Acura Automobiles: 2013 ILX – Answer Your Car Auto Questions Here

The 2013 ILX family includes three distinct models: ILX 2.0L, ILX 2.4L and ILX Hybrid. Each model offers a unique powertrain and a unique character.

ILX 2.0L
The model line starts off with the ILX sedan, which is powered by a 2.0-liter 4-cylinder engine that is new to the Acura brand. Fitted with a standard Sequential SportShift 5-speed automatic transmission, the 2.0L offers a good blend of overall performance and fuel efficiency.

The single overhead cam (SOHC) 2.0-liter inline 4-cylinder has 16 valves, i-VTEC® and a specially tuned dual-stage intake manifold. The 2.0L produces 150 horsepower at 6,500 rpm, and 140 lb-ft of torque at 4,300 rpm. The ILX with 2.0L has an EPA-estimated* city/highway/combined fuel economy rating of 24/35/28 miles per gallon. The engine conforms to Ultra Low Emissions Vehicle (ULEV-2) in all US states as well as conforms to Advanced Technology Partial-Zero Emissions Vehicle (AT-PZEV) standards in California.

The ILX 2.0L sedan features a standard electronically-controlled Sequential SportShift 5-speed automatic transmission with steering-wheel-mounted paddle shifters. In addition to Grade Logic Control and Shift Hold control, the ILX also incorporates Cornering G Shift Control, which suppresses unwanted upshifts when the vehicle is cornering aggressively.

ILX 2.4L
With regards to performance, the model line is topped by the ILX 2.4L which is powered by a 2.4-liter 4-cylinder engine that generates a more performance-minded driving experience. Offered exclusively with a 6-speed close-ratio manual transmission, it is the clear choice for the enthusiast driver.

The DOHC engine offers a range of innovative features to help deliver a combination of performance, fuel efficiency and low emissions. The 2.4-liter inline 4-cylinder engine features Acura’s i-VTEC® “intelligent” valve control system that pairs Variable Valve Timing and Lift Electronic Control (VTEC®) with Variable Timing Control™ (VTC™). The i-VTEC® system delivers improved low-rpm torque, strong high-rpm power and outstanding fuel efficiency. The aluminum powerplant produces 201 horsepower at 7,000 rpm and 170 lb-ft of torque at 4,400 rpm.

The ILX 2.4L has an EPA-estimated* fuel economy rating of 22/31/25 mpg (city/highway/combined). In keeping with Acura’s proven commitment to the environment, the ILX 2.4-liter engine meets strict Ultra-Low Emission Vehicle (ULEV-2) tailpipe emissions standards.

ILX Hybrid
The ILX Hybrid is the first-ever hybrid vehicle from Acura, powered by a fifth-generation of Honda’s integrated electric motor system. The Hybrid puts strong emphasis on fuel efficiency, but with its CVT transmission (that integrates SportShift manual mode), it lives up to Acura’s reputation for delivering an engaging driving experience.

With its ultra-efficient 1.5-liter i-VTEC® inline 4-cylinder engine with integrated electric motor and Continuously Variable Transmission (CVT), the ILX Hybrid has EPA-estimated* fuel economy of 39/38/38 mpg (city/highway/combined). A driver-selectable “ECON” driving mode alters the Drive-by-Wire™ throttle system response curve, to help the driver operate the ILX Hybrid with even greater efficiency. The ILX Hybrid has a ULEV-2 emissions rating, and AT-PZEV (Advanced Technology Partial Zero-Emission Vehicle) models as certified by the California Air Resources Board (CARB) are available in California and states that have adopted California Zero-Emission Vehicle regulations.

Recommended to operate on Premium Unleaded fuel, the 1.5L engine has a 10.6:1 compression ratio for added power and dual spark plugs in each cylinder for highly efficient combustion. The integrated electric motor consists of an ultra-thin DC brushless electric motor mounted between the gasoline engine and the Continuously Variable Transmission. An Intelligent Power Unit (IPU) stores electric power in a lithium-ion battery pack and controls the flow of electricity to/from the electric motor. The gasoline engine and electric motor combine to produce maximum output of 111 horsepower at 5,500 rpm and 127 lb-ft of torque between 1,000-3,500 rpm.

The ILX Hybrid’s integrated electric motor allows the regenerative braking system to reclaim additional energy during deceleration, while also allowing the electric motor to propel the

*Based on 2013 EPA mileage estimates. Use for comparison purposes only. Do not compare to models before 2008. Your actual mileage will vary depending on how you drive and maintain your vehicle.

