I've been reformatting my site in a Blog format.  I think this makes it easier for readers to fine information and it places all my RSX articles on one place.  You can also find my RSX Introduction Video on this site.  Please visit my RSX Blog page here: The Acura RSX

There are some new RSX details to share.  There will be 5 versions of the car, not counting the possible color combinations.  There will be a “base model” with cloth seats in either a 5-speed manual or automatic transmission.  There will be a Leather option on this car with a choice of either a 5-speed manual or 5-speed SportShift automatic transmission.  Finally, there will be a Type-S version with leather, the new 6-speed manual and the new i-VTEC motor.

As of this update, the final specifications are not yet cast in stone, but we do know some interesting details about the new motor.  The engine now sits with the intake valves towards the front and the exhaust valves towards the rear.  This provides faster catalytic converter heating that helps to lower cold start emissions.  The standard RSX 2.0 liter DOHC i-VTEC engine will produce around 160 hp, this engine is virtually all new, but block is supposed to be “related” to the F20C engine in my S2000.  If the 160 hp power rating holds true, there will be a big jump in performance over the current 140 hp 1.8 liter engine. 

The Type-S will up the ante with approximately 200 horsepower.  Honda will introduce i-VTEC to America with these cars.  The “i” stands for “intelligence” and we are now able to combine Variable Timing Control (VTC) with our patented VTEC valve train.  The goal of the VTC is to beef up the available torque in the mid-range of the engine.  BMW and Toyota already use variable timing, but until recently they were not able to change valve lift and duration like our VTEC system.

The suspension is fully independent front and rear, with 4 wheel disc brakes with ABS standard.  It is also likely that both models will have a CD Player, power moonroof, alloy wheels, and the Immobilizer theft deterrent system standard.

Acura has finally "locked in" the specifications for the new RSX.  There is no need to "dance" around the "prototype" disclaimer.  What you see in the press release is what we should get for the 2002 RSX and RSX Type-S.  Click Here to read the entire press release

Here's my take on what you see in the photos and what you read in the press release (warning editorial filter on):

Regarding the front suspension and the concern about MacPherson struts...

"To achieve these goals, the RSX employs new variable-assist rack-and-pinion steering and a newly designed Control-Link MacPherson strut front suspension that greatly enhances cornering performance while minimizing weight and maximizing interior room."

It appears Acura has taken steps to insure this will not be a ordinary strut setup.  Remember, Porsches and BMW's use a strut suspension and nobody accuses them of making poor handling cars.  The additional safety benefit of the strut front suspension has already proven it's worth in the 2001 Civic which has earned a "5 star" rating for frontal collisions.  Now Honda will make this setup really perform.

Regarding the Braking System...

"Standard four-wheel disc brakes with a 3-channel Anti-Lock Braking System (ABS) help to ensure crisp brake performance and secure stopping power. The RSX is equipped with 10.3-inch vented discs in front and 10.2-inch discs at the rear. To match its additional performance capabilities, the Type-S uses larger 11.8-inch vented discs up front."

We were pretty certain of ABS standard, though I was surprised to see the two different front brake sizes.  In the current Integra lineup only the Type-R has larger brakes.  The rest of the cars share the same setup 10.3 front and 9.4 rear.  It is great to see the cars get this improvement, now the Type-S has the same sized front brakes as the NSX, and S2000!

Regarding the Interior and Amenities...

"Ample head and legroom ensure a comfortable ride for both front and rear passengers, while a 17.8-cubic-foot cargo area (with 50/50 fold-down rear seats) delivers abundant storage capacity and flexibility. Standard safety features include dual front airbags and side airbags, dual seatbelt pre-tensioners on both front seats, and side-impact protection pads. "

It looks like the rear seat passengers will get a bit more leg room, though headroom still looks to be a bit tight.  This is classified by Acura as a 4 passenger automobile, that is why there is the "thing" between the rear seats.  The side airbag system is sure to include our Occupant Position Sensor which will disable the side airbag if the passenger is in the deployment path.  

"Like all Acura models, the RSX is fully featured for outstanding comfort and convenience. Standard amenities on all RSX models include an Automatic Climate Control System, keyless entry system with anti-theft immobilizer, power mirrors, power moonroof, and power windows with an auto-up/down feature on the driver's window."

