TacoBello

TSX69

https://www.extremetech.com/extreme/270081-2019-acura-rdx-review-best-compact-suv-yet-give-or-take-the-touchpad

2019 Acura RDX Review: Best Compact SUV Yet, Give or Take the Touchpad

• By Bill Howard on June 4, 2018 at 2:25 pm

The all-new 2019 Acura RDX goes head-to-head with the German premium compact SUVs and beats them by at least $7,000 on price. There’s a 272-hp 4-cylinder turbo engine, all-wheel-drive, mechanical torque vectoring, a head-up display, a dazzling 16-speaker audio system, telematics, decent passenger space front and back, a quiet ride, and a new sport version that warrants newfound attention from the BMW faithful.




The 3rd-generation RDX faces three challenges. A touchpad on the console, called Acura True Touchpad Interface, replaces a center stack knob for controlling infotainment. Acura’s dreams of market dominance will rise, or fall, based on acceptance of TTI. The basics of selecting an application are easy, but the drill-down features have a learning curve. Also, the rear seat is roomy but the cushion is low, and blind spot detection is not on the entry trim line. Those are the only significant shortcomings of the new RDX.

A 10.2-inch display sits atop the 2019 Acura RDX's console. Below is a separate HVAC display and dedicated controls, plus an audio volume knob and track controls, but no tuning knob.<><>

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Step inside the new RDX and you’re in a world of softer-touch surfaces, finer materials, comfier seats, acoustic glass, and active noise cancellation. This is the Acura Precision Interior concept of the 2017-2018 auto show circuit brought to life. It’s a big step up in refinement. So, too, is passenger space front and back. This being a compact SUV, there is no third row seating, notwithstanding the Nissan Rogue.




The 279-hp V6 engine of the second generation is gone in favor of a heavily modified Honda Accord/Civic Type R engine, returning the RDX to its first-generation, four-cylinder-turbo roots but with better gas mileage. Four cylinders is the norm for the compact-SUV market, four and a turbo on the premium compacts. Producing 280 pound-feet of torque and mated to a Honda-designed 10-speed automatic transmission, the car is quick when you stomp the throttle, about 6-1/2 seconds to 60 mph. Fuel economy for all-wheel-drive RDXs is 21 mpg city, 27 mpg highway, 23 mpg combined. For front drive models it’s 22/28/24. The sporty A-spec is 1 mpg lower on the highway number.




The previous RDX offered all-wheel-drive; this one has AWD with Super Handling All-Wheel-Drive, or mechanical torque vectoring for the rear wheels. As Acura explains:

Quote:

Acura’s SH-AWD uses a rear clutch pack to distribute up to 100 percent of rear axle torque between the left and right wheels creating outstanding control and agility. Additionally, we deploy Agile Handling Assist, a feature which uses the anti-lock brake system to individually brake either the left or right front wheel to improve corner traceability and balance.

While the roads outside of Vancouver, BC were dry for the test drive, Acura set up an off-road course with loose dirt and gravel to test SH-AWD. With SH-AWD off and most of the stability control curtailed, the RDX fishtailed under heavy throttle and turning (as it should). Enabled, the car tracked nicely through corners. SH-AWD under throttle sends extra power to the outside wheel in a turn, effectively forcing the car into the turn.




On the highway, driving the A-Spec and Advance versions, the RDX was extremely quiet. (Higher end models add more sound insulation.) The 12- to 16-speaker audio system, developed by the recording engineer and producer Elliot L. Scheiner. It was delightful, with clear separation between the instruments and vocals on several songs. Because ELS Audio comes as part of all but the entry trim line, you can’t directly apportion a cost to it. But it doesn’t appear significant. The thing is low key: a smart guy with a lot of Grammys and a couple associates, quality manufacturing by Panasonic, and virtually no coloration induced to give the audio a different flavor. The head unit is Android-based.

RDX inner and outer steel door rings provide rigid load paths for more stiffness in a vehicle with a big sunroof, allowing Acura to meet or exceed front, side, and rollover crash targets.

Top-Notch Safety Standard, More on Higher Trim Lines

The safety suite works well. AcuraWatch, standard on all trims, has stop and go cruise control, lane keep assist, collision mitigation (forward emergency) braking, and road departure mitigation (if the car crosses a solid or dotted line marking the road edge, RDM tries to bring the car back on the road). In 2019, you might hope the RDX doesn’t just veer back from lane markings but remains centered in the lane (lane centering assist) but that’s not what Acura provided; LKA is good enough, though. Blind spot detection and rear cross traffic alert, using the same sensor set, plus front and rear parking sonar, are included on the Tech model, another reason not to go entry-level. Acura raised the structural integrity of the body with more high-strength steel. This is a new body shell, and no longer a variant of the Honda CR-V.




