2010 Acura TSX V-6 Pictures

2010 Acura TSX V-6

2010 Acura TSX V-6

2010 Acura TSX V-6

2010 Acura ZDX Drive Test

2010 Acura ZDX

2010 Acura ZDX

2010 Acura ZDX

2010 Acura ZDX

What's the best-looking new model on the market this year? My vote could easily go to the all-new 2010 Acura ZDX, a rakish-looking crossover vehicle that Honda's (HMC) luxury car division describes as a "four-door sports coupe" (never mind that coupes, by definition, have two doors). The ZDX looks even better in reality than in photos. When I test-drove a couple of preproduction ZDXs through Manhattan recently, even jaded New Yorkers were stopping in their tracks and shouting questions about the new model, which will hit dealer showrooms in December.

The ZDX is designed mainly for affluent empty nesters, couples whose kids are grown and who no longer need the passenger capacity of a true SUV. It combines the good looks of a luxury coupe such as, say, a Mercedes CLS550 with enough luggage capacity to stow four golf bags behind its second row of seats.

The market for such vehicles will grow, Acura contends, "as the population matures, becoming couples again rather than large family units, and enjoying the fruits of their success through travel, second homes, and unique lifestyle activities." To put it more prosaically: As baby boomers age, Acura figures that a lot of active, affluent old geezers will be in the market for a vehicle that seems more stylish than an SUV but less sedate than a luxury sedan.

Pricing hasn't been announced yet, but the ZDX is expected to start at around $45,000, rising to perhaps $55,000 when you load it up with options. Its image is meant to be upscale and exclusive. Acura sees the ZDX competing with, in addition to the Mercedes CLS, such diverse models as Nissan's (NSANY) Infiniti FX35, BMW's (BMWG) X6, and the Porsche Cayenne. Acura only expects to sell about 6,000 ZDXs in 2010, and 8,000 to 10,000 annually in later years.

The ZDX is Acura's first truly North American model—engineered in Ohio, styled in California, and manufactured in Ontario, Canada. It has the oomph Americans like under its hood, provided by the same marvelous 3.7-liter, 300-horsepower V6 engine found in the Acura MDX SUV. Also in keeping with mainstream American tastes, the only available transmission is a six-speed automatic—though with a manual function for those who wish to do the shifting themselves, as well as the steering-wheel-mounted paddle shifters that are now de rigueur on any North American model with pretensions to sportiness.

The ZDX's fuel economy—16 mpg in the city and 22 on the highway—is only slightly better than that of the '09 MDX and six-cylinder BMW X6 (15/20) and about the same as that of the Infiniti FX35 (16/23). However, it's markedly better than the six-cylinder Porsche Cayenne (14/16).

Behind the Wheel

The ZDX is meant to drive something like a conventional luxury car, and it comes close. The big difference is that the floor is a bit higher off the ground than a car's, giving the ZDX more of an SUV-like feel. The ZDX isn't intended to be superfast, but it's lighter and therefore somewhat quicker than the Acura MDX, which accelerates from zero to 60 in under eight seconds. That's plenty of speed for most people, and there's a ton of power when you punch the gas at highway speed. The cabin is luxury-car quiet.

I'm a big fan of Acura's new Super Handling All-Wheel Drive system, which comes standard on the ZDX.

Acura adds V-6 to TSX sedan for first time

What can be wrong with a car that's a Consumer Reports' recommended buy, earns top crash test ratings, delivers commendable fuel economy and is competitively priced?

If the car is in the compact luxury sedan class, it better offer a six-cylinder engine in order to be considered a real contender.

This is a key reason why Honda's luxury brand, Acura, adds a V-6 to its TSX for the first time in history.

Company officials expect just 20 percent of 2010 model TSX sales to be V-6 models. But the new, 280-horsepower engine, plus revised suspension tuning and 18-inch, high-performance tires make the TSX undeniably sporty, not just mildly sporty.

Best of all, the TSX continues with competitive pricing in both four- and six-cylinder models.

