For over three decades, the name Acura has represented some of the best luxury and performance Honda has offered to customers in America. From the NSX to the Integra Type S, the automaker has churned out cars worthy of admiration and of bedroom posters of young gearheads. Even the automaker’s work on more normal cars is worth noting. Back in the late 1990s and into the early 2000s, you could drive home from an Acura dealership with the CL, Acura’s first car designed and engineered entirely in the United States. You could get it in spicy Type S variant, too. For just a single year, 2003, you were able to combine the 260 HP V6 power of the Type S with a manual transmission, making the CL Type S a low-key fun machine.
Last time on Holy Grails, we took a peek at one of the rarest Minis in America. For a brief moment, and I mean so brief that Mini didn’t even bother updating its website, you could buy the 2013 Mini Clubvan, a Clubman with blanked-out windows and a cargo tray. It was supposed to be a flashy vehicle for small businesses, but thanks to the infamous Chicken Tax, the car was more expensive than larger small cargo vans. Only 50 examples were sold before Mini pulled the plug.
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Today, we’re moving away from obscure delivery vehicles. Instead, we’re headed right back into the 2000s, that wonderful time for car enthusiasts. I’ve now said this plenty of times before and it’ll be the second time I’ve brought it up this week, but the 2000s really did have something for everyone.
If you wanted a front-wheel-drive sporty coupe in the early 2000s, automakers were happy to deliver. Honda wanted you behind the seat of a Civic, Toyota had the Celica, Mazda sold its Mazda3, and Audi had its standard TT coupes. Don’t forget, during this time you could also buy a Mitsubishi Eclipse and even General Motors was getting in on the fun with cars like the Chevy Cobalt SS. Acura was a purveyor of sporty coupes like these. In the 2000s, you could buy an Integra then later, the RSX (sold elsewhere as the Integra). Then there was this, the mid-size 3.2CL Type S.
Honda’s Answer To The Germans
The history of Japan’s American luxury brands is fascinating. For context, let’s go back to the 1980s, when the car industry was changing in the aftermath of fuel shortages and emissions regulations. Small, fuel-efficient cars were in vogue, which was great for the Japanese automakers exporting small cars to America.
Honda notes that its successes with the CVCC engine in the 1970s were a result of having the right product at the right time to capture American buyers. The company began flying high on good sales numbers, and it released more models, the Accord and Prelude; those only further helped build Honda as a household name. Honda notes that it has a philosophy of building its vehicles where they are sold, so in 1980, the marque broke ground on its first American plant in Marysville, Ohio.
As the plant was being constructed, Honda noticed winds of change in car buying habits. As the economy began to recover, sales of luxury models began rising. German marques in particular were seeing success in slimmer, athletic designs that weren’t weighed down by the chrome of American luxury cars. These cars, with their luxury and performance, picked away at America’s luxury sales leaderboard.
This became a problem for Honda as it did not have a luxury car to sell. The young professionals who bought Hondas were now selling their rides to buy an Audi, BMW, or Mercedes-Benz.
Meanwhile, Japanese marques already had to contend with voluntary export restraints. As the Bureau of Labor Statistics notes, in the 1980s, 17 to 22 percent of the American auto market consisted of vehicles imported from Japan. Cars from Japan gained a reputation for reliability for a low price and as the BLS notes, they got 5 mpg better than the American competition, too. Domestic brands just couldn’t keep up and as a result, there were calls for the American government to do something about it. In 1981, the U.S. government got the Japanese government to agree to a voluntary limitation on exports. Trucks were already limited by the Chicken Tax. At first, this was just 1.68 million vehicles a year. Of course, the cap didn’t apply to Japanese vehicles built in America.
When Honda decided to give Americans a luxury car, it hit another problem. Since 1981, Honda had a car larger than the Accord in the works. This car would feature Honda’s first V6. Remember how I said Japanese brands were known for economy cars? The automaker had to find a way around this. From Honda:
While the buying public had accepted Japanese nameplates for their reliability and economy, luxury was another matter. Conventional wisdom said that an economy car manufacturer trying to take on the best from Europe was folly. However, Honda, more than any other car company, had found success by defying conventional wisdom.
