RevdCars.net

Introduction

It’s all been said before. Mass media and automotive outlets have eschewed the virtues of the R35 Nissan GT-R. Every superlative has been assigned to the first supercar to arrive from the Land of the Rising Sun in quite a while. Fast. Wicked. Tenacious. Quick. Outlandish. It’s all been said before.

I’m not going to bore you with what the GT-R can do on the track. Let’s face it. Unless you’re pining for a heavy fine and points off your driving record, you’ll never discover the true potential of the GT-R. So the obvious questions beg to be answered: How good is the GT-R under “normal” driving conditions? As good as the GT-R is as a sports car, how civil is it? Well, let’s find out.

First Impressions

In 2008, I was one of the forunate few who got a few days behind the wheels of the first production year GT-R. Having spent some time behind the wheels of all previous generations of Nissan’s halo vehicle – the R32 GT-R, R33 GT-R, R33 GT-R V-Spec, R33 GT-R LM, R34 GT-R V-Spec – the R35 was pure joy.

The 2010 edition isn’t very different from the 2009 model, although launch control has been re-programmed by Nissan to prevent premature transmission failures. The Premium edition model we had was coated in “Super Silver” special metallic paint. Apparently, this is a special paint applied via a multi-step process that provides the ultimate in paint jobs among all color options. With the Premium edition only near-black metallic finish wheels, the car was quite the looker and attracted all sorts of attention from other drivers on the road.

Sure, attention is nice and all but the GT-R tends to attract quite a bit of “negative” as well. All means of cars, from an older M5 to a “fixed” up Honda Civic would rev their engines at stoplights and on the freeway. No thanks, folks. Frankly, the GT-R will blow the doors off your “fast” rides but that doesn’t mean we would be baited into a street race or another. Keep it on the track.

Right. More about the GT-R.

• Inside, the interior is fairly straightforward and simple; whereas the trend by many makes has been to overwhelm the driver with every button imaginable, the GT-R’s array of controls is much simpler
• The LCD screen in the center console unifies all entertainment, navigation and vehicle sensor interfaces into one, eliminating the need for multiple screens

• Speaking of vehicle sensors, the interface allows the driver to customize what he / she sees; considering the complexity and multitude of the systems involved in forward motion for the GT-R, this is a God send
• Although the navigation screen isn’t as sharp as that we found in the Hyundai Genesis sedan, it’s a great system and very easy to use
• Bluetooth pairing with a mobile phone was a snap
• The iPod interface works very well, displaying actual song information including artist, album, etc.; would you believe this isn’t the case in more expensive vehicles, like the Audi R8?
• The seats are supportive and offer plenty of adjustment; for me personally, however, I found the seating position a bit high for my 6′3″ frame; even though I was able to find a good seating position, head room left a bit to be desired
• Honestly, the rear seats are only good for stowing a briefcase or a duffel bag; we can’t see full grown adults finding it comfortable for more than a 15-minute somewhere

• The trunk, by comparison to past GT-Rs, is cavernous – the BNR32 GT-R had a decently-sized trunk but the BCNR33 and BNR34 GT-Rs really had a sorry excuse of a trunk
• It swallowed up two rolling carry on bags, 2 computer bags, a camera bag and other assorted items with ease
• We would NOT recommend putting any refrigerated or frozen grocery goods in the trunk for any extended period of time, as the gearbox and other mechanical goodies seems to generate an inordinate amount of heat that warmed the trunk to temps resembling a pizza oven… unless you wanted to warm up a pizza back there

• The GT-R is a BIG car and you can see its girth in clear detail when parked among other cars
• Visibility out the back is lacking and it would have been a nice touch if Nissan added a reverse / backup camera to make parking easier

Driving Impressions

As we stated before, the GT-R has been thoroughly vetted on the track so we won’t delve too much into its performance aspects.