Starting manufacturer's suggested retail price, including destination charge, is up just $150, to $30,120, from the base price for a 2009 model. The 2010 price is for a base, front-wheel drive TSX with 201-horsepower, 2.4-liter four-cylinder engine and either a six-speed manual transmission or a five-speed automatic.

The starting retail price for a 2010 Acura TSX with 280-horsepower, 3.5-liter V-6 is $35,660. A five-speed automatic transmission with SportShift, which can be shifted manually without a clutch pedal, is the only transmission for the V-6.

Competitors include the BMW 3-Series with 230-horsepower six cylinder, which starts at $34,425 for a 2009 model with manual transmission. With an automatic, the 3-Series sedan with six-cylinder engine starts at $35,750.

The Lexus IS 250 with V-6 generates 204 horses, which is about what the four-cylinder TSX has, but was priced at $32,180 with manual transmission as a 2009 model. The Lexus IS 350 with 306-horsepower V-6 and automatic has a starting MSRP, including destination charge, of $37,630 for a 2009 model.

Of course, there's still the matter that the TSX is front-wheel drive, while the BMW and Lexus are rear-drive cars. And sports car enthusiasts argue that rear-drive provides true sports car handling.

But there's little doubt that the new TSX is well-equipped, and its federal government fuel mileage ratings are on par with other luxury, six-cylinder-powered sedans.

Standard features on every TSX include seats trimmed in perforated leather, power-adjustable and heated front seats, power moonroof, Bluetooth phone interface, high-intensity discharge (HID) headlamps, XM satellite radio with complimentary service period, and USB and auxiliary jack connectivity ports built into the center console.

In the 2009 IS 350, perforated leather seat trim was part of option packages priced at more than $800, and HID headlamps were another $875 extra. Satellite radio and heated front seats were each a $500 option and a USB connector was a $400 option on the 2009 BMW 328i sedan.

The TSX with V-6 is rated at 18 miles per gallon in city driving and 27 mpg on the highway by the U.S. Environmental Protection Agency. While this is a decrease from the 21/30-mpg rating of a four-cylinder TSX with automatic transmission, it's still competitive with BMW and Lexus six-cylinder engines.

For example, the 2009 BMW 328i sedan was rated at 18/28 mpg, and the 2010 Lexus IS 350 is rated at 18/25 mpg.

The test Acura TSX V-6 had excellent fit and finish, with no body gap or trim piece out of place even a smidgen.

And the engine, with 254 foot-pounds of torque peaking at 5,000 rpm, punched the car forward easily from stop lights.

Even though the TSX with V-6 is some 200 pounds heavier than the four-cylinder TSX, it sure doesn't feel like it. The car feels light and more at ease at high speeds than the four-cylinder TSX, thanks to the increased engine power.

The shifts were smooth through the transmission, unless I worked it manually for even more gusto. The SportShift actually held downshifts so I could use engine braking on downhills.

Acura TL adds six-speed manual transmission

The 2010 Acura TL will offer a six-speed manual transmission in addition to a five-speed automatic, the first time the company has matched its Super-Handling All-Wheel Drive (SH-AWD) system to a manual transmission.

The six-speed will be a no-charge option on the SH-AWD Technology Package, at $48,490, and will go on sale at the beginning of October.

“The new six-speed manual transmission, available on the TL SH-AWD Technology Package, allows the enthusiast driver to take full advantage of the performance of Acura’s Super-Handling All-Wheel Drive system,” said Jerry Chenkin, executive vice-president of Honda Canada. “Not only is the new six-speed manual transmission model the best-performing Acura TL ever, it is among the top handling performers in its class.”

The new transmission is about 50 kg lighter than the five-speed automatic, further benefiting the TL’s acceleration, braking and cornering.

For 2010, the TL is available in front-wheel drive, with 280 horsepower, and in all-wheel drive, with 305 horsepower. Pricing ranges from $39,990 to $48,490.

