Acura's TSX diesel faces indefinite delay

Diesel-loving fans of mid-range Japanese luxury sedans are mourning today, because the latest reports are indicating the long-awaited 2009 Acura TSX fitted with a 44mpg diesel engine will be delayed for an unknown period of time.

It doesn't appear that the engine itself has been killed, rather, just the application in a North American Acura TSX - though no other U.S. cars are tipped to get the car yet. The Honda Pilot or Odyssey would both be logical choices, as would the Accord, but none seem like the appropriate vehicle for launch of such an engine, despite earlier reports that the Odyssey would be the first with the new diesel.

The reasoning behind the report, according to NextAutos is the i-DTEC engine's failure to pass emissions testing that would allow the car to be 50-state legal. As with any such expensive technology, being able to sell in all 50 states is key to success, especially since the states with the harshest emissions laws are typically also the largest target markets - i.e. California and much of the northeast U.S.

In place of the torquey and inherently driveable i-DTEC engine, Acura is reportedly speeding up work for a V6 TSX, but it won't likely be able to deliver the combination of fun and efficiency a typical diesel turns out.

Acura news at Acura's TSX diesel faces indefinite delay

Acura to introduce V8 engine within 18 months

Acura has made it clear it wants to be a top tier luxury brand but to do this it will need to change its lineup to suit the tastes of wealthy buyers, who are more likely to demand RWD cars with powerful engines.

The company’s CEO Takeo Fukui has now confirmed that a new V8 engine is in the works and is scheduled to arrive within the next 18 months. Speaking with Automotive News, Fukui commented on Acura's lack of premium engines, stating that he didn't think the 3.7L V6 engine found in the current RL was "sufficient" to compete with its rivals.

While the current global economic climate has seen most manufacturers downsizing their engines and focusing on fuel efficiency, Acura is eager to build a top tier brand image. The bigger and more powerful V8 engine should give it the boost it needs in terms of marketability.

However, fuel efficiency has not been completely forgotten by Honda. Referring to the future V8, Fukui remarked that it will be "completely different from conventional, past-generation" engines and that it will "have excellent fuel efficiency".

While Acura plans to launch a new flagship luxury sedan within the next few years, the carmaker’s promise to deliver the V8 engine in the next 18 months means that it will likely debut in the next-generation RL due around 2010.

Another senior Acura executive, vice president Koichi Kondo, also recently revealed that a V10 engine will appear in the NSX replacement due to arrive in 2010 and there’s a strong possibility the supercar will feature a V8 option as well.

Acura news at Acura to introduce V8 engine within 18 months

Acura boasts NSX will be faster than Nissan GT-R

Honda is pulling out all the stops for its replacement for the Acura NSX supercar, confirming it will be powered by a new V10 engine and boasting that it will be faster than Nissan’s GT-R. Expected to be sold exclusively under the Acura brand, the new model is scheduled to arrive in 2010 for the 2011 model year and availability is expected to be scarce.

Acura is determined that its new NSX is will be truly “extreme” and that its image must be one of high-performance and luxury. Integral in this approach is the NSX's V10 engine, which some Acura staff questioned as being unnecessary, the company’s executive vice president Koichi Kondo revealed during a recent interview with Automotive News.

Kondo also told reporters that the car will be priced higher than the Nissan GT-R but it will have better performance. The new NSX will also be a low volume model, with expected sales of just 1,000 units a year in the U.S. market.

In an earlier interview, Honda was adamant that the NSX would not be sold as anything but an Acura in order to prevent diluting the car’s high-performance, luxury image. This includes the U.S., Canada, Hong Kong, Mexico, China and soon, Russia, however leaves out other major markets such as Australia, the UK, and most other European countries.



Acura news at Acura boasts NSX will be faster than Nissan GT-R

Next-generation NSX may be limited to Acura markets only

The last NSX, discontinued in 2005, was branded as both a Honda and an Acura, depending upon the market it was sold in. That could change for the next-generation NSX, however, as Acura may be seeking to protect the brand identity of the halo sports car, and thereby its ability to charge a premium price. An unfortunate side effect for much of the world, however, is that the car would not be sold in markets where Acura doesn't do business.

Currently, the U.S., Canada, Hong Kong, Mexico, China and soon, Russia, are the only markets that get Acura-branded cars. The company is planning on introducing the brand to Japan in 2010 or after, and the use of the NSX as a halo vehicle to lure buyers and establish its credibility as a real step up from Honda may be exactly what it needs.

