Powertrain

Body

Chassis

Safety

Powertrain

INTRODUCTION
The TSX is a precisely engineered sports sedan that blends agility and handling with 5-passenger comfort. That delicate balance of attributes drove every aspect of development, including the selection of the powertrain. When it came to choosing a powertrain configuration for this new machine, the path soon became clear. A V-6 like that in the 3.2 TL would deliver abundant power, but would increase the size and weight of the car, and move the TSX away from its sporting intentions. An in-line 4-cylinder, using the latest Acura technologies, would make for a lighter, well-balanced, more compact vehicle that put the emphasis on overall sporting performance and handling responsiveness.

Power for the latest Acura performance/luxury sedan comes from an advanced 2.4-liter DOHC i-VTEC in-line 4-cylinder that builds on the technology found in the RSX Type-S sports coupe. With an i-VTEC "intelligent" valve control system that features Variable Valve Timing and Lift Electronic Control (VTEC) combined with Variable Timing Control (VTC), the TSX engine delivers formidable power, impressive fuel economy and very low exhaust emissions.

The all-aluminum powerplant has four-valves-per-cylinder and free-flowing intake and exhaust systems that combine to deliver 200 horsepower at 6800 rpm- a figure that betters the European competition by up to 32 horsepower. The strong 166 pound-feet of torque at 4500 rpm and 21/29 City/Highway EPA mileage rating are also highly competitive-a remarkable achievement considering this engine's formidable horsepower output.

Despite its power output, the TSX engine is also very clean. With its rear-mounted exhaust layout, close-coupled catalyst and advanced Programmed Fuel Injection (PGM-FI) the TSX meets strict Tier 2-Bin 5, and Low Emission Vehicle-2 (LEV-2) standards.

The TSX is offered with either a 6-speed close-ratio manual transmission or a 5-speed SportShift automatic. The manual gearbox features a lightweight magnesium alloy case and multi-cone synchronizers. This transmission has a light, quick action and very short shift throws.

The 5-speed SportShift automatic can function as a conventional automatic transmission or, at the driver's option, can be shifted manually for hands-on sporting fun. Working in combination with the new-generation drive-by-wire throttle system, the SportShift transmission's shift logic has gotten even smarter. The electronically controlled throttle and transmission work together to choreograph shifts, resulting in smooth shifts.

*Preliminary EPA mileage estimates determined by internal testing using EPA method.

POWERTRAIN AT A GLANCE

Engine

Emissions/Fuel Economy

*Preliminary EPA mileage estimates determined by internal testing using EPA method.

6-Speed Manual Transmission

5-Speed Sequential SportShift Automatic Transmission

Noise, Vibration (NV)

i-VTEC VALVE-CONTROL SYSTEM
The TSX features the latest iteration of the Variable Valve Timing and Lift Electronic Control (VTEC) system that first appeared in the Acura NSX supercar. By varying valve lift based on key engine parameters, VTEC lets the engine develop strong low-end torque and exceptional high rpm power. The TSX engine features the "intelligent" i-VTEC system, which first appeared in the RSX Type-S sports coupe. This "intelligent" system adds VTC (Variable Timing Control) to VTEC to provide continuously variable camshaft timing. By allowing the valve lift and valve timing to be adjusted to suit the engine's operating parameters from moment to moment, i-VTEC provides substantial performance, efficiency and emissions improvements.

VTEC (Variable Timing and Lift Electronic Control)

VTEC is an innovative system that adjusts the lift and opening duration of the valves to help the engine produce strong low-rpm torque and excellent high-rpm power. At low rpm, VTEC automatically adjusts valve timing and lift for optimum cylinder filling. In this low rpm mode, the timing of the intake valves is staggered and their lift is asymmetric, which creates a swirl effect within the combustion chambers. With better mixing in the cylinders, burn speed and combustion stability are improved. As engine rpm builds, VTEC transitions to a high-lift, long-duration cam profile for improved high-rpm engine output.

The TSX uses a variation of this technology that is very similar to that of the NSX. With three rockers operating each pair of intake and exhaust valves in each cylinder, the TSX powerplant varies the opening lift and duration of the intake and exhaust valves. At low rpm, the valves follow low-lift, short duration camshaft profiles to help boost low-end torque. Above 6000 rpm, the intake and exhaust valves are operated by high-lift, long-duration cam profiles, for maximum high rpm horsepower.