Acura adds V-6 engine to sports sedan lineup

As Acura enters the 2010 model year, there is big news for TSX fans as the sports sedan adds a 3.5-liter V-6 engine to the lineup.

Designed for the performance-oriented luxury buyer, the addition of the new V-6 engine allows the TSX to compete with the top sports sedans in its class — specifically the Audi A4, BMW 3-Series, Infiniti G, Lexus IS and Mercedes C-Class.

Acura's TL shows off its new look

2009 Acura TL AWD

Addressing the concerns from some of its more faithful customers, Acura came out with a full-blown redesign for the 2009 RL — a popular, upscale sedan that has been a nice seller for Honda’s luxury division.

There seems to be two schools of thought when making comparisons to the old and new. The TL’s styling is not to everyone’s liking — although personally, I feel it has a very classy appearance. Regardless of one’s opinion, the new TL is quite different.

This year’s TL is six inches longer, which is a significant increase. One notices the difference from an exterior standpoint and the added room is recognized while inside the vehicle.

Typically, growing in size that much impacts performance, but the TL still offers plenty of zip by smartly increasing the horsepower appropriately in all models. Even with the TL being bigger, quicker and generally easier to handle, the drawback again falls upon one’s perception about the styling, which seems to be either a hit or miss.

Previously, the TL was distinguished by a wedged shape that frankly grew tired over the years. It has since been replaced by a front grille that detractors say looks somewhat like a beak. It also has a rounded rooftop and sits lower to the ground.

The standard TL goes for just under $35,000, a price that seems about right. The model driven here, the SH (super handling) with all-wheel drive, didn’t deliver in enough areas that I would want to pay an extra eight grand ($43,235) for a little extra power and more bells and whistles. And I wasn’t sure the “super handling” was all that super.

With either engine, the power is impressive. The base model is a 3.5-liter, V-6 with 280 horsepower, while the all-wheel drive TL-SH AWD is a 3.7-liter, V-6 with 305 horsepower. The power can match or exceed many of the TL’s high-class rivals, such as the Cadillac CTS, Lexus ES 350, Infiniti G37 and Jaguar and Mercedes products. Gas mileage for the TL is predictably average, ranging from around 17-25 miles per gallon.

One aspect that is very techie and helpful in the SH-AWD model is when taking a tight corner a bit too fast the vehicle will send added torque to the outside wheel to help control the steering. It’s the type of sophisticated gadgetry that does help set Acura apart from some other brands.

Road Test: 2009 Acura CSX Technology

the last time I drove the built-in-Canada CSX, it was the sportier, topline Type-S, replete with its high-revving, 197-horsepower, 2.0-litre four-cylinder and close-ratio six-speed manual transmission (the same powertrain as in the Honda Civic Si, which is only natural as the CSX is essentially a tarted-up, more powerful Civic sedan). While the Type-S and its combination of zippiness and amenities is most likely the model to which I would gravitate, not everyone is imbued with the Speed Racer gene. For these people, of whom my better half is one, the tamer base CSX is a reasonable and less expensive substitute.

At a starting price of $26,990, the CSX is the entry point to Honda's upscale brand. The biggest difference between the base model and the Type-S is found under the hood. In all but the Type-S, the 2.0L four puts out 155 hp at 6,000 rpm instead of 197 at 7,800, torque is the same at 139 pound-feet (although at 4,500 rpm instead of 6,100) and the engine's compression ratio is 9.6:1 instead of 11:1, which means it doesn't require premium octane. The manual transmission also loses one cog. While the obvious net result is less performance than with the Type-S, the CSX has more than enough jones to keep up with the flow, and it is more livable in day-to-day driving situations, with adequate power in the lower ranges to keep the engine from bogging while stuck in heavy traffic. Plus, even though the five-speed manual doesn't have the same snick-snick shift actuation of the close-ratio six-speed, it's still about as foolproof as they come. (A five-speed automatic costs an extra $1,300.)

