
http://www.autoweek.com/cat_content...._code=03149511
Yes, for U.S. Sale: The U.S.-spec Acura TSX is not only as tight as the European and Japanese versions, it’s tighter
By MARK VAUGHN
THE GRASS IS ALWAYS greener on the other side of the Armco.
We in North America sit here and look longingly at car magazines from Europe and Japan and see the cars those guys over there get, then we look at the bloated, floaty things foisted on us here and think, “Dang! How come they get all the good stuff? How come they get the lower, tighter suspensions and the higher-revving engines and the cool taillights and the nine-foot-tall skinny girlfriends with big pouty lips from the Piz Buin suntan ads while we here have, what, Oldsmobiles? It ain’t right, dang it, it just ain’t right!”
Well, Honda/Acura heard our pitiable cries and has taken mercy upon us. You know that European and Japanese Accord, the one smaller and sprightlier than the Accord we get here?
Well, it’s coming to the United States, fully federalized and ready for buyin’ as an Acura TSX.
Now let’s not blow it, fellow enthusiasts. If we don’t get out there and buy up 15,000 TSXs a year, then the Honda/Acura guys, as well as any other manufacturer thinking of doing anything similar, are going to say, “See? They don’t want anything with real performance. They’re not willing to compromise a little on size and maybe even a smidgen on ride comfort in order to achieve a higher level of handling. So no more! Only big, fat, floaty cars for them from now on!”
So you get the idea how important this new car is.
Yes, the new car. Here’s the scoop: There are really three different Accord platforms floating around on the world market. The Honda Global Midsize Platform, as it’s called, comes in narrow, medium and large. The European and Japanese Accord comes on the narrow platform. Our larger Accord comes on the medium platform. And the large is for the Acura TL.
So the TSX may be a little smaller than Accord buyers are used to, but make accommodation for it, please.
Engines also get traded around globally. The 2.4-liter i-VTEC four in the TSX is based on the 2.4 found in the U.S. and European four-cylinder Accord, the CR-V and the RSX Type-S. Of those, it most closely resembles the powerplant in the RSX Type-S, which is good.
Chief powertrain engineer Sakuji Arai listed the two most important qualities of the 2.4-liter engine for the TSX: “High rpm and high torque,” he said. “Especially the torque up until 4000 rpm.”
We’re in favor of both of those, even if they seem a little incompatible.
The 2.4 reaches its torque peak of 166 lb-ft at 4500 rpm, so you still have to wait a while to get moving, but once there, things really go. The i-VTEC system on the TSX first appeared on the 2.0-liter RSX Type-S. The i stands for intelligence, which adds variable timing control on the intake valves to VTEC’s variable valve timing and lift electronic control on both intake and exhaust valves.
The idea is that with all those variables, the engine can accommodate a larger set of demands. It can be both torquey and powerful. Indeed, peak horsepower is 200 at 6800 rpm with redline at 7100. That’s more power and torque than any four-cylinder Accord in any market in the world.
To further access low-end torque the Euro five-speed manual wouldn’t do. So the standard TSX transmission is a six-speed manual with lower ratios in first, second and third.
“It’s a very aggressive, low-gear setup,” said Arai.
Multi-cone synchronizers on all gears make shifts smooth and quick. With a curb weight starting at 3230 pounds for a six-speed manual version, 0-to-60 drag strip runs at or under seven seconds seem possible. A five-speed automatic with Honda’s Sequential SportShift is also available.
Handling is as good as performance. While we in America are used to getting softer suspensions than they get in overseas markets, the springs and gas-filled shocks on the TSX’s four-wheel double-wishbone suspension are actually 5 percent stiffer front and rear than the European and Japanese Accords. And we get 215/50 Michelins mounted on 17-inch wheels while the other world markets get 16-inchers.
“To provide a solid driving feel,” said suspension engineer Tsuto Sasaki. The bushings and front and rear antiroll bars are “just a little bit” softer to compensate for rough roads.
It all works wonderfully, of course. We spent an hour driving a six-speed manual in the Malibu hills and had a great time. Weight distribution is a not-too-terrible 60/40 front/rear, which sounds like it would make the nose drag along the ground and the front end understeer all over the place, but we didn’t feel anything of the sort. We couldn’t hang the tail out, but the TSX felt tight and responsive nonetheless, going where it was pointed and rolling very little doing it. (Imagine this body with front-engine and rear-wheel drive. If Mazda can bring back the British sports car with the Miata, isn’t it time somebody brought back the Italian sports sedan with Honda reliability? Just a thought.)
On top of all that sits a very Acuraesque body, right down to the “bone line” splitting the front hood. Apart from badging, bumper fascias and grille, the TSX body is a carbon copy of the European and Japanese Accord, sharing every panel of sheetmetal. To make it, Acura used aerodynamic knowledge gained from the Insight, including aerodynamic undertray plates, for a coefficient of drag of 0.27, the most slippery Honda sedan ever made and one of the lowest production-car Cds ever. And while there is some lift at high speeds, “compared to all models from the past it is much smaller than before,” said Sasaki.
The TSX will slot between the RSX and the CL/TL in the Acura lineup. Acura says competition for the TSX will come from “premium sports sedans from Europe and Japan,” namely the Lexus IS 300, BMW 325, Mercedes C-Class, Audi A4, Volvo S40, WV Jetta and Passat, and the Nissan Altima. Altima and Jetta, sure, the TSX will give those a run for their lease agreements. But Acura’s been smoking crankcase oil if it thinks a front-driver, even one as well-engineered as this one, will compete against 325s and IS 300s; it won’t. Not in performance. In price, sure. Prices will be announced closer to the TSX’s April launch, but will be somewhere between $25,000 and $30,000. If you forgo the voice-activated navigation system and the automatic transmission, you can probably come in on the lower end of that range and have a mighty fun car.
You must do it. It’s your duty as a car enthusiast. Acura’s goal is only 15,000 TSXs a year.
Let’s all do our part to convince carmakers we like small, inexpensive cars that handle well. Can we count on you?