Powertrains at a Glance

Acura ILX

2.0-liter, SOHC, inline 4-cylinder engine
150 hp at 6,500 rpm and 140 lb-ft of torque at 4,300 rpm
10.6:1 compression ratio
i-VTEC® “intelligent” valvetrain system
Composite dual-stage intake manifold
Integrated exhaust manifold cast directly into the cylinder head
Drive-by-Wire™ throttle system
Computer-controlled Programmed Fuel Injection (PGM-FI)
Direct ignition system
Detonation/knock-control system
Maintenance Minder™ system
100,000 mile tune-up intervals*
Front-wheel-drive (FWD)
Sequential SportShift 5-speed automatic transmission

Emissions / Fuel Economy

Ultra Low Emissions Vehicle (ULEV-2)
EPA-estimated fuel economy of 24/35/28 mpg (city/highway/combined)**

*Does not apply to fluid and filter changes. Exact mileage is determined by actual driving conditions.
**Based on 2013 EPA mileage estimates. Use for comparison purposes only. Your actual mileage will vary depending on how you drive and maintain your vehicle.

Acura ILX 2.4L

2.4-liter, DOHC, inline 4-cylinder engine
201 hp at 7,000 rpm and 170 lb-ft of torque at 4,400 rpm
11.0:1 compression ratio
i-VTEC® “intelligent” valvetrain system
High flow air intake system
Performance-tuned intake manifold
Integrated exhaust manifold cast directly into the cylinder head
Drive-by-Wire™ throttle system
Computer-controlled Programmed Fuel Injection (PGM-FI)
Direct ignition system
Detonation/knock-control system
Maintenance Minder™ system
100,000 mile tune-up intervals*
Front-wheel-drive (FWD)
6-speed manual transmission

Emissions/Fuel Economy

Ultra-Low Emission Vehicle (ULEV-2)
EPA-estimated fuel economy of 22/31/25 mpg (city/highway/combined)**

Acura ILX Hybrid

1.5-liter, SOHC, inline 4-cylinder engine
Integrated electric motor (23 horsepower ultra-thin DC brushless motor)
High-power lithium-ion battery
111 hp at 5,500 rpm and 127 lb-ft of torque between 1,000-3,500 rpm
10.8:1 compression ratio
Single overhead camshaft (SOHC)
“Intelligent” Sequential Ignition with two spark plugs per cylinder
Drive-by-Wire™ throttle system
Computer-controlled Programmed Fuel Injection (PGM-FI)
Integrated exhaust manifold cast directly into the cylinder head
Automatic Idle Stop
Regenerative braking
Detonation/knock-control system
Maintenance Minder™ system
100,000 mile tune-up intervals*
Front-wheel-drive (FWD)
CVT automatic transmission

Emissions / Fuel Economy

Ultra Low Emissions Vehicle (ULEV-2)
Partial-Zero Emissions Vehicle (AT-PZEV) (CARB states)
EPA-estimated fuel economy of 39/38/38 mpg (city/highway/combined)**

ILX 2.0L Powertrain

The ILX Sedan is powered by a 2.0-liter engine that is new to the Acura line. The inline 4-cylinder engine has a range of features that reduce friction, enhance emissions performance and maximize fuel efficiency.

Using a single overhead camshaft (SOHC) design cylinder head with 16 valves, the 2.0L also features i-VTEC® and a specially tuned dual-stage intake manifold. The 2.0L engine produces 150 horsepower at 6,500 rpm, 140 lb-ft of torque at 4,300 rpm and has a ULEV-2 emissions rating. The EPA-estimated* city/highway/combined fuel economy rating is 24/35/28 mpg.

*Based on 2013 EPA mileage estimates. Use for comparison purposes only. Do not compare to models before 2008. Your actual mileage will vary depending on how you drive and maintain your vehicle.

CYLINDER BLOCK

To develop high power output along with high fuel efficiency, the 2.0-liter engine is made to be compact, lightweight and low in operating friction. Ferrous spin-cast cylinder sleeves, a narrow width camshaft chain, and a chain case with a built-in oil pump help make the engine compact. To make the engine highly rigid, extensive analysis was used to strategically position reinforced areas in the aluminum block. A lightweight and stiff steel crankshaft is used with an integrated high balance ratio. An aluminum oil pan with integrated stiffeners further adds to engine rigidity.

A range of friction-reducing technologies improve the efficiency of the 2.0L engine. The skirts of lightweight aluminum pistons feature a molybdenum outer coating applied in a dot-pattern to reduce overall friction as the pistons move within the cylinder bores. A plateau honing technique creates an ultra-smooth surface to lower the friction level between the pistons and the cylinders. This 2-stage machining process uses two grinding processes instead of the more conventional single honing process, and enhances the long-term wear characteristics of the engine. Ion-plated piston rings and low viscosity (0W-20) oil are also used to reduce friction.

NOISE, VIBRATION HARSHNESS (NVH) CONTROL

The 2.0L 4-cylinder engine has an array of features designed to reduce NVH. The pressure-cast cylinder block’s high rigidity helps to resist vibration. A single balance shaft is used to smooth the inherent vibration common in large-displacement inline 4-cylinder engines. A self-adjusting, silent-type camshaft drive chain and serpentine accessory drive belt also help reduce NVH.