Surprisingly, there's not that much difference in fuel economy between the two engines. I averaged 9.4 litres per 100 kilometres in the tester during a fairly even mix of highway and suburban driving, which was only 0.3 L/100 km better than in a Civic Si (same engine as in the Type-S, remember) I had driven several weeks earlier.

All CSXs are fitted with a four-wheel independent suspension. Only on the Type-S, though, is the suspension sport-tuned, meaning stiffer springs, firmer damping and more tightly controlled suspension movement with up-sized stabilizer bars at both ends. So, the handling is not quite as sharp in the base CSX as it is in the sportier sibling. It's still pretty good, though, with not too much roll. Plus, the ride is a little easier on the passengers, being firm enough to provide a sense of the road conditions without the penalty of harshness when the tarmac is in poor shape.

The tester was equipped with the $3,000 Technology package, a must-have for gadget freaks. It upgrades the audio system to a 160-watt unit with digital audio card reader, MP3/Windows Media Audio compatibility and XM satellite radio, adds a navigation system with bilingual voice recognition as well as a hands-free Bluetooth wireless mobile phone interface and includes high-intensity-discharge headlights.

Looking beyond the cabin's audio toys, there's plenty of room for six-footers up front (it's a tighter squeeze in the back row) and the heated, leather-clad seats are properly bolstered for both comfort and sport. As with the Civic, the CSX's most debatable feature in its spaceship-like cabin is its two-tier instrument panel, which positions the digital speedometer, fuel gauge and temperature gauge up high in the driver's field of vision. The lower houses a tachometer, multi-information digital display, odometer with trip meter and a variety of warning indicators. It's all very high-tech and I've generally found that the older the passenger is, the less he or she is enamoured with the setup. My preference would be for simpler gauges, but it's not a deal breaker for me.

As I said earlier, I prefer my cars with a sportier flair. Yet, as traffic congestion (and far stiffer penalties) limits the ability to get the proper measure of satisfaction out of such cars, I find myself taking greater comfort (literally) in the amenities offered. For its price, the CSX is a nice balance between affordable luxury for the masses and acceptable performance.

bharper@nationalpost.com---------

THE SPECS:

Type of vehicle Front-wheel-drive compact sports sedan

Engine 2.0L DOHC four-cylinder

Power 155 hp @ 6,000 rpm; 139 lb-ft of torque @ 4,500 rpm

Transmission Five-speed manual

Brakes Four-wheel disc with ABS

Tires P215/45R17

Price: base/as tested $29,990/same

Destination charge $1,350

Transport Canada fuel economy L/100 km 8.7 city, 6.4 hwy.

Standard features Automatic climate control with air filtration system, digital instrument panel, leather-wrapped steering wheel, leather-trimmed seats, heated front seats, power windows, door locks and mirrors, power sunroof, steering wheel-mounted audio and cruise controls, tilt and telescopic steering column, premium AM/FM/CD audio system with digital audio card reader, MP3/ Windows Media Audio compatibility and XM satellite radio, speed-sensitive volume control, navigation system, fog lights, high-intensity-discharge headlights, exterior temperature indicator, tire pressure monitoring system

Review: 2010 Acura TSX V6

The 2010 Acura TSX V6 is something of a consolation prize. At the 2008 Detroit Auto Show, Acura showed off a new 2.2-liter four-cylinder diesel and said it would launch in the U.S. this year. A few months later in New York, Honda's luxury arm showed off the all-new second generation TSX sedan, and we expected to be driving the culmination of the two right around now.

Unfortunately, a confluence of events a few months after the TSX was shown caused Acura to reverse course and put the diesel engine on the shelf. As world oil prices hit all time record levels, the never ending construction in China and Dubai seemed to be consuming the entire world supply of diesel, driving prices higher and higher. At about the same time, the world came to the realization that loaning money to people who couldn't pay it back might not be a great idea after all. With sales in the toilet everywhere, Acura decided that throwing a gasoline-powered V6 into the TSX might be a better idea. Was it?