Yes, for U.S. Sale: The U.S.-spec Acura TSX is not only as tight as the European and Japanese versions, it’s tighter
By MARK VAUGHN
THE GRASS IS ALWAYS greener on the other side of the Armco.
We in North America sit here and look longingly at car magazines from Europe and Japan and see the cars those guys over there get, then we look at the bloated, floaty things foisted on us here and think, “Dang! How come they get all the good stuff? How come they get the lower, tighter suspensions and the higher-revving engines and the cool taillights and the nine-foot-tall skinny girlfriends with big pouty lips from the Piz Buin suntan ads while we here have, what, Oldsmobiles? It ain’t right, dang it, it just ain’t right!”
Well, Honda/Acura heard our pitiable cries and has taken mercy upon us. You know that European and Japanese Accord, the one smaller and sprightlier than the Accord we get here?
Well, it’s coming to the United States, fully federalized and ready for buyin’ as an Acura TSX.
Now let’s not blow it, fellow enthusiasts. If we don’t get out there and buy up 15,000 TSXs a year, then the Honda/Acura guys, as well as any other manufacturer thinking of doing anything similar, are going to say, “See? They don’t want anything with real performance. They’re not willing to compromise a little on size and maybe even a smidgen on ride comfort in order to achieve a higher level of handling. So no more! Only big, fat, floaty cars for them from now on!”
So you get the idea how important this new car is.
Yes, the new car. Here’s the scoop: There are really three different Accord platforms floating around on the world market. The Honda Global Midsize Platform, as it’s called, comes in narrow, medium and large. The European and Japanese Accord comes on the narrow platform. Our larger Accord comes on the medium platform. And the large is for the Acura TL.
So the TSX may be a little smaller than Accord buyers are used to, but make accommodation for it, please.
Engines also get traded around globally. The 2.4-liter i-VTEC four in the TSX is based on the 2.4 found in the U.S. and European four-cylinder Accord, the CR-V and the RSX Type-S. Of those, it most closely resembles the powerplant in the RSX Type-S, which is good.
Chief powertrain engineer Sakuji Arai listed the two most important qualities of the 2.4-liter engine for the TSX: “High rpm and high torque,” he said. “Especially the torque up until 4000 rpm.”
We’re in favor of both of those, even if they seem a little incompatible.
The 2.4 reaches its torque peak of 166 lb-ft at 4500 rpm, so you still have to wait a while to get moving, but once there, things really go. The i-VTEC system on the TSX first appeared on the 2.0-liter RSX Type-S. The i stands for intelligence, which adds variable timing control on the intake valves to VTEC’s variable valve timing and lift electronic control on both intake and exhaust valves.
The idea is that with all those variables, the engine can accommodate a larger set of demands. It can be both torquey and powerful. Indeed, peak horsepower is 200 at 6800 rpm with redline at 7100. That’s more power and torque than any four-cylinder Accord in any market in the world.
To further access low-end torque the Euro five-speed manual wouldn’t do. So the standard TSX transmission is a six-speed manual with lower ratios in first, second and third.
“It’s a very aggressive, low-gear setup,” said Arai.
Multi-cone synchronizers on all gears make shifts smooth and quick. With a curb weight starting at 3230 pounds for a six-speed manual version, 0-to-60 drag strip runs at or under seven seconds seem possible. A five-speed automatic with Honda’s Sequential SportShift is also available.
Handling is as good as performance. While we in America are used to getting softer suspensions than they get in overseas markets, the springs and gas-filled shocks on the TSX’s four-wheel double-wishbone suspension are actually 5 percent stiffer front and rear than the European and Japanese Accords. And we get 215/50 Michelins mounted on 17-inch wheels while the other world markets get 16-inchers.
“To provide a solid driving feel,” said suspension engineer Tsuto Sasaki. The bushings and front and rear antiroll bars are “just a little bit” softer to compensate for rough roads.
It all works wonderfully, of course. We spent an hour driving a six-speed manual in the Malibu hills and had a great time. Weight distribution is a not-too-terrible 60/40 front/rear, which sounds like it would make the nose drag along the ground and the front end understeer all over the place, but we didn’t feel anything of the sort. We couldn’t hang the tail out, but the TSX felt tight and responsive nonetheless, going where it was pointed and rolling very little doing it. (Imagine this body with front-engine and rear-wheel drive. If Mazda can bring back the British sports car with the Miata, isn’t it time somebody brought back the Italian sports sedan with Honda reliability? Just a thought.)
On top of all that sits a very Acuraesque body, right down to the “bone line” splitting the front hood. Apart from badging, bumper fascias and grille, the TSX body is a carbon copy of the European and Japanese Accord, sharing every panel of sheetmetal. To make it, Acura used aerodynamic knowledge gained from the Insight, including aerodynamic undertray plates, for a coefficient of drag of 0.27, the most slippery Honda sedan ever made and one of the lowest production-car Cds ever. And while there is some lift at high speeds, “compared to all models from the past it is much smaller than before,” said Sasaki.
The TSX will slot between the RSX and the CL/TL in the Acura lineup. Acura says competition for the TSX will come from “premium sports sedans from Europe and Japan,” namely the Lexus IS 300, BMW 325, Mercedes C-Class, Audi A4, Volvo S40, WV Jetta and Passat, and the Nissan Altima. Altima and Jetta, sure, the TSX will give those a run for their lease agreements. But Acura’s been smoking crankcase oil if it thinks a front-driver, even one as well-engineered as this one, will compete against 325s and IS 300s; it won’t. Not in performance. In price, sure. Prices will be announced closer to the TSX’s April launch, but will be somewhere between $25,000 and $30,000. If you forgo the voice-activated navigation system and the automatic transmission, you can probably come in on the lower end of that range and have a mighty fun car.
You must do it. It’s your duty as a car enthusiast. Acura’s goal is only 15,000 TSXs a year.
Let’s all do our part to convince carmakers we like small, inexpensive cars that handle well. Can we count on you?