VTC (Variable Timing Control)
The i-VTEC system incorporates VTC (Variable Timing Control), which continuously adjusts the intake cam timing to suit engine operating conditions. This precise control of cam timing benefits power output, fuel economy and emissions performance.

The powertrain control unit monitors cam position, intake manifold pressure and engine rpm, then commands a VTC actuator to advance or retard the intake cam, optimizing engine output and reducing emissions. At idle, the intake cam is almost fully retarded to deliver a stable idle and reduce oxides of nitrogen (NOx) emissions. The intake cam is progressively advanced as rpm builds, so the intake valves open sooner and valve overlap increases. This reduces pumping losses, which increases fuel economy and further reduces exhaust emissions due to the creation of an internal exhaust-gas recirculation effect. By continuously optimizing the amount of intake cam advance or retard based on the operating conditions, the TSX engine is both powerful and exceptionally flexible.

DRIVE-BY-WIRE THROTTLE CONTROL SYSTEM
An electronic drive-by-wire system helps enhance the driving character of the TSX. With smart electronics connecting the throttle pedal to the throttle butterfly in the intake tract, the engine response can be optimized to suit the driving conditions and to better match the driver's expectations. By eliminating the direct throttle cable connection to the engine, the ratio between pedal movement and throttle butterfly movement can be continuously optimized. This adjustable "gain" between throttle and engine is a significant step forward in drivability.

To establish the current driving conditions, the system monitors pedal position, throttle position, vehicle speed, engine speed, calculated road slope and corner radius and engine vacuum. This information is then used to define the throttle control sensitivity.

From the driver's standpoint (because the drive-by-wire system is combined with other functions such as VSA and Traction Control) this means that the way the TSX responds to throttle pedal movements is tailored to the driving conditions. In stop-and-go driving, the pedal response has low gain and is smooth and progressive for easy driving. A similar low-gain response makes starting out on snowy or icy roads more predictable. In low- to medium-speed driving conditions, the gain increases to improve response and acceleration. In high speed driving, the gain increases further still, so that there's ample response for passing. The system also alters response based on the road slope, providing more throttle gain on uphills, and less on downhills, and also reduces changes in gain on curvy roads to make the car easy to control.

The throttle system works with the available SportShift 5-speed automatic transmission to make shifts faster and smoother than has been possible before. By coordinating the throttle opening with the transmission's shifting functions, engine power can be precisely tailored to the needs of the transmission at every point during the shifting process. That means less shift shock and delay, no matter the driving situation.

The TSX uses the latest version DC motor to control the throttle butterfly position in the intake tract. Large bearings and internal upgrades give the motor greater resistance to vibration.

Body

INTRODUCTION (BODY)
The exterior styling of the all-new TSX sets a course that will be reflected in future Acura sedans. Familiar Acura cues are echoed in the TSX sheet metal, but in an emotional, evocative way that gives the TSX an aggressive, sporting appearance. The cleanly distinctive body form of the TSX also suggests-and rightly so-a strong commitment to aerodynamics.

Underneath the fresh exterior shape is an extremely rigid unit body structure that serves as the foundation for the car's spirited driving demeanor. The use of special high-strength materials and advanced computer modeling provide the TSX driver with a performance experience that fully lives up to the car's visual promise.

In total, the TSX embodies stylish performance and craftsmanship, while bringing substantial added excitement to the Acura line.

DESIGN OBJECTIVES
The rigid and aerodynamic body of the TSX is styled to emphasize performance. Its 105.1-inch wheelbase pushes the wheels to the corners of the body to allow more significant interior space, while the rounded cabin serves as an efficient aerodynamic shape. The result is a European-style exterior appearance and maximum interior space.

Overall lines are crisp and taut, with a muscular tension that promises performance in a clear but understated way. In front, there is a signature Acura grille, style lines diverging back along the hood, and low, minimalist High Intensity Discharge (HID) headlamps. Large air openings beneath the front bumper guide airflow to the radiator. Together with 17-inch wheels and tires that fill the wheel arches, the appearance is aggressive and poised.

The body sides have a crisp style line starting at the top of the front fender flare and gradually rising to the rear. Thick C-pillars offer a high level of structural strength and rollover protection while advancing the car's muscular appearance. Chrome-plated door pulls are luxurious in appearance, feel and operation. Exceptionally narrow body gaps speak of precision engineering and attention to detail.

