KELSEY MAYS
Living Editor
Photo courtesy KelseyMays/ Living Editor
For the first 600 miles, page 133 of the Acura owner’s manual states: “Avoid full-throttle starts and rapid acceleration.”
And the odometer on this farm-fresh RSX reads 231. What a shame, to plod around with humdrum prudence in a machine capable of so much more. It’s the hot-rod Type-S model, too. Not to worry, though — there’s more to the RSX than just high-strung, hoot ‘n holler acceleration.
Acura brought the sport coupe to market in 2002 as a successor to the Integra, a vehicle that sold nearly 800,000 units globally in three generations between 1985 and 2001. It’s based on parent company Honda’s seventh-generation Civic, introduced a year earlier, and it aims straight at the heart of the urban sports-compact market with its wedge-shaped profile.
Honda has a history of engines small on size but high on technology, and the RSX follows suit. Its four cylinders displace just two liters, but pack enough rocket science to fill a textbook: a forged crankshaft, double overhead-cams with variable-valve lift, continuously variable cam phasing and much more. Bear in mind, most engines that boast variable-valve timing (including Honda and Acura V-6s) employ either cam phasing or variable valve lift. The RSX has both and rivals BMW’s Vanos/Valvetronic systems for complexity. Honda calls it “i-VTEC,” standing for intelligent variable-valve timing and lift electronic control. (It’s an inexact acronym, but no one wants to say “i-VVTALEC.”)
The engine serves up 155 horsepower in the base RSX, and thanks to higher-performance cams and a few other tweaks, 201 horsepower in the uplevel RSX Type-S. The numbers drop slightly in this 2006 model (the ’05 version has 160 or 210 horsepower) due to new testing procedures adopted across the industry, but performance remains identical.
Without large displacement or forced induction, it’s difficult to achieve much torque. With only 140 pounds-feet on tap, even the RSX Type-S doesn’t feel that strong off the line. But a firm right foot pulls those cylinders out of their drowsy routine toward caffeine-induced heights, and there’s eventually a respectable surge of power, though it sounds more buzzy than mighty along the way. It’s a setup that requires a lot of shifting: High gears tend to settle the engine into a comfortable snooze that leaves little power in reserve, meaning mandatory downshifts for the passing lane.
Fortunately, the RSX Type-S has a close-range manual transmission that’s a gem to use. The shift knob flicks from one point to the next with quick, clear throws. Its six forward ratios are geared on the short side, so even cruising at 70 mph in sixth gear reads a high 3,400 rpm on the tach. Most engines would clamor incessantly if forced to endure long hours north of three grand, but the RSX is subdued — it takes a glance at the instrument panel to see just how hard it’s working.
This does not mean it’s a comfortable car. Acura tunes the RSX Type-S for corners, and so the assortment of stiffened springs and dampers play out every bump with jolting fury. Combined with 45-series tires and 17-inch wheels, noise ranges from mild to downright harsh on sustained freeway stretches.
From eight lanes to two, feelings change: Though once foes of the spine, those suspension bits now befriend the fingers around these Malibu mountain roads. Despite missing a theoretically superior double-wishbone suspension on the front wheels, the RSX’s spring/strut setup utilizes control links that Acura claims equal a double-wishbone’s capability. They mean what they say: Body roll from one corner to the next is minimal, and steering feels light and acurate. Hitting the gas through sharp corners produces understeer aplenty, but a well-executed turn gracefully scoots those rear tires out, too. Brakes have a sure-footed feel and stop the car on a dime (well, perhaps a quarter) if necessary.
Craftsmanship is hit-or-miss, though more often it hits. At its best, the RSX feels like a tailored suit for high-performance drivers. With enormous side bolsters on the front seats, the intimate cabin requires some calisthenics to enter, but once settled in, those seats keep buttocks and shoulders alike at dead center no matter the changing trajectories outside. The Type-S sports leather upholstery that feels much more premium than $25,000 usually affords. Despite tight headroom, the backseat is habitable for short trips.
There are some absent features. Brought to market in 2002, the Acura misses some of the industry’s more recent fare: A telescoping steering wheel, side curtain airbags and steering wheel audio controls aren’t present in any RSX.
But some logistical issues defy time or technology. Cruise-control buttons are at 4 o’clock on the steering wheel, but their activation switch is tucked clear off near the A-pillar. There is no retained accessory feature, so everything dies when the key comes out. Several controls on the climate control panel, including the air-conditioning button, become impossible to view in direct sunlight.
My biggest gripe, though, is the lack of a center console. Bereaved of its usual armrest, my right elbow is no happy camper — and without that extra cubby to store belongings, the tiny glove compartment becomes overtaxed. I bet in more cases than not, Acura’s bulky owner’s manual will be the first to go.
Such is the RSX. It misses the boat a few times in feature content, but when it catches that ship, it takes us all to sea. Lightly re-chiseled for a tidier look in 2005, the ’06 RSX still retains the basic shape of the 2002 debut. Though the design lacks much inspiration, its clean appearance will look contemporary for years to come. It’s priced around the sport-compact segment’s high end but outshines most competitors in quality and reliability.
Now Honda bestows us with an eighth-generation Civic, and so a new RSX can’t be too far away. The current car has few flaws and many delights, and it blew the field away in 2002. But the competition is catching up – most notably Scion’s tC – and the RSX has slipped steadily since selling over 30,000 copies domestically in 2002. It’s about high time Honda blows our minds again.
09-15-2005