The addition of an automatic climate control system is a welcome addition to the car, but I'm more excited to see the standard keyless entry and immobilizer setup.  This system has proven very effective in preventing vehicle theft, and hopefully this will help keep insurance rates down s well.  

"Handsome fabric with simulated suede trim graces the sporty deeply bolstered seats of the RSX. Perforated leather seating surfaces are optional on the RSX and standard on the Type-S. All RSX models are also equipped with a powerful six-speaker music system with in-dash CD player. The Type-S features an even more impressive Acura/Bose® Music System, which includes an AM/FM/cassette/in-dash 6-disc CD changer, and, in the cargo area, a new Bose Richbass™ woofer for outstanding bass response."

Standard fabric and (simulated) suede seating trim sounds like the current Type-R seating materials.  The standard leather is nice for the 'S, though most real racers would prefer something more "grippy"  I spent many years in the Auto Sound business, and have built many large systems, but I'm glad to see Acura improving the sound system from the factory.  I'm sure many will immediately rip everything out and replace the stock setup with 18" woofers etc. but hopefully the "regular" Type-S setup will be good enough for most of us.  I for one will be happy to get the in-dash 6-disc changer.

There you have it, the latest news from Acura on the RSX, please feel free to e-mail me if you have questions not answered here, I'm at colin@satoauto.com

Official 2002 RSX colors

The chart below will detail the color choices available for the two models as well as the interior color that goes with each exterior.  Ebony interiors are essentially black, and Titanium looks like a lighter Tan color though it is a new color so we'll have to wait to see it.   The last column list other cars that you can see the color on in case you can't wait <G>  It is worth noting, all the colors are clear coated except the Taffeta White.

I've been answering so many inquiries and I've decided to post the answers I've been giving to help everyone get more insight into our new RSX.  My goal is to provide the most accurate information possible, so when in doubt, I'll leave out items that are still "rumors".

Q: When is the car to be released?

Q: How much will it cost?

Q: What kind of wheels will it have?

Q: How many will they make?  Do I need to get in line now?

Q: Is everything Standard?

Q: What about Wheels and Spoilers?

Q: I'd like to know what kind of gasoline will feed those motors (regular or super)?

Q: I was wondering what the status is on the 2002 Type R. Will there be one, and if there is one how do I go about pre-purchasing it. I hear the hp will be about 230-240.

The Ride and Drive

I'm just back from the Acura Ride and Drive introduction and I've got to say this is a very impressive new car.  Our agenda was comprised of several "stations” including a street drive, test drive with slalom, emergency breaking, NVH test area, and a timed gymkhana (like an autocross course).  There were also several classroom sessions that gave us more in-depth details about the RSX and the RSX Type-S.  This review of the day is pretty long so I hope you have a broadband connection.  Without further adieu...

The Classroom Sessions:

This is where things got pretty interesting (for a gear head like me), as the instructors would delve into some of the details of the new i-VTEC head and it’s application in the new RSX as well as the “improvements” to the suspension.

In the standard RSX the cylinder head is a Dual Overhead Cam (DOHC) design.  However, the VTEC and VTC only operate on the intake valves.  A second camshaft drives the exhaust valves but this is a conventional design.  This motor uses a 9.8 to 1 compression ratio and breathes through a new two-stage induction system.  The net result is 160 hp @ 6500 RPM and 141 lb.-ft torque @ 4000 RPM.

The Type-S engine shares the same basic block, but the internals are beefed up for better strength at high RPM. This motor also uses a DOHC layout, but now VTEC is used on both the intake and exhausts.  The VTC is used on the intake only.  This motor uses an 11 to 1 compression ratio and needs premium gas to run it’s best.  The cast aluminum intake runners are short and straight to maximize high RPM breathing and look very similar to the intake runners on the Type-R Integra and S2000.  With a strong 200 hp @ 7400 RPM, and 142 lb.-ft. @ 6000 RPM, the engine is free revving and very smooth.

The overall project engineer worked his way up through the ranks and spent the years between 1988 and 1992 building the 1.5 liter V-6 Turbo that produced more than 1000 horsepower.  He would later follow up with a normally aspirated V-10 and V-12 that powered Honda to six Constructor's Championships, five Driver's Titles and 71 Grand Prix victories. 