But that will still leave the majority of the world, including Australia, the UK, and all of the countries in Europe, without Acura or the NSX, according to latest reports. Speaking with GoAuto, Honda spokesman Fumihiko Ike ruled out bringing Acura to Australia, and along the way, he mentioned that the NSX would not be coming either, declaring that the two are inextricably linked.

“Internally we are trying to harmonize the policy because NSX is exclusively for Acura brand. But now we are not bringing Acura brand to Asia, maybe very strong resistance from U.S. people that we put the [Honda badge] on the NSX, that is going to dilute the image of Acura, so that is a big dilemma for us,” Ike said.

“We initiated the Acura brand for the sake of the U.S. market and how to rebuild the Acura brand in the U.S. that is our priority, so maybe we have to sacrifice (NSX availability in other markets) but we have to be patient,” he added.

Keeping the NSX out of so many markets may be the best thing for U.S. perception of the Acura brand, but the impact it could have on the NSX itself, not being available in the home of so many of the world's greatest sports cars - Europe - is a significant consideration - especially when the company is directly targeting those European greats. Perhaps that is what Ike was speaking of when he mentioned patience, though only time will tell what strategy Honda adopts for its newest NSX, and the wait will likely require a great deal of patience, since the car isn't expected to arrive until 2010.

The NSX has already had a very troubled birthing process, as designers deliberated over the car's appearance, which was at first expected to closely follow the Acura Advanced Sports Car concept, eventually scrapping their work and starting over part way through - though the spy shots and renderings indicate it won't stray far from the concept's lines. Brand issues delayed the car the year before, but now that several prototypes have been spotted testing on the Nurburgring, it is believed that final development is underway, and on schedule to meet the 2010 deadline.

Acura news at Next-generation NSX may be limited to Acura markets only

Acura adds manual gearbox to 2010 TL

Acura unveiled its completely redesigned 2009 TL sedan earlier this month, adding the company’s SH-AWD system to the lineup and introducing two new V6 engines. Both cars were announced with a Sequential Sportshift five-speed automatic gearbox as standard but Acura has now revealed that its 2010 TL will be available with an optional six-speed manual as well.

Targeted at performance minded drivers, the TL manual will also be available with the SH-AWD option – the first time the trick AWD system has been paired with a manual gearbox. The addition of the manual also benefits TL drivers by saving approximately 110lbs compared to the five-speed auto.

The manual gearbox is an all-new unit that is substantially stronger than previous generation designs. In addition to using a more rigid aluminum case and heavy-duty internals, the gearbox also features new gear synchronizers for improved smoothness.

Also new is the clutch, which has been uprated to suit the torquey nature of the 3.7L V6 engine. Output for the 3.7L unit remains at 305hp (227kW) and 275lb-ft (372Nm), while the 3.5L unit still produces 280hp (209kW) and 254lb-ft (344Nm) of torque.

Other features include a Hill-Start Assist program, new suspension tuning with stiffer springs and dampers. The manual model also employs firmer engine and transmission bushings that better resist engine and/or transmission movement during spirited driving. Finally, the manual model also improves weight distribution by 1% compared to the automatic, generating a 58/42 ratio versus the auto’s 59/41 ratio.

The 2010 TL will go on sale in the second half of next year, with pricing expected to be announced closer to launch. Expect it to be priced in line with the automatic models, which means the starting price will likely be around the $35,000 mark.

Acura news at Acura adds manual gearbox to 2010 TL

2009 Acura TL priced from $34,955

Completely redesigned for 2009, the all-new Acura TL features a number of firsts for the company and the car. The most notable change is the addition of Super-Handling All-wheel Drive (SH-AWD) to the performance model, which replaces the TL Type-S. Honda's luxury division also boosts power, increases the car's overall size and introduces a new sequential sport-shift transmission for the 2009 TL.

The new, beefed-up powertrain features a pair of V6s, with the base 3.5L model producing 280hp (209kW) and 254lb-ft (344Nm) of torque, just 6hp (4kW) and 2lb-ft (2.7Nm) shy of the 2008 Type-S figures. The TL SH-AWD gets an even more potent V6, its 3.7L displacement managing 305hp (227kW) and 275lb-ft (372Nm) to drive all four wheels, a rise of 19hp (14kW) and 19lb-ft (27Nm) of torque. Honda/Acura's well-developed VTEC variable timing for intake and exhaust valves helps maximize performance while minimizing emissions, while the drive-by-wire throttle system and programmed fuel injection also contribute the base model's 18mpg city (13L/100km) and 26mpg (9.0L/100km) highway EPA rating. The TL SH-AWD performs just slighly poorer at 17mpg (13.8L/100km) city and 24mpg (9.8L/100km) highway.

