So there you are, sitting around the house with that $30k in your pocket that you’ve allotted for the purchase of your next car. You’ve looked at some domestic new cars like V6 powered Mustang’s, Challenger’s and Camaro’s, as well as some imports like Subaru WRX’s, Nissan Altima coupes and the Volkswagen GTI, however nothing seems to fit your fancy. What about a good used car though? I mean $30K will give you the ability to purchase some pretty serious hardware. You can go the modern muscle route by way of a used BMW M5, Chrysler SRT and or Mercedes-Benz AMG. Get sporty with any number of used STI’s, a Porsche Boxster or BMW M3, or if you’re crafty enough, you can even delve into the world of exotics. I found this out first hand this weekend when my buddy Alan stopped buy to show me his new ride.

This is a 1995 Acura NSX, and mother-of-God was it CLEAN! The car has 80+k on the clock, full leather interior, was a 6-speed and aside from some springs, it had never been modified. It also came with a full booklet of dealer receipts and in short, was brilliant. It got even better when I was tossed the keys and took it for a test drive. The transmission shifted clean and was very tight, the engine ran like it was new and there was also not a squeak or rattle to be found. Price paid… under 30K. So, before you go out and spend $30k on that new ride of yours, you may want to look around a bit because deals can still be had on some really trick hardware.

Thumbs Up: Fast, comfortable and quiet; a GT car with a bargain price tag.

Thumbs Down: Improved automatic transmission still disappoints.

Buy This Car If: You’re looking for a solid bargain in a luxury sport sedan.

It’s easy to jump on the Honda / Acura bashing bandwagon these days, and many critics feel that Honda has lost its way. While concessions were made to get the new Civic to market at a certain price point, in a certain time frame, the 2012 Acura TL is proof that the automaker still listens to its customers and still builds aspirational cars.

When the fourth generation Acura TL was released in 2009, nearly everyone panned the car for it’s odd and unpleasant styling. While the car resembled a Nissan Maxima from the side, the front styling left even fans of the marque cold. The previous generation TL’s front end had been pleasantly conservative, but the new car’s “beak” grill was an exercise in over-the-top styling.

Enter the 2012 Acura TL, which has now been reshaped to provide a more mainstream look. It’s still distinctive, but it’s no longer unpleasant, and while the car may not be as handsome as the third generation, the styling will no longer keep buyers out of showrooms.

The other big change for 2012 is a six-speed automatic transmission, which replaces last year’s five speed gearbox. The new unit is said to boost both performance and efficiency, and features rev-matching on downshift, with the required change in engine speed handled by the ECU. It’s a multi-clutch design as well, but don’t get the impression that it’s a properly sporting transmission. Even in “Sport” mode, shifts executed via paddle shifter are positively glacial in speed, which negates the advantage of providing paddle shifters in the first place. For the true enthusiast, however, Honda offers the TL SH-AWD (for Super Handling, All Wheel Drive) with a six-speed manual transmission as well.

If you’re looking for other complaints about the Acura TL from this reviewer, you won’t find any. In every other regard, the TL SH-AWD is absolutely superb, and would be near the very top of my list for cross-country road trip cars. It’s almost obscenely comfortable, it handles better than you’d expect from a car of its size and it’s nearly as quiet inside as a Buick. Better yet, all controls are laid out in a logical fashion, and have a great tactile feel. The Acura TL is one of those rare automobiles that feel like you’re getting more content than you should be, given the price on the sticker.

Inside, the front sport seats (part of the Tech package) are designed for day-long comfort, yet provide a substantial amount of bolstering for spirited driving. The leather is soft but substantial, and matches what you’d find in cars costing thousands more from other manufacturers. The driver gets a 10-way power seat (with memory), while the passenger still enjoys an 8-way power seat. As you’d expect, front seats are heated, and cars equipped with the Advance package (like my Acura-supplied tester) also get perforated leather front seats with fans for cooling.

Rear seat passengers also get premium leather seating, but go without the benefits of seat heating and cooling. The TL can carry five passengers (on short trips, anyways), but cross-country hauls are best limited to four passengers. The TL is a large sedan, so there’s plenty of leg, shoulder and head room for rear-seat passengers.

