Acura RLX Reviews (Sport Hybrid reviews pg 21)

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PressKit

2014 Acura RLX Sport Hybrid Press Kit

12/5/2013 4:07:00 AM

2014 Acura RLX Sport Hybrid SH-AWD: Overview

In early 2013, Acura introduced the 310-horsepower RLX luxury-performance sedan with a new 3.5-liter all-aluminum, direct-injected VTEC V-6 engine, a number of signature Acura technologies and Precision All-Wheel Steer™ (P-AWS™), creating a new value proposition with superior cabin space and outstanding driving performance in Acura's flagship sedan. Acura is again raising the bar with the introduction of the RLX Sport Hybrid SH-AWD™, the most powerful and technologically advanced Acura sedan yet and the first to apply Acura's groundbreaking new 3-motor Sport Hybrid system with electric SH-AWD (Sport Hybrid SH-AWD).

With a direct-injected V-6 engine and an all-new 7-speed dual-clutch transmission (DCT) with built-in motor-generator powering the front wheels, and 2 rear electric motors powering the rear wheels, the 377-horsepower RLX combines V8-like performance and 4-cylinder-like fuel efficiency along with exhilarating "on the rails" handling performance, courtesy of its electrically-powered torque-vectoring all-wheel drive system.

The Acura RLX Sport Hybrid further elevates Acura's commitment to create "the synergy between man and machine" -vehicles that truly respond to the will of the driver - and deliver new levels of technology-enhanced performance, comfort and convenience. Like the RLX with P-AWS™, the RLX Sport Hybrid delivers class-leading interior space and comfort and a host of signature Acura technologies, including Jewel Eye™ LED headlights, Lane Keeping Assist, Adaptive Cruise Control with Low-Speed Follow, and the next generation AcuraLink® connected car system. In addition, the RLX Sport Hybrid applies new Acura technologies including:

Head-Up Display - this first-ever Acura head-up display projects key information at a glance on the lower portion of the windshield directly in front of the driver. Display modes include SH-AWD system operation, tachometer, turn-by-turn navigation, compass, ACC/LKAS along with vehicle speed.
Electronic Gear Selector - the RLX also is the first Acura to feature Acura's new fully electronic push-button gear selector, eliminating the conventional shift-lever and allowing the driver to select drive mode (Drive, Neutral, Park) at the push of a button. In addition, the system will automatically engage the Electronic Parking Brake when the driver selects park and unbuckles his/her seatbelt.
Reactive Force Pedal - in place if a conventional spring mechanism providing force against the driver's push on the gas pedal, the RLX Sport Hybrid utilizes an electric mechanism that dynamically varies pedal force to assist the driver in applying the optimum amount of engine power in any driving condition. For example, when climbing a snowy hill, the Reactive Force Pedal will increase pedal force to discourage the driver from applying too much engine torque that may lead to unwanted tire slip.

Using smart packaging, advanced aerodynamic design and lightweight body construction, along with fuel-saving hybrid powertrain technology, the RLX Sport Hybrid has the most spacious 5-passenger seating in its class along with a top-class EPA fuel-economy rating of 28/32/30 mpg (city/highway/combined).

With a longer wheelbase and wider greenhouse than competing mid-luxury sedans, the new RLX Sport Hybrid SH-AWD delivers full-size interior space in a nimbler, mid-size luxury sedan package. The RLX boasts the longest rear-seat legroom (38.8 inches), and best front (59.6 inches) and rear (57.0 inches) shoulder room in the mid-luxury class. The RLX advanced body design makes extensive use of high-strength steel and aluminum, further aiding its outstanding fuel efficiency, straight-line performance, and superior handling agility.

The new RLX Sport Hybrid SH-AWD offers an incredible array of advanced safety, driver-assistive and information and media technologies, including the standard next-generation AcuraLink™ connected car system and Multi-Angle Rearview Camera; along with available Lane Keeping Assist System (LKAS), Adaptive Cruise Control with Low-Speed Follow and Blind Spot Information (BSI) system. Safety systems available on the RLX Sport Hybrid include technologies such as Collision Mitigation Brake System (CMBS), Forward Collision Warning (FCW) and Lane Departure Warning (LDW).

Utilizing Acura's next-generation Advanced Compatibility Engineering™ (ACE™) body structure, along with 7 airbags (including a driver's knee airbag), the RLX Sport Hybrid SH-AWD is anticipated to earn top-level safety ratings, including a 5-star NCAP Overall Vehicle Score and an IIHS "TOP SAFETY PICK+" rating, including a GOOD rating in the IIHS small overlap front crash test.

The RLX Sport Hybrid also offers intuitive technology that reduces stress and simplifies the driving and ownership experience - with features such as Electronic Parking Brake with Automatic Brake Hold, a capless refueling system, Smart Entry/Smart Start keyless access system, easy-to-use and customize dual touch screens, "tensionless" e-pretension front seatbelts, and available rain-sensing windshield wipers, among others.

THE SYNERGY BETWEEN MAN AND MACHINE
As the foundation of Acura's product direction, the Synergy Between Man and Machine is the intelligent pairing of useful technologies and luxury features with the idea of creating vehicles that truly respond to the will of the driver. The focus is not on 1 specific technology, but on the driving experience Acura vehicles provide to the customer. From its sophisticated exterior and interior design, to its balance of performance, low emission and the top-class fuel economy ratings, and advanced and intuitive technology, the RLX Sport Hybrid is designed to exceed the expectations of Acura clients.

MARKET POSITIONING
The Acura RLX Sport Hybrid SH-AWD enters the mid-luxury segment competing against hybrid and/or all-wheel-drive versions of Audi A6, BMW 5-Series, Infiniti Q50, Lexus GS, and Mercedes-Benz E-Class. The RLX is equipped to meet these established competitors, thanks to improvements in virtually every area of its design, performance, technology, luxury and safety features.

RLX SPORT HYBRID DESIGN FEATURES
The RLX Sport Hybrid features numerous styling enhancements, inside and out, that distinguish it from the 2-wheel drive RLX with P-AWS™. Its bold and elegant face is highlighted by a dark chrome-plated grille and redesigned lower bumper fascia with integrated LED fog lights and turn signal indicators. In profile, the RLX Sport Hybrid features model-exclusive 19-inch, 10-spoke alloy wheels and "Hybrid" badging on the left front fender. SH-AWD badging replaces the P-AWS badge on the right rear portion of the trunk lid. Inside the cabin there is a new light-gray instrument panel upper (replacing black on the RLX with P-AWS) and exclusive simulated wood accents on upper portion of glove box and center console.

RLX SPORT HYBRID MODEL RANGE
There are 2 grades of RLX Sport Hybrid - the feature-packed RLX Sport Hybrid with Technology package, and the line-topping RLX Sport Hybrid with Advance package. Major RLX standard features by grade are as follows:

KEY FEATURES
RLX Sport Hybrid SH-AWD with Technology Package
Powertrain

Super Handling-All-Wheel Drive™ (SH-AWD™)
3.5-liter Direct Injection SOHC i-VTEC® V-6 engine
Variable Cylinder Management (VCM) cylinder deactivation system
*Motor-Integtrated 7-speed Dual Clutch Transmission (DCT) with built-in 35-kilowatt (47 hp) electric motor
Rear-mounted Twin Motor Unit with 2 27-kilowatt (36 hp) motors
Trunk-mounted Intelligent Power Unit with 72-cell, 1.3 kWh, 260-volt lithium-ion battery pack

Chassis

Double-wishbone, lower double-joint front suspension with a hydraulic compliance bushing and high-strength stabilizer bar
Multi-link rear suspension
Amplitude reactive dampers (front and rear)
All-aluminum front subframe
Active Control engine Mount (ACM)
19-inch, 10-spoke noise-reducing alloy wheels
Michelin 245/40 R19 M+S all-season tires
Electric parking brake

Body & Exterior

Jewel Eye™ LED headlights
Model-exclusive LED fog lights
Model exclusive smoked chrome front grille, hybrid and SH-AWD badging
Next-generation Advanced Compatibility Engineering™ (ACE™) body structure
Hybrid aluminum-and-steel door construction
Aluminum hood
Capless refueling system
Rain-sensing wipers
Acoustic windshield and side glass
Power retractable side mirrors
Smart Entry (all 4 doors and trunk) with Push Button start
15.1-gallon fuel tank

Interior

Premium Milano leather seats
Leather-wrapped steering wheel
Heated 12-way-adjustable front seats (8-way power plus
4-way power lumbar support)
Power tilt and telescoping steering column
All-new Head-Up Display
8-inch color audio/information screen
7-inch On-Demand Multi-Use Display™ with audible and tactile feedback
Bluetooth® HandsFreeLink®
XM Radio®
HD radio
USB port
AUX jack
Auto-dimming rearview mirror
Power tilt/slide moonroof
Tri-zone automatic climate control
HomeLink®
Auto on/off headlights
Leather-wrapped shift knob
Power door lock/unlock
Power heated side mirrors with reverse interlocking autotilt down
1-touch turn signals
Acura Navigation System with Voice Recognition™
Next-generation AcuraLink®
Acura/ELS Studio® Premium Audio System (14-speaker)
Acoustic glass (windshield, front and rear door windows)

Safety. Visibility & Driver Assistive

Collision Mitigation Brake System (CMBS)
Forward Collision Warning (FCW)
Lane Departure Warning (LDW)
Vehicle Stability Assist (VSA) with Traction Control
Expanded view driver's mirror
Multi-angle rearview camera
Blind Zone Mirror (BZM)
Blind Spot Information system (BSI)

RLX Sport Hybrid SH-AWD with Advanced Package
Advance Package Features

Krell ultra-premium audio system (14-speaker)
Expanded rear door sunshade
Power-operated rear window sunshade
Adaptive Cruise Control (ACC) with Low-Speed Follow
Lane Keeping Assist System (LKAS)
Parking sensors (2 front/4 rear)
Ventilated front seats
Heated rear seats
Front Seatbelt E-Pretensioners
Rear seat foot light
Auto-dimming side mirror

ACCESSORIES
A line of Acura Genuine Accessories was developed simultaneously with the RLX to provide vehicle personalization for the owner. Like all Acura Genuine Accessories, the RLX accessories are covered by a 4-year/50,000-mile limited warranty if installed by the dealer at the time of original vehicle purchase. Accessories for the 2014 RLX Sport Hybrid SH-AWD include:

Powertrain

Engine-block heater + transmission actuator heater
Remote Engine Starter System II

Exterior

Body-side molding
Door-edge film
Splashguards
Wheel locks
Deck-lid spoiler
Rear bumper appliqué
Car cover

Interior

Illuminated side sills
All-season floor mats
Ashtray
Trunk tray
Trunk carpet mat
Cargo net
First aid kit
Sunshade

POWERTRAIN OVERVIEW
The 2014 RLX Sport Hybrid SH-AWD is powered by an all-new 3-motor hybrid powertrain that combines the power of a conventional V-8 engine with 4-cylinder-like fuel efficiency, along with the performance-enhancing capabilities of torque-vectoring all-wheel drive. As the 1st-ever electronic Super Handling All-Wheel Drive (SH-AWD) production hybrid vehicle, the RLX Sport Hybrid SH-AWD takes SH-AWD handling performance to a new level.

The RLX Sport Hybrid shares it engine architecture with the 2-wheel-drive RLX with P-AWS. The 3.5-liter, 310-horsepower, 24-valve SOHC i-VTEC® V-6 with Variable Cylinder Management™ (VCM™) in the RLX Sport Hybrid adds an idle-stop feature to further maximize fuel efficiency. The RLX Sport Hybrid SH-AWD® is the most powerful Acura production model ever built, with peak output of 377 horsepower. Peak torque to the front wheels is 273 lb-ft at 4,700 rpm (versus 272 lb-ft at 4,500 rpm in the RLX with P-AWS).

The RLX Sport Hybrid SH-AWD uses a total of 3 electric motors. In front, there is a single 35-kilowatt (47 hp) motor integrated with the 7-speed Dual Clutch Transmission that accomplishes 3 tasks: (1) supplements the V-6 engine in driving the front wheels when additional power is required, such as in a passing situation; (2) providing regenerative braking to the front wheels; (3) converting engine power to electricity to supplement regenerative braking in recharging the lithium-ion batteries. In the rear, packaged between the rear wheels where a conventional AWD system rear differential is located, there is a Twin Motor Unit (TMU) containing 2 27-kilowatt (36 hp) electric motors that dynamically distributes electric-motor torque to the rear wheels, providing both positive and negative (regenerative braking) torque to aid performance and handling. All 3 motors provide power assist and charge the battery pack with optimal timing in every driving condition.

As a result of the RLX Sport Hybrid's efficient new 3-motor hybrid powertrain, idle-stop feature and 7-speed Dual-Clutch Transmission, EPA-rated fuel economy is exceptionally high for a sedan in this class at 28/32/30 mpg1 (city/highway/combined). Compared to the 2-wheel drive RLX with P-AWS, EPA-rated city fuel economy is up 40 percent and combined fuel economy is up 25 percent. Equipped with new-generation precious-metal catalytic converters, the RLX Sport Hybrid meets stringent LEV III SULEV30 emissions standards (versus the RLX with P-AWS, which meets LEV II ULEV standards).

Acura's SH-AWD was the first system to distribute power side-to-side between the left and right rear wheels, using "torque vectoring" to create a yaw moment to help the vehicle turn by sending more power to the outside rear wheel during cornering, providing for crisper turn-in, more responsive steering and improved line traceability.

Unlike the mechanical Super Handling All-Wheel Drive (SH-AWD) that has graced numerous Acura models, the RLX Sport Hybrid's electric SH-AWD operates independent of the gasoline engine; as the 2 rear-mounted electric motors draw power from the lithium-ion battery pack and dynamically apportion both positive and negative torque directly to the rear wheels. This system provides for more dynamic torque vectoring while eliminating the weight and energy losses associated with a conventional driveshaft and differential mechanism. When cornering, the RLX Sport Hybrid delivers positive torque to the outside rear wheel, much like mechanical SH-AWD, to create a yaw moment.

Unlike conventional SH-AWD, Sport Hybrid SH-AWD can also simultaneously apply brake torque to the inside rear wheel during cornering to further enhance cornering control. In addition, since it doesn't rely on engine torque, electric SH-AWD can create a larger torque difference between the left and right rear wheels, even during small throttle applications, at low engine speeds and even when decelerating. This substantially magnifies the positive handling benefits of SH-AWD across a much wider range of driving conditions.

Drive Modes
The RLX Sport Hybrid SH-AWD system is optimized to provide both outstanding performance and class-leading fuel efficiency. Depending on the driving mode, the system utilizes the V-6 engine, front electric motor and 7-speed DCT, and the twin rear-mounted electric motors and IPU battery pack to provide exhilarating and confidence-inspiring performance while maximizing efficiency. The main drive modes are detailed below.

