how to build tricep exercise

Many people do not realize the importance of their triceps, they think almost exclusively of their biceps. Triceps are used more than biceps, so weak triceps can be a real problem in your life. The tricep is the muscle opposite the bicep on your upper arm, and it's used for pulling your arm straight after bending. Gymnasts have to have strong triceps, due to the type of acrobatic maneuver they perform. For example during the back handspring you have to spring backwards and push up off the ground with your hands back onto your feet.

Seated Overhead Triceps Extension

Sitting in a shoulder press machine type seat, grab a dumbbell and grip it with both hands directly overhead. In the same manner as the Skull Crushers, keep your elbows inward and slowly lower the weight from the overhead position down to a 90 degree angle where the bottom of the dumbbell touches approximately to the back of the neck. This is a great alternative to Skull Crushers if your shoulders can handle a little stress and you want to put mass on all heads of the triceps.

Triceps Kickbacks

Kneel down on one leg, rest the hand not holding the dumbbell on a stool or some such. Let the hand with the dumbbell hang free so it is relaxed. Now, bend at the elbow so the upper arm is parallel with the ground. Straighten that arm all the way, if the strain peaks when you fully straighten your arm you are doing it right. If not find a heavier dumbbell or check your stance. Start with 5 and build up from there in fives as you build more muscle.

Tricep Dips

This is an exercise that you can do in the beginning to warm up the triceps or at the end if you have the muscle endurance and strength to finish off your triceps routine. To ensure that you do not involve too much chest in this exercise, do not go down past parallel on the dips bar...stop at or slightly above a position where you elbows are at a 90 degree angle. Also, keep the elbows in close to your body throughout the movement.

Triceps Extension (palms up or down)

This is another movement to use as a warm up or finisher to an intense workout. Using a triceps cable machine that can be found in any gym, grab a rope, straight bar or V-bar and extend it until your elbows are in the locked position at the bottom, hold it for a second to get the squeeze in the triceps, and bring the bar up almost to the top, keeping your elbows in a fixed position against your body. Keep your body in a standing position...trying not to lean over to much to use extra leverage...let the triceps do the work! The rope will focus on the long head and brachialis if done correctly, while palms up will hit the medial head, palms down the lateral head.

Sun Salutation Step 12

1.  Stand with both feet touching. Bring your hands together, palm to palm, at the heart. Make sure your weight is evenly distributed. Exhale

                                    

2. Raise your arms upward. Slowly bend backward, stretching arms above the head. Relax your neck. Inhale.

                                                       

3. Exhale while you slowly bend forward until your hands are in line with your feet, touching your head to your knees, if possible. Press your palms down, fingertips in line with toes (bend your knees if you have to), and touch the floor.

4. Move your right leg back behind your body in a wide lunge. As you inhale, keep your hands and feet on the ground, with your left foot between your hands, and raise your head.

                                                  

5. Bring your left foot together with your right foot.

6. Exhale as you lower your body, resting on your forearms

7. As you inhale, lower your pelvis to the ground and raise your head and bend backward as far as possible, while straig htening your arms.                                                                            

8. Putting your hand on the ground and keeping your arms straight, raise your hips and align 

your head with your arms. Exhale.
               

9. Slowly inhale and bend your right leg to take a wide forward step. Keeping your hands firmly on the ground, place your right foot between your hands and lift your head up.

10. Keeping your hands in place, bring both feet together. Straighten your legs but keep your waist bent and upper body lowered. Touch your head to your knees, if possible. Exhale.

11. Slowly rise, straightening your back into a standing pose. Bend backward, stretching your   arms above your head as you inhale. 

12. Return to position number 1. Exhale.

The 5 Best Biceps Exercises

1. Standing Barbell Biceps Curl

Hits primarily the biceps brachii (the big muscle you flex), but also does a fantastic job of hitting the entire biceps region all at once. Keep your elbows tucked in against your torso, keep your back straight, and squeeze your biceps at the top of the movement. Donotrock your body and use momentum during the lift…all that does is not work your biceps. Space your hands about shoulder width apart, directly outside of your thighs.