HC Racer H5
Joined: May 2000
Posts: 4,261
Likes: 0
From: KCK
TORRANCE, Calif., January 21, 2003
The all-new Acura TSX sports sedan combines a powerful engine, choice of 6-speed manual or 5-speed Sequential SportShift automatic transmission, drive-by-wire throttle control system and a race-bred suspension with an ergonomic interior filled with the latest technology to deliver a potent blend of performance, refinement and style.
"The TSX is designed to compete head on with other premium sports sedans from Europe and Japan," said Dan Bonawitz, vice president, corporate planning and logistics. "With 200 horsepower, a standard 6-speed manual transmission and 17-inch wheels and tires, the TSX delivers performance with the luxury and quality inherent to Acura vehicles. It will make a strong impact in the luxury entry sports sedan category."
The TSX features an advanced 2.4 liter DOHC i-VTEC engine that generates 200 horsepower at 6800 rpm, 166 lb-ft of torque at 4500 rpm and overall performance comparable to some competitors with 6-cylinder powerplants. The i-VTEC "intelligent" valve-control system delivers enhanced performance across a broad power band in addition to improved fuel economy and reduced exhaust emissions. A direct ignition system with knock control helps to optimize power and fuel efficiency by ensuring a properly timed spark at all engine speeds.
The TSX 4-cylinder engine is equipped with a drive-by-wire throttle control system that eliminates the need for a mechanical connection between the accelerator pedal and the engine, and continuously adjusts the sensitivity of the accelerator pedal to match current driving conditions. It also incorporates throttle control into the car's VSA (Vehicle Stability Assist) system, controls the vehicle's cruise control function and modulates the throttle to help make automatic transmission shifts even smoother.
The 4-cylinder engine of the TSX is equipped with platinum-tipped spark plugs and a self-adjusting cam chain. It is designed to run for 110,000 miles before requiring a major scheduled tune-up.
Since many performance enthusiasts prefer shifting gears themselves, the TSX comes with a close-ratio 6-speed manual transmission. A compact 5-speed Sequential SportShift&tm; automatic transmission is also available as standard equipment. The lightweight 6-speed gearbox features short shift throws and multi-cone synchronizers on all gears for quick, light shifting action. For the first time on an Acura, the transmission case is made from magnesium alloy, a material typically reserved for racing applications. This case weighs 6.6 pounds less than a comparable aluminum unit and is extremely rigid to damp out noise and vibration.
Despite its impressive 200 horsepower output, the TSX with manual transmission delivers 21 mpg city/29 mpg highway, while the TSX with automatic transmission delivers 22 mpg city/31 mpg highway. Air-assisted fuel injectors, two close-coupled catalyzers and a high-flow, low-heat mass exhaust manifold help the TSX achieve LEV-2 emissions status.
To complement its high adrenaline powertrain with sports car-like handling, the TSX features an extremely rigid unit body structure and a race-bred, 4-wheel-independent double-wishbone suspension. The suspension is track-tune to reduce lift, dive and body roll and boasts gas-pressurized shock absorbers and large front and rear stabilizer bars. A quick-ratio, variable power assist rack-and-pinion steering system provides outstanding feel and responsiveness and features an anti-kickback valve for reduced kickback on rough roads.
Handling is further enhanced through the application of a Vehicle Stability Assist system (VSA) that works in concert with the braking and drive-by-wire throttle systems to provide enhanced control during acceleration, braking and cornering. This 4-channel system orchestrates the throttle and each of the vehicle's four disc brakes to seamlessly integrate traction control, Anti-lock braking and stability enhancement for increased driver control during acceleration, braking and cornering.
To provide stability and ensure superb stopping power, the TSX is equipped with 4-wheel disc brakes with 4-channel ABS, 17-inch alloy wheels and P215/50R17 Michelin tires.
The body of the TSX offers best-in-class aerodynamics while defining its sporting nature with crisp sports sedan lines. In front, styling cues include a signature 5-sided Acura grille, style lines starting at the top of the front fender flares and gradually rising to the rear, High Intensity Discharge (HID) headlights and large air openings beneath the front bumper, which guide airflow to the radiator. In the rear, the backlight slopes to meet a short, high trunk lid, which terminates sharply to help air separate cleanly off the back of the car at speed.
The TSX is available in seven exterior colors: Satin Silver Metallic, White Pearl, Nighthawk Black Pearl, Arctic Blue Metallic, Meteor Silver Metallic, Milano Red and Carbon Gray Pearl.
The five-passenger interior of the TSX is sporty yet refined with modern LED-illuminated instrumentation, intuitive controls, and a long list of standard luxury amenities. The comprehensively equipped TSX features a deeply bolstered, perforated leather seating, a leather-wrapped three-spoke sport steering wheel with wheel-mounted audio and cruise control switches, dual-zone automatic climate control, a power moonroof, a 360-watt Acura premium sound system, power windows and door locks and keyless entry. Standard 8-way power driver's seat adjustment and a tilt and telescopic steering wheel allow the TSX to accommodate a wide range of drivers.
The Acura Navigation System with Voice Recognition is available as a factory-installed option. This latest-generation navigation system features an 8-inch touch screen display, a comprehensive destination guide with 7 million points of interest spanning the continental United States, 3-D graphics for freeway on and off ramps and turn-by-turn voice guidance.
In addition to its highly rigid, computer-designed structure, the TSX incorporates a vast arsenal of the latest safety technologies. It is the first Acura to feature standard side curtain airbags to help protect vehicle occupants from head and neck injuries in the event of a side impact. To ensure that the airbag covers the front and side widows instantaneously, compressed helium inflators deploy the curtain in a mere 0.015 seconds.
The TSX is also equipped with dual-stage, dual-threshold driver's and front passenger's airbags, and side airbags for the driver and front passenger. The passenger's side airbag uses seven sensors in the seatback and side bolster to determine the height and position of the occupant. If the sensors detect that a child or small-stature adult is leaning into the deployment path of the side airbag, it prevents deployment.