EV Launch - when launching under light to moderate loads and when there is sufficient battery power, the rear motors alone provide driving power, relying strictly on battery power.
Engine Drive - under gentle acceleration after launch, the front wheels pick up the load using engine power only, while the front motor/generator provides power to the IPU battery pack.
EV Cruising - when cruising at low speeds, the rear motors drive the vehicle using battery power only.
Power Acceleration - under hard acceleration, all 4 wheels are driven through a combination of engine (front wheels) and the twin rear motors (rear wheels). The front motor also will also assist under hard acceleration from a standing start.
Engine Cruising - when cruising at higher speeds, the front wheels alone drive the vehicle using engine power only while the front motor-generator charges the battery whenever possible using excess engine torque.
Deceleration - when braking or decelerating (throttle lift), the front and rear motors supplement the hydraulic brake system and capture a portion of brake energy to be stored in the IPU battery pack. In regeneration mode, the engine is disconnected to eliminate engine friction and pumping losses to maximize regen efficiency.
AWD - under slippery conditions, all 4 wheels are driven using both engine power (front wheels) and electric motor power (rear wheels), while the front motor/generator normally provides power to the IPU battery pack.
Cornering under Deceleration - the system simultaneously delivers negative (regenerative braking) torque to the inside rear wheel and positive (driving) torque to the outside rear wheel.
Cornering under Partial Throttle - optimization of front-to-rear and right-to-left torque distribution for improved cornering performance.
Cornering under Acceleration - Negative (regenerative braking) torque on the inside rear wheel transitions to positive (driving) torque for acceleration.

BODY OVERVIEW
The RLX Sport Hybrid SH-AWD employs an advanced body design to aid dynamic performance, NVH, fuel efficiency and collision performance. The cabin is wide but also extremely aerodynamic, allowing both a roomy interior and a quiet ride as air slips smoothly over the cabin's flush-mounted acoustic glass windshield and other drag- and turbulence-reducing design details. Beneath the vehicle is a sophisticated series of aerodynamic aids that further smooth airflow.

The 2014 RLX Sport Hybrid with a wheelbase of 112.2 inches (the same as the RLX with P-AWS) is 2 inches longer than the previous RL model, providing more rear passenger room and improving the ride quality. At 74.4 inches wide, the RLX Sport Hybrid SH-AWD is also a substantial 1.7-inches wider than the RL. Among its competitive set, the new RLX is longer and wider than the Audi A6, BMW 5 Series, Lexus GS series, and Mercedes-Benz E-Class.

Static and dynamic rigidity and rear lateral stiffness are significantly improved. To increase stiffness and rigidity in key areas without increasing weight, 55 percent of the RLX body in white is made from high-strength steel. Hot-stamped high-strength steel is used in key areas for enhanced safety collision performance, with the added benefit of anticipated high scores in narrow offset, side impact, and roof strength tests.

Extensive use of aluminum body components in key areas saves 76.1 pounds compared to traditional all-steel construction. The biggest weight savings for any single component comes from the use of an all-aluminum hood, which saves 19.6 pounds compared to steel. The RLX doors are constructed using a patented new hybrid construction utilizing aluminum outer panels for lighter weight and steel inner panels for stiffness and occupant safety. Altogether, they provide a combination of high stiffness and a weight reduction of 24.3 pounds compared to all-steel doors.

The RLX Sport Hybrid SH-AWD body construction employs several exclusive changes to specific areas of the body to further enhance body rigidity and to provide added protection for the trunk-mounted lithium-ion battery pack. These areas include:

Front bulkhead, lower
Rear floor panel
Rear bulkhead
Front upper member
Rear frame

Engineers paid particular attention to reducing interior noise levels, a complicated process that extends to literally every aspect of the vehicle's design and engineering. To achieve a premium level of interior quietness, the RLX receives an unprecedented amount of acoustic material in key areas. Laminated sound-insulating acoustic glass for all 4 doors and windshield augment the RLX Sport Hybrid's isolation of road, wind and engine noise. To mitigate additional noise from the front and rear motors, the RLX Sport Hybrid features additional application of sound deadening materials in the rear floor insulator and trunk floor insulator.

Due to the packaging of the IPU, trunk space is reduced 3 cu.-ft. compared to the RLX with P-AWS, but at 12.0 cu.-ft. is still significantly larger than several competing hybrid models, including the BMW 5-Series (10.6 cu.-ft.), and Audi A6 (10.0 cu.-ft.). The trunk incorporates a 0.4 cu.-ft. underfloor storage area with hinged lid. The trunk also features a model-exclusive trunk net that provides for storage of smaller items in an area suspended above the trunk floor.

CHASSIS OVERVIEW
Although the RLX Sport Hybrid shares much of its chassis design and components with the RLX with P-AWS, its center of gravity is 8mm lower and its front-rear weight distribution is more rear biased as a result of the trunk-mounted lithium-ion battery pack and rear-mounted Twin Motor Unit (57% front/43% rear versus 61% front/39% rear for the RLX with P-AWS).

In front, the RLX Sport Hybrid SH-AWD features a double-wishbone, lower double-joint front suspension with a hydraulic compliance bushing, high-strength stabilizer bar and Amplitude Reactive Dampers. In back, the RLX Sport Hybrid SH-AWD has a multi-link rear setup that is optimized for a flat ride during cornering, confident turning capability, and a smooth ride in a variety of urban, highway and open road scenarios.

A high-output variable gear ratio belt-type Electric Power Steering (EPS) system provides agile performance in low-speed driving maneuvers such as at intersections, improved overall accuracy and road feel, and superb high-speed stability. A high-rigidity steering column with matching high-stiffness angular bearing contributes to reduce vibration and improved steering feel.

The RLX Sport Hybrid is shod with 19x8J noise-reducing alloy wheels with a model-exclusive 10-spoke design. The special noise-reducing design lowers tire noise by 7-decibels across the audible frequency range.

Consistent with its expanded performance envelope, the RLX Sport Hybrid uses larger front brake discs and larger, 2-pot (versus single pot) front brake calipers. The RLX Sport Hybrid also employs an Electric Servo Brake system that uses front motor brake torque to supplement the vehicles conventional hydraulically powered friction brakes and to provide energy to the vehicle's hybrid battery pack through regenerative braking. The system is designed to operate seamlessly with none of the rough engagement feel of competing systems, while providing an optimal balance between hydraulic and regenerative braking to deliver linear, responsive and natural brake feel and outstanding brake performance.

Another Acura first technology is the RLX Sport Hybrid is its new Reactive Force Pedal, which utilizes an electric mechanism in place if a conventional spring mechanism to dynamically vary pedal force to assist the driver in applying the optimum amount of engine power in any driving condition. For example, when climbing a snowy hill, the Reactive Force Pedal will increase pedal effort to discourage the driver from applying too much engine torque, leading to unwanted tire slip.

INTERIOR OVERVIEW
The 2014 RLX Sport Hybrid SH-AWD interior combines welcoming 5-passenger comfort with by far the most luxury and technology ever offered in an Acura. In the front seat area, a design concept called "dual personal structure" divides the space into areas centered on the driver and front passenger, complimented by a wide center stack and console that is easily accessible to each person. High-end premium elements like a carefully stitched leather instrument panel cover, soft-touch materials, premium finishes and model-exclusive simulated wood-grain accents combine with an intuitive new control layout to create a distinctive environment in tune with this luxury performance sedan's clearly defined sporting character.

Open the door with the standard Smart Entry system, and you'll find that passenger space has increased in key dimensions compared to the 2012 RL, with more shoulder room front and rear. Rear seat legroom has been increased a substantial 2.5-inches, moving the RLX to the head of its competitive set in tandem seating distance. Heated 12-way adjustable (8-way power plus 4-way power lumbar support) front seats are standard in the Technology grade, offering all-day comfort along with abundant lateral support for aggressive driving.

3 interior colors are available: Graystone, Ebony, and Seacoast. Stain-resistant Milano leather seats are standard; ventilated front seats and heated rear seats are available with the Advance package.

Standard tri-zone climate control ensures passenger comfort throughout the cabin. Both grades have a front-seat center console that offers 5.8 liters of internal storage space and features a padded armrest lid that slides fore and aft for greater comfort. The lid can open to the left or right, to make access simple for either the driver or front seat passenger. The glove box has a new electric release that can be locked via touch screen.

With the expanded range of standard and available technology features built into the RLX Sport Hybrid, substantial engineering effort was put into making each feature intuitive and easy-to-use. The focal point of the new instrument panel is a large, 8-inch color audio/information screen that provides a range of useful information and access to an array of customizable features including navigation functions.

A 7-inch color On Demand Multi-Use Display™ (ODMD) positioned within easy reach controls the audio system and many other features. The touchscreen eliminates many physical buttons, and is the key contributor to the clean, uncluttered look of the new RLX interior. Dynamic menus clearly display controls for each functional mode, reduce screen clutter and help make operation simple. Audio and touch (haptic) feedback improves usability and control, and helps keep the driver's eyes on the road.

Acura is known for its technology leadership, and the 2014 RLX Sport Hybrid delivers on this concept. The RLX Sport Hybrid is equipped with the next-generation AcuraLink® cloud-based connected car system, delivering a comprehensive array of media, convenience, and security services via embedded 2 -way communications and web-enabled devices. AcuraLink® leverages Pandora® interface for streaming audio and the Aha™ by Harman cloud-based interface to provide users with thousands of customizable cloud-based news, information and media feeds. Next-generation AcuraLink® also delivers an array of available, subscription-based, security and convenience features, such as AcuraLink Real-Time Traffic™ featuring freeway traffic and, for the first time, surface street traffic information; airbag deployment notification; stolen vehicle tracking; remote locking and unlocking; security alarm notification; and 24-hour personalized concierge services.

The new generation system is available with 3 -tiers of service: the Standard Package, which is complimentary for 3 years, and the Connect and Premium Packages, which are subscriber-based services providing still higher levels of connectivity for the luxury customer.

Exceptional audio performance has long been an Acura hallmark. The RLX Sport Hybrid has 2 premium audio systems starting with an impressive Acura/ELS® 14-speaker sound system in the Technology grade. Advanced grade models feature a 14-speaker Krell system — with speakers and amplifiers engineered over the last 4 years by 1 of the most respected audio companies in world — that sets a high standard in factory automotive audio performance.

SAFETY AND SECURITY OVERVIEW
The 2014 Acura RLX Sport Hybrid is equipped with a long list of standard and available safety technologies. The RLX is anticipated to earn a 5-star Overall Vehicle Score from the National Highway Traffic Safety Administration (NHTSA) and a "TOP SAFETY PICK+" rating from the Insurance Institute for Highway Safety (IIHS), including a GOOD rating in the Institute's new small overlap front crash test.

Active safety technologies include Vehicle Stability Assist (VSA) with Traction Control, Forward Collision Warning (FCW) and Lane Departure Warning (LDW). Passive safety features include a next-generation Advanced Compatibility Engineering™ (ACE™) body structure, dual-stage, multiple-threshold front airbags, front side airbags, side-curtain airbags with rollover sensors, driver's knee airbag and front seatbelt e-pretensioners.

The RLX Sport Hybrid is also equipped with Acura's next-generation Advanced Compatibility Engineering™ (ACE™) body structure, which uses interconnected front frame members designed to absorb and redirect crash energy around the passenger cabin in a frontal collision.

2014 ACURA RLX: POWERTRAIN

The 2014 RLX Sport Hybrid's all-new 3-motor hybrid powertrain combines the power of a conventional V-8 engine with 4-cylinder-like fuel efficiency and the performance-enhancing capabilities of torque-vectoring all-wheel drive.

The RLX Sport Hybrid shares it basic engine architecture with the 2-wheel-drive RLX with P-AWS. The 3.5-liter, 310-horsepower, 24-valve direct-injected SOHC V-6 engine with i-VTEC® and VCM™ adds an idle-stop feature to further maximize fuel efficiency, and revised cam timing to smooth engine restart after idle stop. Peak torque to the front wheels is rated at 273 lb.-ft. at 4,700 rpm (versus 272 lb.-ft. at 4,500 rpm in the RLX with P-AWS).

An all-new advanced 7-speed dual-clutch transmission (DCT) is standard on the Sport Hybrid—a first for Acura. Unlike a conventional automatic transmission, the DCT offers ultra-quick gear changes and eliminates the need for a torque converter, which significantly improves efficiency. It can operate in fully automatic mode, or can be shifted manually via steering wheel-mounted paddle shifters.

The RLX Sport Hybrid SH-AWD uses 3 electric motors: a single 35-kilowatt (47 hp) motor that is integrated with the 7-speed Dual Clutch Transmission supplements the V-6 engine in driving the front wheels, and a rear-mounted Twin Motor Unit (TMU) containing 2 27-kilowatt (36 hp) motors that dynamically distribute electric-motor torque to the rear wheels. Both the front and rear motors capture kinetic energy during vehicle deceleration and braking and convert it to electricity to supply the Intelligent Power Unit's 72-cell, 1.3-kWh lithium-ion battery pack, located behind the rear seatback. Together, the 310-horsepower V-6 engine and 3 electric motors produce a total system output of 377 horsepower and 377 lb.-ft. of torque—the most ever in a production Acura.

The front motor is integrated with the 7-speed DCT and is connected to the driveshaft via a clutch. The motor accomplishes 3 tasks: (1) It supplements the V-6 engine in driving the front wheels when additional power is required, such as in a passing situation; (2) provides regenerative braking to the front wheels; (3) converts engine power to electricity to supplement regenerative braking in recharging the lithium-ion batteries.

Acura's mechanically-based Super Handling All-Wheel Drive (SH-AWD) made its debut on the RL luxury sedan in 2005, and has since been used on a range of Acura models in several iterations. In the RLX Sport Hybrid, SH-AWD operates independent of the gasoline engine. Drawing power from the lithium-ion battery pack, the Twin Motor Unit's 2 electric motors deliver torque directly to the rear wheels, thereby eliminating the weight and energy losses associated with a conventional driveshaft and differential mechanism.

When cornering, the RLX Sport Hybrid delivers more torque to the outside rear wheel, much like mechanical SH-AWD, but with more available torque at low engine speeds. Sport Hybrid SH-AWD can also simultaneously apply brake torque to the inside rear wheel during cornering to further enhance cornering control. In addition, since it doesn't rely on engine torque, electric SH-AWD can create a larger torque difference between the left and right rear wheels, even during small throttle applications, at low engine speeds or even during deceleration (such as when lifting throttle mid-corner). This substantially magnifies the positive handling benefits of SH-AWD across a much wider range of driving conditions.

