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not to be offensive or anyting..if this goes on ... its gonna take up 70 pages not 7... i sooo wanted a euro ... . on ly that i cant affort it... honda s r never built for straights .. they r all well balanced and top quality... i think u should be drivin a V8 or sth alone that line...or even get a motor bike mate... 0-100 in like 3 secs... is that fast enf?? i dun think honda is ur cup of tea...
I think it's very laughable and stupid to say that Accord Euro struggles up the hill. No way! With 140kW of power and weighing just under 1400kg for manual version, it's faster than any average car out there.
I've had my car for 4 days now and clocked up about 330km and the engine is bloody awesome in my opinion. It's very quiet and refined, yet when pushed, it does make pleasant engine noise. It's also willing to pull away from virtually any gear. It even pulls away with no problem in 6th gear from 60-70km/h. In every day driving, it actually does feel faster than my old JDM Honda Prelude Si VTEC and certainly more drivable due to having more torque available down low.
Coladuna - if you like the power with 330km on the odo - just wait for your car to clock up some serious kms. I think back to how my Euro drove in the first few weeks - it was a slug compared to now (12,500kms)! Seriously :DQuote:
Originally Posted by coladuna
I wonder why more people don't notice the difference in performance - it is like a totally different car to me since the 10,000kms service. The revs rise suprisingly fast on some days!
yeah, mine is starting to free up after 2500kms
The Euro has enuf kw the only thing is that they should have red lined it at 8000 rpm instead of 7100rpm... But anywayz why cry for spilled beans.. Probably the Honda technicians did it for a reason...
But i still remember my first test drive on the Euro i dragged it all the way to 7000rpm with me, my sales rep, & my other friend with air con on, going up a hill and i was damn happy with it...
Thats why i bought the car... The Euro aint no slow poke... Its a refined car, with a lot of luxury at a competitive price...
But i do admit i had the biggest grin on my face on my friends S2k Dragging it up to 140km with the roof down... But having a 2 seater is hell selfish...
the euro definately knows how to pull it's own weight, with a car full of passengers, and heavy ones at that, you can go up hill quite well without any struggle especially if you're in the right gear :b
My euro has reached about 4500km and it seems a lot better than when i first had it, but i'm sure it'll only get better
Far out - this thread is full of shit on every page
In the end - you own a EURO, it is a 4 door mid-spec luxury sedan - not a performance car AT ALL in its description
If you wanna go lining up WRXs, spend a few grand, drop a Type R Cylinder head on the Euro, and wipe some floors with some boosted shitboxes - WRXs will queue up to drag a Euro just to watch another honda dreamer lose... and watch how quickly they all shit themselves
And your point, McChook? Nobody here is stupid enough to say that Euro can compete with WRX in terms of performance. So what's your point in bringing out WRX here? There's nothing out there in $40K price region that can compete with WRX in raw performance maybe with exception of XR6T. Prelude VTi-R will always get creamed unless an idiot is behind the wheel of a WRX.Quote:
Originally Posted by McChook
In my opinion, Euro is as much a sports sedan as Prelude is a sports car. Actually, they have very similar performance figures. Wheels magazine tested the Euro Luxury's 0-100km/h to be 8.1 sec in manual form while many NZ magazines get times around 7.7sec, which is almost similar to Prelude VTi-R.
Not a performance car at all in its description? I think acura would disagree.. I lost count of how many references in this media release to performance and "sports sedan".
For Immediate Release
All-New Acura TSX Sports Sedan Combines Performance, Refinement and Style
TORRANCE, Calif.–The all-new Acura TSX sports sedan combines a powerful engine, choice of 6-speed manual or 5-speed Sequential SportShift automatic transmission, drive-by-wire throttle control system and race-bred suspension with an ergonomic interior filled with the latest technology to deliver a potent blend of performance, refinement and style.
“The TSX is designed to compete head on with other premium sports sedans from Europe and Japan,” said Dan Bonawitz, vice president, corporate planning and logistics. “With 200 horsepower, a standard 6-speed manual transmission and 17-inch wheels and tires, the TSX delivers performance with the luxury and quality inherent to Acura vehicles. It will make a strong impact in the luxury entry sports sedan category.”
