2022 Acura ILX

Acura is regarded as a premium brand, competing with the likes of Audi and BMW, and the Acura ILX is the cheapest way to buy in. However, it faces some formidable competition like the Audi A3 sedan and the BMW 2 Series Gran Coupe. The ILX has also been tasked with luring new, younger customers to the brand with the hope that the rest of the stable will then keep them buying Acuras for years to come. To that end, it's a handsome vehicle that's well-equipped and more affordable than the Germans.

Unfortunately, it's let down by a low-quality interior and an asthmatic, old-school 2.4-liter four-cylinder engine. This is far from ideal in a segment where most competitors, including the Honda Civic, have moved on to low-displacement turbocharged powertrains. To top it all off, the ILX feels older than its rivals because it was originally built on a Civic platform that is already two generations old - that of the 9th-generation Civic. So, does it have what it takes to achieve the goals it was designed for? Probably not.

The ILX is a prime example of stylish sedan design. The front end features Acura's diamond pentagon grille, flanked by the equally distinctive Jewel Eye headlights. All models come standard with a chrome exhaust tip and a power moonroof. The standard wheels are 17-inch Glitter Silver Alloys, but the 18-inch Shark Gray wheels and piano black rear diffuser included with the A-Spec package do the design justice.

The Acura ILX is 182.2 inches long with a wheelbase of 105.1 inches. It's 55.6 inches tall and has a width of 70.6 inches. The base model weighs 3,095 pounds while adding both the Technology and A-Spec Packages increases that figure to 3,148 lbs. The new Honda Civic uses an all-new platform with a 107.7-inch wheelbase. The ILX has noticeably larger dimensions than the Germanic duo. The BMW 2 Series Gran Coupe is 178.5 inches long, while the Audi A3 is quite small at 175.5 inches.

The standard ILX is available in six colors, none of which are particularly striking. Lunar Silver and Modern Steel are the only no-cost metallic options, with Platinum White Pearl, Majestic Black Pearl, and Performance Red Pearl all costing an additional $500. Apex Blue Pearl requires adding the Premium Package, as well as the A-Spec Package.

The ILX is powered by a 2.4-liter naturally aspirated four-cylinder that develops 201 horsepower and 180 lb-ft of torque. As these figures suggest, the ILX is not short of power, especially considering the relatively low curb weight. It does fall short when it comes to low-down torque, though. Over the years, we've grown accustomed to turbocharged engines providing a decent whack of torque from just above idle speeds. In stark contrast, you have to rev this 2.4-liter unit to get the best out of it. It would have been epic fun in a two-seater (can we please get a new S2000?), but in a luxury sedan, it just feels like a chore. Acura doesn't provide performance claims, but independent tests have shown that it can get from 0 to 60 mph in roughly seven seconds. That's pretty much par in this segment, but due to the nature of the power delivery in the turbocharged Audi A3 and Mercedes-Benz A-Class, they feel more enthusiastic.

The Acura ILX only has one engine option - a naturally-aspirated 2.4-liter four-pot with 201 hp and 180 lb-ft of torque. It's mated to an eight-speed dual-clutch transmission that sends the power to the front wheels exclusively. Historically speaking, Honda's VTEC engines have all been characterful but gave their best at well over 4,000 rpm. But we now live in a world where turbocharging is the norm. Heck, even the famous Civic Type R has been turbocharged for two generations.

With most of the power only available above 4,000 rpm, the ILX can be annoying in town. The gearbox does its best to make up for the lack of low-down torque, but at the end of the day, there's no getting around it. On the flip side, the ILX can be fun on the open road where the driver has more room to travel at top speed and explore the engine's rev-happy nature.

The gearbox is a peach, shifting quickly and effortlessly. It has a Sport mode, but this simply forces it to cling onto a gear until the pistons are dancing on the hood. Once again, extremely effective in a low-weight performance car, but not so much when it comes to luxury motoring. The ILX package would be vastly improved by adding a turbocharged engine to the mix.

The 9th-generation Civic was a decent all-rounder, and some of those characteristics have filtered through to the ILX. The platform isn't completely devoid of feel and provides some semblance of feedback. It can be an enjoyable car to drive, but it's no sports sedan. It's starting to feel its age - the latest Civic is already in its 11th generation.

The suspension tune is biased toward comfort more than anything else. Bumps and ruts are dealt with smoothly. If only Acura spent as much time on cabin insulation. Wind and road noise are noticeable at freeway speed, which is not ideal for a car with a premium label attached to it. The brakes are easy to modulate and offer sufficient bite under normal conditions and during an emergency stop. We'd advise you to take the Acura for a test drive to see if the refinement levels meet your standards.