The TSX will go on sale in April, 2003 and be priced between $25,000 and $30,000. Acura projects sales of 15,000 units a year.
Like all Acura models, the 2004 TSX is covered by a comprehensive 4-year/50,000 mile bumper-to-bumper limited warranty. Additional ownership benefits include Acura Total Luxury Care (TLC), which provides free 24-hour roadside assistance, concierge service, and trip routing.
The all-new Acura TSX sports sedan combines a powerful engine, choice of 6-speed manual or 5-speed Sequential SportShift automatic transmission, drive-by-wire throttle control system and a race-bred suspension with an ergonomic interior filled with the latest technology to deliver a potent blend of performance, refinement and style.
"The TSX is designed to compete head on with other premium sports sedans from Europe and Japan," said Dan Bonawitz, vice president, corporate planning and logistics. "With 200 horsepower, a standard 6-speed manual transmission and 17-inch wheels and tires, the TSX delivers performance with the luxury and quality inherent to Acura vehicles. It will make a strong impact in the luxury entry sports sedan category."
The TSX features an advanced 2.4 liter DOHC i-VTEC engine that generates 200 horsepower at 6800 rpm, 166 lb-ft of torque at 4500 rpm and overall performance comparable to some competitors with 6-cylinder powerplants. The i-VTEC "intelligent" valve-control system delivers enhanced performance across a broad power band in addition to improved fuel economy and reduced exhaust emissions. A direct ignition system with knock control helps to optimize power and fuel efficiency by ensuring a properly timed spark at all engine speeds.
The TSX 4-cylinder engine is equipped with a drive-by-wire throttle control system that eliminates the need for a mechanical connection between the accelerator pedal and the engine, and continuously adjusts the sensitivity of the accelerator pedal to match current driving conditions. It also incorporates throttle control into the car's VSA (Vehicle Stability Assist) system, controls the vehicle's cruise control function and modulates the throttle to help make automatic transmission shifts even smoother.
The 4-cylinder engine of the TSX is equipped with platinum-tipped spark plugs and a self-adjusting cam chain. It is designed to run for 110,000 miles before requiring a major scheduled tune-up.
Since many performance enthusiasts prefer shifting gears themselves, the TSX comes with a close-ratio 6-speed manual transmission. A compact 5-speed Sequential SportShift&tm; automatic transmission is also available as standard equipment. The lightweight 6-speed gearbox features short shift throws and multi-cone synchronizers on all gears for quick, light shifting action. For the first time on an Acura, the transmission case is made from magnesium alloy, a material typically reserved for racing applications. This case weighs 6.6 pounds less than a comparable aluminum unit and is extremely rigid to damp out noise and vibration.
Despite its impressive 200 horsepower output, the TSX with manual transmission delivers 21 mpg city/29 mpg highway, while the TSX with automatic transmission delivers 22 mpg city/31 mpg highway. Air-assisted fuel injectors, two close-coupled catalyzers and a high-flow, low-heat mass exhaust manifold help the TSX achieve LEV-2 emissions status.
To complement its high adrenaline powertrain with sports car-like handling, the TSX features an extremely rigid unit body structure and a race-bred, 4-wheel-independent double-wishbone suspension. The suspension is track-tune to reduce lift, dive and body roll and boasts gas-pressurized shock absorbers and large front and rear stabilizer bars. A quick-ratio, variable power assist rack-and-pinion steering system provides outstanding feel and responsiveness and features an anti-kickback valve for reduced kickback on rough roads.
Handling is further enhanced through the application of a Vehicle Stability Assist system (VSA) that works in concert with the braking and drive-by-wire throttle systems to provide enhanced control during acceleration, braking and cornering. This 4-channel system orchestrates the throttle and each of the vehicle's four disc brakes to seamlessly integrate traction control, Anti-lock braking and stability enhancement for increased driver control during acceleration, braking and cornering.
To provide stability and ensure superb stopping power, the TSX is equipped with 4-wheel disc brakes with 4-channel ABS, 17-inch alloy wheels and P215/50R17 Michelin tires.
The body of the TSX offers best-in-class aerodynamics while defining its sporting nature with crisp sports sedan lines. In front, styling cues include a signature 5-sided Acura grille, style lines starting at the top of the front fender flares and gradually rising to the rear, High Intensity Discharge (HID) headlights and large air openings beneath the front bumper, which guide airflow to the radiator. In the rear, the backlight slopes to meet a short, high trunk lid, which terminates sharply to help air separate cleanly off the back of the car at speed.
The TSX is available in seven exterior colors: Satin Silver Metallic, White Pearl, Nighthawk Black Pearl, Arctic Blue Metallic, Meteor Silver Metallic, Milano Red and Carbon Gray Pearl.
The five-passenger interior of the TSX is sporty yet refined with modern LED-illuminated instrumentation, intuitive controls, and a long list of standard luxury amenities. The comprehensively equipped TSX features a deeply bolstered, perforated leather seating, a leather-wrapped three-spoke sport steering wheel with wheel-mounted audio and cruise control switches, dual-zone automatic climate control, a power moonroof, a 360-watt Acura premium sound system, power windows and door locks and keyless entry. Standard 8-way power driver's seat adjustment and a tilt and telescopic steering wheel allow the TSX to accommodate a wide range of drivers.
The Acura Navigation System with Voice Recognition is available as a factory-installed option. This latest-generation navigation system features an 8-inch touch screen display, a comprehensive destination guide with 7 million points of interest spanning the continental United States, 3-D graphics for freeway on and off ramps and turn-by-turn voice guidance.
In addition to its highly rigid, computer-designed structure, the TSX incorporates a vast arsenal of the latest safety technologies. It is the first Acura to feature standard side curtain airbags to help protect vehicle occupants from head and neck injuries in the event of a side impact. To ensure that the airbag covers the front and side widows instantaneously, compressed helium inflators deploy the curtain in a mere 0.015 seconds.