We also discussed the suspension changes that make the Type-S a better handler (than the RSX), these include stiffer rate rear springs, more rebound and compression damping on all four shock absorbers, a larger front stabilizer bar, and a standard strut tower brace.  Combine this with the new stiffer (over 100% stiffer in bending rigidity than the Integra) chassis, larger 16” alloy wheels and the new car has all the pieces to both handle better and ride smoother.  I (like many of you) am still concerned about the use of MacPherson Struts in the front suspension replacing our unique double wishbone design.  We reviewed the details of the suspension and the reasons for the change (improved safety and better space utilization) and waited for the driving to see for ourselves.

The Street Drive:

This allowed us to drive the car and pay attention to the things that make a car a good daily driver.  The controls are easy to see, though the small diameter steering wheel may block the view of the gauges for taller drivers.  They will, however, benefit from the additional headroom the new car provides.  At first I had some reservations about the decision to move the mirror controls to the dashboard (instead of the easy-to-reach door location on the Integra), but this proved to be no problem since the bottom of the dash is angled and "pushed" out toward the driver.  This is also true for the CD/radio and A/C controls.  They are all very easy to reach.  The "feel" of the A/C controls are remarkable, they are smooth, silky and have just the right amount of resistance to make them easy to use in a moving car.  

The soft textures on the dash pod are matched in appearance throughout the interior including the headliner.  The metallic faced gauges in the Type-S impart a high-tech appearance but they really come alive at night when you turn on the lights because they are backlit with a pleasing amber glow (naturally all the radio and A/C controls match the dash lights).   

The car has two large cup holders in the front, two in each armrest area for the rear seat passengers, and one large cup holder where the drivers arm rest “should be.”  I say, “should be” because this appears to be a glaring omission in a car so well equipped.  While we're on the subject, I wouldn't mind the addition of a passenger grab handle to assist exiting the vehicle.  The rear seat folks seem to have a bit more space than the G3 Integra coupe, but I still think that the G2 coupe was the best in this regard.  I especially liked the longer rear seat cushion; this should allow the rear occupant to "slouch" down if they are hitting their head on the glass.

The standard moonroof seems to be an inch or two larger than the current Integra coupe and like the Integra it is an outward opening type. Other nice touches include a lighted glove box, a cancel feature on the cruise control, and the simple but effective A/C vents.  These small things always impress me, but I really noticed that the new car is “miles” ahead of the Integra in terms of refinement.  The new engines purr quietly below the VTEC threshold but take on a sonorous sound as the revs build.  The wind noise is more subdued than in the Integra and this is aided by the curious little “dimples” in the inside of the side view mirrors.  These disrupt the laminar flow over the side glass just enough to help quiet the car at highway speeds.

The Test Drive Course:

This was our opportunity to compare the Type-S to the RSX in back to back drives over the test course.  The first section was a straight-line run to demonstrate acceleration.  There was a radar gun and display set up to show our speed and I managed to get the Type-S up to 48 MPH before I had to brake for the sweeping turn.  My best run in an RSX was in the 44 MPH range.  The ‘S felt much more stable in the high-speed sweeper probably due to the suspension improvements and better tires.  

The track progressed over a strip of tires and rope to show the NVH improvements and the car really showed how rigid the new chassis is!  There was no hint of flexing in the chassis or unusual vibrations through the steering wheel despite the rough pavement.  The course then took us through a “4 cone” slalom to show the reflexes of the steering and suspension.  There is lots of safe understeer in the RSX and a hint of understeer in the Type-S, though I think careful selection of tire pressures can help balance the car. 

At this point, I must admit I could not detect any real drawbacks from the MacPherson struts up front, the car stayed planted and stabile during all the transitions we threw at it.  I’d also like to say the new 11.8-inch front brakes really felt good!  There was wonderful control and they were very easy to modulate if the ABS cycled on during the hard braking maneuver at the end of the test circuit.

The Gymkhana:

This allowed the participants to experience the handling of the RSX and use the Sport-Shift 5 speed automatic in a timed and competitive event.  The facilitators set up a small autocross type course and we were allowed 2 timed runs to compete for the fastest time.  The winner would get a RSX windbreaker and the runner-up a travel bag.

