Acura: RLX News
02-15-2013, 07:25 PM
#3962
אני עומד עם ישראל
Gotcha. I don't think them building off of the Accord is bad per se, but the problem is everyone thinks of it as a dolled up Accord, no matter what Acura does.
They should've made a full size RWD biased SH-AWD flagship that undercuts even the Equus on base prices/trim.
They should've made a full size RWD biased SH-AWD flagship that undercuts even the Equus on base prices/trim.
02-16-2013, 11:58 AM
#3964
GS350F sport needs 265 summer performance tires in rear for any sort of sporty handling.
02-17-2013, 12:07 AM
#3966
Senior Moderator
Probably because there's also a potent 3.0T/7AT model in the same lineup, with a 420hp S6 available for those who think that 310hp/325lb-ft is not enough motivation for this sedan. (I wont even go into the real 800lb gorilla of this lineup....which I hope comes stateside. 
)
)
02-17-2013, 06:27 AM
#3967
Safety Car
Cameron
02-17-2013, 08:10 AM
#3968
Senior Moderator
It's a nice, solid sedan for Acura, with some neat features like the return of 4WS. However, I don't see this as being $20-30G better than an Accord Touring. (...and that's not unlike what occurred with the KB1 vs 7G Accord V6 EX-L)
I'm starting to get a little nervous about what we'll see on the 5G TL.
I'm starting to get a little nervous about what we'll see on the 5G TL.
02-17-2013, 07:28 PM
#3970
It's a nice, solid sedan for Acura, with some neat features like the return of 4WS. However, I don't see this as being $20-30G better than an Accord Touring. (...and that's not unlike what occurred with the KB1 vs 7G Accord V6 EX-L)
02-17-2013, 08:08 PM
#3971
6G TLX-S
How is the resale value of the 2G RL holding up ?
This may be a good indication of the future RLX prices in the used car market.
This may be a good indication of the future RLX prices in the used car market.
02-17-2013, 08:37 PM
#3972
Registered TL Owner
02-18-2013, 05:50 AM
#3973
Safety Car
Aluminum
Honda Motor Co. has developed a new technique for joining steel and aluminum, 2 materials that are difficult to fix together, and will use it to make lighter door panels for a forthcoming model for the North American market, the company said Feb. 18.
It said the doors of the new Acura RLX, which will debut in the United States in March, will comprise a lightweight aluminum skin over a sturdy steel frame, with the edges of the two materials folded tightly together and then glued.
Honda said seams where aluminum abuts steel have traditionally been prone to electrical corrosion and stress because the 2 metals expand differently under heat. It said the new technique counters these risks.
Furthermore, it said, assembly lines can easily be adjusted to offer the new technique.
"These technologies do not require a dedicated process; as a result, existing production lines can accommodate these new technologies," it said in a corporate statement.
Honda said it has been making a number of efforts recently to reduce vehicle weight. In 2012, it began using a different hybrid steel-aluminum construction in the North American version of its Accord car.
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02-18-2013, 05:51 AM
#3974
Safety Car
Lln
The Acura RL was dealt a difficult hand in life. Although positioned as Acura's flagship vehicle, the RL was more of a “tweener,” straddling the line between mid-size and full-size luxury.
Making things more difficult for the RL was competition from within Acura's own lineup. It may have been positioned as the brand's flagship sedan, but the RL was actually the same size and less powerful than the cheaper TL.
And sales figures clearly reflect the RL was getting lost in the mix – just 1,096 units found new homes in 2012.
But Acura is starting fresh for the 2014 model year with the RL-replacing RLX. Although still not quite laser-focused on a single segment – Acura says the sedan has the interior space to compete with vehicles like the Audi A8 – Honda's luxury brand is now aiming the RLX in the general direction of the BMW 5-Series and Mercedes-Benz E-Class.
RLX-factor
Acura typically isn't shy about pushing the styling envelope, but you'd never know that by looking at the RLX. Rather than emulating some of the more daring design cues from the ZDX crossover or NSX concept, Acura took a decidedly safe approach when penning the new RLX.
Although the RLX's styling won't catch the world on fire, we'd still classify it as a handsome sedan. The RLX's nose wears arguably the most attractive version of Acura's 'shield' grille design, with that wedge shaping carrying over nicely to the car's lower bumper.