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POWERTRAIN COMPARISON

    2014 RLX (P-AWS)     2014 RLX Sport Hybrid SH-AWD

Gasoline Engine type     Aluminum-alloy V-6     Aluminum-alloy V-6

Displacement, liters     3.5     3.5

Fuel injection     Direct     Direct

Valvetrain     



Belt drive, SOHC,

i-VTEC® 24-valve with VCM

    



Belt drive, SOHC,

i-VTEC® 24-valve with VCM and idle stop

Gasoline Engine Horsepower @ rpm (SAE net)     310 @ 6500     310 @ 6500

Gasoline Engine Torque @ rpm (lb-ft) (SAE net)     272 @ 4500     273 @ 4700

Total Combined Hybrid System Horsepower     NA     377

Compression ratio     11.5:1     11.5:1

Redline     6800 rpm     6800 rpm

Transmission     6-speed automatic transmission with Sequential SportShift paddle shifters, Sport Mode, Grade Logic and Shift Hold Control     7-speed dual-clutch transmission (DCT) with Sequential SportShift paddle shifters, automatic Drive Mode, Grade Logic and Shift Hold Control

Drive type     FWD     SH-AWD

EPA Fuel Economy Rating1 (city / highway/ combined)     20/31/24     28/32/30

Recommended fuel2     Premium unleaded

91 octane     Premium unleaded

91 octane

CARB emissions rating     ULEV-2     LEV &#8546; SULEV30

Tune-up interval3     No scheduled tune-ups required for 100,000 +/- miles     No scheduled tune-ups required for 100,000 +/- miles

Powertrain at a Glance

Engine

3.5-liter, SOHC, V-6 engine produces 310 horsepower at 6,500 rpm and 273 lb.-ft. of torque at 4,700 rpm
i-VTEC® (intelligent Variable Valve Timing and Lift Electronic Control) for intake valves with VCM (Variable Cylinder Management)
Computer-controlled Direct Injection (DI) with multi-hole fuel injectors
11.5:1 compression ratio
High-strength steel crankshaft
X-shaped magnesium intake manifold
Drive-by-Wire™ throttle system
Direct ignition system
Detonation/knock control system
Variable flow exhaust system
Maintenance Minder™ system optimizes service intervals
100,000 +/- miles tune-up interval

Emissions/Fuel Economy Ratings

High-flow, close-coupled next-generation precious-metal catalytic converters plus under floor catalytic converter
High capacity 32-bit RISC processor emissions control unit
LEV III/SULEV30 emissions compliant
EPA 28/32/301 mpg (city/highway/combined) fuel economy ratings

Noise & Vibration (NV)

60-degree cylinder V-angle for smooth operation
Automatically tensioned, maintenance-free serpentine belt accessory drive
Active Control engine Mount (ACM)
Active sound control

7-speed dual clutch transmission

Electronic Gear Selector provides fully electronic push-button shift control with Sport mode button
Steering wheel mounted racing-inspired paddle shifters
Sport mode with remapped, more aggressive automatic shift points and more pronounced engine braking during deceleration
Advanced shift-hold control limits up shifts during spirited driving
Grade Logic Control System reduces gear "hunting" on steep hills

The RLX Sport Hybrid's key hybrid components are laid out for maximum packaging efficiency. 1 electric motor is integrated with the 7-speed DCT transmission, while 2 more electric motors are packaged inside the Twin Motor Unit (TMU) positioned between the rear wheels. The Power Drive Unit (PDU) is located longitudinally, low in the vehicle between the front seats, while the Intelligent Power control Unit (IPU) and its 72-cell lithium-ion battery pack is placed immediately behind the rear seatback.

Engine Architecture
The RLX Sport Hybrid 3.5-liter VTEC® V-6 has a smooth-firing 60-degree V-angle and compact overall dimensions. The V-6 has a die-cast lightweight aluminum alloy block with cast-in-place iron cylinder liners. The first ever application of direct injection in an Acura vehicle combines with i-VTEC and Variable Cylinder Management (VCM) to give the RLX a potent blend of power and fuel efficiency.

The aluminum-alloy 24-valve engine produces 310 horsepower at 6,500 and generates 273 lb.-ft. of torque at 4,700 rpm. Torque is markedly improved vs. RL in the lower ranges, where the engine typically operates. Along with the increased horsepower, the updated V-6 also contributes to increased fuel efficiency, due in part to internal friction reduction features, including an oil-ring ion-plating treatment, and plateau honing. A new tumble-type intake port design improves combustion efficiency.

Engine Block and Crankshaft
With its 60-degree V-angle, the V-6 engine is inherently smooth and has compact overall dimensions that allow efficient packaging within the vehicle. The V-6 has a die-cast lightweight aluminum alloy block with cast-in-place iron cylinder liners. Made with a centrifugal spin-casting process, the thin-wall liners are high in strength and low in porosity. The block incorporates a deep-skirt design with 4 bolts per bearing cap for rigid crankshaft support and minimized noise and vibration. The 3.5L V-6 uses a high-strength steel crankshaft for minimum weight.

A new cooling control spacer positioned in the water jacket surrounding the cylinders helps to maintain consistent operating temperature. Plateau honing of the cylinder lining further lowers the friction level between the pistons and the cylinders by creating an ultra-smooth surface. This 2-stage machining process uses 2 grinding processes instead of the more conventional single honing process. Plateau honing also enhances the long-term wear characteristics of the engine.

Pistons/Connecting Rods
Designed with special "cavity-shaped" crowns, the pistons help maintain stable combustion and contribute to stratified-charge combustion. Ion-plated piston rings help reduce friction for greater operating efficiency. The compression ratio is 11.5:1. Heavy-duty steel connecting rods are forged in 1 piece and then the crankshaft connecting rods are "crack separated" to create a lighter and stronger rod with an optimally fitted bearing cap.

Cylinder Heads/ Valvetrain
Like other Acura V-6 powerplants, the RLX Sport Hybrid engine's 4-valve cylinder heads are a single-overhead-camshaft design, with the cams driven by the crankshaft via an automatically tensioned toothed belt. Made of low-pressure cast, low-porosity aluminum, each cylinder head incorporates a new "tumble port" design that improves combustion efficiency by creating a more homogeneous fuel-air mixture. An integrated exhaust manifold cast into each cylinder head reduces parts count, saves weight, improves flow and optimizes the location of the close-coupled catalyst.

i-VTEC Valve Control System
The RLX Sport Hybrid V-6 engine combines Variable Cylinder Management (VCM) with Variable Valve Timing and Lift Electronic Control (VTEC), which changes the lift profile, timing and lift duration of the intake valves. A switching mechanism allows each cylinder to operate with low-rpm valve lift and duration or high-rpm lift and duration. The rear cylinder bank's valve gear can also leave all intake and exhaust valves closed to maximize fuel efficiency during cylinder deactivation.

The "intelligent" portion of the system is its ability to vary valve operation based on the driving situation and engine rpm. At low rpm, the VTEC intake valve timing and lift are optimized (low lift, short duration) for increased torque, which allows a wide range of 3-cylinder operation. As engine rpm builds past 5,000 rpm, the VTEC system transitions to a high-lift, long-duration intake cam profile for superior high-rpm engine power.

Variable Cylinder Management ™ (VCM™)
The RLX Sport Hybrid engine employs Acura's Variable Cylinder Management (VCM) cylinder deactivation technology. The VTEC system combines with Active Control engine Mounts (ACM) to allow the VCM system to operate with 3 cylinders in a wide range of situations to maximize fuel efficiency and lower emissions. When greater power is needed, the system switches seamlessly to 6-cylinder operation. With the strong power output of the Direct Injection RLX engine, a 4-cylinder operating mode (as used on the port fuel injected 2013 RDX) is not needed.

During startup, aggressive acceleration, or when climbing hills - any time high power output is required - the engine operates on all 6 cylinders. During moderate-speed cruising and at low or moderate engine loads, the system operates just the front bank of 3 cylinders.

The VCM system can tailor the working displacement of the engine to match the driving requirements from moment to moment. Since the system automatically closes both the intake and exhaust valves of the cylinders that are not used, pumping losses associated with intake and exhaust are eliminated and fuel efficiency gets a further boost. The system combines maximum performance and maximum fuel efficiency - 2 characteristics that don't typically coexist in conventional engines.

VCM deactivates specific cylinders by using the i-VTEC (intelligent Variable Valve-Timing and Lift Electronic Control) system to close the intake and exhaust valves while the Power Control Module (PCM) simultaneously cuts fuel to those cylinders. The spark plugs continue to fire in inactive cylinders to minimize plug temperature loss and prevent fouling induced from incomplete combustion during cylinder re-activation.

The system is electronically controlled, and uses special integrated spool valves in the cylinder heads. Based on commands from the system's electronic control unit, the spool valves selectively direct oil pressure to the rocker arms for specific cylinders. This oil pressure in turn drives synchronizing pistons that connect and disconnect the rocker arms.

The VCM system monitors throttle position, vehicle speed, engine speed, automatic-transmission gear selection and other factors to determine the correct cylinder activation scheme for the operating conditions. In addition, the system determines whether engine oil pressure is suitable for VCM switching and whether catalytic-converter temperature will remain in the proper range. Importantly, the drive by wire control is able to finely match torques in 6-cylinder and 3-cylinder combustion modes, making the transition between the 2 virtually unnoticeable.

Direct Injection System
Conventional engines using multi-port fuel injection mix fuel and air before they enter the combustion chamber. With direct injection, fuel is injected directly into each combustion chamber. This allows for better combustion and overall efficiency.

The RLX V-6 engine is the first application of direct injection for an Acura vehicle in the United States. The system features a compact, high-pressure, direct-injection pump that allows both high fuel flow and pulsation suppression, while variable pressure control optimizes injector operation. A multi-hole injector delivers fuel directly into each cylinder (not to the intake port, as in conventional port fuel injection designs).

The multi-hole injectors can create the ideal stoichiometric fuel/air mixture in the cylinders for good emissions control. Theoretically, a stoichiometric mixture has just enough air to completely burn the available fuel.

Based on the operating conditions, the direct-injection system alters its function for best performance. Upon cold engine startup, fuel is injected into the cylinders on the compression stroke. This creates a weak stratified charge effect that improves engine start-up and reduces exhaust emissions before normal operating temperature is reached.

Once the engine is fully warm for maximum power and fuel efficiency, fuel is injected during the intake stroke. This helps create a more homogeneous fuel/air mix in the cylinder that is aided by the high-tumble intake port design. This improves volumetric efficiency, and the cooling effect of the incoming fuel improves anti-knock performance.

Active Control Engine Mounts and Active Sound Control
A new, more powerful 28-volt Active Control Engine Mount system (ACM) is used to minimize the effects of engine vibration as the VCM system switches cylinders on and off. The 28-volt ACM is a key factor in the VCM's broad range of operation in the new RLX. Sensors alert the Electronic Control Unit (ECU) to direct ACM actuators positioned at the front and rear of the engine to cancel engine vibration. In the cabin of the RLX, an Active Sound Control system further reduces low frequency sound relating to the function of the VCM system. (See Interior section for more information.)

Vibration Reduction Technology
Since the RLX Sport Hybrid's gasoline engine can be shut down during certain driving conditions (idle stop), it incorporates measures to mitigate engine vibration during restarts. Compared to the 2-wheel-drive RLX, the RLX Sport Hybrid has unique intake cam profiles that close the intake valves later, effectively lowering the compression ratio at startup to reduce vibration. To further reduce vibration, the electrically actuated hydraulic Active Control Mounts (see above) are synchronized with engine start-up. A dual-mass flywheel helps further reduce engine vibration when the gasoline engine is in operation.

Drive-by-Wire Throttle System
The RLX doesn't use a conventional throttle cable, but instead has smart electronics that "connect" the throttle pedal to a throttle valve inside the throttle-body. The result is less underhood clutter and lower weight, as well as quicker and more accurate throttle actuation. Plus, specially programmed "gain" between the throttle pedal and engine offers improved drivability and optimized engine response to suit specific driving conditions.

Acura's Drive-by-Wire throttle system establishes the current driving conditions by monitoring throttle pedal position, throttle valve position, engine rpm and road speed. This information is used to define the throttle control sensitivity that gives the RLX's throttle pedal a predictable and responsive feel that meets driver expectations. There are 2 different throttle profiles available in the RLX. When the transmission is in "D" (Drive) the drive-by-wire system uses the normal profile. When the Sport mode is engaged by pressing the Sport button located near the shift lever, the system changes the throttle map to enhance response feel.

Direct Ignition and Detonation/Knock Control
The RLX's Power Control Module (PCM) monitors engine functions to determine the best ignition spark timing. An engine block-mounted acoustic detonation/knock sensor "listens" to the engine, and based on this input, the PCM can retard the ignition timing to prevent potentially damaging detonation. The 3.5L V-6 has an ignition coil unit for each cylinder that is positioned above each spark plug's access bore.

Close-Coupled Catalysts and Variable Flow Exhaust System
The exhaust manifolds of the 3.5L V-6 are cast directly into the aluminum cylinder heads to reduce weight, decrease parts count, and create more underhood space. The result of this casting design is that the 2 primary catalytic converters are positioned much closer to the combustion chambers. High-efficiency next-generation precious metal catalytic converters are mounted directly to the exhaust port of each cylinder head to enable extremely rapid converter "light-off" after the engine starts. A significant weight savings is realized by eliminating traditional exhaust manifolds.

Downstream of the close-coupled catalytic converters, a hydroformed 2-into-1 collector pipe carries exhaust gases to a secondary catalytic converter located under the passenger cabin floorboard. This high-flow secondary catalytic converter has a large inlet and outlet to enhance exhaust flow. To balance the engine's need for quiet operation at low rpm and higher flow at high rpm, the RLX's dual exhaust system incorporates a variable flow rate feature. Pressure-operated exhaust valves in each silencer are closed in normal operation, reducing exhaust noise by as much as 8 dB. When the driver demands more performance from the RLX, rising exhaust gas pressure opens both valves. The additional exhaust flow ads 5 horsepower to the engine's peak output.

Emissions Control
The 2014 RLX Sport Hybrid utilizes a higher amount of precious metals in its under-floor catalyst to meet CARB LEV III SULEV 30 emissions standards.

A number of advanced technologies are factors in the emissions performance. The unique cylinder head-mounted close-coupled catalytic converters light off more quickly after engine start up, and a 32-bit RISC microprocessor within the powertrain control module (PCM) boosts computing power to improve the precision of spark and fuel delivery.

The RLX's V-6 engine features Programmed Fuel Injection (PGM-FI) that continually adjusts the fuel delivery to yield the best combination of power, low fuel consumption and low emissions. Multiple sensors constantly monitor critical engine operating parameters such as intake air temperature, ambient air pressure, throttle position, intake airflow volume, intake manifold pressure, coolant temperature, exhaust-to-air ratios, as well as the position of the crankshaft and the camshafts.

To further improve emissions compliance, the 3.5L V-6 makes use of an after-cat design exhaust gas recirculation (EGR) system that allows cleaner, cooler EGR gas to be fed back into the intake system. An EGR system, especially 1 that delivers a cleaner/cooler charge, reduces pumping loss for better fuel efficiency.

1-Touch Start System
To ensure consistent starting, the RLX has a 1-touch start system that maintains starter engagement until the engine starts. Should the driver release the Start button before the engine starts, the system will start the vehicle. Simply push the Start button (with the fob in the vehicle) and the engine will automatically start up.

Noise & Vibration Control
With its 60-degree V-angle and compact, rigid and lightweight die-cast aluminum cylinder block assembly, the 3.5L V-6 powerplant is exceptionally smooth during operation. Other factors that help reduce engine noise and vibration are a rigid forged-steel crankshaft, die-cast accessory mounts, and a stiff cast-aluminum oil pan that reduces cylinder block flex.

Idle Stop Feature
Idle stop stops cylinder combustion and cylinder activation, eliminating fuel use when the vehicle is stopped, such as at traffic light or in heavy traffic conditions. The engine is restarted by the 35-kilowatt front motor-generator using energy from the lithium ion hybrid battery pack. Unlike some competing systems, the engine restart is extremely smooth and refined, practically undetectable to the vehicle's occupants.