In back, the rear window slopes at a shallow angle to meet a short/high trunk lid. The trunk lid terminates sharply to help air separate cleanly off the back of the car at high speeds, reducing turbulence and improving stability and fuel economy.

The all-glass windshield reflects UV rays to help cool the interior.

STATIC AND DYNAMIC STIFFNESS
The cornerstone for any sports sedan is its structural stiffness. An immensely strong unit body is required to provide a quiet and squeak-free interior, to allow the suspension to be tuned both for road holding and for a comfortable ride, and to provide the greatest possible crash safety. The Acura TSX unit body was computer engineered and modeled to give the car precisely these traits.

From the very beginning, the goal for TSX stiffness was two of Europe's most successful and respected four-door sedans, the Audi A4 and the BMW 3 Series. The TSX surpasses both these cars in bending and torsional rigidity.

Achieving superior rigidity and balance of front/rear stiffness required special attention to the front bulkhead and the area in front of the radiator, below the front fender edges, at the bottom of the B-pillars and the area in and around the C-pillars. But the results were worth the effort, as the TSX offers maximum strength with minimum weight, a body structure highly resistant to squeaks and rattles, extremely sharp handling characteristics, and minimal levels of noise, vibration and harshness (NVH).

AERODYNAMIC PERFORMANCE
Outstanding aerodynamic performance was a primary focus of TSX designers. This pursuit of airflow control paid off on many levels, including interior quietness from wind noise, a low Cd for superior efficiency, and handling stability at high speeds. The aerodynamic drag coefficient of the TSX is among the top in the class, according to internal testing.

The concept behind the tapered front end and rounded cabin of the TSX is to let air flow smoothly around the front bumper side and body sides. Engineers worked to remove the gap between each wheel arch and tire to reduce airflow disturbance. To better control airflow around each wheel and tire, minimizing turbulence, the TSX also has polypropylene inner fenders, engine undercover, mid-floor and a rear floor covers, and air dams located underneath the body at the forward edge of each wheel well.

WIND NOISE
In simple terms, aerodynamic turbulence causes noise and drag. Therefore, the same methodology that improves aerodynamic performance also lowers wind noise inside the passenger cabin. In the TSX, one significant gain comes from a new shape for the A-pillars and the outside mirrors. The mirrors incorporate a modest V-angle that helps separate the air over and under the mirror, reducing turbulence and noise.

By studying the airflow through the channel between the mirror and the A-pillar, engineers learned that the speed of the passing air stream through the channel had a pronounced effect on noise levels inside the car. When air accelerates through this channel, it creates high-frequency wind noise. However, shaping this channel as an expanding V-shaped passage opening toward the rear (along with carefully shaping the A-pillar, and contouring and precisely positioning the mirror housing) helps keep air from "peeling" or tumbling across the glass. Eliminating this vortex substantially reduces both mid- and high frequency noises-a reduction of as much as 1.4 dB at some speeds.

Mid- and high-frequency wind noises are very low in the Acura TSX compared to its competitors. Occupants hear the advantage on every drive, but it is particularly beneficial at highway speeds or when side winds are present.

LARGE TIRES AND TIGHT FITTING WHEEL ARCHES
The Acura TSX has generously sized P215/50R17 tires that fill out the wheel arches nicely, giving the car a distinguished, muscular appearance. In addition, close tolerances between the tires and the wheel arches improve both appearance and aerodynamic performance.

LIGHTING
The TSX comes standard with High Intensity Discharge (HID) low beams and halogen high beams. With their wider beam pattern and roughly 100-foot greater range than ordinary halogen lamps, HID headlights are an effective safety feature. The "color" of the light appears to be somewhat blue compared to conventional headlights with their yellow tinge, but HID headlamps reveal truer colors and provide better clarity than halogen lights. They are three times as efficient as conventional halogen lamps (using less electrical energy) and produce nearly twice the illumination and more than double the bulb life. Aerodynamic wrap around lenses integrate the headlights into the body for efficient aerodynamics and a characteristic Acura "face."

In the rear, separate round brake and turn-signal lamps, tail lamps, and back-up lamps lend a performance-car appearance.