Dash layout of the TL is superb, with controls for the audio system, HVAC system and nav system separate and intuitive. All controls have a high quality feel to them, and the steering wheel of the TL is equally impressive in layout and hand feel. Some complain about the TL’s painted plastic trim, but I’d much rather look at this than at oddly colored fake wood or glossy black plastic. If you’re the kind of driver impressed by wood (or fake wood), the TL likely won’t appeal to you. On the other hand, if you’re more concerned with actual performance, comfort and amenities, the TL will probably impress you with the amount of content delivered for the price.

The TL’s instruments are designed to convey the car’s sporting intentions, and the four primary readouts (temperature, tachometer, speedometer and fuel) are contained in separate, silver-trimmed pods. In between is a driver information display, which will show the usual trip information but can also display the amount of power being sent to each wheel (in case you like to keep track of such things).

Under the hood, SH-AWD models come with Acura’s 3.7-liter V-6, good for 305 horsepower and 273 lb.-ft. of torque. That may not sound like much, but it’s enough to get the big TL from zero to sixty in under 6 seconds, and the car feels even faster than that. For day-to-day driving, the standard “Drive” mode delivers reasonable performance and the best fuel economy. The EPA rates the TL SH-AWD at 18 mpg city and 26 mpg highway, and I saw an indicated 19.7 mpg in mostly city driving. When you want to stretch the TL’s legs, opting for “Sport” mode delays transmission upshifts to higher RPMs, and quickens the pace of gear changes. I wasn’t impressed with the function of the car’s paddle shifters, and most drivers will find that letting the TL shift for itself in Sport mode delivers the best results.

On the road, the TL is a strangely satisfying car to drive. I say “strangely satisfying” because it doesn’t really fit into any conventional category. It’s big and relatively heavy for a sport sedan, yet it feels more nimble than you’d expect. It’s as quiet as a luxury car, yet the ride is very connected, not isolated like a traditional luxury sedan. Front-drive TLs have always felt nose-heavy to me, the the SH-AWD models feel far more balanced than their weight distribution would have you believe. Take the TL SH-AWD into a corner at speed, and you’re met with an impressive amount of steering feel, grip and driver feedback that blend to inspire confidence in the TL’s capabilities. In fact, most drivers will run out of courage long before taxing the TL SH-AWD’s handling limits, on public roads at least.

So what does it all mean? The TL SH-AWD isn’t a car for the driver who wants to get from place to place as quickly as possible, and it won’t provide substantial entertainment on a race track. On the other hand, the combination of power, traction, ride quality and amenities make it an ideal long-distance hauler that isn’t averse to taking the scenic route, no matter how twisty the road may get. If you’ve written off Acura and you’ve only driven FWD TL’s in the past, the SH-AWD version is worth a test drive if you’re shopping for a luxury / sport sedan. It’s proof that Acura still builds cars for enthusiasts, and like many classic Hondas of years past, the whole is greater than the sum of the parts.

My press fleet TL SH-AWD Advace package tester had a sticker price of $45,945, including a destination charge of $860. While Honda / Acura doesn’t break down package pricing, my car came equipped with both the Tech package (navigation system with voice recognition, rearview camera, real-time traffic & weather, sport seats, ELS surround sound audio, push-button ignition, GPS linked dual-zone climate control, keyless entry) and the Advance package (blind spot information system, ventilated front seats, 19-inch wheels with all-season tires). For comparison, a similarly-equipped BMW 535i xDrive would sticker for $60,425, while a comparable Infiniti M37x would list for $57,895.

Thumbs Up: Comfortable, capable and relatively entertaining.

Thumbs Down: Even with a racing pedigree, it lacks soul.

Buy This Car If: You like your entry level luxury with a dose of sport.

In 2006, I was commuting 110 miles per day, in New York City rush hour traffic. My two year old BMW 325 was turning into a reliability nightmare, and with the warranty about to expire it was time to find a new ride before my 3 Series did indeed “Break My Wallet”. I started by narrowing the search to a sedan, since I needed the 4 door people-hauling capability. It had to be relatively fuel efficient, since I was putting on over 30,000 miles per year. It had to be comfortable, since I was spending a minimum of 3 hours per day behind the wheel. Finally, it had to have a shiftable automatic and had to provide at least some entertainment value.

