When Acura dropped the second-generation CL coupe, it packed a punch that many luxury cruisers of the early 2000s couldn't match. At the pinnacle sat the Acura CL Type S, a front-wheel-drive two-door that squeezed 260 horsepower out of a naturally aspirated V6. It wasn't just a badge-engineered commuter car; it was Honda's attempt to prove that front-wheel-drive grand tourers could hustle. Yet, decades after production wrapped, the vehicle lives in a complex shadow defined by high-revving mechanical brilliance and a notoriously fragile automatic gearbox.
If you're hunting for a modern classic or trying to understand why enthusiasts still swap manual transmissions into these forgotten coupes, you have to separate corporate hype from driveway reality. Let's look past the glossy brochures to see how this high-performance Honda holds up today.
The Recipe: What Made the Type S Different?
Acura didn't just toss a stiffer set of springs under the standard CL and call it a day. The heart of the Acura CL Type S was the 3.2-liter J32A2 V6 engine. While the base CL made a respectable 225 horsepower, the Type S variant punched output up to 260 horsepower and 232 lb-ft of torque.
How did engineers extract those extra horses? They redesigned the intake and exhaust systems, bumped the compression ratio to 10.5:1, and used more aggressive camshaft profiles. Above 5,800 rpm, the dual-stage induction system opened up, letting the engine breathe freely all the way to its 6,600 rpm redline.
Chassis upgrades matched the engine bump. The Type S received stiffer dampers, thicker stabilizer bars, larger four-wheel disc brakes, and 17-inch alloy wheels wrapped in stickier rubber. Inside, drivers got perforated leather sport seats, metallic-faced gauges, and a firmer steering calibration.
Real-World Performance and Driving Dynamics
On paper, hitting 0-60 mph in roughly 5.9 seconds put the coupe in serious sports car territory for 2003. Out on a twisting backroad, the car felt planted, masking its roughly 3,500-pound curb weight with predictable steering feedback and flat cornering attitudes.
Front-wheel-drive torque steer was present if you mashed the throttle mid-corner, but the chassis communicated its limits clearly. On the highway, it settled into a quiet, comfortable cruiser. The cabin insulation muffled wind noise effectively, making long road trips effortless.
For the final model year in 2003, Acura threw enthusiasts a massive bone: a six-speed manual transmission paired with a limited-slip differential. Finding one today is tough, but those manual cars completely transformed the driving experience, eliminating the sluggishness of the standard automatic setup.
The Elephant in the Room: Transmission Failures
You can't discuss this generation of Acura and Honda V6 vehicles without addressing the automatic transmission. The 5-speed automatic bolted to the early Type S models is a weak point that ruined many ownership experiences.
Honda's design relied on an internal oil lubrication scheme for second-gear clutches that proved inadequate under high loads. Over time, varnish buildup starved the bearings of fluid, leading to catastrophic internal slipping, sudden drops into limp mode, or total gear loss.
Many owners replaced these units multiple times under warranty—or paid out of pocket later in life. If you're inspecting a surviving automatic model today, check service records closely. Look for evidence of a factory remanufactured unit or an external transmission fluid cooler installation, which helped extend lifespan. Many modern owners bypass the issue entirely by executing manual swaps sourced from later Honda Accords.
Engine Robustness and Supporting Systems
While the automatic gearbox earned a poor reputation, the J32A2 engine block itself is practically bulletproof. It's common to see these powerplants cross the 250,000-mile mark with basic maintenance.
- Timing Belt Maintenance: The J32 uses an interference valvetrain. You must replace the timing belt, water pump, and tensioner every 105,000 miles or eight years. Skipping this service risks bent valves if the belt snaps.
- Rear Main Seal Seals: Age hardens rubber gaskets. Rear main seal leaks and oil pan seepage are typical on examples past the twenty-year mark.
- Suspension Components: Control arm bushings, compliance bushings, and outer tie rods frequently wear out, leading to vague steering feel and uneven tire wear.
For deep technical specifications on Honda's broader V6 family, check out the Honda Newsroom archive. To read owner-reported maintenance trends, the AcuraZine Community provides invaluable historical archives.
Buying Advice for Modern Collectors
Finding a clean, un-modified example is harder than ever. Many fell victim to aggressive modifications or neglected maintenance.
If you want to buy one, prioritize rust-free chassis and verified transmission history. Manual transmission cars command a steep price premium because collectors recognize their rarity. If you buy an automatic, budget for a potential transmission rebuild or verify that a revised unit was installed. When sorted, these coupes offer a unique blend of 2000s luxury and analog mechanical feedback that modern cars struggle to replicate.
Frequently Asked Questions
How much horsepower does the Acura CL Type S make?
The car produces 260 horsepower at 6,100 rpm and 232 lb-ft of torque between 3,500 and 5,500 rpm.
Is the manual transmission rare?
Yes. Acura introduced the six-speed manual transmission exclusively for the 2003 model year, and production numbers were very low compared to the five-speed automatic.
What fuel economy does the V6 engine require?
The EPA rated the automatic version at 17 mpg city and 27 mpg highway. Premium unleaded fuel is required due to the 10.5:1 compression ratio.
Can the automatic transmission be made reliable?
Rebuilding the stock automatic with updated aftermarket oil jets helps, but many owners opt to swap in a later-model Accord six-speed manual transmission for permanent peace of mind.