The TSX is also equipped with dual-stage, dual-threshold driver's and front passenger's airbags, and side airbags for the driver and front passenger. The passenger's side airbag uses seven sensors in the seatback and side bolster to determine the height and position of the occupant. If the sensors detect that a child or small-stature adult is leaning into the deployment path of the side airbag, it prevents deployment.
The TSX will go on sale in April, 2003 and be priced between $25,000 and $30,000. Acura projects sales of 15,000 units a year.
Like all Acura models, the 2004 TSX is covered by a comprehensive 4-year/50,000 mile bumper-to-bumper limited warranty. Additional ownership benefits include Acura Total Luxury Care (TLC), which provides free 24-hour roadside assistance, concierge service, and trip routing.
HC Racer H5
Joined: May 2000
Posts: 4,261
Likes: 0
From: KCK
First Drive: Acura TSX (Canadian Driver)
Article by Greg Wilson
Photos by Laurance Yap
Los Angeles, California - Dave Gardner, National Manager for Acura Canada, is worried that RSX, EL and Integra owners are looking elsewhere when it comes time to move up to a compact sports sedan. "We want to stop the migration of Integra, RSX and EL owners to European brands," he said at the North American introduction of the TSX in Hollywood, California.
A quick look around the Honda universe convinced Acura North America representatives that the European/Japanese style Accord (which is completely different from the recently-redesigned North American one) would make a perfect Acura sports sedan...with a few modifications. Acura threw in a 200 horsepower VTEC 2.4 litre four banger, a 6-speed manual with a lightweight magnesium housing, standard 17 inch wheels and performance tires, and added a full complement of luxury interior goodies - and renamed the car, Acura TSX.
"The Acura TSX is designed to attract European intenders who might otherwise shop for cars like the BMW 3-Series, Audi A4, Mercedes-Benz C240, Lexus IS300, Saab 9-3 or VW Passat," said Gardner. "Buyers in this segment want styling, a car that's fun-to-drive with good handling characteristics."
Great idea, really. While the European Honda Accord is too small and sporty to be a North American Honda family sedan, it's perfect as a mid-range Acura sports sedan. And though it is smaller than our Accord, it is bigger than the current BMW 3-Series - its primary rival according to Gardner.
Typical buyers for the TSX, says Gardner, are 35 year old males with a university degree and a professional job. Hm, that sounds like just about everybody's perfect demographic profile. The good thing is that anybody, even fat, old people without a university degree, can buy a TSX if they have about $35,000. Prices weren't announced, but they are expected to be in the mid $30's. The TSX will appear in Acura showrooms on April 7, 2003.
The TSX looks a lot like the 3.2TL - at least in a photo. But up close, it's smaller and more distinctive, particularly the narrow horizontal rear taillamps. Most of all, I was impressed with the homogenity of the design, and its superb finish. There's no excess fat on this car - front and rear overhangs are short, the wheels fill the fender wells, and the bumpers look more like 2.5 mph bumpers than 5 mph bumpers (the less bumper, the better in my opinion). It's low 0.27 coefficient of drag is the result of its flush side glass, front chin spoiler, special wind deflectors in front of the tires, and underbody covers. Its excellent paint finish and narrow body gaps reveal a high level of quality in body construction (it's built in Sayama, Japan), and the interior is also extremely well-finished.
My only complaint is that the TSX is not as distinctive as a 3-Series or an A4. I suspect Acura execs decided to give the car a strong Acura brand image by using the signature Acura grille, headlight and bumper design - at the expense of its individual distinctiveness. Yes, everybody will know it's an Acura, but only a few will know it's a TSX.
While narrower than a North American Accord, the TSX seats four adults comfortably, and according to Tsuto Sasaki, Deputy Project Leader for the TSX, it offers more interior room and a bigger trunk than the BMW 3-Series. Standard equipment is extensive: the interior comes with a standard 360 watt, 8 speaker sound system with a 6-disc in-dash CD player, perforated leather seats, moonroof, dual zone climate control, power 8-way driver's seat, tilt/telescopic steering wheel, power windows, heated mirrors, cruise control, and for the first time in an Acura, standard side curtain airbags. And unlike the N.A. Accord, the TSX gets split folding rear seatbacks instead of a single folding seatback. However, Canadian cars don't get the optional navigaton system because mapping software is not yet available.
high-revving but surprisingly quiet and refined 2.4 litre twin cam 16 valve four cylinder engine with intelligent variable valve and cam timing controls pumps out a substantial 200 horsepower at 6800 rpm and 166 lb-ft of torque at 4500 rpm. That's more horsepower than the BMW 325i, Audi A4 1.8T, and Mercedes-Benz C240 but a little less torque than all three. Still, with the aid of VTEC, this engine has a broad, even torque band and offers the quickest 0 to 100 km/h time in its class: just 7.3 seconds. Fuel economy numbers (with the manual transmission) of 11.3 l/100 km city and 8.2 l/100 km highway are better than the 325i and C240, and slightly less than the A4 1.8T - at least under ideal conditions. I'm willing to bet the turbocharged A4 get worse mileage when driven enthusiastically.
The car's vehicle dynamics are really superb - you can throw the TSX into a decreasing-radius off-camber downhill turn without much fuss - the car is well-balanced with minimal dive under braking or pitch under acceleration. Much of the credit must go to it super stiff chassis which Acura claims has better bending and torsional rigidity than the BMW 3-Series. As well, its independent double wishbone suspension, low profile Michelin MXM4 215/50R-17 inch all-season radials, standard disc brakes with ABS and EBD all provide the balance and control you'd expect of a European sports sedan. And if all else fails, the car's standard Traction Control and Vehicle Stability Assist systems will kick in automatically to restore traction and directional control.
Still, the TSX is a front-driver while the 3-Series and C-Class are rear-drivers, so its front to rear weight balance is not as even. And the TSX's power-assisted rack and pinion steering, while quick and accurate, lacks the precision of the 3-Series which is unencumbered by drivetrain duties.
