Motor Trend (RSX)
LUKE-RSX-S
09-05-2002, 10:24 PM
Amazing how outdated the '01 Acura Integra looks next to its replacement, the '02 Acura RSX. Yes, the '94-'01 Integra was getting old. But its many fans saw the body shell as a container for the chassis pieces of one of the best-handling front-drivers on the market, and for the kind of high-revving high-specific-output engine that Honda/Acura aficionados hold so dear. The new car is so clean, so minimalistic, so bereft of wings, moldings, and assorted bric-a-brac, the old Integra now looks like the bubble wrap the RSX came in.
Wheelbase and overall length are virtually identical to the Integra's, but the RSX is 1.2 in. wider and 2.6 in. taller, and passengers settle into a 1.6-in.-taller hip-point. A much stiffer body structure and standard seat-mounted side airbags contribute to a 103-lb weight increase (Type-S versus GS-R). The heart of the RSX-its lusty four-cylinder engine-mixes a new bowl of Honda's alphabet soup: i-VTEC with VTC (see sidebar). The VTEC/VTC combo achieves the best balance of torque characteristics and fuel consumption, while maintaining Honda's "green" image, its engineers say-the engine earns California's Low Emissions Vehicle rating.
The base model has a 160-hp version of the 2.0L twin-cam 16-valve i-VTEC four and should be priced just under $20,000 with a five-speed manual transmission. A new five-speed automatic with SportShift and a leather interior package are options.
The version you want is the hot RSX Type-S, which will sticker for about $24,000 and feature a 200-hp version of the 2.0L I-4. It comes only with a six-speed manual gearbox. The RSX Type-S' power comes on in a strong, linear fashion, with none of the variable-valve peakiness of the Integra GS-R or the 180-hp Toyota Celica GT-S. And there's enough torque down low to keep you from bogging when pulling out of a second- or third-gear corner. What makes driving the RSX Type-S so delightful is the way the engine works with the chassis, and the excellent six-speed manual gearbox. The shift throws are short (not quite Honda S2000-short) and the feel is direct and smooth, just this side of notchy.
Brakes are powerful, with good feel. (Our first drive was limited to a twisty second-, third-, and fourth-gear road course at Honda's Twin Ring Motegi facility. We'll gather some real-world impressions as soon as we can get our hands on the car again in the U.S.)
Like the '01 Honda Civic, the '02 RSX has a MacPherson-strut front suspension with a double-wishbone rear. Its cornering improves on the Integra GS-R's and control is much better. There's a bit more compliance than in the old car, but with stiff damping. More important, the car is well balanced, without the sudden snap from understeer to oversteer found in many kid racers. The transition is gradual and predictable and the chassis communicates well to your backside and to your hands. There's no traction-control system available, but the front wheels stay hooked up even when you start to reapply power well before straightening out from a turn. The car might not have the handling of a rear-drive Ultimate Driving Machine, but for those who want front-drive for any number of practical reasons, this sport coupe whittles the handling compromise down to virtually nothing.
Acura did compromise on tires, which is one of the few persistent bad habits of this automaker. Both the RSX and the Type-S get all-season P205/55R16 Michelin Pilots on 16x6.5 five-spoke cast alloys. Too bad Acura didn't go for 17-in. wheels and tires, as shown on the RS-X concept that debuted at Detroit this year, for the high-powered car. That would've conveyed a stronger sense of performance intent and served to distinguish the two versions a little more clearly. As it stands, the only visual clues separating the 200-hp and 160-hp cars are a couple of unique paint colors for each, plus Type-S badges on the tail and slightly more aggressive side-cladding under the rocker panels of the 200-hp car.
Inside, both versions come with power windows (with automatic-up for the driver), sunroof, micron air-filtration air conditioning, and leather-wrapped steering wheel. The base RSX has a six-speaker AM/FM/in-dash CD player. The Type-S gets standard perforated leather seats and a six-in-dash CD player with a seven-speaker 170-watt Bose system. A Bose Richbass woofer neatly fills the space inside the wheel of the spare tire.
The Type-S' leather seats are well bolstered, with lumbar support control. The substantial side bolsters hold you securely in place as you slalom through S-curves. However, Acura refuses to heat the seats, even as an option. Clinics say the 25- to 34-year-olds targeted don't want heated seats, but customers in the North will expect them, especially from a luxury division.
Nevertheless, the RSX Type-S comes across as a thoroughly European-style sport coupe, a small hatchback that's highly refined, balanced, understated, and loads of fun. Competitors will include the Celica, Mercedes-Benz C230K Sport Coupe, Volkswagen GTI, BMW's 3 Series hatchback (if BMW decides to import it), and even the Audi TT.
There are some formidable rivals in that list. But Acura's new RSX looks clean, lean, mean, and up to the task.
ACURA RSX TYPE S
PERFORMANCE DATA
Acceleration, 0-60 mph, sec 7.20
Quarter-mile, sec/mph 15.16/93.24
Braking, 60-0 mph (feet) 134
600-ft slalom, mph 63.92
Skidpad, g 0.82
WHAT'S HOT
All-new 200-hp VTEC four-torque included!