2. Chin Ups

Chin ups work your back, specifically your lats, but they also do a great job of blasting all 3 parts of the biceps, as well as the forearms. Make sure that you lower all the way down  so that your arms are fully extended, and raise yourself all the way up until your biceps are fully contracted. Once you’re able to do 12 chin ups in a set, start adding weight plates (using a chain weight belt) to up the intensity and difficulty. Space your hands about shoulder width apart.

3. EZ Bar Biceps Preacher Curls

EZ bar biceps preacher curls are one of my absolute favorite ways to emphasize the brachialis–which adds thickness and width to the biceps–and isolate the inner/outer heads of the biceps brachii muscle (so that when you flex, your biceps mound looks like it has two distinct parts). They also produce a ridiculously amazing skin-tearing pump.

Sit at a preacher bench so that your armpits rest comfortably at the top of the pad. First do 2 sets with your hands spaced widely apart, and then 2 do sets with your hands spaced with a narrow grip (in the video he uses a narrow grip). By changing up the spacing you’re effectively hitting both “heads” of the biceps brachii. Make sure to lower all the way down…

4. Incline Biceps Dumbbell Curls.

These produce the most INSANE burn I’ve ever felt in my life. If you do them right it’ll legitimately feel like acid is bubbling up in the belly of your biceps muscle. LOVE IT!

Incline biceps dumbbell curls are fantastic for emphasizing the lower part of the biceps brachii, giving the biceps a really full, long, sleeve-busting look. Set the bench to a 60 degree angle initially (if you’re feeling really strong and want to make it more difficult, set the bench to 45 degrees) and supinate during the motion–at the bottom of the motion start with your palms facing in towards your legs, and gradually throughout the motion rotate your palm so that it faces forward. The twisting motion makes sure that the motion not only hits the biceps brachii, but also the brachialis.

5. Dumbbell Hammer Biceps Curls

Dumbbell hammer biceps curls are the best exercise for putting a lot of stress on the brachialis–the muscle primarily responsible for adding width to the biceps. Set up a preacher bench so that your armpit is comfortably resting at the top of the pad and the hold the dumbbell with a neutral grip (palms facing out). Lower down all the way…

2013 Kawasaki Ninja 650

 


The 2013 Kawasaki Ninja 650 offers a package that is both fun and easy to ride and matches its street performance with aggressive Ninja Supersport styling. The new 2013 Kawasaki Ninja 650 enables riders to experience the fundamental joy of motorcycling. Redesigned exhaust system features a new connector pipe, a higher volume 3 chamber muffler assembly for improved mid-range while maintaining peak top end power, and a higher quality finish. The 2013 Kawasaki Ninja 650 has revised suspension settings and increased wheel travel front and rear offer improved ride comfort while offering excellent compliance in varying situations. 

 Features and Benefits

Smooth, Torquey, Quick-Revving, 649cc Parallel-Twin Engine

• Liquid-cooled, DOHC, eight-valve fuel-injected twin cylinder engine delivers smooth, responsive performance, especially in the low to medium-rpm range
• Strong mid-range power produces exceptional roll-on response and impressive passing performance, to help make even commuter traffic more enjoyable
• A 180-degree crankshaft-driven balancer shaft minimizes vibration and pulls double-duty as the water pump drive
• Oil jets on the connecting rod big ends spray oil on the underside of the pistons to aid cooling
• Lightweight plug-mounted ignition coils deliver a hot spark and save space
• High-capacity radiator for optimum cooling efficiency
• Engine coolant travels directly to the engine cases, then follows internal passages to the cylinder and head for minimum external plumbing and a simplified cooling system 

