It was obvious that the Acura RSX team had a working system. However, the RSX was no longer new after three years on the market.

The midterm upgrade, which is too extensive to be referred to as a mere refreshing yet can't be dubbed a big makeover because new is the lifeblood of the automotive industry, was repaired nevertheless.

Yes, it has the kinds of tiny adjustments that are typical of most updates—the equivalent of plastic surgery in the industry, nips and tucks meant to prolong youth.

Examples: The Type-S model's decklid now sports a rear wing, the front fascia has a sharper edge, the headlights are new, etc.

There are new side sills, the visible underbody in the front and rear is broader, and the static ride height has all decreased by 0.3 inches.

The aforementioned, along with a few interior touch-ups, can all be categorised as cosmetic. However, there are also a lot of functional updates on the menu.

For instance, the platform people applied some selective stiffening to the body shell; the front spring rates are 10% higher;

Front and rear negative camber have been slightly increased, the rack-and-pinion steering ratio has been somewhat accelerated, and steering feel has been improved.

In addition, the Acura RSX Type-S receives somewhat larger tyres than the previous model, 205/55R-16 Michelin HX MXM4s mounted on 6.5-by-16-inch alloy wheels.

Updates have also been made to the all-disc brake system to enhance pedal feel. Greater grip should result from bigger wheels, wider tyres, and modified suspensions.

Even though that wouldn't be enough to noticeably alter performance on its own, the engineers also slightly lowered the final-drive ratio to speed up the Acura RSX.

Given that the Acura RSX competes in a class with compact, $25,000 front-drive sports coupes, we have to ask specifically to which European sports cars the publicity materials are referring.