The Acura TL made my short list, since I’d very nearly purchased one two years earlier. A test drive reminded me why I didn’t: the TL was comfortable and had decent power, but it was just too big. In corners, the TL was prone to heavy understeer, even at moderate speeds. I’d stop short of calling the steering vague, but coming from a 3 Series BMW it was “less than communicative”. Even the TL’s incredibly good audio system and obscenely comfortable seats weren’t enough to close the deal. I’d initially crossed the TSX off my list, since it “only” came with a four-banger back in 2006. Still, I was at an Acura dealer, so it seemed prudent to at least take a TSX for a spin before moving on to the next brand.

It only took one drive to convince me the TSX was the perfect car for my commute-from-hell, and five years later I still own it. It gets great fuel economy, especially on the highway, and the interior is luxury-car comfortable. The handling is decent, and the car is much more engaging to drive than the larger TL. Power from the 2.4 liter inline four is adequate, but the TSX is more about the ride than getting anywhere in a hurry. Plus, it’s got legendary Honda / Acura reliability: in five years, it’s seen the inside of dealership twice (once for a recall, and once to change the brake pads). Aside from oil changes and tires at around 40,000 miles, it’s asked me for nothing.

When Acura asked if I’d like to drive the latest TSX, equipped with the 280 horsepower, 3.5 liter V6 and the Technology Package, it didn’t take me long to say “yes, please”. I was eager to see how much the car had changed in five years, and to see if the V6 could transform the TSX into a legitimate sport sedan contender. I’d heard good things about the interior and the 10 speaker Acura/ELS surround sound audio system. Most importantly, I wanted to see if the new car had a soul, something the first generation TSX seemed to lack.

For 2011, Acura has toned down the harsh and controversial lines of the 2009 TSX re-design. The new front end is pleasing, where the 2009 variant was puzzling, as if Acura thought controversial styling would help distinguish the TSX from its competitors. Like the original TSX, the 2011 now blends in a bit more with the crowd, but I view that as a positive in the TSX’s favor. Unlike the original, which was based on the European Honda Accord, 2009 and later TSX models are based on the American Honda Accord. Whether that’s a good thing or a bad thing depends on your perspective: the new cars have more interior room, but they’re also longer, wider and a bit heavier.

Inside, I’d call the 2011 TSX a step up in quality from the first generation cars. Front seats are larger, but still offer sufficient bolstering for enthusiastic driving. The seats are heated but not cooled, standard in luxury cars at the TSX’s price point. The leather appears to be of better quality than that used in the first generation cars, which was prone to premature wear and scratching. Only the driver gets a manually adjustable lumbar support, but I doubt front seat passengers will complain. I’ve done more than one cross country trip in my TSX, and either front perch is all-day-long comfortable.

Rear seats now have a few inches more legroom than in my car, and carrying three in the rear is far more comfortable. Rear seats aren’t heated, and I have to give points off for this: if the Koreans are now including heated rear seats in cars without luxury aspirations, then other manufacturers need to step up their game, especially at this price point. Rear seat passengers do get their own HVAC vents, so it’s not likely that drivers will get many complaints about cabin temperatures.

Some have panned Acura for the number of buttons on the dash, but I say “well done”. They’re not confusing at all, once you learn the layout, and many offer redundant controls for the audio, nav, or HVAC systems. I’d rather be able to change a preset radio station at the touch of a button, instead of having to scroll though three menus on an infotainment screen. Maybe I’m old school, but I have to give Acura two very enthusiastic thumbs up for interior layout and design. Just like the 2006 Acura TSX, the interior of the 2011 is enough to sell a lot of buyers on the car.

Another selling selling point is the 280 horsepower V6, which finally gives the TSX decent power instead of merely adequate power. You’ll give up some fuel economy, but even the V6 isn’t a particularly thirsty one. The EPA rates a V6 equipped TSX at 18 MPG city and 27 MPG highway, and I saw an average of 23 MPG in a mix of city and highway driving. If you like the rush of acceleration, the V6 is easy to justify; if you want the best fuel economy, Acura still offers the TSX with the 2.4 liter inline four. If you like to row your own gears, the TSX is still available with a manual transmission, although only mated to the inline four engine.