Digital Fuel Injection

• Fuel injection settings boost the engine’s bottom-end power while still letting it rev freely
• Sub-throttle valve equipped 38mm Keihin throttle bodies offer optimum performance and rideability
• Located behind the main throttle valves, the sub-throttles are controlled by the DFI® system’s ECU for precise throttle response
• Auto fast-idle system simplifies starting and helps ensure that the catalyzer reaches optimum temperature quickly
• Lightweight fuel pump is mounted inside the fuel tank 

Compact Engine Design

• Powerful twin-cylinder engine is the most compact in its category, which helps reduce the dimensions of the entire motorcycle and allows use of a slim twin-pipe perimeter frame 
• Triangular setup of the crankshaft and transmission shafts makes the engine dimensionally short front-to-back • Transmission input shaft, output shaft and gear-change drum are contained in a cassette-style package that allows a compact layout and eases transmission maintenance • Semi-dry sump design reduces engine height • Plated, linerless aluminum cylinders with a narrow cylinder pitch keep the engine light and slim • Triangular setup of the crankshaft and transmission shafts makes the engine dimensionally short front-to-back • Transmission input shaft, output shaft and gear-change drum are contained in a cassette-style package that allows a compact layout and eases transmission maintenance • Semi-dry sump design reduces engine height • Plated, linerless aluminum cylinders with a narrow cylinder pitch keep the engine light and slim 

Low Emissions

• Efficient fuel injection and a three-way catalyzer inside the exhaust produce very low emissions, able to pass stringent Euro III emissions regulations
• 300-cell catalyzer is compact and light • 300-cell catalyzer is compact and light 

Rigid Twin-pipe Perimeter Frame

• Slim, low, lightweight, rigid and compact frame design is narrow at the knees and footpegs for optimum rider comfort and control
• The strong steel perimeter frame wraps around the engine for optimum rigidity, rivaling that of all-aluminum designs
• Optimal frame rigidity is achieved through extensive computer analysis, which translates to superb handling
• The frame and swingarm designs flow together aesthetically, and work with the suspension components to offer maximum wheel control
• Short front-to-back engine dimensions allow for a longer swingarm and a shorter wheelbase, which contributes to the Ninja’s light and nimble handling
• Under-engine muffler placement aids mass centralization and yields a low center of gravity
• Clean frame joint welds highlight the bike’s overall quality and attention to detail 

Stylish Twin-Pipe Swingarm

• Swingarm is tuned to complement the frame’s flex and rigidity characteristics
• Swingarm’s upper right tube has a D-shaped cross section for strength and light weight
• Swingarm shape and design contributes to the Ninja 650’s high-quality appearance 

Suspension

• Settings on the 41mm conventional fork and preload-adjustable laydown shock offer optimum ride comfort without sacrificing wheel control during sport riding
• Fork lowers wrap-around the axle shaft adding to the bike’s high-quality image 

Triple Disc Brakes

• Dual 300mm front petal-shaped disc brakes with twin-piston calipers and a single 220mm rear petal-shaped disc deliver plenty of braking power
• Front brake master cylinder features a 14mm piston for smooth actuation 

Sleek, Supersport-inspired Bodywork

• A dual headlight design within the fairing’s angular upper section features multi-reflector bulb hoods and twin position lights – like its Ninja supersport brethren
• A 3-way adjustable windscreen deflects air away from the rider, creating a still-air envelope and reducing wind buffeting at higher speeds
• Large capacity fuel tank meshes perfectly with the radically shaped fairing
• Distinctive Ninja supersport design elements enhance the Ninja 650’s sporty image and compact appearance
• Integrated front turn signals feature clear lenses and amber bulbs
• A sleek tail cowl featuring a thin LED taillight accentuates the bodywork’s radical appearance
• Inner rear fender helps keep the underside of the tail cowl clean
• Turn signals also function as flashing hazard lights
• A front fender minimizes water splash, while its shape matches the Ninja 650’s bodywork styling
• Supersport-type mirrors – like those on Kawasaki’s ZX-10R and 6R – accentuate the bike’s aggressive styling 