• The GT-R is really easy to drive, with the steering providing very positive feedback
• Stoplight-to-stoplight drag races are disposed of with ease; even with the revised launch control system settings, the GT-R roars off the line with a level of impatience seen not more than once, maybe twice, in one’s motoring life
• Even when in the GT-R’s automatic shift mode, it still performs quite like the supercar that it is, aka SCARY QUICK and FAST!
• Frankly, unless you really want to get into some spirited driving, automatic mode seemed quite adequate for the majority of driving; for long distance highway driving, say, from Los Angeles to San Francisco and back, it’s perfect

• Sure, it has “comfort” mode available on the suspension setting, it really doesn’t feel any different than when set in “normal” mode; heck, we really couldn’t notice much difference between “comfort” and “R” mode
• Ride quality, as stiff as the suspension may be, was fairly comfortable; mind you, this isn’t a Lexus LS460, but it’s not bad at all
• Speaking of suspension, the GT-R has an endless amount of grip; even when we went way too hot into a corner, we didn’t hear a single chirp from the tires
• Braking was solid, courtesy of the huge Brembo rotors and multi-piston calipers
• Perhaps it’s related to the pizza oven trunk, but the center transmission / driveshaft tunnel also generates a fair amount of heat; this necessitated the air conditioning on full blast to cool things down for occupants
• Although the GT-R is fitted with massive tires and 20″ wheels, in-cabin noise level wasn’t bad at all; conversation at normal speaking levels was fine
• At speed – and we don’t condone speeding *wink* – the GT-R sounds like a Boeing 747 from the inside; not an overpowering noise, but just a hum of the engine and transmission
• We were able to achieve 21MPG on while cruising along on the freeway; more realistically, however, we achieved 16MPG on mixed driving

Conclusion

Some other reviews we read have said that the GT-R is too removed, too automated… almost soul-less. We say… RUBBISH. There isn’t a single car at the GT-R’s price point that comes even close to its performance. But value isn’t why you buy this car. You buy it because it’s so unique in the way it delivers the goods. About the closest thing to the GT-R is a Porsche. No, not a Boxster nor Cayman. We’re talking about a REAL Porsche. Namely, the 911 Turbo. That’s yet another supercar that could be driven day-in, day-out yet put to the pavement insane performance. It’s no wonder that Nissan used the 911 Turbo as the benchmark when developing the GT-R. Porsche purists might be crying foul at this point, but get over it. Really.

As we discovered during our rather 4 short days with the 2010 Nissan GT-R, there is much to love about the car. Road trips? Check. Grocery shopping? Check. A day at the track? Check. Commuting to work? Check. We don’t know of many cars that can say yes to so many things. So WE say yes. Yes, we absolutely LOVE the GT-R.

P.S. — If you’re serious about getting your hands on a GT-R and modifying it to deliver even MORE stunning performance, check out our R35 GT-R Aftermarket Buyers Guide!

Sourcebox

Nissan North America
P.O. Box 685003
Franklin TN 37068-5003
(800) NISSAN-1

Introduction

The Nissan 370Z really needs no introduction. Selected as our pick for our overall best car of 2009, the new Z represents a phenomenal package that any motoring enthusiast can appreciate. But wait. Could Nissan really take things to yet another level with variants of this FM platform? Would the successful formula that is the Z34 be diluted in any way by offering something for the left and right ends of the spectrum?

Nismo 370Z – The “Left End”

Simply put, the Nismo 370Z is the “normal” 370Z’s evil brother. One quick glance at the exterior accrutrements says this particular 370Z is something a little different…

• The extended front bumper and deep chin spoiler look very purposeful, perhaps intended to act as a splitter to increase downforce on the front end
• The rear is much more tasteful than the previous generation Nismo Z – the previous generation’s rear bumper looked like it was trying too hard to mimic the looks of race-prepped Zs found in Japan’s Super GT racing series
• The rear spoiler is aggressive without looking like a “shopping cart” wing; it does, however, hinder visibility out the rear
• The forged alloy wheels made by Ray’s Engineering are much more open in design that those found on the “regular,” perhaps emblematic of greater airflow and cooling of the brake system

Frankly, we believe this is the way the Z should come from the factory, Nismo or not. Sure, it has a strong “boy racer” influence in its looks, but you really shouldn’t drive a Z if you don’t understand concepts such as throttle-induced oversteer, opposite lock and trail braking. To not drive this car HARD is a complete and utter injustice.

The interior is a different story. You won’t find anything particularly special. You get a very basic stereo system and not much more. Even the seats are the same as those found in the regular Z, albeit covered in different fabric and “Nismo” sewn into the backrest for good measure. As we’ll discuss in a bit, the Nismo Z needs a different cockpit environment. The handling characteristics of this vehicle require better shoulder and thigh bolstering and firmer seat cushioning to deal with the stiff suspension settings – our rear ends felt as if it was bottoming out.

These niggles aside, the steering wheel position is excellent. Deep footwells also allow the drive to sit comfortable close to the steering wheel while still maintaining enough leg stretch.