Both cars feature the sportshift five-speed paddle-shifted transmission as the standard configuration. While the five gear ratios may be significantly outnumbered by the six-speed or more competition, Acura claims the unit has the widest gear ratio spread of any five-speed transmission in its class, though what that might imply for shifting smoothness isn't clear.

Aside from being more powerful, the new TL is also larger than its predecessor. Six inches longer, 1.8in wider but just 0.5in taller, with a 1.4in longer wheelbase and a wider track - 1.1 in wider in front, 1.8in wider in the rear - the car also promises to be a more stable, better-cornering version of itself. The extra size means rear legroom is enhanced by 1.3in and rear shoulder room grows by 0.5in as well.

Exterior styling is updated as well, with a new 'signature grille' and strong character lines sweeping C-pillars and new LED taillights. Smaller features add to the overall look, including bright HID projector-beam front headlights, pronounced wheel arches, a standard power moonroof and genuine stainless-steel body trim. Standard wheels are 17in alloy units wrapped in 245/50 rubber, but the SH-AWD with the technology package comes with 18in wheels that can be upgraded to 19in, both also wrapped in 245-width rubber.

Inside, the 2009 TL features all the basics for a luxury sport sedan, including dual-zone adaptive climate control, 10-way adjustable (8-way power seat with 2-way power lumbar support) driver seat, 8-way adjustable power front passenger seat, and steering-wheel-mounted F1-style paddle shifters for the Sequential SportShift automatic transmission. An eight-speaker, 276-watt audio system that includes a 6-disc CD changer, AM/FM radio, XM Satellite Radio, bluetooth audio, USB port and AUX jack connectivity. A technology package is available on both models that features a navigation system with an eight-inch full VGA color display, real-time traffic information, weather with Doppler-style radar mapping, Acura/ELS surround-sound audio and a keyless entry system with push-button ignition.

Standard safety features are also present, including anti-lock brakes, with brakeforce distribution and brake assist, tire pressure monitoring, daytime running lights, and a full complement of airbags. The warranty coverage for the new TL is standard four-year/50,000mi coverage with six-year/70,000mi protection for the powertrain, and comes standard with 24-hour roadside assistance.

Pricing starts at $34,955 for the 3.5L V6-equipped base model. Adding the technology package takes the MSRP to $38,685. Moving up to the 3.7L V6 and SH-AWD raises the base price to $38,505, and adding the technology package once again bumps the price by $3,730 to $42,235. Upgrading the SH-AWD with the technology package to 19" wheels raises the final price to $43,235. All models are subject to a destination charge of $760 that is not included in the MSRP.


Acura news at 2009 Acura TL priced from $34,955

Review: 2009 Acura RDX

The compact sport luxury SUV niche was not so long ago a non-existent thing, though recent years have seen an increasing number of entrants, including German, Japanese and American offerings. The next several years will see even more added as Mercedes brings its GLK to the mix and Audi rolls out the Q5. With so many cars vying for a relatively small portion of overall sales, the competition is fierce, and small weaknesses can be magnified. It’s a case of automotive survival of the fittest.

So can the RDX hold its own in the increasingly intense sub-genre it has chosen for itself? Or will its flaws render it incapable of survival in the harsh automotive and economic conditions of the oil-crunch marketplace?

At almost the same size as a mid-size hatchback - parked side-by-side, one would need a tape measure to distinguish it significantly from a Mazda3, for example, except in height - the RDX isn’t packing a whole lot of cargo space into its repertoire. Neither is it a roomy enclave ready to accommodate four six-footers - though it’ll haul four average-sized people and their gear around with ease. And despite the 2.3L displacement and four-cylinder engine, the variable-flow turbo adds enough punch to make driving it a lot of fun.

Unfortunately, this is where the complications start, at least for those that took interest in the RDX because of its happy marriage of sport-sedan handling and small SUV space. In reality, it’s more of a combination of small SUV handling and sport-sedan space, which, as you may notice, isn’t the best of both worlds.