The 3.6-liter V6 in the TSX lineup joins the 2.4-liter inline four in the present lineup. It offers a significant increase in power that is palpable. For example, while the four offers 201 horsepower and 172 lb.-ft. of torque, the V6 pumps out a healthy 280 hp and 254 lb.-ft. of torque.

We could feel the additional horsepower immediately. Acceleration was brisk, if somewhat noisy from a tuned exhaust. Under normal driving conditions, however, there’s little noise coming from the engine compartment. The new engine, that is also available in some other Acura vehicles, has an 11.2:1 compression ratio, integrated exhaust manifold and high-flow exhaust with dual tips, among other features.

Coupled to the engine is a 5-speed automatic transmission with paddle shifters on the steering wheel if you choose to do the shifting yourself. There is a sensor-controlled return to full automatic if you’ve been cruising for a while, but we found that it will also return to full automatic after maybe 10 seconds in any gear.

Chassis enhancements include an independent double-wishbone front suspension that has been beefed up to accommodate the heavier engine and to give the TSX a sportier feel. There’s a revised electric power steering as well that gives more precise feedback.

Brakes have also been beefed up. The TSX V6 wears 18-inch tires, while the four-banger has 17-inch rubber.

It will be hard to tell the V6 from the 4, except for a “V6” badge on the trunk. There’s also a slight change to the front fascia, but without the two cars side-by-side, it’s hard to find.

Standard technology packages on the TSX include an AUX jack outlet, USB port connectivity, and a Bluetooth HandsFreeLink. Acura’s Technology Package also includes real-time weather, real-time traffic and a note function for the XM radio that tells you what’s playing and the source of the tune.

Pricing for the TSX ranges from $29,310 to $32,410, while the TSX V6 ranges from $34,850 to $37,950.

2009 Acura CSX Technology

At a starting price of $26,990, the CSX is the entry point to Honda's upscale brand. The biggest difference between the base model and the Type-S is found under the hood. In all but the Type-S, the 2.0L four puts out 155 hp at 6,000 rpm instead of 197 at 7,800, torque is the same at 139 pound-feet (although at 4,500 rpm instead of 6,100) and the engine's compression ratio is 9.6:1 instead of 11:1, which means it doesn't require premium octane. The manual transmission also loses one cog. While the obvious net result is less performance than with the Type-S, the CSX has more than enough jones to keep up with the flow, and it is more livable in day-to-day driving situations, with adequate power in the lower ranges to keep the engine from bogging while stuck in heavy traffic. Plus, even though the five-speed manual doesn't have the same snick-snick shift actuation of the close-ratio six-speed, it's still about as foolproof as they come. (A five-speed automatic costs an extra $1,300.)

Surprisingly, there's not that much difference in fuel economy between the two engines. I averaged 9.4 litres per 100 kilometres in the tester during a fairly even mix of highway and suburban driving, which was only 0.3 L/100 km better than in a Civic Si (same engine as in the Type-S, remember) I had driven several weeks earlier.

All CSXs are fitted with a four-wheel independent suspension. Only on the Type-S, though, is the suspension sport-tuned, meaning stiffer springs, firmer damping and more tightly controlled suspension movement with up-sized stabilizer bars at both ends. So, the handling is not quite as sharp in the base CSX as it is in the sportier sibling. It's still pretty good, though, with not too much roll. Plus, the ride is a little easier on the passengers, being firm enough to provide a sense of the road conditions without the penalty of harshness when the tarmac is in poor shape.

Acura adds better-mileage, two-wheel drive SUV

2009 Acura RDX Image

2009 Acura RDX Image

In the search for fuel efficiency, Americans today are scrutinizing even smaller sport utility vehicles that have four-cylinder engines.

So it's no wonder that Acura adds a two-wheel drive version of its RDX compact SUV for 2010. The move shaves some 190 pounds from the previously all-wheel drive only RDX and helps account for 2 more miles per gallon in both city and highway driving for a combined 21 mpg government mileage rating in slow- and high-speed travel.

Even better, the front-wheel drive 2010 RDX — which also includes subtle styling updates and new standard features that are on all RDX models — has a lower starting retail price than the base 2009 RDX.