Connecting Rods

To minimize weight and size, high-strength connecting rods are used. The rod and cap are forged as a single unit during the manufacturing process, and then are crack-separated to create an exact fit between the two mating surfaces. This crack-separation design allows for the elimination of traditional connecting rod bolt pins, since the connecting rod bolts can be precision machined to fit the cap to the rod. The end result is a connecting rod that is 13 percent lighter and has a 20 percent smaller cross section than a traditional rod— resulting in less rotating mass inside the engine and less space occupied by the connecting rod.

The 2.0L engine uses a variation of the innovative i-VTEC® valvetrain system that includes varying intake valve operation to achieve strong performance and excellent fuel efficiency. At low engine speeds, only one intake valve in each cylinder operates, while the second intake valve remains closed. At high engine speeds, the i-VTEC® system locks together both sides of the rocker arm to allow both intake valves to open at the same time. The i-VTEC® system is able to switch valve timing duration using a hydraulic actuator.

The i-VTEC® switch-over from the low-speed valve timing to the high-speed valve timing occurs between 1,000 rpm and 3,500 rpm (depending on engine load) to improve power characteristics in the most frequently used engine speed range. To best match the more aggressive high-speed valve timing, a shutter valve operating the variable intake manifold switches tract length from long to short at 5,000 rpm.

Engine RPM, amount of throttle opening, vehicle speed and gear selection all factor into the ILX’s i-VTEC® valve timing. A Drive-by-Wire™ throttle control system, air flow meter, dual-stage air intake and knock sensor allow the Powertrain Control Module (PCM) to create a smooth transition between the two modes of i-VTEC® operation.

To better promote the mixing of fuel with the incoming air, the 2.0L has a curved intake port design. This strategic curve not only promotes improved air-fuel mixture, but it is also designed to better concentrate the mixture around the spark plug, for a more efficient combustion process and increased fuel efficiency.

Dual-Stage Intake Manifold

The 2.0L engine makes use of a dual-stage composite intake manifold that utilizes two intake runners for each cylinder— with one runner longer than the other. Below 5,000 rpm, only the longer runners deliver air to the cylinders (thus taking advantage of an inertia effect of the long intake path). Above 5,000 rpm, shutter valves within the bores of the short runners open to allow the passage of additional air to the cylinders. This has the effect of boosting midrange and high-rpm power by utilizing the inertia effect at both low and high rpm.

EXHAUST System

To reduce parts count and save weight, the 2.0L engine’s cylinder head integrates a cast-in exhaust manifold that eliminates the need for a separate bolt-on exhaust manifold. For improved emissions performance, the catalytic converter bolts directly to the cylinder head, resulting in faster light-off and more complete conversion of the exhaust gases. The system employs a new high-density catalytic converter (with lower use of precious metals) for improved light-off performance along with reduced hydrocarbons and oxides of Nitrogen (NOx).

5-Speed Automatic Transmission

The ILX with 2.0L engine features an electronically-controlled Sequential SportShift 5-speed automatic transmission. The computer-controlled transmission provides smooth shifts and has gear ratios that are closely matched to the output of the engine help maximize performance. The transmission incorporates refinements that reduce noise, save weight and enhance fuel economy.

To improve fuel economy while maintaining a high level of drivability, the 5-speed automatic transmission includes an active lock-up torque converter. With the precise control afforded by a linear solenoid, the system expands the speed and throttle setting range in which torque converter lock-up can be automatically engaged.

The 5-speed transmission can be controlled by a straight-gate console-mounted shifter or a racing-inspired steering wheel mounted paddle shifter system that works whenever the transmission is in either of its two automatic modes. The Sequential SportShift 5-speed transmission can be operated in two different fully automatic modes with the console-mounted straight-gate shifter. The D (or “Drive”) mode is ideal for most driving situations, and combines fuel efficiency with smooth operation and responsive power when needed. The S (or “Sport”) mode is for more performance-oriented driving, and features more aggressive shift mapping to keep engine rpm higher for greater acceleration and response.

In addition to Grade Logic Control and Shift Hold control, the ILX also incorporates Cornering G Shift Control. All of the transmission logic systems work together to automatically alter shift timing based on driving conditions. To improve powertrain smoothness and reduce gear hunting on steep grades, Grade Logic Control system uses sensors that monitor throttle position, vehicle speed and acceleration/deceleration. These inputs are compared with a map stored in the transmission computer, allowing the system to determine when the vehicle is on an incline and adjust the shift schedule for improved climbing power or downhill engine braking.

Shift Hold Control keeps the transmission in its current (lower) gear ratio when aggressive driving is detected, as in the case of decelerating at a corner entry. Shift Hold Control leaves the chassis undisturbed (as can be generated by excess shifting) and ensures that power will be immediately available (without a downshift) at the corner exit.

