Acura RL 3.5

REVIEWS AND ROAD TESTS

Coming Soon: The Next Generation

To encourage people to get behind the wheel of a 3.5RL, Acura’s sales pitch focuses on selling price and fuel consumption, two topics the competition prefers to ignore. Acura’s rational argument seems to be designed to get people to reflect on the price they’re paying and the real advantages they’re getting from the technology bidding war in which all manufacturers in this niche are engaged. Fine and dandy - but could this possibly be a trick to make us forget its current form? After all, it’s obvious that the 3.5RL doesn’t have the visual appeal it needs to stand up to the competition.

With the 3.5RL, Acura is betting on technical solutions that are diametrically opposed to those of its rivals, supposedly without sacrificing an ounce of luxury, comfort or sophistication. But it ’ s a lost cause, since Acura now depends on its new model, spirited by an 8-cylinder engine.Acura makes its intentions clear with the luxury appointments inside this model. Leather abounds on the seats and door panels, with (fake) woodwork added for warmth. The dashboard instruments are housed in three cylinders of different sizes, which is reminiscent of the Japanese cars of the 1970s. The ignition is also in the dash, crammed in between the steering column and the bulge in the central console. The main controls are easily accessed by the driver, and only the traction control and cruise control switches are hidden by the steering wheel rim. Four adults can sit comfortably in this car, but some models from the competition offer more room and unfortunately for Acura, more cargo space as well.On this level, the 3.5RL is more of a disappointment. Perhaps it should be judged more on efficiency, in which case its performance is staggering. This engine is so quiet, you’d think it was napping, but hit the pedal and it really kicks up its heels. The car accelerates well and has energetic pick-up (despite a bit of a hole between third and fourth). Basically, the 3.5RL zips along without showing the slightest sign of fatigue. The suspension absorbs bumps nicely, provided the road surface isn’t too badly deteriorated, in which case it loses face. Braking is reassuringly stable, and the steering, while a little light, is careful not to reveal which wheels are driving this car. In short, the 3.5RL is astonishingly agile (despite significant roll on tight corners) and its turning radius is ideal.

One small tip: go for the TL, which is more fun, more exciting and much less expensive.

PROS Comfortable ride Impressive agility

CONS
Unexciting handling
Limited passenger room
Automatic transmission ratio

CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: no data
New wheels
Onstar available
More power

 2003 Japan

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Acura NSX 3.0

REVIEWS AND ROAD TESTS

Timeless? Hardly. Aesthetically, the NSX just doesn’t have it anymore. And when you come right down to it, did it ever? The model formerly known as the Japanese Ferrari owes the attention it gets more to its rarity than it looks. However, from the technical standpoint the NSX has all it takes to make car enthusiasts break out in a sweat. Honda’s engineers have slaved away to add a host of features that give the NSX an aura previously exclusive to Porsche, Ferrari or Lotus, to name only the most illustrious makes of this particular ilk. Quite a feat!The NSX has two seats in the purest sense of the term and its satin soft cockpit barely offers more head or leg room than that of small and medium-sized cars. Its low-set seats, gracefully sculpted in the ergonomic tradition of true sports cars are designed to facilitate good support-while still allowing the slightly stocky to feel completely at ease. Visibility isn’t perfect, but on what sports car is it? Plus the air- conditioning has to be on high to clear out the stifling heat of the interior. Finally, as space is limited, there are just two small baggage compartments-one in front, the other behind.People say the NSX- T is docile, which is true. This sports car is quite civilized next to many of its more physically demanding rivals. And, while it is docile, drivers will quickly reach their limits-not necessarily the same as those of the car. At this point, things could go haywire, because a mid-engine car like this is not very forgiving of a beginner’s mistakes. If you pull your foot off the pedal during a hard turn, you may feel like the brake lights are spinning toward you. The NSX-T quickly becomes lighter and less stable at higher speeds. Faster than 200 km/h, the front end loses its balance and requires constant vigilance. The six gears are properly staggered, while the automatic SportShift transmission makes it easy getting around town-like offering you manual control when you want it.

PROS
 Surprisingly docile
Admirably well designed interior
Exotic AND reliable

CONS
Sometimes tricky handling
Front end lifting at high speeds
No more technical or design innovations

CRASH TEST (five stars indicate the best protection)
Driver: no data Passenger: no data
New front and rear fascias
2002 Japan

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Acura MDX 3.5

REVIEWS AND ROAD TESTS

Successful genetic manipulation After securing the quality and reliability reputation of its luxury cars, Acura wanted to venture into new territories. Its first attempt was made in the American all-terrain vehicle segment, with a disguised Isuzu Trooper called SLX, later replaced by the Acura-built MDX.