The 2019 incorporates Acura telematics, called AcuraLink, using AT&T. The 1st year is free; then it costs $89 per year for security services such as crash notification and roadside service. Remote services such as remote start/stop, door unlock, voice destination download come free for six months; then it’s $110 a year. The service includes onboard Wi-Fi.

The 2019 Acura RDX center stack from the top: 10.2-inch display, dedicated HVAC controls, transmission selector, True Touchpad Interface, padded wrist rest.

True Touchpad: Getting Past the Learning Curve

The older 2013-2018 Acura RDX controller.

With the 2019 RDX, Acura is switching from a control knob on the angled center stack (inset) to a touchpad that mimics your finger manipulating a touch screen. The principle is simple: Where your finger strikes on the slightly concave surface of the touchpad will correspond to one of the eight locations on the main window of the 10.2 inch display: four icons in the top row, four icons in the bottom. The corresponding on-screen icon is highlighted; tap to select (don’t hold) and the app loads. That part is drop-dead simple.




The challenge using True Touchpad comes when you want to go beyond the basics. Some commands and gestures you’ll know from tablets and smartphones. The home screen has up to eight pages, and you swipe left to show them 1 by 1. If you swipe right, rather go the other way through the screens, you bring up an all-apps menu. Flick or drag your finger up/down to scroll through long lists. Drag with two fingers, not one, to reposition the map. To see the menu for any app, you press and hold rather than tap.




Incoming call? You press the top of the secondary pad to answer; press the bottom to ignore or end the call. On the top-line RDX Advance, you can press the steering wheel’s left roller wheel to the right (“right swipe dat,” as in Tinder), to the left to ignore or end the call. You press the Home button, swipe right to see all apps, then press and hold (don’t tap) the icon you want on the main screen.

The 2019 Acura RDX’s True Touchpad.

For navigation, you can finger-write on the touchpad, or call up a typewriter keyboard, which means your finger placement has to be more accurate, and it can be done only when parked. You can also use voice input with conversational speech, and it’s quite good.




A lot will depend on how much instruction the buyer and his or her family gets on delivery, and perhaps later when questions arise. It’s all in the 648-page owner’s manual and the 91-page navigation manual. Happy reading. At least Acura has fewer of the stupid warnings (“Don’t change wiper blades while driving”) that take up space.

Analog Instrument Panel, Huge Head-Up Display

The instrument panel behind the steering wheel is typical of a nice Honda or Toyota: mechanical gauges plus a digital color multi-information display between them. An all-LCD configuration is not yet offered.

Head-up display (on Advance trim) creates a large 10.5-inch image, can display speed, speed limit, adaptive cruise speed setting, navigation arrow and turn info, safety-critical alerts.

The head-up display of the RDX Advance is tremendous. Most HUDs can be moved up or down to deal with driver height. This 1 can be shifted left and right as well. Acura measures it as 10.5 inches diagonal, and the company gets credit for actually being able to communicate what that means: “10.5 inches … is referring to the measurement of projected image at nominal seating position. The image appears about 2 meters from the driver’s eyepoint.”




The steering wheel buttons are nicely sized, and there’s a roller or selector wheel on each side of the steering wheel. The small wheels can also be pushed left or right to make additional choices.

These to-die-for red power-vented Alcantara seats are unique to the sporty A-Spec trim line. While the A-Spec is the designated sporty model, the top-line RDX Advance is the one with adaptive shocks.

Acura RDX Trim Walk

The 2019 RDX has four trim levels, or versions. Unlike most cars, the options and packages are baked into those trim lines, simplifying the buying process. (At the Acura build-your-own site, they are called “Packages.”) All-wheel-drive plus SH-AWD torque vectoring adds $2,000 and costs 1 mpg on city, highway, and combined driving.




RDX, $38,295 including $995 shipping for front drive. Features include two USB jacks, heated front seats, 19-inch alloy wheels, a power tailgate, a backup camera, Bluetooth, smart entry and keyless start, and fabric-covered seats. New to the RDX is the AcuraWatch safety system, panoramic sunroof, 19-inch alloy wheels, nine-speaker audio, 4G LTE telematics with Wi-Fi onboard, and Apple CarPlay compatibility. Android Auto will follow once Google builds in a touchpad interface. Acura estimates 15 percent of buyers will go for the base RDX. This a solid car, lacking only blind spot detection, front and rear sonar, and rear cross traffic alert.




RDX Tech, $41,495. The $3,200 jump brings on-board navigation, the missing safety features, two more USB jacks (totaling four), leather seats, ELS/Panasonic 12-speaker audio, and natural language voice control. It will be 40 percent of sales.

A-Spec, $44,495. This is the sporty offshoot of the Tech trim line, with 20-inch alloy wheels, LED fog lamps, ELS Studio 3D sound with 16 speakers, ventilated Ultrasuede seats, and A-Spec styling touches outside and in, such as blacked-out trim and red leather seats. It will be 20 percent of sales.