Specifically, the starting manufacturer's suggested retail price, including destination charge, for a 2010 RDX with two-wheel drive is $33,330. This is less than the $34,705 starting retail price for a base 2009 RDX and compares with the $35,330 starting price for a 2010 RDX with all-wheel drive.

The 2010 prices include standard automatic transmission, leather-trimmed seats, power front seats that are heated, 360-watt Acura audio system, power moonroof and dual-zone climate control, among other things. All safety equipment, including six air bags, electronic stability control, traction control and whiplash-reducing front head restraints, is standard, too.

Acura said the new pricing on the Consumer Reports-recommended RDX stems from customers in warm weather areas saying they didn't want to have to pay for all-wheel drive if they didn't need it.

But the new model also means the base RDX has a noticeable price differential compared with major competitors.

For example, starting retail price for a 2009 BMW X3 with manual transmission and all-wheel drive is $40,525, while the 2009 Infiniti EX35 with two-wheel drive and automatic transmission starts at $34,665. Additionally, the 2010 Audi Q5 starts at $38,175 and has automatic transmission and all-wheel drive.

The competitors above have six-cylinder engines so you'd expect them to have more power. They do, in terms of horsepower, but Acura's RDX has impressive get up and go so you might think you have a six cylinder under the hood.

The reason? The RDX has Acura's first production turbocharged engine, and though it's just a 2.3-liter four cylinder, its output is 240 horses and a six-cylinder-like 260 foot-pounds of torque at 4,500 rpm.

This compares with the Q5 V-6's 270 horses and 243 foot-pound at 3,000 rpm and the 260 horsepower and 225 foot-pounds of torque at 2,750 rpm generated by the six cylinder in the 2009 BMW X3.

The test RDX with two-wheel drive accelerated smoothly, with nary any turbo lag. I didn't notice shift points as I drove, either, unless I was doing the shifting manually and aggressively via the SportShift five-speed automatic transmission. Acura includes paddle shifters at the steering wheel so drivers don't have to take their hands off the wheel when shifting and so drivers experience a sporty feel in the RDX.

This 15.2-foot-long SUV bounded up hills easily and felt lighter than its 3,752 pounds. The two-wheel drive vehicle is also 250 pounds lighter than its six-cylinder competitors.

Best of all, the RDX's new government fuel economy ratings — 19 mpg in the city and 24 mpg on the highway — are better than the 16/23-mpg rating for the 2009 X3 and the 17/24-mpg rating for the 2009 Infiniti EX35.

In fact, according to the government's fuel economy Web site, the RDX with two-wheel drive has the highest gasoline mileage of any luxury-branded, non-hybrid SUV so far in the 2010 model year. Its rating is the same as a 2010 Subaru Forester.

However, the recommended fuel for the RDX is premium, which adds some cost at the gas pump.

Buyers will have to get used to a firm ride in the two or all-wheel drive. Passengers feel most road bumps, and there is road noise from the 18-inch all-season tires.

But I didn't hear wind noise, and the sounds of the stereo were crystal clear and pleasing.

Acura officials said they worked to quiet the interior by, among other things, changing the radiator fan so there's less underhood noise.

Brakes are improved in both performance and feel, thanks to a new brake pedal ratio, booster and servo, which works to intensify the force of the driver's foot on the brake pedal. Brakes worked well in the test SUV.

New standard features include a compass because so many customers seem to want it, and a rearview camera whose display pops up in the rearview mirror as a driver backs up.

The RDX already was well-equipped, but customers had noted the lack of automatic headlights and the need for more interior light. So these items are remedied for 2010 as well.

Steering in the tester was responsive without being twitchy, and the steering wheel seems smaller in diameter than in many other SUVs, which I appreciated.

The RDX interior is well laid out and easy to understand. Buttons and knobs aren't gimmicky, and the display screen atop the center of the dashboard is decent sized. I liked that there wasn't an overpowering leather smell to the interior.