GLASS AREA AND VISIBILITY
Safety and driving enjoyment are both dependent on good outside visibility. The Acura TSX offers 284 degrees of outward visibility. Engineers worked especially hard on making the rear 3/4 view expansive for safety in traffic and to ease parking.

The windshield, backlight and side glass all reduce the penetration of ultraviolet (UV) light into the cabin, creating a more relaxed driving environment and helping to prolong the interior material finishes.

POWER GLASS MOONROOF
The moonroof of the TSX is a point of pride for the Acura engineering team. It starts with a rigid roof structure that permits a solid mounting position for the glass panel and mechanism. The tinted glass panel fits flush with the roof exterior and features a flush seal that reduces the chance of wind noise while improving appearance.

A special linkage and motor are designed to operate quietly. Together with a pop-up air deflector, this makes the moonroof quiet to operate and quiet in operation. A sliding interior sunshade helps keep the interior cool and shade the passengers from unwanted sunlight when the moonroof is closed.

MULTIPLEXING
To simplify wiring and to add functionality to the electrical system, the TSX has multiplexed wiring. With multiplexing, a single wire can carry multiple command signals simultaneously. Each signal carries a unique binary code that is only recognized by the intended target location.

Multiplex wiring makes features like the programmed instrument and interior illumination and keyed and keyless power window control possible. It also dramatically reduces wiring complexity, cost and weight, while improving electrical-system reliability and durability.

DOOR CLOSING SOUND
Some of the most powerful luxury cues a car can give its owner are almost completely subconscious. One example is the sound of a door closing. Acura engineers methodically refined the design of the door sashes of the TSX (the surrounding door structure) to reduce high-frequency resonance excited when the doors are closed.

The door latches themselves are carefully engineered to latch securely with a light closing pressure, and to emit a quality sound.

Acura engineers also designed a special "bumping door seal" that purposefully transmits a certain low-frequency vibration to the door itself. This desirable vibration is heard as a substantial sound as the door closes, evoking the impression of substance and quality.

Even tiny details like a door checker-the mechanism that limits the door's maximum opening-play a part in perceptions of quality. That's why the TSX doors use a new type of checker that lets the door open more fluidly, yet has a pronounced detent at intermediate, partially open positions.

PAINT TECHNOLOGY AND COLOR PALETTE
The TSX is available in seven exterior colors: Satin Silver Metallic, Premium White Pearl, Nighthawk Black Pearl, Arctic Blue Metallic, Meteor Silver Metallic, Milano Red and Carbon Gray Pearl.

NVH MEASURES
Engineers attacked noise, vibration and harshness (NVH) from all quarters when designing the new TSX. In front, the engine/suspension subframe uses a vibration-canceling structure and highly rigid aluminum engine mounts to help keep engine and road vibration from entering the passenger cabin. The rear suspension subframe uses stiff construction and beefy box-section dimensions to reduce the transmission of road shock and vibration.

Interior quietness is also enhanced through the use of a special sound-absorbing roof lining and urethane molded floor liner, instrument panel and rear wheelhouse insulators. Additional measures include an under-hood insulator, special noise insulation in the front fender bulkheads, a rear tray (parcel shelf) insulator, and a "melt sheet" sandwich panel in the dashboard. An array of polypropylene underbody panels reduce road noise as well as direct airflow.

ENGINE MOUNT SYSTEM
Since the engine is the heaviest concentrated component in a vehicle, and the source of significant vibration, the mounting system that supports it has a profound effect on interior noise levels, handling and overall driving characteristics. Isolating the engine from the body with "soft" mounts can make for good NVH characteristics, but wreak havoc on handling and driveline performance as the engine moves on its mounts. Conversely, locking the engine in place (like in a racing machine) is the best from a handling standpoint, but guarantees unbearable NVH performance. For the TSX, neither extreme was appropriate. The TSX uses a carefully orchestrated system of six mounts to combine impressively high levels of isolation with stable engine placement for precise handling.

Two mounts are placed below the TSX engine's center of gravity, and attach the engine to the front subframe, which itself is isolated from the car's body by bolted rubber mounts. The forward-most of these two "center of gravity" engine mounts is an electronically controlled hydraulic unit with variable dual-mode stiffness. It switches between a setting optimized for damping vibration at idle, and another firmer setting for higher speeds and rougher roads. The rear most of the center of gravity mounts is a non-adjusting hydraulic unit.

