The last time Acura->ke10 made a compact luxury car based on the Civic we received the RSX, which had a cult-like following but ultimately didn't fit what Acura was trying to be. After only five model years, Acura laid the RSX to rest and left the Civic alone for a few years. With the luxury compact sedan->ke142 market as hot as it had ever been, Acura chose to meddle with the Civic again and released the 2013 ILX. Initially, the ILX had three drivetrains available: two gasoline drivetrains and one hybrid. As we head into the 2015 model year, Acura wisely cut the slow-selling hybrid model and left the two gasoline powertrains, which include a 150-horsepower 2.0-liter and a 201-horsepower 2.4-liter, to take on the likes of the Mercedes CLA250 and Buick Verano.

I got a crack at the ILX Premium with the 2.4-liter engine and six-speed manual transmission. Since I had already spent a week with the 2015 Honda Civic Si, I knew what the engine and transmission were all about. What I didn't know was whether the throaty, high-revving i-VTEC engine was appropriate for a luxury car.->ke505

With my weeklong drive in the books, I was able to formulate an opinion on the ILX sedan. You can read all of my thoughts on it after the jump.

Click past the jump to read about my time with the 2015 Acura ILX 2.4L Premium.

2015 Acura ILX 2.4L Premium - Driven

Specifications
  • Make: Array
  • Model: 2015 Acura ILX 2.4L Premium - Driven
  • Segment: Array
  • Engine/Motor: inline-4
  • Horsepower: 201 @ 7000
  • Torque: 170 @ 4400
  • Transmission: Six-Speed Manual
  • [do not use] Vehicle Model: Array
Pros
Cons

TopSpeed Garage

Exterior

Call me crazy, but I think that the ILX is nicest-looking Acura available today. Like all Acuras, if you were to park it next to its Honda counterpart (the Civic for the ILX), the similarities are there, but separate from its Honda platform mate, the ILX is a sharp luxury sports sedan. This is also one of the few iterations where the Acura beak isn't completely overwhelming.

The hood isn't overly stylish, but the ridges are just enough to make it look good, and the air inlets on the lower apron add an extra touch of sportiness to the Acura. The small spoiler in the center of the apron is a nice touch too.

The side profile view is by far my favorite angle to take in the ILX. First of all, the bodyline that runs from fender to quarter panel is simply stunning, particularly where it kicks upward to make it over the rear-wheel arches. Additionally, the swooping roofline and the short trunk lid give the ILX almost a four-door coupè look, like the CLA-Class. The downside to this look is that the trunk lid is so shortened that it is hard to fit large items through it.

Exterior Dimensions

Wheelbase

105.1 in (2670 mm)

Length

179.1 in (4550 mm)

Width

70.6 in (1794 mm)

Height (unladen)

55.6 in (1412 mm)

Front Track

59.4 in (1509 mm)

Rear Track

60.3 in (1532 mm)

Ground Clearance (Auto/Manual)

6.2 in (151 mm) / 5.9 in (157 mm): Manual

Curb Weight

2,955 LB (Auto); 2,959 LB (Auto w/ Prem. Pkg.); 2,970 LB (Auto w/ Tech Pkg.); 2,978 LB (Manual w/ Prem. Pkg.)

Weight Distribution (% front / rear)

61 / 39


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Interior

The ILX's cabin, much like its exterior, impressed me for the most part. Is it pure perfection? No way, but it is leaps and bounds above what I expected. Everywhere I expected to find leather I found it, save for some plastic on the door panels and the glove box, and that classic, Acura padded dash that I hate oh so much.

The leather seats were plenty comfy and they even came with heat in the Premium trim, though I had no use for them here in sunny Florida. The seats also had nice bolstering so I felt rather secure in the corners.

The back seat, while roomy, did take a hit on usefulness. The first issue was that the bucket cutouts on the outer seats are a little too deep, making it tough to get my son's booster seat to sit flat. The second issue is that the center armrest, which also houses the rear cup holders, is way too wide and covers up the seatbelt buckles when it's lowered, making strapping the booster seat in a four-letter-word-inducing struggle with drinks in the cup holder. The final issue is with the rear cup holders themselves; they are a whopping two inches deep, which means watch taking turns with any unsealed drinks in them.

Other than those few issues, the rear seats are just fine for a compact sedan. There is ample legroom for kids and teenagers; even an under-six-foot adult could fit back there with a like-sized person in the front seat with no issues. Additionally, the seats are fairly comfy and the contouring helps hold the kiddos in place.

Tech-wise, like most Acuras, the ILX felt dated. First and foremost, there was no navigation. I'm sorry, but if you are a $30k compact that doesn't bear the name BMW, Mercedes-Benz or Audi, you damn-well better have navigation. Additionally, while the stereo system was fine, it didn't sound like an upscale audio system, and the entire cabin had only one power port that was buried in the storage compartment under the front armrest. Lastly, the only real premium tech feature the ILX Premium had was a rearview camera, making it feel so much cheaper than its sticker price.

On a whole, the cabin of the ILX was very nice and looked upscale, but the lack of tech gadgets left me feeling cheated out of a few thousand dollars.

Interior Dimensions

EPA Passenger Volume 89.3 cu ft
EPA Cargo Volume (SAE) 12.3 cu ft:
Headroom (Front/Rear) 38.0 in / 35.9 in
Legroom (Front/Rear) 42.3 in / 34.0 in
Hiproom (Front/Rear) 50.2 in / 51.7 in
Shoulder Room (Front/Rear) 55.6 in / 53.5 in
Maximum Seating Capacity 5

Drivetrain

The Buick Verano is likely the best competitor for the ILX, but to match up with the 2.4L Premium we need to consider only the Verano Premium Turbo Group. The Verano easily trumps the ILX in power, as its 2.0-liter turbocharged engine delivers 250 horses and 250 pound-feet of torque. Unlike the ILX, the engine mates to either a six-speed manual or automatic. This powertrain allows the Verano to best both the CLA250 and the ILX to 60 mph, as it completes the sprint in just 6.2 seconds. The Verano does get 1 mpg less than the ILX across the board.

Feature-wise, the Verano does lack the ILX's standard moonroof and HID headlights, but it does get a nine-speaker stereo system and more power ports. Additionally, the Verano's cabin is roomier in all the areas that really matter, including front and rear headroom, rear legroom, and cargo room.

In the Premium Turbo Group Guise, the Verano starts at $29,215, plus delivery.

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Conclusion

The ILX has been subject to some up and down reviews, but despite my few issues with it, I found it an enjoyable luxury sports sedan. Yes, it may not fit the profile of a sports sedan as well as the 3 Series or Lexus IS, but it does a good job in this role. On top of that, you get Honda's legendary build quality that assures this car will be on the road for 200,000-plus miles with minimal issues, given you maintain it properly. How many Mercedes and BMWs can you say that about?

Its six-speed manual transmission and lack of automatic option with the peppier 2.4-liter prevent it from appealing to everyone, but it certainly fills a gap in the segment with manuals quickly going the way of the dodo bird. If Honda manages to develop a fast-shifting auto to combine with the 2.4-liter it may be able to pull in some more buyers.