RDX Advance, $46,395. For a $4,900 bump over the RDX Tech, or $8,100 over the base RDX, you get active dampers (shock absorbers), a surround-view camera system, ELS Studio 3D sound, different 19-inch alloys, ventilated front seats, a heated steering wheel, heated front and rear seats, a hands-free power tailgate, auto-dimming side mirrors, and rain-sensing wipers. It will be 25 percent of sales. The max you can pay for an RDX is $48,795 for the all-wheel-drive Advance with premium paint ($400).

Acura RDX sales more than doubled since the RDX’ first year. They peaked at 52,361 in 2016, then fell 1% last year to 51,295.

Should You Buy?

Leave aside True Touchpad for a minute. The 2019 Acura RDX is the clear bang-for-the-buck choice among premium compact SUVs. Acura says that the premium comparing the all-wheel-drive RDX Advance with competitors is: Audi Q5, $8,160; BMW X3, $8,675; Mercedes-Benz GLC, $10,885; and Volvo XC60, $7,300. The 2019 RDX is the most serious compact SUV from Asia or the Americas that Europe faces. The BMW is sportier and costs more; it’s the best driver’s car. Audi, Mercedes and Volvo all have cockpits that stand out for tasteful luxury. All offer adaptive shocks and head-up displays. Acura and BMW have 10.2-inch center stack screens. The others offer engine upgrades if you want to go faster and pay more.




The Lexus NX, which edged out the RDX in sales last year, is a fine car for around-town and highway cruising in comfort as long as you don’t want a hyper-sporty vehicle. The Lincoln MKC is currently uncompetitive and the GMC Terrain is more truckish than the others. The Cadillac XT4, arriving in fall, bears watching. The Infiniti Q50 with variable compression cylinders is fascinating technology, but reports on real-world full economy are mixed. Among cheaper, mainstream compact SUVs, the one serious competitor is the Mazda CX-5 Grand Touring, $34,000 all in, with a less powerful engine and not quite as quiet, but equally roomy and with plenty of soft-touch cockpit trim.




Acura’s shortcomings are modest: blind spot detection isn’t offered on the entry model (affecting only one in seven buyers, though), rain-sensing wipers are only on the top trim line, trailer towing is limited to 1,500 pounds, a low rear seat cushion (in my opinion), no Android Auto support for now, no Qi wireless charging, and no AC outlet.




As for True Touchpad, a day of driving isn’t enough to declare it a flop or a success. I hope to spend time driving the RDX over the summer and will update the review. If I were to predict the future, my conclusion most likely would be: a) once you learn to use TTI, it’ll be okay and perhaps approaching BMW iDrive (which also rewards practice) and b) friends who borrow your car will not be happy because for newcomers nothing beats a touch screen and adjacent buttons that say Map, Navi, Phone, Ent. That goes for spouses/partners who don’t try to learn.

Super-Handling All-Wheel-Drive indicator in MID.

Should you buy? The 2019 Acura RDX is a big step beyond the second generation. If you want sportiness, luxury, and comfort, and if you don’t need the self-indulgence of a luxury European emblem on the hood and the accompanying costs, the Acura RDX is the best — actually, only — upscale compact SUV that lets you pay in the forties for a loaded model. This is what Acura has been working on for more than two decades: good stuff, comparatively affordable. Drivers who want the sportiest model should consider the RDX Advance with its adaptive suspension and HUD over the A-Spec with its 20-inch alloys (pothole bait) and to-die-for red leather seats. Everyone should bypass the base model (because of slightly reduced safety content) for the RDX Tech. The Advance has even more comfort features than Tech, but the only safety gain is the surround vision cameras and rain-sensing wipers.




What if TTI might not be for you? Ask the dealer if you can bring back the one you bought for a refund, or to test-drive the RDX for a week before you buy. They’ll say “absolutely not.” But it’s a reasonable request if you’re unsure about TTI. This type of commerce isn’t happening in 2018, unfortunately.




The 2019 RDX is an Acura breakthrough along with the MDX midsize SUV and the Acura TL sport sedan. The RDX is proof Americans and Japanese can design, engineer, and build a great SUV when they put their minds to it: developed in Ohio and California, most parts (engine included) sourced from across the US, and built in East Liberty, Ohio. This is a true world car, created with North American tastes foremost in mind.

oonowindoo

Then MT must really hate the TLX Aspec

2018 Acura TLX A-Spec First Test Review: Actually Sort of Sporty - Motor Trend

TSX69

https://www.digitaltrends.com/car-re...ra-rdx-review/

2019 Acura RDX 1st drive review

'Sporty' is more than a marketing slogan for Acura's agile new RDX

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Previous

The forward-thinking RDX sets itself apart from the more staid European competition.