On the road, the V6 easily erases the added size and weight of the newer car. It does make the TSX a bit more front-heavy than the four cylinder model, but Acura counters this with a stiffer suspension and tightened up steering on V6 models. Even under heavy acceleration, torque steer is negligible, which makes the TSX V6 easy to drive with enthusiasm. There are paddle shifters mounted behind the steering wheel, but since shifts are leisurely they do nothing to enhance the sporting nature of the car. Even factoring in the additional power and handling enhancements, I’d stop short of calling the TSX V6 a true sport sedan, but it is closer than any TSX variant they’ve built to date. If you’re looking for a solid commuter, but still like to drive the occasional twisty road, the TSX V6 won’t disappoint. If you want to embarrass your buddies 330Ci or G37 at the local autocross, the TSX V6 isn’t up to this mission.

As with all Honda products, the Acura TSX V6 doesn’t have option packages. Step up to the V6 version, and your only decision is whether or not to include the Technology Package, which includes voice guided navigation, the Acura/TLS surround sound audio, a rearview camera and real time traffic and weather. It’s an expensive option, adding $3,100 to the price of the already expensive TSX V6. My tester, which came as loaded as you can get a TSX, stickered out at $39,110, including a destination charge of $860. For comparison, a similarly equipped Infiniti G37 Journey would sticker at $41,875, while a comparably equipped Lexus IS 250 would sell for $42,060.

Even for the car’s flaws and high price, I’d shop it as a replacement for my current TSX if I had the same set of circumstances to contend with. I’ve never met anyone who was truly disappointed with their TSX, and maybe that’s the car’s fatal flaw. When something works the same way every time you use it, ages gracefully and doesn’t ask for a thing in return, perhaps its human nature to condemn it as “soulless”. To that end, the TSX wouldn’t satisfy my sports car jones, but it certainly would satisfy my need for comfortable and reliable transportation, year after year. I’d call that peace of mind, and that by itself makes the TSX (which starts at $30,470) worth the price of admission.

Honda's HSV-010GT. Image: Morio

Honda was well into the development process of an NSX successor when the global economy went south, forcing Honda to shelve the project. The car ultimately became Honda’s HSV-010GT race car, campaigned in the Japanese Super GT Series. That posed a problem, as Super GT cars were supposed to be based on production cars, and the HSV-010GT wasn’t. While not technically illegal, the absence of a road-going version of the HSV-010GT violated the spirit of competition, something Honda president Takanobu Ito hopes to put right. Last Friday, Ito confirmed that Honda has restarted development of a high end sports car based on the HSV-010GT race car.

No details on the vehicle or its development timeline were given, and rumors about the car abound. Some say it will utilize a hybrid drivetrain, while others allege it will be built on a reversed Honda Accord platform to preserve the mid-engine, rear drive layout. The fact is that Honda is keeping development a closely guarded secret, at least for now. There was more good news from Ito last Friday, as well: he indicated that Honda would like to offer both high-end and low-end sports cars to their customers. A successor for the NSX is now confirmed, so let’s keep our fingers crossed that Honda is working on a replacement for the S2000 at the same time.

Source: Carscoop

When families gather for the holidays many things tend to get discussed around the dinner table. Topics of conversation cover everything from politics to how long we should cook the pasta. As we talked a family member inevitably brought up automobiles and we began to discuss brands we liked and brands we disliked. We hit on just about everything until someone posted the question of which brand was the most boring and or had the least amount of personality. As I thought about this I realized that it was actually a pretty good question. You see right now automobiles are so good that it’s really tough to purchase a bad car. Sure, some may have more gadgets and gizmos than others, but for the most part cars today are more reliable and better built than any other time in history.

Just because they’re well built though, doesn’t mean that they’re exciting. I cycled all the manufacturers through the mental revolving door in my head until I came up with what I think is the most boring auto maker out there. Some of you will disagree with me which is fine, but let it be known that I am throwing ACURA under the bus as the car manufacturer that puts me to sleep the fastest. First off, every car they produce, from the TL to the ZDX has basically the same angular front end. Yes it’s nicely done and pretty to look at, but quite honestly I get more excited looking at a 40 year old VW Beetle than I do looking at anything from Acura’s current line-up.