To keep the engine properly positioned during severe maneuvering, another electronically controlled dual-mode mount is placed high on the right side of the engine to tie it to the body structure. Finally, to carry the weight of the transmission and limit powertrain movement, a series of three mounts position the transmission.

ANTI-CORROSION MEASURES
The Acura TSX is built from the unit body up to resist corrosion over the years and miles. This process begins with the use of galvanized steel throughout the unit body, which provides excellent resistance to corrosion. Once assembled, the galvanized unit body assembly is immersed in an electroplating bath, seams are filled with highly durable sealants and key underbody areas receive anti-chipping coatings. Only then is the body primed and painted with the top coats.

The Acura TSX body is covered by a 5-year/unlimited-mile limited warranty for outer body rust-through.

Chassis

INTRODUCTION (CHASSIS)
The new Acura TSX is more than Acura's entry sedan. It is a responsive, balanced, sharp-handling sports sedan that is designed to compete on equal terms with Europe's best -whether front-drive, rear-drive or all-wheel drive. This capability begins with impressive unit body stiffness, which allows the precise tuning of the double-wishbone front and rear suspension systems for maximum responsiveness, flat cornering, and high-speed stability.

GOALS AND BENCHMARKS
The ride, handling and stability targets for the new Acura TSX were to be better than the most respected compact sport sedans of Europe. As explained in the previous body section, this high performance level required an especially stiff unit body structure to enhance ride and handling precision as well as crash safety. This robust structure makes it possible to tune the suspension for a responsive, satisfying sport driving experience-not to compensate for body flex and resonance.

In today's sophisticated sport sedan market, one of the greatest challenges is in finding a balance that offers sports-car like handling, reassuring high-speed stability and abundant comfort for passengers at all times. To accomplish this, Acura chose independent double-wishbone front and rear suspension with a combination of steel and aluminum components and specific geometry designed to control lift, dive and body roll. The result is exceptional dynamic performance and stability at all speeds, a very comfortable ride, and greater confidence and enjoyment for the driver and passengers. Even as it approaches its high ultimate cornering limits, the TSX responds accurately to steering and throttle inputs.

FRONT SUSPENSION
The TSX front suspension is a double-wishbone system with sport-tuned shock absorbers and stabilizer, and a shock-tower bar. This set up provides quick response and precise suspension geometry control throughout its range of travel. This is evident when the TSX is driven hard through uneven or undulating corners. The car remains balanced and composed in an environment where even some premium European products become unsettled.

Computer-developed front suspension geometry allowed TSX designers to build in subtle handling enhancements. The TSX has pronounced steering self-centering to improve high-speed stability and lane control. There is also an anti-dive aspect to the geometry to keep the TSX from pitching forward excessively during hard braking, so the car feels more composed. Anti-lift aspects minimizes excessive front end lift during hard acceleration. Subtle changes to front wheel toe control while cornering and braking simultaneously further improve vehicle stability. A special compliance bushing located at the front of the front suspension subframe allows controlled fore-aft compliance under rough road conditions, netting superior ride quality.

Both front and rear suspension systems use coil-over shock absorbers that offer quick response and particularly high rebound damping rates, coupled with relatively firm springs. As the stiffer springs compress, this stronger rebound damping is required to control the spring energy as it is released. Extensive on-road and racetrack testing in Europe, America and Japan was used to find the ideal suspension tuning balance between sporting performance and ride comfort.

REAR SUSPENSION
In keeping with the goals of sporty handling for TSX, a 5-link rear suspension design is employed. The system utilizes an aluminum knuckle and double tubular wishbones. The light aluminum knuckle yields a weight reduction of 13.2 lbs. while providing 50 percent greater rigidity over iron. One benefit of the lighter knuckle is better ride quality. Because it has less "unsprung" weight, the suspension is more responsive to road roughness.

Like the front suspension, the system uses anti-dive geometry that helps keep the TSX stable-and the passengers more comfortable-during hard braking. Built-in toe control geometry helps optimize vehicle stability during corner turn-in, while a high level of roll stiffness, provided by a stabilizer bar, also helps the TSX remain stable during hard cornering by minimizing body roll.

Acura engineers adjusted the rear suspension "roll center" (the theoretical axis around which the car "rolls" or leans while cornering) to be as close as practical to its center of gravity (the height at which the vehicle's weight is effectively centered). This enhances the responsiveness and helps the TSX body to remain flat during sharp maneuvering.