Highs

• Sporty character
• High-quality audio
• Well-appointed interior
• Lots of analog buttons

Lows

• Driving experience lacks soul
• Tricking touchpad

Stephen Edelstein @SAEdelstein Posted on 6.4.18 - 8:11PM

Research Center: 2019 Acura RDX

Acura has never really known which way to take the RDX. The first-generation RDX tried to be different, adopting a car-like look and feel when most SUVs were trying to be trucks. The second-generation model went in a more conservative direction. Now the third-generation 2019 Acura RDX is changing course again, emphasizing tech and sporty driving dynamics like never before.In developing the new RDX, Honda’s luxury brand said it benchmarked the German triumvirate of Audi Q5, BMW X3, and Mercedes-Benz GLC-Class, as well as Sweden’s Volvo XC60. But the RDX’s competitive set also includes the Lexus NX, Infiniti QX50, Alfa Romeo Stelvio, Cadillac XT5, and Lincoln MKC.The Acura RDX is available in base, Tech, A-Spec, and Advance trim levels. Front-wheel drive is standard on all 4 trims, while all-wheel drive is a $2,000 option. The base model starts at $37,300, but we drove A-Spec ($43,500) and Advance ($45,400) models. The A-Spec is primarily an appearance package added onto the Tech model, which includes features like navigation, 12-speaker audio system, and leather seats. The Advance is the range topper loaded with features like active suspension, a head-up display, and 16-speaker audio system.

Interior and tech

The RDX’s dashboard is like nothing in any other current SUV. A drive-mode knob borrowed from the NSX supercar sits front and center, and the center console arches up, creating a convenient storage nook for your phone (complete with 12-volt and USB charging ports) below. But the real centerpiece is Acura’s new True Touchpad Interface, which controls most infotainment functions.Acura isn’t the first automaker to try a touchpad: Lexus uses one with its infotainment systems, and we’ve found it to be quite infuriating to use. But while Lexus relies solely on a track pad, similar to what you’d find on a laptop. Acura added hard press points at the corners. Press at a corner, and the cursor moves to the corresponding area on the 10.2-inch display screen. Otherwise, just swipe across the pad to move the cursor, and press gently to select an on-screen icon for functions like music, navigation, and phone.

We found the system to be better than Lexus’ touchpad, but not quite as good as competitor systems, like BMW’s iDrive, that use a rotary controller to navigate on-screen menus. The Acura system comes with a significant learning curve: When driving, it was hard to coordinate the movement of our finger on the touchpad with what we were seeing on the screen, all while trying to pay attention to the road. We imagine an owner could get used to this over time, but first-time users will find it challenging.

The RDX relies more on technological tricks to deliver a sporty experience than human-machine harmonization.

At least Acura had the good sense to include lots of hard buttons. The driver can use buttons for all climate-control functions, including turning on the heated and ventilated seats on the higher-level A-Spec and Advance models we drove. Scroll wheels on the steering wheel make changing tracks on a playlist easy, and volume is controlled using a simple knob. This means the dashboard is a bit of a mess aesthetically, but functionally it works well.The RDX comes standard with Apple CarPlay, as well as a built-in Wi-Fi hotspot. But Android Auto won’t be available at launch, because it can’t interface with the touchpad controller (despite the fact that the entire infotainment operating system is Android-based). Acura does plan to make Android Auto available once that issue is resolved.The vehicles we drove were equipped with the optional Acura ELS Studio 3D 710-watt, 16-speaker audio system. Acura and partner Panasonic used tricks like putting speakers in the headliner, and brought in Grammy-winning music producer Elliot Schiener. The result is a quality music experience that rivals that of systems in much more expensive cars, with more elaborate hardware.

Stephen Edelstein/Digital TrendsAside from the tech, the interior itself features high-quality materials like brushed aluminum and nice-looking Olive Ash wood trim. The A-Spec model’s optional red leather upholstery with gray suede inserts (in a pattern inspired by tuxedos, Acura says) is the kind of risk we’d like to see more automakers take with interior styling.

The Acura touchpad system comes with a significant learning curve.

When it comes to interior substance, the RDX compares favorably to its rivals. Headroom, legroom, and shoulder room in both the first and second rows is on par with the Audi Q5, BMW X3, Mercedes-Benz GLC-Class, and Volvo XC60. At 29.5 cubic feet, the RDX also offers more cargo space than any of those models with the rear seats in place. However, the Audi has more stowage space when the seats are folded, at 60.4 cubic feet to the Acura’s 58.9.The AcuraWatch bundle of driver aids is standard on all RDX trim levels. It includes autonomous emergency braking, forward collision warning, adaptive cruise control, lane-keep assist, and lane-departure warning with road-departure mitigation (if you’re about to veer off the road, it will apply steering if necessary).