Now that you’re inside, what’s next? Push the keyless start button and bring the VQ37VHR engine to a roar. Slipping into first gear is more notchy and mechanical than we’d like. It’s just not as buttery a transmission you’d find inside a Honda. You’re forced to muscle gear shifts a bit and during very spirited driving, missed gears shifts are definitely a possibility. You won’t, however, find any fault with the SynchroRev Match system. It makes any driver a rock start behind the wheel, the ECU automatically blipping the throttle between every downshift. Heel-and-toe downshifting is an art form that takes much practice to master, but the Nissan system eliminates any need for it. We could call it cheating, but it works so well we can’t say anything to detract from it.

The power output, on the other hand, is strong from idle to redline. The VQ simply does not quit in laying down power to the ground. The VQ in the Nismo has a slightly higher rated horsepower rating than the standard Z but this is offset by the added weight of the body kit. No matter. This car is fun to drive. Stoplight to stoplight drag races are disposed of with ease. Is it any wonder that the VQ38DETT found in the GT-R is based on this engine? Absolutely fabulous.

Handling is pure bliss on the Nismo Z. By combining the gummy Bridestone tires, a limited slip diff and properly stiff suspension settings, this rocket holds its line and then some on smooth roads. When the road turns a bit rough, however, you truly realize just how stiff the suspension is. With much more aggressive compression / rebound settings and a very stiff spring, the Nismo Z WILL toss you around when traveling over rough, urban streets. And as mentioned before, better seating accommodations would have come in very handy in this driving situation.

370Z Roadster – The “Right End”

Indeed, if the Nismo 370Z is the tattooed brother, then the Roadster is the pinstripe wearing sibling. The moniker alone implies this car is meant for grand touring. It’s for open top motoring in the country side, with the wind blowing through your hair with an unrushed destination in mind.

On the outside, there’s not a whole lot to distinguish the Roadster from the Coupe until you look at the back half of the car. The antenna mounted smack dab in the middle of the trunk is a dead giveaway that this car is a little different – we think this is a rather poor aesthetic choice. Indeed, looking at the posterior of the Roadster really reminds us how big and wide this car is. While we don’t notice the bulbous rear section on the Nismo and Coupe renditions of the Z – perhaps the lines being broken up by the rear spoilers present on both – the Roadster continued to remind of us of the song “Baby Got Back.”

The fabric convertible top opens and closes in about 25 seconds each way. The operation is a choreography in moving parts, the top and hard tonneau cover adjusting, opening and closing with a degree of precision. Although the action is very smooth – save for the big thunk of the tonneau cover closing or the top sealing itself over the same over when the top is up – we wished it would work a little faster.

Climb inside and you’ll find familiar territory – interior accroutrements are the same as those you find in the coupe.

• Seating position is fine save for the tallest of drivers; for my 6′3″ frame, the steering wheel was situated directly in front of my chest, mimicking the kind of steering position found in a touring race car
• With the top up, getting in and out of the car required a bit of contortionist-like moves; getting in required the head going in last, while the opposite was required when exiting the vehicle
• Speaking of the top, it left very little headroom for yours truly, although I suspect most “normal” sized individuals would have no headroom issues
• Legroom was still substantial thanks to the deep footwell design found in all Z34 models
• Our tester was equipped with the 7-speed automatic transmission with paddle shifters; somehow, the automatic seems more appropriate for this model and we’re guessing that it is probably the more popular option

Firing up the engine and flicking the paddles elicits nearly the same level of acceleration found in the Coupe. Throttle response is excellent, thanks to the throttle-by-wire system. Downshifts are fairly smooth courtesy of rev matching on the down cycle, but when engaging 1st from 2nd under aggressive driving, there is a noticeable amount of shudder and engine braking. We don’t see this as a problem for 99% of prospective Roadster buyers out there as we suspect they are more than happy to let the ECU figure out the downshifts in fully automatic mode. We just can’t see the same owners downshifting with aggressive abandon as they enter a 1st gear corner “hot” and punch it at the apex to generate maximum corner exit speed.

Unlike its sister car under the Infiniti brand – which we would describe as “noodly” over railroad tracks and uneven terrain -  the Roadster was firm and displayed none of the cowl shake and noise we’ve noticed in other open top variants. Taking the car to limits of adhesion presented no problems for the Roadster and we were impressed at how hard it would bite the pavement. Tail-out maneuvers were never a surprise, as it was very progressive and didn’t snap out the rear in unpredictable fashion.