The Acura ILX has acceptable mileage figures given the size of the engine. EPA estimates give it 24/34/28 mpg for city/highway/combined - identical to the figures of the more powerful 228i Gran Coupe. Still, it's worth looking at the brand-new Honda Civic's figures to get a sense of what can be achieved with a modern turbocharged engine, namely 33/42/36 mpg when combined with a CVT transmission. The ILX has a 13.2-gallon tank that's good for 370 miles between refills.

The ILX's old bones are immediately apparent once you step inside. Its more modern competitors have all moved over to the current minimalist trend, while the ILX's dash is still adorned with buttons.

The exterior size doesn't match up with the available room on the inside. Space in the front is fine, though the seats could do with more support. However, The rear legroom is exceptionally tight. The dual-screen infotainment system (included with Premium Package) is an odd one. It's clunky, and if you look at the lower screen placement, it's fairly evident that it was an afterthought - a modern feature placed on an old existing interior.

The ILX comes standard with a power-adjustable driver's seat, heating for the front seats, and a power moonroof.

The ILX is technically a five-seater, but you'd have to be a cruel individual to force three people in the back. The standard moonroof means you only get 38 inches of headroom in the front and 35.9 inches in the back. The front legroom is a rather generous 42.3 inches, but the rear is extremely cramped, offering just 34 inches.

The driver's seating position is relatively high, even with the eight-way power-adjustable seat in the lowest setting. Getting in and out is easy enough, and visibility is good all around.

As standard, the ILX comes with a leather-wrapped steering wheel and shifter. The base model is only available with Ebony leatherette upholstery, which creates a dark atmosphere. There are some silver and chrome finishes that spruce it up a bit, but you have to opt for either the Premium or A-Spec Package for a striking interior ambiance. Premium means leather upholstery, which can be had in Graystone too, not just the default Ebony, as well as Espresso - the latter only in combination with the Platinum White, Modern Steel, or Majestic Black paint. A-Spec (which requires the Premium Spec as well) is default Ebony, but brings optional red with Ultrasuede trimming in the place of Graystone - and no Espresso option.

The ILX has 12.4 cubes to work with. That's on par for the segment and can accommodate two suitcases or a week's worth of groceries. Oddly, the rear seats don't fold down in a split, which is not a feature you think about until you don't have it. Transporting something large while having enough space left over for one or two people is something we take for granted, and it's deeply annoying not having this feature.

The interior storage consists of a center armrest with a storage bin, a rear center armrest with dual cupholders, and door pockets.

For the price, the ILX gets decent standard specs. These include keyless entry, push-button start system, heated front seats, dual-zone climate control, an eight-way power-adjustable driver's seat, adaptive cruise control, ambient lighting, a tilt-and-telescoping steering column, and hill start assist. The available Premium and Technology packages add more comfort and convenience, while the A-Spec adds a few sporty cosmetic features.

As standard, the ILX gets a top-mounted five-inch display sans touch functionality. It ships standard with Bluetooth streaming, auxiliary and USB inputs, and a CD frontloader. The latter is increasingly becoming a rare sight in the automotive world. To get access to Apple CarPlay, Android Auto, and HD radio, you have to pay an additional $2,000 for the Premium Package.

This changes the infotainment system to a dual-screen setup, which, to be frank, is the less user-friendly of the two configurations. The ILX would have been much better off with a single touchscreen interface. The Technology Package adds navigation with a 3D view, real-time traffic information, and a premium sound system with ten speakers.

The Acura ILX only scored 77 out of a possible 100 points in the J.D. Power Survey for quality and reliability during its first year on sale. The score has since increased to 81 and has remained static for 2021 and 2022. The upside of using a more senior platform is that the kinks have all been ironed out. For 2022, the ILX remains recall-free, as it was in 2021, proving its reliability.

A new Acura ILX receives a four-year/50,000-mile limited warranty and a six-year/70,000-mile powertrain warranty.

Safety reviews of the ILX are mixed, but mostly positive.The NHTSA's review of the Acura ILX returned an overall rating of five stars. Drilling down into the subcategories, it scored four out of five stars in the overall front crash tests, the full five stars for a side impact, and four stars for a rollover. The IIHS gave the Acura a Good rating in most departments, but it received a Poor for the LED headlights.

Acura's ILX has a generous mix of traditional and modern safety kit. Front, front side, and curtain bags are standard. ABS with EBD is included, as is hill-start assist. The driver assistance features fall under the name AcuraWatch. In the ILX, the standard systems include collision mitigation braking, adaptive cruise control, road departure warning, lane-keep assist, forward collision warning, and a multi-view rearview camera. The available packages add blind-spot monitoring and rear cross-traffic alert.

But once you start reading between the lines, things start falling apart quickly. Acura saved a chunk of money by building the ILX on the 9th-generation Civic's platform, but that saving was unfortunately not put to good use.