The TSX features an advanced 2.4 liter DOHC i-VTEC engine that generates 200 horsepower at 6800 rpm, 166 lb-ft of torque at 4500 rpm and overall performance comparable to some competitors with 6-cylinder powerplants. The i-VTEC “intelligent”
valve-control system delivers enhanced performance across a broad power band in addition to improved fuel economy and reduced exhaust emissions. A direct ignition system with knock control helps to optimize power and fuel efficiency by ensuring a properly timed spark at all engine speeds.
The TSX 4-cylinder engine is equipped with a drive-by-wire throttle control system that eliminates the need for a mechanical connection between the accelerator pedal and the engine, and continuously adjusts the sensitivity of the accelerator pedal to match current driving conditions. It also incorporates throttle control into the car’s VSA (Vehicle Stability Assist) system, controls the vehicle’s cruise control function and modulates the throttle to help make automatic transmission shifts even smoother.
The 4-cylinder engine of the TSX is equipped with platinum-tipped spark plugs and a self-adjusting cam chain. It is designed to run for 110,000 miles before requiring a major scheduled tune-up.
Since many performance enthusiasts prefer shifting gears themselves, the TSX comes with a close-ratio 6-speed manual transmission. A compact 5-speed Sequential SportShiftÔ automatic transmission is also available as standard equipment. The lightweight 6-speed gearbox features short shift throws and multi-cone synchronizers on all gears for quick, light shifting action. For the first time on an Acura, the transmission case is made from magnesium alloy, a material typically reserved for racing applications. This case weighs 6.6 pounds less than a comparable aluminum unit and is extremely rigid to damp out noise and vibration.
Despite its impressive 200 horsepower output, the TSX with manual transmission delivers 21 mpg city/29 mpg highway, while the TSX with automatic transmission delivers 22 mpg city/31 mpg highway. Air-assisted fuel injectors, two close-coupled catalyzers and a high-flow, low-heat mass exhaust manifold help the TSX achieve LEV-2 emissions status.
To complement its high-adrenaline powertrain with sports car-like handling, the TSX features an extremely rigid unit body structure and a race-bred, 4-wheel-independent double-wishbone suspension. The suspension is track-tuned to reduce lift, dive and body roll and boasts gas-pressurized shock absorbers and large front and rear stabilizer bars. A quick-ratio, variable power assist rack-and-pinion steering system provides outstanding feel and responsiveness and features an anti-kickback valve for reduced kickback on rough roads.
Handling is further enhanced through the application of a Vehicle Stability Assist system (VSA) that works in concert with the braking and drive-by-wire throttle systems to provide enhanced control during acceleration, braking and cornering. This 4-channel system orchestrates the throttle and each of the vehicle’s four disc brakes to seamlessly integrate traction control, Anti-lock braking and stability enhancement for increased driver control during acceleration, braking and cornering.
To provide stability and ensure superb stopping power, the TSX is equipped with 4-wheel disc brakes with 4-channel ABS, 17-inch alloy wheels and P215/50R17 Michelin tires.
The body of the TSX offers best-in-class aerodynamics while defining its sporting nature with crisp sports sedan lines. In front, styling cues include a signature 5-sided Acura grille, style lines starting at the top of the front fender flares and gradually rising to the rear, High Intensity Discharge (HID) headlights and large air openings beneath the front bumper, which guide airflow to the radiator. In the rear, the backlight slopes to meet a short, high trunk lid, which terminates sharply to help air separate cleanly off the back of the car at speed.
The TSX is available in seven exterior colors: Satin Silver Metallic, White Pearl, Nighthawk Black Pearl, Arctic Blue Metallic, Meteor Silver Metallic, Milano Red and Carbon Gray Pearl.
