[Celica-Zen]

If the RSX has a nemesis, it's the Celica. Each makes 100 hp per liter from its advanced engine, and each has a six-speed. The RSX does have an advantage of 20 more horsepower and 16 more lb-ft of torque, but it's also about 200 pounds heavier.

Given the nearly equal power-to-weight ratios, the cars should have had nearly equal acceleration times. A likely explanation for the RSX's quicker times is the difference in shifter quality. The RSX's shifter throws are short and precise, allowing faster shifts. One item in our 20-point evaluation category rates transmission performance. The Acura earned the highest score; the Toyota earned the lowest.

The RSX's advantages end with acceleration, however. Sixty-to-0 mph braking takes 128 feet, a figure the RSX must unceremoniously share with the Eclipse as the longest distance in the test. Slalom testing is equally unimpressive; the Celica, Eclipse and GTI bettered the Acura's 64.9 mph speed. This is partially due to the RSX's average-sized 205/55R16 tires.

At the racetrack, the RSX manages to compose itself and put together lap times that are faster than most of the group's. Its horsepower and easy-to-drive nature allow drivers to string together quick lap sessions. The thick steering wheel rim has a small diameter, allowing for quick driver inputs. The flat surfaces of a racetrack are also kind to the Acura's suspension, and the car feels controlled and balanced as it carves through corners.

This is not necessarily the case on canyon roads, as the car's new compact double wishbone rear suspension has a difficult time absorbing bumps. This can cause an unsettling feeling for the driver when bumps are encountered mid-corner. We have noticed this problem on the Honda Civic, a car with which the RSX shares its basic suspension design. Driven over the same pavement, the older Prelude, thanks to its full double wishbone suspensions front and rear, manages to feel more secure and under control. (From Edmunds.com sport coupe reviews)