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Sigh. Another week, another boy racer. In this space, I have recently reviewed similar affordable sports sedans and coupes from Dodge and Saturn. This test promised to be more of the same with a Japanese accent.

Since its debut in 2002, the RSX has carved a solid niche in the sports coupe segment, and with the important "tuner" market. Available in two models — the sporty RSX and the high-performance RSX Type-S — this sports coupe serves as a point of entry for the brand, introducing youthful performance enthusiasts to the Acura nameplate.

The RSX is powered by a 16-valve, DOHC i-VTEC 2.0-liter four-cylinder engine that produces 160 horsepower at 6500 rpm and 141 lb-ft. of torque at 4000 rpm. The RSX features either a 5-speed manual transmission or an optional five-speed Sequential SportShift automatic transmission.

For 2005, modifications to the intake, exhaust and emissions systems were made to the Type-S model's 16-valve, DOHC i-VTEC 2.0-liter four-cylinder engine. This resulted in a boost of horsepower to 210 at 7800 rpm (up from 200) and 143 lb-ft of torque at 7000 rpm (up from 142). This compares to 205 horsepower on the Saturn Ion Red Line coupe we just tested, and 230 for the comparable Dodge Neon SRT-4 sedan.

The Type-S comes exclusively with a close ratio six-speed manual transmission. Furthermore, the final gear ratio has been lowered by 8.6 percent to provide quicker acceleration. In addition, single cone carbon synchronizers replace double cone brass synchronizers on fifth and sixth gears to provide a more direct shift feel and reduce mechanical losses in the transmission. The operation of this transmission was decidedly smoother than those found in the Neon SRT-4 and, especially, the Ion Red Line. The shift gates were slightly out of sync on our test car, however, and repeatedly when upshifting from fifth to sixth gears, the gate would direct the shifter down to fourth. I don't know if this was peculiar to our test car, or typical of the series, but it was annoying.

New for 2005, the Type-S model receives standard 17-inch alloy wheels (up from 16-inch) fitted with Michelin 215/45R17 all-season high-performance tires, which provide enhanced traction and a more substantial appearance under the wheel wells. Exterior styling enhancements include redesigned front and rear fascias and side sills on both models, and a new deck lid spoiler on the RSX Type-S model, which not only gives the car a sportier, more aggressive look, but improves its aerodynamics.

Inside, the RSX features a "dynamic, driver-tuned" cockpit that has been freshened for 2005 with the addition of faux chrome and titanium accents, upgraded materials throughout and front seats that have been redesigned to provide additional support and comfort. The seating comfort of the RSX Type-S is far an away the best of the boy racers we have recently tested. The ride is also superior, and without exacting too much of a penalty in handling. Good job, on that score. On the other hand, the design of the instrument panel creates a real knee buster on the left end of the panel for long-legged drivers trying to enter the cabin. I speak from sad experience on this point.

There was a curious quality glitch in our test car. The inside handle on the driver's door began malfunctioning intermittently as soon as the car was delivered to us. Sometimes it wouldn't open the door, and we would have to crawl over the console and out the passenger side, or roll down the driver's door window and use the outside handle (which never seemed to be effected by the problem). As the test continued over the next few days, the malfunctioning became progressively more frequent until it was impossible to open the driver's door at all from the inside. Then, the trouble healed itself and the inside handle operated perfectly again. Finally, toward the very end of the test, the problem came back. In my experience, mechanical defects aren't usually self-healing. It had to be electrical, and my suspicions focused on the power door lock mechanism in the driver's door. Whatever it was, it was minor and doubtless something that would be covered under warranty.

Our Acura RSX Type-S test car had no optional equipment on it, but the base price of $24,140 (including destination charges) provided a well-equipped vehicle comparable to those we recently tested from Saturn and Dodge. Of course, the Saturn Ion Red Line and Dodge Neon SRT-4 came in for about three grand less. As always, you pay a premium for the Honda/Acura name. In this case, too, you get a more civilized car that is just as fast and handles nearly as well. It depends on what you want, for all three have their strengths, but the RSX Type-S is certainly a worthy competitor in this market segment. R&D