Shifting is fun in the TSX. The standard 6-speed manual shifter has a short, fluidic shift action, clutch pedal travel is short and pedal effort is minimal. Its sweet engine combined with a slippery, short shifter adds up to a very pleasurable driving experience, whether it's just a trip to the coffee shop or a daily commute. My one concern was that Reverse gear is positioned over to the far right and down, just across from sixth gear. When moving from fifth to sixth, I always had this fear, probably unfounded, that I would put the transmission into reverse and ruin that magnificent magnesium transmission case.
I also had a brief excursion with the 5-speed automatic model, and can report that in the stop and go traffic around the undulating hills of Hollywood, California, the 5-speed auto shifted smoothly and responded well to throttle input. The auto tranny includes a manual sequential shift mode.
Price in the mid 30's, the TSX is a few thousand dollars less than the 325i and C240, about the same as the 320i, A4 1.8T and 9-3, and a few thousand dollars more than the VW Passat 1.8T. But factor in its high level of standard equipment, much of which is optional on its competitors, its superior horsepower, refined powertrain, projected reliability and high resale value, and the TSX seems more of a bargain. It will certainly provide a compelling argument for RSX/EL/Integra owners to stay within the Acura family when it's time to move up to the next level.
http://www.canadiandriver.com/testdrives/04tsx.htm
Photos by Laurance Yap
Los Angeles, California - Dave Gardner, National Manager for Acura Canada, is worried that RSX, EL and Integra owners are looking elsewhere when it comes time to move up to a compact sports sedan. "We want to stop the migration of Integra, RSX and EL owners to European brands," he said at the North American introduction of the TSX in Hollywood, California.
A quick look around the Honda universe convinced Acura North America representatives that the European/Japanese style Accord (which is completely different from the recently-redesigned North American one) would make a perfect Acura sports sedan...with a few modifications. Acura threw in a 200 horsepower VTEC 2.4 litre four banger, a 6-speed manual with a lightweight magnesium housing, standard 17 inch wheels and performance tires, and added a full complement of luxury interior goodies - and renamed the car, Acura TSX.
"The Acura TSX is designed to attract European intenders who might otherwise shop for cars like the BMW 3-Series, Audi A4, Mercedes-Benz C240, Lexus IS300, Saab 9-3 or VW Passat," said Gardner. "Buyers in this segment want styling, a car that's fun-to-drive with good handling characteristics."
Great idea, really. While the European Honda Accord is too small and sporty to be a North American Honda family sedan, it's perfect as a mid-range Acura sports sedan. And though it is smaller than our Accord, it is bigger than the current BMW 3-Series - its primary rival according to Gardner.
Typical buyers for the TSX, says Gardner, are 35 year old males with a university degree and a professional job. Hm, that sounds like just about everybody's perfect demographic profile. The good thing is that anybody, even fat, old people without a university degree, can buy a TSX if they have about $35,000. Prices weren't announced, but they are expected to be in the mid $30's. The TSX will appear in Acura showrooms on April 7, 2003.
The TSX looks a lot like the 3.2TL - at least in a photo. But up close, it's smaller and more distinctive, particularly the narrow horizontal rear taillamps. Most of all, I was impressed with the homogenity of the design, and its superb finish. There's no excess fat on this car - front and rear overhangs are short, the wheels fill the fender wells, and the bumpers look more like 2.5 mph bumpers than 5 mph bumpers (the less bumper, the better in my opinion). It's low 0.27 coefficient of drag is the result of its flush side glass, front chin spoiler, special wind deflectors in front of the tires, and underbody covers. Its excellent paint finish and narrow body gaps reveal a high level of quality in body construction (it's built in Sayama, Japan), and the interior is also extremely well-finished.
My only complaint is that the TSX is not as distinctive as a 3-Series or an A4. I suspect Acura execs decided to give the car a strong Acura brand image by using the signature Acura grille, headlight and bumper design - at the expense of its individual distinctiveness. Yes, everybody will know it's an Acura, but only a few will know it's a TSX.
While narrower than a North American Accord, the TSX seats four adults comfortably, and according to Tsuto Sasaki, Deputy Project Leader for the TSX, it offers more interior room and a bigger trunk than the BMW 3-Series. Standard equipment is extensive: the interior comes with a standard 360 watt, 8 speaker sound system with a 6-disc in-dash CD player, perforated leather seats, moonroof, dual zone climate control, power 8-way driver's seat, tilt/telescopic steering wheel, power windows, heated mirrors, cruise control, and for the first time in an Acura, standard side curtain airbags. And unlike the N.A. Accord, the TSX gets split folding rear seatbacks instead of a single folding seatback. However, Canadian cars don't get the optional navigaton system because mapping software is not yet available.
high-revving but surprisingly quiet and refined 2.4 litre twin cam 16 valve four cylinder engine with intelligent variable valve and cam timing controls pumps out a substantial 200 horsepower at 6800 rpm and 166 lb-ft of torque at 4500 rpm. That's more horsepower than the BMW 325i, Audi A4 1.8T, and Mercedes-Benz C240 but a little less torque than all three. Still, with the aid of VTEC, this engine has a broad, even torque band and offers the quickest 0 to 100 km/h time in its class: just 7.3 seconds. Fuel economy numbers (with the manual transmission) of 11.3 l/100 km city and 8.2 l/100 km highway are better than the 325i and C240, and slightly less than the A4 1.8T - at least under ideal conditions. I'm willing to bet the turbocharged A4 get worse mileage when driven enthusiastically.
The car's vehicle dynamics are really superb - you can throw the TSX into a decreasing-radius off-camber downhill turn without much fuss - the car is well-balanced with minimal dive under braking or pitch under acceleration. Much of the credit must go to it super stiff chassis which Acura claims has better bending and torsional rigidity than the BMW 3-Series. As well, its independent double wishbone suspension, low profile Michelin MXM4 215/50R-17 inch all-season radials, standard disc brakes with ABS and EBD all provide the balance and control you'd expect of a European sports sedan. And if all else fails, the car's standard Traction Control and Vehicle Stability Assist systems will kick in automatically to restore traction and directional control.
