![]() The steering loads up nicely and offers a good amount of grip feedback through the grapevine. That’s one of the finer points of the ILX experience and at its limit, it feels like a proper driver’s car from the 90s. Though conflicting as it may be, some might argue that anything is better than listening to the droning and buzzing of a Honda CVT, and I’d agree. ![]() When you get that engine warmed up and hit nail biting speeds, the gearbox is suddenly alert and caffeinated, and shifts as quickly as a Volkswagen Golf R. It’s odd because that only seems to happen when driving politely and gently. The system can’t seem to make up its mind on how to shift, what revs are optimal, and what it should do, even when you’re controlling the paddles. The downshift can take one second, two seconds, or sometimes even three. Pleasant and unnoticeable when left to its own devices, it’s only when you take command of the gears that the vices rise to the surface. It doesn’t take away from the fact that the gearbox is lethargic, inconsistent, and is miles behind in reactivity and responsiveness compared to Volkswagen’s DSG unit. The ILX gives us a bit of that sensation. The same goes for the ILX, and though it may not be the most efficient example on the modern market, we’ve been pining to get behind an S2000 for quite some time. It reminds me of Honda engines of yore, sweet-sounding reactors that only got better the higher you revved it. Sure, the 8-speed dual-clutch gearbox is a slow-shifting clutz, and most of the power lives on the right half of the tachometer, but that means you actually have to work for your acceleration, a refreshing change from the laziness of a torque-filled turbocharged engine. It rewards fast driving and the ability to trigger its 6,800 rpm redline. The sole engine choice is a free-revving 2.4-litre inline-four unit that carries a great deal of personality. Personally, I find the ILX refreshingly analog, and it offers an incredibly characterful driving experience that you won’t find in modern day vehicles. Depending on who you ask, that’s not exactly a bad thing. The 2020 Acura ILX lies on the last-generation Honda Civic platform, so all of its ergonomic quibbles, limited interior headroom, and outdated powertrain, are turn-of-the-decade old. While the ILX is certainly not the most well-packaged and spacious four-door, the interior is aging faster than a wine without a decanter, and the new (and cheaper, I might add) tenth-generation Honda Civic is miles more refined and attractive, the ILX still makes a compelling argument for itself in the $30,000 range. ![]() They certainly don’t make cars like this anymore: compact, analog, naturally aspirated sedans with dual-clutch transmissions and handsome styling. The Acura ILX is a blast from the not so recent past. ![]()
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |