When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
WHISTLER, B.C. — Things have come full circle for the Acura RDX. The compact crossover launched in 2007 with an all-new turbocharged four-cylinder engine and an all-wheel-drive system that was sophisticated enough for the brand to affix the Super Handling designation to it. It was a fun, sporty vehicle in a sea of boring competitors, and we liked it enough to write a eulogy of sorts when the second-generation RDX ditched the fun turbo engine in favor of a V6, and dumbed down its optional all-wheel system so much that they dropped the Super Handling name.
Acura's mainstreaming of the RDX for its second generation turned out to be a smart play. Sales jumped 94 percent in 2012, the first year that the redesigned RDX went on sale, leapt another 50 percent the following year, and have stayed over the 50,000 mark for the past three years. It may sound surprising, then, that Acura is flipping the playbook back a few pages by swapping its V6 engine back to a turbo four and reinstalling Super Handling All-Wheel Drive.
We think it's a smart move. The 2019 RDX is both sportier and more upscale than the model it replaces. It does more than just check boxes. It's interesting, boasts some cool technology, and offers a strong value proposition.
The 2019 RDX's all-new 2.0-liter turbocharged four-cylinder engine delivers 272 horsepower and 280 pound-feet of torque. That's down a negligible seven ponies from the old 3.5-liter V6, but up 28 lb-ft, and it's tuned to provide the bulk of that torque in the heart of its powerband — peak torque plateaus between 1,600 and 4,500 rpm. An equally all-new 10-speed automatic transmission sends that power to either the front wheels, or, as was the case with the vehicles we tested, all four wheels.
Jumping into a 2019 RDX for the first time, our main powertrain concern was that the 10-speed automatic would generate a ton of unnecessary, and distracting, shifts. This proved to be an unfounded fear. The gearbox does shift quite often under hard acceleration, but does so quickly and without any undue jerkiness. The sheer number of gearing options — the old six-speed auto had a 68 percent narrower spread of ratios — and the torque-rich engine combined to provide excellent straight-line acceleration in any real-world driving scenario we could conjure. The rest of the time we didn't really think about the transmission at all. We did, however, lament the push-button transmission interface. It's not as intuitive as a traditional shifter, and doesn't really save that much space.
While it's true that a large percentage of the American population simply doesn't need all-wheel drive, those who do choose Acura's latest SH-AWD system will see real benefits regardless of the weather or surface of the road. Up to 70 percent of the engine's torque can be delivered to the rear axle of the 2019 RDX, and can then be spread in any percentage from side-to-side. In practical terms, the RDX has excellent traction on slippery surfaces, and its torque vectoring technology helps it handle more crisply when the driver is feeling especially frisky.
That powertrain is housed in an equally new chassis that's unique to the RDX. Despite boasting a longer wheelbase (+2.6 in.) and wider track (+1.1 inch at the front and 1.3 inch at the rear), the 2019 model's platform weighs 20 pounds less than before, and it's significantly stiffer. Base, Tech, and A-Spec RDX models come with Amplitude Reactive Dampers that can shift between a so-called Ride Zone for comfort and a Handling Zone to help keep the car flat under hard cornering. These base, non-electronic dampers end up delivering a well-sorted ride that's just on the firm side of comfortable.
Unlike the fully mechanical base-level suspension setup in lower trim levels, Advance RDX models get an Active Damper System that adjusts the suspension firmness electronically. In just .002 seconds, a whole suite of sensors can alter each individual damper's behavior. This is some pretty cool technology, and that's why we wish it was optional on the A-Spec. Unfortunately, it comes with the Advance trim level only, which means the sportiest-looking RDX can't be combined with the most advanced suspension system.
Acura's Integrated Dynamics System comes standard, and it allows the driver to choose from four drive modes: Comfort, Sport, Sport+ and Snow. Those all have obvious purposes, but the differences between Sport and Sport+ are worth a deeper look. Throttle response, steering boost, the SH-AWD's torque vectoring, and traction control settings are all altered by the IDS, and so are the electronic dampers on Advance models.
We left the IDS in Comfort most of the time, and were rewarded with reasonably good steering feel. In Sport, the variable-ratio steering gets predictably heavier in effort, and it delivers strong feedback to keep track of what the front tires are doing. Sport+ dials up the heft to its maximum level, and if it's an Advance model with the Active Damper System, Sport+ similarly firms up the ride. Options are always appreciated, but we think Comfort is a good baseline, Sport is great for a fun drive down some twisty roads, and Sport+ is trying too hard to make the RDX into something it isn't: a sportscar.
The A-Spec trim we mentioned earlier is new for the RDX in 2019, and it's intended solely as an appearance package. On the outside, pretty much every bit of chrome is replaced with dark trim, and a unique set of 20-inch wheels and 4-inch exhaust tips add a more sinister look to the RDX. But it's the changes inside we like the best. Metal-look gauges that light up red, a perforated leather steering wheel, chromed paddle shifters, Ultrasuede inserts on the seats, and aluminum trim all add up to an interior that feels sporty and premium at the same time. We really like the optional red leather interior, especially when paired with the Apex Blue Pearl paint seen on our test vehicle.
Here's a quick video comparison showing the exterior and interior differences between a 2019 Acura RDX A-Spec and an Advance model:Acura says the 2019 RDX is its first production vehicle to fully display the interior and exterior ethos put forward by the brand's Precision and Precision Cockpit concepts. Full grain leathers, contrast stitching and piping, real brushed aluminum, and genuine Olive Ash wood can all be found inside the new RDX, and they all look and feel like premium materials. There aren't any obvious plasticky bits that the passengers will come into contact with that would feel out of place from a luxury brand.