Driving experience

Acura claims sportiness was one of its engineers’ top priorities for the RDX, even referring to the new model as a “sports sedan utility vehicle.” So how did the RDX measure up to that boast? Pretty well, actually.

Stephen Edelstein/Digital TrendsUnder the hood sits a 2.0-liter turbocharged four-cylinder engine that produces 272 horsepower and 280 pound-feet of torque. That’s more than you get in base versions of the Q5, X3, and GLC, but Audi, BMW, and Mercedes all offer performance-focused variants with more power (albeit at higher prices). The RDX also outmuscles the base Volvo XC60 T5, but not the T6 model, which is rated at 316 hp and 295 lb-ft. But the XC60 T6 does start about $3,000 above the top-spec RDX Advance.

SH-AWD is the RDX’s secret weapon.

The RDX’s turbo-four is coupled to a 10-speed automatic transmission with standard front-wheel drive, or Acura’s Super Handling All-Wheel Drive (SH-AWD). This system, which was used on the first-generation RDX but not the outgoing second generation, is different from many others because it incorporates torque vectoring. That means power is shunted between the rear wheels to help turn the car into corners. SH-AWD is the RDX’s secret weapon.On the road, we could feel the system working to nudge the car into position for faster corner exits. In its default mode, the system also sends 70 percent of its power to the rear wheels, making the RDX feel more like a rear-wheel drive car. We even got the RDX completely sideways on a gravel slalom course Acura set up (with the traction control turned off, that is). Most owners won’t hoon their luxury SUVs like this, but it’s nice to know that they could.


Stephen Edelstein/Digital TrendsThat being said, the RDX doesn’t exactly form a bond with its driver. Even by modern standards, the RDX relies more on technological tricks to deliver a sporty experience than good old-fashioned human-machine harmonization. We drove the RDX back to back with a Q5, X3, GLC, and XC60. Only the X3 matched the RDX’s red-blooded nature, and it did so in a more satisfying way. The Acura relies heavily on its trick all-wheel drive system to be sporty. The BMW just is.Acura expects EPA fuel-economy ratings 24 mpg combined (22 mpg city, 28 mpg highway) for base, Tech, and Advance models with front-wheel drive, and 23 mpg combined (21 mpg city, 27 mpg highway) for all-wheel drive versions of those models. The A-Spec carries a 1-mpg penalty in the highway category with both front-wheel drive and all-wheel drive. Insurance Institute for Highway Safety and National Highway Traffic Safety Administration crash-test ratings are not available at this time.

Warranty

Acura offers a 4-year, 50,000-mile basic warranty and six-year, 70,000-mile powertrain warranty. Because the RDX is a redesigned model with relatively few carryover parts from the previous generation, it is difficult to predict reliability.

How DT would configure this car

Acura expects the RDX Tech to be the volume trim level, but we’d upgrade to the A-Spec model. The A-Spec’s model-specific styling features, including blacked-out exterior trim, 20-inch wheels, and aluminum and suede interior trim, are an appropriate match for the RDX’s sporty character, and help it stand out from the SUV crowd. We’d also pay the extra $400 for Apex Blue Pearl or Performance Red Pearl paint to make even more of a visual statement.The A-Spec also includes the 16-speaker audio system, which is the main optional tech feature we think is worth spending extra on. The Advance model that sits above the A-Spec in the RDX hierarchy includes even more equipment, but considering that essential features like the touchpad-based infotainment system and AcuraWatch driver-aid suite, we’d rather save a bit of money and stick with the A-Spec.

Conclusion

The Acura name isn’t as evocative as Audi, BMW, or Mercedes-Benz, but Honda’s luxury brand is trying hard to change that with the 2019 RDX. By doubling down on sporty character, and taking some styling and tech risks, the RDX sets itself apart from the more staid European competition. The RDX is also a good value: The Germans climb much higher than the $45,400 price of the top RDX Advance trim level. Acura still needs to refine that touchpad and put more soul into the driving experience, but the RDX is still a strong contender in a competitive segment.

TSX69

TSX69

oonowindoo

I dont know how many Aspec with red interior they will sell knowing its targeted audience but it is nice that Acura is at least offering RED seat...... I remember some years, you could not even get black seat with white exterior

imj0257

iTrader: (1)

I hate red interiors. However, I like red accents. But all red is too much.

TacoBello

Actually if anything, I wonder if it is just due to elevation differences. NA engines are impacted by higher elevations way more than a turbo unit... I wonder if MT tests higher than C&D? I dunno.

The nice thing is that the accord would likely have very similar numbers at any elevation... The TLX will feel it way more though.

oonowindoo

really? i thought i would get sick of it... but 3 years later i am still loving mine... but the dash has to be black.

Saintor

As I told, tell me that you drop clutch from 4000 (manual) or brake accelerating from 3000 (auto) on a regular basis like every week and I will call you a liar.

0-60 and 1/4 are for kid racers who read magazines too much.

