No Reserve Leather Cd Traction Control Stability Control Front Wheel Drive Abs on 2040-cars

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2019 Acura NSX vs. 1991 Acura NSX | Respect your elders

A car that forces the competition to head back to the drawing board does not come around often, especially when that competition happens to be Ferrari. Honda achieved such a feat back in 1991 when the original NSX was set loose in the supercar world. Not only did the NSX smack its contemporaries down in terms of performance and technological prowess, it also forced the Italians to make supercars with some semblance of reliability and manners. Spend only a few moments in an original NSX, and its specialness is palpable. The lack of power steering is acutely noticeable at low speed as I roll over little cracks and dips in the road, while the sticky rubber chucks small rocks up into the wheel wells. A near 360-degree view is at my disposal with the bubble-like canopy, and the ground right in front of the nose is visible from my vantage point. This is what control feels like, and we haven't even gotten to the reverie-inducing VTEC noises getting piped right into our eardrums yet. There are no dials to change the throttle response, no buttons to make the steering artificially heavy, no shift paddles behind the wheel to tell a computer to swap cogs. To my right is a manual shifter that can legitimately be described as perfect. This is a 1991 Acura NSX, and it is glorious. For some of the reasons I've briefly described, and plenty more, this car has reached legend status amongst enthusiasts. In the early 2000s it was a sales disaster, outgunned by pretty much every other supercar in the space. Honda/Acura was only working with a 3.2-liter V6 making 290 horsepower when that car finally met its maker after the 2005 model year. As collectable modern classics, the relatively low power output doesn't seem to bother folks spending close to, and over, six digits on low-mileage examples of these cars. What changed? Well, the passage of time tends to be the biggest factor in these things. Also, there's a new NSX out there, reminding the world that the old one exists. And just like when Acura discontinued the original, the new one is mighty expensive, selling in extremely low numbers, and generally regarded as lesser than other options in its class. This time around it has to deal with standout cars like the 911 GT3, McLaren 570S and Audi R8 V10. But perhaps even worse than that, the new NSX must withstand comparisons to the original. Can you think of any other legendary Japanese car with a similar image problem today? Yeah, the Toyota Supra.

2022 Acura RDX First Drive | RDX redux gives us what we want

LOS ANGELES — AcuraÂ’s most recent totally new models — the TLX and MDX — thwacked us upside the head with authority to let us know that Acura as a luxury and performance brand is well and truly back in great form. The redesigned RDX tried to do the same back in 2019, and while it was an above-average overhaul effort, it didnÂ’t move us as strongly as the TLX and MDX have since. Now, the 2022 Acura RDX is here, and itÂ’s packing a bunch of improvements to try and both enhance the driving experience and ensure that it isnÂ’t playing second fiddle to other Acura products in tech or luxury. The one omission, and itÂ’s a big one, is the continued lack of a Type S variant. Both the TLX and MDX offer a high-performance Type S version with turbocharged V6 engines, and the RDX continues to go without such a model in 2022. ItÂ’s a shame, because the RDXÂ’s smaller size means it could serve as a quality platform for a performance crossover to compete against others like the BMW X3 M40i, Mercedes-AMG GLC 43 and Audi SQ5. ThatÂ’s not to say that Acura has neglected the driving experience for 2022. The one performance improvement comes in the form of re-tuned adaptive dampers on the Advance trim that are both stiffer in Sport mode and softer in Comfort mode. Plus, the cabin is much quieter than it was before thanks to additional sound deadening material and an enhanced Active Sound Control system. Acura says the standard car offers a 20% NVH improvement, while the Advance Package cars have even more sound deadening to deliver a 30% improvement over the 2021 model. YouÂ’ll be able to tell the updated RDX apart from the pre-refresh version by looking at the new grille pattern and thinner chrome grille surround. Look further downward, and youÂ’ll notice larger side intakes and a new fog light design. ItÂ’s harder to tell that anything is new from the back, but look closely, and youÂ’ll see a redone lower bumper and rectangular exhaust outlets on every model but the A-Spec — that hangs on to its round dual exhaust tips. A couple of new wheel designs round out the exterior updates, while the interior sees a new bronze-like finish for the aluminum trim in lower trims. Perhaps one of the most vital changes Acura made to the RDX this year is done on the equipment side, as it fixes one of the gripes weÂ’ve had with Acuras over the past couple years. You can finally equip the Advance Package onto A-Spec trim cars.

2015 Acura TLX driving to be a 'red carpet athlete' [w/video]

Herein lies the broom that will sweep away both the TL and the TSX, and its name is the Acura TLX Prototype. Proposed as a "red carpet athlete," the production midsize TLX will slot in between the ILX and RLX range-topper in the brand's sedan lineup while presenting its take on "luxury refinement and sports-sedan athleticism with exhilarating performance."
Custom five-spoke alloys on low-profile tires support a sedan full of design cues honed on other Acura models, including a chiseled hood and exaggerated fender lines with shorter overhangs (the TLX is 3.8 inches shorter than but has the same wheelbase as the TL), all draped in Athletic Red Pearl paintwork. Acura's Jewel Eye headlights get a supporting act from the side mirrors, where a strip of LEDs light up dynamically when the turn signal is used.
The TLX's upscale powertrain option will be a direct-injected 3.5-liter V6 with cylinder deactivation, paired with a new nine-speed automatic.