The 2019 RDX is also the first vehicle to feature Acura's new True Touchpad Interface, which in the RDX controls an infotainment package displayed on a centrally mounted 10.2-inch LCD. Check out our initial thoughts on the touchpad here. In the real world, when sharing unfamiliar windy roads with other motorists, we appreciated the effort Acura put into ensuring that the infotainment tech is as easy to use as possible. There's definitely a learning curve — A and B "zones," split screens, and the lack of haptic feedback mean it isn't immediately intuitive the way that a touchscreen would be — but once accustomed, True Touchpad Interface feels vastly superior to similar systems used by Acura's competitors (Lexus, we're looking at you). Apple CarPlay comes standard, and as soon as Google makes Android Auto workable with a touchpad, Acura promises to add that, too.
Larger exterior dimensions equal greater roominess inside. Head, shoulder, and leg room are sufficient for four adults to sit comfortably in the 2019 RDX, and a fifth could squeeze in the back seat for short stints. There are 31.1 cubic feet behind the second row, and Acura quotes 79.8 maximum cubic feet of storage space with the rear seat folded and including the rear-seat footwell area. A cool underfloor rear cargo management system comes standard, as is a little cubby that's apparently sized to fit several bottles of wine. Sadly, we never found time to test that claim.
The 2019 RDX paints a clear picture of where Acura's styling is headed. A taut grille similar to what we've seen adopted by the TLX, RLX, and MDX catches the eye and is the location from which the rest of the car's sheetmetal seems to flow. A comically large Acura logo is housed front and center in that grille, but that bit of garishness doesn't do much to detract from the attractive lines of the new RDX. Acura's latest Jewel Eye headlights join the Diamond Pentagon Grille (their words, not ours) to make for a distinctive look without completely rewriting the somewhat angular design that Acura owners have come to expect. Parked side-by-side, the 2019 model looks significantly different and fresh when compared to the old.
It's not just the crossover's visual rebirth that makes it massively important for Acura. Remember, the brand had a very successful run until roughly 2009, and could try to claw back some buyers with more mainstream vehicles. But it's not doing that. Instead, the 2019 RDX feels more like a return to what used to make the Acura brand relevant in the first place: vehicles that feel exciting and upscale, based on a perception of innovation and real, palpable technology.
And it doesn't come with a big cost increase, either. The 2019 RDX's base price of $38,295 easily undercuts the Audi Q5, BMW X3, and Mercedes-Benz GLC 300. Better still, the value proposition of a loaded RDX Advance for less than $50,000 is underscored by the fact that the Germans with comparable powertrain options can all crest $60,000 if you're not careful. Of course, it's also fair to note that those same Germans all boast optional up-level engine options that Acura has yet to counter.
The restoration of the turbocharged four-cylinder engine and Super-Handling All-Wheel Drive is more than just a Pyrrhic victory for enthusiasts, it's a boon to luxury crossover consumers for a few reasons. One, it's the first in what we hope are a long string of proof points that Acura may be back on course to deliver unique vehicles that aren't just slightly more luxurious Honda models. Secondly, the guts of the RDX — its powertrain, chassis, styling, and price — are right where they need to be. Lastly, the fact that our biggest gripe with the RDX is about what options can be had with what trim level says a lot about how good it is, overall. Welcome back, Acura.
For all the advances realized by the completely new 2019 Acura RDX, the automaker’s agenda to remake it from a popular but dynamically unremarkable vehicle into a genuinely sporting one can be distilled down to one ostensibly minor and optimistic detail: The default setting for the RDX’s Integrated Dynamics driving-mode system is Sport. Realized with a simple software tweak—or a relabeling of the switch, for the cynics among us—the decision to proactively bias the luxury compact crossover’s personality carries significant weight. Signaling not only a tangible attitude adjustment from that of the previous RDX, which defaulted to Comfort mode, this also plays into Acura’s attempted spiritual reawakening initiated with the return of the NSX.
Highs
Content rich, torque-vectoring agility of AWD model, quiet interior.
Lows
Tight rear headroom, 10-speed needs a moment to think, touchpad infotainment controls require familiarization.
The first RDX to be entirely designed and constructed in the United States, the third-generation 2019 model is larger than the outgoing car in nearly every respect. The wheelbase grows to 108.3 inches from 105.7, the overall length expands to 186.8 inches from 184.4, and height is up slightly to 65.7 inches from 65.0. The engine, on the other hand, shrinks in both displacement and cylinder count, with the previous RDX’s naturally aspirated 3.5-liter V-6 having been replaced with a smaller but torquier turbocharged 2.0-liter inline-four. The turbo four’s 272 horsepower clocks in just seven ponies shy of the outgoing V-6’s 279, but the new engine tromps the old one in the torque department at 280 lb-ft to 252. Gear swaps are handled by a version of the corporate 10-speed automatic transmission that has been popping up across the Honda and Acura universe since it first appeared in the 2018 Odyssey, bringing with it the now familiar buttons for gear selection. The RDX is available in both front- and all-wheel-drive configurations; the latter employs Acura’s Super Handling All-Wheel Drive (SH-AWD) for a cool $2000 upcharge regardless of trim level.
