Second-Hand: Acura RSX

RSX, we hardly knew you.

The littlest Acura burst onto the scene in mid-2001, caught the eye of star-struck fans, and then promptly
disappeared five short years later without so much as a note.

There are Conservative governments that have lasted longer.

The RSX was dispatched from Japan to fill the void left by the late and much lamented Integra.

After eight years virtually unchanged, the Integra had exited the North American market a pocket-rocket hero.

Could the unimaginatively named RSX follow in its scorch marks?

Based on the cost-cutting 2001 Honda Civic, it was saddled with conventional MacPherson struts up front in place
of Honda's trademark unequal-length control arms.

There were fears the RSX would be fatter and flabbier than its predecessor. But the fear mongers were wrong.

(While Honda's upscale division has lost the RSX, it has gained the RDX, a four-door, turbocharged crossover.)

The front-drive RSX arrived only as a two-door hatchback and served as Acura's entry model for the
15-year-old brand.

Though similar in many dimensions, it sat 6 cm taller than the Integra, but maintained a dashing profile.

Engineers made good use of the taller cabin, jacking the sports seats off the floor and widening them for
North American posteriors.

The cockpit was brightened with silver-faced instruments and titanium-coloured trim, a welcome relief from the
black-on-black finish of Integras past.

The back seat was more hospitable, though you still wouldn't subject your rear-seat pals to anything more than a short trip.

The absence of an armrest between the front seats was conspicuous, a remedy for which could be found (like everything else)
on the Internet.

The RSX featured an all-new 2.0-litre four-cylinder engine.

The base model used a milder 160-hp version with i-VTEC ("intelligent" valve control) working the intake valves only,
good for 141 lb.-ft. of torque. It could be mated with a five-speed manual or automatic transmission.

The full-zoot Type-S model made 200 hp – thanks to higher compression and i-VTEC controlling all 16 intake and exhaust
valves – but torque was scarcely better at 142 lb.-ft.

The Type-S was available only with a short-throw, six-speed manual gearbox.

While riding on the same 16-inch wheels and tires as the base model, it benefited from firmer suspension settings.
The extra thrust was necessary to overcome the 90 kg weight gain the RSX hid under its swoopy sheet metal.

Blame it on the stouter platform providing more than double the torsional stiffness and 35 per cent more resistant to bending.

Both base and Type-S versions included standard antilock four-wheel disc brakes, automatic climate control and a sunroof.

The RSX got a mid-life freshening for 2005: the body shell was reinforced, the front spring rates were revised, steering feel
was improved and the ride height was dropped about 1 cm. Cosmetic tweaks included a new front fascia.

The Type-S earned wider rubber on 17-inch wheels and 10 additional horsepower, thanks to reprofiled cams, a larger intake
pipe and a freer-flowing catalytic converter.

In reality, the 10 new horses weren't really discernible, so engineers lowered the final-drive ratio slightly to help make the
Type-S feel zippier.

The RSX's untimely demise after the 2006 model year was attributed to "Acura's long-term plan to move upscale and
separate from sibling brand Honda," wrote Automotive News, a Detroit-based trade paper.

 While saddled with front-wheel drive, the RSX felt remarkably neutral and balanced at the wheel.

The compact Acura allowed drivers to induce oversteer and even modest four-wheel drifting before snapping
back in line with little effort.

With its 16-inch wheels and tires, the RSX could generate 0.83 g of grip on a circular skidpad.

The engine was a pleasure to unwind with little harshness transmitted through the firewall.

"It's quiet and reserved when I want it to be and screaming hellfire when I don't," blogged one owner on the Web,
referring to the i-VTEC's dual personality.

There's a downside, though.

"The engine has no torque and is a dog below 3000 rpm, It's embarrassing being
passed by everyone starting from stop lights."

On the boil, the RSX Type-S is quick, sprinting to 96 km/h from a standstill in 6.3 seconds.

Add one second for the base model and almost two for the automatic.

Not surprisingly, fuel consumption can suffer while wringing the best possible performance from this seven-eighths
size sport hatchback.

Keep in mind the Type-S model quaffs premium fuel.

 WHAT OWNERS REPORTED

 Ironclad Honda reliability is usually a given, but the RSX is not without a few glitches, owners say.

The most common complaint had to do with the six-speed gearbox's propensity to eat its synchros.

Drivers commonly reported grinding gears from first to second and from second to third gears.

"It's been back to three different Acura dealers four times for the same problem.

"Only one of them was willing to fix it and found that the synchros are bad from the factory,"
read one of many blogs on the subject.

This seems to afflict the Type-S from model years 2002 and 2003 mostly.

Other gripes included prematurely worn leather upholstery, easily chipped paint, dash rattles and intrusive tire
noise at highway speeds. Owners have had better luck switching to quieter Yokohama and Toyo tires.

All in all, the RSX proved to be roomier, faster and more refined than the Integra ever could be
– just be sure to test-drive the Type-S tranny before committing.

It's a car that thrives on spirited shifting, so make sure the gearbox is up to the task.