ACURA RSX Type-S
Sometimes a car would take attitude toward to driving...
It is hard to judge this new RSX against its predecessor, the vulnerable Integra. After all, that Integra was one of our favorite sports car, dubbed as ”the Best FF Sports Car in the World”. When Acura launched the new RSX 2 years ago, they clearly took the car into a different direction: smoother, more luxurious. For 2005, Acura did a mid-cycle update to this hatchback, both above and beneath the skin.
Cosmetically, Acura give this RSX a more aggressive stance. Lower body cladding along with larger 17” wheels gave the car a lowered look. Rear deck spoiler and oversize tail pipe give the car a trendy ”tuner” look. Gone are the celluloid front and tail lamps, in are the sleek head lights and rectangular tail lights. The whole car looks much more aerodynamic than before.
Engineers massaged the 2.0L i-VTEC engine, so now it’s pumping out 210 horsepower. There are also numerous updates to brake and chassis components to give it a livelier handling characteristics. Transmission of choice is still the slick shifting 6 speed manual.
As a typical Honda engine, the K20 runs silky smooth. We were surprised by the low end grunt it provided; we could easily launch the car in second gear. Push the engine to 6000 rpm, brake, downshift, corner; the close ratio 6 speed kept the engine at the boiling point. Coming out of the corner, accelerate, the rev-limiter comes in at 8300 rpm, up shift. Step on the brake, the weight shift to the front, adjust the steering wheel, the rear comes around in the typical double-wishbone suspension fashion. This RSX is not as nimble as the Integra Type R, but it is more ferocious in some ways.
Although this RSX lost to the Integra Type R in the nimbleness and ultimate handling limit, but it gained in power, smoothness, and standard equipment. For now, we are very happy with the performance of this RSX-Type S, but we wish Acura will bring over the Type-R for the die hard fans.
曾享有「全球最佳FF跑車」美譽的Integra（車型代號DC2），對熱愛駕馭的車迷來說，可是最膾炙人口的佳作。直到兩千年透過ACURA產品規劃後，新改款正式命名為RSX（車型代號DC5），以運動主力進駐北美市場，2004年底小改款式樣配備增加、動力也增加，期盼再度刺激銷售表現。
不諱言筆者個人著迷於本田車系的魅力，從座艙配置、操控設定到引擎輸出特性，一派勁裝吸引不安於室的車迷。本刊社長Benson一手催生的Autoworld車隊，使用的也是一輛DC5和Civic Si（車型代號EP3），原因無他，無限發展的改裝空間，是本田技研餽贈車主的大禮，無怪乎一票死忠車迷前仆後繼，使本田成為運動的代名詞之一。
現行RSX操控極限不如上一代是事實，這也是眾多專業車手的評價。但是，其賦予的樂趣和安全指數依舊亮眼，在這輛掀背跑車上您有更寬廣空間、更易於使用的機能，當然其平易近人的價位也是關鍵。在Type-S車款上，您可以聆聽i-VTEC K20引擎的咆哮、六速密齒比變速的暢快手感和緊貼路面的高度自信，若您本身已經是本田車主，進入Type-S就可瞭解筆者的敘述意義何在！
2005年式樣中，外觀小幅度更動，透過水箱罩、保險桿修飾後更具攻擊性，車燈照明總成也略有改變，此外Type-S車身降低並換上17吋鋁圈與Michelin 215/45R17跑胎，車身側裙和車尾翼裝飾全車活力散發，運動氣息更為強烈。對應揚升的性能，底盤設定也略微變更，原廠將Type-S懸吊、煞車均予以升級強化路感和制動力。相信在之前外界評價，對本田升級DC5概念有相當助益，尤其是令人詬病的操控表現。
從上一代DC2至這次的DC5，筆者均有試駕經驗，老實說操駕DC5的過程並非娛悅，尤其靈活度難隨意念操作，寬敞的駕駛環境、更寧靜的隔音、精緻的組裝，卻找不到DC2的輕快、犀利，車重、懸吊設定是我歸納的結論。此番原廠重新修正，讓筆者自然多點期待，小改款性能微幅增加至210hp/7800rpm，扭力達143lb.-ft./7000rpm，力道離Type-R還是有段差距，因此筆者還是著眼操控上的改變部分。
轉動鑰匙啟動引擎，K20四缸引擎運轉精緻度佳，比過去VTEC特性比較較為斯文，DC5重大改變是排氣量和扭力曲線，二檔起步可輕鬆推動2840磅爬坡，轉速攀過4000rpm後扭力爆發，6000rpm後煞車、退檔，入彎時密齒比設定轉速仍維持顛峰，檔位銜接緊密加速一氣呵成，透過方向盤角度控制，車身順暢帶過出彎，油門再一補8300rpm紅線斷油，當您聽見引擎嘶吼時K20運轉是最活躍片刻，高昂聲浪伴隨風切聲，由方向盤傳遞而來的清晰震動，煞車一點重心前移，特有的Double Wishbone懸吊特性發揮，車尾順勢修補轉向不足，在DC5 Type-S身上筆者嗅到幾分霸氣，但總覺得仍搔不到癢處，本田精髓還是被包裹住了。
對RSX Type-S的試車報告，筆者嘗試以不同觀點詮釋，終究注重座艙、機能、排放或經濟的分析字眼，並不適用於這款跑車上，筆者在小改款發現更貼近運動性的定義，但老實說RSX Type-S若要更強悍，引擎可更活潑、懸吊可更硬，至於天窗、恆溫空調等，倒不是很重要，因為鎖定DC5的車迷，大多嚮往DC2行雲流水的能耐，此時太多配備反而增加累贅，當然不公平的一點，是Type-R的終極形象烙印人心，若能如當年DC2引進，其優異、出眾的實力，勢必點燃小型運動車的戰火。
Acura RSX Type S /$23,320
Type 2-door, 4 passenger compact coupe/hatchback
Layout transverse front engine/front-wheel-drive
Engine 2.0 litre four cylinder, DOHC, 16 valves, i-VTEC
Horsepower 210 @ 7800 rpm
Torque 143 lb-ft @ 7000 rpm
Transmission 6-speed manual
Tires 215/45R-17 all-season high-performance
Curb weight 2840 lb.
Wheelbase 101.2 in.
Length 172.4 in.
Width 67.9 in.
Height 54.9 in.
Cargo area 16.0 cu. ft.
Fuel consumption City: 24 mpg/ Hwy : 31mpg
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