The compact-luxury-crossover segment is no place for the faint of features, and the new RDX certainly panders to the compulsions of modern tech- and luxury-obsessed buyers. Standard highlights include a panoramic sunroof, an acoustically insulated windshield, heated mirrors, heated 12-way power-adjustable front seats, LED head- and taillights, push-button start, two USB charging ports in front, adaptive cruise control, a multiview backup camera, and the AcuraWatch package of safety and assistance features including forward-collision warning, automated emergency braking, lane- and road-departure warning systems, and lane-keeping assist. It’s a rich set of features, excepting a few peculiarities: Curiously, no inductive device charging is available, and Apple CarPlay is standard, but Google is still working to make Android Auto compatible with the new Acura True Touchpad interface—more on that in a moment.
Additional features are generally bundled within the four available trim packages. The base RDX includes everything above and more. The Technology trim adds navigation, a 12-speaker audio system, two rear-seat USB ports, leather-trimmed sport seats, parking sensors, blind-spot monitoring, and rear cross-traffic alert. The RDX A-Spec builds on that with specific 20-inch wheels, A-Spec badging, and different exterior styling. A-Spec trims also get model-specific heated and ventilated leather front sport seats, dark aluminum trim, a different steering wheel, and a premium 16-speaker audio system. The top-level Advance trim brings a 10.5-inch head-up display, adaptive dampers, a heated steering wheel, heated rear seats, a hands-free power liftgate, acoustically insulated side glass, genuine wood interior trim, leather upholstery, and 16-way power front seats with adjustability for lumbar, side bolsters, and thigh extensions. You’ll find more feature minutiae buried in the online configurator (click here for our story about RDX pricing).
Dubbed True Touchpad Interface, Acura’s answer to the perceived infotainment dilemma uses a high-mounted 10.2-inch screen controlled by a console-mounted touchpad positioned just ahead of the armrest. The idea is that while touchscreens are intuitive, their mounting position is compromised by the conflicting needs to be both accessible and easily viewed. While similar in concept to Lexus’s Remote Touch setup, Acura’s True Touchpad Interface has no cursor, instead relying on the user’s procedural memory to tap the area of the touchpad that directly relates to the same area on the display. If you want to select the Bluetooth app at the top right of the display, for instance, you simply tap the top-right area of the touchpad. No sliding or dragging of your finger or a joystick is required, and you don’t need to take your eyes off the road to finesse a cursor into place. When you hit your mark, the selection is highlighted on the display. A pair of hard buttons provide back and home functions, and a smaller “B-zone” located directly to the right provides touchpad operation of a secondary function such as music selection, which is displayed on the right side of the screen. After a short familiarization period, we were hitting our desired marks with something like an 85 percent success rate, and the system carried out our commands without lag or misdirection. Acura wisely went with hard buttons for the HVAC controls, however, as that display is not touch-capable, bucking the current trend of providing redundancy by combining a touchscreen with a control pad or hard buttons. Overall, this is a noble effort with intuitive functionality, although we didn’t find it to be the game-changing solution that the world’s automakers apparently seek.
Thankfully, the 2019 RDX is more than a rolling display case for the latest digital realizations. The Acura-specific chassis is new from the ground up, more than half of it built of high-strength steel and, in a first for Acura, using plenty of high-performance structural adhesives. Inner and outer hot-stamped front-door rings increase body rigidity, while the rear frame substructure was specifically designed to distribute suspension loads over a wider area. The downside? A cross beam about the size of a two-by-four runs directly across the floor of the cargo area. To mitigate the intrusion, Acura designed a nifty storage-bin insert with segmented cubbies, then hid the whole shebang under a flat floor panel. Acura says cargo capacity behind the rear seat has increased from 26 cubic feet in the old RDX to 30 in the new one. There’s no shortage of real estate for the driver and front passenger, and rear-seat passengers have plenty of elbow and knee room, although rear headroom is still tight—largely thanks to the panoramic sunroof (reminder: it’s standard).
3 additional driving modes supplement the personality-defining Sport: Snow, Comfort, and Sport+. Leaving it in the default Sport setting reveals a well-balanced ride with minimal body lean, but requests for urgent acceleration from typical secondary-road speeds linger unheeded for a heartbeat or three while the transmission performs its cog-skipping 10-6-4 downshift trick to put the engine in the meat of its 1600-to-4500-rpm max-torque band. Depress the round S button behind the transmission switchgear for more expedient shifts executed automatically or via the standard shift paddles. As you might expect, selecting Sport+ mode heightens nearly every parameter including steering and throttle response, as well as the digitally enhanced engine soundtrack and—if you spring for the top-line Advance trim—the adaptive dampers. The engine itself is a willing unit that combines proven VTEC technology with a low-inertia turbo to create a broad torque plateau unmatched by the outgoing naturally aspirated V-6.
While the variable-ratio electrically assisted power steering provides direct and linear response in all modes, the RDX carries an ace up its sleeve in the form of the latest version of Acura’s Super Handling All-Wheel Drive, which is probably why all the vehicles Acura made available for our first drive were so equipped. Capable of sending 70 percent of available torque to the rear wheels, SH-AWD’s real trick is its ability to route 100 percent of that torque to the left or right wheel to create a yaw moment, coaxing the RDX to turn more sharply than it would otherwise be capable. This in turn alleviates much of the plow often associated with vehicles that carry most of their mass on the front wheels. Despite its claimed 57/43 front/rear weight distribution, the RDX with SH-AWD maintains a tight line when pushed. A confidence-inspiring trait, it makes quick work out of erasing mildly banked 90 degree turns. The feel at the wheel is light and lively, and the RDX as a whole feels lighter on its feet than a comparably equipped BMW X3 but can’t match the Bavarian in terms of solidity and precision. The stoic Audi Q5, by comparison, feels almost reluctant when pressed to perform similar tight maneuvers, leading us to wonder just how much work its rear wheels are doing. Leaning heavily on the software to extract the RDX’s agility, however, leads to a slightly synthetic overall feel, and steering feedback is but a myth, although the effort does build progressively. The 255/45R-20 Goodyear Eagle RS-A tires on our A-Spec tester (other trims wear 235/55R-19 rubber) gave plenty of audible warning before the front end started to give up and push wide. This is one AWD vehicle that will actually step its tail out given the proper circumstances—say, a gravel parking lot with the traction control defeated—but you didn’t hear that from us.