7-Speed Dual-Clutch Transmission (DCT)
To maximize performance and fuel efficiency, the RLX Sport Hybrid has a standard 7-Speed Dual-Clutch Transmission (DCT). In the 7-speed DCT, 1 clutch controls the odd gears while the other clutch controls the even gears. This arrangement allows gear changes with a much smaller interruption in power to the wheels, resulting in millisecond-quick shifts. Compared to a conventional manual transmission, the operation of the clutches and shifting mechanisms are electronically controlled, eliminating the need for a clutch pedal or shift lever. Compared to a conventional automatic, the torque converter and its mechanical inefficiencies are also eliminated. The DCT transmission in the RLX Sport Hybrid also features a 17-percent wider ratio range than the 6-speed automatic transmission in the RLX with P-AWS.

Gear Ratios RLX with P-AWS
(6-speed AT) RLX Sport Hybrid SH-AWD
(7-speed DCT)
Low 14.276 15.732
2nd 8.903 9.851
3rd 6.310 7.281
4th 4.527 5.534
5th 3.206 4.090
6th 2.361 3.014
7th - 2.228
RVS 9.644 13.110
Final 4.25 3.579
Ratio Range 6.05 7.06

Electronic Gear Selector
In the RLX Sport Hybrid, a conventional console-mounted shift lever is replaced with an all-new Electronic Gear Selector fully electronic, shift-by-wire gear selector. Park, Neutral and Drive are selected with the push of a button. Reverse is selected by pulling back a dedicated switch. Indicator lights near the buttons indicate the mode selected. As an added safety feature, if the vehicle is brought to a stop in Drive, the system will automatically select Park if the driver's seatbelt is unbuckled and the driver's door is opened.

Transmission Modes
When in Drive mode, the 7-speed dual-clutch transmission can be controlled steering wheel-mounted paddle shifters. While traveling up or down hills, Grade Logic Control alters the transmission's shift schedule to reduce shift frequency and improve speed control. A shift map in the transmission computer continually measures throttle position, vehicle speed and acceleration/deceleration, and then determines when the vehicle is on a hill. The shift schedule is then adjusted to hold the transmission in lower gears to boost climbing power or to provide engine braking when traveling downhill.

Shift Hold Control keeps the transmission in its current (lower) gear ratio when aggressive driving is detected, as in the case of decelerating at a corner entry. Shift Hold Control leaves the chassis undisturbed by excess shifting and ensures that power will be immediately available (without a downshift) at the corner exit.

The RLX Sport Hybrid features Sport and Normal modes. A selector button located on the center console allows the driver to toggle between the 2 operating modes. Normal mode is aimed at overall energy efficiency. Sport mode, by contrast, puts greater emphasis on the driving experience, delivering a more responsive and direct feel. Sport mode offers more aggressive and sporty shift mapping, engine rpm "blips" on downshifts, while VCM and idle stop functions are cancelled. All of the transmission logic systems work together to automatically alter shift timing based on driving conditions.

Temporary Manual Operation in "Drive"
Whether in Drive or Sport mode, special transmission logic programming allows the use of the steering-wheel-mounted paddle shifters. When the driver operates the steering wheel-mounted paddle shifters while in Drive, the transmission responds to the driver's shift command and then returns to its normal fully automatic mode if further paddle shift inputs are not made within a given time. This special logic makes it easy for the driver to command a quick downshift without leaving the comfort of Drive mode. When in Sport mode, use of the paddle shifters puts the transmission into full manual mode that remains until another mode of operation is selected.

Manual Mode
By pressing the "Sport" button located near the gear selector button, Sport mode is engaged. This mode offers automatic operation with more aggressive shift mapping. A pull on the racing-inspired paddle shifters (mounted on the steering wheel) places the transmission in fully manual mode. A digital display in the instrument cluster indicates which gear the transmission is in. The system reverts to normal fully automatic mode if further paddle shift inputs are not made within a given time.

Sport Hybrid Super Handling All-Wheel Drive (SH-AWD)
The RLX Sport Hybrid is the first production vehicle to employ an electric version of Super Handling All-Wheel Drive (SH-AWD). Previous mechanical versions of SH-AWD had the ability to vary the amount of power sent to the rear axle, and to also vary rear power distribution between the left and right rear wheels via a longitudinally mounted drive shaft and rear differential with twin electronically controlled clutch packs.

In the RLX Sport Hybrid, the driveshaft and rear differential of a conventional all-wheel drive system is eliminated, replaced by twin 27-kilowatt (36 hp) electric motors that independently drive the left and right rear wheels. Each motor can also capture regenerative braking energy and apply negative (regenerative braking) torque to further enhance cornering capability.

Independent distribution of torque to all 4 wheels is a key feature of SH-AWD and its ability to enhance both dynamic handling and all-weather traction. When cornering, more positive (drive) torque is applied to the outside rear wheel, while negative (regenerative braking) torque can be applied to the inside rear wheel. This torque differential creates a yaw moment, producing sharper turn-in, more linear cornering, enhanced traceability and improved steering response with reduced understeer tendencies. In addition, since the system doesn't rely on the gasoline engine for torque, electric SH-AWD can create a larger torque difference between the left and right rear wheels, even during small throttle applications, at low engine speeds, or even during deceleration (such as lifting throttle mid-corner). This substantially magnifies the positive handling benefits of SH-AWD across a much wider range of driving conditions.

Power Drive Unit (PDU)
The Power Drive Unit, packaged in the center of the vehicle beneath the center console, dictates the power management strategy of the Sport Hybrid SH-AWD system, including motor power and battery recharge.

Intelligent Power Unit (IPU)
The Intelligent Power Unit is positioned above the Twin Motor Unit, behind the rear seatback. The IPU contains the hybrid system's lithium-ion battery, 12-volt DC/DC converter, junction board, and Electronic Control Units (ECU) for the motors and the battery. The IPU is air-cooled via an integrated fan unit that draws air from inside the vehicle cabin via an intake duct located beneath the rear seats.

1.3-kWh Lithium-Ion Battery
The RLX Sport Hybrid's advanced 72-cell lithium-ion battery has 29 percent greater power density and 5 percent greater energy density compared to the lithium-ion battery in the ILX hybrid.

Front Electric Motor
A single 35-kilowatt (47 hp) electric motor is integrated with the 7-speed DCT. The motor's operating temperature is optimized by a temperature-controlled flow of Automatic Transmission Fluid (ATF) through the motor housing. By tightly controlling the motor temperature, the motor's torque output (both drive and regeneration) can be improved up to 100 percent.

Twin Motor Unit (TMU)
The RLX Sport Hybrid's Twin Motor Unit (TMU) is located in between the rear wheels, where a differential on an all-wheel-drive vehicle is typically mounted. Inside its die-cast aluminum housing are 2 electric motors positioned back-to-back. Each 27-kilowatt (36-horsepower) motor powers a single rear wheel and can also apply negative torque to the same wheel. A clutch allows each motor to be decoupled from its wheel in certain operating situations to improve efficiency.

Electrically Powered Air Conditioning Compressor
Since the RLX Sport Hybrid engine has an idle-stop feature, it is equipped with an electrically powered air conditioning compressor. This allows continuous air conditioning operation even when the gasoline engine is shut off.

Hybrid System Safety
To maximize passenger safety, the hybrid system components are positioned in well-protected areas of the vehicle. In the event of a collision that triggers the airbags, an automatic high-voltage circuit interrupt in the Intelligent Power Unit cuts power to the hybrid system.

100,000 Mile Tune-up Intervals
The RLX's 3.5L V-6 requires no scheduled maintenance for 100,000+/- miles or more, other than periodic inspections and normal fluid and filter replacements. The first tune-up includes water pump inspection, valve adjustment, replacement of the camshaft timing belt, and the installation of new spark plugs.

Maintenance Minder™ System
To eliminate unnecessary service stops while ensuring that the vehicle is properly maintained, the RLX Sport Hybrid has a Maintenance Minder™ system that continually monitors the vehicle's operating condition. When maintenance is required, the driver is alerted via a message on the Multi-Information Display (MID).

The Maintenance Minder™ system monitors operating conditions such as oil and coolant temperature along with engine speed to determine the proper service intervals. Depending on operating conditions, oil change intervals can be extended to a maximum of 10,000 miles, potentially sparing the owner considerable expenditures and inconvenience over the life of the vehicle. The owner-resettable system monitors all normal service parts and systems, including oil and filter, tire rotation, air-cleaner, automatic transmission fluid, spark plugs, timing belt, coolant and more. To avoid driver distraction while the vehicle is being operated, maintenance alerts are presented on the MID when the ignition is first turned on.

2014 ACURA RLX: BODY

Design Concept
Bristling with technological advances in lighting, aerodynamics and construction, the 2014 RLX Sport Hybrid SH-AWD body has the technology to match its athletic and sophisticated design. Lightweight and aerodynamic, the body provides outstanding collision protection, confidence-inspiring high-speed stability, and exceptional fuel efficiency.

The RLX's dynamic body design combines a sleek overall shape, "aero-fused" cabin silhouette, and close tolerances for the wheel wells and body-panel gaps for a high degree of elegance and aerodynamics. The styling begins with a dynamic front-end featuring the RLX's signature Jewel Eye™ LED headlights, a substantial presence that imparts a look of power and confidence, while also proving highly aerodynamically efficient, providing powerful down the road illumination and even encompassing advanced pedestrian safety features.

Decisive character lines start alongside the hood, sweep over the front wheel arches, and then along the body sides. The body sides feature decisive character lines that subtly rise along the lower body sides, dramatically changing the light reflections and creating an especially dynamic visual signature for the RLX.

This athletic and sophisticated look is complemented by a flowing, aerodynamically sleek cabin design. Referred to by Acura designers as an "aero fused shape," the cabin is wide but also extremely aerodynamic, allowing both a roomy interior and a quiet ride quality as air slips smoothly over the cabin's flush-mounted available acoustic glass and other drag- and turbulence-reducing design details.

The wheel-arch hems use a much smaller gap to the tire than on the RL - and also a much smaller gap than is typical for the segment. This results in a more poised, integrated and finished look for the RLX side profile. The wheel-arch hems are also beautifully finished, adding to the sense of quality. Likewise, the hood, door and trunk-panel gaps are carefully controlled, with the aggregate effect that the RLX is immensely well crafted.

Beneath the vehicle is a sophisticated series of aerodynamic aids that further smooth airflow. These include an engine undercover, left and right floor covers, left and right mid under covers, and a rear under cover.

The rear of the RLX body is also dynamic, and here the cabin is noticeably wider than either of the outgoing RL or the RLX's primary competitors, lending a look of soliditydue to the wider overall body and track widths.

Additional model-exclusive design cues for the RLX Sport Hybrid include a dark chrome-plated grill insert and redesigned lower front bumper fascia with integrated LED fog lights and turn signal indicators. The RLX Sport Hybrid has exclusive 19-inch, 10-spoke alloy wheels and "Hybrid" badging on the front fender. Also, SH-AWD badging replaces the P-AWS badge on the right rear portion of the trunk lid.

7 different exterior colors, including 4 metallic and 3 pearl, are designed to complement the exterior shape and the way light defines it.

The RLX Sport Hybrid utilizes numerous aluminum components to lower the overall vehicle mass by 76 pounds, which helps to improve acceleration, steering and handling response, road-holding, braking performance, fuel efficiency, emissions, and crash safety. Aluminum components include the front and rear bumper beams, front fenders, hood, steering column mounting beam, floor pan, and door skins.

Exterior Dimensions
The 2014 RLX Sport Hybrid is larger than the previous RL model in several key exterior dimensions, including width, wheelbase, and front and rear track. In overall length, the RLX measures 196.1 inches - just 0.2 inches longer than the previous model; however its wheelbase, at 112.2 inches, is a full 2 inches longer, providing more rear passenger room and improved the ride quality.

At 74.4 inches wide, the RLX is a substantial 1.8 inches wider than the previous model, contributing to the RLX's more spacious interior - now with an impressive 36.4 inches between seating rows - its more confident visual presence, and improved handling stability.

At 57.7 inches high, the RLX is just 0.4 inches taller than the model it replaces.

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2014 RLX Sport Hybrid SH-AWDS     2014 RLX with

P-AWS     2012 RL

Seating Capacity     5     5     5

EPA Passenger Volume (cu. ft.)     102.1     102.1     99.1

Cargo Volume (cu. ft.)     12.0     15.3/15.1 (Krell Audio and Advance packages)     13.1

Head Room (in.) Front/Rear     37.6/36.9     37.6/36.9     38.4/37.2

Leg Room (in.) Front/Rear     42.3/38.8     42.3/38.8     42.3/36.3

Shoulder Room (in.) Front/Rear     59.6/57.0     59.6/57.0     58.5/56.1

Hip Room (in.) Front/Rear     55.9/54.5     55.9/54.5     55.1/54.0

Length, in.     196.1     196.1     195.9

Width, in. (excluding door mirror)     74.4     74.4     72.6

Height, in.     57.7     57.7     57.3

Wheelbase, in.     112.2     112.2     110.2

Track, F/R, in.     64.3/64.2     64.3/64.2     62.4/62.0

Front overhang, in.     39.2     39.2     41.3

Rear overhang, in.     44.7     44.7     44.3

Among its competitive set, the new RLX is longer and wider than the Audi A6, BMW 5 Series, Lexus GS series, and Mercedes-Benz E-Class.

Competitor Summary
The chart below summarizes the RLX's exterior dimensions compared to key competitors.

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    Acura RLX     Audi

A6     BMW

5 Series     Lexus

GS 350     Mercedes-Benz

E-Class

Length, in.     196.1     193.9     193.1     190.7     191.7

Width, in.     74.4     73.7     73.2     72.4     73.0

Height, in.     57.7     57.2     57.6     57.3     57.9

Wheelbase, in.     112.2     114.7     116.9     112.2     113.2

Track, F/R, in.     64.3/64.2     64.1/63.7     63.0/64.1     62.0/62.6     63.0/63.7

Waiting Status
When parked and locked, the folding exterior mirrors retract, the security alarm system is armed, and the RLX goes into standby mode, waiting for its owner to return. Then when the driver (in possession of the key fob) approaches the vehicle, it unlocks the driver 's door (or all doors if so programmed). When the driver opens the door to be seated, the RLX adjusts the seat and steering column to the preset positions, actives the instrumentation and sets the other features such as climate-control and audio-system presents to match the driver.

Body Rigidity
Static and dynamic rigidity and rear lateral stiffness are all improved versus the RL and even compared to the RL-X with P-AWS. Static bending rigidity is up 53 percent and torsional rigidity is up 47 percent compared to the previous RL model (1 percent up from the RLX with P-AWS). In addition, rear lateral stiffness and the torsional rigidity of the rear upper damper mounting points are up 107 percent and 63 percent, respectively, compared to the previous RL (and up 25 percent and 12 percent when compared to the RLX with P-AWS).