The engine isn’t as potent as you’d expect from a 240hp (179kW), 260lb-ft (350Nm) 2.3L turbo, especially if you’ve been exposed to the brilliant powerplant of the same displacement and configuration huddling inside Mazda’s hotted-up Mazdaspeed3, and once you start putting foot to floor, the battle isn’t nearly as close as a spec sheet might lead you to believe. The RDX’s rather portly 3,900lb (1,770kg) curb weight certainly contributes to that sensation, as well as the poor fuel mileage, achieving 13-15mpg (15.6-18L/100km) in normal driving in town, 19-21mpg (11.2-12.4L/100km) on the highway - both of those numbers can go even further down if you get caught up in listening to the turbo spool. Those are not the efficiency figures of a sport sedan, but you’d know that from reading the EPA estimates of 17mpg (13.8L/100km) city and 22mpg (10.7L/100km) highway on the window sticker.

Other journalists have opined that the vehicle handles like a sports sedan, and I agree. It drives like a sports sedan or hatchback - that’s been lifted six inches. That’s not a good thing, however. The omnipresent rollover warnings, including one particularly worrying note on the driver’s sun-visor discourage truly vigorous driving. Attacking a twisty tree-lined highway or canyon road is right out, as is essentially anything that requires quick transitional responses, as the car’s higher stance overcomes the stiff springing and firm damping when rapidly changing direction, rendering a tippy, not-so-stable feel. Heed the warnings. They are there for a reason.

Nevertheless, the RDX can be fun to drive. Broad sweepers and the occasional moderately-paced tight corner are treats, handled with relative ease by sport sedan standards and with athletic aplomb by almost any SUV’s measure.

Turbo lag is noticeable, and kills off-the-line acceleration until about 3,000rpm when driving in automatic mode. Once it spools, the power surge makes for jerky driving, which you have to compensate for with your foot, especially if it hits mid-turn. Passengers likely will not appreciate the driver’s hoot and the further acceleration that follows, either. The standard-equipment paddle-shifted automatic is actually quite fun if used in sport mode, though the tippy feeling and all the warning signs combine to really make for an uneasy feeling about pushing it, and therefore actually taking advantage of the shifter paddles for anything but straight-line acceleration. Self-shifting does help alleviate some of the boost lag problems at launch, however.

The Super-Handling all-wheel drive system (SH-AWD) definitely improves cornering, making low-to-moderate speed maneuvers feel ‘flatter’ than they would otherwise, but not more confidence inspiring if you’re used to being fully in control of the car (i.e. completely free of traction and stability control) as it’s obvious something unnatural is going on. When it kicks in, it sends extra torque to the outside rear wheel, giving a feeling that the seat-of-the-pants sensor interprets as ‘slewing’ or ‘yawing’ around corners at first, though that is a feeling that’s fairly easy to grow accustomed to. It’s also easy to understand why Acura feels the system is a suitable replacement for all-wheel steering systems.

The interior will be considered a bit too flashy and bright for some tastes, especially considering the relatively poor tactile quality of several primary pieces, though it is certainly comfortable to inhabit. Silvery plastic pieces make no serious attempt at appearing like aluminum, and their feel would quickly betray the truth if they did. The sheer quantity of silver-colored trim in the cockpit is staggering, and inexplicable, especially when the rest of the materials are so good. The leather feels soft and durable, the remainder of the plastics are solid and impressive, and the eminently ergonomic steering wheel is probably among the best designs in road cars today, at least in terms of size and shape.

Like so many other strong points of the RDX, however, it has a dark side. In a contest with the average Formula 1 steering wheel to see which has the most buttons, the RDX would lose, but only just. Likewise, the center console area, which houses a brilliant sound system and a very good nav system is undermined by small buttons in illogical locations and a counter-intuitive interface. For example, the tiny black strip at the top of the center stack isn’t a decorative feature - it’s the odd and nearly invisible location for the audio and climate control displays.

It’s a shame there’s not more available in the DVD audio music format, because the demo disc that comes with the car proves it’s not just a gimmick. It’s like having a band in the car. Even in non-DVD audio mode, the stereo sounds excellent, filling the whole vehicle with even, balanced sound. The whole technology package in the car is suitably impressive, and despite the small buttons and displays that easily wash out in bright sunlight, it’s a very fun and entertaining environment.

Despite the difficult controls, the navigation provides thorough and accurate information that’s easy to read when the sun isn’t interfering. The live traffic reporting feature is a highlight of the system, but the reviewer’s home area wasn’t within the unit’s coverage, so we’ll have to withhold judgment of this element until a later date.

