Byer2021, thanks for asking. I’ve only had the 2020 for 1 day short of 3 weeks but I have noticed a couple of differences. Compared to the 2008 the 2020 doesn’t have turbo lag. The turbo is always ready to blast away instantly in the 2020. The 2008 was interesting to drive because of the surging affect of turbo-lag below 3000 rpm. When you hit the hammer, with the 2008, there was instant acceleration but the loud turbo would only spin up above 3000 rpm. This caused a noticeable surging feeling as the turbo would kick-in and kick-off as the gears changed. I liked that feeling and was quite use to it. No such surging with the 2020. There is one continual endless power surge as the rpms are kept in a small range gear change to gear change. As the gears very quickly and smoothly shift by, the 2020 feels like the turbo is on continually during hard acceleration. I’m sure the newer RDX is faster accelerating, quieter, better handling, more powerful and a lot more fun to drive. Passing power 45 to 75 mph is far better in the 2020. I must say I’m very impressed so far and as modern as the transmission is, the suspension is even further ahead. However, when I’m asked about the 2020 I usually answer by saying “It’s the best stereo I’ve ever driven.“ I really enjoy listening to ripped music In it.

 

Thank you. Great info. Enjoy your new RDX. I will wait for the 2021 my. All I know is the colour choice Apex Blue with Ebony interior. My location is Toronto.

 

Well, I only drove a loaner Tech for a day, but that included a fun curvy road not far from home. Both the Tech and my Advance handle it well, but the Advance corners flatter and feels a bit more composed in sharp transients. I always drive in Sport.

I used to like rock hard suspensions, but supple and composed is pretty nice.

 

At this point in my life, I can't really justify Sport+ for more than short fun runs, and I can hardly tell the difference between comfort and sport. I wanted the adjustable dampers because it sounded like a neat multi-personality option, but my younger brain was probably making that decision. I still think it's neat, but I don't really need it.

That makes me a little sad, actually.

 

I couldn't really tell if the adaptive dampers were working either, because I didn't know what to look for.

The springs in the car absorb road bumps, but without shocks/dampers the car would keep bouncing like a kids toy. The purpose of shocks/dampers are to bring the bouncing under control very quickly. If the shock was very stiff, it would defeat the purpose of springs and make for a very jolting ride. And a very soft (or defective) shock makes for a very bouncy ride, which can make you nauseous, as well as making it difficult to control the car.

Rather than having a fixed damping ability, It seems that the RDX's adaptive dampers can change the damping ability based on the type of road, and the setting of the "Driving Mode Switch".

Now knowing that, I drove down a road at about 80 Kph (50 Mph) (an empty road of course) and started rocking the steering wheel left and right. In comfort mode, each deviation of the wheel seemed to get the car swaying in greater amounts. In Sport+ mode, there was very little body roll/sway as I moved the steering back and forth.

My WAG, is that the sensors can determine (for example) if only one shock is being compressed, it must be because of a bump, but if the 2 right sides are being compressed and the 2 left wheels are being unloaded, then the car must be cornering. The stiffness of the shocks is adjusted accordingly. In that way the RDX can still smooth out bumps, but stiffens up when cornering.

I'm sure a two RDX's (one with adaptive dampers, and one without) could take a highway exit ramp at the same speed without rolling or sliding (i.e both care capable of the same lateral G's), but the one with adaptive dampers would let you swerve to avoid a pothole, without causing any body roll/sway which could upset the center of balance and cause a rollover.

I have had my Platinum Elite for over a year now, and I am still amazed at how it handles curves. It easily beats out my 2012 Subaru Legacy Limited with low profile tires. If you have the courage to push the pedal down in these curves, the SHAWD will make cornering even better.

(Note: The Legacy was equipped with a thicker rear sway bar in 2013 to improve it's handling)

 

In the past about 2/3 of people claim they can notice smoother ride with dampers set to comfort (on vehicles so equipped). There is still a significant number who notice no difference. To each his own, but I'd like to try them for myself.

 

i've never been conscious of a difference. without having two cars to test side-by-side, it's hard to know what it's doing.
once, when driving on a straight highway, i toggled between comfort and sport back and forth. i was able to feel extra vibration in my seat when on sport. but that was only if i really paid attention to what i was feeling. aside from that, i don't think i'll ever consciously be aware of the difference.
i've also tried taking an off-ramp at high speed in the different modes, and i didn't see much difference between modes.
but based on what RDX-Rick is saying, i'm going to try driving in zig-zag next time and see if that's where it makes the difference.

 

Sorry, had to laugh at this.

If some of us literally have to zigzag the car to feel the damper change, the design goal might be a little too subtle for actual, real world driving.

 

Just to clarify my original description of Active Dampers (or shock absorbers).

The purpose of springs in a car are to absorb impacts from raised bumps and sunken potholes on the road. The dampers are used to smooth out the bouncy springs and bring the car back to a stable state after a bump initiated the bouncing.