The interior is too small, the material quality is below par, and the cabin becomes noisy the faster you go. Making a long trip in this car would be mentally exhausting. The infotainment system is more of the same. It seems appealing at face value, but you soon realize that it would have been better just to have a single touchscreen display. Compared to its German rivals, the ILX just feels like a poorly developed, unpolished, rushed attempt at building a competitor. To be fair, the Germans are around $7,000 more expensive, and they'll charge you extra for several features that are standard on the Acura.

Unfortunately for Acura, the Honda Civic still exists in the USA. It offers everything the Acura does at an even more reasonable price. We can't think of a single reason why you'd have the ILX over the Civic.

The base price of the Acura ILX is $26,500 MSRP, excluding the destination charge of $1,045 in the US. With the Premium Package included, it retails for $28,500. The A-Spec Package can't be included without having the Premium Package and takes the price up to $30,500. A fully-loaded ILX with the Premium, Technology, and A-Spec packages included retails for $32,400. Even at the latter price, the Acura ILX represents good value for how much you get.

You don't get the expected selection of trims when you buy an Acura. Instead, you get the basic ILX, to which you can add any of a variety of optional packages. This basic ILX is already admirably equipped and comes as standard with 17-inch alloy wheels, LED headlights, a power tilting/sliding moonroof, leatherette upholstery, an eight-way electrically adjustable driver's seat, heated front seats, and a suite of safety and driver-assistance features that include six airbags, collision avoidance with braking, adaptive cruise control, and lane-keep assist.

Only the Premium Package can be optioned individually and adds leather upholstery, enhanced driver-assistance features, and an upgraded infotainment system with dual screens and several other features. If you want the A-Spec Package, you need to tick the box for the Premium Package first. A-Spec adds various interior and exterior enhancements. Lastly, you can only have the Technology Package if you take both of the aforementioned packages. This package adds enhanced infotainment.

The Premium Package ($2,000) is the only standalone package available, but it is a reasonably comprehensive option. It includes perforated leather with contrast stitching and piping, memory for the driver's seat, an auto-dimming rearview mirror, blind-spot monitoring, rear cross-traffic assist, a seven-speaker sound system, Apple CarPlay, Android Auto, SiriusXM, HD Radio, and the dual-infotainment display.

The $2,000 A-Spec Package is a purely cosmetic option, adding 18-inch Shark Gray alloy wheels, LED fog lights, a Dark Chrome grille, a Piano Black rear diffuser, Dark Chrome headlights and taillights, and A-Spec badges, to name just a few. The interior is enhanced as well. Upgrades include premium leather and Ultrasuede upholstery, a leather-wrapped model-specific steering wheel, ebony headliner, a model-specific instrument cluster illumination, and stainless steel sports pedals. The $1,900 Technology Package brings upgraded infotainment with navigation and a premium ten-speaker audio system.

The Acura's main aim is to provide a premium badge at a reasonable price. Since value for money is its number one positive attribute, we'd recommend only adding the Premium Package to the car. It adds the most critical convenience features, like smartphone compatibility, a decent sound system, and blind-spot monitoring.

The previous-generation TLX's entry-level pricing kicked off at almost the same price as a fully-loaded ILX. For 2021, there came an all-new TLX, and it's a whole new ballgame. The TLX used to have the same engine option as the ILX, but it now comes with a 2.0-liter turbocharged four-pot with 272 hp and 280 lb-ft of torque. The TLX is more handsome, is better built, and provides the same comprehensive features list as the base ILX, including AcuraWatch. Being the more modern offering, it also beats the ILX when it comes to infotainment and interior space.

The downside is the new entry-level price of $37,500. That's a big leap in price over an ILX equipped with a Premium Package. If you can afford it, then it's definitely worth it, but if you can't and have to have an Acura, the ILX is the good runner-up.

It's an unfair battle between these two, as it's essentially old vs brand-new. Unfortunately for Acura, it's a comparison we have to make. What makes it even more unfortunate is that the latest and improved 11th-generation Civic sedan takes over from a predecessor that was arguably already the segment leader. You can tell from the get-go that the Civic is a more polished product. How could it not be, as it's essentially an ILX, but two full generations ahead in terms of every department that matters. The Acura offers perforated leather seats, but the Civic has a more solid interior. Honda also gives you the same sort of specification level, including the safety kit, but adding features such as traffic-sign recognition that the ILX doesn't offer at all.

The 1.5-liter engine may seem small compared to the Acura's 2.4-liter engine, but it feels more potent due to turbocharging. The final nail in the coffin is the Civic's lower retail price. The battle between the two cousins is like a slugfest between the High School Musical version of Zac Efron and Dwayne The Rock Johnson.