Test Drive: 2007 Acura CSX Type-S

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Photo Gallery: 2007 Acura CSX Type-S

Small performance cars are not usually big sellers, but they give the regular models on which they’re based a higher profile in the marketplace – and the opportunity for driving enthusiasts to have some fun at a reasonable price.

There are plenty to choose from right now: the VW GTI, Nissan Sentra SE-R Spec V, Mazdaspeed3, Honda Civic Si, Subaru WRX, Chevy Cobalt SS Supercharged, Chrysler PT Cruiser Turbo, and Saturn Ion Redline – as well, the next Mitsubishi Lancer Evo is expected to arrive in Canada in 2008. Some performance compacts were dropped this year: Toyota discontinued the Corolla XRS and Matrix XRS for 2007, and Pontiac dropped the Matrix-based Vibe GT.

In the luxury car segment, there are fewer choices, but the numbers are growing. There are now three: the new Mini Cooper S, Audi A3 2.0T and the latest entrant, the 2007 Acura CSX Type-S. Like the regular CSX, the CSX Type S is sold only in Canada, and not south of the border.

Externally, the CSX Type-S can be distinguished from the regular CSX by its 17-inch tires and unique 17-inch alloy wheels, front fog lights, rear spoiler with integrated third brake light, and Type-S badge on the trunklid.

2007 Acura CSX Type-S. Click image to enlarge

Inside, the Type-S has unique leather upholstery with prominent white stitching and Type-S logos in the backrests; a 350-watt premium AM/FM/CD/WMA/MP3 audio system with digital audio card reader, and seven speakers including a subwoofer; a standard navigation system with Canadian French/Canadian English voice recognition; red ambient cabin lighting and instrumentation; metal pedals; and Type-S floor mats.

But it’s the mechanical upgrades that are likely to be of the most interest to Type-S buyers: replacing the CSX’s standard 155-hp 2.0-litre DOHC, 16-valve, i-VTEC four-cylinder engine is a 197-hp version of the same engine with a higher compression ratio (11.0:1 vs 9.6:1) and a redline that’s been raised from 6800 rpm to 7800 rpm. This is basically the same engine found in the Honda Civic Si coupe.

While the regular CSX 2.0-litre engine develops 155 horsepower at 6000 rpm and 139 lb-ft of torque at 4500 rpm, the CSX Type-S engine offers 197 hp at 7800 rpm and 139 lb-ft at 6100 rpm. As you can see, this is a very rev-happy engine rather than a torquey engine, which has implications for its everyday driveability – more on that later.

2007 Acura CSX Type-S. Click image to enlarge

CSX Type-S models include a standard six-speed manual transmission compared to a standard five-speed manual in the regular CSX. However, Type-S models are not offered with the optional five-speed automatic transmission with its paddle shifters. Obviously, the Type-S is aimed at true performance enthusiasts who want a traditional stickshift.

Because of its higher compression ratio, the Type-S engine uses Premium grade gasoline compared to the CSX engine which uses Regular. 2007 Energuide fuel consumption figures indicate that the Type-S uses more gas, primarily in city driving: a CSX with a five-speed manual transmission gets 8.7 L/100 km city; 6.4 L/100 km Highway; while the CSX Type-S with the six-speed manual offers 10.2/6.8 City/Highway.

To improve handling, the Type-S also gets firmer springs and shock absorbers and larger front and rear stabilizer bars, electronic vehicle stability control (VSA) and traction control, and Brake Assist, and a helical limited slip front differential – as well as the 17-inch tires.

The extra performance of the CSX Type-S comes with a price premium: while the base 2007 CSX starts at $25,990 and the CSX Premium starts at $28,200, the new Type-S starts at $33,400.

2007 Acura CSX Type-S. Click image to enlarge

The driver’s seat has a manual height adjuster and manual lumbar adjuster, a bit surprising in a $33,000 luxury vehicle: I was expecting a power driver’s seat.

The CSX has the same two-tier instrument design as the Honda Civic, but the instruments are backlit in red rather than blue, and the speedo has an 8000 rpm redline. Personally, I prefer the Civic’s blue backlighting, but red seems to be the colour of choice for many performance cars these days.

My CSX Type-S interior had black leather seats with white stitching and ‘Type-S’ embossed logos in the seatbacks, and similar white-stitched leather door inserts (I couldn’t be sure if the door panels were real leather). The plastic metal-look trim on the dash, around the shift lever, on the doors, and on the steering wheel spokes adds a ‘techno’ upscale appearance, and the small, leather-wrapped steering wheel with integral audio, cruise, and telephone buttons looks and feels very sporty.

2007 Acura CSX Type-S. Click image to enlarge

The centre dash protrudes out into the cabin placing most controls within easy reach of the driver. The heater controls are straightforward and automatic climate control with a single temperature setting is standard equipment. The handbrake lever and shift lever are within easy reach of the driver’s right hand and because the handbrake lever is next to the shift lever, you have to release it before driving the car – avoiding the possibility of driving with the handbrake on.

