2019 Acura ILX

Acura introduced its ILX in 2012 as an entry-level offering for the brand. This small sedan was based on the Honda Civic of the time, and most of our complaints about the car stemmed from its less than noble bones. In a class where competitors were working to scale down their luxury offerings to entice new buyers, the Acura had too much economy car in its DNA to feel competitive.

Now we've got the updated 2019 Acura ILX. It's less expensive and has more standard features. There's also an upgraded infotainment system and a more aggressive carapace. So the ILX looks good, wears a luxury badge, doesn't cost much and comes pretty well equipped. How does it stack up against other entry-level luxury sedans?

More for Less

For this refresh, Acura has redesigned the ILX's sheet metal, grafting the new corporate face onto the front end and giving the rear a lower, sportier look. We've been over this with each new and refreshed Acura model for the last few years, and we think the "diamond pentagon" grille is a huge improvement from the old bird-beak "power plenum" look. The ILX was the last car in the lineup scheduled to receive this update, so we, like the rest of the world, are looking forward to never hearing the phrase "power plenum" again.

Acura's AcuraWatch suite of active safety features and driver aids is now standard on the ILX, which means even the least expensive trim comes with blind-spot monitoring and rear cross-traffic alert, forward collision warning with automatic emergency braking, adaptive cruise control, and lane keeping assist. All told, these systems do their jobs well and largely unobtrusively. However, it's worth noting that since the adaptive cruise in the ILX can't bring the car to a full stop, it's not very useful in stop-and-go traffic.

Inside the cabin, the dual-screen infotainment persists, but Acura updated it to be quicker and to work with Apple CarPlay and Android Auto. The dual-screen setup isn't our favorite system, but it's also not the worst in the class. It's unfortunate the new True Touchpad Interface setup in the RDX hasn't made it into the ILX because it's a significant improvement in both usability and looks.

We do take issue with the way Acura has designed the car's smartphone integration — it's on the wrong screen. One screen in the car is a touchscreen, while the other is controlled by a dial. Would you care to guess which one your smartphone's touch interface appears on? It's a relatively minor annoyance; once you get used to the dial, it's not difficult to use. It's also a problem that will never be fixed, as every infotainment system is likely to just roll over to the True Touchpad Interface. Ah well, #FirstWorldProblems.

And how much extra, you may well ask, will all of these added standard features cost? Negative $2,200. Starting in with the 2019 model, the base price for an ILX will be $26,895, including the destination charge. The fully loaded A-Spec with Technology package comes in at $32,545, or $3,550 less than in 2018. Our condolences to anyone who just bought a 2018 model.

So the 2019 Acura ILX looks better than ever and seriously undercuts the price of every other entry-level luxury vehicle on the market. What's the catch?

The 2012 Honda Civic

Peel off the slick metal skin and the very comfortable leather seats, and what you'll find is a last-generation Honda Civic, a car that can generously be described as "complacent." Launched in 2012, the ninth-generation Civic was roundly panned by critics for just not trying very hard. It was plasticky, loud and not particularly good to drive. Honda made improvements to it in the intervening years, and Acura has done its own work. But the reality is that it's just not the best car on which to base a luxury sedan.

There are certainly some fine touchpoints in the ILX's cabin, and the lightly refreshed seats continue to be a high point. But there's also a ton of hard, hollow-feeling plastics. Also concerning in our brief time with what was essentially a showroom-fresh car were a couple of creaks and rattles in the cabin. It's not particularly quiet. The current crop of mainstream compact sedans offer some quieter alternatives. Since the ILX is a Honda/Acura product, bits are unlikely to start falling off, but the interior still feels overwhelmingly cheap and lightweight.

But What About Driving?

Good eye, reader, we haven't mentioned driving yet. The ILX is, in fact, much better to drive than the Civic on which it is based. We'd go so far as to say it's fun — but for a given definition of fun.

The ILX is powered by the naturally aspirated 2.4-liter four-cylinder found in the old Civic Si. You won't find many four-cylinders without turbochargers in competitive vehicles. This buzzy motor makes 201 horsepower, but that peak power comes on at 6,800 rpm, or about 300 rpm higher than most competitors' turbocharged four-cylinders can spin.

The ILX's 2.4L also only makes 180 pound-feet of torque, and it makes that at 3,600 rpm — or about 2,100 rpm higher than most turbocharged engines deliver peak torque. If your eyes are glazing over right now, we won't blame you. What all these numbers mean is that the ILX doesn't feel very grunty when you set off from a stop. To really get it to accelerate, you've got to rev up the engine. Fortunately, this engine likes to rev high, sounding the happiest between 4,000 and 7,000 rpm. If you put the transmission in Sport, it'll keep the revs very high.

And speaking of the transmission, the eight-speed dual-clutch automatic is actually quite good. We were sad when the manual option was nixed from the ILX, but this automatic goes a long way toward making up for that omission. For most drivers, its strengths are ideal: It's very smooth and quick to respond, making for an amiable companion in typical driving. That's a good thing because in Normal mode the ILX has to downshift every time you go near the gas pedal.

