Almost exactly two years after the D80 was announced comes its replacement, the rather predictably named D90. The D80 has been one of Nikon’s quiet successes, and even today, despite being positively Methuselah-like in digital camera terms it continues to sell and often makes its way into our top 10 most clicked on cameras. Because it looks so similar to the D80 the D90 appears at first glance to be one of those rather subdued incremental upgrades, but dig a little deeper and you’ll find there’s plenty to keep Nikon fans happy.

With 12.3 megapixels, the newly-designed DX-format CMOS image sensor and Nikon’s proprietary EXPEED image processing concept, the D90 is a quality-guarantee. Advanced features such as Live View, Scene Recognition, Active D-Lighting, Picture Control and an ISO sensitivity range of 200-3200 (ISO 6400 equivalent on Hi1 and ISO 100 equivalent on Lo1), allows creativity in almost any setting. And to ensure all these features are easy to use, they are packed in an ergonomic body with an intuitive operational layout.

The D90’s EXPEED technology has been optimised to realise the high-quality, high-speed image processing capability for which Nikon’s professional D-SLRs are renowned. The D90 delivers images with extraordinary detail and expanded enlargement capacity, thanks to its improved DX-format CMOS image sensor and an effective 12.3 megapixels. The ISO sensitivity ranges from 200-3200 (ISO 6400 equivalent on Hi1 and ISO 100 equivalent on Lo1) providing low-noise images that are rich in detail and offer tonal gradation beyond expectation. It also enhances the performance of other powerful features such as Live View and the new Face Detection System. To address the issue of lost detail in high-contrast lighting situations, Active D-Lighting adjusts the contrast between images’ light and dark areas by localising tone control as an image is captured. And for extra creativity, Picture Control allows you to customise the look and mood of your images by choosing from six settings, including new Portrait and Landscape modes.

The entry-level sedan at Honda’s upscale division is essentially unchanged for 2007. TSX uses a 205-hp 4-cyl engine and a 6-speed manual transmission or a 5-speed automatic. ABS and traction/antiskid control are standard. So are front side airbags and curtain side airbags. The one factory option is a navigation system. Priced as a separate model, it includes voice control for some navigation, audio, and climate functions. Leather upholstery and heated front seats are standard. So are a sunroof, xenon headlamps, and wireless cell-phone link.

A brand-new front-wheel-drive sport sedan joined the lineup of Honda’s luxury division as an early 2004 model. Slotted between the RSX sport coupe and the midsize TL luxury-performance sedan, the compact TSX four-door was similar to the European version of the Honda Accord. Following a modest makeover for 2006, the only change for 2007 is the addition of a standard tire pressure monitoring system

An aggressive demeanor is enhanced by the TSX’s body retaining the superior aerodynamics. The sporty appearance of the TSX is given by a 5-sided Acura grille, more angular side markers and bumper-integrated fog lamps. The nine-spoke alloy wheels are highlighted by more substantial side sills. The short, high trunk lid terminates sharply to help air separate cleanly off the back of the car at top speeds. The aggressive look is also given by the rear bumper and taillights.

Comfort is provided by a dual-zone climate control system and a power moonroof with sliding shade. The standard 360-watt Premium Sound System, the 6-disc in-dash CD changer, the cruise control and the functions of the optional latest-generation Acura Navigation System with Voice Recognition are controlled by the steering wheel-mounted switches. A HandsFree Link wireless phone interface, an auxiliary jack for digital music players and Acura’s Smart Maintenance System are also included in the TSX equipment.

The TSX was designed as a sporty compact sedan and was engineered to provide the sort of edgy performance preferred by driving enthusiasts. Its 2.4-liter four-cylinder engine pumps out a spunky 205 hp and is available with either a 5-speed automatic transmission or a 6-speed manual gearbox. Both versions are rated at 22 mpg in the city, with the automatic recording 31 mpg on the highway and the manual 30 mpg.

The TSX is equipped with a racing-style double-wishbone suspension for its front wheels, and features a vehicle stability system designed to help the driver maintain control—even in emergency maneuvers—by electronic monitoring and adjustment of braking and engine parameters. The exterior design includes fog lamps and a sharply terminated rear deck. Nine-spoke alloy wheels enhance the car’s profile view.