The audio system is combined with the navigation system and both use the knobs and buttons around the perimeter of the colour screen. An “Open” button on the top left of the screen makes it flip up revealing a CD/MP3/WMA player, a DVD drive for the Navigation DVD, and a digital audio card reader with MP3 and Windows Media audio playback.

2007 Acura CSX Type-S. Click image to enlarge

The navigation system allows you to enter your destination by using a menu for addresses, places, previous destinations, address book, or map input. Audible instructions by a friendly, female voice in either French or English will tell you when and where to make turns to get to your destination. And you can see where you are at any give time on the map with real-time satellite positioning.

The centre screen can be used for other things too: the driver can select and adjust audio settings, or view a clock, calendar, or calculator. The only thing I didn’t like about the navigation system was that the driver has to press an “OK” button every time the car is started agreeing not to use it while driving.

2007 Acura CSX Type-S. Click image to enlarge

The metal pedals, exclusive to the Type-S, look very sporty and the brake and clutch pedals have small, round rubber grips to keep your foot from slipping off. As well, there’s a large ‘dead’ pedal on the left for resting the left foot.

Like the CSX and Honda Civic sedan, the CSX Type-S has plenty of storage options in the cabin, including a small bin to the left of the steering wheel, an open bin below the heater next to a 12-volt outlet and MP3 auxiliary jack, a covered bin in front of the shift lever, two cupholders with a sliding cover behind the shift lever, and a large bin underneath the centre armrest between the front seats. At the rear is a centre folding armrest with two built-in cupholders.

2007 Acura CSX Type-S. Click image to enlarge

The standard 60/40 split folding seatbacks are released by two levers inside the trunk, and the rear head restraints don’t have to be removed first when folding them down. The trunk can be opened remotely with a button on the key, very handy when you’re carrying store-bought items that you don’t want to put on the ground. The 340-litre trunk is roomy and fully lined with a carpet underlay.

Standard safety features include front, side and curtain airbags and active front head restraints. Like the Civic, the CSX’s body structure has Honda’s new ACE (Advanced Compatibility Engineering) design for greater crash compatibility with larger vehicles and pedestrians. Because the CSX isn’t sold in the U.S., it hasn’t been crash tested by government agencies, but the Civic sedan, which is almost identical, has. It received five stars in frontal crash tests by the NHTSA (www.safercar.gov) and a ‘Good’ rating by the IIHS (www.hwysafety.org).

2007 Acura CSX Type-S. Click image to enlarge

The 2.0-litre engine in the Type-S sounds racier than the one in the CSX. As you approach the 7800 redline, it lets out a howling shriek similar to high-revving race engines, and is best operated in the 3000 to 7000 rpm zone to get the most performance out of it. The six-speed manual shifter has short, precise shifts – again very race-car like – and clutch pedal effort is not too heavy for frequent shifting.

I had the opportunity to drive the Type-S at high speed on an improvised race-track at the Niagara-on-the-Lake airport runway during last Fall’s AJAC Car of the Year ‘Testfest’, and this is where the Type-S is most impressive. It corners very flat with impressive grip from its Michelin Pilot 45-series 17-inch all-season tires, and has minimal but controllable understeer at the limit – standard stability control helps keep the car from spinning out on slippery surfaces, and the limited slip front differential and traction control keep the driving wheels from losing grip while cornering and/or accelerating. If you keep the revs up, the engine has impressive throttle response – the six-speed transmission flicks from gear to gear easily, and the four-wheel disc brakes are very strong – particularly as it is a relatively lightweight car.

2007 Acura CSX Type-S. Click image to enlarge

Still, in AJAC braking tests, the CSX Type S didn’t stop as quickly as the VW GTI and Mazdaspeed3. From 100 km/h to 0, the CSX Type-S took 43.6 metres, compared to the GTI’s 37.2 metres and the Mazdaspeed3’s 36.2 metres.

On the track, this is a fun car to drive, but as most of us don’t drive on the race-track very often, everyday city and highway performance is more relevant. In this respect, the Type-S’s small size, quick steering, good visibility, quick shifter and tractable engine make it a fairly easy car to drive – somewhat surprising given its racy nature – but don’t expect to feel a lot more power under your foot around town because the engine’s maximum torque is developed at 6100 rpm and maximum horsepower at 7800 rpm – and revving the engine that high every time you go to the grocery store is not really an option.

My only serious complaint with the CSX Type-S’s performance is with its electric variable power-assisted rack-and-pinion steering. The steering wheel has a strong return-to-centre tendency while exiting corners. There’s just too much steering interference in my opinion.

Other than that, the CSX Type-S is a boy-racer’s dream car with the feel and sound of a racing sedan, and all the luxury features to keep him comfortable and entertained.