Despite its reputation as an unexciting car, the previous RDX continued to post top sales numbers in the luxury-compact-crossover segment that it essentially invented. With the 2019 model, Acura has taken some calculated risks to recast the RDX with the excellent dynamic qualities of the 1st-gen model while trying to retain the sales success of the blander second generation. With a base price of just $38,295 for a front-wheel-drive base model and $48,395 for a top-trim Advance SH-AWD model, it offers well-equipped packages at prices where some of its European competitors begin. As a brand built on offering affordable indulgence, Acura knows that value can sometimes be the most appealing performance attribute of all.
Specifications:
VEHICLE TYPE: front-engine, front- or all-wheel-drive, 5-passenger, 4-door hatchback BASE PRICES: Base, $38,295; Technology, $41,495; A-Spec, $44,495; Advance, $46,395ENGINE TYPE: turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement: 122 cu in, 1996 cc Power: 272 hp @ 6500 rpm Torque: 280 lb-ft @ 1600 rpmTRANSMISSION: 10-speed automatic with manual shifting modeDIMENSIONS: Wheelbase: 108.3 in Length: 186.8 in Width: 74.8 in Height: 65.7 in Passenger volume: 105 cu ft Cargo volume: 30 cu ft Curb weight (C/D est): 3800–4000 lbPERFORMANCE (C/D EST):
Zero to 60 mph: 5.6–5.7 sec
Zero to 100 mph: 14.4–14.7 sec
Standing ¼-mile: 14.3–14.5 sec
Top speed: 125 mphEPA FUEL ECONOMY (C/D EST):
Combined/city/highway: 23–24/21–22/26–28 mpg
Acura's new premium compact SUV is reliable and, uh, reliable, but Acura wants more...
May 31, 2018
Share
Facebook
Tweet
Pinterest
Email
The Acura RDX has always been a safe bet in compact entry-luxury crossovers, but Acura doesn’t like being just a safe bet. Acura wants to be desired. Maybe even sought after. Perhaps even for “emotional” reasons.
Sifting through piles of buyer data, Acura found that the top three reasons people bought RDXs in the past were: 1) Value 2) Reliability and 3) Because they had already had good experiences with the brand and assumed they’d get another. Not exactly the stuff from which love poems are written and then read in the pouring rain beneath the window of your desired.
Acura wants you to not just buy an RDX because it makes good sense to do so, though it may indeed make good sense, but because you desperately want it. Quantified, that desperation shows up in the data as “emotional appeal.” Of 16 purchase reasons Acura measured, only five fell under the “emotional” heading. And three of those – brand image, vehicle image and prestige – sound pretty bland.
So the new 2019 RDX is going to address all those things and, after various committee meetings, PowerPoint presentations and spreadsheets stapled in the upper left-hand corner, maybe create emotional appeal. Under the category of “What We Set Out To Achieve” with the new crossover, Acura actually listed “Increase Emotion.” Attaboy Acura, pour yer heart out.
But let’s give them credit. We’ll start out with styling, because that’s emotional, or it can be. The new third-gen RDX takes styling cues from the Precision Concept that debuted at the Detroit show in 2016. Sure, the Precision Concept was a sedan, but Acura applied styling elements to this crossover body. See the diamond pentagon grille, “jewel eye signature daytime running lights” and “sculptured chrome moldings and door garnishes?” Are you writing poetry yet?
The proportions are changed, too. The new RDX is just over an inch longer overall but more than two and a half inches longer in wheelbase. The body creases are subtle and, dare we say, attractive. See? Emotion!
Performance is probably an emotional attribute, too. Yet Acura dropped the 3.5-liter V6 engine and swapped in a turbo four. It's a good turbo 4, with just 7 fewer horses and more torque, also used, in other tunes, in the Civic Type R and the Accord. The new VTEC 4 offers 272 peak hp at a relatively low 4800 rpm while torque is listed at 280 lb-ft and plateaus from 1600 to 4500 rpm. For a vehicle that weighs from 3783 to 4068 pounds, depending on options, that’s not bad. Without listing specifics, Acura says the new RDX is quicker to 30 mph, 60 mph and in the quarter mile than the previous V6 model. Score 3 more for emotion.
That output is routed through an in-house designed 10-speed automatic that Acura says can shift from 10th gear straight to 4th for passing. The new Super Handling All-wheel Drive (SH-AWD) can transfer as much as 70 percent of torque to the rear wheels, where inboard clutch packs can then shift it to either side. As much as 100 percent of that rear-wheel torque can drive a single rear wheel should conditions call for it.
To further its sporty credentials, that powertrain is mounted in an all-new chassis that is –- so far, at least –- exclusive to Acura. It is 38 percent stiffer and held together with more than 120 feet of adhesive bonding. Mounted to that stiffer chassis is a new, optimized five-link rear suspension and an optimized MacPherson strut setup in front. Steering incorporates 2 pinions on the rack, which you would think would make for more precision and better feel, but engineers say the motivation in placing the electric steering motor on the right side of the rack opposite where the steering column connects to it was done for space considerations and not to increase steering feel.
So, overall, does the new RDX create emotional appeal?
