The brand's amazing diversity, and rare engineering skill, translates into a car that delivers effortless performance. Unlike a
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| The RSX won't overwhelm its occupants with forward thrust, but rather leave its rivals far behind when the road starts to wind. (Photo: Trevor Hofmann, Canadian Auto Press) |
V8-powered Mustang GT, mind you, the RSX won't overwhelm its occupants with forward thrust, but rather leave its rivals far behind when the road starts to wind. The 2005 version has been lowered by 7 mm (0.3 inch) to improve aerodynamics, road-holding and make it look more hunkered down to the pavement. While it's been so long since I drove the previous version that I can hardly tell how much better the new RSX Type S is, I found it sensational in the curves when pushed. Important is how Acura has made it as agile as it is without giving it a jarring ride, all too common in this class of car. The RXS, even in more rigid Type S trim, is wonderfully compliant, something I could drive every day. While the Type S gets a tighter suspension and new 17-inch alloy rims on 215/45R17 performance tires, its less powerful stable mate
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| The Type S gets a tighter suspension and new 17-inch alloy rims on 215/45R17 performance tires. (Photo: Trevor Hofmann, Canadian Auto Press) |
also benefits from a revised 20 percent stiffer steering rack featuring new geometry that reduces friction by up to 50 percent, plus a 20 mm increase in castor trail, and a 30 percent stiffer performance rod. Both models achieve a 22 percent increase in overall body stiffness too, while longitudinal rigidity is up by 8 percent. The result is a better ride with improved handling, enhanced crash protection and reduced interior noise. Acura also took measures to upgrade the new car's sound deadening, reducing wind and road noise, while adding dynamic dampers to the engine mounts to reduce what was a booming noise emanating from the engine bay.
