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New Models
DRIVEN: Acura Revisits Compact Luxury
The all-new 2013 ILX boasts a premium interior with all the trimmings and the plush ride of a larger sedan.
Acura's new compact, the ILX, targets younger drivers with an entry-level ride with premium features. (Photo: Acura)
There was a time when Acura had one of the coolest small cars on the road, Integra, which helped set the stage for decades of young sport-compact enthusiasts.
But that was long ago, and Acura has struggled since Integra’s demise to revisit its edgy drivability and sharp styling with a succession of entry-level contenders. The latest is the 2013 ILX, a premium sedan that offers lots of style and desirable features, but somewhat misses the mark for driving enthusiasts.
ILX taps into a growing class of premium and luxury compacts that have been hitting the market in recent years. There are some good ones, and ILX could have a tough time establishing its own niche, although its combination of smooth ride, plush features and Acura’s reputation for reliability could give it an edge.
I had a chance to sample ILX in a day’s drive around the Phoenix/Scottsdale area that showed off ILX’s highway cruising ability, cushioned ride and passel of standard features. But its prowess in carving through a winding two-lane road? Not so much.
Although the Acura driving event happened back in March, the automaker set an April 20 embargo for driving impressions, for whatever reason, which is why ILX reviews are popping up today all over the Web.
The new Acura is based on the latest generation of Honda Civic, which has taken plenty of lumps from critics regarding its ho-hum driving character and uninspiring interior. ILX is the first entry-level model below the TSX since Acura axed the RSX a few years ago.
The ILX comes in three flavors, two four-cylinder versions and a gas/electric hybrid. The 2-liter, 150-horsepower base model comes only with a five-speed automatic transmission, the sport model gets a 2.4-liter four-cylinder engine with a 201 horsepower and a six-speed manual transmission, and the hybrid has a 1.5-liter four-cylinder with electric-motor assist, a continuously variable transmission and highway mileage of 38 mpg, according to the EPA.
The 2.4 liter with stickshift is the way to go for driving enjoyment, although the 2-liter ILX is set up to be the volume model. Oddly, the highly desirable Technology Package that includes navigation and an excellent audio-system upgrade is available only on the base and hybrid models, not the sport model. Which seems like a mistake.
Obviously, the 2.4-liter ILX is the most fun to drive, although the steering and suspension don’t feel any crisper than those on the base model. Drivers who favor ride comfort will find ILX to be just the ticket, though at the expense of sharp response and quick cornering. Overall handling is decent, but the kind of sensory feedback favored by driving fans is lacking.
But that was long ago, and Acura has struggled since Integra’s demise to revisit its edgy drivability and sharp styling with a succession of entry-level contenders. The latest is the 2013 ILX, a premium sedan that offers lots of style and desirable features, but somewhat misses the mark for driving enthusiasts.
ILX taps into a growing class of premium and luxury compacts that have been hitting the market in recent years. There are some good ones, and ILX could have a tough time establishing its own niche, although its combination of smooth ride, plush features and Acura’s reputation for reliability could give it an edge.
I had a chance to sample ILX in a day’s drive around the Phoenix/Scottsdale area that showed off ILX’s highway cruising ability, cushioned ride and passel of standard features. But its prowess in carving through a winding two-lane road? Not so much.
Although the Acura driving event happened back in March, the automaker set an April 20 embargo for driving impressions, for whatever reason, which is why ILX reviews are popping up today all over the Web.
The new Acura is based on the latest generation of Honda Civic, which has taken plenty of lumps from critics regarding its ho-hum driving character and uninspiring interior. ILX is the first entry-level model below the TSX since Acura axed the RSX a few years ago.
The ILX comes in three flavors, two four-cylinder versions and a gas/electric hybrid. The 2-liter, 150-horsepower base model comes only with a five-speed automatic transmission, the sport model gets a 2.4-liter four-cylinder engine with a 201 horsepower and a six-speed manual transmission, and the hybrid has a 1.5-liter four-cylinder with electric-motor assist, a continuously variable transmission and highway mileage of 38 mpg, according to the EPA.
The 2.4 liter with stickshift is the way to go for driving enjoyment, although the 2-liter ILX is set up to be the volume model. Oddly, the highly desirable Technology Package that includes navigation and an excellent audio-system upgrade is available only on the base and hybrid models, not the sport model. Which seems like a mistake.
Obviously, the 2.4-liter ILX is the most fun to drive, although the steering and suspension don’t feel any crisper than those on the base model. Drivers who favor ride comfort will find ILX to be just the ticket, though at the expense of sharp response and quick cornering. Overall handling is decent, but the kind of sensory feedback favored by driving fans is lacking.
The Lyonheart K
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