High-Strength Steel
To increase stiffness and rigidity in key areas without increasing weight, 55 percent of the RLX body is made from high-strength steel, including the strategic use of ultra-high strength "hot stamped" 1500Mpa steel

The percentages of different steel grades used in the RLX body include:
Steel grade Designation Percentage used in body
1500 Mpa Hot-stamped high-strength steel 7%
980 Mpa Hot-stamped high-strength steel 7%
780 Mpa High-strength steel 6%
590 Mpa High-strength steel 31%
440 Mpa High-strength steel 2%
340 Mpa High-strength steel 2%
270 Mpa Normal steel 45%

Hot Stamped Steel
Ultra-high strength "hot stamped" 1500 Mpa steel is used in key areas for enhanced safety collision performance, particularly in narrow offset, side impact and roof strength tests. The hot-stamp steel is used in these areas:

Side sills
Side roof
A pillar and roof edge to C pillar
B pillar

Aluminum Body Components
Extensive use of aluminum in key areas saves 76.1 pounds compared to traditional all-steel construction, providing high strength with light weight that directly benefits ride, handling, fuel efficiency, emissions reductions and safety. The biggest weight savings from a single component comes from the use of an aluminum hood, which saves 19.6 pounds compared to a steel hood. Aluminum body components include:

Hood
Front bumper beam
Front fenders
Floor tunnel bar
Rear bumper beam
Steering-column hangar beam
Front door skin
Rear door skin

Aluminum Hybrid Construction Door
The RLX doors are a hybrid construction utilizing aluminum outer panels for lighter weight and steel inner panels for stiffness and crash safety performance. Together, they provide for increased stiffness with a weight reduction of 24.3 pounds compared to all-steel doors.

The front doors are constructed of 4 parts, while the rear doors are constructed of 5 parts. The steel inner panel uses a special high-corrosion-protection zinc, aluminum and magnesium plating – 11 percent aluminum, 3 percent magnesium and 86 percent zinc – to assure that electrolytic corrosion does not occur between the 2 metals. This plating gives the steel inner panel 10 times the resistance of traditional zinc galvanized plating.

The outer aluminum skin and steel inside panels are joined with an Acura-first "curl forming" process for high-strength and durability.

Class-Leading Aerodynamics
More than 800 wind-tunnel tests were conducted to improve vehicle aerodynamics values. As a result, the new RLX will have class-leading lower coefficient of lift (CL) and lower coefficient of drag (Cd).

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Feature     Function     Benefit

Lower front spoiler     Improves aerodynamic force     Cd and front CL improved, steering capability improved

Front end     Improves engine cooling     Cd and front CL reduced

Front bumper     Side wake reduced     Cd reduced

A-pillars     A-pillar vortex reduced     CL reduced

Aerodynamic 3D cabin     Reduced eddying at A-pillar     Cd improved, wind noise reduced



Under covers



    Engine undercover

    Non-woven fabric floor under covers (first Acura use)

    Mid under covers

    Rear undercover



    Smoother underbody airflow     



Cd and rear CL improved

Front and rear strakes     Side wake constrained     Cd reduced



Rear bumper

    Reduction of air entrapped at rear of vehicle     



Cd and CL reduced

Trunk lid     Trunk downwash and vertical eddying reduced     Cd and rear CL reduced, stability increased

Sound Insulation
Engineers paid particular attention to reducing interior noise, an effort that extends to literally every aspect of the vehicle 's design and engineering – from aerodynamics and powertrain engineering to insulators and the selection of finishing materials – all play a part in the RLX 's improved interior quietness.

To achieve a premium level of interior quietness, the RLX receives an unprecedented amount of acoustic material in key areas. The list includes:

Carpet back surface
Inside front/rear door lining
Inside A-pillars
Inside C-pillars
Roof area behind moonroof opening
Floor sills
Inside trunk lid
Rear deck
Rear bulkhead
Rear wheel wells

To mitigate additional sound from the hybrid drive motors, the RLX Sport Hybrid features additional application of sound deadening materials in rear passenger floor and trunk floor insulators.

Acoustic Door Glass
The RLX Sport Hybrid uses laminated, sound-insulating acoustic glass for all door glass, providing an extra measure of wind and road noise attenuation (same as RLX with P-AWS Technology and higher grades). The glass is 4.7mm thick and includes an acoustic membrane that helps attenuate frequencies above 1,600 Hz, resulting in an improvement of up to 14.7 dB over the previous model 's 5mm thick tempered door glass.

Jewel Eye™ Headlights
The 2014 RLX Sport Hybrid features Acura Jewel Eye™ LED headlights, which utilize a dual-stacked array of high-intensity LED lamps to deliver outstanding light distribution, and class-leading distant irradiation performance and light characteristics with a wavelength close to the human eye 's luminosity curve. With 2 rows of 5 "Jewel Eye" lights per headlight, the LED lights provide improved down the road visibility compared to HID and halogen headlights.

On each side of the RLX, the low beams consist of 4 LED lights, while the innermost high beams utilize a pair of larger LED lights. The daytime running light (DRL) function is shared by the low-beam lenses, with the 8 individual lenses clearly and dramatically visible even in bright sunlight. Altogether, they create a dramatic and distinctive appearance with superior lighting capability.

*For full details, download the "2014 Acura RLX Sport Hybrid Press Kit" by clicking on the link above.

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2011TL (12-05-2013), a35tl (12-06-2013), getakey (12-05-2013), Guitaryojedi (12-05-2013), hondamore (12-05-2013), and 3 others liked this post.

12-05-2013, 10:27 AM

#804

getakey

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wow - I'm impressed

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12-05-2013, 11:57 AM

#805

hondamore

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Absolutely everything I wanted to know - thanks as always TSX69!!

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12-05-2013, 01:41 PM

#806

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This all sounds great and I'm excited but let's remember it is a marketing piece. I am really looking forward to real world driver reviews. I hope they live up to the hype in the the press release.

The only disappointment I find in the press release is that the trunk capacity is 3 cf. smaller than the PAWS version. I guess this is to be expected because of the batteries but one of the draw backs of the current RL is the smallish trunk space.

Can't wait till i can actually drive this "beast" and see how the handling compares with the current SH-AWD RL that is my current ride.

Thanks for posting the Press Release.

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12-06-2013, 02:56 PM

#807

TSX69

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AutoMotoTube

Very thorough walk around of the Advance. I am not fond of the new gray upper dash instead of black but it does not look too bad. The new woodgrain has a more realistic appearance IMHO.

My pet peeve of unassigned buttons to the left of the steering wheel still exist - I know one of them is for head light washers that Canada gets but still no clue what the other one does. For $65k it would have been nice if Acura went ahead & threw everything they had available.

Finally get to see the quad exhausts I keep reading about.

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12-09-2013, 06:33 AM

#808

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AutoNews

Acura Gets More Out of RLX Hybrid Motors

Acura has taken its RLX sedan, strapped to a 3-motor hybrid system that gooses horsepower to 377 from 310 with the added benefit of all-wheel drive, and transformed its vanilla full-sized luxury sedan into a stronger competitor.

The basics: Under the hood of the RLX Sport Hybrid is the same 3.5-liter direct-injection V-6 as the base RLX, but it gets a 7-speed, dual-clutch transmission mated to an electric motor. When combined with the 2 hybrid motors linked to the rear wheels, it creates "the most powerful Acura ever built."

The electric motors in Acura's hybrid system are designed to do more than boost power and save fuel. During cornering, the motors also power a torque-vectoring system that sends positive torque to the outside rear wheel and braking torque to the inside rear wheel. In theory, this creates an "optimal yaw moment," or more precise turn-in.

The hybrid motors allow the car to cruise in "EV mode" at up to 50 mph, with the gasoline engine off and transmission uncoupled. At cruising speed when the engine is running, cylinder deactivation maximizes fuel economy.

Many hybrids kill the engine when the car is at a full stop, but the engine's restart can often be abrupt and jarring. The RLX has active engine mounts and a changed camshaft profile to reduce that shock. Under braking, the rear motors provide regenerative power to the lithium ion battery.

The hybrid system is similar to what will be installed on the NSX supercar that comes in 2015.

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Acura's new flagship

The RLX Sport Hybrid's all-wheel-drive system uses a pair of electric motors to drive the rear wheels.



     2014 Acura RLX Sport Hybrid    2013 Lexus GS 450h

Wheelbase    112.2 in.    112.2 in.

Length    196.1 in.    190.7 in.

Width    74.4 in.    72.4 in.

Height    57.7 in.    57.9 in.

Curb weight    4,312 lbs.    4,190 lbs.

Base engine    3.5-liter V-6    3.5-liter V-6

Total system horsepower    377 hp    338 hp

EPA mpg    28 city/32 hwy.    29 city/34 hwy.

Base price*    N/A    $60,510

           

* Includes shipping

Standard equipment in the RLX Sport Hybrid includes 2 information screen displays and a 14-speaker stereo.

Notable features: Because it's a front-wheel-drive car, the RLX has acres of legroom compared with its rear-wheel-drive competition. Acura claims its LED headlights have longer, wider and more defined "throw" of light than the high-intensity discharge lamps of the competition.

The hood, door panels, fenders and bumper beams are made from aluminum instead of steel, saving 76 pounds. The traditional gearshift has been replaced by 4 buttons, with reverse gear requiring a finger-pull upward to activate.

Standard features include a power moonroof, paddle shifters, retracting mirrors, rain-sensing wipers, keyless entry, 2 information screen displays, navigation with live traffic, 12-way power front seats, 14-speaker stereo with satellite radio and Pandora Internet radio, 19-inch aluminum wheels with in-wheel resonators that reduce noise by 7 decibels and a head-up display that shows speed, turn-by-turn navigation and other status reports.

Safety features include: 7 airbags, hill-hold brakes, blind-spot warning and wide-view backup camera. Optional safety features available as a package include lane departure warning, adaptive cruise control with "low speed follow" and a collision warning system with automatic brake activation.

What Acura says: The sport hybrid system allows the RLX to combine takaburi, which translates to "smart exhilarating luxury," with inomama, which means "handling at the will of the driver," said Hitoshi Aoki, the vehicle's chief engineer.

Compromises and shortcomings: The awd system is fwd at heart, and with a 57/43 weight distribution, the front-heavy car's corner-entry handling still tends to understeer -- despite a front double-wishbone suspension. The RLX's on-center feel is vague, even in sport mode, with at least 15 degrees of steering wheel play before any real reaction occurs. The brakes are oddly numb at high velocities, yet choppy at parking lot speeds. Even though the RLX is the automaker's only platform not shared with a Honda-badged product, the interior cannot escape its Honda roots and lacks the panache of the Lexus GS' stylish bamboo-trimmed interior.

The market: Acura will announce pricing closer to its spring 2014 launch, but expect the RLX Sport Hybrid to compete closely with the Lexus GS 450h, Mercedes-Benz E400h and BMW ActiveHybrid5. The typical customer is a 48-year-old man in a household that earns more than $200,000.

The skinny: The idea is V-8 performance with 4-banger fuel economy, and the reassurance of well-planted all-wheel drive.

It doesn't quite accomplish any of the above but comes close. At a price point likely around $60,000, that may not be good enough to win customers of prestigious luxury brands over to Acura's "smart luxury."

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12-09-2013, 07:12 AM

#809

TSX69

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MotorTrend

1st Drive:
2014 Acura RLX Sport Hybrid SH-AWD

The enthusiast's takeaway of the Acura RLX Sport Hybrid SH-AWD is that it's a fat version of the future NSX, except with too many doors (2 too many); too many seats (3 too many -- or 4, depending on the audience); and too much trunk space (12.0 cu. ft., more than 3 less than the front-drive RLX because of a 1.3-kW-hr lithium-ion battery). Plus, the engine and electric motors have been positioned in the wrong places.

Of course, the all-wheel-drive RLX is not the NSX. It's not even an AWD vehicle in the traditional sense. Automotive convention has taught us that AWD systems have a baseline torque split between the front and rear axles (i.e., a 50/50 f/r split) with an available dynamically adjusting range (25/75, 10/90, etc.) that supports maximum grip and performance over a variety of road conditions. The unifying key is there's a single source routing the power around.

The RLX's Sport Hybrid Super Handling All Wheel Drive takes a completely different and fascinating approach. The front wheels have their own power source, as do the rears. When starting slowly from a stop, 2 rear e-motors (1 for each wheel) are responsible for propelling the car with no contribution from the front engine. A gentle right foot will coax the big sedan up to 15 mph on battery power alone, and by then, any speed higher in electric drive is a tough proposition. With sufficient battery charge and after engine assist, the car can cruise at slightly higher city speeds (think 30-40 mph) on the rear e-motors at the expense of greater energy draw, and therefore, fleeting e-drive. The RLX can, in certain situations, be RWD.

It can be FWD too. Backtracking to the slow start scenario, the back wheels will eventually need assistance as the battery runs down. While passing 15 mph, the 3.5-liter V-6 takes over and turns the RLX into a front-driver. It's FWD at a high-speed highway cruise as well, where the engine (the V-6 has a different intake cam profile and no belt-driven A/C compressor compared to the regular RLX) can operate more efficiently. It's a comfortable highway runner, quiet, with just whiffs of tire noise from the 245/40-19 Michelin Primacy MXM4s. With enough electrons in the battery, the car can cycle between engine-on FWD and engine-off RWD, depending on speed and driving load. You can watch the power shuffle in digitized graphics in the head-up display or on the 8-inch center screen.

Finally, here's the entire reason why it's called Sport Hybrid SH-AWD: Hard acceleration and cornering bring AWD into the fold, empowering a peak combined system output of 377 hp. The front e-motor integrated into the fresh-out-the-oven 7-speed dual-clutch automatic transmission is primarily supposed to be a generator and help recharge the battery, but it can provide up to 47 hp when the car requests full power. It dives out of the gate thanks to an AWD launch, good power from low to top end from the advantageous switch from the e-motor to engine powerbands, and the blink-of-an-eye DCT shifts. We're estimating a 0-60-mph time in the high fours, but seat of the pants says it could be a mid-4-second car (the FWD RLX tested out to 5.8 seconds). 1 caveat: The rear e-motors' 10.383:1 reduction ratio and 11,000 max rpm mean they declutch from any acceleration duties near 80 mph.

Much fuss has been made about the torque vectoring abilities, where the rear e-motors can accelerate or decelerate either back wheel independently of 1 another to help rotate the car into corners. Fundamentally, when driving quickly through curves and assuming there's adequate traction, it's in an AWD or RWD vehicle's best interest to try to "overdrive" the outside rear wheel, whether mechanically through the driveline or by timely braking of the inner rear wheel to induce usable yaw.

Since the RLX's rear end is fully electrically powered, the Sport Hybrid SH-AWD system has lightning-fast reaction times and isn't constrained by the amount of air being pumped into the engine. It's fascinating because the AWD setup is programmed to be proactive with pivoting the car onto and keeping the desired driving line. Radical off-throttle torque vectoring and active slowing of the inner rear wheel with regenerative rather than friction braking translates into the car aggressively turning even during periods of lift-throttle. Customarily, a front-biased vehicle without these features, on drop throttle with the sudden load shift to the front tires, defaults to understeer.

Instead, this RLX dances like a much smaller sporty car. Driven in Sport mode, the DCT is willing to downshift and hold gear without driver prompting. The rack-assist electric power steering is accurate but we'd welcome more feedback. An Electric Servo Brake system yields a very stiff brake pedal that simultaneously helps mask the handover from initial regenerative to more powerful hydraulic braking. We're looking forward to testing 1 to see if the back end can step out as much and as long on and off power as our early drive foreshadows (hint: a lot).