6-Spoke Aluminum Wheels

• Attractive six-spoke supersport-style wheels augment the bike’s lightweight look and reduce unsprung weight for superb suspension action 

Instruments/Controls

• Multi-function instrumentation includes a fuel gauge, digital speedometer, clock, odometer, dual trip meters, economical riding (ECO) indicator, and an analog tachometer above the LCD info-pod
• Clock and trip meter can be viewed simultaneously
• Easy-to-read LCD screen offers riders quick, at-a-glance information on a variety of systems
• Ignition switch is located at the top of the tank assembly, which gives a clearer view to the Ninja 650’s instruments

Superbike 848 EVO Corse SE

The Ducati Superbike 848 EVO Corse SE has been equipped with DTC (Ducati Traction Control) and quick shifter (DQS) units, and given an Öhlins rear shock absorber and 330 mm brake discs. The 849.4cc engine has vacuum die-cast crankcases that were formed using Vacural technology, which will save you a sizeable amount of weight


The 848^EVO now further enhances Ducati's most impressive lightweight Superbike ever with more power from the Testastretta engine and more braking power from Brembo’s incredible Monobloc brake technology combining to provide an even more exciting way to enter the world of Ducati Superbikes.

Testastretta Evoluzione engine

The 848EVO is powered by a liquid cooled, L-Twin, Desmodromic engine producing 140hp (103kW) @ 10,500rpm and a high-accelerating 72.3lb-ft (10kgm) of torque @ 9,750rpm. The 94mm x 61.2mm bore and stroke breathes through 4 valves per cylinder fed by revised inlet port shapes and racing-style elliptical throttle bodies, which have an equivalent diameter of 60mm. The EVO's piston crown and combustion chamber shape improves burn efficiency, while the 13.2:1 compression ratio and performance-driven camshafts provide 13mm of valve-lift and 257° of inlet duration.

Electronically injected and ignited by Marelli, the super-efficient power unit then exhausts through a lightweight 2-1-2 system equipped with a catalytic converter and to twin lambda probes for smooth mapping and Euro3 conformity. Terminating in twin under-seat silencers, the system delivers that unmistakable signature sound of the Desmo 90° L-Twin.

The highly advanced 848 engine was the first Ducati Superbike to introduce vacuum die-cast crankcases, formed using Vacural® technology, a process that achieves a significant weight saving and ensures consistent wall thickness and increased strength.

Chassis

The 848EVO chassis and suspension are the result of a 'performance-first' priority approach to development, in which the goals are always to achieve lightweight with high strength and rigidity to manage the highpowered Testastretta Evoluzione engines. Developed in cooperation with Ducati Corse, the lightweight Trellis frame features 34mm main section tubes with a material thickness of 1.5mm.
The lightweight Trellis frame and single-sided swingarm enable a compact and weight-saving rear suspension linkage system, which features separate lower pick-up points for the push-rod and fully adjustable Showa single shock suspension unit. This 'tandem' design effectively reduces stress around the linkage pick-up area of the Trellis frame. The 848EVO Corse Special Edition raises the specification even higher with a fully adjustable Öhlins rear shock offering enhanced feel for performance-hungry sport riders.The lightweight Trellis frame and single-sided swingarm enable a compact and weight-saving rear suspension linkage system, which features separate lower pick-up points for the push-rod and fully adjustable Showa single shock suspension unit. This 'tandem' design effectively reduces stress around the linkage pick-up area of the Trellis frame. The 848EVO Corse Special Edition raises the specification even higher with a fully adjustable Öhlins rear shock offering enhanced feel for performance-hungry sport riders.

Producing a front sub-frame in magnesium underlines the attention to weight-saving detail Its construction provides secure support for the headlamp, instruments and fairing, and the weight-saving around this high, forward position contributes considerably to overall 'feel' and control of the machine.