Saintor

Before the TLX, I almost bought a 2014 335i with red interior but backed up because of that concern.

BTW, my white 1987 626 Turbo had... a red interior .

oonowindoo

Trap speed from 1/4 is a indication of how fast the car is..... whether you get there in 10 secs or 15 secs is something else.
If you want to talk about reality, then i can tell you that the 335 or 340, 6mt or 8AT is significantly faster than you in any speed.

Saintor

Maybe on race tracks. All with initial abuse, that you can't escape. Nobody really does it in their usual driving. There is no way around it.

In daily use, 5-60mph is better by factors.

oonowindoo

WTF are you talking about?? so a 6mt 5-60 # is a good indication of 335i's acceleration? A manual??

Saintor

... on a daily basis, a definite YES. You registered in Feb 2001, you should know better.

oonowindoo

wtf is daily basis acceleration? you might as well compare acceleration speed with 50% throttle input.

iforyou

iTrader: (1)

5-60mph is a good indicator because it takes away the launch control, brake torquing, building boost, etc. In the real world, I'd imagine most people just slam on the gas pedal and go, without going through all the launch techniques.

Trap speed is a good indicator for how fast a car is. It takes away traction from the equation.

TSX69

2019 Acura RDX First Drive Review

1st Drive: 2019 Acura RDX

By Jeff WilsonJune 06, 2018 Share this article:

2019 Acura RDX

2019 Acura RDX-03-JW.jpg
autoTRADER.ca (Jeff Wilson)

It can be a heck of a challenge to balance state-of-the-art technology with refinement and driveability. Too often lately, we’ve seen tech for tech’s sake in modern machinery, and sometimes it becomes a distraction from the enjoyment of driving. Good technology improves lives without making a big fuss.Refinement, a powerful engine, and great value.
Acura seems to want the technological advancements infused into its new RDX compact luxury SUV to define the machine, and the net result is an almost seamless integration of innovation throughout the driver experience.

The RDX needs to be great since it’s the sales leader for Acura, and a huge seller in the segment overall. Fortunately for the buyers who have loved the RDX in the past (or those who will become buyers), and for Acura, the new RDX embodies what has made this model so popular in the past: refinement, a powerful engine, and great value.

Turbo returns to RDX

Replacing the 3.5L V6 from last year’s model is a new 2.0L turbocharged 4-cylinder as the only engine available. Starting out as the same celebrated powerplant from the Honda Accord, it’s tuned here to put out 272 hp and 280 lb-ft of torque. While down a bit in horsepower from the V6, the torque is up a notable 28 lb-ft and both figures better the outputs of the RDX’s key competitors from Audi, BMW, Mercedes, and Volvo.

What’s more, the power curve is much flatter than before, making the Acura more driveable in normal conditions. The power-to-weight ratio of the RDX is better than its competitors, also lending to better performance. Our drive around western Vancouver Island showcased the little engine’s flexibility as we hurried the Acura up and down the twisting mountain roads and around the endless flow of dawdling tourists.

There’s a new 10-speed Sequential SportShift automatic transmission that helps the RDX’s driveability, too. While I was never impressed by Acura’s 9-speed found in the TLX, this new 10-speed never seems to be caught hunting for the right gear.

Acura claims this new transmission provides a first gear that’s 15 percent lower than last year’s, which helps the RDX energetically jump off the line from a standstill, and four-gear downshifts are programmed in for when they’re needed to really get the hustle on a passing manoeuvre. More importantly, under normal operating conditions, the shifts go mostly unnoticed, but during more energetic driving, gear swaps happen with immediacy.

Unsurprisingly, the combination of smaller engine and 10-speed gearbox nets appreciable fuel efficiency benefit. Roughly 10 percent better than the old RDX, the new one is rated at 11.0 L/100 km city, 8.6 highway and 9.9 combined.

The RDX is an SUV, not a high-performance sport sedan, yet utilizes the latest application of Acura’s Super Handling All-Wheel Drive system to direct power to the ground. As much as 70 percent of the RDX’s torque can be sent rearward, and up to 100% of that twist can be sent to either right or left, as best utilized. Acura claims its torque vectoring provides greater confidence in inclement weather conditions, but hustling the RDX on rainy roads near Tofino, BC, we also discovered that it helps the RDX turn in quicker.

Sportier A-Spec available

What’s more, thanks to wheels that have now been pushed further to the corners (the new RDX has both a wider track and longer wheelbase), coupled with a MacPherson strut front, and all-new 5-link rear chassis design, the RDX is better planted during high-speed handling.

Steering is typical of most modern electrically assisted systems in that it’s lacking in feel, but it’s quick with reasonably heavy weighting and good immediacy.

