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Drive to Five Review: 2016 Acura ILX Tech Plus

Posted in Arizona, ILX, Road Trip, Vehicle Reviews on July 26, 2015 by tysonhugie

Odometer (Legend): 534,140

Odometer (2013 ILX): 135,215

Odometer (2016 ILX): 6,399

Trip Distance: 306 Miles

I’ve already had over 3 years of experience in road-testing Acura’s entry level model which debuted as a 2013 model in mid-2012. I can say with a certainty that over the last 135,000 miles, my ILX has been a real peach to own and maintain: Zero unscheduled maintenance, flawless performance and it still handles as nicely as the day I got it. But, as can be expected, inevitably automakers have to go back to the drawing board every few years and make updates to their vehicles to keep them at the forefront of technology and design trends.

Enter the newly-refreshed 2016 ILX to join the TLX and RLX sedans in the Acura sedan family. It was November 2014 when Acura first showed us the production-ready 2016 ILX at the Los Angeles International Auto Show which I attended with the Redline Reviews crew. Unveiled in stunning Catalina Blue in A-Spec trim, the ILX was a sight to behold.

Notable changes for the ’16 model year include both cosmetic and performance enhancements. Gone is the base model’s weak 150-horsepower motor, and now standard across all ILX models is the 2.4 liter, 201-horsepower 4-cylinder engine. It’s the same one that my ILX has, and which came standard on stick-shift-only models from 2013 through 2015.

The sad news is that the manual transmission, with its sheer perfection in its crispness and precision, is now eliminated as an option. For 2016, all ILX models will have an 8-speed dual-clutch automatic transmission, carried over from the car’s larger TLX midsize sedan sibling, which I’ve already reviewed. I’m a die-hard 3-pedal manual guy, but that new automatic left me impressed. More on that later.

Before even seeing the refreshed ILX itself, it only takes one look at the key fob to know what great lengths Acura went to on improvements. Gone is the “chrome” plated unit that gets chipped and ugly within months of normal use. Now the fob is a hard black plastic that feels quality and looks like it will endure the test of time much better.

My test model was equipped with three different package options, including (but not limited to!) the following:

Premium Package:

Leather Sport Seats
XM Satellite Radio
Auto-Dimming Rearview Mirror
Blind Spot Information
Rear Cross-Traffic Monitor

Tech Package:

Navigation System with Voice Recognition
ELS 10-Speaker Sound System
GPS-Linked, Dual-Zone, Automatic Climate Control

AcuraWatch Plus Package:

Adaptive Cruise Control
Collision Mitigation Braking
Road Departure Warning
Lane Keeping Assist

All of the above brings the tally up to $33,820 including destination and handling.

Where to Today?

To put this new ILX to the test along with my “old” ILX, a few friends and I (okay, 16 of us!) headed for the hills of the Catalina Mountains north of Tucson, Arizona to a place where I’ve visited multiple times in the past – Mount Lemmon Scenic Byway.

In attendance were a wide variety of cars — ten of them, in fact: Two ILXs, a Mini Cooper, a GTO, a 370Z, a TL, an FR-S, an RS5, a 300ZX, and… a Corolla to round things out nicely! Brock’s orange Mini 6-speed was the cutest crowd pleaser of the bunch. Did you know it’s powered by only a 3-cylinder motor? If I’d taken my 1994 Acura Vigor on this drive, we would have had 3, 4, 5, 6, AND 8 cylinder motors all present on this 300-mile Saturday cruise.

No road trip is complete without proper fuel, and for some reason my friend Peter has a tradition of buying these orange-flavored Hostess Cup Cakes every time we take a drive together. He shared one with me. Thanks, P! Breakfast of champs.

Interior

Getting even more settled into the cabin with its “Graystone” colored leather appointments, I started to take note of the many things that were different from my personal car. Sun visors are made from the same fabric as the headliner, rather than from vinyl. There’s now a two-setting memory seat function with controls on the driver’s door panel.

The instrument cluster has a higher resolution display between the gauges and a lot more available information. The bezel around the cupholders on the center console are now a painted finish rather than chrome, keeping the reflective sunlight from beaming occasionally in the driver’s face as it sometimes does with my 2013 model. Even the seat belt buckles are a new design that’s easier to grab!

Love that rear camera which uses a much larger screen and with higher resolution than the one I’m used to looking at.

Overall fit & finish felt great, as is expected from a premium brand. I do wish the plastic lower part of the door panels was more resistant to scuffing, as my ILX at 3 years old is showing fairly significant wear there from getting in & out of the car.

Exterior

You’ve already seen those brilliant “Jewel Eye” headlamps which I adore, but the whole front & rear ends of the ILX have been reworked to give it a more aggressive performance vibe. The grille has been tweaked slightly and the ILX now has a new set of 17″ shoes. An optional “A-Spec” package offers 18″ wheels and fog lamps which further heighten the curb appeal.

My favorite thing about the outside of the car is the LED turn signals.

Driving Experience

Amenities and handsome looks aside, the driving experience is really of greater importance to me. Clearly the 201-horsepower, 2.4 liter 4-cylinder motor is a bulletproof powerplant, having logged well over 100,000 miles on mine without skipping a beat. Direct-injection is a new addition to that motor for 2016. For a lightweight car like the ILX, that kind of power is more than sufficient to get forward momentum at a brisk rate. I didn’t get the chance to have a flat-out drag race between my ILX and the 2016, but they feel right on par with one another in terms of acceleration.

Right off the bat, it’s easy to tell just how civilized the 2016 ILX has become compared to its predecessor. Where my ILX 6-speed revs at nearly 3,500 RPM at 80 miles per hour, the new ILX 8-speed only works the motor at a little over 2,000 RPM. This translates into a substantially quieter cabin thanks to diminished engine and exhaust noise. You can actually carry on a conversation in there!

Mount Lemmon was bustling with bicyclists and tourists as is typical on a Saturday, but the 26-mile stretch from Tanque Verde Road all the way to Summerhaven at 8,200 feet gave us dozens of curves to evaluate our diverse group of cars. When you’ve got a lineup of sports cars in your rearview mirror and you’re in the lead, you feel the pressure of setting a pace that’s fast enough to be fun but conservative enough to be safe. Both ILXs are well suited for canyon carving.

The 8-speed automatic transmission is a revolutionary dual-clutch unit, carried over from the Acura TLX model. Shifts are lightning fast and to be honest, I couldn’t believe that it got into 5th or 6th gear by the time it got to the end of my residential street! Eight gears sounds like a lot, but I was pleasantly surprised at how little “gear-hunting” the car had to do when commanded to accelerate. A drop of the throttle beckons near-instantaneous response from the powertrain as it downshifts.

The general consensus on the ILX was a hearty thumbs up in pretty much every regard. Donald, who owns a 2009 TSX, said the car felt more nimble than his car. Peter, who drives a 2004 TSX, said he was most impressed with the response from the transmission, especially in Sport mode. I have to agree with him. During descent from Summerhaven, the car would effectively hold its gear, avoiding the need to get on the brakes frequently. We stopped briefly during our descent to enjoy the view of Tucson from “Windy Point” rest area.

Safety Tech

The technology advancements in the new ILX are extensive, ranging from not only the “fun” stuff like the rocking, 10-speaker ELS stereo, to a full suite of safety features. The lane departure warning does a really nice job of accurately reading the road, the adaptive cruise control is a convenient way to “set it and forget it” with regard to speed maintenance, and there are six airbags in the cabin. All of Acura’s sedans are rated as top safety picks by the Insurance Institute for Highway Safety (IIHS).

Final Take

While the ILX didn’t have the bloodthirsty growl of Kyle’s 400-horsepower GTO or the on-rails handling of the FR-S, in my mind it hits a bullseye in purpose and function. It’s a comfortable cruiser on the highway – quieter, more refined, and better appointed than the prior iteration. Yet it still has a thirst for a twisty mountain road and feels right at home with its Michelins gripping a tight hairpin on a mountain pass like the Catalina Highway. For anyone in the market for a fun-to-drive sports sedan, I’d give this one a nod of approval.

Here are the rest of my photos and a very short walkaround video!

402 combined horses at my command!