To me their styling is stale and uninspiring. Hell, I’d even go so far as to say that they’re turning into the Buick of the Japanese auto brands. At least Buick though is trying hard to revamp their image. If there is one shining spot in Acura’s line-up it would be the TSX Sport Wagon, but even that with it’s front wheel drive doesn’t get me moving. In my opinion what Acura needs to do is shoot a little adrenaline into their heart and produce another NSX or NSX-esque type of automobile. They do that and maybe the automotive world will start talking about them again.

We here at RideLust have a bizarre attraction to wagons. Mike has one as a daily driver, and although I’m in between wagons right now, I’ve owned more than my share. They’re comfortable, give you plenty of room for car guy stuff (try fitting four mounted wheels and tires in a Mustang) and they fly under the radar, both literally and figuratively. I don’t have hard data to back up this assumption, but I’m thinking that wagon drivers get popped for speeding a whole lot less than sport sedan drivers. Even if a wagon is fast (like Mike’s Magnum SRT-8 or the Audi S4 Avant), cops just don’t give them a second glance.

When Acura showed their TSX Wagon at the South Florida Auto Show, I was more than a little bit interested. My wife’s Acura TSX is next up for replacement and she definitely wants a wagon this time around. More room for the dog, she says, but I’m thinking “autocross support vehicle” myself. Acura’s TSX Sport Wagon may be the perfect blend of size, handling and reliability, and now we know what it will cost when it begins to hit dealer lots later this month. The base model starts at $30,960, and the Sport Wagon with the Technology Package (including nav) will sticker at $34,610. The Sport Wagon only comes with the 2.4 liter four cylinder motor and the automatic transmission, at least for now. Fuel economy is rated at 22 MPG city, 30 MPG highway and 25 MPG combined.

Like all 2011 TSX models, the TSX Sport Wagon receives a revised front fascia, which goes a long way towards toning down the bizarre styling of the 2009 and 2010 cars. The interior has been tweaked as well, although changes are mostly limited to trim areas. The interior of the TSX is already superb, and Acura knows not to mess with a good thing.

Dealers will begin seeing inventory in the next few weeks, so it’s time to start hounding Acura for a press fleet TSX Sport Wagon. I promise a full review in the near future, but I’m curious to hear what you think: would you test drive one? Consider buying one? Acura almost shot down the TSX Sport Wagon, since consumers tend to favor sedans or SUVs over wagons. Did they make the right call by building it?

American consumers, we’re told, don’t like station wagons. Automotive journalists, on the other hand, love them. Why? Because they can have the entertainment value of a sedan (or in the case of Mike’s Magnum SRT-8, a very fast sedan) combined with the hauling capability of a crossover or SUV. Sadly, most manufacturers have given up on wagons in favor of unibody SUVs, because that’s what market research tells them customers will buy.

Acura, on the other hand, thinks that Americans want station wagons, which is why Honda America Motors pushed hard for the creation of the Acura TSX Wagon. Based on the European Honda Accord Tourer station wagon, the TSX Wagon will be produced in Honda’s Marysville, Ohio plant and should hit dealer lots in January of 2011. The TSX Wagon will be front wheel drive, and will be launched with a single motor (Honda’s 2.4 liter four) and transmission (Honda’s five speed automatic). That’s not a bad thing, since both the motor and transmission have been a staple in Honda products for years and have proven to be virtually bombproof. Horsepower and fuel economy numbers haven’t been finalized, but I’d expect to see around 203 horsepower and 30 mpg on the highway.

Fortunately, the styling of the TSX Wagon has been toned down a bit from the current TSX sedan’s “pointy is good” styling. I’d stop short of calling the TSX wagon “stunning”, but it is nicely styled and looks to be well appointed. The size, in my opinion, is perfect: it’s big enough to haul four adults and their stuff comfortably, but small enough to fit in most parking spaces. Like the TSX, the TSX Wagon will focus more on driver comfort and amenities than on outright performance and handling, but that doesn’t mean it will be boring to drive. I’m pushing hard to get one in the press fleet as soon as possible, since I’m one of those automotive journalists with a bizarre predilection for station wagons.