Cornering G Shift Control monitors the speed of each rear wheel independently to determine when the ILX is turning. When the system detects a sufficient speed differential between the rear wheels, it will suppress an unwanted upshift. This prevents the transmission from upshifting during a corner, which could upset the chassis balance and would then require downshifting again at the corner exit when the throttle is applied.

Temporary Manual Operation in “Drive”
Whether in Drive or Sport mode, special transmission logic programming allows the use of the steering-wheel-mounted paddle shifters. When the driver operates the steering wheel-mounted paddle shifters while in Drive, the transmission responds to the driver’s shift command and then returns to its normal fully automatic Drive mode if further paddle shift inputs are not made within a short time. This special logic makes it easy for the driver to command a quick downshift without leaving the comfort of Drive mode.
When in Sport mode, use of the paddle shifters puts the transmission into full manual mode that remains until another mode of operation is selected with the console-mounted shifter.

Manual Mode
By moving the center console-mounted gear selector lever rearward to the detent labeled “S,” the transmission is shifted into Sport mode. This mode offers automatic operation with more aggressive shift mapping. A pull on the racing-inspired paddle shifters (mounted on the back side of the steering wheel) places the transmission in fully manual mode. A digital display in the tachometer face indicates which gear the transmission is in.

To prevent harm to the powertrain when the transmission is paddle shifted by the driver, the system will inhibit potentially damaging shifts. As an added safety measure, the Powertrain Control Module (PCM) can also cut off engine fuel flow to prevent over-revving. If fuel cut-off is insufficient to prevent engine over-revving, as may be possible when the vehicle is on a steep downhill, the transmission will automatically upshift to prevent damage. On downshifts, the transmission will not execute a driver command that will over-rev the engine.

For improved stop-and-go performance and to prevent “lugging” the engine, the Sequential SportShift transmission will automatically downshift to First gear even though the transmission has been left in a higher gear, (except in Second gear) as the vehicle comes to a stop. In Manual Mode, when coming to a stop in Second gear, the vehicle will start in Second gear as well.

With regards to performance, the model line is headed by the ILX 2.4L which is powered by a 2.4-liter DOHC i-VTEC® 4-cylinder engine. The ILX 2.4L is available exclusively with a 6-speed manual transmission fitted with a short-throw shifter assembly. Designed to be compact and lightweight, the manual transmission has also been engineered to provide a precise shift action. The ILX 2.4L also includes a clutch system with a torsion mechanism that enhances refinement in terms of engagement and feel.

The 2.4-liter engine offers a range of innovative features to help deliver a combination of performance, fuel efficiency and low emissions. The 2.4-liter inline 4-cylinder engine features Acura’s i-VTEC® “intelligent” valve control system that pairs Variable Valve Timing and Lift Electronic Control (VTEC®) with Variable Timing Control™ (VTC™). The i-VTEC® system delivers improved low-rpm torque, strong high-rpm power and outstanding fuel efficiency. The aluminum powerplant produces 201 horsepower at 7,000 rpm and 170 lb-ft of torque at 4,400 rpm.

The ILX 2.4L has an EPA-estimated* fuel economy rating of 22/31/25 mpg (city/highway/combined). In keeping with Acura’s proven commitment to the environment, the 2.4L engine meets strict Ultra-Low Emission Vehicle (ULEV-2) tailpipe emissions standards.

*Based on 2013 EPA mileage estimates. Use for comparison purposes only. Your actual mileage will vary depending on how you drive and maintain your vehicle.

Engine Block

The 2.4L engine features a compact aluminum block with cast-in iron cylinder liners— a design known for its light weight, high rigidity and excellent durability. The block has a one-piece aluminum crankshaft carrier, which has ferrous-carbon inserts in the bearing caps for additional strength. The crankshaft is a highly rigid, forged-steel design that uses a micro-polished surface finish for reduced friction and increased durability. A stiff, cast-aluminum oil pan provides additional rigidity.

The engine uses high-strength connecting rods as well as high-compression cast-aluminum pistons. Through the application of piston coatings and cylinder sleeve plateau honing, operating friction is significantly reduced. Plateau honing lowers the friction level between the pistons and the cylinders by creating an ultra smooth surface via a two-stage machining process (that uses two grinding processes instead of the more conventional single honing process). This machining technique also enhances the long-term wear characteristics of the engine. Ion-plated piston rings and low viscosity oil (0W-20) are also used to reduce friction.

i-VTEC® ValveTRAIN System

The 2.4-liter inline 4-cylinder engine features the i-VTEC® “intelligent” valve control system that pairs Variable Valve Timing and Lift Electronic Control (VTEC®) with Variable Timing Control™ (VTC™). The system delivers improved low-rpm torque, strong high-rpm power and outstanding fuel efficiency.