Still, the TSX is a front-driver while the 3-Series and C-Class are rear-drivers, so its front to rear weight balance is not as even. And the TSX's power-assisted rack and pinion steering, while quick and accurate, lacks the precision of the 3-Series which is unencumbered by drivetrain duties.
Shifting is fun in the TSX. The standard 6-speed manual shifter has a short, fluidic shift action, clutch pedal travel is short and pedal effort is minimal. Its sweet engine combined with a slippery, short shifter adds up to a very pleasurable driving experience, whether it's just a trip to the coffee shop or a daily commute. My one concern was that Reverse gear is positioned over to the far right and down, just across from sixth gear. When moving from fifth to sixth, I always had this fear, probably unfounded, that I would put the transmission into reverse and ruin that magnificent magnesium transmission case.
I also had a brief excursion with the 5-speed automatic model, and can report that in the stop and go traffic around the undulating hills of Hollywood, California, the 5-speed auto shifted smoothly and responded well to throttle input. The auto tranny includes a manual sequential shift mode.
Price in the mid 30's, the TSX is a few thousand dollars less than the 325i and C240, about the same as the 320i, A4 1.8T and 9-3, and a few thousand dollars more than the VW Passat 1.8T. But factor in its high level of standard equipment, much of which is optional on its competitors, its superior horsepower, refined powertrain, projected reliability and high resale value, and the TSX seems more of a bargain. It will certainly provide a compelling argument for RSX/EL/Integra owners to stay within the Acura family when it's time to move up to the next level.
http://www.canadiandriver.com/testdrives/04tsx.htm
HC Racer H5
Joined: May 2000
Posts: 4,261
Likes: 0
From: KCK
TSX engine is icing on a very sweet cake (National Post)
Graeme Fletcher
National Post
Friday, February 28, 2003
Acura's TSX is one of the cleaner-running automobiles to be sold in North America. To achieve this lofty standard, a lot of technology is shoehorned into its 2.4-litre, four-cylinder engine.
This motor is clean enough to meet the strict California Air Resources Board (CARB) Tier 2-Bin 5, Low Emission Vehicle-2 (LEV 2) standards. That little mouthful means a 75% reduction in nitrogen oxide (NOx) emissions when compared with the LEV 1 standards with which most engines currently comply. Better yet, it manages to accomplish this feat while churning out a commendable 85-horsepower-per-litre displacement, for a total of 200.
To achieve this level of cleanliness, the TSX incorporates Honda's variable-valve timing and lift electronic control (VTEC) system, but with a racy twist. As with other Honda engines, VTEC adjusts the lift (the amount the intake and exhaust valves are opened) and duration (the period of time they are open) of the valves to promote strong low-end torque as well as high-end horsepower.
Simply, the valvetrain incorporates three rocker arms for each pair of intake and exhaust valves. At low rpm, the valves are opened by the outer two rockers, which follow a mild cam profile designed to promote low-end torque. Above 6,000 rpm, the outer rockers are locked to the central arm, which follows a more aggressive cam profile. It is this higher lift and longer duration that delivers the top-end go.
The twist is that this version of VTEC differs from the norm in that it mimics the operation of that used in the NSX's engine. During low-rpm operation, both intake valves are opened together -- the more common VTEC design opens the first intake valve moments before the second. Opening both intake valves at the same time promotes better low-end power -- the other method typically places more of the emphasis on fuel economy.
The design also incorporates variable timing control (VTC), which puts the i in the 2.4's i-VTEC designation. While the VTEC system is doing its thing, altering the lift and duration, VTC continuously alters the intake cam phasing over a 30-degree window. Technically, this action alters the amount of valve overlap -- the time period the intake and exhaust valves are both open at the same time.
At idle, the intake cam's timing is retarded -- which reduces the amount of overlap -- bringing a much smoother idle and lower NOx emissions. At wide-open throttle or under heavy load conditions, the cam timing is fully advanced, which maximizes the overlap, promoting power and again cutting emissions by creating internal exhaust gas recirculation. Again, this lowers NOx by re-burning a small amount of exhaust gas during the next combustion cycle.
Driving the TSX proves all that complex work produces the promised results. The engine is smooth and flexible at low speeds, this in spite of its rather average torque production -- 166 pounds-feet at 4,500 rpm. Mat the gas and the engine begins to make hay in a hurry, delivering a rewarding turn of speed. However, things really come to a roaring boil when the tachometer sweeps past 6,000 rpm. As well as feeling the increased urgency as the cam profile is switched, the driver hears the change in the exhaust note. It changes from a somewhat buzzy (although not unpleasant) note to a throaty roar.
It is worth noting that the latter can only be enjoyed for a relatively short burst as the rev limiter kicks in at 7,500 rpm (this in spite of the marked 7,100-rpm redline). As short as the burst of speed is, it is nonetheless enjoyable. Fuel economy numbers of 11.2 litres per 100 kilometres in the city and 8.1 L/100 km on the highway put the icing on a very sweet cake.
An electronic throttle (a by-wire system) underscores the engine's technology quotient. It is a clever design that alters the relationship between the gas pedal and the throttle plate in the intake manifold according to the prevailing conditions. In stop-and-go traffic, the pedal response is slower than normal (a low gain in Honda-speak). This brings a smoother launch and less risk of wheelspin.
In the mid-range, the response rate speeds up so a smaller stab at the gas pedal brings a larger opening at the throttle. As a result, the tip-in is now much more aggressive and the car becomes more responsive. At the top end, the gain is maxed out to deliver full chat and better passing power when called upon. It really works very nicely.
The electronic throttle also works hand-in-hand with a couple of other components to further enhance the driving experience. Using the Sequential SportShift manumatic transmission cuts the shift time between first and second gears by a worthwhile 40%. Simply, the shift time drops from a sloppy 1.15 seconds to just 0.7 seconds.