Right out of the parking lot you can feel the stiffness of the new body and the immediate response of the drivetrain. It’s not soft. By the standards of the class, which may include the BMW X3 and Audi Q5 but may also include the Lexus NX and Infiniti QX50 -– it is certainly competitive with the best.
4 drive modes allow you to tune the suspension to your likes. I cranked it immediately to Sport +, which stiffened the flow through the control damper that sits on the outside of each main shock absorber. The modes are closer to each other than I might have expected, so Sport + was almost like Sport, which was not too far from Comfort. I didn’t really get a chance to throw it through any really good curves, though, since the roads we were on were semi-rural, with the emphasis on the semi, and were all heavily patrolled. But the extent to which I did get to drive it semi-hard it felt promising. It’ll need more testing on less-constricted and more curvy roads to really see what it can do but first impressions suggest it’s competitive with the best in class in handling and performance.
I did get a chance to fling it through a slalom on a gravel road like a combination rally driver/drift king. For the gravel run, technicians had disabled all traction and stability control. Whee! I was powersliding through cones like I was on the pre-pavement Pikes Peak (where this car will run next month against a Bentley Bentayga, btw). What a blast it was in this driveline configuration, a true, rear-tire-spinnin’ boondoggle. Just one problem: Unless you are married to an Acura technician, one who really likes you, you won’t be able to replicate this level of tc-free hootinany behavior. Acura will not allow you to fully disable traction control like this. So my gravel run was something of a moot point.
I did get to try out the new “True Touchpad Interface,” though. A screen propped atop the dash can be manipulated by the Touchpad, the latter which Acura emphasizes is not a mouse. You tap various positions on it to manipulate functions displayed on that screen atop the dash. There is also a customizable head-up display that you can program to include just about whatever you want, from nav and phone functions to radio and Apple Car Play.
Pricing starts at $38,295 for a “well-equipped” front-wheel drive model and goes up to about ten grand more than that if you throw the kitchen sink at it. The RDX officially goes on sale June 1. Try one out, see if you feel any of the emotions!
Mark Vaughn - West Coast Editor Mark Vaughn covers all car things west of the Mississippi from his Autoweek lair high above the LA metropolis. See more by this author»On Sale: June 1
Base Price: $38,295
As Tested Price: $48,395
Powertrain: 2.0-liter turbo I4, 10-speed automatic, fwd
Output: 272 hp at 4800 rpm, 280 lb-t from 1600 to 4500 rpm
Curb Weight: 3783 pounds (mfg.)
Fuel Economy: 22/28/24(EPA City/Hwy/Combined)Pros: A sportier, more stylish RDX
Cons: Still tough to make a crossover sexy
So a 2 mpg 'improvement' over the combined 22mpg of the 2018 RDX AWD.. Yet we will never know if the mere addition of direct injection, 10-speed transmission and auto shut-off would have done just that with a NA V6.
He just can't come to terms with the NA V6 being old and antiquated and now in the past. As we age, we become more engrained in our ways and more afraid of change, simply because it's different and doesn't offer the same known comfort of the past.
This article spells out that the 2.0T makes the RDX faster 0-30, 0-60, and in the 1/4 mile, than the V6 of past. But that's not good enough. Better attack the only remaining thing possible- fuel economy. But let's face it, the outgoing RDX is only riding on 18" wheels, vs 19-20" on the RDX. That in itself hampers fuel economy. Otherwise we'd likely have an even faster 3G RDX if it was on 18s, with better fuel than equal/better fuel economy.
^ Why are you so obsessed with MPG? I think it is time for you to go get a Prius.
What is the reason to get an horrible Civic-sounding engine in an entry-luxo vehicle if it is not for the sake of fuel economy, again? Marketing is for people like you.
^ More useable low end torque? You dont have to down shift 3 gears just to have some decent passing power? or you won't feel like you just lost 100 hp when you have 5 people in the car?
What is the point to have 260 lbs of torque from a V6 if it is at 5k RPM? are you going to VTEC your ass at every street night?
I think Marketing is more for people like you, since most of us don't give a shit about MPG so the advertised MPG means little to nothing to me.
Only naive people like you actually believe that you could get fucking 26 mpg in the city (100% city), unless you live in a city with no traffic light or have no desire to step on the gas passing 2k RPM.
Like i said, go get a Prius. I think that is the perfect car for you.
So a 2 mpg 'improvement' over the combined 22mpg of the 2018 RDX AWD.. Yet we will never know if the mere addition of direct injection, 10-speed transmission and auto shut-off would have done just that with a NA V6.
its much spacious vehicle and more safety. as much space as Lexus RX. we are dealing new EPA standards and Honda is conservative.
WHISTLER, BC, Canada – Acura hopes to woo buyers of the Audi Q5, BMW X3, Mercedes GLC and Volvo XC60 to its third-gen RDX.
“Those four brands really resonate with (luxury buyers we surveyed) as sort of the benchmarks, or what they consider to be the exciting vehicles,” Gary Robinson, senior manager-product planning for American Honda, tells media here May 22 at a ’19 RDX preview.
“So we set our sights very directly on these four competitors. And we think we built a vehicle that cannot just compete with them, but offer something unique and better than what they offer the market today.
”To best those four European-brand CUVs, Acura says it dialed up the performance and styling of the RDX, admitting the outgoing second-gen model lacks those “emotional” attributes the Audi, BMW, Mercedes and Volvo CUVs have in spades.