Graystone interior

Driveway duo

Sunset in Scottsdale, Arizona

Pre-roadtrip with staging at Chevron

Arrest-me-red Scion definitely was a crowd pleaser

Midpoint on the drive – Picacho Peak, at the Shell station

A few scenes from around Tucson

ILXs at a stoplight side-by-side

Brunch bunch at Viv’s Cafe off Catalina Highway in Tucson, Arizona

Kyle’s GTO getting ready to lead the pack upward from Windy Point rest area

Enjoying cooler temperatures at higher elevations north of Tucson

Matt’s 370Z NISMO getting surrounded by ILXs

Can I please have these LED taillights for my car? I wonder if they’re plug & play.

Rest area

Descending from Summerhaven

Photo-op!

Back to Tucson we go

Following Peter who was at the helm of the 6-speed 2013 ILX

Rounding up the gang for lunch post-drive

Still having fun with my “new” old Vigor, by the way! This week it got a valve adjustment, new distributor cap, and a full detail.

19 Comments »

Drive to Five Review: 2015 GMC Canyon & 2015 Toyota Tacoma – Tackling Schnebly Hill

Posted in Arizona, Road Trip, Vehicle Reviews on May 27, 2015 by tysonhugie

Odometer (Legend): 533,651

Odometer (ILX): 126,281

Trip Distance: 269 Miles

As if I didn’t get enough dirt caked in my nostrils the last time I left the pavement (see the blog write-up from March when my friends and I took an Acura MDX off-road), we were determined yet again to explore the great outdoors in the interest of real-world automotive evaluation. This time, instead of crossover SUVs, we took a pair of pickup trucks.

The GMC was finished in Bronze Alloy Metallic, with specs as follows:

2.5 liter Ecotec Inline-4 Engine
6-speed Manual Transmission
$24,915 As-Tested

The Tacoma came in “Inferno” exterior color, with these features:

4.0 liter V6 Engine (236 hp)
5-speed Automatic Transmission
$39,579 As-Tested

Now, certainly this isn’t a “fair fight.” The Tacoma costs 58% more than the Canyon and it’s a good deal more capable in an all-terrain situation. Our intent was not to put these pickups head-to-head, but rather to review them independently of one another and bring up the merits and criticisms of each. The icing on the cake was getting to explore one of Arizona’s many gorgeous regions, that of Sedona.

Contender Details

About that Tacoma: TRD stands for Toyota Racing Development – the company’s performance line (or “in-house tuning shop” as they call it). The division dates back to the 1990s when it was first created with a focus on performance parts for racing applications (NASCAR, Baja racing, and the like). (EDIT: A savvy reader has corrected me – the TRD concept dates all the way back to 1957 and the American division was founded in 1979). Today, TRD goodies have trickled down to the everyday passenger cars & trucks available at your nearest dealership. The TRD Pro package brings in a few special things including upgraded wheels, Bilstein shocks, different front grille / badging / shift knob / floor mats.

Since our test Tacoma was a 2015 model year, it represented the last of its generation. For 2016, the model has been completely redesigned. I already got a closer look at the new 3rd generation Tacoma at the Detroit Auto Show earlier this year, but it hasn’t yet gone on sale (estimated deliveries starting in 3rd quarter of this year).

The GMC Canyon and its twin, the Chevrolet Colorado, debuted in 2004 as replacements for the GMC Sonoma and Chevrolet S-10 midsize pickup trucks. The Color-anyan twins are now in their second generation, having gone on sale in 2014 as 2015 model year trucks after a reveal at last year’s Detroit Auto Show. The Canyon comes in three trim levels and is styled similarly to its larger GMC Sierra full-size pickup truck sibling. Our tester was the base model with 4-cylinder motor the manual transmission.

About the Road

Schnebly Hill Road is only about 13 miles long, but due to the rugged and challenging terrain it can take up to 45 minutes to traverse. It drops over 2,000 feet in elevation from its start at Exit 320 on Interstate 17 to where it arrives in the beautiful red rock landscape of Sedona. We were well-equipped for virtually any type of terrain, since both trucks have long-since been proven as capable rigs. Just in case the terrain got a little too tough, James took along a 30-foot-long tow strap. Suffice it to say, at the end of our drive, his first words were, “Dammit, I didn’t get to use the tow strap.” That means both these trucks showed their skill and reigned victorious.

Aside from those 13 rocky miles, we did get another 256 miles behind the wheel of these trucks – on pavement. Our paved route took us on a variety of road conditions, from 75 mph two-lane freeway to 35 mph in-town driving, to a few curvy twists, turns, and roundabouts in the towns of Sedona and nearby Oak Creek. So this evaluation reflects the real world driving experiences of both on- and off-road nature.

Who’s Going?

For this drive, we had just four participants: myself, James, Chris, and Mike. Each is a certified ‘car nut’ and highly qualified to criticize or compliment anything on 4 wheels. We ended up having a blast in the process. After putting the trucks through their paces on a variety of terrains, we dined in style on the outdoor patio at the Javelina Cantina in artsy Sedona. That chicken chimi was one of the best I’ve had. But, this isn’t a food review, so let’s get to the “real” meat & potatoes of why you’re here.

GMC Canyon Review

The Canyon needed to rev out to crest the elevation change on I-17 between New River and Flagstaff, because it only had 200 horses at its disposal. Still, both Chris and I commented at how smooth the gearbox was and how refined the ride was for a $24k base model pickup. There are certainly no frills – the sideview mirrors are completely manual in nature, there’s no sunglass holder… but all the critical pieces are there. The seats were comfy and the ride quiet. I had to take a conference call about NSXPO for about 30 minutes while Chris drove. I had no problem with background noise despite the fact that we were cruising between 75 and 80 mph for most of the time.

As we exited the pavement at Schnebly Hill Road, I got a little nervous for a few reasons. 1) There were clouds in the sky and I knew if we got into a muddy situation, 2WD wasn’t going to do us much good. 2) The plastic front air dam on the Canyon is so low to the ground it makes clearance a concern. And 3) We passed at least three bold “in-your-face” signs explicitly warning us about the rough nature of the 12 miles of road ahead. Was the Canyon up to the task? Without a doubt. Twice, we had obstacles present themselves that required someone to be outside the vehicle guiding the driver. But both times, we made it through with nary a scuff. The biggest challenge – and one that I actually turned the keys over to James for – was when a large set of rocks blocked the road and it was inevitable that low air dam would make contact no matter how we traversed them. With a look of determination like I’ve never seen before, James threw the truck into first gear, gritted his teeth, and powered through. I felt like giving him a round of applause.

The Canyon is a perfect all-around pickup truck. It’s composed and comfortable enough to use as a daily driver without that whole “it rides like a truck” driving dynamic. The stick shift makes it engaging to tool around in. Visibility was good. It was easy to park. And while the cabin was tight – especially the rear seats – the use of space is thoughtful and there was never a moment of discomfort for us in the front.

The Canyon is a winner. I’d drive one.

Toyota Tacoma Review

This truck is so “in your face.” There’s a TRD emblem slapped on just about every panel. Combined with the highly visible front skid plate, Inferno red color, and aftermarket-looking wheels, it’s a truck that looks like it has a point to prove… even when it’s standing still.

Here’s the weird thing about my take on the Tacoma: Even with all that 4×4 garb, I found it more behaved ON pavement than it is OFF. Let me elaborate. At 75 miles her hour, I found it more comfortable than anticipated. The V6 revs effortlessly. The ride is nice, and high level of visibility gives a great sense of confidence. Off road, it’s almost like the suspension has been too stiffened. The truck would probably have handled better with some sandbags in the bed to add a little weight – we felt like the tail end wanted to dance around too much. A little disconcerting to me was how much the steering wheel jerked around while on the rough stuff. It seemed to require a high level of constant re-centering – more so than the Canyon did.

Criticisms aside, the Tacoma TRD Pro succeeds effortlessly at what its engineers designed it to do. It took one look at the biggest road obstacles we encountered and laughed out loud. I remember driving behind it at one point and thinking to myself, “There’s no way he’s going to straddle that rock and not hit it.” And, without a flinch, the truck made it. That high ground clearance was truly a blessing. The Tacoma was extremely sure-footed. Where the Canyon spun its wheels a couple of times on sand-covered rocks, the meaty BF Goodrich tires on the Tacoma gripped like a pair of steel pliers. Look at how the Tacoma’s color make it almost camouflaged in the desert!