One of the most underreported features of the Acura RDX is its proliferation of innovative, or at least handy, storage areas, such as the use made of the large door armrest. The center console bin, for example, could hold a mid-sized dog or even a very small child. OK, maybe not quite (and we certainly don’t recommend it), but it’s big, and it’s divisible into several configurations thanks to a handy tray system located at the vertical mid-point. Cupholders are well-sized, if somewhat awkwardly placed on the far side of the center tunnel from the driver.

Headroom is pretty good, even for a six-foot-plus driver or passenger, and legroom is acceptable for tall folks - probably ample for the more average-sized. The fully adjustable seat and steering wheel allow for the driver to customize the seating position at will, even accommodating tall drivers that must sit a long way back from the pedals and don’t want to be constantly reaching forward for the wheel. Room in the rear is better than it could be, and better than most hatchbacks or small SUVs of the same size. Room in the cargo area is a bit scarce, however, even with the seats down, because they don’t lie at a significant angle, rather than folding flat.

Road and cabin noise don’t make themselves known any more than is appropriate, even at brisk highway speeds, and the car is a comfortable ride on smooth pavement. The ‘whoosh’ of the turbo will likely prove appealing, even addicting, to some and a turnoff for others. It’s not intrusive, but it is noticeable. Turn up the DVD audio, however, and it melts into the background. The stiff springing and firm damping - designed to resist rollover, but only so effective - make for a choppier ride than you’d expect over rough or broken surfaces. Speed bumps are nightmares.

Off-road use will be limited, thanks to less-than-stellar clearance, not that the vehicle is likely to see more than dirt or gravel roads anyway - the AWD system is meant to improve handling, not make it a mountain goat, after all, and it’s effective at that.

Though a few angles make it look a bit odd, especially anything low that catches the oddly-upswept front end in profile, the RDX presents a handsome overall image. It will probably win a lot of fans that simply aren’t turned on by the staid Germans. Infiniti’s FX line of sport-compact SUVs, however, offer a seductive alternative, and Mercedes’ GLK shares some of the fashionable look of the RDX, though with a very European flair.

Pricing is relatively good for its class, starting at $33,695 for the base model or $36,695 equipped with the technology package, like the test vehicle, but many looking for a bit more sport while maintaining 99% of the utility of this compact SUV would be better served by a punchy hatch like the Impreza WRX or Mazdaspeed3. Neither offers the level of luxury specification, and the cars that offer both the luxury and the sport are considerably more expensive, for the most part, so the Acura RDX does offer a unique package at a competitive pricepoint. Toss in the (mostly) good looks and the RDX is a contender in the tough compact sport SUV class.

Acura news at Review: 2009 Acura RDX

New sedan to take Acura to ‘tier 1’ status

Acura plans to add an all-new model to its lineup by 2010 to help expand its limited lineup and realign itself with 'tier 1' luxury brands such as its more established German rivals. This won’t be the NSX-replacement seen recently testing in prototype form as the new supercar isn’t due to hit showrooms until after 2010.

One of Acura’s key criticisms is its lack of a full model line and powerful RWD vehicles. Speaking with Automotive News, Acura’s vice-president for corporate planning and logistics, Dan Bonawitz, confirmed there would be an all-new model released in 2010.

The new car is likely to fit into the smaller segments in a nod to current fuel concerns, and according to Bonawitz “there is potential for a coupe like the previous CL (pictured)” - despite that model being discontinued after the 2003 model year.

The CL replaced the Acura Legend Coupe when it ceased production in 1995, but since its departure from the lineup Acura hasn’t had a mid-size coupe in its stable. Currently, Acura only has five vehicles but the addition of a supercar such as the NSX-replacement and a smaller, stylish coupe could have the potential to boost the brand’s image to compete with the likes of BMW, Lexus and Mercedes.

Sales for Acura last month dropped more than 14.8% on levels from a year ago, however this is in line with current market trends.

Acura's plans for its future lineup are ambitious and bold - two necessary qualities for a Japanese company seeking to enter the luxury car market and beat the Germans at their own game. To do so the carmaker has its sights set on a radical revamp of its current lineup as well as the addition of several all-new models. The final objective is to distance itself from Honda once and for all.

While the TSX, RL, and TL have been redesigned for 2009, Honda’s vice president for corporate planning in North America, Dan Bonawitz, admits that none of these cars are up to 'tier' 1 standards. However, in a recent interview with Automotive News, Bonawitz boasted that the situation will change in 2010 when an "all-new vehicle about the same level as the TL" arrives.