At the time that Honda was planning its move upmarket, there was little in its product lineup that foreshadowed success. With just three cars – the Civic, Accord and Prelude – it wasn’t even a full line manufacturer. While popular with both the public and media, all of its cars were still clearly intended for the budget conscious. Prices were affordable, and even the most expensive Accord sold for well below $20,000. Basic luxury features, such as power windows and leather upholstery, were in short supply in Honda products. While nobody disputed that Honda built excellent vehicles, few thought it had the luxury credentials to compete with the likes of Europe’s luxury brands.
The car in development was known as the HX, internally, but you and I would know it as the Legend. Honda was developing the Legend to have a fuel-injected V6 engine, independent suspension, four-wheel disc brakes, ABS, air-conditioning, sharp handling, and a luxurious interior. The Legend targeted a price of nearly $20,000, or about twice the cost of a base Accord back then. Now, picture buying this car at a Honda dealership, from Honda:
The problem of selling such an expensive car through Honda dealerships was obvious. Not only would it overextend the already busy dealers (which sold on average 600 cars a year), customers would likely balk at the idea of such an expensive car wearing a Honda badge. Ultimately, Honda executives decided that the HX was simply too large and expensive to be sold alongside Civics.
To get around this, Honda became the first Japanese automaker to create a separate luxury division. Instead of going to a Honda dealership, you went to an Acura dealership where you received a luxury sales and service experience. This turned out to be a genius idea and one the automotive world would later see repeated with other brands.
The Acura CL Series
Despite Acura being an American luxury division of Honda, it would take a while before Acura actually sold something designed and engineered entirely in America, specifically with American buyers in mind. This would change in 1996 when Honda announced the Acura CL Series. This car was a big deal for Honda and Acura both. Instead of adapting Japanese designs for Americans, the Acura CL Series was built specifically for Americans.
When Honda announced the Acura CL Series, the Acura Legend coupe was gone and the brand had taken on an alphanumeric naming scheme, meaning the Legend sedan was now the RL. The CL is not really a successor for the Legend coupe. Honda says the original CL was created to appeal to car buyers looking for a stylish and personalized sport coupe slotted right into the mid-luxury segment. The CL was also designed to bridge the gap between the Integra and the TL.
The first CLs were available in 2.3CL and 3.0CL. The lower 2.3CL was a four-cylinder available with 150 horsepower and 154 lb-ft of torque while the 3.0CL was a V6 with 200 horsepower and 195 lb-ft of torque. Sold from 1996 to 1999, first-generation CL Series cars got power seats, automatic climate control, power moonroof, remote entry, leather and heated seats, and more. Honda says it was targeting the BMW 318is, BMW 328is and the Lexus SC300 as competition.
The Grail
Launched in 2000, the second generation of the CL Series was launched with the 3.2CL. Acura boasted a car with 30 percent more power, a larger body, and lines meant to harken back to Gran Turismo coupes of decades past while giving a nod to Acura’s own history. Acura wanted you to pay attention specifically to the sculpted hood, short rear deck, pentagram grille, and triangular grille.
This time, the CL would be exclusively V6, and that engine would be a 3.2-liter with VTEC. In its base tune, you got 225 horsepower and 216 lb-ft torque. The platform sounds pretty advanced, too, with isolated subframes, double-wishbone suspension, and vacuum-controlled hydraulic mounts. The new CL also boasted six percent stronger torsional rigidity and 23 percent stronger bending rigidity.
Backing up the refined chassis is stability control, ABS, and traction control. Buyers got to enjoy even more luxury in the form of satellite navigation, HID headlights, a Bose sound system, HomeLink, and leather power seats with a walk-in feature and memory. Once again, Honda made it clear that its targets this time where coupes, specifically those sold by Mercedes-Benz and BMW.
This car alone is not the grail. Last week, I found myself staring at an Acura NSX that I wish I could own when I stumbled on a rare version of a seemingly forgotten CL variant. Alongside the 3.2CL, Acura also sold the 3.2CL Type S. Acura claimed the Type S was the most powerful six-cylinder coupe in its class. With the Type S, you got a 3.2 V6, but making 260 horsepower and 232 lb-ft of torque.