Remember that damping rate is a function of time. All shocks can be compressed but shocks with a high damping rate will take longer to do so. For example, assume you had two shocks fresh out of the box, one stiff and one soft. If you extended both of them to their maximum length, and then tried to compress them again (both with the same pressure) the soft shock would compress noticeably faster than the stiff shock, but both of them will eventually fully compress.

If you put these "stiff" shocks on a car, they will slow down the compression rate of the springs, which will make potholes seem more jolting.This is a case were soft shocks create a softer ride.

Assume we have two identical cars, except that one has stiff shocks, and the other has soft shocks. When we go around a curve at high speeds, the cornering forces will cause body roll, and place more weight on the shocks/springs of one side of the car. After a few seconds in the curve, both soft, and stiff shocks will be compressed by the same amount, and both cars will be able to go around the corner at the same speed. You wouldn't see any difference as long as the driver took the curve smoothly and the radius of the curve did not change causing the driver to change the direction of the wheel.

Things become different when these two cars are driving a slalom course with constantly changing directions. The vehicle switches weight from one side to another causing body roll. As mentioned earlier, a stiff shock will not compress as quickly, it might take 1 second to compress while the soft shock only takes 1/2 second. This means that the car with stiff shocks will not roll as much, before the steering is changed to the opposite direction. Keeping body roll (i.e. body leaning) to a minimum will help keep the center of gravity over the wheels and help prevent rollover, or reducing traction on the tires with the reduced weight. Also reducing the speed at which the weight transfers, reduces inertia, which is often seen as a vehicle swerving right and left in ever increasing amounts, until it eventually rolls over.

You could put stiff shocks on any vehicle to increase handling on twisty roads, but you would be sacrificing a soft, cushioned ride to do so. The RDX's adaptive dampers have sensors that can detect a pothole or raised bumps, and leave the shocks "soft" to absorb the impact. The sensors can somehow determine when a car is cornering (don't ask me how) and cause the shocks to stiffen in order to reduce body roll and increase handling.

My suggestion of zigzagging down the road is a safer way to demonstrate the effect than using a twisty road where you cannot see oncoming traffic.

Apparently not all RDX owners take twisty roads "at the limits", and they don't see the benefits of adaptive dampers. On the other hand if you are going down a straight road and have to swerve to avoid an animal, the adaptive shocks can really help to stabilize the rocking of the car, and help the drive maintain control. This benefit of active dampers is why I don't understand why they only work in Sport+ mode.

If you keep in mind that the science behind dampers/shocks, is to reduce the rate of change in motion, then I think owners will be able to see the effect of adaptive dampers like I finally did.

 

Am I reading this right? Are you guys unable to tell the difference between the settings on the active dampers?

It's not subtle.

If you take a right turn at moderate speed, you can feel it. It's SO much easier to stay in the correct lane (right lane --> right turn --> right lane) at speed if you have it in sport+. Sport is a lot better than Comfort. My Accord has 2-mode active dampers and it's the same effect. In both cars, it's a lot easier to make handling inputs mid-turn, and the car "pulls" to the left a lot less.

Also, Rick, your description seems to ignore the effects of the spring in the suspension. Even if two different dampers will eventually compress at consistent pressure, this is just unlike what happens in the real world, where the springs take over to create a limit and more pressure required as you approach that limit. Also, it's very easy to know if the car is cornering .. because you are steering?

Finally, you are confusing two different features of the active dampers. The constant adjustments are done always, regardless of drive mode. IDS mode just sets overall parameters, it doesn't control the system entirely. Oh, and the RDX definitely doesn't have any sensors that can detect impacts before they happen like a Mercedes. It just guesses. If you hit a pothole on an otherwise smooth road in Sport+, you're going to fee that impact 100%.

 

I notice that as well, but I believe that is the result of the SHAWD. The harder you press on the accelerator in a turn, the greater the effect is noticed.


I am aware of the effect of spring rates, and variable spring rates. Also the type and size of tires comes into effect as well. Since this was discussion on how our members can observe the effects of the active dampers, I made statements like
Thanks for that info. I had read that it only worked in Sport+ mode, and that is also the mode that it is most noticeable in.

I don't think that I suggested that, but maybe other readers may have assumed that.

You may be right, and the car simply makes use of the steering angle sensors, but my gut feeling is that it is more complicated than that. Without any proof at all, I am just guessing. Perhaps it could be as simple as using the roll sensors (part of the VSC system) to determine if the car is leaning in a turn.

 

Lots of valid and useful info.

Acura describes the system as being able to "immediately adjust suspension to either smooth the ride or sharpen handling according to driving conditions and IDS setting." I take that to mean it reacts to dynamic forces caused by road surface and/or driving style within user-selected IDS setting.

So, the more dynamic the inputs, the more involved the system becomes. This explains the zigzag test.. A more dramatic input = a more noticeable output.