Conclusion

With the addition of the Nismo and Roadster models, Nissan has created a powerful trio of sports car options. With a truly ready-to-race Nismo Z, the “civilized” Roadster and the do-everything-well Coupe variant, the 370Z line is a powerful offering like no other on the market today. We can’t think of a common platform line up from any other manufacturer that offers the same level of performance, value and ownership experience that the 370Z brings to the table. It’s truly worth your purchase consideration if you care for a car that inspires you as a driver.

Sourcebox

Nissan North America
P.O. Box 685003
Franklin TN 37068-5003
(800) NISSAN-1

Lexus, a division of Toyota, is launching new cars faster than most of us can keep up. The latest new vehicle, the CT 200h, looks very promising. Our primary gripe about hybrids has always been… the lack of any personality, character or style whatsoever. Let’s face it. The hybrid is designed with mostly function in mind. Sure, you can sing your own praises about gas efficiency and saving the planet but no one is going to grant you any style points.

The new Lexus CT 200h, however, is one hybrid we wouldn’t mind at all. It’s a combination of a number of different looks from different vehicles, mashed together to create a pretty decent looking package. The front fascia is definitely taken from that of the Lexus IS-F, a true barn burner in every respect. The side profile and beltline remind us of the Toyota Matrix, a decent little car, and the rear reminds us of a combination the RX SUV series with a bit of the Subaru WRX thrown in for good measure.

Sourcebox

Lexus, a Division of Toyota Motor Sales, U.S.A
P.O. Box 2991-Mail Drop L201
Torrance, CA 90509-2991
1-800-255-3987

Hit the page jump for the full press release on this new Lexus.

To be frank, I would buy a Lexus / Totoya regardless of recent noise about throttle / brake cables. Perhaps it’s even more timely that Lexus launch a new vehicle to offset some of the media hype.

The Lexus IS series is an attractive one, a true competitor to the Audi A4 and BMW 3-series line ups. To further raise the bar, Lexus announced the introduction of the IS 350C F-Sport Special Edition. What is F-Sport? It’s an in-house performance-oriented aftermarket brand creating a distinct identity for those models that go a step beyond showroom stock – think “LF-A,” “IS-F” and so forth. With an MSRP of $57,500, the 350C F-Sport certainly isn’t your entry level convertible. So what do you get for the extra cash outlay?

• Exclusive color offering – Tungsten Pearl or Obsidian (basically, metallic gray and black)
• 19-inch forged wheels with exclusive design, shod with Michelin Pilot Sport tires (a step below our favorite tires, the Michelin Pilot Sport PS2, but great UHP rubber nevertheless)
• Front and rear brake upgrade for “firmer pedal feel and enhanced fade resistance,” i.e. more aggressive pad material
• Unique F-Sport front grill
• Lowering springs with specially valved Bilstein dampers – we’re translating this into faster rebound stroke
• Firmer sway bars, front and rear
• Floor mat and shift knob with F-Sport logo

With only 100 units available across the US, this is a small production run that will most likely sell out very quickly. So if you want a piece of this factory tuned convertible, head out to your local Lexus dealer for more information.

Sourcebox

Lexus, a Division of Toyota Motor Sales, U.S.A
P.O. Box 2991-Mail Drop L201
Torrance, CA 90509-2991
1-800-255-3987

The Nissan R35 GT-R, one of our all time favorite performance platforms, is an awesome package right out of the box. But as any die-hard gearhead can attest, there’s never enough power to go around. In that spirit, HKS USA recently introduced a new front mount intercooler system for the Japanese supercar.

Featuring two lightweight, large capacity intercooler cores, polished aluminum piping and a size-matched carbon fiber air duct, this setup will improve overall intercooler air volume capacity and cooling efficiency. In addition, the design of the core has been revamped, leading to minimum pressure loss under high boost levels – who doesn’t want high boost levels?! – and should reduce weight.

Suggest retail price is $4,795.00 and is available through Authorized HKS USA Dealers. And also make sure to check out other GT-R performance parts from HKS and other topline manufacturers.

Sourcebox

HKS USA
13401 S. Main Street
Los Angeles, CA 90061
(310) 491-3300

As 2009 winds down, here’s our look back at what we deem as the top cars of 2009. Despite the complete meltdown of the automotive industry, or “carpocalypse” as some have deemed, manufacturers still managed to unveil some strong offerings, packed with value, performance and style. Without futher ado, here are our picks for the top cars of 2009.