Amazingly, when the 3.2CL Type S was launched alongside the 3.2CL, the sole transmission choice was a five-speed automatic. Sure, the car still laid down 60 mph acceleration times of 6.8 seconds and the transmission shifted fine, but as Car and Driver noted in its review, the car was screaming for a manual transmission.
For one year and one year only, 2003, Acura relented and gave 3.2CL Type S drivers a six-speed manual transmission. This was the final year for the CL itself and thus, you could say that the car went out with a bang. In 2000, Car and Driver said the Type S with an automatic was “nearly perfect.” Adding the manual transmission and a limited-slip differential made it only better, from Car and Driver:
There is nothing remotely dissatisfying about the action of Acura’s new six-speed manual. Although it employs cable linkage, they’re heavy-gauge cables, worthy of a suspension bridge, judging by the decisive feel of the engagements. The shift throws are short, the gear ratios close, and if it isn’t quite NSX-precise, it’s at least as good as anything in this price class. And exceptional for a front-drive car.
Wheelspin is bad juju. It reduces cornering speed, magnifies understeer, and emasculates corner exit speeds. It adds endless seconds to racetrack lap times, and undue drama to back-road recreation. The CL’s new limited slip cures this affliction like a mechanical miracle drug. During a day of preview driving in the mountains that form the west wall of California’s Silicon Valley, we were thoroughly impressed with the way the CL dealt with abrupt transitions, decreasing-radius turns, and all the other little surprises that make high-country back roads so entertaining.
There were some who returned from strafing the hinterlands with complaints about torque steer, but we’re inclined to classify such carping as—let’s be kind—nonsense. What one feels, thanks to the CL’s scalpel-sharp rack-and-pinion power steering, is the limited slip doing its job. It bites into corners like a bulldog, and the little hints of something going on down there are simply reminders of the diff adjusting to cornering loads, steering angle, and what the driver is doing with his right foot. Honda R&D really did its homework here. This device closes the front-drive versus rear-drive gap by a bunch.
Giving the 3.2CL Type S a manual transmission also improved on the car’s performance. At 5.9 seconds to 60 mph, it’s almost a second to 60 mph faster than the automatic. The manual version is also 60 pounds lighter and it dispatches the quarter mile in 14.6 seconds at 98 mph compared to 15.2 seconds at 93 mph. In other words, the 3.2CL Type S is no supercar, but getting it with a manual transmission made a tangible difference.
Oh, and base price? $31,050 ($52,238 today), a bargain compared to the competition. I’ll let MotorWeek’s John Davis take the wheel for a moment:
As for rarity? It’s not nearly impossible to find like the 2013 Clubvan, but estimates place production numbers for the six-speed 3.2CL Type S at just 3,479 units worldwide. They don’t appear to be too difficult to find, either. A quick 30-second search revealed three of these for sale, one on the West Coast, one in the South, and one in the East Coast. The lowest-priced one is $9,000 while the most expensive is $12,000. I bet a deeper search would reveal more for sale.
In this era where crossovers are slowly taking over the marketplace, it’s fun to look back on what you could buy not too long ago. The 2003 Acura 3.2CL Type S is just another example of how even somewhat regular cars could be pretty cool. Maybe, as the automotive landscape continues to evolve, automakers and buyers may look back at the past and bring back some fun coupes again.
Do you know of or own a car, bus, motorcycle, or something else worthy of being called a ‘holy grail’? Send me an email at mercedes@theautopian.com or drop it down in the comments!
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Well it’s not the one year old Canada only 3.2TL Type S A-Spec, but it’ll definitely do as it’s just as rare!
That honda 5 speed automatic was a tragically failure prone transmission, I had a 2000 3.2TL and when mine went, I pocketed the cash Honda gave to replace it and bought a 6 speed out of this very CL for it. 18 year old me was certainly in over his head but I followed a guide on Acurazine printed out on like 8 pages of paper and rented a bunch of tools and a week or so later it had a sweet ride
Hi folks, maybe go back and proofread this one once more? I don’t mean to be a grammar stickler, but the articles are your product, y’know?