The five-passenger interior of the TSX is sporty yet refined with modern LED- illuminated instrumentation, intuitive controls, and a long list of standard luxury amenities. The comprehensively equipped TSX features deeply bolstered, perforated leather seating, a leather-wrapped three-spoke sport steering wheel with wheel-mounted audio and cruise control switches, dual-zone automatic climate control, a power moonroof, a 360-watt Acura Premium Sound System, power windows and door locks and keyless entry. Standard 8-way power driver’s seat adjustment and a tilt and telescopic steering wheel allow the TSX to accommodate a wide range of drivers.
The Acura Navigation System with Voice Recognition is available as a factory-installed option. This latest-generation navigation system features an 8-inch touch screen display, a comprehensive destination guide with 7 million points of interest spanning the continental United States, 3-D graphics for freeway on and off ramps and turn-by-turn voice guidance.
In addition to its highly rigid, computer-designed structure, the TSX incorporates a vast arsenal of the latest safety technologies. It is the first Acura to feature standard side curtain airbags to help protect vehicle occupants from head and neck injuries in the event of a side impact. To ensure that the airbag covers the front and rear side windows instantaneously, compressed helium inflators deploy the curtain in a mere 0.015 seconds.
The TSX is also equipped with dual-stage, dual-threshold driver’s and front passenger’s airbags, and side airbags for the driver and front passenger. The passenger’s side airbag uses seven sensors in the seatback and side bolster to determine the height and position of the occupant. If the sensors detect that a child or small-statured adult is leaning into the deployment path of the side airbag, it prevents deployment.
The TSX will go on sale in April, 2003 and be priced between $25,000 and $30,000. Acura projects sales of 15,000 units a year.
Like all Acura models, the 2004 TSX is covered by a comprehensive 4-year/50,000 mile bumper-to-bumper limited warranty. Additional ownership benefits include Acura Total Luxury Care (TLC), which provides free 24-hour roadside assistance, concierge service, and trip routing.
For more information about Acura vehicles, please visit www.acura.com. For media inquiries, please visit www.acuranews.com.
Holy crap! after reading that, I might have to buy one! :):):)
It has a great engine design, it has vtec and cam phasing, its big capacity for a 4. Its specs are inline with the tsx which is tuned for 92 octane, the euro requires premium unleaded fuels (96 octane). So it should be producing more power but it doesn't. The head is the same configuration as the k20 type-r engines, the r's must be pnp'd and must have an upgraded valvetrain. The compression is likely to be lower then the k20 R's and it would probably have weaker cams. The intake and exhaust manifold are quite restrictive compared to the R's and the fly by wire tb is probaly crap aswell.
Really if your not happy with the perfomance get hold of tangy and ask him to get some k20 type-r parts. I would look at the valvetrain and cams first biggest gains will be here without changing the pistons. Checking for valve clearance is a must with new cams and valve train especially with the cam phasing system. Get a thinner head gasket to raise the compression a little. I don't think a type-r header will fit the k24 as the block is longer, but if it can a bit of power will be found here. I think some of the US header manufacturers should start turning out k24 hearders soonish. Type-r manifold i dont think will fit either because of the fbw throttle system, a bit of port matching wouldn't harm the k24 manifold though. Once hondata sort out the tuning for the tsx then we will start seeing big gains in tsx/euro performace.
With a lower C/R then the rxs/integra type-s/r this should be a good candidate for some solid stock block turbo setups, but once again lack of tuning is holding this option back at the moment.
It would be interesting whether a DC5 throttle system could be retrofited to a euro to use the hondata k series. The chasis harness of the euro should fit a DC5 ecu without much trouble. The engine harnesses would be similar apart from the throttle system.
Hasport has an ek civic with a built k24 block/rsx type-r head with a big snail pushing 600+hp. Big power for a 4!!!!
Food for thought.
In a couple of years time when the euro's are nearer to 20G's then 30 and most are out of warranty they could be quite interesting toys to play with. Im saving $$$.
just wait for comptec or Jackson racing supercharger system. Easier, cheaper and heaps more power. The heads are not interchangable and neither are the cams. Don't waste your money.