The RL's poor sales performance has led to speculation that it will be replaced before 2012, speculation which has been fueled by Bonawitz, who revealed that Acura has a "sedan coming that will clearly put [them] in tier 1" before 2012.

The RL's possible replacement may become the Acura that can intimidate the Germans, with a possible 400hp (298kW) 4.5L V8 engine and a RWD layout rumored to be among its list of specs. There’s also the chance that this new sedan will be sold alongside the RL as no final decision on the future of either model has been confirmed. Pictured above is the Acura Advanced Sedan Concept from 2006's Los Angeles Auto Show, a striking design study for a flagship sedan.

Also rumored to be in the works is a new four-seater coupe as a possible replacement for the CL.

One model that is confirmed is the replacement for the NSX supercar. Seen testing recently at the Nurburgring, the new flagship model is expected to sport a 550hp (410kW) V10 engine with 420lb-ft (570Nm) of torque.

Finally, the RDX will come in for a redesign for the 2011 model year and could spawn a hybrid variant. This will be followed that same year by the next-generation MDX, which could be offered with a new V6 turbodiesel engine. A third SUV model could be added to Acura’s lineup as revealed by a new prototype caught testing recently in California’s Death Valley.

Acura news at New sedan to take Acura to ‘tier 1’ status

2009 Acura TSX receives IIHS Top Safety Pick

The new 2009 Acura TSX midsize sedan has won the Insurance Institute for Highway Safety's (IIHS) Top Safety Pick award in the Institute’s latest round of testing. To qualify, a vehicle must earn the highest rating of good in the institute's front, side, and rear tests and be fitted with electronic stability control. The new TSX improved in the side test from acceptable to good and in the rear test from poor to good, compared with the previous model.

Huge improvements in protection for people in rear crashes highlight the changes incorporated in the new model. The seats and head restraints in the previous model were rated poor for occupant protection in rear crashes. Honda redesigned the seats in the 2009 TSX to earn a better rating, and when the Institute tested the new seat, it earned the highest rating of good.

The Institute’s frontal crashworthiness evaluations are based on results of 40 mph frontal offset crash tests. Each vehicle’s overall evaluation is based on measurements of intrusion into the occupant compartment, injury measures recorded on a dummy in the driver seat, and analysis of slow-motion film to assess how well the restraint system controlled dummy movement during the test.

Side evaluations are based on performance in a crash test in which the side of a vehicle is struck by a barrier moving at 31 mph. The barrier represents the front end of a pickup or SUV. Ratings reflect injury measures recorded on two instrumented dummies, assessment of head protection countermeasures, and the vehicle’s structural performance during the impact. Structural performance is based on measurements indicating the amount of B-pillar intrusion into the occupant compartment.

Rear crash protection is rated using a test that simulates a collision in which a stationary vehicle is struck in the rear at 20 mph.

Acura news at 2009 Acura TSX receives IIHS Top Safety Pick

Acura reveals pricing for 2009 TSX

Acura today announced pricing for the all-new 2009 TSX sports sedan that will officially go on sale in the U.S. on April 24th. The completely redesigned TSX will be available in two versions, the standard TSX and the fully-featured TSX with Technology Package. Pricing for the entry-level model is $28,960 and the TSX with the technology pack will set you back $32,060.

Two transmissions are available, both as standard equipment, a 6-speed close ratio manual and a Sequential SportShift 5-speed automatic with a new lock-up torque converter assembly and F1-style paddle shifters.

The only engine available in the new car is an all-aluminum DOHC i-VTEC four-cylinder with dual balance shafts for extra smoothness and direct ignition technology to reduce fuel-consumption. Displacing 2.4L and producing 201hp and 172lb-ft of torque (with manual transmission), the new mill produces its useable power across a much wider rpm range than the engine in the previous model.

Standard features include leather trim, a power moonroof, HID headlights, Bluetooth handsfree and a premium sound system with XM satellite radio and USB connectivity. Upgrading to the Technology Package gets you a voice activated satnav, Zagat restaurant information, AcuraLink realtime traffic information and journey rerouting services, a rearview camera and a 10-speaker audio system.

Destination and Handling is not included in the sticker price and for the 2009 TSX remains unchanged at $715.

Acura news at Acura reveals pricing for 2009 TSX