A surly platoon of journalists descended upon the Motegi complex about 18 hours after setting foot on Japanese soil; frosty, rested, and eager to sink their teeth into pre-production incarnations of Acura's new RSX. It was the perfect setting for my first chance to meet, touch, and fondle the new Acura RSX, in both regular and the "extra width" performance snorting Type S format.
The RSX's star attraction is a drivetrain package that only Honda engineers could conjure. The base RSX i-VTEC is rated at 160 hp at 7,400 rpm, while the more menacing RSX Type S weighs in at 200 hp at 7,800 rpm. This "intelligent" VTEC does magical things to an already great engine's output and torque curve, and when mated to a sweet-shifting six-speed, forms the backbone of a driving experience that's more gratifying than a Bell Gardens massage. It became obvious that Acura had done its homework selecting the properly spaced gear ratios for the compact, short-throw, six-speed that does a bang-up job of keeping the engine in the chubby side of its power band. The action and feel of this six-speed, which is available exclusively on the Type S is flawless, and quickly brings out the devil-boy racer.
Really, the RSX is a genetically engineered "Dark Angel" of a vehicle with the bionic looks to match. From its sensuous quarter-panel treatment to a subtle hood line that drips into a revamped grille, it's like a canon-chested, taught-tummied, Brazilian beach bombshell who's round in all the right places. With some larger wheels and a tasteful body kit the RSX's profile will burn a Jessica Rabbit-type impression on the psyche that will make the kids at the malt shop jealous.
From the new taillights to the cluster-pod headlight treatments, and all the meat in between, my eyes found themselves sold on Acura's new Betsy, and I couldn't wait to jump in and grope the controls. Once inside the RSX, I found the interior to be thoroughly modern and Jetsons-ish, making the dated Integra interior look every bit the wood-burning stove design it now seems. A leather-wrapped steering wheel and titanium shift knob help mark the Type S genus of this beast. Textured materials, legible-for-the-blind gauges, and a cockpit that invites light, allowing for a tidy, driver absorbing workspace. The redesigned floorpan allows room in the rear seats, instead of the Integra's terrier and grocery bag space. Testing the "if it looks good, then it must be good" axiom, I strapped myself into the RSX's absurdly supportive seat. As I charged out onto the Motegi course, I felt as though I were riding on a Playmate's lap. Then I missed the first turn. After nearly choking on my gum, doubtless a product of the revised brakes, I regained the line, carefully entering the second turn leading to a chicane and brought the i-VTEC song up to 11.
In short, the RSX eclipses the Integra GS-R's performance envelope in handling, braking, and all-around chassis dynamics. It benefits from a stiffer unibody structure which, when combined with the appropriate suspension tuning, yields a vehicle that makes the Integra GS-R handle like an ox cart by comparison. Its 116 percent higher torsional rigidity and 35 percent more bending rigidity over the Integra means that if Godzilla attacked Des Moines, he'd get frustrated trying to crush your RSX and instead go after an "easier-on-the-wrists" Renault. Ride quality is reassuringly compliant for a sports coupe so capable at effectively transferring its weight through the corners.
The compact, redesigned double wishbone rear suspension with improved travel, helps yield an RSX that drives more like a RWD car. The car's tail end is still spry enough to rotate a bit, making for jaw-clenching cornering exercises. Steering input doesn't de-pants drivers with surprises, it will warn you when you've lost traction, and allow the driver to achieve the appropriate "oneness" when the tire's contact path is achieved.
The RSX's turn-in response is as good as what we would expect from the next-generation Acura sports coupe and sudden enough to keep drivers engrossed in the task. The RSX's new control-link MacPherson strut front suspension setup takes a tenacious grasp on the road, working in concert with the double wishbone setup out back. Throwing the car through the corners, you can really feel the underpinnings at work, taunting you to offer the suspension a stiff challenge. When the kitchen gets too hot, large, vented, front disc brakes bear down like a pitbull's jaw.
The new i-VTEC masterpiece shows muscle that previous incarnations of the VTEC motor only dreamed of flexing. After a few laps around the twisting Motegi circuit, I quickly realized that the RSX spanks the Integra, leaving it in the weeds like a crippled mule. And the significance of the RSX's evolution is probably best appreciated after spending some time behind the wheel of the GS-R. The new RSX Type S represents a leap forward over the GS-R in every conceivable way. The more spirited and refined ride falls in line with the Acura design philosophy, while still maintaining the sporty character and flair that made the Integra such a hit with the first-time car shopper.
Considering what the new RSX Type S has to offer, like spleen-compressing performance, a state-of-the-art four-cylinder, and interior appointments covered in a sexy sports coupe skin, it's a little easier to say goodbye to the Integra, which has been a cornerstone of the import scene since forever. Acura hopes the new RSX will rise to the challenge of the demanding tastes of the bulging youth market.