To fix what RDX engineer Steve Frey says was a “significant gap” between the RDX and the X3 and Q5, the CUV switches from a naturally aspirated 3.5L V-6 in the ’18 model, making 279 hp and 252 lb.-ft. (342 Nm) of torque, to a 2.0L turbocharged 4-cyl. derived from the 2.0L turbo-4s in the Honda Civic Type R and Honda Accord.
Like i said, go get a Prius. I think that is the perfect car for you.
I DEFEND the V6 and this is the best effort you can come up? Brillant.
As for the torque gammick, this is good for kids who would believe anything. If it would be the case, you can bet your *ss that they would be much better at 5-60mph (acceleration from idle) - *they never are*.,
I DEFEND the V6 and this is the best effort you can come up? Brillant.
As for the torque gammick, this is good for kids who would believe anything. If it would be the case, you can bet your *ss that they would be much better at 5-60mph (acceleration from idle) - *they never are*.,
LOL i am actually questioning if you had ever driven an FI car now or electric car for that matter.
What is the reason to get an horrible Civic-sounding engine in an entry-luxo vehicle if it is not for the sake of fuel economy, again? Marketing is for people like you.
1. because you just said it- ENTRY level luxo
2. If it's good enough for BMW, Audi, MB, it's good enough for Acura.
Old turbo cars were brutal... incredibly laggy, then woooosh!!! Old turbo tech was shit.
so he admits he's never driven a modern turbo
his engine is so great, Honda decided to bury it and never return to it again. Bye SOHC V6!!
and no, Accord sales are not down because of the turbo. They're down because there are no incentives out there. This has been WELL documented by the auto industry, but sure, keep dreaming of that piece of shit SOHC shit box that could barely break the 300hp barrier, even at 3.7L
you dont buy a luxury car for fuel economy. That's why saintor bought an Acura.
So you are better than the 0-60mph magazine racer, you are the 5-60mph. i am not sure where you got the 335i from. But #1 it is still faster than the TLX. 2. I probably can do better than that in Eco Mode. So how was it wrong?
And would you call 1/4 in 14.2 fast?
let's just say your TLX V6 is at the 330i level when it comes to acceleration and ironically, that is a 2.0T.
I am not going to compare it to 335/340 as they are not even in the same league. as those are all high 12s to mid 13s cars. which translate to bus length on TLX.
Last edited by oonowindoo; 06-01-2018 at 06:30 PM.
Well yes, if you call a TLX V6 slow, be prepared to call a manual F30 335 slow as well. There is no way around it. Quarter mile or 0-60 are useless in real world - 5-60 matters.
For 0-60mph or 1/4 mile you need massive 4000rpm manual drop clutch or 3000rpm auto brake release starts, that you NEVER do every on a weekly basis unless you are a big fat liar.
Any other question, son?
BTW, very funny that we both registered in February 2001!
All-New 2019 Acura RDX Shines With Peppy Engine, Improved Ride and Handling
But this redesigned SUV is bogged down by its complex infotainment system
By Jon Linkov
May 31, 2018
Acura’s third-generation RDX impresses us with its powerful turbocharged engine, improved handling from chassis upgrades and added noise suppression, and also its standard advanced safety features.But we are far less enthusiastic about the RDX's infotainment system, which we found confusing to operate.The new RDX is a clear evolution, and its improvements tick all of the boxes necessary for it to compete with established, popular models including the Audi Q5, BMW X3, Mercedes-Benz GLC, and Volvo XC60, among others. Prices start at $37,300 and reach $47,400, which positions the RDX about $6,000 less than comparably equipped rivals.
We rented an RDX from Acura to sample this all-new vehicle before purchasing our own for testing. What we drove: 2019 Acura RDX SH-AWD Advance Drivetrain: 272-hp, 2.0-liter turbocharged four-cylinder with a 10-speed automatic transmission MSRP: $47,400 Options: Exterior color Options cost: $400 Destination fee: $995 (est.) Total cost: $48,795
How It Drives
Acura has adopted a new 2.0-liter, turbocharged four-cylinder engine and ditched the V6 that powered the previous-generation. This brings it in line with its competitors, but Acura brings more power to the party. The RDX’s 272 horsepower (down seven) is more than nearly every competitor’s turbo 4-cylinder engine produces, save for the 280-hp Alfa Romeo Stelvio and the 285-hp Lincoln MKC.
The engine is paired with a 10-speed automatic transmission, which works very well; there’s hardly any turbo lag. The RDX accelerates promptly, either from a stop or at highway speeds. Each shift from the smooth transmission was immediate and virtually undetectable.Acura offers front- and all-wheel-drive versions of the RDX; we drove the AWD version. The AWD Advance trim we rented is rated by the EPA at 21 mpg in the city, 27 mpg on the highway, and 23 mpg combined by the EPA. We'll run our own fuel-economy tests on an RDX we purchase.The new RDX no longer shares any components with the popular Honda CR-V compact SUV, because it has moved to an all-new chassis. The result is a livelier SUV that’s better able to compete with the BMW X3 and Audi Q5. It has precise steering, and feels secure and tied to the ground, even when tasked with hustling along curvy roads.We were also impressed with the RDX’s ride and handling characteristics. The ride is firm but also absorbs the bumps, even with its standard 19-inch wheels (larger wheels like these often come with a harsher ride). The top-level Advance trim that we drove comes equipped with an Active Damper System that adjusts the suspension depending on which mode the driver chooses: Comfort, Sport or Sport Plus. We’ll know more about the ride and handling with the standard suspension when we buy our test car, which will be a more mainstream version.Acura added more sound-deadening materials and a new noise-cancellation system, called Active Sound Control, to all RDX trims. The Advance trim gets even more sound-absorbing materials. These efforts have paid dividends as the new RDX is very quiet.