Just because I was IN a Tacoma for a good chunk of the day, I started noticing just how many of them there are on the road. Toyota has hit a home run with this truck, and it’s no wonder the platform has been changed so little since its debut in 2004. Resale values are sky high even on well-used models. I remember looking for a used one for my dad and being amazed at what people were asking. So that’s good news for anyone looking for a great return on investment. Bottom line on this one is: It feels like a fun “last hurrah” for the outgoing body style. Toyota has thrown everything except the kitchen sink at it, reflected in the $40k pricetag. Personally, I’d encourage potential buyers to hold off on pulling the trigger until the new 2016 model has hit the streets. It’ll probably be worth the wait.

Thanks for joining for the drive! The rest of the pictures and a short video are below.

Northbound I-17 with some fairly heavy holiday weekend traffic

Passing the Tacoma in the Canyon

Here, knowing that the dirt road is not suitable to most passenger cars, travelers are given alternate route options to Sedona

Last shot of the trucks before we got them dirty

Chris showing how tight the rear seats in the Canyon are. Great for kids, though!

Couple pictures from Schnebly, an awesome viewpoint about 6 miles into the dirt road portion

Tyson and Chris

Canyon in the canyon

Mike and Tyson in the bed of the Tacoma

James, Chris, and Mike, enjoying a few minutes of fresh air before getting back into the pickups

Javelina Cantina in Sedona

I couldn’t not post a picture of the best chicken chimichanga I’ve had in months!

Quick last plug for a friend. Looking for an IMMACULATE and rare Acura Legend? Here you go:

http://stgeorge.craigslist.org/cto/5041571656.html

12 Comments »

Press Preview: 2016 McLaren 570S

Posted in PAPA, Vehicle Reviews on May 22, 2015 by tysonhugie

Odometer (Legend): 533,595

Odometer (ILX): 125,855

It’s fun to dream. Most of us will never own a vehicle with a six-figure pricetag, but that doesn’t stop us from obsessing over them by doing things like making them our smartphone wallpaper backgrounds. I was invited as a PAPA member to get a sneak-peek of the new McLaren 570S model at a dealership last Friday evening at a VIP event for automotive media. The 570S Coupe has a base price of $184,000 and it was unveiled to the world at last month’s New York International Auto Show (photo credit to Autoblog for the above & below). That pricetag makes the 570S the company’s least expensive car sold in the United States.

McLaren’s dealership on Raintree Drive in Scottsdale, Arizona is very simple and unassuming from the exterior. As a matter of fact, I’d driven by in the past and didn’t even realize it was there. Unlike other car dealerships, they don’t need balloons, bright signs, or fanfare to attract people. When you’re spending $200k on a car, it’s a little different purchase experience than tire-kicking at CarMax.

When I arrived, there were hors d’oeuvres and cocktails being distributed by a fancily-dressed waitstaff. The 570S was under a white sheet until 7:45 p.m. when a countdown on the flatscreen TV went from 29 to zero and the cover was pulled off dramatically. We then heard from some McLaren employees including an engineer named Chris Goodwin who played a key role in its development and who told us he’d personally logged “thousands” of miles in the 570S as a means of testing and evaluation. He’d flown in from the U.K.

Like other McLaren models, the new 570S has a mid-engine setup, rear-wheel-drive layout and carbon fiber construction (for strength and light weight). The performance stats on this “baby” McLaren are impressive: Zero-to-60 happens in a flash at just 3.1 seconds. Product representatives told us the car can accelerate to 124 miles per hour in 9.5 seconds and has a top speed of 204 miles per hour. Got a need for speed? Here’s your car. Now, if only it didn’t cost as much as I owe on my home mortgage. You’ll need a $10,000 deposit to secure your spot in line for the car when it becomes available. The dealership doesn’t yet know how many cars they’ll be allocated, and there will be a 4-month wait from the time of order until delivery.

The representative joked, “McLaren has no intention of building an SUV. We are a sports car company. Mid engined, rear-wheel-drive is what we do.” He also went on to emphasize the fact that the brand is not going for high-volume sales and considers itself in a special niche. I was surprised to learn that despite McLaren’s longstanding reputation in automotive racing, the company has only been in the business of making “road” cars for about the last four years. The McLaren name has been around in racing since the 1966 Monaco Grand Prix. Today, the McLaren Formula One team is actually called McLaren Honda. Why? Honda builds the engines! No wonder they’re so successful!

Here are some nitty-gritty specs on the new 570S supercar:

3.8 liter V8 twin-turbo motor
562 horsepower; 443 lb-ft of torque
7-speed dual clutch transmission
Double-wishbone independent suspension
19 inch wheels (285 width rear tires!)
17 available exterior colors

Starting with just one roadgoing model, the MP4, the McLaren lineup of cars now consists of a wide range of cars, from this “entry level” 570S to the $1.15 million “P1” model. The 570S will go head-to-head in the same general price class as the not-yet-on-sale 2016 Acura NSX. Now that’s a drag race I’d pay money to see. Below are the rest of the pics from my visit to the preview event. Thanks for reading!

Bunch of McLarens in the service bay

This one in the showroom is the 650S model

Want it? That’ll be $390,286, please.

Here’s the interior.

A few more pics of the 570S on display

Lots of carbon fiber

Are they still called “Lambo doors” when they’re not on a Lambo?

Interior

Beefy brakes!

And a couple of ‘twinning’ silver 6-speed Acura sedans last weekend for good measure.

What’s up for the weekend here in Arizona? Well, James from Six Speed Blog and I have a couple of 2015 model year pickup trucks at our disposal. And we’re getting them dirty :). More on that next week.

Happy holiday weekend to all.

6 Comments »

Press Preview: Ford EcoBoost Challenge Event in Scottsdale, Arizona

Posted in PAPA, Vehicle Reviews on May 4, 2015 by tysonhugie

Odometer (Legend): 533,309

Odometer (ILX): 124,160

There’s nothing like the smell of burning rubber on a Friday morning to get your day started. I fully enjoyed ripping through the gears in a couple of the auto industry’s favorite “hot hatch” cars on a closed course last week

Ford rolled out the blue carpet for us at a media-only event on Friday as part of its 17-city “EcoBoost Challenge” tour. I attended along with about 20 other members of the Phoenix Automotive Press Association (PAPA). The venue was WestWorld, on the north end of town in Scottsdale. It’s the same location where the Barrett-Jackson collector car auction takes place every January. Some Ford folks kicked off the day with a little background on Ford’s current product lineup and the layout of the event. Brandt Coultas from the Dearborn, Michigan plant was in attendance. I’d already met him previously at a Ford F-150 preview event about a year ago.

Since 2009, Ford’s EcoBoost lineup of engines have made a name for themselves for being powerful yet fuel efficient. They are all characterized by being turbocharged and utilizing direct injection. More from Wiki:

Engines equipped with EcoBoost technology are designed to deliver power and torque consistent with those of larger engine displacement while achieving approximately 20% better fuel efficiency and 15% reduced green house emissions than these same engines.

As a matter of fact, when Ford’s representative Tania started talking about the available Mustang powertrains, she ranked the 4-cylinder EcoBoost as a higher performance car than the V6 model. See how the power compares across the three available motors?

EcoBoost 4 cylinder: 310 horsepower
V6: 300 horsepower
V8: 435 horsepower

Ford’s Mustang test drive lap was way too short. Even after having completed it twice in a row, I still had probably only driven the car 1/2 mile. The “acceleration straightaway” was barely long enough to get me through first gear and starting into second before I had to mash the brakes for the first left corner. But, that corner was a lot of fun – and so was the slalom section through a couple of cones. My yellow EcoBoost Mustang 6-speed handled really well. I also found the power very impressive for a 4 cylinder.

The next event was a “Reaction Time Challenge” on a separate course, equipped with all “ST” models. I talked awhile back about my first driving experience in a Fiesta ST, which in that case was in a normal, on-road setting instead of a closed track. Steve Lynch who I recently paired up with for a scenic mountain drive was my nemesis at the start line. Each of us were equipped with the same vehicle. The goal here was not to beat any specific lap time but rather to achieve the best reaction time once the light turned green.

We were instructed to rev the tach to 3,000 RPM for take-off, and I followed those instructions to a T. The Fiesta spun its wheels just momentarily on take-off but got a grip quickly and I was on my way. Steve and I blasted in parallel through first gear to the red flag at the end of the very short runway, then clamped down on the brakes. A digital readout displayed our respective reaction times. My personal best was a .43 and I think Steve was somewhere in the 5’s. Following that straight section, there was a curvy section lined with orange cones and then another slalom. The Fiesta is very light on its feet and I had a blast tossing it around. The surprising part was that the larger Focus ST actually didn’t feel nearly as fun. Steve and I agreed on that. Each of us took two laps in each car.