POWER RACK-AND-PINION STEERING
There were three primary goals in developing the quick-ratio power rack-and-pinion steering system: reduce resistance in the system, improve linearity of steering response, and reduce steering-wheel kickback on rough roads. Here's how these objectives were accomplished.

P215/50R17 TIRES
The standard P215/50R17 93V MXM4 M+S all-season high-performance tires on the TSX provide an impressive combination of ride and handling. Jointly developed by Acura and Michelin, these tires also promote fuel efficiency through reduced rolling resistance. The tires mount on 17x7-inch aluminum wheels to visually fill the wheel arches, giving the TSX a more aggressive, muscular appearance.

BRAKING
The TSX has 4-wheel disc brakes with large 11.8-inch ventilated front rotors and 10.2-inch solid rear rotors designed to provide exceptional braking feel. A 4-channel anti-lock braking system is standard.

To achieve a solid brake pedal feel, engineers used three main strategies:

These components provide the TSX with a state-of-the-art braking system that delivers in a firm, confidence inspiring pedal feel with excellent braking effect, even in severe conditions.

VEHICLE STABILITY ASSIST
Vehicle Stability Assist (VSA) is standard on every Acura TSX. It uses anti-lock braking system (ABS) technology, together with lateral acceleration sensors, wheel-speed sensors, steering position sensors and a dedicated microprocessor to detect wheel slip (understeer or oversteer). This helps the driver control the vehicle through a nearly instantaneous reduction in engine output (through the drive-by-wire throttle control) or the rapid pulsing application of one or more brakes as appropriate.

For example, if the driver enters a corner too quickly and the vehicle's front wheels begin to slip (understeer), VSA almost instantly detects the situation and interprets it as understeer. VSA then reduces engine torque and selectively applies the brake on the inner front and rear wheels to help counter the understeer and enhance the driver's control. The correction happens so quickly and so seamlessly that the situation is often resolved before the driver is even aware of it.

Another potential scenario involves a traction loss at the rear wheels, such as might be encountered when cornering on a dirty road or when encountering black ice. VSA detects the rear tires beginning to slip and quickly applies the outer front and rear brakes to counter the unwanted yawing motion and help restore control to the driver.

VSA is armed automatically when the TSX starts. Any time the system is triggered, an instrument-panel-warning lamp alerts the driver that VSA is operating. The system can be switched off completely via an instrument-panel-mounted switch.

The VSA system also handles traction control functions, enabling the vehicle to start and climb hills on low-friction surfaces with much greater ability and controllability. It utilizes ABS technology to sense wheel spin on the front (drive) wheels, then implements individual brake application and drive-by-wire throttle control to restore traction. The benefit is greater security and active safety during winter snow driving or on other slippery surfaces including sand or water.

Safety

INTRODUCTION
The TSX uses the latest technologies to offer substantial gains in overall safety. But safety begins with the dynamic traits of the vehicle-in other words, how the vehicle can help its driver avoid an accident. In the TSX, such "active safety" or accident-avoidance capabilities include standard Vehicle Stability Assist (VSA), Traction Control System (TCS) and anti-lock braking system (ABS). All play an integral role in the car's high safety marks.

When an accident is unavoidable, passive safety engineering provides for occupant protection. TSX passive safety begins with the vehicle's structural rigidity-its engineered-in crumple zones and sliding front subframe-and extends to front seatbelt pretensioners and load-limiters, and to its system of airbags. These include front SRS dual-stage/dual-threshold airbags, side airbags with position sensors on the passenger side, and side curtain airbags.

ACTIVE SAFETY FEATURES
The TSX has many active-safety features, which are described in detail throughout this binder. In broad terms they include:

CRASH SAFETY OBJECTIVES
All of these technologies were designed to provide Acura TSX passengers with these projected ratings:

SIDE IMPACT RATING
Besides the front offset test, one of the toughest crash-test targets in the automotive business is the side-impact test. The 2004 Acura TSX excels in side-impact (38.5 mph SINCAP) testing with a projected 4 Star rating. To accomplish this, Acura used high-tensile steel around the front passenger compartment that extends behind the B-pillars (center roof pillars).