An A-Spec variation is available on the RDX for the 1st time and is expected to account for 35 percent of the model’s sales. It features sporty-looking trim bits, as well as 20-inch wheels with more aggressive 255/45R20 Goodyear tires and a slightly different suspension tune. Smaller yet still sizable 19-inch wheels are standard fare on all other trim levels.

Overall braking performance is said to be improved as well, with shorter overall stopping distances. What’s interesting here is that Acura has actually engineered out some of the initial bite in order to make braking more progressive and linear. Compared to the Germans, it just ends up feeling a bit mushy and definitely took me a while to get used to.

Fiddling with the Integrated Dynamics System settings via the giant knob placed front and centre on the dash, we found that in Sport+ modes, not only is the throttle and transmission responsiveness dialled up, but so too is the steering weighting and the Active Sound Control to digitally “enhance” the soundtrack reaching the cabin. It’s all pretty high-tech stuff, but it operates as promised.

Lavish interior

Despite a product presentation that revolved around the brand’s Precision Crafted Performance mantra, Acura has created a cabin that, particularly in up-level trims, is quite lavishly appointed. Models with contrasting interior colour combos look particularly posh, with creamy-soft Milano leather, open-pore Olive Ash wood trim, and real aluminum trim where it looks like aluminum. Most of the plastics feel sufficiently pliable and upscale, too.

The panorama sunroof keeps the cabin bright and airy-feeling, even when finished in darker shades, and it’s standard fare on even the entry-level RDX. This last note is particularly interesting since cutting such a large hole in the roof does no favours for body structure stiffness – key to a solid handling feel – yet the new RDX is 38 percent stiffer than before.

On top-trim models, the front seats are 16-way adjustable and do an admirable job of balancing decadent suppleness with adequate bolstering to keep occupants where they belong during spirited jaunts. Even the back seats are surprisingly comfortable with plenty of head, leg, and shoulder room for a pair of adults, and 3 on occasion. Thanks to a wheelbase that’s stretched 65 mm, Acura claims 24 percent more rear knee space than the next largest competitor.

There’s also class-leading cargo capacity with 1,668 L available with the back seat up, and up to 2,260 L with it folded flat.
The cockpit benefits from its own technological upgrade, focussed mostly on Acura’s all-new True Touchpad Interface – something that was certainly needed. Mounted on the floating centre console directly behind the shift buttons, Acura has placed a 2-hemisphere touchpad that maps at a 1:1, absolute-positioning ratio on the 10.2-inch HD screen. This means a driver can more easily navigate the system’s menus and apps without having to hunt or take eyes off the road.

Of course that’s all in theory. In reality, anyone who has used similar systems, like the one found in modern Lexus models, will require some time to recalibrate their brains to work the 1:1 ratio on the fly, using it like a touchscreen, rather than a scrolling cursor set up. Manually tuning through radio stations (instead of presets) took multiple steps, as did trying to zoom in or out on the navigation screen.

Of note, although Acura employs an all-new Android-based operating system, Android Auto won’t be compatible at the RDX’s launch, pending Google’s certification of the touchpad operation, but will soon be a downloadable update. Apple CarPlay is compatible at the outset.

Graphics are crisp and, having teamed up with Here, the mapping is particularly slick with 3D terrain and online POI searches available. In top-trim Platinum Elite models, a customizable 10.5-inch head-up display is also offered4G LTE in-car Wi-Fi is available, but a wireless charge pad is not; a decision made by Acura after learning that only a very small percentage of motorists actually want or use such systems. Instead, having numerous USB charge points positioned around the car is preferred and offered here.

Acura has also fitted its most advanced audio system to the RDX. With 16-speakers dispersed throughout the cabin – including on the ceiling – the 710-watt system provides astonishingly clear and full sound. The German competitors would charge serious money for optional systems that sound almost as good as this. Of course, good sound systems are only worthwhile in sufficiently quiet and composed machines, and fortunately the RDX utilizes good sound deadening to keep wind and road noise quelled. Engine sound is kept at bay too, unless Sport+ mode is selected, which digitally amplifies engine sounds.

Design updated, and improved

As a premium product, styling plays a huge role in the emotional buying process. Where the outgoing RDX model lacked character in its exterior aesthetic (and let’s face it, where Acura has occasionally stumbled in recent years), the RDX’s new Precision Crafted Performance ethos translates well to this new RDX.

Acura’s Jewel Eye LED headlights continue on and help lend some familiarity to the RDX’s face, but the broad pentagon-shaped grille with its spider-web-like design spinning out from the A-logo help give a bolder, more sporting look than before.

The shorter front overhang afforded by the more compact 2.0-litre engine helps give the RDX a more planted appearance. This is emphasized further with the larger wheels on the A-Spec trim – the most aggressive-looking RDX. The rear of the RDX is slightly less distinctive, but still handsome.