Sport+ obviously has a firmer baseline feel, and this also explains (to me) why Comfort and Sport are hard to distinguish in casual driving. There's not enough going on to get noticeable intervention.

 

I guess one thing I would add is that the adaptive system does seem to soften "big hits" on bumpy roads. It's kind of a "have your cake and eat it too" situation: the flat cornering and dynamic transient response of a stiff suspension with the comfort and compliance of a soft suspension. With none of the wallow. And it should be noted that keeping the tires in contact with the pavement is pretty important during cornering, including bumpy pavement. That's part of what I mean by "composure".

As for sharp turn-in as it begins a turn, controlling body roll is helpful, but SH-AWD and the brake-based "agile handling system" also contribute. And don't neglect the positive effect of the relatively rigid chassis. All the suspension tuning in the world won't rescue a sloppy chassis, especially during transients ( zig-zags ).

But don't forget that the IDS setting also determines the amount of power steering assist; other things being equal, less assisted steering will feel tighter and more controlled, especially at high speeds.

 

Following is from the 2019 RDX Press Kit document https://hondanews.com/en-US/releases...ss-kit-chassis. Note the system adjusts in 0.002 seconds, and reacts differently in Comfort, Sport, and Sport+ mode (but this is from the same group that said they would update the Nav map every quarter...)
From my experience, the differences between Comfort and Sport are too subtle to be noticeable, although I will try the zigzag test next time I'm out. The difference in Sport+ however is very noticeable. On my usual trips through the roundabouts, the car stays flat throughout and much more responsive to the quirks in the road surface.


Active Damper System (ADS) (Advance Package)
New to the 2019 RDX in the Advance Package, the Active Damper System is part of the vehicle's Integrated Dynamics System (IDS) that also controls the Electric Power Steering (EPS), Drive-by-Wire™ throttle system, Vehicle Stability Assist™ (VSA®) and traction control. Controlled by a microprocessor using information from the Vehicle Stability Assist (VSA) system's wheel sensors, yaw/G sensor, engine rpm and torque, and steering angle, the Active Damper System can adjust every 0.002 seconds to adapt individual wheels to road surfaces.

The center console-mounted drive mode dial allows the driver to choose between Comfort, Sport, Sport+ and Snow modes. As directed by the driving mode controller, an electric actuator integrated into each damper governs hydraulic fluid movement inside the unit. Damper settings are automatically calibrated to the driving mode setting to achieve the following benefits:

• Snow and Comfort – Provides a civilized balance of ride and handling for everyday driving conditions.
• Sport – This mode provides firmer damper settings that flatten and stabilize the vehicle body during rapid steering inputs and maneuvers. Steering and AHA torque vectoring are also noticeably sharpened, boosting handling precision and overall responsiveness.
• Sport+ – Further increases suspension damping force while maximizing steering response and AHA torque vectoring for the most engaged driver who demands the most accurate vehicle response.

At the driver's preference, either the Comfort or Sport mode may be set as the IDS default upon vehicle startup.

 

It works off power. It works in my Accord, which doesn't have SH-AWD, or even an limited slip differential. It has nothing to do with SHAWD and everything to do with the adaptive dampers. I've literally used it, in my Accord, on the same right turn on my way to work every single day because it's an awkward turn and I'm usually moving pretty fast, and the difference in the way it handles is not subtle.

 

"I have had my Platinum Elite for over a year now, and I am still amazed at how it handles curves. It easily beats out my 2012 Subaru Legacy Limited with low profile tires. If you have the courage to push the pedal down in these curves, the SHAWD will make cornering even better."

While I have an A-Spec SHAWD and have never experienced the joys of 'active' suspension...I completely agree with this comment. I don't know if it's the 20's or whatever else, but the RDX's handling through curves at speed is quite impressive. Maybe it's because I am so used to my marshmallow LR3, but for me, it would be hard to imagine a better handling SUV.

 

I'd also like to know how close this valve-based system comes to the excellent (benchmark?) MagneRide magnetorheological system.

All other things being equal, I have to think the ability to change fluid viscosity nearly instantaneously gives that system an across the board response advantage. Greater effect at lower motion inputs is also a benefit. Assuming cost is not an advantage.

 

Magnetorheological systems are indeed more precise than adjustable-valve dampers, and also more expensive. The NSX is the only vehicle in Honda's current lineup to use them.

The previews of the 2021 TLX suggest greater driver control over the damper settings in the advance package via the infotainment system. I am hoping this will come to the RDX system in a future software update; earlier versions of the system had a "Suspension Settings" option which appeared for a split-second in the Vehicle menu before the full menu loaded.

 

I was reading a review of the upcoming 2021 VW Golf GTI, and it had the drive settings: comfort, sport and sport+ but ALSO an option called (I think) Custom, where the driver could mix and match...THIS would be perfect for the RDX.

Obviously the Golf doesn't compete with the RDX, but....I think it is around $30,000

 

I believe this comes down from Audi's "Individual" setting. Agree that more custom scenarios would be a big enhancement.