Fun-yet-refined handling
Crisp six-speed box, great steering/brakes
WHAT'S NOT
Seems under-tired, given performance potential
No heated-seats option
"Some like it, some don't" styling
Wheelbase and overall length are virtually identical to the Integra's, but the RSX is 1.2 in. wider and 2.6 in. taller, and passengers settle into a 1.6-in.-taller hip-point. A much stiffer body structure and standard seat-mounted side airbags contribute to a 103-lb weight increase (Type-S versus GS-R). The heart of the RSX-its lusty four-cylinder engine-mixes a new bowl of Honda's alphabet soup: i-VTEC with VTC (see sidebar). The VTEC/VTC combo achieves the best balance of torque characteristics and fuel consumption, while maintaining Honda's "green" image, its engineers say-the engine earns California's Low Emissions Vehicle rating.
The base model has a 160-hp version of the 2.0L twin-cam 16-valve i-VTEC four and should be priced just under $20,000 with a five-speed manual transmission. A new five-speed automatic with SportShift and a leather interior package are options.
The version you want is the hot RSX Type-S, which will sticker for about $24,000 and feature a 200-hp version of the 2.0L I-4. It comes only with a six-speed manual gearbox. The RSX Type-S' power comes on in a strong, linear fashion, with none of the variable-valve peakiness of the Integra GS-R or the 180-hp Toyota Celica GT-S. And there's enough torque down low to keep you from bogging when pulling out of a second- or third-gear corner. What makes driving the RSX Type-S so delightful is the way the engine works with the chassis, and the excellent six-speed manual gearbox. The shift throws are short (not quite Honda S2000-short) and the feel is direct and smooth, just this side of notchy.
Brakes are powerful, with good feel. (Our first drive was limited to a twisty second-, third-, and fourth-gear road course at Honda's Twin Ring Motegi facility. We'll gather some real-world impressions as soon as we can get our hands on the car again in the U.S.)
Like the '01 Honda Civic, the '02 RSX has a MacPherson-strut front suspension with a double-wishbone rear. Its cornering improves on the Integra GS-R's and control is much better. There's a bit more compliance than in the old car, but with stiff damping. More important, the car is well balanced, without the sudden snap from understeer to oversteer found in many kid racers. The transition is gradual and predictable and the chassis communicates well to your backside and to your hands. There's no traction-control system available, but the front wheels stay hooked up even when you start to reapply power well before straightening out from a turn. The car might not have the handling of a rear-drive Ultimate Driving Machine, but for those who want front-drive for any number of practical reasons, this sport coupe whittles the handling compromise down to virtually nothing.
Acura did compromise on tires, which is one of the few persistent bad habits of this automaker. Both the RSX and the Type-S get all-season P205/55R16 Michelin Pilots on 16x6.5 five-spoke cast alloys. Too bad Acura didn't go for 17-in. wheels and tires, as shown on the RS-X concept that debuted at Detroit this year, for the high-powered car. That would've conveyed a stronger sense of performance intent and served to distinguish the two versions a little more clearly. As it stands, the only visual clues separating the 200-hp and 160-hp cars are a couple of unique paint colors for each, plus Type-S badges on the tail and slightly more aggressive side-cladding under the rocker panels of the 200-hp car.
Inside, both versions come with power windows (with automatic-up for the driver), sunroof, micron air-filtration air conditioning, and leather-wrapped steering wheel. The base RSX has a six-speaker AM/FM/in-dash CD player. The Type-S gets standard perforated leather seats and a six-in-dash CD player with a seven-speaker 170-watt Bose system. A Bose Richbass woofer neatly fills the space inside the wheel of the spare tire.
The Type-S' leather seats are well bolstered, with lumbar support control. The substantial side bolsters hold you securely in place as you slalom through S-curves. However, Acura refuses to heat the seats, even as an option. Clinics say the 25- to 34-year-olds targeted don't want heated seats, but customers in the North will expect them, especially from a luxury division.
Nevertheless, the RSX Type-S comes across as a thoroughly European-style sport coupe, a small hatchback that's highly refined, balanced, understated, and loads of fun. Competitors will include the Celica, Mercedes-Benz C230K Sport Coupe, Volkswagen GTI, BMW's 3 Series hatchback (if BMW decides to import it), and even the Audi TT.
There are some formidable rivals in that list. But Acura's new RSX looks clean, lean, mean, and up to the task.
ACURA RSX TYPE S
PERFORMANCE DATA
Acceleration, 0-60 mph, sec 7.20
Quarter-mile, sec/mph 15.16/93.24
Braking, 60-0 mph (feet) 134
600-ft slalom, mph 63.92
Skidpad, g 0.82
WHAT'S HOT
All-new 200-hp VTEC four-torque included!
Fun-yet-refined handling
Crisp six-speed box, great steering/brakes
WHAT'S NOT
Seems under-tired, given performance potential
No heated-seats option
"Some like it, some don't" styling
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