The Acura RSX is all about driving, and in both versions, it's a blast. Acceleration is brisk in the RSX, darn quick in the Type-S. All the controls work well, with solid brakes, accurate and sharp steering, and predictable handling.Suspension settings on both of the RSX models were revised significantly for 2005 for better handling. Camber and caster were revised for better roadholding and more predictable steering. The new suspension settings also lower the center of gravity by 7 mm, which helps reduce body roll. Ride comfort is improved (although it's still stiff) through the use of revised bushings and damper seals. Anti-roll bars on both models were widened and thickened, from 23mm to 25.4mm with a wall thickness of 3.0mm up from 2.8mm in previous models. The Type-S bars go from 23mm to 26.5mm, and the wall thickness is revised from 2.8mm to 3.5mm. The Type S also gets a stiffer strut tower brace, further helping the steering response. And, as previously mentioned, the steering rack itself was revised with a shorter ratio for better response, resulting in quick response that doesn't feel darty. In the rear, the spring height was reduced on the Type-S, further lowering the center of gravity. The rear anti-roll bar diameter was also increased from 19mm to 21mm.
The revised suspension settings add up to a car that feels sharper and more finely honed than its predecessor. While it is more compliant, the ride is still stiff. However the benefits in handling are immediately noticeable. Overcook a corner and the car understeers, but a gentle easing of the throttle or a moderate tap of the brakes will tuck in the nose and help rotate the rear end. The RSX is one of those cars that rewards skilled drivers, and feeds a lot of rope to the unskilled ones before they hang themselves.
The shifter is a joy, placed perfectly next to the wheel. The feel of the shifter in the Type-S has been revised and it really shows with crisp, accurate shifts.
Step on the brakes and you're rewarded with solid pedal feel, thanks to a larger master cylinder and a more rigid pedal. The standard ABS helps slow the car quickly and without fade. The Type-S gets bigger front and rear rotors for even better braking performance.
The engines in both RSX models are very sophisticated, with variable valve timing, overhead cams, four-valves per cylinder and all-aluminum construction. Both models use Honda's i-VTEC technology, which combines a cam-phasing valve timing (VTC for variable timing control) with VTEC, which actually changes the valve lift. However, it works differently and for different goals in the two models. The RSX's system is tuned more for emissions and fuel efficiency, while the Type-S is designed for power. The base engine develops 160 horsepower at 6500 rpm and 141 pound-feet of torque at 4000 rpm, same as last year. Thanks to improved intake, exhaust and cams, the Type-S gains 10 horsepower, for 210 at 7800 rpm and 143 pound-feet of torque at 7000 rpm. Both engines meet strict LEV-II emissions requirements, and while premium fuel is required for the Type-S, it's only a suggestion for the RSX.
To get the most from the base engine, it's best to stick with the standard five-speed manual, a slick-shifting unit with ratios that maximize power from the engine. The automatic features Acura's Sequential SportShift, a mode that allows for manual shifting of the gears. It works well, giving the driver full manual control, refusing to shift up or down unless directed by the driver (although it won't let you do something stupid, like start from a dead stop in fifth gear). Left in Drive, Grade Logic Control keeps gear hunting to a minimum on long uphill stretches. But it's still not as quick to respond as a true manual, and fuel economy suffers a bit as well.
The Type-S is a whole other beast. The redline is much higher (8100 rpm vs 6800 rpm in the RSX), and those extra revs are where much of those additional 50 horses play. Acceleration is smooth and quick, with a surge at the top end when the cams switch to their high lift. The revised higher redline lets you stay in it longer and keep the engine in this high-lift range. It also sounds sweet at high revs, especially when the high-lift cams come online, and that in and of itself is a good enough reason to wind it out at every opportunity. The torque band is very usable, belying the reputation of small four cylinders as being gutless.
The transmission and final drive ratios in the six-speed manual have been revised to take advantage of the new power in the Type-S. About the only dynamic flaw is the lack of a limited-slip front differential. As a result, the inside front wheel spins madly under power in sharp turns under full throttle, sometimes making it difficult to get the most from the engine.
Add your own review or comments