It also cuts engine output when the vehicle stability assist (VSA is a dynamic stability control program that also oversees the traction control system) detects either understeer, oversteer or wheelspin. Essentially, when a skid or wheelspin is detected, the anti-lock brakes are applied to the appropriate wheel as the electronic throttle lifts out of the gas.
Pressed into some sharp canyon curves during the test, the TSX maintained a high degree of lateral stability. When the tires began to give up and slide into understeer, the VSA stepped in to right the minor wrong in a near-seamless manner. Being less intrusive than some other systems means the TSX is more forgiving at the limit than most, which is definitely a good thing.
http://www.nationalpost.com/driverse...6-CFA917A8FCCD
National Post
Friday, February 28, 2003
Acura's TSX is one of the cleaner-running automobiles to be sold in North America. To achieve this lofty standard, a lot of technology is shoehorned into its 2.4-litre, four-cylinder engine.
This motor is clean enough to meet the strict California Air Resources Board (CARB) Tier 2-Bin 5, Low Emission Vehicle-2 (LEV 2) standards. That little mouthful means a 75% reduction in nitrogen oxide (NOx) emissions when compared with the LEV 1 standards with which most engines currently comply. Better yet, it manages to accomplish this feat while churning out a commendable 85-horsepower-per-litre displacement, for a total of 200.
To achieve this level of cleanliness, the TSX incorporates Honda's variable-valve timing and lift electronic control (VTEC) system, but with a racy twist. As with other Honda engines, VTEC adjusts the lift (the amount the intake and exhaust valves are opened) and duration (the period of time they are open) of the valves to promote strong low-end torque as well as high-end horsepower.
Simply, the valvetrain incorporates three rocker arms for each pair of intake and exhaust valves. At low rpm, the valves are opened by the outer two rockers, which follow a mild cam profile designed to promote low-end torque. Above 6,000 rpm, the outer rockers are locked to the central arm, which follows a more aggressive cam profile. It is this higher lift and longer duration that delivers the top-end go.
The twist is that this version of VTEC differs from the norm in that it mimics the operation of that used in the NSX's engine. During low-rpm operation, both intake valves are opened together -- the more common VTEC design opens the first intake valve moments before the second. Opening both intake valves at the same time promotes better low-end power -- the other method typically places more of the emphasis on fuel economy.
The design also incorporates variable timing control (VTC), which puts the i in the 2.4's i-VTEC designation. While the VTEC system is doing its thing, altering the lift and duration, VTC continuously alters the intake cam phasing over a 30-degree window. Technically, this action alters the amount of valve overlap -- the time period the intake and exhaust valves are both open at the same time.
At idle, the intake cam's timing is retarded -- which reduces the amount of overlap -- bringing a much smoother idle and lower NOx emissions. At wide-open throttle or under heavy load conditions, the cam timing is fully advanced, which maximizes the overlap, promoting power and again cutting emissions by creating internal exhaust gas recirculation. Again, this lowers NOx by re-burning a small amount of exhaust gas during the next combustion cycle.
Driving the TSX proves all that complex work produces the promised results. The engine is smooth and flexible at low speeds, this in spite of its rather average torque production -- 166 pounds-feet at 4,500 rpm. Mat the gas and the engine begins to make hay in a hurry, delivering a rewarding turn of speed. However, things really come to a roaring boil when the tachometer sweeps past 6,000 rpm. As well as feeling the increased urgency as the cam profile is switched, the driver hears the change in the exhaust note. It changes from a somewhat buzzy (although not unpleasant) note to a throaty roar.
It is worth noting that the latter can only be enjoyed for a relatively short burst as the rev limiter kicks in at 7,500 rpm (this in spite of the marked 7,100-rpm redline). As short as the burst of speed is, it is nonetheless enjoyable. Fuel economy numbers of 11.2 litres per 100 kilometres in the city and 8.1 L/100 km on the highway put the icing on a very sweet cake.
An electronic throttle (a by-wire system) underscores the engine's technology quotient. It is a clever design that alters the relationship between the gas pedal and the throttle plate in the intake manifold according to the prevailing conditions. In stop-and-go traffic, the pedal response is slower than normal (a low gain in Honda-speak). This brings a smoother launch and less risk of wheelspin.
In the mid-range, the response rate speeds up so a smaller stab at the gas pedal brings a larger opening at the throttle. As a result, the tip-in is now much more aggressive and the car becomes more responsive. At the top end, the gain is maxed out to deliver full chat and better passing power when called upon. It really works very nicely.
The electronic throttle also works hand-in-hand with a couple of other components to further enhance the driving experience. Using the Sequential SportShift manumatic transmission cuts the shift time between first and second gears by a worthwhile 40%. Simply, the shift time drops from a sloppy 1.15 seconds to just 0.7 seconds.
It also cuts engine output when the vehicle stability assist (VSA is a dynamic stability control program that also oversees the traction control system) detects either understeer, oversteer or wheelspin. Essentially, when a skid or wheelspin is detected, the anti-lock brakes are applied to the appropriate wheel as the electronic throttle lifts out of the gas.
Pressed into some sharp canyon curves during the test, the TSX maintained a high degree of lateral stability. When the tires began to give up and slide into understeer, the VSA stepped in to right the minor wrong in a near-seamless manner. Being less intrusive than some other systems means the TSX is more forgiving at the limit than most, which is definitely a good thing.
http://www.nationalpost.com/driverse...6-CFA917A8FCCD
HC Racer H5
Joined: May 2000
Posts: 4,261
Likes: 0
From: KCK
Honda's Home Built 2.2 Liter Diesel
http://autotelegraaf.nl/vanonzeredactie/?id=9307
2.2 liter diesel engine with 140 to 150 hp and more than 300Nm torque that will go into the Accord and CR-V
Also mentions the 1.7 liter Isuzu built diesel for the Civic
2.2 liter diesel engine with 140 to 150 hp and more than 300Nm torque that will go into the Accord and CR-V
Also mentions the 1.7 liter Isuzu built diesel for the Civic