Inside
Getting into the RDX’s cabin is easy, thanks to its low step-in height. Once there, the seats really stand out. Drivers—of various body types—felt the seats fit them well and provided a comfortable experience for short or long drives.Adjusting the seats can be difficult, however. Drivers can use controls on the lower seat to toggle through three seat adjustments, but they need to watch the center touch pad screen to see how the seat will be adjusted. It’s not intuitive, and drivers who don’t want to take their eyes off the road will need to adjust the seats by feel.Acura’s infotainment system comes with a steep learning curve. Called the Acura True Touchpad Interface, it has two small touch pads on the center console. That’s how drivers interact with most audio, phone and navigation functions. So far, based on our initial experience, we’re not fans of this system, but we’ll reserve final judgment until we live with it for longer when we buy our own RDX.We did like the optional driver head-up display. It offers lots of information, and can be moved both vertically and horizontally, which is a nice touch. And scrolling through audio channels or songs with the left-side thumbwheel is a snap.We’re also not fans of the push/pull gear selector because it’s hard to perform a succession of Reverse-Drive maneuvers without looking down, as drivers will have to do when parking or turning around.The rear seat and cargo space are on par with the RDX’s competitors. It was easy for kids to climb up and into the RDX, and adults found the seats comfortable. There is plenty of room in the well-finished cargo area for a family trip, run to the grocery store, or all the required sports gear for a weekend of games and practices.
Safety and Driver-Assist Systems
The AcuraWatch suite of advanced safety systems is standard, and includes forward-collision warning, automatic emergency braking, and lane-departure warning, and also has driver-assist convenience features including lane-keeping assist, and adaptive cruise control. Buyers who opt for the Tech trim or higher get blind-spot warning, front and rear parking sensors, and a rear-cross traffic warning. The Advance trim includes a head-up display and 360-degree camera.
Bottom Line
The new RDX comes at a key time for Acura—when much of its product line is just mediocre, based on CR’s testing, and reliability and owner satisfaction surveys. The SUV has been the brand’s best-selling model, and its most reliable one in Consumer Reports’ Annual Auto Survey. The new version seems to be more competitive with its new engine, transmission, and suspension. But we’re concerned about the controls, particularly the all-new infotainment system.We look forward to buying an RDX to put through our extensive road-test program and see how it measures up.
As more and more consumers abandon sedans for trucks, SUVs and crossovers, the extensively upgraded third-generation 2019 Acura RDX should have no problem keeping Honda’s luxury division riding high in the compact luxury crossover segment.With a new powertrain, new chassis, sporty new sheet metal, new electronics, new interior and improved driving characteristics, the 2019 RDX brings more of everything to the game versus its predecessor.Until U.S. fuel prices start to climb, trucks and crossovers will be profit centers for most automakers. For Acura, that means increased competition.The RDX has topped the small luxury crossover segment by selling more than 50,000 annually in each of the past three years. Maintaining that sales lead is why the company doubled down on the new RDX.
On the Road
Acura provided only a few hours of drive time in the 2019 Acura RDX during a recent media preview held on the mountain roads around British Columbia’s Whistler Mountain ski resort.That’s not enough time for an in-depth evaluation, but in 60 miles of highway and twisty mountain road driving, the top-trim Advance model and the sporty A-Spec proved themselves to be among the best handling and most comfortable of the current crop of small luxury crossoverAcceleration was powerful, the steering tight and responsive, the braking firm and well-modulated. The seats were supportive and comfortable, and the views unimpeded. Road and engine noise was minimal thanks to an abundance of soundproofing.The 2019 RDX uses a four-mode performance control system — snow, comfort, sport and sport plus — that automatically alters accelerator and steering reaction. In the Advance trim, the system tunes adjustable suspension dampers for firm, more responsive action in the sport modes and a softer ride in the comfort mode.There were several of the RDX’s peers available for comparison, including the new BMW X3 and the 2018 Volvo XC60, which was recently named North American Utility Vehicle of the Year and World Car of the Year.For all-around comfort, handling, roominess, performance and value, the Acura would be my choice. Although for pure performance — albeit on rock-hard seats and a fairly stiff ride in Sport-plus mode — the BMW still leads the pack.
Pricing and Trim Levels
Acura launched the third-generation RDX in four trim levels this week at a base price of $38,295, including destination and handling charges. That’s thousands less than any of its competitors and the same as the equivalent 2018 model that includes the AcuraWatch advanced safety tech package.Key standard active safety systems and alerts for the new RDX include collision warning and braking, lane-departure warning and lane-keeping assist, road-departure mitigation and adaptive cruise control with low-speed following.
Split fold-down rear seats are standard in the new RDX; the red leather seats are exclusive to the A-Spec trim. (Photo: Acura)
Other standard features include well-bolstered 12-way power adjustable heated sport seats up front, a power tailgate, panoramic sliding glass roof and a nine-speaker stereo system with satellite radio, USB interface and Bluetooth. The 10.2-inch color touchscreen infotainment display is compatible with Apple CarPlay. Android Auto is coming in later models.The Technology package — which brings the SUV’s price to $41,495 — adds blind spot warning, front and rear parking sensors, rear cross-traffic alert and navigation with real-time traffic updates. The rear seating area gets two USB charge ports. Leather upholstery and a 12-speaker ELS Studio sound system also are included.Pricier trim levels like the A-Spec and Advance, which cost $44,495 and $46,395, respectively, add features such as 20-inch alloy wheels, fancier leather upholstery and interior trim, a hands-free power tailgate and rain-sensing windshield wipers. All-wheel drive models run $2,000 more in each trim level. AWD models get a real spare tire, mounted beneath the cargo floor so it doesn’t eat into cargo space. Front-drive trims get a tire sealant kit and roadside assistance.