As some of my readers may know, my younger brother Payton is the driver for the H&S Motorsports race team. I felt so proud of my reaction time that I sent him a text message. He had to quickly squash my arrogance by telling me he’d achieved a reaction time of .051 in a diesel-powered Ford Lightning pickup truck. That’s a near-perfect time! I guess I have some practicing to do before I race against him.

(Random video of my brother kicking butt at some drag races)

Being front-wheel-drive, the Fiestas and Focuses (Foci?) handled vastly differently than the RWD Mustang, but I actually preferred them. I applaud Ford for continuing to cater to customers who demand “fun” in the car that they drive. I also appreciate that Ford continues offering a stick shift so readily in so much of its lineup. One of the events at the track day was “Shift Phobia” where first-timers and new drivers could give stick-shifting a try who hadn’t done it before.

It was a great day on the track with Ford, and I definitely gained a greater appreciation for the capability of the EcoBoost lineup of engines. Ford says that over 4 million EcoBoost-powered vehicles have been sold to date, and that number will certainly continue to grow at a rapid pace. A remarkable 79% of the new aluminum-bodied F-150 models sold in the Phoenix area have been EcoBoost-equipped (the national average is 60%). Knowing what I know now, I’m not surprised. It’s a great formula and the proof is in the performance.

Many thanks to Ford for inviting PAPA to participate at the event!

Tania giving us the lay of the land (track)

My 4-cyl Mustang test car

Behind the wheel of a Fiesta ST 6-speed

Having a post-lap recap conversation with Steve

Some of the vehicles awaiting punishment on the Reaction Time Challenge

Focus ST. I love this color.

Bonus Material:

On Saturday, I took the NSX on a “Supercar Saturday” drive with about 50 other cars. We did about 200 miles – looping up to Roosevelt Lake and then into Globe for lunch, before heading back to Phoenix. Here’s some cool drone footage. See if you can spot my car.

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Sunday Group Drive: Long Loop to Lynx Lake, Arizona

Posted in Arizona, ILX, Milestones, Road Trip, Vehicle Reviews on April 27, 2015 by tysonhugie

Odometer (Legend): 533,182

Odometer (ILX): 123,824

Trip Distance: 243 Miles

“My Bugles spilled all over!”

That was James’ flustered exclamation immediately upon exiting his Ultrasonic Blue Mica Lexus NX200t on a pullout of Highway 89 on Sunday morning. This particular road is unlike most of our state highways for a few reasons: It delivers seemingly endless twists and turns, the corners are banked, and the pavement conditions are as smooth as can be. For any car enthusiast, all those factors can only mean one thing: Wheeeeee!

So, as James took the corners aggressively in his “cute-ute” SUV to keep up with me in the ILX and Peter in his 3-series station wagon, his open bag of Bugles chips that was sitting on the floor repeatedly got rolled over by a rogue water bottle. And James, hands white-knuckling the wheel at 10:00 and 2:00 positions, was powerless to stop it from scattering crumbs all over the place in the process.

It was all worth it, and this Sunday drive did not disappoint. This was a small group with 3 unique luxury cars:

2002 BMW 325iT (Peter) – $36,250 as tested
- 5-speed manual
- Sport, Premium, and Cold Weather packages
- 2.5 liter Inline-6
- 189 horsepower
- 190,155 miles
2013 Acura ILX (Tyson) – $31,980 as tested
- 6-speed manual
- 2.4 liter 4-cylinder
- 201 horsepower
- 123,824 miles
2015 Lexus NX200t (James) – $43,398 as tested
- 6-speed automatic
- F SPORT and Navigation packages
- 2.0 liter 4-cylinder
- 235 horsepower
- 2,901 miles

From our home base in Scottsdale, we made our way northbound (Loop 101 -> Interstate 17 -> Highway 74 -> Highway 60) and our first stop was for fuel and snacks at the Mobil gas station in Wickenburg. That’s where James got ahold of those Bugles which later became the strewn-about crumbs in his back seat.

Peter’s 5-speed 3-series took the lead with Jack playing the role as copilot. As soon as traffic and road conditions permitted, the white station wagon quickly left me in its dust. Thanks to its custom upgraded H&R Sport suspension and 18″ low-profile tires, the BMW was well-suited for the twists & turns of Highway 89. The ILX, too, seemed to be right at home in that environment. Jack drove it for a stretch and commented on how superior Honda’s stick-shifts are. (A shame, since as of the 2016 model year, Acura has nixed the option). Between Wickenburg and Prescott, the highway ascended about 3,300 feet in elevation; rowing between 3rd and 4th gears it was fun to hold the motor in the higher RPM range and make use of VTEC technology.

Prescott welcomed us with light rains, refreshing pine-scented air, and cool mountain temperatures. There was only thing one left to make it a perfect road trip: tasty food. And for that, we went to the Lone Spur Cafe on Gurney Street in historic downtown Prescott.

Since it would be on our way home anyway, we decided to hit up Lynx Lake for a few pictures. I last visited both Lynx and Watson lakes in the Prescott area in February in the ILX. When we turned off Highway 69 at Walker Road, I noticed that there were even a few snowflakes on the roadside as we headed toward the south shore of Lynx. We were glad to have sweatshirts. I know all my readers up north are rolling their eyes at how we Arizonans crank our seat heaters to “HI” when the temperature dips below about 70 degrees.

James let me take the wheel of the Lexus for the drive home from there.

Coming from a lower-slung sporty sedan, I expected the NX to be a little less agile around the corners due to its higher center of gravity. What I instead discovered was that the NX “thinks” it’s a car, and behaves accordingly. If I had closed my eyes while driving (not recommended!), I could have easily mistaken the ride & feel for a sedan, and that is impressive considering the vehicle’s heft and profile.

Lexus tries hard to put all the controls at optimal locations. I noticed that the cruise control stalk (tucked away behind the lower right side of the steering wheel) is the same one that my mom’s 2003 Lexus GS430 had. Hey, if it ain’t broke, don’t fix/change it! The rest of the cabin is a nice place to spend time. I liked the red stitching on the dashboard (part of the F SPORT package) and the abundance of soft-touch materials surrounding the driver.

Among other adds for F SPORT are the sport-tuned suspension (which we definitely put to work), perforated leather-trimmed steering wheel, cornering front fog & driving lamps, special door scuff plates, and active sound control (“ASC”). That feature is a bit of an oddity: It’s a dial mounted to the dashboard below the steering wheel that controls the level/intensity of engine sound coming into the cabin. Oddly enough, the NX even has a G-meter. Those are all nice efforts to make the vehicle fun and sporty, but something tells me its primary buyers are folks who probably aren’t going to care. I picture the NX spending more time fighting for parking spaces at the mall than doing any kind of technical driving. I have to wonder how the NX would fare on an extreme road like Bloody Basin.

All-in, I enjoyed driving the NX200t more than I thought I would. At 80 mph on the freeway, there was almost undetectable wind noise. We streamed Bluetooth audio from James’ iPhone and the 8-speaker audio system rocks out (thanks for reminding me that Bloodhound Gang exists!). We got dumped on by a cloudburst coming down a curvy section of Interstate 17 between Sunset Point and Black Canyon City. Even though the NX was wearing summer tires, traction was grippy and confidence-inspiring. The windshield wipers (front and rear) did a great job of sweeping away the rains and I must say I really enjoyed the higher ride height of a crossover and the visibility it gave to what was going on around me.

Many thanks to James, Peter, and Jack for coming along and to the folks at Toyota/Lexus for giving James access to that sweet NX so it could join us for the drive. That about wraps it up for this weekend’s adventure. Thanks as always for coming along! Photo gallery below.

Westbound on Highway 74, following the Lexus

Peter’s E46 takes the lead

ILX spotted in the sideview mirror of the NX

Just about to start our climb from Wickenburg to Prescott

Mile marker near Yarnell on Highway 89

Quick pullout off the highway

Arrival in Prescott

Walking a few blocks to our lunch spot at Lone Spur Cafe

Lunch bunch at Lone Spur

Peter knew just the right angles to get on his wagon pictures

Lining up the cars

Beauty shot

And hey, check out this milestone I hit a few days ago! 123,456! If it had been one degree warmer, it could have almost been a perfect capture.