The RLX arrives with new-look LED headlights that are technically better than HID units, but stylistically much worse. SEMA called. They want their headlights back.
Down the sides of the RLX you'll notice what appear to be character lines, but there are more to those creases than just looks. The curved portion of the line in the front fender and door actually help to divert wind from the RLX's A-pillar, resulting in a reduction of in-cabin wind noise.
The rear of the RLX is somewhat derivative – we personally see a little last-gen Toyota Avalon in there – but there are enough lines and bulges to keep the design interesting.
Step inside the RLX, though, and you'll be pleasantly surprised. The RLX boasts an upscale interior design with some of the nicest materials we've seen, regardless of vehicle class. All plastics are top-notch and the RLX's leather wouldn't feel out of place in an Italian exotic.
Although not everyone will be a fan of the RLX's protruding center stack, we generally like the added dimension it brings to the cabin. And, if nothing else, it puts controls within an easy reach of the driver.
Those controls are easier to operate, too, as Acura has (thankfully) replaced the RL's keyboard-like center stack with a touch screen and few physical buttons. We're also fans of the RLX's dual-screen setup, which separates radio and HVAC displays from the car's navigation system.
Unfortunately, Acura's navigation system remains 1 for the more finicky on the market. The controls for the system aren't as intuitive as they should be, but at least Acura ditched the RL's 1990s-era screen with a unit that could pass for high-definition.
We found the RLX's front buckets to be plenty comfy during our day-long journey, and the rear seats proved to be spacious enough for passengers well above the 6-foot mark. That should come as no surprise as the RLX boasts best in-class rear-seat leg and shoulder room.
P-AWS helps the cause
Although a hybrid version of the RLX with all-wheel drive will launch later this year, the only model currently on sale is the front-wheel drive version with Acura's Precision All-Wheel Steel, or P-AWS for short.
But let's start with the basics. The RLX is powered by Acura's 1st-ever direct-injected engine, which takes the form of a 3.5-liter V6. Although slightly smaller than the RL's outgoing 3.7-liter V6, the all-new 3.5-liter generates 10 more ponies, good for a total output of 310 horsepower. The new V6 is also more efficient, returning 20 mpg in the city and 31 mpg on the highway, netting a combined rating of 24 mpg.
Power is sent the RLX's front wheels via a heavily revised 6-speed automatic transmission. The new gearbox features more aggressive gear ratios (afforded by the more efficient D-I engine) resulting in better acceleration.
On the open road the RLX never left us wanting for power, but there are a speedier options in the segment (the BMW 535i comes to mind).
However, the RLX's party piece isn't its new engine but rather its trick all-wheel steering system. The P-AWS system – which can individually change the toe-in and toe-out of each rear wheel – functions largely under the radar during typical driving, but really comes to life when you start throwing the RLX into the corners.
We were able to test the system on a closed track and came away quite impressed. Although the RLX still exhibits some understeer at the limit, the P-AWS system does an extremely good job of emulating rear-wheel drive by rotating the back of the car, particularly in tight corners. If you need the sure-footedness of front-wheel drive but want the driving dynamics of rear-wheel drive, the RLX could be the car for you.
But we doubt many RLX owners will be tracking their car, and Acura has planned accordingly. The RLX's suspension has been fitted with a sort of Jekyll and Hyde damper system, providing both sporty handling and a smooth, luxurious ride. That comfortable ride is amplified by the RLX's whisper-quiet cabin, made possible by touches like noise-reducing wheels and active engine mounts that help keep engine vibrations at bay.
And, just in case that quiet interior puts you to sleep, the RLX is equipped with a host of new safety systems. The RLX comes standard with a knee airbag system, Forward Collision Warning and Lane Departure Warning. Uplevel models can be fitted with Adaptive Cruise Control with Low-Speed Follow and Acura's Lane Keeping Assist System, which can help steer the car to keep it in the proper lane.
Thankfully, all of the RLX's electronic nannies can be switched off.
Leftlane's bottom line
The RLX is a very good car that might be let down by its badge. Acura simply doesn't have the cachet of brands like BMW and Mercedes, and that could hurt the RLX's sales, no matter how comfortable, quite and competent it might be.
But if you're willing to forgo the status associated with the blue-and-white roundel or the 3-pointed star, the RLX is a pleasant surprise just waiting to be discovered.