We honestly can't imagine the RLX not being the 1st to market with Sport Hybrid SH-AWD. The Acura flagship's lineage, of which the RLX is now entrenched, includes the pioneering Legend and SH-AWD-debuting RL. The family line is a proving ground for Acura's vehicular statements. Super-conservative styling aside, a car with Sport Hybrid SH-AWD, an estimated 30 combined mpg with 377 hp, a nicely trimmed cabin with gaggles of technology, and brand 1sts such as the DCT, electronic gear selector, head-up display, and variable accelerator-pedal effort is a natural fit.

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2014 Acura RLX Sport Hybrid SH-AWD

BASE PRICE     $60,000 (est)

VEHICLE LAYOUT     Front-engine, AWD, 5-pass, 4-door sedan

ENGINE     3.5L/310-hp/273-lb-ft SOHC 24-valve V-6 plus 1 47-hp/109-lb-ft front and 2 36-hp/54-lb-ft rear electric motors; 377 hp/377 lb-ft comb

TRANSMISSION     7-speed twin-cl auto, 2 1-speed autos (rear)

CURB WEIGHT     4300-4350 lb (mfr)

WHEELBASE     112.2 in

LENGTH X WIDTH X HEIGHT     196.1 x 74.4 x 57.7 in

0-60 MPH     4.8 sec (MT est)

EPA CITY/HWY FUEL ECON     28/32 mpg (est)

ENERGY CONSUMPTION, CITY/HWY     120/105 kW-hrs/100 miles (est)

CO2 EMISSIONS     0.65 lb/mile (est)

ON SALE IN U.S.     Spring 2014

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12-09-2013, 07:27 AM

#810

TSX69

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SFgate

2014 Acura RLX AWD
A Hybrid with 3 Electric Motors

Acura is nothing if not techno. Most cars, laden to the gills with the latest in computer technology, are now 2-ton versions of your iPad and so it’s no surprise that last week’s introduction of the RLX hybrid all-wheel-drive luxury sedan was steeped in the electronic arts.

The RLX launch (that’s what car companies call an introduction) started in a briefing room at the 4 Seasons Hotel in San Francisco. Each of the dozen or so invited auto scribes could watch the illustrated lecture on individual iPads placed on the writers’ desks or on a big flat-screen TV set to the right of whatever Acura official was at the lectern. On the drive north, up California Route 1 in a handful of new RLX cars, our route was provided in three ways – on the car’s nav screen, in a printed route guide (print? really?) and on an iPad sitting on the center console.

I mention all this not as a complaint – it’s hard to whine about driving a new luxo barge through some of California’s most spectacular coastal scenery while snow storms are snarling the Midwest – but just to underscore the techno theme engendered by this new car, and how Acura (read Honda, its corporate parent) is pinning its faltering sedan sales hopes on the ground-breaking high-tech hybrid systems of the new RLX hybrid “SH-AWD” (super handing all-wheel-drive).

The major innovation in all this is the addition of 3 electric motors (hence the hybrid designation) combining with the 3.5-liter V6 engine to put out 377 horsepower. 1 electric motor is embedded in the 7-speed dual-clutch transmission. 2 more motors are mounted in the rear of the car. It’s the 2 aft motors that are the key to how the RLX hybrid performs, says Acura.

“It’s the twin-motor unit that’s the most important part of all this,” said Carl Pulley, an Acura technology spokesman. When the car begins to move, Pulley said, it “uses only the rear electric motors.” Then the front-wheel-drive gas engine kicks in to give the car more impetus. Then it reverts to the rear-motors as speed picks up. When you accelerate strongly, all the motors and the gas-powered engine are powering the car.

The result is a fuel consumption rating of 28/32 mpg city/highway. The RLX’s sister car, an RLX with front-wheel-drive only and no hybrid system, gets 20/31 mpg city/highway. Acura says the new hybrid car will be in showrooms in the spring of 2014. Prices have not been released, but it’s a safe bet that the RLX AWD will be in the range of $61,000 or more.

On the road, much of the RLX hybrid’s techno mumbo-jumbo is deliberately camouflaged in the wrappings of the typical 21st century luxury sedan. You’re swaddled in leather and soothed by 14-speaker stereo. To reduce noise, Acura made the window glass thicker, among other things. Gear selection is now done with electronic buttons (a questionable design decision, given that most drivers are used to shifting gears with a console-mounted lever) and the center stack screen can show both the navigation route and the little blue and green squiggles that tell you what’s happening with the hybrid system’s innards. I was mesmerized by those little noodles of color, trying to figure out whether those rear wheels were being powered for these few seconds and then, when we slowed down, were regenerating electricity for the overall health of the car’s batteries.

Driving through the hairpin turns of the road out of Mill Valley toward Stinson Beach, it’s clear that the car handles well. I got a far better taste of how the RLX behaves when we switched drivers and my co-pilot, James, took over and, within about 10 minutes, made me realize that during my turn at the wheel I had been driving like the proverbial old lady (apologies to the 72-year-old distaff Corvette drivers out there.) James, who is also an auto writer, promptly punched the transmission into Sport mode and took off. He helpfully pointed out that the gearbox was doing its job correctly, downshifting at the right time as we approached a particularly gnarly turn, and I concluded that these test drives reveal far more when the driver is pushing the car close to its limits and, as in this case, knows what he’s doing. James drove for the rest of the day, which was fine by me. (A few years ago, I had a daylong drive in a Lamborghini LP640, with Lamborghini’s factory test driver, Valentino Balboni, at the wheel. At 1 point, he offered to let me drive. I quickly declined, figuring I was having a lot more fun watching him thrash this beast around Northern California than I would doing it myself.) Our RLX drive reminded me of that day.

Alas, as Acura freely points out, much as this car is fun to drive and will haul five people around the countryside in comfort, the sales figures for Acura sedans are woeful.

Acura’s target buyer, according to product planner Leo DaSilva, is a 45-to-50-year-old male, with a $200,000 annual household income. Typically, this guy might have an Acura MDX SUV for weekend kids-to-soccer-game duty but in most cases will be doing his weekday commute in a go-fast sedan made by another firm. Indeed, DaSilva said the RLX competes with Lexus GS series, Infiniti M, Mercedes-Benz E-class, BMW 5-series and the Audi A6.

This is how a year’s worth of sales, ending in October 2013, placed these competitors, according to figures compiled by goodcarbadcar.net: Mercedes-Benz E-class, 52,462; BMW 5-series, 43,701; Audi A6, 17,630; Lexus GS, 15,548; Infiniti M, 4,552; Acura RLX/RL, 3,780.

It’s well known in the industry that no matter how good a car you might build, there’s the somewhat ineffable aspect of auto-snobbery – buyers attach a certain prestige to symbols (the 3-pointed star of Mercedes, for example) and it’s difficult to get them to deviate.

On the other hand, there are some buyers who don’t need the symbol and might well opt for a car that isn’t often seen by the valet parking crews at the nation’s hotels and country clubs.

If that’s the case, the RLX AWD hybrid is well worth checking out.

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12-09-2013, 01:00 PM

#811

neuronbob

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1. Motor Trend says "We're estimating a 0-60-mph time in the high fours".

Holy shiz. What a way to enter the horsepower wars, Acura. *applause*

Maybe it really does need faster-looking sheet metal. Acura needs to borrow some designers from GM or Chrysler for the job. Except that one who designed the ZDX's exterior, then moved to GM....not her.

2. Michelin Primacy MXM4s? Really?

Edit:
3. SFGate says "Acura’s target buyer, according to product planner Leo DaSilva, is a 45-to-50-year-old male, with a $200,000 annual household income. Typically, this guy might have an Acura MDX SUV for weekend kids-to-soccer-game duty but in most cases will be doing his weekday commute in a go-fast sedan made by another firm."

I am mortified, no, terrified that I am now in the target age range for this car. *Bob checks for more gray hair*. We have the MDX's cousin, a Honda Pilot. I indeed perform my daily commute in a go-fast sedan made by another firm.

Last edited by neuronbob; 12-09-2013 at 01:08 PM.

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12-09-2013, 02:04 PM

#812

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Quote:

Originally Posted by neuronbob

With some aggressive tires (something quicker than the Primacy's) the RLX could hit the mid-4's to 60 - impressive indeed and MUCH MORE than adequate for my needs.

By the way Bob, no need to panic - I'm looking at the target age range in the rear view mirror and it's a wonderful road ahead.

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12-09-2013, 05:51 PM

#813

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Cnet

2014 Acura RLX Hybrid SH-AWD
Conquers the Turns & the Gas Pump

With its flagship sedans, formerly the RL and now the RLX, Acura has struggled to maintain parity with the likes of rivals Lexus and Mercedes-Benz. That difficulty had to do with Acura's insistence on a front-wheel-drive platform fitted with a V-6 engine, pitted against rear-wheel-drive V-8 cars, and relative size. Acura's flagship sedans tended to compare with 2nd-tier cars from the competition. Despite the large cabin and impressive Krell audio system, Acura stuck to its guns with the 2014 Acura RLX model.

The 2014 Acura RLX Sport Hybrid, however, sets itself apart through high-tech power and economy.

Sport and hybrid are 2 words that don't generally sit together comfortably in the automotive world. The underpowered Lexus CT 200h and Honda CR-Z attempted the combination, but only the Porsche Cayenne Hybrid really hit the mark. On an early winter day, Acura gave me the opportunity to see if the 2014 RLX Sport Hybrid lived up to its extended name.

To give you an upfront precis, the hybrid performance was excellent, and the sport enjoyable.

3 motors and an engine
Acura can claim some real innovation with the RLX Sport Hybrid's drivetrain, as it features a 3.5-liter direct injected V-6 engine driving the front wheels, like the standard RLX, then 3 electric motors and a 7-speed dual-clutch transmission rounding out the formula. 1 of the motors adds thrust to the front wheels, and the other 2 independently drive the rear wheels. That system is similar to what Acura has been developing for its new NSX sports car, although reversed, with the twin motors driving the front wheels and the gasoline engine at the rear.

By itself, the V-6 engine generates 310 horsepower and 273 pound-feet of torque. In the standard RLX, that's all you get. The front motor in the RLX Sport Hybrid, situated between the engine and 7-speed dual-clutch transmission, mixes in its 35 kilowatts. What Acura calls the Twin Motor Unit sits between the rear wheels, putting 27 kilowatts of power on each side. Acura specs total system output at 377 horsepower and a matched 377 pound-feet of torque.

Even with that big power output and an extra 350 pounds over the standard RLX, the RLX Sport Hybrid earns EPA fuel economy of 28 mpg city and 32 mpg highway.

Settling into the cushy driver seat, 2 elements I hadn't seen in the standard RLX stood out: a head-up display showed power-flow and other graphical information, and a set of buttons took the place of a conventional shifter.

I'm all for doing away with shifters in modern automatics, as these legacy pieces of hardware merely engage electronics, a job just as well done with buttons or dials. The RLX Sport Hybrid's drive buttons were big and easy to comprehend, and the only time I had to look at the console was when I wanted to put the car in Park. With familiarity, using the buttons would become second nature. As part of its sport nature, the car also featured steering-wheel-mounted paddles for manually shifting the transmission. And along with the P, R, N, and D buttons was a Sport button, affecting transmission and throttle response.

Tipping in the throttle, the RLX Sport Hybrid rolled out onto San Francisco city streets fully under electric power, emphasizing the gas-saving nature of the car. And I appreciated that Acura did not bother with an Eco mode; when it's not in Sport, Eco is the default.

Fiddling around the with the steering-wheel-mounted controls for the head-up display, I found a tachometer graphic, not so useful while suffering through city traffic, but it would prove its worth later in the day.

The electric power steering was tuned for luxury lightness, making it easy to spin the wheel around for parking maneuvers or a quick lane change. The luxury feel was enhanced with a couple of sound-insulation measures. Acura uses laminated glass for the windows and passive acoustic dampers in the wheels, both of which knocked down outside noise to a low murmur. The noise control set the stage for the Krell audio system, which makes use of 14 speakers to deliver very balanced music reproduction with a slightly fat sound, similar to that of classic Fender guitars.

2 displays and a dial
Acura's hard-drive-based navigation system comes standard in the RLX Sport Hybrid, featuring live traffic along with plan and perspective map views. The car also suffers from Acura's new cabin tech interface, which I haven't liked in any of my testing. The interface consists of an LCD at the top of the dashboard, a touch screen within easy reach of the driver, and another set of physical controls below the touch screen. This oddball system duplicates some controls and diverges others. As 1 example, when I cable my iPhone to the car, the touch screen only lets me browse through albums in a cover flow format, while the physical controls let me browse a traditional music library interface on the upper LCD.

Acura should have done away with the physical controls, and configured the touch screen, which has haptic feedback, to control all the navigation, audio, and phone functions shown on the upper LCD.

The RLX Sport Hybrid featured the usual audio sources, adding Pandora and Aha Radio app integration to the mix. 1 thing that surprised me, and which I need to explore further, was that the cabin tech interface seemed to let me choose albums, artists, and tracks from a Bluetooth-connected iPhone. That is a capability I had not previously seen through a Bluetooth connection.

Somewhat mitigating the luxury character of the car, a small pothole on a city street sent a big jolt into the cabin of the RLX Sport Hybrid. Acura cautioned me that I would be driving a preproduction model, but said that the driving dynamics were all production-ready. The car uses a fixed suspension, a fairly typical configuration for higher-end vehicles, and the tires were not particularly low-profile, so I was surprised by the jolt, but I didn't encounter any repeats of that severity.

Throughout my city driving, the engine tended to kick in when I took off from a stop, but it was barely noticeable, muffled by good vibration and sound deadening. When I watched the tach, I could see the engine shutting down as the car reached a steady speed, giving good hybrid performance.

The real value of this hybrid system came among the tight turns on Highway 1 north of San Francisco. Acura uses the Twin Motor Unit at the rear wheels to enact torque vectoring, twisting the outside rear wheel in a turn harder than the inside wheel, and sometimes even applying negative torque to the inside wheel. Getting on the throttle and pushing the car hard in a turn, I could feel this system bringing the back end of the car around, helping negotiate the turn.

This torque vectoring is a very cool and unique feature, and involved some insanely complicated development from Acura.

The 7-speed dual-clutch transmission also did its part to justify the car's Sport label. Using the paddles, it gave me quick, snappy gear shifts. Leaving it in automatic Sport mode, it downshifted when I hit the brakes ahead of a turn to keep the engine power up.

However, holding the RLX Sport Hybrid back from competing with the AMGs and Ms of the world was its somewhat floaty suspension and the anemic power delivery from the drivetrain. That latter piece will be something of concern for those anticipating the upcoming NSX model. Acura remained vague about the actual 0 to 60 mph time in its presentation and materials, only seeming to put it on par with the BMW 535i.

When I stepped into the throttle, the engine gave forth with an enjoyable growl but the actual progress forward felt sedate. I wasn't pinned to my seat back and I didn't feel like there was an elephant sitting on my chest. The RLX Sport Hybrid happily took off down the road with very little drama, the dual 377 power specifications making themselves little felt.

7-day driver
Only a few A-type personalities really look for hard-ore aggressive performance from a large sedan, and their needs are well taken care of by BMW, Mercedes-Benz, and Audi. The 2014 Acura RLX Sport Hybrid's appeal comes more in its high-tech features and fine fuel economy than in any track day fantasies. The complex drive system should certainly help out in slippery conditions, and there is little arguing with a 30 mpg average for a large sedan. The available power works well enough for average traffic conditions and roads.