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Drive to Five Review: 2015 Acura MDX – Off-Roading in Bloody Basin

Posted in Arizona, MDX, Road Trip, Vehicle Reviews on March 17, 2015 by tysonhugie

Odometer (Legend): 532,742

Odometer (ILX): 116,312

Odometer (MDX): 7,636

Trip Distance: 164 Miles

“What are your weekend plans?” asked Carin at Great Clips while she worked the sides of my head with the hair clippers. “I’m going on a little off-road drive with a few friends,” I told her. I could see the wheels spinning figuratively in her head, probably thinking of some extreme rock-crawling adventure with Jeep Wranglers. “What are you going to drive?” “An Acura MDX,” I told her. “Wait, isn’t that a luxury car?” I took a minute to educate her. What’s the point of having a four-by if you aren’t going to use it?

In November 2013, I did a full review of the then-new 2014 Acura MDX. For the 2015 model year, the MDX carries onward unchanged (“if it ain’t broke, don’t fix it!”) and I was again this year given the chance to put Acura’s best-selling SUV through a real-world driving evaluation over the past week. My test MDX was born in Lincoln, Alabama but already had over 7,000 miles on it by the time it arrived at my house. It was painted Obsidian Blue Pearl and loaded to the max with option packages. Bottom line on the as-tested vehicle was $57,765. I’ll share details about those options later on.

For a chance to exercise this luxo-SUV on a variety of road conditions, I asked around and got a few recommendations. The route that we chose would give us a taste of freeway, two-lane, and off-road sections over the course of its 160-mile length.

From Scottsdale, eight of us headed out on Sunday morning with a foursome of varied sport utility vehicles: 2003 Ford Expedition, 2015 Nissan Murano, 2015 Toyota RAV4, and the 2015 MDX. The grades on Interstate 17 climb sharply from the Phoenix Valley toward Flagstaff. The MDX cruised comfortably at 75-80 mph and it’s difficult to tell you’re even going that fast – wind/road noise is near non-existent. Our destination was Forest Road 269, also known as “Bloody Basin Road.” It takes off from I-17 at mile marker 259. From there, the pavement ends and the fun begins as the road heads eastward through some remote backcountry that is rich in history.

Along the way, we would be passing by Indian ruins and other abandoned dwellings. Bloody Basin gets its name from a series of armed conflicts between new settlers in the area and the native Apache people. One particular massacre happened in 1864 when a party led by a man named King Woolsey killed 29 Indians. Legend has it that the stream ran red with their blood. Bloody Basin Road goes through the Agua Fria National Monument, a 50,000-acre area that contains some well-preserved ancient ruins that were occupied between 1250 and 1450 AD.

But you didn’t come here for a history lesson. How about that MDX? Over 50 miles of rough dirt road later, I can attest: This SUV is as refined in rugged territory as it is on a high-class date to the symphony. Bloody Basin dished out its fair share of terrain that made us raise our eyebrows in wonder: Do we have enough ground clearance? Is this going to scratch one of the wheels? How deep is that water? No task seemed too difficult to undertake. The MDX’s MacPherson-strut-equipped suspension kept Chris’ Starbucks beverage from sloshing around too much on the washboard ruts. And that, in his book, was enough to give it a firm stamp of approval.

Prior to the off-road portion, Mike in the Expedition had remarked: “I brought tow straps in case we need to pull any of these ‘cute-utes’ out of the rough stuff.” Well, Mike didn’t end up needing those straps after all. In fact, we rolled onward confidently in the comfort of ventilated seats, XM radio, and tri-zone automatic climate control. Heck, if we’d had enough riders, I could have had people in the back seat watching movies on the ultra-wide 16.2″ DVD system with headphones!

Meanwhile, each of the dozen or so vehicles which passed us going the opposite direction gave us the same look of, “What do they think they’re doing here in that?” It seemed like all the other vehicles on the trail were lifted 4Runners or full-size pickup trucks. The route was full of scenic photo-ops so we took advantage of the chance to pull over and enjoy it (and, to give the dog Jake a chance to stretch his legs and lap up a little bit of water).

At one point we decided to take a steep side trail to the top of a small mountain. The MDX 3.5-liter V6 pulled the vehicle effortlessly to the summit without even requiring a lot of throttle input. It produces 290 horsepower and is mated to a 6-speed automatic transmission that can be manually shifted with paddles on the steering wheel for maximum control.

King of the hill! No sweat.

After about 27 miles, we made it to the junction with Forest Road 24, also known as Seven Springs Road, where we hung a right and continued on in the rough stuff. That trail passes by a recreation area with picnic tables and a creek. Eventually it becomes Cave Creek Road and goes past Sears Kay Ruin which I visited last year. By this time, we were all ready to kiss the asphalt because we’d been eating dust clouds for the last few hours.

Beau and I were following Matt & Alan and I noticed that Matt’s right front tire looked low. Sure enough, it quickly deflated and we all pulled over for some emergency roadside action. In a matter of minutes, they’d thrown on the donut and we continued on our way.

The remarkable thing is that despite everything we’d thrown at it, the MDX alignment continued to track straight and true. Not one shimmy, shake, or rattle, manifested itself once we got back to paved civilization. In fact, the MDX out-paced the other 3 vehicles by sprinting through some fun corners on the two-laner heading past Bartlett Lake. The Super Handling All-Wheel-Drive system shows its value both on-road and off. Multiple times throughout the day, people remarked about how composed and sure-footed the ride was. It inspires confidence to be in a vehicle that is capable of virtually any type of terrain.

I spent $4 at the self-serve coin-op car wash and by nightfall, the MDX looked as good as new again. It’s a vehicle that gives the creature comforts of a luxury sedan, the people-hauling capability of a minivan (it seats 7), and the go-anywhere versatility of a 4×4. Coming from my daily driver ILX, I enjoyed the higher step-in height and the more empowering sense of “presence” on the road. It’s no wonder the MDX is Acura’s best-seller. Many thanks to the folks at Acura for allowing me a few days behind the wheel.

Here are the rest of the pictures and a short 1-minute video from our little day-trip.

Entering Agua Fria National Monument – before getting too dirty.

Pit stop overlooking the Tonto National Forest

Ridin’ dirty

Obsidian Blue started looking like Dirt Brown.

Jewel Eyes

Rav, MDX, Murano, taking a break along Seven Springs Road

Bloody Basin is part of the 3,000 mile route from Mexico to Canada called “Great Western Trail”

So. Much. Dust.

Matt & Alan swapped out the Murano spare tire here alongside the road.

Lunch at Big Earl’s Greasy Eats in Cave Creek. I’ve blogged about it before.

MDX Equipment, As-Tested

MPG 18 city, 27 highway, 21 combined

Tech Package:

Navigation system with Voice Recognition
ELS Premium Audio System with 12 Speakers
HD Radio
Tri-Zone Climate Control
LED Puddle Lights

Advance Package:

Collision Mitigation Braking System
Sport Seats with Perforated (and Ventilated!) Leather
Remote Engine Start
Lane Keeping Assist System & Adaptive Cruise Control

Entertainment Package:

16.2″ DVD Rear Entertainment System with Wireless Headrests
Heated 2nd Row Seats
Rear Door Sunshades

12 Comments »

Press Previews: 2015 Chrysler 300 & 2015 Mercedes-Benz GLA

Posted in PAPA, Vehicle Reviews on March 15, 2015 by tysonhugie

Odometer (Legend): 532,734

Odometer (ILX): 116,158

Every so often, as a member of the Phoenix Automotive Press Association (“PAPA”), I get an up-close-and-personal look at a new vehicle that’s coming to market, and I like to share those experiences with you. This week, I attended two media events where automakers invited PAPA affiliates to check out their latest offerings.

First up, on Tuesday, Chrysler hosted a small group of journalists at the Salt River baseball fields in Scottsdale for an introduction to the newly-redesigned 2015 Chrysler 300 just prior to the Colorado Rockies vs. Seattle Mariners spring training game.

My first look at the refreshed 300 actually took place at the Los Angeles Auto Show last November. At that time, I put together a short 2-minute introduction video about the 300 in collaboration with Redline Reviews.