2014 Acura RLX base price range, $48,450-$60,450.
02-18-2013, 06:01 AM
#3975
Safety Car
AskMen
If you haven’t realized it, the future is here. In 2012, Nevada legalized self-driven cars, with Florida and California soon following suit. This is just 1 indication of the automotive sea change we are in the midst of. Although the adoption of vehicles like Google’s driverless Prii is still some way off, new cars like the 2014 Acura RLX now come laden with such technological features that they can practically drive themselves. Realizing decades-old dreams, these vehicles are completely transforming the driving experience.
Acura’s goal for its latest flagship, the 2014 RLX, is the synergy of man and machine, and this elegant and luxurious vehicle is rewriting the balance of that equation. Driver aids like Adaptive Cruise Control (ACC) and Lane Keeping Assist System (LKAS) allow the car to brake and accelerate with the flow of traffic and even steer itself -- within limits.
Acura’s Lane Keeping Assist is a system that uses a windshield-mounted camera to monitor lane markings. When it detects you straying from center, it applies counteracting steering torque to maintain proper lane position. What does this mean? Essentially, you can cruise along with your hands off the wheel, and the RLX will keep itself true as long as there are markings to guide it. Start drifting off course, and you’ll feel an invisible hand gently shift the wheel as you’re returned to center. Let the car enter a corner without guidance, and it’ll sidle itself right along. Luckily, the system only functions between 45 and 90 mph.
Why is that a good thing? Start traveling under 40 mph, and you enter the world of suburban streets, parking lots and intersections. Places where no car should be allowed to steer itself. There are just too many accident-inducing variables in such locations. Features like LKAS and ACC do certainly make things safer by acting as safeguards against our waning attentions. The risk, however, comes when these safeguards become so prevalent that we no longer devote the attention to driving we once did.
For a man my father’s age, the RLX’s Adaptive Cruise Control is a dream come true. Gone are the days of your leg cramping up shifting through endless gridlock. Push a wheel-mounted button, and the RLX will follow the car in front of you at a set distance, starting and stopping appropriately with the flow of traffic. The system’s so good you could practically catch some shut-eye while on your morning commute. The only thing is that the RLX can’t see stop signs, and, once again, that’s a good thing. If the RLX could negotiate traffic signals and maintain proper road position at low speeds, it’d be automated driving realized.
Starting at $48,450, the RLX sits alongside the 5 Series and E-Class in terms of pricing but offers the interior spacing of their bigger brothers. Though it's not available till March, Acura flew us out in early February so that we could take the RLX for a pre-release spin.
Its V6 gives it a satisfying amount of power, and its Amplitude Reactive Dampers provide a serenely smooth ride even over varied road surfaces. Road noise has no luck penetrating the RLX’s insulated interior, and Acura’s Precision All-Wheel Steer (P-AWS) system gives the RLX an unnatural agility for such a spacious saloon.
Continuously monitoring the car’s steering input, engine and road speed, throttle position, brake pressure, lateral acceleration and more, P-AWS independently directs the rear wheels for maximum efficiency. During high-speed maneuvering, they’ll turn in phase with the front wheels for increased agility, and during low-speed turns, they’ll turn in opposition to the front wheels to provide a tighter turning radius. During braking, P-AWS will even have both rear wheels toe in for increased stability and braking force.
The rotational movement (yaw) introduced by P-AWS while cornering aggressively allows the RLX to slice through corners disproportionately well. The sensation it provides, however, is 1 that will leave serious driving enthusiasts asking questions. When in the midst of a curve, P-AWS shifts the RLX’s stance in a semblance of oversteer right at that moment you expect its considerable front-wheel-driven weight to blunder into understeer. This momentary shift, this slight loosening and sideways shuffle, gets the full-sized sedan through corners more effectively than I ever expected, but it simultaneously removes the tactile faith you need to take things to the limit. This isn’t a bad thing, as the RLX is certainly no sports saloon -- it’s a luxury cruiser meant to get you from point A to B with minimal fuss and maximal comfort. Something it does admirably.
Are we ready for automated driving? Some of us certainly are, specifically those old enough to remember when cars had carburetors. After driving for decades, you build up a set of intrinsic skills that allow you to drive safely with minimal thought. You just do it, and, as such, experienced drivers can appreciate having computerized assistants there to back up their instincts.