The 2.4L engine has an aluminum cylinder head fitted with dual overhead camshafts, four valves per cylinder and the i-VTEC® valvetrain system. High performance camshafts are used that allow for aggressive intake valve openings to boost the rate that air moves into the cylinders. The camshafts are operated by a silent-chain drive that helps provide smooth, refined performance. High-strength aluminum rocker arms are used to reduce weight.

The VTEC® component of the i-VTEC® system adjusts the lift and duration of intake valve opening to help the engine simultaneously produce strong low-rpm torque and excellent high-rpm power. At low rpm, VTEC® provides valve timing and lift for optimum cylinder filling. In addition, the timing of the two intake valves is staggered and their lift is asymmetric— creating a swirl effect within the combustion chambers. The result is increased burn speed with improved combustion stability. As engine rpm builds, VTEC® transitions to a high-lift, long-duration camshaft profile for improved high-rpm engine output.

The 2.4L uses a high-performance version of VTEC® that varies the lift and duration of the intake valves for maximum power output. At lower rpm, the valves follow low lift, short duration camshaft profiles to help boost low-end torque. Above 5,000 rpm, the intake valves are operated by high-lift, long-duration cam profiles for maximum high-rpm horsepower. When combined with VTC™, both camshaft profiles help the 2.4L produce a remarkably broad and smooth power band with both excellent torque and horsepower.

Variable Timing Control™ (VTC™)

The 2.4L’s i-VTEC® system adds Variable Timing Control™ (VTC™) to VTEC® for continuously variable camshaft phasing across the engine’s entire power band. As engine rpm builds, a VTC™ actuator (controlled by an engine-control unit that monitors camshaft position, ignition timing, exhaust oxygen content and throttle position) advances or retards the intake camshaft, optimizing engine output and reducing emissions.

During normal operation, the intake camshaft timing is almost fully retarded at idle to help provide more stable idling while reducing exhaust emissions (NOx). As rpm increases, the intake camshaft is advanced, opening the intake valves sooner and providing additional valve overlap. This results in increased fuel efficiency (by reducing pumping losses) and a further reduction in exhaust emissions (by creating a large, internal exhaust gas re-circulation effect). Also, to generate additional power throughout the rpm range, the intake camshaft is continuously varying the amount of advance or retard, instantly adjusting to provide additional power as required by the driver.

Induction System

The 2.4L engine uses an induction system designed for high flow and an aggressive, refined sound. The lightweight composite intake manifold has fixed-length intake runners that are tuned in length, diameter and shape to provide a blend of low-rpm torque and high-rpm power.

Exhaust System

To reduce parts count and complexity, the exhaust manifold is integrated directly into the cylinder head casting. This design allows a high-density catalytic converter to be mounted directly to the rear of the cylinder head for faster converter light-off. With a cold engine, more rapid converter light-off after start-up helps reduce hydrocarbons and NOx. Beyond the under-floor catalytic converter, the exhaust system passes through a pre-chamber (located under the second-row floorboards) and then to a free-flow muffler.

Noise, Vibration and Harshness (NVH) ControL

The 2.4L engine has been designed for class-leading smoothness and refinement, with NVH-reducing features like a chain-driven balancer unit in the oil pan, ferrous-carbon inserts in the main bearing caps for added rigidity and a one-piece crankshaft carrier. The engine also has a silent chain cam drive and a stiff, cast-aluminum oil pan. Two balance shafts further smooth the inherent vibration commonly found with a large-displacement inline 4-cylinder engine layout.
A self-adjusting, silent-type camshaft drive chain and serpentine accessory drive belt team to help reduce NVH. A torque-rod damper system attached to the subframe helps reduce engine rocking and isolates powertrain NVH from the passenger compartment. The torque-rod engine mount system consists of upper and lower torque rods attached to the engine mount and a front beam stopper.

6-Speed Manual Transmission

The 2.4L is available exclusively with a close-ratio 6-speed manual transmission with short-throw shifter to provide the ILX driver with precise gear control and excellent shift feel. Compared to a 5-speed manual transmission, the 6-speed transmission allows closer gear ratio spacing, which enables the engine to operate closer to its power peak during acceleration for better performance.

The compact transmission case is cast of aluminum to reduce weight, and the highly rigid casting helps damp out noise and vibration. Multi-cone synchronizers on First through Fourth gears reduce and smooth shifting effort. The close-ratio 6-speed manual transmission teams with a lightweight, high-capacity clutch, and a specially designed clutch pedal assembly that delivers low-effort actuation and has a broad engagement band for greater control and smoother launches.

ILX Hybrid Powertrain

The arrival of the ILX Hybrid marks the debut of the first-ever Acura-branded hybrid vehicle. The integrated electric motor in the ILX Hybrid is a version of the Honda fifth-generation integrated electric motor system that consists of a 1.5-liter i-VTEC® inline 4-cylinder engine connected to a powerful electric motor. A Continuously Variable Transmission (CVT) optimizes the rpm of the engine and motor combination when operated in automatic mode. To give the driver greater control, the transmission features steering-wheel-mounted paddle shifters that allow the selection of seven fixed ratios during manual operation.