The dual construction technique used for the single-sided swingarm allows the main operational components to use individual aluminium castings so as to ensure strength around the pivot points, wheel hub and suspension links, while lightweight, fabricated aluminium sections are used to complete the construction into a single, beautifully engineered component. The 848EVO swingarm is then presented in a sophisticated black-anodised finish.

The lightweight front wheels used on all Ducati Superbike models substantially reduces the moment of inertia, enabling a faster change of direction and enhanced acceleration and braking performances. The 848EVO is equipped with Y-shaped, 5-spoke wheels finished in black and mounted with Pirelli Diablo Supercorsa SP 120/70 ZR17 front and 180/55 ZR17 rear tyres.

The 848EVO features fully adjustable 43mm Showa forks with radial brake calliper mountings, which provide superior road holding and precise feedback. A control-enhancing steering damper maintains perfect frontend stability, inspiring supreme control and confidence alongside the increased power output.

EQUIPMENT

Lighting - The horizontal twin headlamps, a signature Ducati style from the iconic 916, are modernised with the latest lighting technology. Two polyellipsoidal units light the way with a powerful beam while maintaining an aggressive look to the front of the machine in pure Ducati Superbike tradition. The rear light employs a specially designed strip of LEDs enhanced by a high diffusion lens shaped into the sleek lines of the tailpiece. The same LEDs are intensified for brake lights. The directional indicators also use the latest in LED technology for illumination. The frontal indicators are beautifully integrated into the rear view mirrors.

                                                                                       

DTC uses the same software logic developed and used by Ducati Corse for their World Championship-winning MotoGP and World Superbike motorcycles and offers a choice of eight settings developed by their professional test riders and racers.

Accessible from the left-hand switchgear and displayed on the digital instrumentation, the system offers a choice of eight profiles, each one programmed with a wheel-spin tolerance matched to progressive riding levels of skill graded from one to eight. While level eight administers a confidence-building, high level of interaction from the system by activating upon the slightest amount of wheel-spin, level one offers a much higher tolerance and, therefore, much less intervention for highly competent riders.
DTC uses the same software logic developed and used by Ducati Corse for their World Championship-winning MotoGP and World Superbike motorcycles and offers a choice of eight settings developed by their professional test riders and racers.
Accessible from the left-hand switchgear and displayed on the digital instrumentation, the system offers a choice of eight profiles, each one programmed with a wheel-spin tolerance matched to progressive riding levels of skill graded from one to eight. While level eight administers a confidence-building, high level of interaction from the system by activating upon the slightest amount of wheel-spin, level one offers a much higher tolerance and, therefore, much less intervention for highly competent riders.
Accessible from the left-hand switchgear and displayed on the digital instrumentation, the system offers a choice of eight profiles, each one programmed with a wheel-spin tolerance matched to progressive riding levels of skill graded from one to eight. While level eight administers a confidence-building, high level of interaction from the system by activating upon the slightest amount of wheel-spin, level one offers a much higher tolerance and, therefore, much less intervention for highly competent riders.

GP-derived instruments - This pure racing digital instrumentation originating from Ducati's MotoGP project has no switches or buttons to compromise its clean, minimalist lines. Instead, information additional to the default read-outs is managed from the left-hand handlebar-mounted switch gear, allowing the rider to scroll through and select from various menus. The display, which has a bright white LED back lighting, presents rpm and speed, with the former displayed across the screen in a progressive bar graph. Optionally, the rpm and speed can be displayed in numeric values. Additionally, it displays lap times, DTC level selected (if activated on 1198) time, air temperature, coolant temperature, battery voltage, two trips and a trip that automatically starts as the fuel system goes onto reserve. Warning lights illuminate to signify neutral, turn signals, high-beam, rev-limit, low oil pressure, fuel reserve, DTC intervention (if activated on 1198 S, 1198 S Corse and 1198 R Corse) and scheduled maintenance. The instrument display is also used as the control panels for the DDA (DDA kit supplied as standard on 1198 S, 1198 S Corse and 1198 R Corse) and DTC systems as well as listing lap times recorded by using the high-beam flash button as a stopwatch.

