Brakes are excellent, four-wheel discs, ventilated in
front. The first time we used them they were cold and we
found they demanded a bit of foot pressure, like they needed
a little more power assist. That's typical of high-performance
brake pads, which require a little more pedal pressure and
work best once they have a little heat in them. We quickly
adjusted to them on the street and they felt perfect out
on the race track, resisting the tendency to fade under
hard use.
Both RSX models come with sophisticated 2.0-liter four-cylinder
engines. These all-aluminum 16-valve engines use Honda's
i-VTEC system, with variable-phase camshaft timing (VTC
for variable timing control) along with the proven Variable
Valve Timing and Lift Electronic Control (VTEC). The result
is impressive horsepower and high torque with outstanding
fuel economy and low exhaust emissions. The engine is mounted
transversely, but opposite the normal direction,
bringing the exhaust manifold closer to the catalyst for
improved light-off and reduced emissions at startup.
The engine that comes in the base RSX delivers adequate
acceleration perform-ance, but lacks the sporty response
of the Type-S. The base engine develops 160 horsepower at
6500 rpm and 141 pounds-feet of torque at 4000 rpm. That's
the same amount of torque developed by the Type-S engine
except at much lower rpm; in theory, that means the base
RSX should actually feel a little zippier around town. Overall,
the 160-horsepower engine is a good choice for non-enthusiasts:
buyers who want a sporty coupe, but aren't interested in
racing hot rodders for pink slips. That description fits
about 65 percent of the RSX buyers. Another benefit of the
160-hp engine: the RSX earns an EPA City/Highway rating
of 27/33 mpg (24/33 with the automatic), while the Type-S
gets 24/31 mpg. Also, the 200-hp Type-S engine needs 91
octane, while the 160-hp RSX engine can get by with 86 octane,
though Acura recommends premium for optimum performance.
The Type-S engine is much more fun, however. It revs
to 8000 rpm and it needs to be wound up to extract all of
its performance: it ultimately develops 200
horsepower at 7400 rpm and 142 pounds-feet of torque at
a heady 6000 rpm. The engine is smooth. It hums. Acceleration
is linear, without the surge of the old 1.8-liter VTEC engine
in the Integra Type R. Compared with old Integra Type R,
the RSX Type-S engine boasts a wider torque band. It's also
lighter and more compact. The Type-S engine is fitted with
a fixed intake manifold in place of the 160-hp RSX's dual-stage
intake manifold, which boosts horsepower at high rpm. Acura
says 0-60 mph in about 6.7 seconds for the Type-S.
The standard transmission is a five-speed manual and
it's the best match for the base 160-hp engine. The optional
electronically controlled automatic is a five-speed transmission.
It features Acura's Sequential SportShift system that allows
the driver to shift the forward gears semi-manually, without
the need for a clutch pedal. In SportShift mode the driver
has full control; unlike other semi-manual transmissions,
the RSX transmission will not shift up or down unless directed
to do
so by the driver. It gives the driver more control than
leaving it in Drive. Or you can simply put it in Drive and
let it do its thing. Do that and you'll benefit from its
Grade Logic Control, which reduces the tendency for it to
hunt between gears when driving on steep hills. The serpentine
shift gate makes going from Park to Drive and back again
a bit clunky.
RSX Type-S comes exclusively with a new short-throw six-speed
manual transmission with close ratios. It's been engineered
to provide the lightning-quick shift action of a racecar
transmission. It's shifts smoothly, a benefit of triple-cone
synchronizers on first and second gears, and double-cone
synchros on third through sixth.
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The RSX is based on Honda's new
Civic platform, which has its advantages and disadvantages. Gone
is the trademark Honda / Acura double-wishbone front suspension,
replaced by conventional, cheaper-to-build MacPherson struts.
That's not a fatal flaw in a car with the RSX's sporting
intent, because even with the struts, proper suspension
tuning can still deliver impressive handling and steering
response. And suspension tuning on the RSX is different
from that of the Civic.
