It has been two years since we last looked at the ILX, and my conclusion went like this
2.4L engine needs an automatic and some infotainment love, the 2.0L engine needs more grunt and the hybr id should be euthanasia. Without such changes, the Acura ILX will last a reasonable civic level, but as a new competitor found mojo Buick, Acura has some catching up to do.
2016 brings what I expected: a refresh cycle medium with a new nose and new rump to keep fresh pictures. What I did not expect was for Acura also address the major mechanical systems that we all complained. Nor did I think the ILX to be so transformed by a "simple" heart transplant. the ILX can live up to the legendary Acura Legend? I hung the keys to a model A-Spec Technology More "to find out.
Exterior
Acura is not the kind of company that dishes out a bold design after another, especially as the "beak" Acura went bad. Accordingly, this ILX, like its predecessor, the heart plays conservatively style of the traditional buyer Acura.
As has been said in the past, the ILX is linked to the Honda Civic, but the relationship is over third cousin sister. The ILX never shared sheetmetal and glass with his plebeian platform and companion ILX is not a mere re-skin either. Although the wheelbase is shared with the Civic, almost every hard point was changed from the A-pillar moved 8 inches rearward, trunk and door openings altered to the lowered roofline, the 2016 action ILX as the Civic with the original Chrysler 300 shared with the Mercedes E class.
As expected, Acura traded in a set of full-LED headlamp style after the multi-beam modules, we saw first in the MDX and RLX, still massaging the front end more like the greater TLX. The quest Acura ILX to give more of a "corner like" appearance rather than a hood height results in a sharp enough edge to the side profile. At the rear, the changes are minimal, but the a-Spec trim our tester was calm gives the sedan a little more style and a chrome strip tasteful spoiler on the trunk.
inside
inside part quality is in line with the Buick Verano, which, as expected, is a notch below the more expensive A3, CLA, S60, iS 250 and 320i. as would s await in a "near-luxury" vehicle, most ILX touch points are soft plastic but you will find hard plastic that hides the faux-metal trim and constituting the major part of the center console. the comfort of the front seats is good, but the lack of lumbar support is amazing. All models receive a drivers seat electrically adjustable 8-way, but only the upper linings offer the memory seat or passenger seat. An important side effect of Acura changes to the roof line of the platform is a limited margin. Headroom is further limited at the front by the standard sunroof, an interesting feature of great value, but at 6 feet tall my head failed to touch the ceiling in millimeters. Acura will undoubtedly show the largest purchas ers of TLX.
seats behind the ILX is a little less comfortable than the Verano, but a step above the mainstream compact segment with more support thigh for adults and much more space than the Mercedes CLA, Volvo S60, and despite of the fact sheet says otherwise, the A3 sedan as well. The key seems to be in place for the rear legs when the ILX and shine before combined. On the downside, Acura chose to share part of the rear seat with the Honda Civic ILX giving a folding bench 100% which is much less convenient than the most common variety 60/40. It would not be a problem if the trunk had increased in 2016, but is still stuck in a smallish 12.3 cubes, smaller than the Verano, Lexus CT or Mazda3.
Speaking of the Mazda3, the little Mazda is in many ways similar vehicle despite Mazda and Acura targeting different demographics. Interior quality of parts is quite similar, although the ILX is more of a mixed bag via the apparatus of both the Civic and TLX. Where they differ is in particular the steering wheel systems, dashboard and infotainment where shares ILX more strongly with the more expensive Acuras, while Mazda is somewhat constsient spendy but not the rooms.
To keep things simple, Acura includes functionality in packages, leaving virtually no independent options. The base model comes well equipped with dual zone climate control, infotainment display of 5 inches, LED headlamps, Bluetooth / iDevice integration, rearview camera, keyless entry / go and a cabin air filter $ 27.00. Since the base model is rarely the head of volume, the second pad is the most interesting because the $ 29,0 "AcuraWatch Plus" trim adds adaptive radar cruise control, collision warning, collision mitigating autonomous braking, keep track warning, lane keep assist, and electric pre -tensioning front seatbelts. This security system package is included with each trim above as well, which makes the ILX one of the cheapest with this kind of quasi-standard technology vehicles. (If you want everything in your TLX it will cost you $ 42,0). The $ 29.00 Premium adds leather seats, blind spot monitoring, the detection of cross-border traffic, XM radio and a basic sub-woofer system with 6 speakers, swaps 5 inch i nfotainment screen for a system dual screen with an 8-inch high display in the dashboard and a 7-inch touch screen in the lower dashboard. The last jump is the Technology package adds $ 32.00 navigation from the factory to the 8-inch screen, 10-speaker, AcuraLink (Acura response to OnStar), a backup cam improved color LCD in the dashboard and GPS-reading / sending solar climate control system. The only option is the Sport trim package $ 1.999 A-accelerated compensation to the buyer of the 18-inch wheels, fog lamps, faux-suede inserts in the seats, a spoiler and aluminum pedals.
Acura is not as polished as the BMW iDrive, but it is considerably snazzier you find in any mass market competitor like Mazda. The basic system is behind the touchscreen radio Verano, while the system with two screens ahead in elegance. Why two screens? Engineers say the concept is: the lower touch screen handles the audio, which releases the upper s creen for navigation and other tasks. My opinion of the system has improved since I met on the MDX, but I still think that the pot needs more time in the oven. You can skip tracks / albums using the touch screen, but changing playlists or more detailed navigation requires rotation / joystick down in the dashboard and the 8-inch screen at the top. In my mind, this kind of kills the proposed sale dual screen. On the positive side, the system is very responsive and the graphics are high-resolution and attractive. Compared to the other entries in this segment, it lacks online connectivity features found in Volvo Sensus Connect and latest Audi MMI, but offers more screen real estate and a more modern feel what the connected system.