The system uses a gasoline engine as the primary source of power and an electric motor provides additional power and electricity regeneration capability. An advanced lithium-ion (Li-Ion) battery pack is used to capture and store electricity for the electric motor. During acceleration, the engine or the engine and electric motor propel the vehicle. During cruising, the gasoline engine and/or the electric motor can propel the vehicle. During braking, the gasoline engine deactivates and the electric motor acts as generator to replenish the battery pack. At a stop, the engine can enter an idle-stop mode to save fuel and reduce emissions, and the engine remains turned off until the brake pedal is released.

Designed to operate on Premium Unleaded fuel, the ILX Hybrid engine has a 10.6:1 compression ratio for added power and dual spark plugs in each cylinder for highly efficient combustion. The gasoline engine and electric motor combine to produce maximum output of 111 horsepower at 5,500 rpm and 127 lb-ft. of torque between 1,000-3,500 rpm.

The ILX Hybrid’s electric motor provides up to 23 horsepower, and is powered by a lithium-ion battery system that is more powerful, lighter and more compact than the Nickel-Metal-Hydride (NiMH) battery used in many other hybrid vehicles. The Powertrain Control Unit (PCU) has been developed to maximize the lithium-ion battery’s power and minimize energy loss. The ILX Hybrid has EPA-estimated* fuel economy of 39/38/38 mpg (city/highway/combined). The ILX Hybrid has a ULEV-2 emissions rating, and is AT-PZEV-rated in states that adhere to California Air Resources Board (CARB) emissions standards.
*Based on 2013 EPA mileage estimates. Use for comparison purposes only. Your actual mileage will vary depending on how you drive and maintain your vehicle.

Engine Block, Pistons and Connecting Rods

The engine block and its internal components are engineered for light weight and low friction. To save weight, the block is made of cast aluminum and incorporates a thin-sleeve cylinder bore construction. Friction reducing measures include plateau honing, low-friction pistons, low-tensile force piston rings and offset cylinder bores to help reduce piston lateral loads.

Plateau honing creates an ultra smooth surface to lower the friction level between the pistons and the cylinders. Plateau honing is a 2-stage machining process that uses two grinding processes instead of the more conventional single honing process. This also enhances the long-term wear characteristics of the engine. The outer skirts of lightweight aluminum pistons feature a molybdenum coating applied in a unique dot-pattern application. The result is reduced overall friction as the pistons move within the cylinder bores.

Cooling Control Spacer (CCS)

A Cooling Control Spacer (CCS) is positioned in the water jackets surrounding the cylinders to help reduce piston-to-cylinder friction. Made of a resin material, the CCS restricts the flow of engine coolant around portions of the cylinder bores to maintain a higher cylinder temperature. This higher temperature causes the cylinder bores to expand slightly, increasing the piston-to-wall clearance thereby reducing sliding friction. The result is about 1-percent increase in fuel efficiency.

Cylinder Head and VALVETRAIN

The ILX Hybrid’s 1.5L uses a 2-stage i-VTEC® valvetrain system that provides unique valve timing to minimize fuel consumption, boost power output and enhance electrical regeneration capabilities.

The 1.5L’s single overhead camshaft (SOHC) cylinder head uses a compact chain drive system and a low-friction VTEC® valvetrain system. It uses a common rocker shaft for both the intake and exhaust rocker arms; placing all the rocker arms on one shaft eliminates the need for a second rocker-arm shaft, so the valve mechanism can be lighter and more compact. To reduce friction, the rocker arms feature tips with roller cam followers.

The compact valvetrain allows for a desirable narrow angle (30 degrees) between the intake and exhaust valves, which helps create compact combustion chambers. To promote a well-balanced and even air/fuel mixture as it enters the engine, the intake ports create a swirl effect in the combustion chambers that optimizes the air/fuel mixture for cleaner, more efficient combustion.

Since the electric motor (which also acts as an electric generator) is attached directly to the crankshaft of the engine, the engine is designed to provide as little resistance as possible during deceleration to allow the generator to produce the maximum level of electricity to charge the battery. In a traditional engine, the pumping action of the cylinders provides a moderate amount of resistance, or “engine braking,” during deceleration. The integrated electric motor virtually replicates that same feel for the driver.

IGNITION SYSTEM

To ensure an efficient combustion process, sequential ignition control works in concert with dual spark plugs per cylinder and i-VTEC® system. The ignition system has eight ignition coils that are independently controlled according to a dynamic engine map program. The benefits of multiple plugs per cylinder are more power, less fuel consumption and reduced emissions. The twin plug sequential control system is programmed to respond to engine rpm and load conditions. Since the system has eight individual ignition coils, it can independently manipulate the ignition timing of each iridium-tipped spark plug.