But the eight-speed is also quite responsive when you take over manual control using the small steering-wheel-mounted paddle shifters. Click the paddle, and you're rewarded with a quick shift that keeps the car moving and preserves your momentum.

If you're not driving aggressively, the ILX is, well, acceptable. It's slower and less forceful than most competitors, fuel economy is still only average, and it requires more downshifting when accelerating. But it's also smooth and responsive. If, however, you're the kind of person who gets a kick out of wringing every ounce of performance out of a drivetrain, nothing in the class will do what the ILX does.

Sounds 'Sporty'

The steering is very light, which isn't what you'd call "sporty," but it's very direct and there's actually some feel from the front wheels. The suspension is tuned for comfort, and it's quite good at that part of the business, smoothing over bumps and rough pavement better than some competitors. But that comfort goes hand in hand with noticeable body roll.

In this class, sporty competitors will corner flatter and grip harder. But in our time with the ILX, we did find it lively and engaging. It's a fun car with very approachable limits. The ILX is a mixed bag here, trying to split lanes between the majority of buyers who want a comfortable entry-level luxury experience and the minority who see every corner as a potential challenge.

What's the Verdict?

Ultimately, the ILX's low price and standard features, combined with Acura's reputation for reliability and easy ownership, will capture buyers looking for an entry-level luxury badge on a budget. Shoppers with deeper pockets can find significantly more luxurious experiences — or more sport-oriented experiences — in the entry-level class. The ILX is fun on the road, but we suspect a lot of buyers on the hunt for this specific kind of fun will be quite satisfied with an old Honda Civic Si ... with a manual gearbox.

At the price, there's a place for the ILX on the market. But our time with the car left us feeling impatient for the next generation. The current RDX and MDX show what Acura designers can do when they set their minds to it, and the current Honda Civic has advanced a quantum leap over its predecessor in every way but its redline. The 2019 Acura ILX's new sheet metal and other improvements feel more like a stopgap measure than a solution to the car's issues.

We were skeptical when Acura unveiled the ILX for the 2013 model year. Underneath, Acura's little luxury sedan was essentially a Honda Civic, and that particular Civic was notably subpar by Honda's standards.

A significant refresh in 2016 — headlined by new safety features and a more powerful standard engine — aimed to give the ILX a new lease on life, but questions remained about its technology interface, ride comfort and materials quality. Meanwhile, an all-new Civic debuted for 2016 to rave reviews, casting further doubt on the much costlier ILX's viability.

The 2019 Acura ILX marks a second attempt to turn the tide. Acura has festooned its entry-level sedan with a whole new front end and a reworked rear fascia, also adding an upgraded infotainment system and more standard advanced safety features. The interior has been tarted up, too, boasting reshaped seats and revised cabin trim. But here's the $30,000 question: Are these enhancements enough to make the ILX competitive against its increasingly capable rivals?

The Walkaround

Inside, Acura has reshaped the seats, which now have more pronounced bolsters and an unusual design in A-Spec trim. Previous A-Spec seats were primarily upholstered with imitation suede, but the new seats are mostly leather with a strip of faux suede running down the middle. We're wondering if the increased use of leather will make the seats more swampy on hot days.

The other major change on the inside is to the available touchscreen infotainment system. We've derided Acura's dual-screen setup in the past, primarily because it was difficult to remember how to get to the desired function, but also because of its slow response times and confusing menu structure. The dual screens remain in the 2019 ILX, but Acura says the software is faster now, and a revised interface should make it more user-friendly. The touchscreen also provides support for Apple CarPlay and Android Auto, which are both new for 2019.

All 2019 Acura ILX trims come standard with AcuraWatch, a previously optional safety package that includes forward collision warning with automatic emergency braking, lane departure warning and mitigation, and adaptive cruise control. This is good news for the ILX's value proposition, as these driver aids are almost always optional extras on competing small luxury cars.

Aggressive Pricing

With a base price of $26,895, the ILX costs thousands of dollars less than other small luxury cars. Standard features include LED headlights, keyless entry and ignition, heated front seats, faux leather upholstery, a basic infotainment system, and the AcuraWatch suite of safety features. Selecting the reasonably priced Premium package ($28,645 total) adds blind-spot monitoring, the dual-screen infotainment setup, a subwoofer, leather upholstery, HD and satellite radio, and smartphone connectivity via Apple CarPlay and Android Auto. The Technology package ($30,545) includes those items plus a navigation system, upgraded stereo and a multiangle rearview camera. The A-Spec package can be ordered in conjunction with the Premium or Technology package for an additional $2,000.

Cautiously Optimistic

While some of our complaints appear to have been addressed in the refreshed 2019 Acura ILX, others remain valid. After all, the ILX is still based on the previous-generation Civic. And the sluggish powertrain carries forward without modification, which means you can't have turbocharged power as you can in the new Civic — you're stuck with an older 2.4-liter four-cylinder engine that's paired with a funky dual-clutch automatic transmission. Moreover, none of the changes for 2019 will improve the car's choppy ride quality.

We'll have to wait until October 10, when the 2019 model hits dealer lots, to find out if the ILX's improvements add up to a sedan that Audi and Mercedes need to worry about.