#Acura

Can frugal transportation and family transportation coexist in a single package?

Lead Honda R&D engineer Tom Sladek indicated to Wards Auto at the Hawaiian launch of the all-new, fifth-generation, 2018 Honda Odyssey that Honda’s minivan could receive a hybrid powertrain in the future.

Presently, hybrid powertrains are available in a numerous three-row crossovers. Fiat Chrysler Automobiles is presently launching a plug-in hybrid version of the new-last-year Chrysler Pacifica, as well.

“The electrification initiative is definitely coming, but on which products and which timing is not 100% clear yet,” Honda’s Sladek told Wards. If one such product is the Odyssey, we would expect to see improvements both in the Odyssey’s fuel economy and its performance.

And all-wheel drive?

With production of the three-row Acura MDX joining the Acura RDX at American Honda’s East Liberty Auto Plant in East Liberty, Ohio, Acura has become a profoundly Buckeyed automobile brand.

Still stealing some production space at Honda’s Lincoln, Alabama assembly plant where the Honda Pilot, Honda Ridgeline, and 2018 Honda Odyssey are also built, production of the MDX has shifted to Ohio in order to free up capacity for both Honda’s and Acura’s top-selling model.

As a result of the MDX’s relocation, Acura now builds five of its six models in the state of Ohio.

And the one Acura that doesn’t hail from Ohio? That’d be the RLX, which forms less than 1 percent of the Acura brand’s volume.

Stop multi-tasking and listen to me for a minute, because I’m going to tell you the most important thing you’ll read this week.

Many years ago, when I was still in the pharmaceuticals game, I had a business mentor of sorts. He was a thick-set, bald, African-American fellow in his early 60s who dressed exclusively in velour tracksuits and, at the time of this story, had a custom-ordered pink S500, an SL500, and an aftermarket-droptop Lexus SC400 in his garage.

We were sitting at dinner one night and I was griping about a fellow we knew who had been given every chance possible by both of us to become remarkably wealthy. Yet every time one of us gave him a chance, he pissed it away through random acts of fiscal impropriety or domestic violence. I couldn’t understand why this dude could not get his act together and handle his business in an appropriate manner.

“Listen up, young blood,” my mentor said, stabbing me in the chest with a finger about the size of a Mag-Lite flashlight, “you cannot want something for someone they do not want for themselves.” I think I dropped my fork. He was right, of course. In the years since then, I’ve had occasion to remember those words again and again. You cannot want something for someone they do not want for themselves.

I need you to keep that in mind as you read this review. If you are like most automotive enthusiasts, you want Acura to return immediately to the glory days of the beautiful first-generation Legend and the sublime twin-cam Integra. But you cannot want something for Acura that it does not want for itself. Acura is perfectly content with being primarily known as the manufacturer of the RDX and MDX sport-utility vehicles. Those two products are market leaders and they’re more than enough to guarantee Acura’s continued existence. If you continue to hope that Acura will build razor’s-edge sporting compacts and M3 rivals, you will continue to be disappointed. Period, point blank. Got it?

Let’s continue.

If you’re not familiar with Acura’s subcompact CDX crossover, take a gander at Honda’s HR-V and think of China. Right now, that’s the only country that gets to buy the HR-V-based utility, but things could change.

Acura is reportedly mulling a trans-Pacific journey for the little CUV as it takes stock of its meager U.S. utility lineup.

“We’ve really upped the ante in terms of styling, emotion and road presence,” Acura general manager Jon Ikeda said, talking about the refreshed 2018 Acura TLX shown by Honda’s upmarket brand at 2017’s New York International Auto Show.

And for once, an auto executive’s hyperbole matches reality.

The 2018 Acura TLX’s ante has been upped. It appears as though the grille that’s somewhat awkward on the refreshed Acura MDX is far more cohesively adapted to Acura’s affordable 3 Series alternative.

Given the anonymity of the first TLX, which ran for three increasingly less successful model years through 2017, an aggressive exterior is a positive step in the right direction.

You might look at the 2017 Acura MDX Sport Hybrid and think, “Hmm … maybe it’s just me, but that looks a lot like the normal 2017 MDX.”

But don’t be fooled. This seven-passenger midsize SUV is just an incognito NSX; a tiger in Montessori parking lot camouflage. Hey, sometimes you have to ferry around the kids — and, holy God, have you ever tried hauling groceries in a two-seater? Those multiple trips eat into “you time.”

Okay, maybe that’s a bit of a stretch, but that’s what Acura wants you to think. Honda’s luxury division is in the midst of overhauling its image, and it’s doing so by injecting a little NSX into its products — both spiritually and mechanically. While that supercar, reborn as a hybrid last year following a decade’s absence, might seem totally removed from Acura’s popular — and tastefully refreshed — MDX, some familiar DNA appears beneath the new Sport Hybrid’s sheetmetal. (It also appears in the RLX sedan, if you weren’t aware.)

Oh, you’ll get better fuel economy with the MDX Sport Hybrid, but don’t talk to your friends about that. You bought it for the power. Capisce?

The Acura TLX did not start poorly. When the TL/TSX replacement arrived nearly three years ago, we asked whether the TLX could restore Acura’s car business. First month results were strong.

The next month, the TLX’s early results suggested that, by Acura standards, the core Acura sedan might be a hit.