Controls - 848EVO is equipped with adjustable levers that operate Brembo radial-type master cylinders with remote reservoirs. Add easy-to-use switchgear with stopwatch function and DTC and DDA management (where applicable) and it becomes clear that functionality plays a major role alongside performance.

Stopwatch - The digital display is programmed with a stopwatch function that, when enabled, can be triggered by using the high-beam flash button and each recorded time stored in a memory. After your journey or track session, the times or lap times can be recalled from the memory and scrolled through by using the instrumentation buttons on the left-hand switchgear.

DTC - Ducati were the first manufacturer to introduce a true competition-level traction control system on a production motorcycle. The Ducati Traction Control (DTC) system further underlines Ducati's technology flow from racing to production and demonstrates how solutions developed for the track can be applied to enhance performance safety on the road.

DDA Ready - The instrument display also doubles as a control panel for the activation of the Ducati Data Analyser (DDA) system, which is available as an accessory from Ducati Performance. The bike has been built ‘system-ready’ for the data acquisition kit, which consists of special DDA software and a memory key that slots into a plug under the seat. The same plug also doubles as the connection for a handy new battery charger available as an accessory from Ducati Performance.

Mirror extension kit - All Superbike mirrors come with an optional spacer kit enabling an extension of 30mm over the standard mirror stem length.

2013 Acura ILX

In a step back toward its roots, Acura, Honda’s luxury division, is once again offering a less-is-more entry level luxury compact car. Slotted below the TSX, the 2013 Acura ILX is somewhat reminiscent of the 1986-2001 Integra, but outfitted with more luxury.

And, like the Integra before it, the ILX shares its platform with the latest generation Honda Civic. However, don’et dismiss the ILX as just a dressed up Civic with an Acura nameplate; there are noteworthy engineering changes and interior refinements.

Non-hybrid models are available in four trim levels and two hybrid ILX trim levels are available. These six possible iterations are made up of base, Premium, Technology trim packages.

More specifically, the base non-hybrid ILX is equipped with a 150-horsepower 2.0-liter four-cylinder engine and five-speed automatic transmission and starts at $25,900. For lots of wahoos, the ILX Premium non-hybrid is powered by a 2.4-liter, 201 horsepower four connected to a close-ratio six speed manual shifter and is priced at $29,200. Alternately a five-speed automatic transmission version of this 2.4-liter Premium trim level is available for the same price. And as a third 2.4-liter option, the non hybrid ILX is available with a Technology package, five-speed auto, and MSRP of $31,400.

The green version is the ILX Hybrid, Acura’s first ever hybrid offering. This is ironic considering Honda was the first carmaker to introduce a hybrid, the Honda Insight in 2000. Borrowing the hybrid system from the Civic Hybrid, the ILX Hybrid has a base price of $28,900; add the Technology Package and the price jumps to $34,400.

The sedan comes in three distinct flavours: First, the base ILX with a 2.0L, four-cylinder engine with 150 HP, which is paired to a five-speed automatic transmission. It starts at $27,790. Acura’s Premium package ($29,990, adding features such as leather seating, rearview camera and heated front seats) and Tech package ($32,290, including features such as ELS Surround audio system and navigation system) can be added to the base model.

The new Acura ILX is available with three engine options
Second, the $29,990 ILX Dynamic comes with a 2.4L engine that pushes 201 HP. This model is mated to a six-speed manual transmission (no automatic is available). It comes as a Premium model, but the Tech package cannot be added to it.
Third, Acura introduces its first hybrid offering, which starts at $34,990. It uses the same 1.5L engine with a combine 111 HP that the Honda Civic hybrid uses. But, it is a sportier ride when compared to its Civic counterpart.