The MDX is a brand new vehicle in a segment that is just as new, the Genetically Modified Vehicle (GMV). In fact, the MDX is not exactly a traditional 4X4 , nor is it a minivan, from which it is derived.

In less than a year since its introduction, the MDX is already playing trouble-maker in its category, with over 2,000 sales. Lexus RX300 and Mercedes ML sales have dropped by 29.3% and 39.5%. Only BMW ’ s X5 and Buick ’ s RendezVous (combined with Aztek sales) saw their sales figures increase.

In 2002, Acura is subtly touching up the MDX with re-modeled exterior mirrors, intermittent rear window wiper and new exterior paints. Nothing worth hiking up the sales price, already at $47,000. This price includes leather, heating buckets, air, side air bags, power windows, CD player and sunroof among others, on every MDX that comes out of the Alliston, Ontario plant. Unlike most competitors, the MDX offers as standard equipment a third row of seats to accommodate seven people.

The driving position is high and visibility is flawless, except for the blind angles created by the third roof pillar and bulky headrests. Front seat access, comfort and support are very good, but no foot rest can be found. In the back, a medium size adult will be seated lower, with knees higher and in the winter, exiting will be a problem with the presence of the wheel pits. But there is worse: access to the third row of seats will be reserved to young children or gymnasts. Under the hatch, the trunk is quite small unless the third row of seats is removed, and the threshold is quite high for lading heavy or cumbersome objects.

The typical buyer will enjoy the abundant storage, accessible and handy, although the Buick RendezVous is superior in that regard with its two tier central console that can accommodate a laptop computer, a cell phone, sunglasses and handbag.

The dashboard style cannot be called bold except for the central console equipped with a cathode display showing redundant air conditioning and sound settings, while a comprehensive navigation system is offered south of the border. And ironically, primary controls for these same systems have been moved out of the way to insert this display. Making things complicated has never been so simple!

But this is very little inconvenience in comparison to the global style, comfort and enjoyment of this MDX, associated with the brand ’ s rational qualities. Some of the plastics used, however, could be upgraded on a vehicle in that class. While the Buick RendezVous hardly hides its minivan origins, the MDX almost makes us forget it is actually a 4-wheel drive Odyssey (Honda). Acura engineers have made a real good job at that, like Lexus engineers with the RX300, from on a Camry platform.

With the MDXm Acura is aiming directly at the Lexus RX300. Even the base price is almost identical. The MDX has a thicker, heavier body that is compensated by a 3.5-litre, 240 hp V6 engine, more performing than the Lexus 220 hp 3.0-litre. Channelling that power to the wheels is a 5-speed semi-automatic transmission that helps the MDX accelerate 0-100 km/h in 9.34 seconds, while drinking 12.8 litres premium fuel per 100 km. The MDX drives and performs very much like the RX300, although less manoeuvrable and noisier than the Lexus. Unlike the RendezVous and others, the MDX drives effortlessly on the highway, its favourite grounds, but like many other vehicles in this category, remains sensitive to side wind.

The MDX is built around a self-supporting body instead of a distinct chassis like many 4X4. Despite a button that transfers up to 56% of the torque to the rear wheels (only in the first two gears and at speeds below 40 km/h), the MDX does not feature a low range, essential for off-road driving. But if you ever try off-road with the MDX, remember its tires are in no way adapted to such conditions, the engine brake is inexistent, the emergency brake is foot (and not hand) activated, the ground clearance is quite low and too tight approach and exit angles will get you stuck very quickly. Don ’ t count on Acura ’ s road assistance to get you out of trouble. Are you sure you want to take it in the woods?

Take note that the MDX can pull a 1,588 kg (3,500 lb) while a traditional utility easily pulls up to 2,268 kg (5,000 lb) load). This may mean a lot for campers and boat owners.

As a conclusion, let ’ s say that in its class, it is probably the most versatile and pleasant to drive. Roomier than the RX300 and more refined than the RendezVous, the MDX deserves the affection of its current owners.

PROS Rich and comprehensive equipment
Visibility
Room for up to 7
 
CONS
Poor off-road capabilities
Trunk capacity (with 3rd seat up)
 Sound level

CRASH
TEST (five stars indicate the best protection)

Driver: no data Passenger: no data

New model in 2001

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Acura EL 1.7