2007 Acura TSX Models:

2007 Acura TSX 6-Spd MT 
2007 Acura TSX 5-Spd AT 
2007 Acura TSX 6-Spd MT w/ Navigation System 
2007 Acura TSX 5-Spd AT w/ Navigation System 
 

The Acura TL is a mid-size, front-wheel-drive, four-door sedan powered by a V6 engine. Two models are available, the TL and the TL Type-S, distinguished by engine performance, suspension tuning, and convenience features.

The TL comes with a 258 hp 3.2-liter V6 with a five-speed automatic transmission that has a manual-shifting feature with a console-mounted lever. The TL Type-S features a 286-hp 3.5-liter V6 with a five-speed automatic that has shift paddles on the steering wheel. The S-type R is available with a six-speed manual transmission, and it’s matched with a limited-slip differential for improved traction.

For 2007, the Acura TL receives a useful makeover that features styling changes and upgraded mechanical details, plus more electronic features. Most important, there are now two models, the standard TL and the performance-oriented TL Type-S.

The Type-S variant is nicely distinguished by a number of cosmetic and functional elements — most noticeably in the rear. Here the taillights are all-red, delineated by a smoked-chrome bezel, which is a much better look. Atop the trunklid is a small, tasteful spoiler. The biggest at-a-glance difference is the tailpipes, which consist of dual chrome tips on either side. I’m not wild about the execution; the TL’s rear is one of the most cohesive and distinctive on the road, a solid wedge with a brilliantly executed interplay of trapezoidal shapes. The Type-S’ tubular pipes do away with one of the slickest elements, the trapezoidal exhaust tips that fit flush with the bumper in perfectly shaped notches. Certainly there was a way to distinguish the Type-S without borrowing from a different stylistic vocabulary. (What am I, an art critic?) Between the pipes is another honeycomb grille posing as a diffuser; it is strictly cosmetic.

The Type-S has wider side sills than the regular TL but shares its front-end changes and is distinguished by “black chrome” trim on the grille and bumper in place of the bright chrome elements. Alloy wheels with five split spokes are new for 2007. The Type-S has charcoal wheels with matrix-style spokes. Both are 17 inches in diameter, but Acura offers 18-inch wheels as an option.

Outside of the completely imbalanced socioeconomic cauldron that is Southern California, getting “work” done as middle age arrives is relatively uncommon. We wrinkle, we sag, we bulge, and we buy new cars with coveted luxury badges on them to make us feel better about the ordeal. Cars like the refreshed Acura TL, a three-year old sport sedan that’s been Botoxed and working out with a personal trainer for 2007. It’s got a new look, bigger muscles, and added refinement to keep it competitive until a redesigned version arrives around the end of the decade. And with the new TL Type-S model, Acura is lookin’ for love with a more emotional, enthusiast type.

Power and torque are what make emotional, enthusiast types drool, and the 2007 Acura TL Type-S has plenty of both. It’s also got bigger pipes, a stiffer suspension and meatier brakes. There are other modifications, too, including sexier styling. But don’t think the Type-S gets to steal the show for 2007, because the standard TL is face-lifted with design enhancements inside and out, as well as slightly revised seats for greater comfort. Both Acura TLs get a new five-speed automatic transmission with increased power capacity, but now the manual transmission is limited to the Type-S model. Because a dedicated sport-tuned version has arrived, the pressure is off the standard TL and it can behave more like a refined and luxurious sedan and less like a boy-racer-mobile.

With an exterior theme described by Design Principal Engineer Philip LaPointe as “Laser Tension,” which he defines as “taut, aggressive, poised and intense,” its ’07 styling changes are subtle. The most obvious differences are satin chrome crossbars bisecting the lower air intakes and fog lamps in their outer corners.

Inside, the theme is “Exotic Industrial” with colors and trims defined as “Bauhaus with Attitude.” LaPointe says that translates to “modern metal and dark exotic woods with more textures and contrasts.” We’d call it modern handsome and functional, with more precise-looking gauges behind a new three-spoke steering wheel, with oft-used controls on and between its spokes, and most everything else concentrated in the center stack. Audiophiles and commuters will appreciate the Acura/ELS 8-speaker premium surround-sound with 6-disc CD/DVD-Audio, DTS and Dolby Pro Logic II – updated to play WMA and MP3 – the satellite-linked navigation with real-time traffic info (standard on Type-S), and the Bluetooth hands-free communications link, which will quickly synch your cellphone address book with the car.

2007 Acura TL :

2007 Acura TL 5-Spd AT 
2007 Acura TL 5-Spd AT w/ Navigation System 
2007 Acura TL Type-S 6-Spd MT 
2007 Acura TL Type-S 5-Spd AT 
2007 Acura TL Type-S 6-Spd MT w/ Performance Tires 
2007 Acura TL Type-S 5-Spd AT w/ Performance Tires 
 

Acura’s flagship sedan shuffles a few features for 2007. The RL has a 290-hp V6 engine and a 5-speed automatic transmission. It also has Acura’s Super-Handling All-Wheel Drive (SH-AWD), which apportions power between the rear wheels to enhance cornering stability. Front side airbags and curtain side airbags are standard. So are ABS, traction/antiskid control, and keyless entry and starting. For 2007, steering-linked xenon headlamps and a voice-activated navigation system move from standard equipment to an available Technology Package. The option introduces a rearview camera and includes the AcuraLink system providing OnStar assistance, real-time traffic conditions, and vehicle maintenance data. A second Technology Package, priced as a separate model, adds run-flat tires, adaptive cruise control, and Acura’s Collision Mitigation Braking System, which signals of approaching objects and applies the brakes and tightens the front seatbelts if it determines a collision is unavoidable.

The RL offers the latest in navigation, communications, and collision-avoidance technology. Acura’s navigation system is the best in the business. But the RL also offers AcuraLink traffic information in real time for 44 major cities: Clogged freeways are highlighted in red, flying freeways in green. This system works impressively well. We’ve put it to good use in avoiding traffic jams in Los Angeles.

The Acura RL can help drivers avoid pile-ups. The optional Collision Mitigation Braking System works with the Adaptive Cruise Control. Using radar, the system will alert the driver, pretension the seatbelts, and slam on the brakes when it senses an imminent impact. We tested this system in a controlled exercise and were very impressed with its ability to warn the driver and help avoid an accident or, in the worst case, reduce the severity of the impact.

Under the hood, the 2007 Acura RL boasts a 3.5-liter, 24-valve V6 engine capable of producing 290 horsepower and 256 pound-feet of torque. According to the Environmental Protection Agency, the RL’s fuel economy numbers, described by the Atlanta Journal-Constitution as “impressive for such a powerful engine,” are 16 miles per gallon in the city and 24 on the highway. But the New York Times reviewer feels differently, noting, “Given today’s high gasoline prices, offering the V6 looks smart. I was nonetheless disappointed by the mileage.” The RL is tuned to run on premium fuel.

A standout feature on the 2007 RL is the all-wheel drive system, first implemented in the 2005 model, which Acura calls Super Handling All-Wheel Drive (or SH-AWD). The system, which is standard on all RLs, sends 70 percent of traction to the front wheels and can send a maximum of 70 percent to the rear wheels in heavy acceleration. This means less understeer and oversteer, “giving the RL an uncanny sense of poise and balance through most high-speed corners,” according to the Detroit News.
2007 Acura RL Models:

2007 Acura RL Sedan 
2007 Acura RL Technology Package 
2007 Acura RL CMBS/PAX Package 

Acura introduces its first compact SUV for 2007, a five-seat wagon powered by the company’s first turbocharged engine. RDX is 4 inches shorter in wheelbase and 10 inches shorter overall than Acura’s seven-passenger MDX. RDX’s only engine is a 240-hp turbo 4-cyl. It links to a 5-speed automatic transmission. RDX has Acura’s Super-Handling All-Wheel Drive (SH-AWD) that apportions power between the rear wheels to enhance cornering stability. ABS and traction/antiskid control are standard, as are front side airbags and curtain side airbags. Also standard are dual-zone automatic climate control, leather upholstery with heated front seats, and a 6.5-inch dashboard screen that displays audio and climate information. A Technology Package version includes wireless cell phone link and a navigation system.