Acura includes a host of driver assistance features in model's equipped with the Advance package, such as adaptive cruise control, a blind-spot monitor, and lane-departure warning. But none of these features breaks new ground.

As a luxury roller, the ample space in the RLX Sport Hybrid's cabin is very notable. A solid package of cabin tech features incorporates some rudimentary app integration, while the Krell audio system remains a highlight. However, I could never see myself growing to like the oddly complicated cabin tech interface.

The 2014 Acura RLX Sport Hybrid will be hitting showrooms by next summer. Pricing is not available yet, although Acura suggested it would fall somewhere between $55,000 and $65,000.

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12-09-2013, 07:42 PM

#814

getakey

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seems like torque vectoring is getting a lot more attention in the RLX than it ever did in the 2G

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12-09-2013, 08:59 PM

#815

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am I the only person who noticed that electric motors stop helping the car around 80mph? that means the acceleration goes bye bye.

How about that 12 foot trunk, what are you supposed to do with that?

I hope this baby can dance on the skid pad, otherwise, I am not impressed for the 60+ they are about to ask for it.

I really was hoping this thing can use those motors for more than stop light races.

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12-09-2013, 11:57 PM

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Quote:

Originally Posted by 037

By the time you reach 80mph, you're already pulling away rapidly from the Hyundai Genesis next to you and so cutting out the electric motors only seems fair.
Seriously, the motors add the instant low-end torque that is needed off the line until the VTEC can shine, then they save battery power for the torque vectoring SHAWD (unavailable in the Genesis).
To be fair, the Genesis does win handily in the number of trips to the gas stations, so kudos for that.

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12-10-2013, 05:54 AM

#817

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The SH has rear electric motors that provide "instantaneous torque" but the torque figure has only increased by 1 from the FWD. Am I missing something?

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12-10-2013, 06:40 AM

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2014 Acura RLX Sport Hybrid 1st Drive

A Laudable Technical Achievement for Hybrid Die-Hards
Published: 12/10/2013 - by James Riswick, Automotive Editor

The Acura RLX has had a rather inauspicious rookie year. After its initial public introduction, the subsequent reviews were, as 1 Acura representative plainly described, "positive to neutral. Nobody hated it."

Not exactly a standing ovation, and as we concluded in our Acura RLX road test, "Acura is going to have a tough time keeping its flagship on customers' radar."

The 2014 Acura RLX Sport Hybrid is a much-needed new player on a struggling team. It faces an uphill battle for reasons we shall explain later, but its revolutionary powertrain and other innovative technologies nevertheless deserve attention and even praise. If the RLX Sport Hybrid is at the very least a glimpse into Acura's future, there is plenty of light on the horizon.

A New Kind of Hybrid
This is not a hybrid as you've come to know them. There is a gasoline-fueled engine, a battery pack and some electric motors to be sure, but their novel arrangement and execution result in far more than simple fuel savings.

It starts with the same 3.5-liter direct-injected V6 with i-VTEC and cylinder deactivation found in the regular, front-wheel-drive RLX. Output is almost identical at 310 horsepower and 273 pound-feet of torque. The road forks from there.

Instead of the base car's traditional 6-speed automatic, or even a CVT (continuously variable transmission) as found in many gasoline-electric cars, the RLX Sport Hybrid features a 7-speed dual-clutch automated manual (DCT) that makes its debut in a Honda-Acura product. Though touted for the performance benefits of its quick shifts, the DCT was ultimately chosen because it leaves plenty of room for an electric motor.

Integrated within the DCT and connected to the front wheels via a clutch is a 35-kilowatt (47 hp) electric motor. Like those found in most other hybrid applications, this motor supplements the V6 during acceleration, provides regenerative braking and resupplies the 1.3-kWh lithium-ion battery pack with electricity.

Electric All-Wheel Drive
From there, things get really interesting. Though the RLX Sport Hybrid wears the same Super Handling All-Wheel Drive (SH-AWD) badge as the MDX, TL and old RL, the system it refers to here is entirely different.

Rather than the mechanically based system that uses a conventional driveshaft to send power to the rear wheels, the Sport Hybrid uses a pair of 27-kilowatt (36 hp) electric motors. Packaged together in what Acura calls a Twin Motor Unit (placed where the differential would be), each motor sends power to its own rear wheel.

Like the original SH-AWD that introduced the term "torque vectoring" to many a car enthusiast's lexicon, the Twin Motor Unit delivers more torque to the outside wheel while cornering for sharper turn-in, reduced understeer and the general feeling of a car implacably glued to the road. Imagine the way a tank turns and you'll be on the right track: no pun intended.

The results are amplified in this new SH-AWD iteration, as the electric motors can create an even greater torque difference through the use of regenerative braking. In other words, one side can accelerate while the other is braking. Torque vectoring even occurs when the throttle isn't applied, so you get the same corner-taking abilities regardless of what your right foot is doing.

On the twisting coastal roads north of San Francisco, the RLX Sport Hybrid indeed stuck with tenacity, demonstrating a neutral character that gives way to rear-biased, effortless torque as you power out of a corner. An Audi A6 Quattro that Acura provided for comparison purposes felt almost antiquated. Understeer may have been similarly quelled, but the swift kick from behind was missing. So, too, was the whip-around effect afforded by torque vectoring.

The Most Powerful Acura Ever
The Twin Motor Unit is more than a handling aide, however, as it also works in concert with the front axle's V6-motor combo to provide a combined output of 377 hp and 377 lb-ft of torque. That makes the RLX Sport Hybrid the most powerful production Acura ever built.

The elaborate ballet among its power sources that occurs during acceleration and deceleration (and sometimes both simultaneously) can be broken down into several driving modes. When launching with light or moderate throttle, power comes from the rear motors only, momentarily creating a rear-wheel-drive car. The engine and front motor join the party once the car is under way. Cruising at lower speeds is handled by the rear motors, while the engine alone carries the load at highway speeds. All 4 wheels are also engaged when the car senses slippery conditions.

The transitions among these modes are commendably seamless. Specifically, when the engine automatically starts or stops (be it at a light or under way), electronically controlled engine mounts help eliminate vibration, while the Active Noise and Sound Control systems quell uncouth noises. The engine noise that does filter into the cabin is not only subdued, but possesses the sort of pleasing audible qualities we've come to expect from Honda engines. In contrast, a Lexus GS 450h is loudly unpleasant when pushed, with a more intrusive engine start-up made worse by a droning CVT.

A Pedal That Pushes Back
Paired to the Sport Hybrid SH-AWD system is a new Reactive Force pedal designed to increase the likelihood of matching the EPA-estimated 30 mpg combined (28 city/32 highway) by adding varying degrees of resistance to the gas pedal. Just as a variable-assist power steering system will increase effort as speeds rise, the Reactive Force pedal retards its reactions at lower speeds to benefit fuel economy and in slippery conditions to maintain traction. It will also push against the driver's foot should the available collision-sensing and -mitigation technologies detect an impending crash.

For those who don't relish the thought of such HAL 9000 powers, the Reactive Force pedal is deactivated when Sport mode is engaged (another item unique to the Sport Hybrid). Other parameters altered in Sport include enhanced SH-AWD involvement, additional engine intervention for more power, disabled cylinder deactivation and auto stop-start, and an increased tendency to downshift with accompanying throttle blipping. The latter is of particular note, as the RLX does a bang-up job of dropping down a gear or 2 under braking, limiting the need to utilize the wheel-mounted paddle shifters.

Unfortunately, the electric power steering system is unchanged when Sport is activated. The effort remains too light, with a detached feel and a lack of feedback that ultimately lets down the truly impressive handling capabilities produced by the trick electric hybrid system. It would be nice if the car's reactions could be felt through the hands as well as through the seat of your pants.

Unique Interior Features
Unlike other hybrids, the 2014 Acura RLX Sport Hybrid maintains the styling of its gasoline-only sibling. Subtle "Hybrid" and "SH-AWD" badges are the easiest tell, while keen eyes may spot the tiny LED foglights encased in orange markers on the lower fascia.

The handsome, well-crafted cabin is carried over as well, save for 2 key elements: an electronic gear selector on the center console and a head-up display. The gear selector is odd, and it's ergonomically awkward to use and bizarre in concept. There are push buttons for Park, Neutral and Drive, but Reverse is engaged with a switch you pull up. The standard head-up display (a first for Acura) features a power-distribution graphic. Perhaps it's a tad distracting, but it's fascinating to visualize the electric SH-AWD system doing its business.

Not surprisingly, there is another key difference found in the trunk, where space is eaten up by the battery pack. It's not a terrible penalty, though, as the remaining 12 cubic feet are only 3.3 less than the base car and, according to Acura, still capable of accommodating four golf bags.

Is It the RLX Savior?
In the end, this top-of-the-line RLX lives up to the "Sport" in its name. Its novel marriage of gas engine and electric motors proves that the term "hybrid" doesn't have to be solely associated with fuel misers. The idea of this concept being adapted for use in the forthcoming Acura NSX is tantalizing as well. Its biggest hurdle is the fact that hybrids are associated with fuel misers, and their buyers are principally concerned with three words: miles per gallon. Torque vectoring might as well be a greeting in Klingon.

The RLX Sport Hybrid's EPA estimate of 30 mpg combined is a definite improvement over the base RLX's 24 mpg estimate. It's also better than the Infiniti M35h (29 mpg) and Mercedes-Benz E400 Hybrid (26 mpg), and falls only a rather insignificant 1 mpg short of the Lexus GS 450h. Yet a Lincoln MKZ Hybrid is good for an EPA-estimated 45 mpg combined, while the Lexus ES 300h manages 40.

With that in mind, the Sport Hybrid doesn't seem destined to bolster the languid sales of the regular Acura RLX. It still possesses the same anonymous styling and a less prestigious badge than most of its competitors in the midsize luxury sedan segment. So while the 2014 Acura RLX Sport Hybrid may be a laudable technological achievement, it will likely have a tough time getting well-heeled buyers to appreciate it.

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12-10-2013, 07:34 AM

#819

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Quote:

Originally Posted by hondamore

Well, the 2015 Genesis 5.0 is expected to be around 50k msrp fully loaded with awd. Now say we compare it against a fairly loaded RLX with awd, maybe $65k msrp.

Now the 5.0 is expected to hit 60 in maybe 5 seconds or a little faster, by 100 the RLX is going to be so far behind you will wonder why you spent the extra $15,000. I guess you can now apply that $15,000 for the extra gas the Genesis is eating, or possibly towards the gas guzzler tax I feel it's about to get hit with.

Either way, it's not a compelling argument in the RLXs favor.

As of now, I am still considering my next car, believe it or not, here are the things on my mind currently:

2015 Genesis, RLX awd after it drops around 10k after 6 months, MDX, possibly TLX if it gets enough features from RLX awd

reference: http://www.caranddriver.com/reviews/...e-drive-review

Last edited by 037; 12-10-2013 at 07:46 AM.

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12-10-2013, 09:19 AM

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2014 Acura RLX Sport Hybrid SH-AWD Review

Acura answers the age-old question of "Why?" with the age-old answer, "Because it can" with the launch of its new, all-wheel-drive hybrid version of the RLX flagship sedan. The name of the car says it all, in that the hybrid system is there to provide all-wheel drive and, thus, the sport. If you check "hybrid" on the order sheet, the RLX is no longer a front-wheel-drive car. That doesn't make it a sport sedan, a term Acura assiduously avoids in describing the car, although it makes liberal use of the words "sporty" and "dynamic" as adjectives. In this context, Sport Hybrid means that 2 of the RLX's 3 electric motors straighten out its handling, virtually eliminating the benign understeer you'll find in the base front-wheel-drive car. This is not an über-high-fuel-mileage competitor for the Mercedes-Benz E250 BlueTec or BMW 535d xDrive turbo-diesels, although the RLX Sport Hybrid will cost about as much as the latter.

A showcase for Honda's engineering expertise
Befitting its complicated model/trim name, the Acura RLX Sport Hybrid SH-AWD is a technically intriguing car, showing Honda's engineering capabilities without regard to the question of whether anyone is interested in paying big money for it. Want to go green? There are options from Lexus to Cadillac to Mercedes-Benz if a loaded Tesla Model S is out of your price range. Want a premium sedan that's fun to drive? BMW, though highly diminished in its ability to deliver a true driver's car, remains the standard bearer, while the Cadillac CTS Vsport truly is more fun to drive. Want both? Really? Then perhaps this is the way to go. Perhaps.

The long-awaited RL replacement finally arrived last spring in the form of the RLX, a large premium sedan with an active rear-steer system that makes it a likeable Audi A6 alternative for Honda loyalists. While Acura still struggles to regain its Legend-ary (pun intended) glory, the brand is having some success as the purveyor of nicely done premium crossover/utilities, notably the new MDX.

V-8 performance with four-cylinder fuel efficiency
The RLX Sport Hybrid SH-AWD throws out the conventional driveshaft of the TL SH-AWD and instead uses 2 electric motors that torque-vector the rear wheels and provide gas-free power up to 50 mph. Up front is the familiar transverse 3.5-liter direct-injected i-VTEC V-6 with cylinder shut-off, but with another electric motor built in with the new transverse 7-speed dual wet-clutch transmission. The 3 motors use lithium-ion batteries, and the system adds 357 pounds to the weight of a FWD RLX with the Technology or Advance package. Either version is thoroughly equipped, and the Advance package includes Adaptive Cruise Control and the mildly autonomous Lane Keeping Assist System.

Acura claims V-8 performance with 4-cylinder fuel-efficiency, and indeed, the engine-motor combo produces 377 horsepower and 377 lb-ft, with EPA ratings of 28 mpg in city driving, 32 mpg on the highway, and 30 mpg combined. Those numbers better the front-wheel-drive RLX P-AWS by 67 hp, 105 lb-ft and 8/1/6 mpg. The 2 rear-wheel motors are packaged between the ample rear seat and the trunk's inner bulkhead, cutting into trunk space length slightly and eliminating the no-hybrid RLX's armrest pass-through opening. The Power Drive Unit is neatly tucked into the center console. A tire-inflation kit under the trunk floor panel serves as the spare.

There's no gearshift; just a set of buttons, including a kind of lever that you pull back for reverse, on the center console, plus paddle shifters affixed to the wheel.

On the road in sport mode
Press "drive" and pull out of the hotel parking lot entrance South of Market, and the electrically driven rear wheels push the car very quietly through stop-and-go traffic in the socially conscious City by the Bay. The electric motors continue low-speed cruising in EV-only mode for a few miles, effectively making the hybrid a part-time rear-wheel-drive model. How smugly satisfying is that?

The car steps out onto Highway 1 with full power on hand to cross north along the Golden Gate Bridge, and when 1 exits us off the freeway on toward the twisty coastal road to Stinson Beach, it's time to engage Sport mode. This cuts the start/stop function, combines the electric motors and the 3.5L engine for "power" acceleration, and sharpens the shift points … the usual stuff. In sport mode, operating the paddles makes an "M" appear on the instrument panel, so it would seem that it's a permanent manual mode. But the transmission sometimes intervenes, clicking off quick, well-timed downshifts on its own. It seems the high technology has gone to the RLX's head -- or its transmission at least, which is sure it can handle shifts better than the driver.