Manager of Media Relations Communications, Jiyan Cadiz, took a few minutes to kick off the presentation with an overview of the Chrysler sedan family and the 300’s place within it. Brand Manager John Zaremba then spoke to some of the key attributes of this bold American sedan. For 2015, the 300 brings more bang for the buck than ever before. A redesigned front end with a larger grille exudes the new “face of Chrysler,” and LED foglights and taillights round out the exterior.

The 300’s starting price point at around $31k puts it right in the midst of a fierce market but Chrysler hopes that luxurious things like standard leather and a rotary shift selector will nudge the car to the top of buyers’ consideration.

Chrysler has also engineered 4 unique trim levels in an effort to please just about everyone. The base “Limited” is powered by a 292-horsepower V6 and can be equipped with all-wheel-drive. Also available are “S,” “C,” and “Platinum” variants. We got the chance to see a Jazz Blue “C” model. The color really pops, and the lighter interior with nappa leather sets it off nicely. A panoramic moonroof is a nice touch on an 88-degree day like the one we were having.

Chrysler’s 300 is a nice statement of ‘American Attitude” and I look forward to test-driving one soon.

Here’s a picture of me enjoying the spring training game with automotive spy photographer Brenda Priddy.

Thanks to Chrysler for allowing us the inside look at its new car!

The second new vehicle I got to experience this week was the 2015 Mercedes-Benz GLA. Anna Kleinebreil, Assistant Product Manager for CLA, GLA, and SLK, spoke to our group which was assembled at the Phoenix Art Museum on Wednesday evening. The all-new GLA is Mercedes’ latest entrant into the very hot SUV marketplace and it’s based on the successful CLA sedan which has been around for a couple of years now.

At our disposal when I arrived in central Phoenix were a GLA250, a GLA45 AMG, and a C400 sedan. I had the chance to experience all three. Mercedes has its sights set on Generation Y with the new GLA. The company is banking on the fact that 25% of its sales volume will come from its “NGCC” (New Generation Compact Car) lineup of automobiles, of which the GLA is a part.

Currently available are the GLA250 and the GLA45 AMG, both in “4MATIC” all-wheel-drive. Soon, Mercedes will also debut a front-wheel-drive GLA250 as well, making it the first time the company has ever offered a front-drive SUV. The “Mountain Gray” GLA that I drove had a base price of $33,300 but was highly optioned out with Panoramic Sunroof, Bi-Xenon Headlamps, Premium Package, Interior Package, Multimedia Package, Sport Package, and Driver Assistance Package. $48,605 all-in. That’s a big chunk of change but if you’re buying a Benz, go all-out!

Interior accommodations are top notch as would be expected in a vehicle from M-B. I’m still trying to get used to the display screen since it kind of looks like an iPad Mini glued to the dashboard.

The GLA250 goes head-to-head with the BMW X1 and the Audi Q3. I haven’t yet driven either of those, but I did leave with a very good impression of the GLA. Its 2.0 liter turbo 4 cylinder cranks out 208 horsepower which is enough to give a quick pace. The transmission is a 7-speed DCT with paddle shifters on the steering wheel.

Behind the wheel, you quickly forget you’re driving a high-profile vehicle since it handles like a sports sedan. It does take a bit to become acquainted with the controls. I reached for a shift lever that wasn’t there, only to realize that Mercedes puts its drive selector on a stalk attached to the right side of the steering column. (Kind of like what my 1986 Chevy Celebrity had, but a little bit more advanced with some push-buttons!).

Now, here’s the evil twin to the standard GLA250: the GLA45 AMG. Black means business.

Aside from the obvious cosmetic differences from the base model, the 45 packs a punch under the hood as well with 355 horsepower. Colleagues Beau, Kyle, and I took it for a spin and right away noted how much quicker it was than its sibling. Special race-inspired seats offer maximum grip from their beefy side bolsters. The exhaust note is amplified and acceleration is vastly improved. All in all, it makes for a much more engaging driving experience. The GLA that we drove had over $5k in other upgrades like a Multimedia package, bringing the as-tested sticker to over $62,000.

The AMG model even has red seat belts. Sporty!

Thanks to Mercedes for hosting the PAPA group at this special event!

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Drive to Five Review: 2015 Acura TLX V6 SH-AWD

Posted in Arizona, TLX, Vehicle Reviews on February 25, 2015 by tysonhugie

Odometer (Legend): 532,599

Odometer (ILX): 113,669

Odometer (TLX): 3,177

Trip Distance: 334 Miles

“It’s that kind of thrill.” It was a pretty bold move on behalf of Acura’s marketing department to center the TLX launch campaign around the world “thrill.”

The car is, after all, just another midsize family sedan in a crowded market segment. The majority of the 20,000 or so TLX models that have sold since the car went on sale last August are probably dutifully shuttling executives to work, hauling mom or dad to the grocery store, or basking in the sun at the mall parking lot. But when called upon, can the TLX provide the driving excitement that Acura promised?

I’d been itching for a chance to do a full evaluation on the all-new Acura TLX since I saw the Prototype version debut in its glistening “Athletic Red” paint job at the Detroit Auto Show over a year ago.

Since then, I’ve been behind the wheel twice – once for an initial test-drive from my local dealership, and once during last October’s Active Lifestyle Vehicle of the Year event. Both of those cars – as well as the one that I’ve been tooling around in for the last few days – were V6 models. The TLX is also offered in 4-cylinder configuration, powered by the same 2.4 liter that’s now standard on the smaller 2016+ ILX model.

Let’s talk tech later. How is this thing to drive? Well, I was working from home the day that it was delivered, and the first place I needed to go was to get lunch. It took me a minute to tell myself silently, “No clutch. Just a brake pedal and pushing buttons.” I’ve been kicking at a clutch pedal since I was 17 so every time I get into an automatic, it’s culture shock. In the 3 miles from my house to the nearest Panda Express, though, I was already sold. Perhaps it’s because I’m used to a 113,000-mile ILX suspension, but I couldn’t get over how smoothly the TLX carried itself.

Where To?

To really put this new TLX to the test, I decided I needed introduce it to one of my favorite Arizona scenic byways: Highway 77 through the Salt River Canyon. I’ve blogged about the route a few times, most recently on my Christmas Day trip, but the place is cool enough that it deserved another look. Our 300+ mile route offered a combination of freeways, two-lane twisties, and some good inclines for power evaluation. As with most of my drives, the participating vehicles were assorted. In the mix this time, we had a 2015 Lexus RC-F, a 1998 BMW M3, and the 2015 Acura TLX V6 SH-AWD. The Lexus was piloted by friend and colleague James who authors Six Speed Blog.

It became quickly apparent that the TLX was definitely the preferred “cruiser” of the pack. It plays in a different realm than the two door sports coupes, pampering its driver and passengers in creature comforts and a smooth ride. A few spirited acceleration runs up the highway to redline with the paddles, though, taught us that the 3.5 liter V6 has a nice audible growl when pushed, and its 290 horses did a respectable job of keeping up with the Lexus’ 467.

One place we got to hear those horses gallop was through the 1/4-mile-long Queen Creek Tunnel just east of Superior on US Highway 60. There’s something about being inside a tunnel that makes every car fanatic want to roll down the windows, hammer down on the throttle, and listen to the symphony of intake & exhaust echoing off the walls.

I remember seeing an old Acura TV commercial awhile back that criticized some luxury automakers for making their cars too isolated. The basic message was, “If you separate the driver too much from the road, a driving experience isn’t an experience at all.” I feel like that’s where the TLX strikes a nice balance — it’s a car that you can drive cross-country without getting exhausted, but it doesn’t feel like a vault and there’s still a fun-factor when you want there to be.

Exterior

On the outside, the TLX exhibits a conservative shift from the polarizing, angular design of the 4th generation TL. Perhaps it’s even too conservative, some of the people in our group said. My test car’s “Black Copper Pearl” paint gave off a nice brown sparkle in direct sunlight and looked pretty much black in every other lighting condition.

I’m of course a fan of the “Jewel Eye” LED headlamps, now standard across the entire Acura lineup as of the 2016 model year. My test car was equipped with the Advance package, which means I got LED foglights as well. Those two lighting systems make this the best car I’ve ever driven with regard to nighttime illumination. Speaking of lighting, the Advance package also gave me “puddle” lights underneath each sideview mirror that turned on when approaching the car at night.