Maybe it’s because I grew up in a time before SUVs, or maybe it’s because we always had one in the driveway, either way though it doesn’t matter because I LOVE station wagons. To me they really are the perfect vehicle, as they combine everything you need from a big SUV with the sporty performance of a nice 4-door sedan. Up until the mid-1980′s there really were no SUV’s on the road, just station wagons. Then in 1984 the SUV showed up and dominated the market for about 20 years, crossovers are out there as well, but I don’t much care for those. The above video gives us our first look at the new 2011 Acura TSX Sport Wagon and I must say that from a wagon guys point of view, I really like it. The wagon will start life with the base 201 hp inline-4 from the base Acura TSX sedan, but will hopefully then graduate to the 280 hp V6. Keep in mind that with wagon offerings from Cadillac in the form of the base CTS Sports Wagon and Audi’s A4 and A6 Avant’s, that Acura is going to have their work cut out for them to gain a foothold in this segment of the market.

Source: Youtube.com

We told you about Toyota’s latest recall, for braking system issues, on Friday. Honda, it appears, uses the same supplier for the brake master cylinder, which subjects them to the same seal failure issue if the wrong brake fluid is used. Owners of 2005 – 2007 Acura RL and 2005 – 2007 Honda Odyssey models will receive a notification from the manufacturer shortly, although a timeline for the recall has not been announced.

Honda and Acura dealers will replace the potentially faulty seal and will also replace brake booster assemblies if there is evidence of a fluid leak. Owners experiencing a soft brake pedal should contact their dealership for a service appointment as soon as possible, especially if your vehicle has had recent service requiring the addition of brake fluid (fluid change, bleeding of brakes, etc.). If you have questions or concerns relating to this recall, Honda’s customer service number is (800) 999-1009; Acura’s customer service can be reached at (800) 382-2238.

Just a few weeks back we gave you a report on the most ticketed vehicles in America, based on data from ISO Quality Planning. Now, The Truth About Cars gives us a new list, this time from QPC, a division of Verisk Analytics. There are a lot of similarities between the lists, but the QPC data does include a few vehicles that the ISO Quality Planning list omitted. Do you drive a “spirited vehicle” (QPC’s term for a high risk car)? Read on to find out:

1. Mercedes-Benz SL Roadster

Ticketed: 404% of average, per 100K miles driven
On ISO Quality Planning Top 10?: No

2. Toyota Camry Solara

Ticketed: 349% of average, per 100K miles driven
On ISO Quality Planning Top 10?: Yes

3. Scion TC

Ticketed: 343% of average, per 100K miles driven
On ISO Quality Planning Top 10?: Yes

4. Hummer H2/H3

Ticketed: 292% of average, per 100K miles driven
On ISO Quality Planning Top 10?: Yes

5. Scion XB

Ticketed: 270% of average, per 100K miles driven
On ISO Quality Planning Top 10?: Yes

6. Mercedes-Benz CLS-63 AMG

Ticketed: 264% of average, per 100K miles driven
On ISO Quality Planning Top 10?: Yes

7. Acura Integra

Ticketed: 185% of average, per 100K miles driven
On ISO Quality Planning Top 10?: No

8. Pontiac Grand Prix

Ticketed: 182% of average, per 100K miles driven
On ISO Quality Planning Top 10?: No

9. Mercedes-Benz CLK-63 AMG

Ticketed: 179% of average, per 100K miles driven
On ISO Quality Planning Top 10?: Yes

10. Volkswagen GTI

Ticketed: 178% of average, per 100K miles driven
On ISO Quality Planning Top 10?: No

So what does this actually mean? I’m not sure, since it factors in mileage but doesn’t correct for time. How long will it take the owner of a Mercedes Benz SL roadster to hit 100k miles? Probably a lot longer than it takes the owner of a Scion TC, which means that a Mercedes Benz SL driver can go years between tickets, whereas a Scion driver may be racking up one ticket per month.

This is an insurance company sponsored survey, so chances are good it won’t work out in your favor regardless of what the real numbers are. My advice? If your car made both lists, you may want to think about trading it in on a new ride unless the cost of tickets and insurance rate hikes don’t worry you.