The back seat is comfortable for adults, with 37.7 inches of legroom and 38.3 inches of headroom.

Cargo space behind the rear seats in the RDX totals a competitive 27.8 cubic feet and expands to 60.6 cubic feet if the rear seats are folded down.

Best of all, techies can load up the RDX with lots of new technology, including new real-time weather that makes it seem like you have your own weathercaster on board, and a note function to help you remember the artist and song you just heard on the XM satellite radio.

Acura adds V-6 to TSX sedan for first time

What can be wrong with a car that's a Consumer Reports' recommended buy, earns top crash test ratings, delivers commendable fuel economy and is competitively priced?

If the car is in the compact luxury sedan class, it better offer a six-cylinder engine in order to be considered a real contender.

This is a key reason why Honda's luxury brand, Acura, adds a V-6 to its TSX for the first time in history.

Company officials expect just 20 percent of 2010 model TSX sales to be V-6 models. But the new, 280-horsepower engine, plus revised suspension tuning and 18-inch, high-performance tires make the TSX undeniably sporty, not just mildly sporty.

Best of all, the TSX continues with competitive pricing in both four- and six-cylinder models.

Starting manufacturer's suggested retail price, including destination charge, is up just $150, to $30,120, from the base price for a 2009 model. The 2010 price is for a base, front-wheel drive TSX with 201-horsepower, 2.4-liter four-cylinder engine and either a six-speed manual transmission or a five-speed automatic.

The starting retail price for a 2010 Acura TSX with 280-horsepower, 3.5-liter V-6 is $35,660. A five-speed automatic transmission with SportShift, which can be shifted manually without a clutch pedal, is the only transmission for the V-6.

Competitors include the BMW 3-Series with 230-horsepower six cylinder, which starts at $34,425 for a 2009 model with manual transmission. With an automatic, the 3-Series sedan with six-cylinder engine starts at $35,750.

The Lexus IS 250 with V-6 generates 204 horses, which is about what the four-cylinder TSX has, but was priced at $32,180 with manual transmission as a 2009 model. The Lexus IS 350 with 306-horsepower V-6 and automatic has a starting MSRP, including destination charge, of $37,630 for a 2009 model.

Of course, there's still the matter that the TSX is front-wheel drive, while the BMW and Lexus are rear-drive cars. And sports car enthusiasts argue that rear-drive provides true sports car handling.

But there's little doubt that the new TSX is well-equipped, and its federal government fuel mileage ratings are on par with other luxury, six-cylinder-powered sedans.

Standard features on every TSX include seats trimmed in perforated leather, power-adjustable and heated front seats, power moonroof, Bluetooth phone interface, high-intensity discharge (HID) headlamps, XM satellite radio with complimentary service period, and USB and auxiliary jack connectivity ports built into the center console.

In the 2009 IS 350, perforated leather seat trim was part of option packages priced at more than $800, and HID headlamps were another $875 extra. Satellite radio and heated front seats were each a $500 option and a USB connector was a $400 option on the 2009 BMW 328i sedan.

The TSX with V-6 is rated at 18 miles per gallon in city driving and 27 mpg on the highway by the U.S. Environmental Protection Agency. While this is a decrease from the 21/30-mpg rating of a four-cylinder TSX with automatic transmission, it's still competitive with BMW and Lexus six-cylinder engines.

For example, the 2009 BMW 328i sedan was rated at 18/28 mpg, and the 2010 Lexus IS 350 is rated at 18/25 mpg.

The test Acura TSX V-6 had excellent fit and finish, with no body gap or trim piece out of place even a smidgen.

And the engine, with 254 foot-pounds of torque peaking at 5,000 rpm, punched the car forward easily from stop lights.

Even though the TSX with V-6 is some 200 pounds heavier than the four-cylinder TSX, it sure doesn't feel like it. The car feels light and more at ease at high speeds than the four-cylinder TSX, thanks to the increased engine power.

The shifts were smooth through the transmission, unless I worked it manually for even more gusto. The SportShift actually held downshifts so I could use engine braking on downhills.