When the air/fuel mixture enters the combustion chamber, the first spark plug (located near the intake port) fires. Shortly thereafter, the second plug fires, accelerating the combustion process by forcing the flame to propagate more rapidly. The spark plugs can also ignite simultaneously under certain circumstances. This process results in more complete combustion compared to a single spark plug system.

ECON MODE

ECON mode helps to improve the ILX Hybrid’s fuel efficiency by changing and/or limiting the operation of certain systems. ECON widens the idle-stop system’s operating window. In addition, the adjustable “gain” between the accelerator pedal, throttle-body butterfly, CVT and integrated electric motor changes to further enhance fuel efficiency. The ILX driver will also find that when cruise control is engaged, the car takes slightly longer to reach a set speed. However, as a safety feature, full torque output is restored when wide-open throttle is used.

When in ECON Mode, to minimize the activation of the air conditioning compressors, the threshold for maintaining a set cabin temperature is slightly increased when conditions warrant.

Hybrid Dual-Scroll Air Conditioning Compressor

A dual-scroll hybrid air conditioning system reduces the load on the gasoline engine by using a combination of engine power and an internal electric motor to drive two air conditioning compressors. These compressors can act independently or together as dictated by the cooling needs of the automatic climate control system in the ILX Hybrid.

INTEGRATED ELECTRIC MOTOR System

The integrated electric motor used in the ILX Hybrid is the most powerful to come out of Honda’s hybrid development program— and the first ever in the Acura line. As with previous generations, the integrated electric motor consists of an ultra-thin DC brushless electric motor mounted between the gasoline engine and the continuously variable transmission, and an Intelligent Power Unit (IPU) that stores electric power in a compact battery box and controls the flow of electricity to and from the electric motor.

Electric Motor
The ILX Hybrid’s light and powerful electric motor is designed to provide an additional 23 horsepower (17.2 kilowatts), providing a supplemental power boost and giving the ILX Hybrid the capability to cruise on its electric motor alone in certain driving situations. Mounted between the 1.5L engine and the CVT transmission, the electric motor is an ultra-thin DC brushless design and provides a substantial amount of low-end torque to aid acceleration, while also assisting in steady-state cruising and hill climbing.

The integrated electric motor acts as a generator during deceleration and braking to recapture kinetic energy that is used to recharge the lithium-ion battery pack. For this fifth generation of electric motor, an 8-pole design (versus 6-pole design) reduces heat. The new motor operates in a lower voltage range (108-172 volts) compared to the previous motor (132-211 volts).

Intelligent Power Unit (IPU)
Power for the integrated electric motor is controlled through the ILX Hybrid’s Intelligent Power Unit. Located directly behind the rear seatback, the IPU consists of the Power Control Unit (PCU) — or the electric motor command center, a rechargeable lithium-ion battery module, and an integrated cooling unit. The Power Control Unit (PCU) electronically controls the flow of energy to and from the electric motor.

A bank of lithium-ion cells stores electrical energy in the battery pack. This bank of 40 individual 3.6-volt batteries stores up to 144 volts of electrical energy for the electric motor. The lithium-ion battery technology has approximately twice the energy density and about four times the output density of the nickel metal hydride (NiMH) batteries used in many other hybrids. As compared to traditional NiMH batteries, with lithium-ion batteries the output is increased by 33 percent, size is reduced by 36 percent, weight drops by 29 percent and the work capacity of the charging and discharging rates is approximately three times higher.

The Integrated Cooling Unit, mounted directly on the battery pack’s outer box, helps control the heat generated by the constant flow of electricity to and from the battery pack. Interior cabin air enters the Integrated Cooling Unit via a small vent placed on the left outboard rear seat bolster and is continually flowed over the battery pack and re-circulated.

Regenerative Brake System

To help maximize efficiency, the ILX Hybrid recaptures kinetic energy via a regenerative braking system. The captured energy is stored as electricity in the lithium-ion rechargeable battery pack. The ILX Hybrid uses its electric motor as a generator that can recharge its battery pack during braking, steady cruising, gentle deceleration, or coasting.

The regenerative braking system intelligently apportions braking power between the hydraulic brakes and the electric motor to convert the vehicle’s kinetic energy into electricity. During braking, a braking pressure sensor sends a signal to the Intelligent Power Unit (IPU), which maximizes the level of regenerative braking. At the same time, the CVT alters the gear ratio as needed to adjust the rpm of the engine to achieve the maximum efficiency for energy regeneration.

Continuously Variable Transmissiom
The ILX Hybrid features as standard a Continually Variable Transmission (CVT)— a first for Acura. The CVT delivers excellent low-end acceleration matched with relaxed low-rpm cruising along with offers smooth and predictable gear ratio transitions. By helping the engine and electric motor operate in the most efficient range, the CVT provides a fuel efficiency benefit superior to that of a conventional automatic transmission with fixed ratio gears. It also allows for greater efficiency during regenerative braking by smoothing deceleration.