The verdict? Well, across the board, the ILX has done well with its interior. It has a serene cabin that’s ultra quiet on the road. Acura’s instrumentation hasn’t changed too much. A big, bulging knob sits in the middle of the console and acts as the main control for scrolling through menus and playing with the navigation screen. It works as advertised (which can’t be said for all infotainment controls), so no real fault on Acura’s part to include the similar setup here. And the leather seats from the Premium Package are quite nice – stiff enough to keep you planted when driving for hours, but still comfortable enough to slouch into when sitting shotgun.

Styling, Cabin and Features

Styling won’t have you running to the closest Acura dealer; however, the ILX is quite handsome, albeit a tad conservative. Kudos to the designer who toned down Acura’s current overly large, nefarious chrome grille that certainly grabs attention, but for the wrong reasons. The new face has a slender version of the grille that is accented with thin, tapered lower air intakes and gets attention for the right reasons – it’s good design.

Distinct hood creases, pronounced side character lines and shapely rear wheel arches project a sculpted appearance that quietly says luxury. There is little to distinguish the Hybrid from the other two models, just a small rear deck lid spoiler and the now obligatory discrete hybrid badges.

The ILX cabin coddles its passengers in typical Acura fashion. That means comfortable and well equipped. The dash design follows the larger TL sedan’s curved shapes that give the interior a well-crafted appearance of understated luxury. White on black conventional gauges are well lighted and easily readable. For a quick glance at the myriad infotainment features, a five-inch info screen is placed atop the center stack.

Front seats are supportive in the right places and a standard tilt/telescoping steering wheel makes it easy to find a comfortable driving position. The rest of the ergonomics are straightforward, the switches and controls are high quality and everything is assembled perfectly.

This is compact car so, two rear seat passengers have adequate room, but nix a third person. And, since it’s a hybrid, the battery robs trunk cargo room, reducing it to 10 cubic feet versus 12.3 for its gas-only siblings.

Following Acura’s tradition, the base ILX Hybrid is very well equipped: keyless access with push-button ignition, heated exterior mirrors, speed sensing wipers, leather steering wheel and shift knob and of course, power windows and outside mirrors as well as cruise control. There’s no need to upgrade to the Technology package for features like Bluetooth, a USB port and voice text messaging because they are standard.

Acura doesn’t offer a list of options, rather the company bundles them into packages. The $5,100 Technology Package is the only upgrade available for the Hybrid model. It includes a navigation system with voice recognition, AcuraLink communication system, leather seating, driver’s eight-way power seat, heated front seats, Xenon HID headlights and rearview camera. For music aficionados with long commutes, the ELB surround sound system is excellent therapy.

ILX Hybrid in the Marketplace

Acura says the target customers for the new ILX are the younger members of Generation X and members of Generation Y – successful 20- and 30-somethings moving into the luxury car ranks but looking for high-value propositions in their purchases. The automaker is counting on this group of buyers to become longtime Acura customers.

The ILX Hybrid’s only direct hybrid competitor is the Lexus CT 200h. It’s just $220 more than the Acura and its 43-city/40 highway fuel economy bests the ILX. However, Lexus will soon be dropping the 200h from the lineup, leaving the ILX as the least expensive luxury hybrid.

Acura considers Audi’s A3 a competitor, even though it is not a hybrid. Indeed, the A$ TDI diesel offers excellent fuel economy – 30 city and 42 highway – and has a base price of $30,250, $1,350 more than the ILX.

The ILX fills a gap in Acura’s lineup that has been missing for some time and opens door for new buyers wanting to step up to a premium car without a premium price. The added bonus is there’s a premium hybrid without a premium price.

Prices are Manufacturer Suggested Retail Price (MSRP) at time of publication and do not include destination charges, taxes or licensing.