2009 Acura CSX Tech Review

There’s the Honda Civic, and for those who want to enjoy the essence and values of the popular Japanese compact in a more luxurious package, there’s the Acura CSX.

Exclusive to Canada, this entry-level model from Honda’s premium division is a nice example of the distinct character of our automotive market. Here, and especially in Quebec, buyers are more interested in smaller cars than their American neighbors.

Make no mistake: the Acura CSX is a high-end Honda Civic!

The CSX is a clone of the Civic (you'd have to be blind not to realize it). Since 1996, when the Acura 1.6EL started the trend, workers at Honda’s No.1 assembly plant in Alliston, Ontario, have been building Civics and little Acuras on the same assembly line, with the latter receiving juiced-up powerplants and additional features.

Three trim levels
The 2009 Acura CSX comes in three trim levels, all featuring a 2.0-litre, 4-cylinder engine. Most Civic sedans, meanwhile, make do with a 1.8L unit.

Both the base model and the Tech variant (as tested) produce 155 horsepower, making them a bit livelier than the 140-horsepower Civic EX-L. As for the CSX Type S, it shares its engine with the sporty Civic Si. This high-strung performer cranks out 197 horsepower, enough to turn this sleek compact sedan into a surprisingly-capable machine, one that can sprint to 100 km/h from a standstill in just 7 seconds.

That’s great, but the CSX I put to the test was more, shall we say, pedestrian. Mated to a 5-speed automatic transmission, the fastest time it ever pulled off from 0 to 100 km/h was 9.23 seconds. An ordinary Civic DX with manual gearbox is just as fast yet sells for nearly half the price!

Apples with apples!
Of course, as the folks at Honda Canada were quick to remind me, we’re not talking about the same cars, here. Fine. Let’s compare apples with apples. If the CSX Type S is the premium equivalent of the Civic Si, then the CSX Tech is the same for the Civic EX-L. The former boasts an additional 200 cc’s, 15 horsepower and 11 pounds-feet of torque. That’s it.

The 2.0-litre, 4-cylinder engine of the CSX Tech is slightly more powerful than the 1.8L unit of the Civic EX-L.

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

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.

2009 Acura CSX Type-S

For quite a while now, Canadians have had an option their neighbors to the south have not had when buying compact cars — an Acura version of the dutiful Honda Civic. That option continues on with the power-plenum enhanced 2009 Acura CSX Type-S, here spotted fresh off the truck, still wearing transit booties. The $34,000C Type-S gets an impressive list of standard features and a rather sporty set of wheels along with unique tail lights. If you live in the great white north, head on over to your dealer and find out what the fuss is about.