Super AWD is Back
Acura’s “super handling” AWD system, or SH-AWD, was dropped from the second-generation RDX, replaced with a less complex and less expensive all-wheel drive system from the 2013 through 2018 model years.But the desire to keep RDX’s position as the segment leader and grow annual sales beyond the 50,000 mark dictated a return.The SH-AWD system can send as much as 70 percent of available torque to the rear wheels, as conditions demand. It also balances rear torque, shifting as much as 100 percent to the outside wheel. A companion system that’s standard on all RDX models automatically brakes the corresponding front wheel. It all works to keep the RDX on track when handling curves and corners. SH-AWD turns the 2019 RDX into a sure-footed mountain goat on loose and slippery surfaces.A word of caution here: The RDX is a crossover utility vehicle, but its relatively low 8.2-inches of ground clearance and limited wheel travel argue against confusing it with an off-road capable SUV.
Engine and Transmission
Standard in both front-drive and all-wheel drive configurations, the 2019 Acura RDX’s new 2.0-liter, turbocharged, aluminum-alloy four-cylinder engine is rated at 272 horsepower, down from 279 in the previous generation’s V6.Torque is rated at 280 pound-feet, up from 252 pound-feet in the second-gen RDX. The turbo four in the 2019 RDX churns out maximum torque at a mere 1,600 rpm versus 4,600 rpm in the old V6. That translates into brisk acceleration at low speeds.Power is sent to the wheels via a new 10-speed automatic transmission, a segment first. It improves responsiveness by keeping the engine in its peak performance bands longer than the previous model’s six-speed transmission. It can be operated in standard or sport modes, with more aggressive shift patterns in first through eight gears in the sport mode. Paddle shifters on the steering wheel are standard across the line.
A Solution to Infotainment Distraction
Most automakers make drivers reach up and look right to swipe and poke at a touchscreen located a foot or more from the steering wheel. It’s not ideal in a world where car companies should be removing distractions, not creating them.Honda has an improvement. The company is using the 2019 Acura RDX to introduce its newly developed remote touchpad system. The console-mounted touchpad makes it easy to control the infotainment system while keeping eyes on the road. No control wheels or knobs, no cursor, just press the spot on the touchpad that corresponds with the on-screen location of the icon you want to trigger and it happens. It took me about five minutes of practice to figure it all out.
Blacked-out trim, 20-inch wheels and oversize exhaust tips are features of the sporty RDX-A-Spec. (Photo: Acura)
Fuel Efficiency
The 2019 RDX’s smaller, turbocharged engine and advanced transmission make a difference at the pump as well as on the road, but it’s a small one.The Environmental Protection Agency rated the 2019 RDX in front-wheel drag at 24 mpg combined, 22 city, 28 highway (27 mpg highway for the heftier A-Spec trim). Subtract 1 mpg in each category for all-wheel drive models. That’s a 1-mpg improvement over 2018 RDX models in the “combined” and “city” categories.
Last Words
The new RDX doesn’t have the most room, the largest cargo box, the best fuel economy or superior handling of all the crossovers in the small luxury segment.But it comes close to the leader in each category and sets the standard in others, including seat comfort, audio system quality and infotainment interface. And none of the competitors combine so many attributes in such an attractive package and at such an attainable price point.
For 0-60mph or 1/4 mile you need massive 4000rpm manual drop clutch or 3000rpm auto brake release starts, that you NEVER do every on a weekly basis unless you are a big fat liar.
Any other question, son?
BTW, very funny that we both registered in February 2001!
I never ever in my day to day driving, ever mash the throttle from 5-60. Never. Who actually does?
If im going to mash the throttle, it's always off the line with the intention of flying. People much more rarely start off crawling at a moderate pace and then mashing the throttle... and for good reason. You're either beating traffic off the line, or you're moving with traffic. same with at the track. Drag strip or circuit. You don't crawl at 5mph and then go. That metric has no real world application. There's a reason most nobody uses it for actual statistics... it's nice that it's measured in a magazine... they measure lots of stuff. If anything, it allows you to understand a particular engine's/drive train's characteristics. And wow, the V6 excels in one category. Wonderful. Better stop all future engine development.
For 0-60mph or 1/4 mile you need massive 4000rpm manual drop clutch or 3000rpm auto brake release starts, that you NEVER do every on a weekly basis unless you are a big fat liar.
Any other question, son?
BTW, very funny that we both registered in February 2001!
so 5-60 is what you do daily and 0-60 is never? what kind of daily driving do you do?
You do clutch dumps if you're trying to hit the absolute lowest time in the 1/4. You do not have to do clutch dumps to get near similar performance. I'm sure I can spare the 0.3s without beating my car and dumping the clutch every time. Still.. the measured 1/4 is indicative of performance at the max. And if car A is faster than car B in the 1/4, you'd expect similar results if both are at 75% effort.
05-31-2018, 06:36 AM
Edmunds
AutoBlog
2019 Acura RDX A-Spec: New York 2018 
Mark Vaughn - West Coast Editor Mark Vaughn covers all car things west of the Mississippi from his Autoweek lair high above the LA metropolis.
time travel with upgraded tires? 
Split fold-down rear seats are standard in the new RDX; the red leather seats are exclusive to the A-Spec trim. (Photo: Acura)
Blacked-out trim, 20-inch wheels and oversize exhaust tips are features of the sporty RDX-A-Spec. (Photo: Acura)