Improving side crash protection in a 38.5 mph SINCAP test required using high-tensile steel and strengthening the joints around the passenger compartment. This special steel is used in 53 percent of the unit body frame. The result is the extremely high capability to absorb and distribute energy forces in a side impact and other collisions. Of particular note are two extremely strong cross-member stiffeners (under the front seats and rear floor) that markedly improve resistance to side impacts.

REACTIVE SAFETY FEATURES
Following is a summary of the impressive array of TSX reactive safety and security features.

DUAL-STAGE, DUAL-THRESHOLD FRONT AIRBAGS
The TSX is equipped with dual-stage, dual-threshold airbags for the driver and front passenger. These airbags are designed to minimize the potential for airbag injury while providing head and chest protection for the occupants in the event of a collision.

The TSX front airbags deploy at one of two rates depending on the severity of a crash. During a lower speed collision, the airbag inflators are triggered in sequence, resulting in slower overall airbag deployment with less initial force. During a higher speed collision, both inflators operate simultaneously for full, immediate inflation, to correspond with the greater impact force.

SIDE AIRBAG SYSTEM
The airbags are located in the outboard seat side bolsters and deploy when sensors detect that a side impact is occurring. To prevent injury to a small child or small-stature adult, an innovative passenger position sensing system prevents side airbag deployment if the passenger is leaning into the side airbag deployment path. A total of seven sensors in the passenger seatback determine the height and position of the occupant; this helps the system determine if it is safe to deploy the side airbag. When the passenger returns to an upright seating position, the side airbag will reactivate so it can deploy and protect the passenger in a side impact.

SIDE CURTAIN AIRBAGS
The goal of the side curtain airbags is to help reduce head injury in a side impact. The side curtain airbag module is located in a long, slender compartment positioned along the roofline inside the vehicle. Because the airbag module extends from the A-pillar to the C-pillar, it protects both the front and outboard rear passengers.

Side-impact sensors located below the B-pillar, behind the rear seat area, and the main Supplemental Restraint System (SRS) sensor unit work together to signal a side curtain airbag deployment. A gas generator located in the C-pillar inflates the airbag via a channel in the roofline.

Deployment for the side curtain airbags is extremely quick-deployment takes less than 15 milliseconds (.015 sec.), whereas most competitors' side curtain airbags take more than 20 milliseconds to deploy. In addition, the TSX offers a larger side curtain airbag effective area, lower bag pressure and longer bag stroke, all in the interest of providing superior protection.

SEAT BELTS
The front seat belts include two advanced technologies: seat-belt pretensioners and load-limiters. In the first few milliseconds following an impact, the seat-belt pretensioners automatically tighten the seat belts, since seat belts that are firmly secured around the passengers provide better protection. But if the deceleration forces rise above a predetermined threshold, the front seatbelts are designed to stretch to further mitigate deceleration forces on the body. The combination of seat-belt pretensioners and load- limiters, in conjunction with airbags, has been proven to be the best passive safety technology yet available.

LOWER ANCHORS AND TETHERS FOR CHILDREN (LATCH) SYSTEM
The TSX has a Lower Anchors and Tethers for Children (LATCH) system in the rear seat area. LATCH features ready-to-use attachment points that allow compatible child safety seats to be installed without using the vehicle's seat belt system.

FRONT AND REAR CRUMPLE ZONES
The TSX has advanced the use of deformable crumple zones. Together with the passive safety devices inside the car, these crumple zones contribute substantially to the high projected government crash-test ratings of the TSX. The crumple zones consist of supercomputer-modeled areas designed to provide progressive resistance to impact forces. The front and rear of the car are designed to deform in a collision to safely disperse collision forces, thereby slowing the deceleration of the passenger cabin in a controlled fashion. The sophisticated computer simulations allowed engineers to design structures that spread the impact forces through the floor of the unit body.

SLIDING FRONT SUBFRAME
In the event of a severe frontal collision, the sliding front subframe that holds the engine and front suspension moves rearward, helping to disperse crash energy. A 3.9-inch increase in the "crush stroke" (the distance that the sliding front subframe moves) over previous standards was made possible by collapsing the parts that joint the subframe to the main frame.

ANTI-THEFT FEATURES
To thwart would-be thieves, the TSX offers a wide array of security features including an electronic engine immobilizer. Security is also advanced by the use of reinforced door lock cylinders to help thwart break-ins, and protectors for the hood and trunk locks (located below front of the hood and inside trunk lid, respectively).