If you’ve looked at the rest of my web page, you know that I’m an avid Autocrosser, and the “sea of cones” sure looked familiar to me!  The track was designed to be a 1^st and 2^nd gear track and the posted times were spread over a large range from a fastest of 23.01 seconds to well over 28 seconds for the slower drivers.  There was a one second penalty for hitting a cone and a 5 second penalty for stopping out of the Stop Box at the end of the course. The track started with a straight that ended in a quick right-left-right kink.  The last right hand fed into a sweeping 1^st gear decreasing radius turn, followed by a very tight left.  You only needed 1^st gear from here on, a tight series of right-left-right and you were back at the finish line and the stop box.

The new generation Sport-Shift does not perform an automatic up-shift in any gear until you’ve bumped on the rev limiter for 5 seconds!  Five seconds!   This seems like an eternity when your engine is “sputtering” along.  This is welcome news to any enthusiast driver, since it gives you more control over the transmission than our other applications (TL, CL and NSX) of this technology.

Naturally we were all disappointed that we were not racing the Type-S, but the RSX with the standard suspension was still impressive.  To start my run, I settled into the deeply bolstered seat, gave the seatbelt a twist and buckled up.  I tried to stage as far back from the timing light, unfortunately the instructor (Scott, a former race driver with experience in everything from carts to Indycars) knew what I was up to and kept moving me forward <G>.  For my first run, I ran through the straight, and tried to hold first gear the entire way, even hitting the rev limiter at the end.  I did this on the reasoning that it would be faster to try that, than up-shifting only to need an immediate down shift back into first.  This strategy was not the best, but I still managed to run a pretty fast 23.25. 

On my second run I got a better launch, and Scott suggested I could hold more speed through the kink, so I made a quick shift into second.  I tried to hold it longer before braking for the sweeper and just managed to ride the ABS through the first part of the sweeper.  I nailed the apex just right and got on the power and slipped though the esses and into the stop box.  As I tooled back to the start, the time was flashing a 22.85!  This was the fastest time of the day for both class sessions, faster than the best time from the two sessions the day before, and earned me an RSX jacket!  

Since we had some extra time, Scott decided to take a run through the course and posted the exact same time, 22.85.  I was surprised that he offered me an opportunity to beat our times of 22.85, so I strapped in again and concentrated on carrying speed through the sweeper and not overdriving the corners.  When I came in, I saw a 22.65!  It was too bad I hit a cone at the apex of the sweeper!  Scott later told me that he managed a 21.70 during lunch.  Oh well, so he beat me by a whole second, at least I beat the other four classes of fifty people each!

And Finally:

Update: Don't let this happen to you!

There have been cases of mis-shifts causing the engine to over-rev.  These are caused by unfamiliarity with the short throws and narrow shift gates (the distance between 2nd, 4th and 6th gears for example).  Drivers are cautioned to get accustomed to the feel of the gearbox before attempting to shift gears quickly.  Such errors are not covered by the factory warranty and any assistance from Acura is handled on a case-by-case basis.  

What about the rev-limiter?  Why doesn't it protect the engine?  A rev limiter won't help the mis-shift problem. The rev limiter is designed to keep you from over revving the engine with the throttle. As you accelerate and the RPM's approach redline (max engine speed), the electronic rev limiter will cut fuel and/or retard the ignition spark to keep the engine from continuing to accelerate. 

When a mis-shift happens, you could theoretically completely stop fuel flow and turn off the spark and the engine would still be forced to spin to engine damaging RPM's. Think about this.  If you are at redline in 2nd and you shift to 3rd, the engine speed drops from 8000 RPM to about 5500. A difference of 2500 RPM. Now imagine being in 3rd gear at redline and going back to second. Since you were already at 8,000, 2nd gear would have to spin the motor an additional 2500 rpm to catch up, and it will because the engine is now forced to do it because it's now connected to the wheels (you engaged the clutch, remember?)  The result is roughly 10,500 to 11,000 rpm. The valve springs cannot close the valves fast enough and wham, the piston(s) hits the valves!  Let's be careful out there!