Nissan 370Z – Editor’s Top Sports Car & Overall Best of 2009

We love cars that put a smile on our face no matter what we are doing. Whether it’s undertaking the usual, boring commute or pushing the edges of grip on a backcountry road, we love cars that can do it all. The new 370Z delivers in every facet possible – incredible value starting at under $30,000, a V6 with gobs of torque and horsepower available at all revs and style that catches even the untrained eye. Throw in the available SynchroRev system, and you’ll look like a racecar driver with every

downshift. As if this isn’t enough, there is an almost unlimited level aftermarket support to satiate the need to personalize. Considering this overwhelming list of credentials, the Nissan 370Z deserves our pick as the top sports car & overall best car of 2009.

Visit Nissan’s 370Z website

Honorable mention – Mazda RX-8 R3

Audi TT-S Roadster – Editor’s Top Convertible of 2009

When Audi launched the second evolution of the TT, we absolutely embraced the new styling. Whereas the previous iteration leaned very heavily toward softer lines and, frankly, offered more estrogen-driven appeal, the 2nd generation went the other way. With harder bodylines, the signature LED daytime driving lamps and more powerplant options, the new TT became a more legitimate contender against the likes of the BMW Z4 and Mercedes SLK.

With the TT-S, even greater power was squeezed out of the 2.0 FSI turbo engine. With the retractable top, it became something even more. The open air driving experience is quite awesome and the style is just sexy. We desperately want one in our garage.

Visit Audi’s TT-S Roadster website

Honorable mention – Mazda MX5 PRHT

Infiniti FX50S – Editor’s Top SUV of 2009

What do you get when you combine the a car known as the “Atomic Catfish,” a myriad of technology and drop in a 380bhp V8 engine under the hood? You get the Infiniti FX50. Let’s face it. Our expectations from SUVs are rather low. Sure, you can carry cargo and passengers in relative comfort, but you give up pretty much everything else – agility, acceleration and, most importantly, fun. The FX50 changes the equation altogether with performance that gives many sports cars a run for their money. Sure, the cost of entry is not cheap, as the FX50 starts at $58,000, but nothing ever worth having is ever cheap.

Visit Infiniti’s FX website

Honorable mention – Audi Q5 3.2 Quattro

Acura TSX V6 – Editor’s Top Sports Sedan of 2009

By taking a very successful and sporty platform and giving it the engine it really deserves, Acura has elevated the popular TSX into a completely different segment. An excellent and silky engine, typical Acura fit & finish and tremendous value for the dollar, the TSX V6 gives the BMW 3-series, Audi A4-series and Lexus IS-series a run for their money.

Visit Acura’s TSX website

Honorable mention – Nissan Maxima

Honda Fit Sport – Editor’s Top Compact of 2009

Why pay a premium for a hybrid when you can get a fully equipped and ROOMY subcompact for less than $20,000? That’s the question we asked after experiencing the wonderful Honda Fit Sport. With well over 30 miles to the gallon on regular (87 octane) unleaded, navigation, interior space that belies its exterior dimensions and a very high level of fit and finish, we can’t think of a subcompact that comes even close in terms of value.

Visit Honda’s Fit website

Honorable mention – Mazda3

Chevy Camaro – Editor’s Top Domestic Car of 2009

While the Ford Mustang may have reignited interest in the domestic hot rod, the Chevy Camaro takes it over the top. As witnessed at the recent SEMA Show in Las Vegas, the Camaro is set to take over the Mustang and Dodge Challenger for modern hot rod supremacy.

Visit Chevy’s Camaro website

Honorable mention – Ford Taurus SHO

 Introduction

Let’s be honest. We can be a jaded bunch at times. Having the privelidge of driving various makes and models of cars goes a long way in not being impressed by a lot of things automotive. But every so often, an unexpected surprise arrives at our doorstep and we find ourselves wondering why a certain manufacturer hadn’t done something earlier. This was certainly the case with the 2010 Acura TSX V6. We’ve had plenty of exposure to the TSX - our Feature Editor Daniel Lewis owns a 2004 edition – and although it is a dependable, well-built car, the 200hp K24 engine in stock trim does not elicity the kind of rise in blood pressure we relish.

The 2010 Acura TX V6, however, is a completely different kind of vehicle. Whereas the inline-4 version is in the same segment as many of the most popular mid-sized 4-door sedans in the market, the addition of the bigger engine elevates the TSX into a completely differentsegment altogether. We’re talking about Audi A4 3.2, BMW 328 and Lexus IS350 territory. So does the V6 have what it takes to compete head to head with these luxury sport sedans?

