2013 Acura ILX Hybrid
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The ILX Hybrid and Civic Hybrid also share a power drill, a 1.5-liter four-cylinder gasoline engine complemented by an thrilling motor. The engine produces 111 horsepower and 127 beat out-feet of torque, while the motor, powered by a lithium ion mobile, makes 23 horsepower and 78 pound-feet of torque. The electrifying motor steps in to help the engine during acceleration and enables lackadaisical-stop, in which the engine shuts down when the ILX Hybrid is stopped in transport. The power gets fed to the front wheels through a continuously variable broadcasting (CVT).
I like the looks of the ILX. The front end may be a little bland, but the rear fenders give it trim style. However, this exterior doesn't scream premium sedan, and would look truly fine on a Civic. The interior is where the real difference between Acura and Honda can be seen. The ILX Combination had power-adjustable leather seats and the complete electronics unite, including navigation with traffic.
As I cruised around the streets and freeways of Los Angeles, the steersmanship system proved invaluable for route guidance, and I especially loved lane guidance when approaching a junction with 10 lanes splitting off in either running. But the maps in this system suffer from the age-old problem with Honda navigation systems, where the boulevard names are difficult to read due to jagged letters. The shipping avoidance proved of little use, too, the algorhythm not being bold or artistic enough to steer clear of miles and miles of bumper-to-bumper transport on the 405.
A clear Acura cue was the big dial/button/joystick in the center of the dashboard, surrounded by far too many buttons. Having second-hand this interface in Acura vehicles for about five years, I consider myself a pro. As such, it was easy to insert addresses and select music from the stereo.
With the ILX Hybrid's electrifying power steering and CVT, driving is an unengaging task. The neighbourhood turns easily, accompanied by the electric whirr of the steering help. Throw the shifter in Drive and the car rolls unconcernedly hurry. But as a hybrid, the car shows a few quirks.
The aforementioned idle-desist from feature shut off the engine whenever I held my foot down on the restriction, at either a stoplight or in slow traffic. Releasing the brake caused the appliance to crank up again, with the abruptness of a waking giant. The operation of the cross power train is the same as in the Civic Hybrid, and includes the same amount of roughness. There is no means of disabling the lackadaisical-stop feature.