The RDX was designed in California and is built in Ohio, mostly to serve an SUV-hungry North American market (although it will also be sold in China). Getting the RDX right was absolutely crucial for Acura given the importance of the model in the segment and within its own sales numbers.

As a sign of what’s to come in terms of both technology and styling, it’s equally important to Acura. Not only is the RDX dynamically – and technologically – superior to its highly popular predecessor, it has given Acura fans a glimpse into the exciting improvements yet to come throughout the rest of the line-up.

The RDX hits dealerships in Canada this month.

Pricing: 2019 Acura RDX

RDX: $43,990
Technology: $46,490
Elite: $49,990
A-Spec: $50,290
Platinum Elite: $54,990

oonowindoo

I dont know about you but i accelerate from 0mph or maybe 1... not 5mph.

oonowindoo

i thought it started at $38k.... what kind of shit does Acura have to add $17k to it??? at $50k+, i would go look at X3M40 before this.

Curious3GTL

Those are for

TacoBello

I will just leave this here for you again, as you've purposely ignored everything said and still go about talking about a metric that no one uses. NO ONE starts off up to 5mph casually and then hammers the throttle to the floor. No one. It just doesn't happen. And if it does, it happens very rarely.

oonowindoo

^ i think he meant that he left go of the brake pedal so slowly, by the time his right foot touches the gas pedal, the car with Auto Tranny would already be traveling at 5mph...

If he is that slow, he would have lost the race already.

What is funnier is that he is comparing an Auto TLX 5-60 to a 6mt 335i's 5-60mph.... Do you see what is wrong here? a manual's 5-60mph??? and that is supposed to be more realistic.

oonowindoo

They are not the same thing. especially if he was comparing an auto to an manual 335i.

jwong77

The last time I felt this positive about Acura, was around late 2003 when the third gen TL was being released. Bravo to Acura for a good start to reinventing itself.

iforyou

iTrader: (1)

For sure man.

The idea is that 0-60mph times usually involve all sorts of different techniques with multiple attempts.

Whereas 5-60mph is more like a street start. I think 5 mph start was chosen because it's very slow and any cars can get to 5mph in no time. I guess they can do 1-60mph, 3-60mph, etc. Same difference. The idea is to show how well a car would accelerate without any launch techniques.

TSX69

imj0257

iTrader: (1)

My wife and I are looking for a new car (SUV). We test drove the QX50, GLE350, Q7 and X5 last week.

We both thought the QX50 was nice and had a lot of amenities, but my wife thought it was too small. Also, and maybe it was just the model we test drove, but the interior was awful. The it had white seats which were nice, but a mix of brown, blue and black suede all over the interior.. was hideous.

She hated the GLE because it felt and drove like a big SUV. She wants something that is big but doesn't feel like it when driving, which is why she liked the Q7 and X5 a lot better. Me too, but I just don't like the look of the Q7.. if only it looked like the Q5 or Q8..

Anyways, we are going to look at the RDX/MDX and XC90 this weekend. Although based off the comparison, I'm sure the RDX will be out of the running.

imj0257

iTrader: (1)

.

TacoBello

I don't even know how they measure 5-60 accurately. 5mph = 8km/h... I find it incredibly difficult to keep my manual at exactly 8km/h and then hammering the throttle. You can't set cruise control that low either. So you're eyeballing the car, hoping it's at exactly 5mph, when really, it can be 4mph, or 6mph, and then go.. me thinks that metric really needs to be taken with a grain of salt. At least 0-60 is consistent off the line. It's much easier to rev your engine up and drop the clutch than it is to go exactly 8km/h.

It's not exactly easy reading 8km/h on the gauges either. I've also always wondered how accurate a speedo is at that low of speed, and if all speedos read the same at such a low speed.

oonowindoo

Manuals usually starts at 0... Just because you start at 0, doesnt mean you have to launch...

RPhilMan1

I really dislike the "claw" cutout of the lower front bumper below the headlights. It's way too busy. In lighter colors, it stands out way too much. In the darker colors like the blue, it's not as bad, but I would have designed it differently.

oonowindoo

That is what Germans are doing... with better execution obviously.

00TL-P3.2

Agreed, along with the Red interior, not a fan of that part on the exterior. Just looks out of place, IMO.

oonowindoo

1999 Civic DX is making a comeback with all the black pieces on painted body panels

Saintor

Finally somebody here gets it.

Whether it is 5-60 or 0-60 is not relevant; what is is mashing the throttle from idle.

oonowindoo

We all knew what 5-60mph means or at least what they are trying to do.

Your issue is you keep trying to be "realistic" yet you picked a manual 335i, which the driver plays a bigger role than the car itself. and Manuals dont do 5-60mph runs....or DSG.

Saintor

You don't.

oonowindoo

oh i am convinced.... your TLX is as fast as 335.
anyway, this is auto news. stop hijacking the thread. We have been trying to get it back to topic if you have not noticed.