2013 Acura ILX

2013 Acura ILX

Episode 3143
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

The recession and rising gas prices has prompted luxury car builders to conjure up new entry-level models that are even more entry-level than ever- both for boomers with diminishing 401k’s and for young professionals who aren’t making as much money as they would have a few years ago. That’s the story behind the new Acura ILX. It’s based on the ever-popular Honda Civic, but does the ILX offer enough extra for buyers to make the luxury car leap?

The 2013 Acura ILX joins the recently introduced Buick Verano in matching entry level luxury sedans with today’s financial realities, including more realistic pricing, but more on that later. For now, let’s look at what the ILX has to offer the near premium luxury pretender.

Rather than just one car with 3 engine choices, the ILX comes in three distinct models, each with its own power train. The ILX 2.0 features a 2.0-liter I4 paired with an automatic transmission. The ILX 2.4 upgrades to Honda’s largest I4 mated to a 6-speed manual. And, finally, the ILX 1.5 Hybrid, complete with a CVT, and the first hybrid for the Acura brand. 

The 201-horsepower 2.4 has the most character, and will obviously appeal more to enthusiasts. But, if you want the Technology Package with Navigation and all the bells and whistles, you have to select either the 2.0 or Hybrid. The 2-liter is all-new and debuts in the ILX. Output is 150-horsepower and 140 pound feet of torque. Government Fuel Economy Ratings are 24–City and 35-Highway. We saw 29.5 miles-per-gallon on Premium gas. The 1.5 Hybrid achieves 39-City and 38-Highway. That’s about 10% less than the Civic Hybrid, but 10% more than the outgoing Lexus HS 250h Hybrid. Out on the road, the ILX 2.0 develops adequate power, but not much more though steering wheel paddle shifters are standard and can help raise the fun factor a bit. Handling is well sorted out, with a completely different vibe than Civic; suspension is firmer, and ride more controlled. 

Styling is also a huge departure from Civic. While nice looking, it’s much more on the conservative, classy trip, leaving only Acura’s shield grille to denote any aggression. The front end is wider than Civic while the hood is a good deal longer. Body lines flow up and over the rear wheels giving a hefty haunch, while thick C-pillars give a coupe-like tilt. The rear also proudly shows off the ILX’s wider stance and 16-inch aluminum wheels are standard, with 17’s optional.

Inside, the environment follows the larger TL’s blend of high-tech features with modern style, all wrapped in a spacious cockpit design. Gauges have an upscale look, and there’s a small info screen in the center. Front seats are wide and adequately comfortable and much like the Civic, visibility is excellent. Back seat passengers could use a little more legroom, but seat comfort is good for a compact. The back seats fold flat with a nice, wide opening into the trunk. The trunk area itself is well laid out and there’s room for 12.4 cubic-feet of cargo. The standard ILX comes very well equipped with keyless entry, push-button start, moon roof, and iPod connectivity. The available Premium Package adds heated leather seats and back-up camera. Besides navigation with Acuralink traffic and weather, the Technology Package upgrades the sound system to 365-watts.

At our track, under clear skies, on a picture perfect day, we navigated our ILX 2.0 to the end of the ¼ mile in 17.2 seconds, cruising along at 84 miles per hour. While those numbers won’t impress many, a 0-60 time of 9.3-seconds is more than adequate to get you up to speed on your daily commute. Bringing the ILX to a halt from 60 takes a 132-feet, however. Not unacceptable for a luxury car tipping the scale at just under 3,000-pounds, but we’d like it to be shorter. Pedal feel is vague and travel long. While our 2-liter ILX never quite feels sporty through the cones, it does feel very solid. The electric power steering is quick and smooth, while the MacPherson strut front and multi-link rear suspension along with front and rear stabilizer bars kept things relatively flat. Yes, it handles like we would expect from Acura. The Civic’s steering system has been reworked with a quicker ratio for better response and beefier parts to improve feel. It also features Motion Adaptive EPS which works with the VSA and Traction Control systems to apply assistive force when corrections are needed. 

But, the real story of the ILX is pricing. The ILX 2.0 begins at only $26,795. That’s 4 grand more than a Buick Verano, but almost $6,000 less than an Audi A4. The ILX 2.4 starts at $30,095, while the 1.5 Hybrid will cost slightly less at $29,795. Acura has done a great job of genetically altering the Honda Civic into the high value ILX. It’s not a complete reincarnation of the fondly-remembered RSX hatchback coupe, but with its 2.4 mill, the ILX sedan is surprisingly close. More than a Civic with a new personality, the ILX is also a return to what the Acura brand originally stood for, attainable luxury, but now with modern fuel economy and we see that as a right turn for Acura.

Specifications

  • Engine: 2.0-liter I4
  • Horsepower: 150
  • Torque: 140 lb-ft.
  • 0-60 mph: 9.3-seconds
  • 1/4 mile: 17.2 seconds @ 84 mph
  • EPA: 24 mpg city/ 35 mpg highway
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW