2004 Acura TSX vs. 2003 Mercedes-Benz C230 Kompressor vs. 2003 Saab 9-3 Arc Chassis, Handling, & Performance Review

Also a hoot to drive was the 9³ Arc, which felt quicker than the other two cars. So imagine our surprise when the 9³ was the third-place finisher in acceleration testing--even if the difference was obvious only with test equipment. Its new turbo four is quiet, well balanced, and strong, particularly off the line and through its mid-range rev band. Like the Mercedes engine, it behaves more like a good V-6, and it gets close to 30 mpg at 70 mph. We sampled it with the manual transmission, but its gutsy nature likely would make it almost as happy working with the optional five-speed auto.

Chassis Chat
The Acura and the Saab have front drive, while the Mercedes is a rear-driver. Our high-speed slalom test barely indicates any difference in grip levels, as evidenced by the similar speeds ultimately achieved by the trio. Yet each car rides and handles differently. With their standard stability-control systems deactivated, the Benz and the Saab were just edged out by the TSX. The C230 came in a close second here, besting the Saab by a mere 0.4 mph.

Subjectively, our favorite on the handling course, and on the highway, is the Mercedes. Its steering feels precise, linear, and ideally weighted at highway speeds, although the effort is a tad high around town. We also favor the Mercedes for its quiet chassis, steering-column solidity, and comfortable ride. It posted the best stopping distances, as well, taking just 115 feet to brake from 60 to zero. On the downside, its large sport-pack-spec wheels and more-aggressive rubber produce their share of road noise.

Our second choice in terms of rolling quiet and comfort is the sharp-handling Acura. Its spring rates and shock damping are perfect for the sporting driver who also values a decent ride. In the slalom, it rolls significantly at turn-in, with a bit of pitch and pivot, then stiffens up as you press harder into the corner. At the handling limit with traction control off, a skilled TSX pilot can induce a trace of oversteer for fun. We used this to gain a slight advantage over the other cars in the slalom.

The TSX is a candidate for the kind of Honda Factory Performance package offered for the Accord Coupe and the Acura RSX. The RSX Type-S FP includes "track-tuned" springs and shocks, plus-one wheels and tires, full aero body kit, and metallic-look interior trim, all for $4500, including dealer installation. While we haven't sampled the Accord FP, which has the same basic suspension as the TSX, we did try the Civic-based RSX Type-S FP. With the package, the car corners flatter, exhibiting quicker turn-in and much less body roll, but an FP package also could add harshness to the TSX's ride. While the Acura's ride is smooth overall, lack of wheel travel makes it choppier than the C230's. The brakes were fine--on the first stop--but wilted as testing continued. Although its best stop was close to the second-place Saab's, its other three runs were about 10 feet longer.

The Saab 9³'s handling and ride characteristics were puzzling. Vague steering prompted us to take several runs before we could manage a clean slalom pass. With the stability control off for an even quicker run, the car demanded a super-smooth, steady hand on the steering wheel. Abrupt steering inputs on the track upset the chassis more than it affected the competitors, although we didn't encounter that problem on public roads. The car felt like it generated far more body roll than the TSX or the C230, which made us cautious about driving the car too close to its adhesion limit.