Acura's grand concept
Performance is exemplary. If not for the sound, it would be easy to think all this power and torque is coming from a smooth V-8. Now that V-8s are being phased into low-volume, specialty car status, Acura can be vindicated for its longstanding refusal and inability to develop its own 8-banger. Acura's "grand concept" for the RLX Sport Hybrid is Takaburi, or "exhilaration," and Inomama, which means "at the will of the driver." Acura product planning chief Lee DaSilva says the RLX Sport Hybrid has been designed to be "smooth handling and connected to the road." This is why it's "sporty and dynamic," though not a sport sedan. The RLX is smooth 1st, with the handling coming next in its list of priorities. The inside front and rear wheels provide regeneration in a corner, while the outside rear wheel puts down more power to get the car through the corner more crisply.

In spirited driving, the RLX Sport Hybrid is smooth and planted, and it grips the road with no audible complaints from the big, 19-inch tires. Find a reasonably open piece of Highway 1 far enough north of the city, and you can get the tail to rotate until stability control catches it. This isn't a wholly organic kind of oversteer, though. It feels as if the rear wheels are turning in ahead of the front wheels. The car feels more natural if you push it just short of the limit and let it corner with a neutral attitude. This probably won't matter to typical owners, some of whom won't even venture to explore the "sport" button. Those who do, however, will be a satisfied, if small, group.

The RLX Sport Hybrid SH-AWD prepares Acura enthusiasts for the return of the NSX, which will have a longitudinal V-6, in this case twin-turbocharged, and connected to a version of the 7-speed DCT with a built-in electric motor, plus 2 electric motors powering the front wheels. It would seem reasonable to amortize this complicated setup by applying a version of it to the more mainstream TLX (which replaces the TL and TSX next year), though it doesn't seem easy to make that pencil out in a less-expensive model.

Niche marketing
Acura's target market for the RLX Sport Hybrid is a married, 48-year-old male enthusiast of cutting-edge technology who works in financial services, real estate, or healthcare and has an average household income of $200,000-plus. Seems achievable, but the question is how many of these guys Acura will be able to capture. The hint is the RLX Sport Hybrid with the "base" Technology package will start somewhere around $60,000, and the Advance package will touch $65k when the car goes on sale next spring.

That's maybe $3000 more than a similarly equipped FWD RLX with P-AWS, which seems a pittance for all the complex technology it comes with. Conversely, the Sport Hybrid margin puts the Acura RLX in competition with a lot of interesting European, Asian, and American competition. With the RLX Sport Hybrid SH-AWD, it seems Acura has found another small, well-defined niche.

2014 Acura RLX Sport Hybrid SH-AWD
Base Price: $60,000(est.)
As Tested: $65,000(est.)
Powertrain
Engine: 3.5-liter DOHC 24-valve V-6 plus 35 kW front, 2 27 kW rear motors
Horsepower: 377 hp @ 6500 rpm
Torque: 377 lb-ft @ 4700 rpm
Transmission: 7-speed automatic?Drive: 4-wheel
Measurements
L x W x H: 196.1 x 74.4 x 57.7
Legroom F/R: 42.3/38.8
Headroom F/R: 37.6/36/9
Cargo capacity (without/with Krell audio): 15.3/15.1 cu ft
Curb Weight: 4312-4354 lb
EPA Rating (city/highway): 28/32 mpg

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George Knighton (12-10-2013)

12-10-2013, 09:56 AM

#821

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Quote:

Originally Posted by TSX69

The hint is the RLX Sport Hybrid with the "base" Technology package will start somewhere around $60,000, and the Advance package will touch $65k when the car goes on sale next spring.

That's maybe $3000 more than a similarly equipped FWD RLX with P-AWS, which seems a pittance for all the complex technology it comes with.

Encouraging! This will be affordable! :-)

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12-10-2013, 10:09 AM

#822

getakey

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Quote:

Originally Posted by db22

The SH has rear electric motors that provide "instantaneous torque" but the torque figure has only increased by 1 from the FWD. Am I missing something?

You'd have to compare the torque curve. FWD will have very low torque at start, whereas the hybrid will have 100% of available electric power torque at start

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12-10-2013, 10:24 AM

#823

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Seems like Acura may have finally found a way to silence the magazine racers with this car. Performance in a straight line seems promising and every review seems to praise the cars handling characteristics.

I guess my primary concern is that it is going to seem expensive compared to the Koreans, but may not carry enough brand cachet to go toe-to-toe with BMW or MB, though I suspect Audi might be getting a bit hot under the collar.

Boring as the exterior may be, it is certainly inoffensive and almost elegant in its simplicity. I think it would do great as a livery car of some kind.

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hondamore (12-10-2013)

12-10-2013, 11:28 AM

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Quote:

Originally Posted by db22

The SH has rear electric motors that provide "instantaneous torque" but the torque figure has only increased by 1 from the FWD. Am I missing something?

The torque from the engine is up by 1 (due to slightly different cam grinding I believe), but overall torque including the electric motors is up to 377 from 272.

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12-10-2013, 11:34 AM

#825

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Originally Posted by 037

reference: http://www.caranddriver.com/reviews/...e-drive-review

And just how often do you drive over 100mph, or even over 80 for that matter???
Regarding the price, if you can't afford an RLX, buy a Hyundai, nobody will think less of you.

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12-10-2013, 11:45 AM

#826

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12-10-2013, 11:53 AM

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12-10-2013, 11:58 AM

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If it only looked a bit sportier or more regal. I think ~$50K would be an excellent price. I'm afraid to see the MSRP for the TLX.

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12-10-2013, 12:25 PM

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2014 Acura RLX Sport Hybrid Review

Launched earlier this year, Acura’s new flagship sedan debuted with an innovative rear steering system that transformed its large front-drive platform into a surprisingly dynamic machine. Unfortunately, that’s not very sexy unless you’re an engineer.

FAST FACTS
1. A 3.5L V6 and 3 electric motors make 377 hp and 377 lb-ft of torque.

2. The RLX is the 1st Acura to use a new 7-speed dual-clutch transmission.

3. The new Sport Hybrid replaces the mechanical rear differential in Acura’s conventional SH-AWD system.

4. Fuel economy is rated at 28 MPG city, 32 MPG highway and 30 MPG combined, an improvement of 25 percent over the FWD model.

Combined with rather subdued styling, the RLX not only failed to scare the Germans, it made the notoriously conservative Lexus look like the wild child of the Japanese luxury trio.

To up the excitement, Acura has now launched a new version of the RLX complete with more power, better efficiency, a long list of brand-1st technologies and a revolutionary all-wheel drive system.

Called the RLX Sport Hybrid Super Handling All-Wheel Drive (SH-AWD), in many ways this car foreshadows the upcoming NSX with its powertrain a mirror image of what Acura’s supercar will use – minus a turbo or 2.

Supercar Engineering, Subdued Style

With that fancy new name, unfortunately, the RLX Sport Hybrid doesn’t get the looks to match.

Apart from its jewel eye LED headlights, there’s little drama to its design with only minor changes that include a modified front bumper with LED foglights and a dark chrome grille. Thankfully it does come standard with 19-inch wheels that are optional on the conventional model.

1 wonders if the brand’s beak fiasco backfired so significantly that there’s now a level of fear in Acura’s design department with no one willing to take a risk. As a result, the RLX blends in rather than standing out, a dangerous place to be in the luxury segment.

It’s still handsome, but it’s not exactly what you dream about parking in your driveway.

Quality of Materials, Simplicity of Design

Move to the inside of the RLX and there’s a similar level of puritanical influence in its design. It lacks the sumptuous warmth of a Lexus or the adventurous curves of an Infiniti and is in fact rather BMW-esque in its simplicity of design.

What makes the car’s cabin is the quality of materials. On Acura’s top-tier products Milano leather is offered as an upgrade over the standard cow hide. Here it’s standard.

A flagship model needs unique flagship features and Acura delivers. There’s more that’s new here than just a high-tech all-wheel drive system.

Change Gears With the Push of a Button

Gone is the conventional gear shifter, replaced with a new electronic gear selector with buttons for Drive, Park and Neutral and a pull trigger for Reverse. It looks like the sort of modern signature piece that will trickle down into all future Acura products and we hope it does. Far simpler than it looks, it’s intuitive and the buttons fall to hand perfectly – the 2nd time you drive the RLX, you’ll be operating the gear selector without looking at it.

Look out the front of the car and you can’t miss another new feature, the head-up display. We’ve griped about Acura’s implementation of electronics in past cars, with the graphics appearing dated. Here, they’re modern and crystal clear. In addition to displaying vehicle speed, there are screens for the tachometer, navigation instructions and the real time hybrid drivetrain display. During 2 days of testing in and around San Francisco, we never looked at the speedometer in the gauge cluster. Why don’t more automakers offer this?

The list of standard equipment is solid and includes 2 driver memory buttons, 12-way power seats with lumbar, an electric tilt and telescopic steering wheel, navigation, blind spot warning, forward collision warning, lane departure warning and keyless access with a push button ignition – something the Germans just love to charge extra for.

Only 1 upgrade is offered, the Advance package with a 14-speaker premium audio system, power rear sunshade, vented seats, heated rear seats, adaptive cruise control with low speed follow and lane keeping assist and an auto-brake feature.

There is, however, something missing from this cabin: an eco mode. This hybrid may deliver a claimed 30 mpg combined - we achieved just 22 during admittedly spirited driving - but Acura is focusing on the sport in Sport Hybrid.

Putting the Sport in Hybrid

A car of firsts for Acura, it’s the brand’s 1st true hybrid and it takes the technology to a new level. Under the hood is a 3.5-liter gasoline V6 mated to another Acura 1st: a 7-speed dual-clutch transmission. That unit also uses a 47-hp electric motor. 2 more electric motors join the powertrain package at the rear axle adding 36 hp per wheel for a combined 377 hp and 377 lb-ft of torque.

The evolution of Acura’s SH-AWD system, it does away with a mechanical rear axle to deliver amazing results. SH-AWD was the 1st system to distribute power left to right in the rear to improve cornering. With this new system, the speed of the wheels is fully independent of the engine so a greater difference in wheel speed side-to-side in the rear can be achieved.

Exploiting the technology fully, it’s also possible for the RLX to control the speed of the left and right rear wheels using regenerative braking, meaning the car can control rotation in a corner even when you’re not on the throttle.

Who’s Really Driving This Thing?

That sounds like the RLX is driving itself, but it’s only in the rarest of circumstances and the limits of grip that you ever get a hint that some complex algorhythm is helping out.

Considering the complexity of the system, it’s incredible how natural it feels from immediate throttle response to natural braking feel (never an easy feat in a regenerative system).

The sensation of one rear wheel pushing you through a corner isn’t as pronounced as with the old mechanical unit. In that sense it’s a little less dramatic to drive, though it also feels more controlled.

It’s rare that you need to worry about excessive throttle inputs, and there’s a reason for it. Another RLX novelty is what is called a “Reactive Force Pedal” that varies the throttle pressure required based on tire slip. In some ways a trick by Acura engineers, your ability to put down more power is hampered by a stiffer pedal as soon as the tires start to lose grip.

Fast and Smooth

In performance driving situations, it is sharp and intuitive and yet it can also coddle the driver with a smooth ride quality, excellent sound deadening and even a start-stop system that won’t startle you. That’s something Deutschland’s cars do all too often.

The RLX feels much smaller than it is and handles even better than you’d expect. The dual-clutch transmission is smooth shifting (even at low speeds) and in Sport mode gears down the second you touch the brakes. And when the rpms rise there’s a satisfying growl from the V6 engine.

Acura never provided a 0-60 time and that’s likely because you wouldn’t be impressed. Unfortunately it doesn’t feel as fast as 377 hp should.

Issues and Gripes

The car is not without its flaws, particularly issues tied to the transmission. We noticed a prolonged delay after hitting the reverse button to when the car would respond to throttle input. Also, on a few occasions hitting the Drive button was met with the sort of resounding clunk you might get shifting a pickup truck into reverse on a hill. We were told by Acura PR that these were pre-production models and that some small issues may not yet be sorted out. We certainly hope these are among them.

If there are any other issues with the car they’re related to the space required by the hybrid components. 1 of the presumed advantages of this hybrid system is the lack of a driveshaft connecting the front and rear axles. However, that space is simply replaced by what Acura calls a “Power Drive Unit.”

As a result, there’s still a large hump in the center of the rear floor. Combined with a large bump in the center seat, this large luxury sedan (the largest in its class) is really only comfortable for 4. Plus, packing luggage for that many won’t be easy as the lithium-ion battery pack in the rear of the car encroaches on trunk space, leaving just 12 cubic feet; less than what you’ll find in any compact car these days.

The Verdict

The best Acura in quite some time, it’s a flagship model packed with exclusive technologies for the brand and for the industry. Acura lacks the cachet of traditional German luxury names but with the RLX Sport Hybrid, it offers real driving enjoyment and the “gotta-have-it” factor of ground-breaking technology the Germans are usually known for. If it only had a more compelling design, the RLX might have more of a chance at shaking up a segment that’s as established in the automotive world as Warren Buffett is in venture capitalism.

Pricing has yet to be released but with Acura hinting that a fully-loaded model could cost around $65,000. If that proves true, the biggest trick up Acura’s sleeve might not be its Sport Hybrid SH-AWD or the feel behind the wheel, the impressive efficiency or even the high-tech features but delivering all of these in a value package.

LOVE IT
Engaging drive
Unique features
Impressive grip, power and fuel economy

LEAVE IT
Small trunk
Really only room for 4
Transmission issues

Reply Like

12-10-2013, 12:59 PM

#830

neuronbob

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Love the reviews. This previous RL owner is happy. Only the exterior styling needs a change IMHO, but this car definitively remains on my radar for the next time I'm car shopping. I'll be the guy to experiment with what happens to the electric motors on the rear when the car is above 80 mph and I'm in a sweeping turn.

(Yes, I know they turn off.)

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12-10-2013, 06:19 PM

#831

037

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Quote:

Originally Posted by hondamore

And just how often do you drive over 100mph, or even over 80 for that matter???
Regarding the price, if you can't afford an RLX, buy a Hyundai, nobody will think less of you.

I won't be answering the first question and for your second, I will just inform you that I was driving a 2009 Acura RL CMBS with 3,000 mi on it in January 2009. That was sold for just under 30k at around 56,000mi mark. Thank you for your concern, please enjoy your 7 year old MDX.

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12-10-2013, 06:19 PM

#832

037

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Quote:

Originally Posted by neuronbob

(Yes, I know they turn off.)

I assume it will just brake the inner wheel like the rest...

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12-10-2013, 08:43 PM

#833

JM2010 SH-AWD

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Quote:

Originally Posted by 037

reference: http://www.caranddriver.com/reviews/...e-drive-review

End of the day: it's still a Hyundai.

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12-10-2013, 09:14 PM

#834

Timmy18

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Noisy electric motors... you can hear them whistling in every out-of-car shot in the AutoGuide video.

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12-10-2013, 09:33 PM

#835

getakey

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here you go

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12-10-2013, 09:58 PM

#836

037

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Quote:

Originally Posted by Timmy18

Noisy electric motors... you can hear them whistling in every out-of-car shot in the AutoGuide video.

you should be ok inside the car with thick glass and active noise cancelling. Chances are the people around you won't know it either as you pass them.

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12-10-2013, 10:07 PM

#837

TSX69

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