My demo TLX was outfitted with 18″ wheels, but the accessory 19’s really make the TLX pop:

Interior

Inside the cabin, my test car’s “Espresso” leather interior got a lot of positive feedback. Finishes have a premium feel to them, and a few people commented on the stainless steel looking dash trim. Interior designers have obviously gone to great lengths to make the TLX interior a nice place to spend time in. Heated & cooled seats keep things comfortable, but I wish they could be activated via button or dial rather than the touch-screen interface. Throughout the course of the day, I test-drove (test-sat?) every seat including the back. Head & leg room are great, and I liked the HVAC vents for the rear seats.

The center console has a handy rubberized platform/tray for your iPhone or iPod, and the plug-in jack is easily accessed underneath. The gauges, as in every Acura I’ve driven, are perfectly laid out for at-a-glance feedback. Driver visibility is excellent all the way around – made possible in part by that “frameless” rearview mirror attached to the windshield. I loved that the sideview mirrors on the TLX dim at night just like that center mirror does. It really helps keep the glare down.

The instrument panel is outfitted with Acura’s signature dual-screen layout, to which I’ve already become accustomed in the RLX and MDX on my reviews previously. The lower touch-screen controls the climate and audio functions, while the upper screen is for display-only. I usually left it on map view. It does take some time to become acquainted with the controls, but the menus are intuitive, screen resolution good, and response time immediate.

I do find it odd that a $46k car doesn’t have an electronic tilt/telescoping steering wheel. It’s repositioned via old-fashioned lever underneath it. Even my 1994 Legend coupe has power controls for the wheel. That being said, the TLX interior was still praised many times throughout the day (and week) as an extremely comfortable place to be.

Tech

From a tech perspective, the pieces are all there. I played around with the ELS stereo system and pushed the bass and subwoofer all the way to the max. It rocks nicely. I recommend playing Metallica’s “Unforgiven II” at full volume to experience it like I did.

There are plenty of creature comforts like push-button start and auto-unlocking doors when you walk up to the car with the key in your pocket – these are much-appreciated standard fare on even the base TLX.

I’m not thrilled with the fact that the volume & track adjustment button are the same on the steering wheel (spinny up/down wheel for the volume, left/right toggle for the track). My fat thumb accidentally changed the track a couple times when I was going for the volume. Additionally, we were bummed to learn that the car doesn’t allow Bluetooth phone pairing while the vehicle is in motion. I understand the logic, but even as a passenger that functionality is locked out.

The TLX’s driver-assistance tech is extensive, starting with a standard back-up camera. I liked the blind spot detection system which illuminates an indicator on the A-pillar when a vehicle is positioned in the blind spot. The TLX also has sensors all the way around it – and they’re ultra sensitive too. Even if someone is walking along next to the front of the TLX, it displays “approaching object” on the screen and gives an audible beep.

Finally, the adaptive cruise control is a handy feature that tells the car to keep a pre-set distance between itself and the vehicle ahead. If you inadvertently ever hit something with the TLX, you really aren’t paying attention.

Quote of the day goes to Ryan who excitedly ran up to me and said, “Acura hasn’t lost their soul!” He’d just discovered that the TLX has a feature, just like his 2006 Acura TL does, that will roll up/down all the windows & moonroof by sticking the key in the door lock and holding it left or right. That discovery pretty much made his day.

Driving Experience

The TLX’s direct-injected 3.5 liter V6 engine is the star of the show. It delivers 290 horses’ worth of usable power throughout the rev range, but really starts to come alive after about 5,000 RPM. I can only imagine how nice it would sound with a sport-tuned exhaust system of some sort – perhaps as an option on an A-Spec TLX if there ever were such a thing. Acura, are you listening?

I’m still waiting for the 9-speed automatic transmission to woo me since I’m first and foremost a “stick shift” guy, but I certainly realize what a minority that makes me. Understandably, that number of gear selections does make for some pretty extensive gear-hunting while in motion. When prompted via throttle input, there’s a pause of questioning before the TLX gives you forward momentum. Using the wheel-mounted paddle shifters helps the situation, and “Sport” mode forces the car hold each gear a little longer. That gives you an experience that’s about as close as you can get to a manual transmission without having a clutch pedal.

There are obvious benefits to having so many gears from an MPG perspective: From Payson to Scottsdale on Highway 87, we cruised at 80 mph in 9th gear while the engine barely breathed – sitting at fewer than 2,000 RPM. That bodes well for fuel economy, with the TLX getting 21 city & 31 highway. The auto start/stop feature helps with that too, when idling at a stoplight – though I wish the system wouldn’t always default to ON each time the car is started if I’ve manually deactivated it.

I described the handling feel to a friend as compared to having super glue on the tires. Equipped with Super Handling All-Wheel-Drive (SH-AWD), the TLX is darn near impossible to break loose in any kind of cornering situation. The car stays planted at speed. Perhaps that “low center of gravity” was thanks in part to the fact that the car carried 4 occupants for most of our day, but it really did inspire a great deal of confidence on some of the technical parts of our drive.

Final Take

The TLX excels where its engineers wanted it to – it’s a competent cruiser that blends just the right amount of refinement with recreation. Its few shortcomings are outweighed by its virtues, and it’s a car I would feel right at home putting 500,000 miles (or more) on. It’s just too bad my fortune from Panda Express discouraged me from taking on another car payment.

Please enjoy the rest of the pics from our trip below!

21 year gap in automotive advancement:

Getting ready to head out on our drive

Pit stop just east of the Queen Creek Tunnel on US 60

Gotta love that “Dakar Yellow” E36!

RC-F following TLX

Pit stop in the Salt River Canyon, with Jack and Peter

Salt River as seen looking east from the base of the canyon

James, Chris, Tyson, Ryan

Taking a breather and enjoying the scenery

Back to the cars we go

Welcome to Show Low, Arizona

Lunch spot: Licano’s Mexican food & steakhouse

Eight hungry roadtrippers

And a 9-story iPhone tower

“Can you hear me now?”

Thanks for joining on the drive!

21 Comments »

2014 Active Lifestyle Vehicle of the Year Competition

Posted in Arizona, Vehicle Reviews on October 20, 2014 by tysonhugie

Odometer (Legend): 531,624

Odometer (ILX): 100,290

Ever seen one of these?

I hadn’t, either. You’re looking at the brand new 2015 Jeep Renegade: known as a “cute brute” for its compact size, yet capable off-road versatility. It will be going on sale next spring, but I got a special first-look last Friday at a kick-off event for this year’s Active Lifestyle Vehicle of the Year program in Chandler, Arizona. Let’s test-drive some new cars!

Active Lifestyle Vehicle of the Year was launched in Fall 2004 as a small awards program centered around bringing athletes and automobiles together. Since then, it’s evolved into an event that attracts over 100 athletes, around 30 vehicles, and even celebrity judges like retired NFL players. The idea behind the event is that “active” people – runners, bikers, hikers, sports players – require more from their vehicles than the everyday customer. How well does the vehicle accommodate gear? That is the type of question used in the evaluations. The program was held at the Chandler campus of Local Motors, a domestic automaker known for its go-anywhere Rally Fighter automobile.

Prior write-ups from my ALV participation are here:

2012 Event
2013 Event

I captained a team of 10 people who were assigned to evaluate the “Green” category of vehicles. The three vehicles which we cast ballots on were the following:

Kia Soul EV
Toyota Prius Plug-In
Volkswagen Golf TDI

Before our test-drives got started, a representative from each of the automakers had the chance to conduct a brief walkaround highlighting the features of their vehicle. Jessica Peraza representated Toyota, Darryll Harrison came from VW, and James Hope from Kia. Each of the vehicles in our group represented a very unique foray into alternative fuel industry.

Kia Soul EV

The Soul, not surprisingly, delivers instantaneous torque thanks to its all-electric powertrain. A 600-pound battery is located in the floorboard of the vehicle, keeping its center of gravity low and helping with handling. For around $35k, the Soul offers up a 95-mile range when equipped with a full battery charge. I found some of its features pretty clever, including the fact that there’s a button on the instrument panel for “DRIVER ONLY” which optimizes climate control efficiency when there’s only one occupant in the vehicle.