Training
When it launched, the ILX borrowed the full line-up engine of the Civic, including the dull 1.5L engine, 5-speed auto, hybrid underpowered and rev-happy 2.4L Civic only if coupled with a manual 6-speed. The 2.4L engine was the only worth buying the engine but the slow manual sales meant it was a small portion of the sales pie. For 2016, Acura dropped all three engines for the 2.4L direct injection engine with four cylinders of the TLX. Closely related to the 2.4L in the Honda Accord, the "earthdreams" engine is set for slightly higher output. At 201 horsepower and 181 lb-ft of torque, it seems similar to the 2.4L Civic Si until you look at the power and torque curves. Thank you to the new design, and the direct injection system, both power and torque low RPM arrive and stay strong at higher speeds.
The sending power to the wheels is the same 8-speed transmission with double clutch largest Acura. DCT are not new, but Acura takes things a step beyond Audi and Mercedes unit with 8-speed and a torque converter thrown in for good measure. The biggest problem with DCT is their performance at low speed / start unrefined coast. The torque converter solves this by allowing the clutch to fully engage first gear at low speed.
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On the surface of things, transmission Frankenstein sounds like the unholy union of all that is wrong not with an automatic and a manual. Part of this is because early adopters DCT told us that torque converters are the root of all evil and DCT were so blinding effective than the relatively poor performance is offset by 0-10 10-60 brilliant performance. In fact, the combination creates one of the most beautiful drives in the world. No kidding. The Acura DCT is level with the six-speed ZF 8-speed automatic. Rather than hinder performance, the torque converter improves acceleration off the line, because it can transmit more power in the process of slipping clutch can. After initial startup, the converter spends most of the time "locked" giving the transmission of a very linear feel, similar manual. When switching is called for, it offers the speed of a dual clutch transmission (slightly faster than most ZF offers) and smoothness of an automatic, because the torque converter is temporarily "unlocked" to absorb vibration during travel. My only complaint is that Acura has not jam at least one low-pressure turbo engine 2.4L because this transmission deserves more power. Or AWD, or both.
The difference in refinement is immediately noticeable when driven back to back with wet clutch DSG A3 and the night and day different from the DCT in the Mercedes CLA. (The Mercedes transmission has been improved, but is still shockingly rough around the edges). Probably in large part to the new transmission, 0-60 time is a full second faster than the 2.4L model 2015 and a flamboyant three seconds faster than 2015 base model. Some of the credit goes to the new engine because the engine Civic Si has to scream like a leaf blower to provide maximum thrust. This engine has a tape drive suitable couple more luxury. In absolute terms, the second sprint of 6.2 to 60 is faster than the Verano Turbo we tested, faster than the A3 2.0T, IS 250 and only 4 / 10ths slower than the CLA 250 and S60 T5 Drive -e.
Handling has never been a problem with the ILX and continues for 2016, despite what people may say of CR. The curb weight of 3,093lbs light is impressive, not only because it is less than 100lbs lighter A3 in America and about 0lbs lighter than CLA 250, but because the ILX is 6 inches more than German also. With a similar distribution of weight to the A3 and CLA and 225 / 40R18 (A-Spec), you expect the ILX running with the sportier entries in this pack and you would be right, with a twist. The light weight of pavement and wide tires offer excellent grip, but even in the A-Spec cutting ILX avoids bruised kidneys with surprisingly fine suspension. "The shock absorbers with two valves" Acura allow amortization to be firm and roll to be well controlled in most conditions while enjoying great imperfections as a sedan with a softer suspension. The system keeps 95% of the Civic road holding ability If, while offering a more composed driving the turbo Verano. Similarly, the steering is a little less direct than the Si, but gives a better feeling than the Buick. The ILX lack precision and amazing grip youll find in the CLA, but considered as a whole ILX is the best place because it lacks the jarring turn of CLA with the sports package, but leaves little grip in the process. CLA is a hoot and a half on your favorite road winding mountain but the ILX is the kind of car you can also stick your mother-in-law and not think that you went "all boy-racer" after 30. limits are lower in the non-a-Spec trim largely because of wide 215 tires, but the conduct of the ILX back-to-back with an Audi A3 1.8T made me question the health mental people from Consumer Reports that rebuked treatment. Go figure.
Fuel economy was a concern of mine because of the torque converter, and indeed, I mean 2 mpg less than the EPA combined 29 mpg, but that may have had something to do with my driving style. ILX treat gently, it was possible to get 35 MPG on the baby Acura on the open highway beating most entries in this segment and matching new Drive-E Volvo engines.
Despite sharing very little with Honda Civic and not search as a fancy Civic, 2015 ILX felt like a fancy Civic. Now there is nothing wrong with that per se (after all the success of the Lexus ES is largely due to the fact that for many years he was little more than a fancy Camry), but this is not the Acura brand as the faithful remember. This ILX however is Acura. The powertrain and excellent pricing system, more than the infotainment system or LED projectors are the reason. Of course, the ILX is some plastic reduction, but within the whole feels like a TLX which was ruled a Civic that has been "tarted up." While old ILX could not be compared to the Verano, Mazda3 and similar vehicles with a straight face, the 2016 model is different. No, I would not say that direct competition to the 320i, IS 250, 250 or S60 CLA itself, but with prices up to $ 10,000 less than comparable models with the ILX is indisputable replacement value . While Acura RL may have replaced the legend in 1995, 2016 ILX is his true successor.
Acura provided the vehicle, insurance and a review of gas
Specifications as tested
0-30: 2.4 seconds
0-60: 6.2 seconds
1/4 Mile: 14.8 @ 95 MPH
interior sound level: 72dB @ 50 MPH
observed average fuel economy: 27.1 mph on 981 miles