My daily remains a 2004 Acura TL, the first year for the 3rd gen cars. The 3.2 V6 of the CL Type S became the standard motor for the next gen TLs. It has its minor dents and scratches on the outside and a few signs of age in the interior as well – at almost 20 years old and 202k miles, it would be expected
But the 6 speed manual is why I keep replacing what needs to be replaced in the important mechanical areas and am not quite ready to say goodbye. Even with just the regular manual transmission (this is a few years before the TL Type S) you got the LSD, Brembo front brakes, and sportier but not harsh suspension. It is just such a well balanced car for daily use, and it remains such a satisfying drive with the manual
It’s crazy because I am STILL driving my 2001 Acura CL Type S automatic with 196K miles. My mom actually had 1997 CL in green. My brother had the 2003 RSX and he traded it in for a IS 350.
I love my car and will continue to drive it…as long as possible ????
“…slimmer, athletic designs that weren’t weighed down by the chrome of American luxury cars.” Then the trend has reversed.
Not to be pedantic, but I don’t believe the Mazda3, or its predecessors, ever came in coupe form. The MX6 coupe was pretty decent.
I was wondering the same thing… when did the 3 have a coupe variant. They must be referring to the MX-6.
Was the MX-3 a 3 coupe?
That’s true, I did forget about the MX-3. About 10 years before the Mazda3, which was still never offered as a coupe or 2-door hatchback.
My mom had an automatic 3.2 Type S during this era. I remember it being an absolute blast whenever I was fortunate enough to get to borrow it.
This was during the Acura “generic” phase. They made great cars but styling wise, they could not be more bland. Unfortunately they tried to break out of generic by going with “the beak”.
So, the CL actually debuted with the J30 or the VTEC F22B from the 5th gen Accord as the 2.2CL, ostensibly because the F23 for the 6th gen Accord wasn’t ready yet. Most CL buyers seemed to go for the V6, but, you used to see a few 2.2 & 2.3 CLs running around.
It has also always amazed me that Honda never did give the Accord the LSD 6MT, but they did give it to the Civic, finding a home in all 2006+ Si models. I can see the rationale behind the separation in ’03 (at least, if you put your idiot marketing person cap on), but, after the CL was discontinued, and especially after the FWD 6MT TL was discontinued in ’08, why keep locking Honda out?
Also, I know this isn’t the official HG submission line, but, two V6 6MT Hondas a lot of people forget about – the ’06-’07 Accord V6 6MT Sedan, and the ’09-’14 TL SH-AWD 6MT.
Although the RSX Type-S didn’t have an LSD, I think that would have been part of the holdout for the Si not getting one sooner. After the RSX/Integra was out of the way, the Si could get more performance tricks.
I get it for the 7th gen Accord like you said – if you want an LSD, buy a TL. But after that, I get the sense they just…stopped investing for V6. After that the big push was SH-AWD development for performance so Acura had that, and then on the Honda side there were hardly any other coupes or manuals left in the midsize market so they didn’t need to do anything to stand out.
I feel like half the HG submits do get referenced in the comments – though they got you covered with that Accord already. Speaking of 6MT Honda sedans and Si’s…the Canadian Acura CSX Type-S would be a good grail, a more posh Si.
Back in 2010 I had a friend who picked up a then-new black 2010 TL SH-AWD 6MT. The beak wasn’t great to look at, and even my friend ended up vinyl wrapping it black to match the car, but otherwise it was a very nice place to be in an upper Midwest winter. The shifter engagement wasn’t as crisp as a Civic Si, but it was still the classic Honda smooth shifter movement and the clutch engagement was smooth like butter. It was a great car that got more crap for the silly exterior styling touches than it got praise for the things it did well.
I always wondered if the CL was ever available with one!
I had a boss-then-good-friend who had a series of Legend coupes, all with manuals, and they were such wonderful machines. Basically a slightly more-grown up version of an Integra.
He got so annoyed when Acura discontinued the model, and remember telling him, hey, the CL isn’t so bad. If only I’d known about this model back then.
It kind of lives in the shadow of the legend coupe (available in 5 and 6 speeds), but sure, it’s a nice car.
