The RSX interior is very driver-oriented, with the center part of the dash tilted slightly toward the lucky person behind the wheel. It's not really luxurious, but textures and surfaces are all very nice for a car in the low 20-thousand range, and switchgear is all exemplary, as befitting an Acura. New chrome and titanium-look accents add a touch of elegance to the stylishly businesslike design.
The automatic climate control couldn't be simpler to use, with three large dials your only input. Similarly, the audio controls are logically placed for intuitive operation. The rest of the interior layout is just as sensible, making it easy to acclimate oneself to the car and get on with the business of driving.
The thick three-spoke steering wheel neatly frames clear gauges with black numerals on new off-white faces that turn red-on-black at night. The 9000-rpm tachometer and 160-mph speedometer dominate the cluster, with fuel and temperature gauges flanking them. Cruise control and basic audio controls are mounted on the steering wheel for added convenience.
The front seats are excellent, with good lateral support, a deep bucket for your butt, and even small shoulder wings to help keep you in place in hard corners. They grip you even when covered in leather, but remain comfortable for longer trips. As with most cars of this size and class, the rear seat is something of a joke, reserved only for small humans or medium-size dogs. A better idea is to fold down the seatbacks, enhancing the already sizeable cargo area under the hatch, and letting you pretend you have a two-seater.
Storage for small stuff is plentiful. There are bins in the doors, a sizeable lighted glovebox, and a clever tray/cupholder combination forward of the shifter. The cupholder works fine, as long as you aren't trying to stuff a convenience store bladder buster in there.
The Acura RSX is all about driving, and in both versions, it's a blast. Acceleration is brisk in the RSX, darn quick in the Type-S. All the controls work well, with solid brakes, accurate and sharp steering, and predictable handling.
Suspension settings on both of the RSX models were revised significantly for 2005 for better handling. Camber and caster were revised for better roadholding and more predictable steering. The new suspension settings also lower the center of gravity by 7 mm, which helps reduce body roll. Ride comfort is improved (although it's still stiff) through the use of revised bushings and damper seals. Anti-roll bars on both models were widened and thickened, from 23mm to 25.4mm with a wall thickness of 3.0mm up from 2.8mm in previous models. The Type-S bars go from 23mm to 26.5mm, and the wall thickness is revised from 2.8mm to 3.5mm. The Type S also gets a stiffer strut tower brace, further helping the steering response. And, as previously mentioned, the steering rack itself was revised with a shorter ratio for better response, resulting in quick response that doesn't feel darty. In the rear, the spring height was reduced on the Type-S, further lowering the center of gravity. The rear anti-roll bar diameter was also increased from 19mm to 21mm.
The revised suspension settings add up to a car that feels sharper and more finely honed than its predecessor. While it is more compliant, the ride is still stiff. However the benefits in handling are immediately noticeable. Overcook a corner and the car understeers, but a gentle easing of the throttle or a moderate tap of the brakes will tuck in the nose and help rotate the rear end. The RSX is one of those cars that rewards skilled drivers, and feeds a lot of rope to the unskilled ones before they hang themselves.
The shifter is a joy, placed perfectly next to the wheel. The feel of the shifter in the Type-S has been revised and it really shows with crisp, accurate shifts.
Step on the brakes and you're rewarded with solid pedal feel, thanks to a larger master cylinder and a more rigid pedal. The standard ABS helps slow the car quickly and without fade. The Type-S gets bigger front and rear rotors for even better braking performance.
The engines in both RSX models are very sophisticated, with variable valve timing, overhead cams, four-valves per cylinder and all-aluminum construction. Both models use Honda's i-VTEC technology, which combines a cam-phasing valve timing (VTC for variable timing control) with VTEC, which actually changes the valve lift. However, it works differently and for different goals in the two models. The RSX's system is tuned more for emissions and fuel efficiency, while the Type-S is designed for power. The base engine develops 160 horsepower at 6500 rpm and 141 pound-feet of torque at 4000 rpm, same as last year. Thanks to improved intake, exhaust and cams, the Type-S gains 10 horsepower, for 210 at 7800 rpm and 143 pound-feet of torque at 7000 rpm. Both engines meet strict LEV-II emissions requirements, and while premium fuel is required for the Type-S, it's only a suggestion for the RSX.
To get the most from the base engine, it's best to stick with the standard five-speed manual, a slick-shifting unit with ratios that maximize power from the engine. The automatic features Acura's Sequential SportShift, a mode that allows for manual shifting of the gears. It works well, giving the driver full manual control, refusing to shift up or down unless directed by the driver (although it won't let you do something stupid, like start from a dead stop in fifth gear). Left in Drive, Grade Logic Control keeps gear hunting to a minimum on long uphill stretches. But it's still not as quick to respond as a true manual, and fuel economy suffers a bit as well.
The Type-S is a whole other beast. The redline is much higher (8100 rpm vs 6800 rpm in the RSX), and those extra revs are where much of those additional 50 horses play. Acceleration is smooth and quick, with a surge at the top end when the cams switch to their high lift. The revised higher redline lets you stay in it longer and keep the engine in this high-lift range. It also sounds sweet at high revs, especially when the high-lift cams come online, and that in and of itself is a good enough reason to wind it out at every opportunity. The torque band is very usable, belying the reputation of small four cylinders as being gutless.
The transmission and final drive ratios in the six-speed manual have been revised to take advantage of the new power in the Type-S. About the only dynamic flaw is the lack of a limited-slip front differential. As a result, the inside front wheel spins madly under power in sharp turns under full throttle, sometimes making it difficult to get the most from the engine.
The 2005 Acura RSX is available in two trim levels. The base model ($20,175) comes with a 2.0-liter four-cylinder that produces 160 horsepower and 141 pound-feet of torque. It comes with 16-inch wheels and tires, cloth upholstery, a five-speed manual or optional five-speed automatic. Leather is optional ($1,075).
The RSX Type-S ($23,570) raises the bar to 210 horsepower (up from 200 last year) and 143 pound-feet of torque from its version of the same 2.0-liter engine. Type-S comes with leather, a six-speed manual with no automatic option, and 17-inch wheels and tires.
Both RSX models have only a handful of options to clutter the buying process. Power door locks, automatic climate control, an anti-theft system with remote entry, tilt steering wheel and a glass moonroof are standard across the board. It also comes standard with a leather-wrapped steering wheel, heat-rejecting window glass and premium audio systems: a six-speaker in-dash CD player on the RSX and a seven-speaker Acura/Bose 6CD in-dash changer on the Type-S.
An additional performance package is available for both models. Called A-Spec, this dealer-installed option includes a four-piece aero kit, a big wing, even stiffer springs, and special wheels with high-performance 17-inch tires. New to the package for 2005 are upgraded brakes, with slotted rotors and better pads.