The Acura TLX then produced some very impressive results in just its third month of availability. In fact, so great were those results, when nearly 5,000 TLXs were sold in October 2014, that Acura has only exceeded that total once in the 28 months since. Instead, TLX sales have rapidly declined, sliding 5 percent in 2015’s fourth-quarter, plunging 21 percent in calendar year 2016, and falling 19 percent so far this year. TLX sales have declined in 14 of the last 16 months, year-over-year.

But 2017’s New York International Auto Show will host the reveal of a refreshed, facelifted Acura TLX next month. Acura says the TLX will feature “a design direction that has already successfully influenced the styling of the 2017 Acura MDX.”

U.S. sales of Acura’s car sales are down 27 percent this year. The Acura brand is down 13 percent. The loss of more than 1,000 TLX sales in just two months is a big factor in the brand’s decline.

Is a refreshed Acura TLX way too little, way too late?

Slowly but surely, the inhabitants of the Acura stable are dropping the toned-down version of the brand’s polarizing “shield” grille in favor of the far more appealing “diamond pentagon” mouth.

That grille debuted on Acura’s Precision concept car before appearing on the redesigned 2017 MDX. Now, it’s the TLX sedan’s turn for plastic surgery. The automaker promises a refreshed and shieldless TLX at the New York International Auto Show on April 11, hoping that a new face might turn the tide on the midsize sedan’s flagging fortunes.

Tyson Hugie is my hero. My Phoenix friend recently purchased a small house with a seven-car garage, the better to store his five 1990s-era Acuras along with his 2013 Acura ILX. From an NSX to a Vigor to a pair of Legends, his collection is a reminder of the halcyon days of Acura. You know, the days when Acuras had actual names.Hugie’s latest acquisition is a 1992 Acura Integra GS-R five-speed three-door hatchback with 238,000 miles. I recently purchased a 1992 Honda Prelude Si five-speed two-door coupe, now with 101,000 miles. We found no head-to-head tests ever conducted between these two Honda siblings, so consider this story yet another TTAC exclusive — or a harebrained scheme wherein two auto journos thrash their own 25-year-old cars like they belong to somebody else.

Some of you have asked us to tell you more about the Acura that inspired this series about updating an older car with new tech. I’m more than happy to oblige, especially if doing so might inspire one of you to tender an offer.

Spy photos of a mid-engined roadster that couldn’t possibly be a production vehicle just rolled in from California, providing a tantalizing hint that Honda’s trademarked ZSX name might find its way onto a new addition to the company’s stable.

What appears to be a design study or full-on concept vehicle could herald a production vehicle, possibly the rumored “baby NSX.” Whatever the vehicle portents, it certainly looks ready for spotlights and a revolving pedestal. The wheels and mock license plate scream to any bystander (or shutterbug) that this is indeed a Honda-built vehicle.

It’s normal for many new car buyers to fall out of love with their vehicles once the honeymoon is over and the thrill is gone, though the majority stick with their vehicles for the long haul — well, until the lease period is up, anyway.

The jilted romantics will run to tell Consumer Reports and anyone else in their immediate vicinity about how unsatisfied they are with their car’s finicky infotainment unit and herky-jerky transmission, but their complaints fail to shed any light on costs. Initial quality and customer satisfaction are nice things, but what about the impact on the buyer’s wallet over time?

Kelley Blue Book can provide some advice, as it tallies up the top brands and models based on ownership costs over a five-year period.

Throughout much of the third-generation Honda Pilot’s tenure, U.S. sales have not measured up to the success of the previous-generation model, though not for lack of demand.

In a market gone mad for SUVs and crossovers, three other vehicles have constrained production of the Pilot in Lincoln, Alabama. In addition to the Pilot, American Honda builds the Honda Odyssey in Lincoln, along with the Acura MDX. The second-generation Ridgeline started rolling off the Alabama line in May 2016.

As a result, Honda dealers have had a difficult time getting their hands on enough Pilots to sate the predictably high level of interest in a respected three-row crossover nameplate. Heading into December, for instance, Honda only had 36 days of Pilot supply according to Automotive News, about half the current industry average.

But with an all-new 2018 Odyssey about to pick up steam and the Ridgeline reaching a second-gen high of 4,085 sales in December, the Pilot needs room to breathe.

With remarkable consistency, the Acura MDX has remained exceptionally popular for more than 15 years, through three generations, and in the face of increasing competition.

Vital to the fortunes of American Honda’s upmarket brand, the MDX is consistently Acura’s top-selling model, earning more than one-third of all Acura U.S. sales in four of the last seven years. No premium-badged three-row utility vehicle now sells more often in America.

But why is it so popular? And does it deserve to be such an automatic choice for nearly 5,000 buyers per month, for more than 835,000 American SUV buyers since its launch in 2000?

Refreshed styling for the 2017 model year joins key mechanical upgrades from the 2016 model year to create this fully optioned $59,340 Acura MDX: all-wheel drive, entertainment package, technology package, advance package.

With distinctly wintry pre-winter conditions and six occupants aboard, we spent one week with a 2017 Acura MDX and came away with few heartfelt compliments and few serious complaints.

Burying its loathed “shield”-style grille in the deepest depths of history’s dustbin is a big part of Acura’s plan to reverse falling sales, but product seems to be at least as big a problem as design.

The automaker, which has seen its U.S. sales fall 10.5 percent so far this year, is in the midst of a design pivot, though many feel that the brand needs a bigger shake-up then just a “diamond pentagon” grille.