Sorry, this is just a regular RSX Type-S. Couldn't find a picture of an A-Spec.

Without much warning, a little blue rocket arrived in our driveway.  Those rounded cats-eye headlamps and the arched back identified it as an Acura RSX, but certainly some tuner had already gotten his or her hands on it, based on the big gray wheels and the big wing riding the decklid?

What we were looking at was the latest “factory tuner” car to come down the pipe.  With the proliferation of import hot-rod shops and modifications, it was only a matter of time before the manufacturers themselves got into the game.  If you just gotta have a hot-rodded RSX, but don’t want to void your warranty, the RSX Type S A-Spec may be what you’re looking for.

That mouthful of alphabet soup gets you a suspension setup that’s ready to go racing right out of the box.  This package was introduced quietly in 2002 as the Factory Performance package, but with the advent of similar factory tuners from Nissan, Mazda and Subaru, Acura changed the name to the much sexier “A-Spec” for 2004.

At a glance, it’s easy to mistake the A-Spec for a customized car, but that lower body work and big spoiler are factory-installed items.  The add-ons accentuate the RSX’s arched-back stance nicely, and the car looks poised and ready for action.  Up front, four round headlights and a deep “V” shape to the front end make the RSX one of the most extreme Acuras, visually.  The thin A-pillars are also an RSX hallmark, improving forward visibility and adding to the car’s visual rake.  The A-Spec features 17″ wheels; on our test car they were painted dark gray, making them stand out even more than if they’d been chrome.

From the racing-style driver’s seat, you’ll notice that the big wing out back is conveniently at cop-light level, so you’re not blinded by the flashing lights that may appear behind you if you don’t behave.  The interior is snug.  One passenger noted upon getting in that there was nothing in front of the passenger but a blank expanse of dashboard.  “This is definitely a driver’s car,” she said, and she was right.  The RSX is perfectly sized for one person, and crowded for two if there are personal items like purses or pop bottles involved.  RSX owners are advised not to put people in the back seat frequently, lest someone call Amnesty International.  The cargo area is generous enough for big recycling buckets or lots of groceries, and there’s a fixed cargo cover that swings up with the tailgate instead of having to be retracted.  Heated mirrors are a nice touch, and new for 2004.

The RSX’ wildly free-revving 2.0 liter iVTEC four-cylinder is always a delight.  Lightweight construction allows the engine to spin up to 8000 rpm, a speed at which would cause many other engines to quickly burst.  For the record, however, the RSX Type S doesn’t actually show much evidence of its 200 horsepower below 6500 rpm, and by that time it’s making a lot of noise.  Subtle launches are difficult in this car.  On the highway, the six-speed manual transmission allows more relaxed cruising, but we found ourselves wishing for more immediate power delivery.  A five-speed automatic is optional on the standard RSX, which also has a less powerful, 160-hp engine.  Both RSX engines are low-emissions powerplants with 110,000-mile tune-up intervals.  The A-Spec package does not change the engine or transmission.

The suspension, on the other hand, is seriously modified.  The A-Spec package takes the RSX Type S’ MacPherson strut front, double wishbone rear suspension and lowers it an inch.  “Track-tuned” shocks and springs account for the drop.  The strut tower bar and thicker rear stabilizer bar are already in place on the Type S.  These changes take the already responsive RSX to another level.  Super-sticky 225-series feel as though they could drive up walls if one were so inclined.  Given a smooth stretch of curved pavement, the A-Spec takes a nice set and just holds onto it.  We wished more than once that we could get it on a track.  Around town, the A-Spec package means a stiff ride; boulevard cruisers need not apply.  The sensitive tires and suspension make the A-Spec darty and nervous on rough pavement.  It won’t quite rattle your fillings loose, but it wanders around enough to require two hands on the wheel.  For drivers who like a sporty ride, the constant communication from the tires will be a pleasant thing; for drivers who are just trying to look cool on the way to and from work, it’ll get old quickly.  The standard RSX and RSX Type-S do not suffer from the same directional stability issues on bad roads as the A-Spec.

Anti-lock brakes are standard equipment.  Acura likes sticking mainly with one-price cars, so the RSX is nicely loaded for the price, with automatic climate control, a moonroof, and auto-up/down windows on the standard components list.

For amateur racers who want to go autocrossing on the weekends the RSX Type S A-Spec is a fantastic deal–a car that’s ready to dodge cones without losing its factory warranty.  All of the A-Spec modifications are covered by Acura’s factory warranty.  A six-speed RSX starts at $23,320.  The A-Spec package adds about $4800 to the bottom line, and doesn’t include installation costs.  The end result is a race-ready, street-legal hot rod for just under $30,000.  Not a bad deal, indeed.

The Fact Box:
All specs are for the 2004 Acura RSX Type S A-Spec, which we tested.
Length:         172.2 in.
Width:            67.9 in.
Height:            54.7 in.
Wheelbase:        101.2 in.
Curb weight:        2778 lb.
Cargo space:        16.0 cu.ft.
Base price:        $23,320 + $4800 for A-Spec
Engine:         2.0 liter DOHC 16-valve four-cylinder
Drivetrain:         six-speed manual, front-wheel drive
Horsepower:         200 @ 7400
Torque:         142 @ 6000
Fuel capacity:        13.2 gal.
Est. mileage:        24/31

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