If it’s not as radical as its concept forebear, the 2007 Acura RDX is still one of the most successful meldings of sport and utility yet. It’s close to the concept in many ways, even if the implementation is different and the styling much more mainstream. There’s no high-strung naturally-aspirated engine and clutchless manual gearbox or electric rear-wheel power, but the reality should get the job done just as well. Under the hood is a turbocharged and intercooled 2.3-liter engine with 240 horsepower and 260 lb-ft of torque, and that power goes through a manually-shiftable five-speed automatic to all four wheels by the “Super-Handling All-Wheel Drive System”(tm), hereafter known as SH-AWD. The suspension is seriously sport-tuned, with very good grip and handling despite the tallish stance. The interior is like a tall compact wagon, with good room for four and/or plenty of “active lifestyle” equipment.

With five inches of ground clearance and a 1500-pound towing capacity, the RDX is more car than truck for any off-road use. But it wasn’t meant for the back-of-beyond crowd. It’s an urban multipurpose sport and utility vehicle, and driving is one of the sports involved. I’ve spent the last week driving an RDX with the optional Technology Package, a suite of high-tech information and entertainment features aimed directly at the contemporary urban techie. Stay connected and be directed, and get to your destination quickly in the RDX. And once there, it’s convenient size should make city parking less of a chore.

full-length curtain airbags are standard.

The RDX was designed specifically for the U.S. market and will be made at Honda’s assembly plant in Marysville, Ohio. The model — whose closest competitor is the BMW X3 — looks to be a niche model for those who want a utility vehicle with sporty  handling.

Speaking of looks, what the Acura RDX resembles a lot, particularly from the B-pillar forward, is its big brother, the MDX. However, that resemblance is familial rather than structural. Or dimensional. The RDX rides on a shorter (by 2.0 inches) 104.3-inch wheelbase, and at 180.7 inches long, 73.6 inches wide, and 65.2 inches tall, it is 8.0, 3.4, and 3.5 inches smaller, respectively, than the MDX. At just about 4000 pounds it’s roughly 500 pounds lighter, it seats five rather than seven, and towing capacity tops out at 1500 pounds rather than 3500, on the theory that high-energy urbanites aren’t likely to be fooling around with trailers.

What all this adds up to is a dedicated platform that shares nothing with the MDX. The platform is 95-percent all-new, according to Acura, destined to be shared with the Honda CR-V that’s due this fall. What won’t be shared is the RDX’s engine, a 2.3-liter i-VTEC (intake side only) DOHC 16-valve four force-fed by a turbocharger inhaling through a top-mounted air-to-air intercooler. Acura says all-new about this, too, but aside from its smaller (by 1mm) bore and reduced compression (8.8:1 versus 10.5:1), this is strongly reminiscent of the 2.4-liter four that powers the Acura TSX.

With five inches of ground clearance and a 1500-pound towing capacity, the RDX is more car than truck for any off-road use. But it wasn’t meant for the back-of-beyond crowd. It’s an urban multipurpose sport and utility vehicle, and driving is one of the sports involved. I’ve spent the last week driving an RDX with the optional Technology Package, a suite of high-tech information and entertainment features aimed directly at the contemporary urban techie. Stay connected and be directed, and get to your destination quickly in the RDX. And once there, it’s convenient size should make city parking less of a chore.

The styling is certainly contemporary but does little to elicit emotion. For that, one needs to check out what’s underneath the hood. Here lies an all-new 2.3-liter double-overhead-cam turbocharged inline four with i-VTEC. It produces…wait. Turbocharged? What you talkin’ ’bout, Willis?

For the Honda faithful, this must come across as a dramatic shock. Acura’s engineers say they went this route because new technologies became available that made a turbo four a better design choice than a normally aspirated V6.

2007 Acura RDX Models:

2007 Acura RDX 5-Spd AT 
2007 Acura RDX 5-Spd AT w/ Technology Package