Oh yeah…I just posted about this! The Legends (even the sedans) were so handsome, and punched above their weight performance-wise.
Please upvote this so my lovely, gorgeous, and brilliant wife can make the supercharged Oldsmobile LSS, a standalone model for only two years of which there are maybe a couple thousand remaining total, the next Holy Grail. (Thanks to my dad and grandma, I will forever love Oldsmobile and Pontiac, two brands that no longer exist lol).
I mean – it was a shortlived cross between the 88 and Aurora that GM actually pitched as a competitor for BMW and Lexus. That’s just amazing in its audacity. Also, I miss mine.
Always here to support an Oldsmobile!
They weren’t common, but, growing up, I would always wonder why some people put Mustang wheels on their Oldsmobiles – turns out, those people had just made the smart move and purchased an LSS!
MotorTrend called the LSS “an 88 liberally sprinkled with Aurora stardust.” Air/hydraulic suspension where the standard 88 got coilovers, a floor shifter, dual zone climate control, Aurora front seats with adjustable lumbar support, those FANTASTIC Mustangish wheels you mentioned, heated mirrors…pretty decent package for a late-90s car. I loved mine. She went before her time. And honestly, I’d take the L67 over the Aurora V8 too. Almost as much power, but more reliable. Anyone thinking the LSS was an ordinary GM H-body got shocked off the line from a stop because those things were torquey. Granted, it handled like a Lazyboy on wheels and had all the road manners of a boat, and the idea that it could compete with a Lexus LS or BMW 5-series was hilarious, but as much as my e39 wagon is a vastly suprior car, I’d still take the 3800 engine.
*superior I can spell I PROMISE
For context, I told my lovely wife that taking nominations from her would be cheating. Though, she is officially a reader of this site. Hmmm… 🙂
Tis true, I am a reader of this site, as well as your biggest fangirl and the reader most in love with you. Just saying. <3
Awww!
Upvoting so Mercedes thinks about hunting you down a project LSS to fill that void!
This was particularly notable because back in those days unless you were shopping NSX, Honda simply didn’t pair a 6-cyl car with a manual trans.
Acura automatic transmissions of this era are also infamously fragile, especially paired with the higher-spec J-series in the Type-S’s, so the manual is even more desirable out of necessity!
The 2007-08 TL Type-S 5AT was better from a reliability standpoint, but the AT is just…meh (a.k.a. cheap enough to buy right out of college).
Yeah. Had a 2001 with the automatic. Even though it was doing exactly what a letter from Honda said it would, the dealer wouldn’t do anything until it threw a code. One day on the way home from work, it threw a code. Just about every light in the dash started flashing. I heard grinding from an automatic (first time for that!) and then they would do something. My son said he thought there were additional cooling lines going up to the radiator when we got it back.
Burned me on Hondas. Haven’t been interested since.
It was a cooling issue for 3rd gear. The AWD SUVs didn’t have the same issue because the PTO required this additional cooling.
Really sad misstep on Honda’s part, and it’s why I went with the K24 in our Accord (which continues to be a stellar car).
Always like the TL of this generation better and wished they had put the 6 speed manual in that instead of the CL. Too bad the CL did not survive because the next gen TL was peak Acura TL..
Does everyone else instinctively look inside Acura CLs and similar cars to see if they feature the manual transmission or is it just me?
Hey everyone, we have real notifications now!!
I look into almost any pre-2005 car to check for a stick.
That’s a pretty good cut-off year. Beyond that it’s slim pickens
Testing this again.
I look inside anything ever offered with a stick to check.
Generally any type of sporty car or sports car, yeah I look and make judgements about the owner. Not proud of that but it’s there.
You are not alone! I do that with certain cars that I know was offered with a manual but they are very rare. Even if the car sucks, like when I spotted a rarer than hens-teeth manual 2002 4 door explorer in a parking lot. Never seen one since, and by rare I mean I’ve seen two manual “holy grail” grand cherokee’s in the same city, for comparison.
A lot of us filter for manual transmission then have to hope for an interior pic to prove it does have one! Worst offenders for wrong listings I find are 1st gen X3 and X5s…manumatic is not a manual!