Phoenix, Ariz. • The need for an entry-level Acura has been a reality since the brand’s inception 25 years ago. In the early days, it was the Integra. Later, it was followed by the Canadian-only EL and recently departed CSX. The last two were based on the Honda Civic but dressed to appeal to a more affluent buyer. The ILX is the new gateway to the brand. As with its predecessors, it, too, is Civic-based, but it enjoys significantly more separation than its predecessors.
An Acura would not be an Acura without a lengthy list of amenities. In this instance, there are three basic trim levels and two standalone models. The base 2.0-litre ILX anchors the range. It arrives with keyless entry and push-button ignition, Bluetooth and a power sunroof as standard equipment. The mid-level Premium adds leather seats, heated front seats, a 360-watt audio system with active noise cancelling, a rear-view camera, 17-inch wheels, high-intensity-discharge headlights and fog lights. The high-end Technology brings navigation, HomeLink and the same 10-speaker ELS surround-sound audio system found in other Acuras. The standalone models are the sporty 2.4L ILX, which mirrors the Premium content-wise, and Acura’s first Hybrid, which enjoys all of the Technology’s toys.
Perhaps the biggest separation between the Civic and ILX is found in the cabin and, specifically, the instrument panel. It is conventional in its layout and dispenses with the Civic’s two-tier design. This makes everything far more intuitive. Throw in rich materials and there is little to dislike. There’s also plenty of space — including the room needed to accommodate three in the back seat — and a large 12.4-cubic-foot trunk.
The base ILX is powered by a new-to-North America 2.0L four-cylinder that produces 150 horsepower and 140 pound-feet of torque. It is offered with a five-speed manumatic transmission that features paddle shifters. The combination delivers a crisp turn of speed and it does so without being noisy. Indeed, the most impressive part of the ILX, at least in Premium and Technology guises, is the overall quietness of the ride. It boils down to the insulation measures and said active noise-cancelling system. In much the same way as noise-cancelling headphones, it works by creating a sound that counters the intrusive one. In the end, it makes for a very quite ride.
The ILX equipped with the larger 2.4L engine is a blast to drive. It feels so much more alive because of the 201 hp and 170 lb-ft of torque at the driver’s disposal. It will only be offered with a six-speed manual transmission. As is true of the brand, the gearbox’s gate is defined, the throws are short and the clutch is both light and progressive. It all means the driver can snick through the gears with the speed and precision needed to wring the best out of the engine. It really loves to rev and rewards the driver when it is working at the top end of the rev range and i-VTEC is doing its thing.
If I had a wish, it would be that both the 2.0L and 2.4L models had a second transmission choice. There are many who would gladly stir their own gears in the base car and, as a side benefit, get the best out of the 2.0L engine. Conversely, the 2.4L is a hoot to drive, but for someone who commutes in heavy traffic on a regular basis, the manual is not the best choice. Hopefully, Acura will see the light and expand the ILX range to include both transmissions in both cars.
The ILX Hybrid mirrors the Civic in that it employs a 90-hp 1.5L four-cylinder engine and a continuously variable transmission (CVT) with a 20-hp electric motor sandwiched between the two. This gives the Hybrid a net system output of 110 hp and 127 lb-ft of torque. Where it differs from the Civic is that throttle response has been tuned to be sharper across the operating range. For me, however, it is the weak link of the trio — I don’t like CVTs, which probably explains my apathy. However, if fuel economy is paramount, the Hybrid works as it is rated at 5.0 litres per 100 kilometres in the city and 4.8 L/100 km on the highway.
When it comes to the ride and handling side of things, the ILX strikes a great balance between the need for comfort and the driver’s desire to carve a corner. When loafing along, the ride quality is very good. Step on it and the whole lot hunkers down and delivers crisp handling.
The secret lies in the adoption of amplitude reactive dampers. The amount of suspension travel dictates the level of damping — small inputs deliver a comfortable ride, while the larger inputs caused by cornering firms the damping to control unwanted body motion. I also liked the feel and feedback afforded by the steering. It is crisp and direct without needing constant correction on the highway. In the end, the base car and its P205/55R16 tires is best described as good, while the uplevel models wearing P215/45R17s feel so much sharper.
The ILX is an important addition to the Acura lineup. With the truck side currently floating the brand, the need for a car that sells in numbers is becoming all the more important. Acura expects to sell 5,000 ILXs. When it lands later this spring, the ILX will be priced at $27,790 for the 2.0, $29,990 for the 2.0 Premium and 2.4 Dynamic, $32,290 for the 2.0 Tech and $34,990 for the Hybrid.