In city traffic, this Acura got up to speed limits so quickly I had to consciously watch the speedometer to keep from going over.

Unfortunately, Acura still recommends premium gasoline for all models of TSX, even the V-6 version. So filling the 18.5-gallon tank these days can cost more than $50.

The car was quieter than I had remembered its four-cylinder predecessor being. Acura officials said they've updated the old noise-cancelling system used to reduce low sounds.

The new Active Sound Control works on high-frequency noise during cruising, and it doesn't try to counter the throaty exhaust sounds that drivers like to hear during acceleration with the V-6.

Still, there was some road noise from the new, larger tires. Note that neither the Lexus IS 350 nor the BMW 3-Series come standard with 18-inch tires and wheels.

TSX brakes were updated for the higher engine power and worked strongly in the test car.

I especially appreciated the work done on the TSX electric power steering, which was adjusted for the 2010 models with V-6 so there's a more direct driver-to-wheel sporty feel.

All controls in the 2010 TSX were well-arranged and within easy reach so it didn't take a lot of time to familiarize myself with the car and start driving.

Front seats, in particular, are nicely supportive. Back seats have decent legroom of 34.3 inches for a compact sedan. And rear-seat headroom of 37 inches is on par with the Lexus IS.

Trunk space, too, at 12.6 cubic feet is good, especially considering the rear seatback splits and folds down for additional cargo room when needed.

All safety equipment, including six air bags, traction control and electronic stability control, is standard.

2010 Acura TSX

BASE PRICE: $29,310 for base model; $32,410 for four-cylinder TSX with technology package; $34,850 for TSX with V-6.

AS TESTED: $35,660.

TYPE: Front-engine, front-wheel drive, five-passenger, compact sedan.

ENGINE: 3.5-liter, single overhead cam, 60-degree V-6 with VTEC.

MILEAGE: 18 mpg (city), 27 mpg (highway).

TOP SPEED: NA.

LENGTH: 186.1 inches.

WHEELBASE: 106.4 inches.

CURB WEIGHT: 3,680 pounds.

BUILT AT: Japan.

OPTIONS: None.

DESTINATION CHARGE: $810.

Review: 2010 Acura RDX

Almost four years since Acura released its first turbocharged vehicle, the part crossover, part urban wagon RDX. For 2010, Acura brings to the market a facelifted version of the RDX, which sports a fresh new exterior look, a more luxurious interior, and a host of new technological features.



With Acura describing the vehicle as the most competitive priced luxury crossover vehicle in the market, the RDX incorporates dynamic handling with all weather capability even though it isn’t an off-road vehicle. The 2010 Acura RDX also offers a more fuel-efficient front-wheel drive option for the first time, a move that was pre-empted to lower the base price of its lineup, starting at $32,520 and going up to $34,520 for the all-wheel drive version, as well as appealing more to customers who live in warmer climates and those who don't need the safety of all-wheel traction.

One might draw similarities to the Honda CR-V but the 2010 Acura RDX is in a completely different league to its corporate cousin. The sportier ensemble with the new Acura corporate grille and sloping rear gives credence to the styling approach aimed towards a sleeker looking vehicle. The 2010 offering adopts 18-inch wheels, revised front and rear bumpers, and more modern tail lights. Inside, the RDX is a lot more driver oriented with the makeover boasting a more upmarket-tech look that includes new climate controls, ambient lighting, leather seats and a generous use of metallic trim.

The fourth incarnation of the RDX is equipped with a turbocharged 2.3-liter four-cylinder engine incorporating computer-controlled ‘intelligent’ i-VTEC adjustment of the intake and exhaust valve actuation. The end result is an output of 240 horsepower at 6,000 rpm and 260 pound-feet of torque at 4,500 rpm. Teamed with a sequential 5-speed automatic transmission, which allows the transmission to function in a conventional automatic mode or controlled manually via steering-wheel-mounted paddle shifters, the RDX will sprint from 0-60 mph in just under seven seconds.