2006 ACURA CSX Like the EL it has replaced, the CSX is built and available exclusively in Canada. This Acura is largely based on the Honda Civic, but stands out for its higher end equipment, electric power steering, different suspension settings and, above all, a two litre engine instead of the 1.8 litre found on the Civic. This sedan comes in Touring and Premium trim lines. Interior and trunk The car is a bit low and the windshield fairly angled, making access relatively difficult. The front seats are very comfortable despite the lack of an adjustable lumbar support. With the telescopic steering column, it is easy to find a very good driving position. Climbing out of the back seat is somewhat difficult because of the narrow door opening. The bench comfortably seats two adults. While legroom is suitable, headroom for people of medium height and taller leaves something to be desired. Nor is there much room for the feet under the front seats. The folding backrest has a 60/40 split. The trunk is spacious, with a low floor. Unfortunately, the opening is small. Convenience and safety The interior is very well finished using good quality materials. Still, we heard a little creaking in our test vehicle. The level of road noise leaves something to be desired. Interior storage space abounds. Photo : Acura The Acura shares the Civic’s bilevel instrument panel. On top are the digital speedometer and temperature and fuel gauges. The other instruments are laid out below. This arrangement makes it easy to check instruments at a glance. Many controls are not lit up for night driving, including those on the steering wheel, which are a bit too small for many users. The heating system kicks in slowly but generates good heat once it gets going. There is no intermediate position between the various air distribution options, but there are 12 fan speeds. Because the front roof pillars are much higher than the windshield, they trap snow. Accumulated snow can strain the wiper motor and prevent the wipers from completing their entire course. As regards safety, Honda did not skimp on this new generation, which comes with dual front airbags, side airbags, and curtain airbags, as well as dual active head restraints in front and an antilock brake system. The front head restraints don’t go high enough for tall people, while the three in back are too low for people of average height or taller. Visibility is very good except to the rear, because it is difficult to judge distances accurately when backing up. In addition, the rear head restraints can create blind spots. The headlights are inadequate, especially on low. Not only do the xenon headlights on the Premium version have a limited range, but there are dark zones within the illuminated area. The windshield wipers could be a bit faster. As the CSX is a Canadian exclusive, no collision tests have been conducted in the United States. But since this Acura shares its architecture with the Civic, we can assume the results would be the same. In U.S. government safety tests, the Civic sedan earned all five stars for front occupant protection in head-on collisions and rear occupant protection in side collisions. It rated four stars for front occupant protection in side collisions. For rollover resistance, it received four stars. In frontal offset and side collision tests by the Insurance Institute for Highway Safety, the Civic was ranked “good”—the highest rating. Front headrest protection in rear-end collisions was also rated “good.” Engine and transmission The 2 litre, four-cylinder engine generates 155 horsepower and 139 pounds of torque. It delivers sprightly acceleration and pickup. It feels more powerful than the Civic’s 1.8 litre powerplant, especially upon initial acceleration. It is better suited to the car than the old engine and meets the ULEV 2 (Ultra Low Emissions Vehicle 2) standard. Unfortunately, the electronically controlled accelerator is jerky and does not make for smooth driving. The five-speed automatic transmission is generally very smooth, but it can be abrupt between first and second gear while the engine is heating up in cold weather. The gears are well spaced. It has three driving modes: normal, sport, and manual. In sport mode, the transmission stays in gear longer before shifting. In manual mode, the driver decides when to change gears using the two gear selectors behind the steering wheel. In this mode, acceleration is slightly swifter. On the road The fully independent suspension is clearly firmer than in the older generation. The engineers stuck with the old formula—tension struts in front and wishbone in back—but with different settings. Moreover, the CSX’s settings are about 25% stiffer than those of the Civic. This results in good overall comfort, but reactions can be harsh on uneven surfaces. Road holding is excellent and much more inspiring than before. You get the feeling of driving a sturdy car that is sensitive to side winds. The power steering is well calibrated and quicker than average—something drivers must get used to. Directional stability is affected by a slight vagueness when the steering wheel is centred, and the car tends to follow ruts. It does not transfer any road feel. The turning circle is short. The brakes are a bit weak but maintain their power after a few emergency stops. An inspection at a CAA-Quebec technical centre showed that the Civic is very well assembled, with a sturdy underbody and good rust protection. The wiper fluid tank holds 4.5 litres. A chain—no longer a belt—drives camshaft. The onboard computer indicates when it’s time for an oil change or other maintenance. In some cases, the filter may only need replacing with every other oil change. Conclusion Thanks to its engine, electric power steering, and stiffer suspension settings, the CSX stands out from the Civic more than the EL did. The CSX offers a quite pleasing blend of luxury and sporty handling, filling the Acura niche better than the EL. What’s more, Honda finally decided to grant its Acura division a longer warranty. PROS: Front seat comfort, road holding, manoeuvrability, large trunk, quality assembly, generous safety features. CONS: Less-than-perfect directional stability, sluggish heater, less-than- perfect soundproofing, visibility in reverse, deficient xenon headlights, head restraints that don’t go high enough. 2006 ACURA CSX Engine: 16-valve, 2.0-litre 4-cylinder Horsepower: 155 hp at 6,000 rpm Torque: 139 lb-ft. at 4,500 rpm Transmission: 5-speed manual; 5-speed automatic Suspension: Fully independent Brakes: Disc/disc Length: 454.4 cm Width: 175.2 cm Height: 143.5 cm Wheelbase: 270 cm Weight: 1,289 to 1,343 kg Tires: P205/55R16 Maximum towing capacity: 450 kg Airbags: Standard, plus two side and two curtain airbags Fuel consumption with automatic transmission: Transport Canada rating: City 9.5 L/100 km (30 mpg) Highway 6.5 L/100 km (43 mpg) Test result: 8.8 L/100 km (31 mpg) Test temperature: 1°C to 18°C Fuel tank capacity: 50 litres Fuel requirement: Regular grade Acceleration: 0–100 km/h: 9.4 seconds 60–100 km/h: 6.7 seconds Competition: Audi A3, Volkswagen Jetta, Volvo S40 Warranty: Full basic coverage: 4 years/80,000 km Powertrain: 5 years/100,000 km Surface corrosion: 4 years/80,000 km Perforation damage: 5 years/unlimited km Emissions control system: 4 years/80,000 km (full coverage); 8 years/130,000 km (catalytic converter, electronic control module, onboard diagnostic system) Factory replacement parts: Rear bumper: $479 Front brake disc: $83 Brake pads: $72 Muffler: $477 Front fender: $186 Average insurance premium (Quebec City, replacement cost endorsement, claim-free insurance record, male or female driver 30 to 40 years old): $918 to $1,249 Price according to trim level: Touring : 25 400 $ Premium : 28 100 $ Premium Navi : 30 600 $ Main options: Automatic transmission: $1,300 17 inch alloy wheels: 1 608 $ Price as tested: $30,600 Freight and preparation: $1,280 Dealers: Quebec: 60 Canada: 203 © April 2006. 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