Toyota Prius

The Prius is a fleet favorite in the Phoenix area, as there are hundreds zooming around the streets at any given time – finished in bright neon green and with Discount Cab labeling all around. I’ll confess right here and now: I’ve always “judged” the Prius (and those who drive them). The car hits its target spot-on, though. For anyone needing the ultimate in efficiency with plenty of cargo space, its name is the first that comes to many of our minds. I mashed the accelerator on the Interstate 10 onramp and found power to be surprisingly acceptable. Around-town, the car simply glides around effortlessly. The Plug-In model that we tested will run about 10 miles on electric-only before the gas engine kicks in. Pretty slick!

Volkswagen Golf (Winner)

The Golf TDI, which won the category, was the definite crowd pleaser. It offered mpg in the 40’s while still exhibiting some fun-to-drive dynamics. The model we tested was the $27k “SE” trim level with a 6-speed manual transmission. Similar to the family of Jettas that I drove recently at a PAPA event, the Golf further shows just how far diesel power has evolved in terms of efficiency and everyday applications. The power comes on quickly in the low-RPM range, and the Golf handles like a much sportier car, with plenty of grip in the corners.

Among the 30-someodd other vehicles that I had the opportunity to drive were the Cadillac CTS V-Sport and the Acura TLX V6 SH-AWD. The Cadillac, at 420 horsepower from its twin-turbo motor, was an absolute riot to drive. And driving the TLX, of course, made me feel right at home. It’s dignified when you want it to be, and it’s an engaging fun-to-drive car when the mood dictates, too. I’ll be reviewing a TLX for a full week in the near future and I’ll share more detailed driving impressions at that time. The well-loved Acura MDX came out for competition, too.

Here’s a photo album on Facebook with over 100 pictures from our day’s fun.

Urban Category

Best Value On-Road Category

Luxury On-Road Category

Luxury Family Category

Best Value Family Category

Off Road Categories

ALV Co-Founder Nina Russin kicks things off with a welcome on Saturday morning.

Athletes take a break from the judging to sit in the shade and tally their ballots.

Jack, Tyson, Paul. You might recognize these troublemakers from previous Drive to Five road trips.

Paul getting settled into the Prius. It’s a little different driving experience than his 2013 Acura TL SH-AWD.

GM representative Craig Eppling rode along with me during my spirited test-drive of the powerful Cadillac CTS.

Thanks for joining for the fun!

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Press Preview: 2015 Ford Mustang & Others

Posted in Vehicle Reviews on October 2, 2014 by tysonhugie

Odometer (Legend): 531,570

Odometer (ILX): 98,048

“It provokes you.” Those are the first 3 words I said when I climbed out of the 2015 Ford Mustang GT after a spirited test drive in Chandler, Arizona this afternoon. The car and its beastly rumble act as an immediate testosterone boost to anyone who takes the helm. It’s almost as if the 435-horsepower 5.0-liter V8 is begging for its driver to do things that law enforcement would consider naughty.

Today, I attended a special media preview for PAPA members where we got to spend some time tooling around in a variety of models from Ford’s 2015 roster. The selection was broad: From an ultra-basic 3-cylinder Fiesta to the mighty Mustang musclecar, there was something for everyone in the fleet.

It’s not the first time I’ve gotten the chance for a first-hand look at upcoming Ford models, as some of you may recall my write-up on the new F-150 from back in May. Ford seems to have its act together these days, as I was impressed with that I saw & drove. It seems I went incrementally in terms of driver engagement: I started out with the run of the mill Fusion and wound up ending my day with the stunning 6th generation Mustang. Each vehicle had its similaries but yet offered a distinct driving experience. I’ll share just a few thoughts about each.

(1)

The “Brick Red” Fusion that I drove was one that felt the most like a hum-drum rental car — and for good reason. This car has made its way into company and rental fleets in huge numbers. Its predictability and “friendly” driving demeanor make it a perfect fit for that type of use — it’s easy to figure out within just moments behind the wheel. I thought the auto start/stop from the 1.6 liter inline 4-cylinder was a little choppy, so I’d probably turn that feature off if I owned one of these. Fit & finish was nice and for $22,400 I’d say it’s a nice bang-for-the-buck deal.

(2)

C-MAX Hybrid is Ford’s only vehicle that’s offered in a “hybrid-only” variant. It was available in Europe long before it came to the United States in September 2012. The C-MAX’s continuously variable transmission acts like it wants to continue pulling the driver forward even after releasing the pedal. It took some getting used to.

Capless fueling is a nice touch, but people who buy the C-MAX hope to not be refueling very frequently. Touting a 42 city / 37 highway mpg rating, this vehicle directed at the hyper-milers of the driving world. To that point, the gauge cluster even includes a graphic with a tree & leaves on it. The idea here? When you drive in a fuel-consumption-friendly manner, the leaves on that little tree actually spread and grow. When you romp on it, the tree goes barren like it’s January. Weird, I know. But if playing games with trees and graphics is what it takes to get people to lift their right feet and save gas, then so be it!

(3)

Here the rig that the Honda CR-V is a little afraid of. The Ford Escape brings to the table some impressive technology and a nice sense of style. I found the ride to be comfortable and the controls easy to operate. I did find the climate control placement odd. With the shift lever in Park, some of the buttons are actually blocked.

The Escape that I drove was a top-line “Titanium” model with 19″ alloy wheels and some cool gadgets & gizmos. One example: Let’s say you’re walking up to the back of the vehicle with your hands full of grocery bags. As long as you have the key fob in your pocket, you can wave your foot beneath the back of the rear cargo door and it’ll raise itself automatically. Pretty genius.

(4)

Isn’t this just the cutest little thing? Here I present to you the Ford Fiesta: the vehicle with Ford’s smallest motor ever. Its tiny 1.0 liter, 123-horsepower turbocharged 3-cylinder has a unique sound to it. The car takes its time getting up to speed, but for an around-town commuter, the oomph should be sufficient. The 5-speed manual transmission had a nice feel to it but the shift knob itself felt “light.” Perhaps it could be weighted a bit for a more substantial feel.

The Fiesta’s motor needs to be revved up substantially before it provides much tangible power. I found it interesting that there was a little “up arrow” shift light that shows up in the gauge cluster when the car feels like it’s time to move to the next gear. Again, the idea here is economy so this car wasn’t designed to be all that sporty. My next tested vehicle, however….

Hey look, Acura RL!

(5)

Here we have that little red car’s evil twin. Next up: Fiesta ST. When you see the “ST” badge, know that it stands for Sport Technology. In other words, you’re looking at a car that’s been tested and tuned to offer quicker responsiveness and better handling than its lower-trim counterparts. It’s no wonder Ford decided to call this color “Performance Blue,” because it only took until the end of the block before I could tell the car had been developed with fun-factor in mind. First of all, its Recaro seats are perhaps the most form-fitting I’ve ever experienced. The side bolsters are so huge that they hold the driver in an unbreakable grip.

The ST is powered by a 1.6-liter EcoBoost inline 4 which sends 197 ponies to the front wheels via a 6-speed manual transmission. While I found the transmission not quite as seamless as the one I’ve grown accustomed to in my ILX, I did enjoy the shortness of the throws and the feel of the clutch. The car happily revs to redline, and it’s in the beyond-3,000 RPM range when the thrills ramp up rapidly. This is a car that turns every driver into a giddy high schooler with something to prove.

(6)

The big kahuna, here’s the all-new 2015 Mustang GT. Wider, lower, and more powerful than its predecessors, this is the car that you need if you’ve got a hankering for some V8 grunt. I put this rig through its paces and quickly learned that the power delivery is enough to put – and keep – a huge grin on any driver’s face. The transmission is a 6-speed manual “Getrag” unit that has a solid feel to it. And YES, since you’re all asking me right now: This thing will gladly sacrifice a little tread on its rear tires for a spirited corner when asked. I took a U-turn and gave it just a little bit of throttle in 2nd gear and the experienced the Mustang’s traction-control assistance keeping me from getting sideways. Fun factor? 11 out of 10.

I got a kick out of the fact that the Mustang’s speedometer says “GROUND SPEED.” Clearly someone in the design team had a sense of humor, and I appreciate that. The Mustang’s diversity is what’ll drive it to sell like the American favorite that it is. The car can be had with 3 different engine choices, ranging from a 4 cylinder, to a V6, to the top-tier V8 which I drove. Even the ‘base’ 4-cylinder is no slouch, putting out 310 horses. Starting at $23,600 – it’s a solid entry into the sports car world.

Hope you enjoyed the test drives, and a huge thanks to Ford for entrusting me with a few minutes behind the wheel of each of these fine rides! Have a great weekend, all.

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