First Impressions

Whereas the previous generation TSX possessed bodylines unlike any in sister brand Honda’s line up – although it was known as the Honda (Euro) Accord on the Continent – the current generation’s design bear closer resemblance to the very popular Accord. Dimensions have increased as well, providing a much more spacious cabin than the previous generation. Leg room, shoulder room and head room all have gone up, coming close to the dimensions of the previous generation Acura TL.

• The interior space seems cavernous by the previous generation TSX standards and fit two 6+ footers in the front quite comfortably with decent leg room left for rear passengers

• The dash, instrument cluster and center console were constructed of quality materials; fit and finish was excellent and really on-par with those of Audi, a make that’s well known for their excellent interior finishing
• One of the biggest changes is the steering wheel – gone is what seemed like a 380mm unit in the previous generation TSX; the new steering wheel is smaller – probably about a 350mm from what we could tell – thick and solid, really communicating a very sporty vibe

• Our tester, with the optional technology package, offered virtually every in-car convenience known to man – satellite radio, satellite-based traffic routing & information, Bluetooth hands-free calling, Bluetooth A2DP stereo output (so that you can play tunes directly from your iPhone without using a cable) and more
• The short-side to all that technology is that you have a pretty steep learning curve involved in figuring out the controls – there is a button practically for every control, making especially the center console look more like the Kennedy Space Center
• We did appreciate the matte, slightly textured finish on all the buttons – great tacticle feedback – but wondered if that finish would wear off with use
• We would have appreciated a keyless entry and start system to elevate the level of convenience – and frankly, a car at $38,760 should come with one
• The sound system is GREAT – as Feature Editor Daniel Lewis noted; unlike TSX’s of the past, the new generation seems to have gotten it perfect according to him
• Speaking of the sound system, we appreciate having the thin strip of LED-based radio and temp control information that is separated from the navigation screen; not having to switch back and forth between the navi and radio just to figure out which song is playing is a great idea

Driving Impressions

The TSX’s 3.5L SOHC V6 is silky smooth even under wide open throttle conditions. Stoplights are disposed with ease with a stab of the throttle, eliciting an acceleration that is quick but not abrupt nor harsh. Even with the right foot buried deep under the dash, there wasn’t any noticeable torque steer or drama through front wheel hop. We surprised more than a few drivers with quick getways and passing speed. Perhaps they should have taken greater notice of the discrete V6 badging out back.

It’s safe to say that the addition of the V6 has completely changed the character of the TSX. Whereas we would have viewed it as the now-defunct RSX’s 4-door brother in the past, the bigger engine changes things completely. Smaller displacement Honda / Acura engines have been traditionally known for their high-revving nature, producing horsepower figures that belie their displacement, but the weak link has always been torque. But with an available 254lb-ft of torque on tap, the TSX doesn’t need to rev very high to attain the level of acceleration to put smiles on our faces.

The 5-speed automatic transmission with sequential shifting is a perfect compliment to the V6. Although we have never been big fans of automatic slushboxes with wanna-be manual shifting, the TSX’s unit does an admirable job with quick shifts and engagement, even blipping the throttle on downshifts. The paddles on the steering wheel reminded us of those found in DSG-equipped Audis with its feel and design. Imitation, in this case, was a great call to make.

Taking the V6 around bends and corners was pretty eventless. Although it is a front-wheel drive car, we never noticed any significant understeer that took us outside of where the steering wheel was pointed. We suspect that most TSX V6 owners will never take their cars to the limit, but it’s certainly reassuring that there is a margin of error built into the car.

On the fuel economy end of things – sure to come up when you consider the large difference in displacement between the standard 4 cylinder engine and our TSX V6 – we achieved a combined average of 21.8mpg, which is slightly above the EPA estimate 21mpg. When we took our lead foot off the throttle and practiced smooth acceleration with minimal braking , however, we were able to generate 30.8mpg on freeway-only driving. Even a V6 can be quite the gas miser when driven efficiently.

Conclusion

There’s really not much to say. The 2010 TSX V6 handily beat our expectations and solidly convinced us that something good is going on at Acura. When stacked against its primary rivals from Europe, we feel it stands up pretty darn well. Sure, Audi might edge ahead slightly in brand cache, but Acura is honestly darn close. Putting product against product, the TSX V6 represents a pretty convincing argument and we consider it a legitimate contender for your purchase and ownership consideration.

Sourcebox

Acura
A Division of Honda American Motor Co., Inc.
700 Van Ness Ave.
Torrance, CA 90501-2746
(800) 862-2872