The transmission can be controlled by a straight-gate console-mounted shifter or via a steering wheel paddle shifter system that works whenever the transmission is in either of its two automatic modes. When the paddle shifters are used, the transmission offers a choice of seven fixed ratios.

Automatic Modes
The transmission can be operated in two different fully automatic modes with the console-mounted straight-gate shifter. The D mode is ideal for most driving situations, and combines fuel efficiency with smooth operation and responsive power when needed. The S mode is for more performance-oriented driving, and features more aggressive transmission mapping to keep engine rpm higher for greater acceleration and response.

Whether in D or S mode, special transmission logic programming allows the use of the steering-wheel-mounted paddle shifters. When the driver operates the steering wheel-mounted paddle shifters while in Drive, the transmission responds to the driver’s shift command by selecting one of the available seven fixed ratios, and then returns to its normal fully automatic Drive mode if further paddle shift inputs are not made within a short time. This special logic makes it easy for the driver to command a quick downshift without leaving the convenience of Drive mode.

S Mode
When in S mode, use of the paddle shifters puts the transmission into full manual mode that remains until another mode of operation is selected with the console-mounted shifter. The paddle shifters allow the driver to select among seven fixed gear ratios. When in manual mode, if the engine redline is reached the ILX will automatically shift to the next gear ratio to avoid engine damage. It will also shift down to an appropriate lower gear ratio if necessary.

L Mode
When the transmission is in S mode, simultaneously pressing and holding the upshift and downshift paddles on the steering wheel places the transmission in L mode. In this mode, the operation of the integrated electric motor is altered to increase the charge rate of the lithium-ion battery.

Common Powertrain Features

Drive-by-Wire Throttle ControL

An electronic Drive-by-Wire™ throttle control system helps enhance the driving character of all ILX models. With smart electronics connecting the throttle pedal to the throttle body attached to the inlet of the intake manifold, the engine response can be optimized to suit the driving conditions and to better match the driver’s expectations. A DC motor controls the throttle body opening position in the intake tract. To establish the current driving conditions, the system monitors items such as pedal position, throttle position, vehicle speed, engine speed and engine vacuum. This information is then used to define the throttle control sensitivity.

Programmed Fuel Injection (PGM-FI)

All ILX engines feature Programmed Fuel Injection (PGM-FI) that uses an array of sensors to constantly monitor a number of critical operating variables, including throttle position, intake air temperature, water temperature, ambient air pressure (altitude), air flow, along with the position of the crankshaft and camshaft(s). Special multi-hole fuel injectors mounted in the lower intake manifold spray directly toward the intake ports. The multi-hole injector design means that fuel droplet size is reduced for better fuel atomization, resulting in improved cold weather start-up, better fuel efficiency and higher horsepower.

Direct Ignition System and Detonation Knock ControL

A strong ignition spark is critical to improve power and reduce emissions. All ILX engines feature a direct ignition system that uses individual coil units positioned directly above each double-tipped electrode spark plug. The Powertrain Control Module (PCM) continually monitors several engine parameters to determine optimum spark timing based on specific driving conditions. Additionally, a block-mounted acoustic detonation (knock) sensor sends information with each crankshaft rotation, so that the engine can analyze detonation frequencies with high precision. These signals are sent to the PCM, which then controls ignition timing as needed to help prevent damage.

Maintenance Minder System

All ILX models feature a Maintenance Minder™ system that automatically monitors the vehicle’s operating condition. The driver is alerted via a message on the Multi-Information Display (MID) located between the tachometer and speedometer when maintenance is required. The system helps eliminate unnecessary service stops, while ensuring that the vehicle is properly maintained.

The Maintenance Minder™ system monitors operating conditions such as coolant and oil along with engine speed, and then determines the proper service intervals. The Multi-Information Display (MID) shows the remaining percentage of engine oil life, and a percentage-based countdown to the next service is displayed when the car is within 15 percent of the end of the service interval. The type of service required is shown in an alphanumeric code, and if a service is missed, the MID indicates its urgency by showing past-due mileage.
The system can be reset manually by the owner, and monitors all normal service parts and systems, including oil and filter, air-cleaner, tire rotation, coolant, spark plugs, brake pads and more. Maintenance alerts are presented on the instrument cluster when the ignition is first turned on, and not while driving.

BATTERY MANAGEMENT SYSTEM (BMS)

The 2013 ILX uses Acura’s new Battery Management System (BMS) that is designed to reduce the chance of a dead battery and increase the overall service life of the battery.

Should an ILX owner accidentally leave on the headlights or not close a door (thus causing an interior light to remain on), after a set period of time the BMS will automatically terminate power delivery to prevent the battery from discharging. As a result of the discharge protection afforded by the BMS, the battery should have enough reserve capacity left to start the engine.

Emissions / Fuel Economy

Emissions/Fuel Economy

Emissions / Fuel Economy

Leave a Comment