They know they’re not going to crash into oncoming traffic, but it’s nice just to have a machine take care of it for you. This is not, however, something we would want our kids to experience. New drivers must be made excruciatingly aware of the dangers of driving. A moment’s inattention can spell disaster, and learning to drive in a vehicle that can stop, start and steer itself is a recipe for kids hitting the roads without the proper skills.
The definition of driving is morphing. Technology has disrupted the balance of man and machine, and the machines are taking the reins. If your car is stopping, starting and steering all on its own, you are no longer driving; you are a passenger. Maybe our kids will exist in a world where being driven is the norm and driving is a lost art. What is for sure is that if these driver aids continue to advance in ability and prevalence, young people's ability to manage and prevent emergency situations on their own will wither along with their enthusiasm for driving and car culture in general. Knowledge of how a modern car functions has been relegated to the mystifying world of 1s and 0s, rather than the bloodied-knuckle reality of nuts and bolts, a trend that’s replaced the logical magic of mechanics with digital wizardry.
Regardless of what its technology portends, the Acura RLX offers a taste of tomorrow today. Potential buyers be warned, though -- a sweeter package is in the works. Acura will make a Sport Hybrid Super Handling All-Wheel Drive version available this fall. With an electronic motor attached to each rear wheel, the RLX Sport Hybrid will put out a combined 370 hp, with up to 70% of that able to be shoved through the rear wheels. Not only will the Sport Hybrid be more powerful, but it’ll also be more efficient, getting 30 mpg combined in comparison to the standard RLX’s 24.
02-18-2013, 11:19 AM
#3977
Safety Car
Mega Gallery
Here’s a fresh and very large gallery of the all-new 2014 Acura RLX, a car we 1st saw in December last year. The RLX is Acura’s answer to popular mid-size luxury stalwarts like the BMW 5-Series, Audi A6 and Lexus GS, although the company is also hoping to encroach into the class above.
New to the RL’s replacement is an all-new engine from the Earth Dreams Technology series, a lighter body structure, and new tech such as Acura Precision All-Wheel Steer, Jewel Eye LED headlamps and the AcuraLink cloud-connected ICE system.
The RLX is also said to offer class-leading interior space, with three inches more rear legroom than competing models. Width, wheelbase, and front/rear track are all up on the RL.
The RLX’s new 3.5 litre V6 engine has 310 hp and 370 Nm, and Acura says over 90% of the latter is available from 2,000 to 6,000 rpm. The direct-injection i-VTEC SOHC unit can shut off cylinders when not needed and run on reduced displacement mode for fuel savings.
The engine, which is paired to a Sequential SportShift 6-speed auto with steering paddles, is mounted to a lightweight and rigid aluminum front subframe using a vibration-canceling Active Control Engine Mount (ACM) system.
The standard Precision All-Wheel Steer (P-AWS) system continuously monitors and calculates the correct amount of independent rear-wheel steering (toe angle) necessary for driving conditions. As the industry’s 1st left/right independent rear-wheel toe angle control system, P-AWS uses an all-electric system that enhances driving dynamics.
Not the most original design perhaps, but the RLX is handsome nonetheless. Mega gallery of nearly 200 high-res pics after the jump.
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Legend2TL (02-18-2013)
02-18-2013, 12:07 PM
#3978
6G TLX-S
02-18-2013, 01:07 PM
#3979
▒JDM ¥ KING▒
I say the Sport Hybrid SH-AWD car will have different bumpers design and also head/tail lights treatment.
I mean it's 370+ hp Sports lux beast!
I mean it's 370+ hp Sports lux beast!
02-18-2013, 04:23 PM
#3980
Senior Moderator
Im looking forward to experiencing its ride quality, given its 40 series tires.
In and of itself, it's a well executed sports sedan. It just remains to be seen if it becomes a compelling sports sedan. (A la 5-series and A6)
In and of itself, it's a well executed sports sedan. It just remains to be seen if it becomes a compelling sports sedan. (A la 5-series and A6)
02-18-2013, 06:08 PM
#3981
I'm hoping it'll be at my city's Auto Show in a few weeks, I'd love to get an up close look at it.
02-18-2013, 06:19 PM
#3982
Safety Car
Car Connection
Meta Rating: 7.8/10
Bottom Line
The 2014 Acura RLX leaves the bold ambition to other brands; it's a studied update that delivers smoother looks, quicker performance, and better fuel economy, but no more excitement.
Likes
Smooth V-6 growl
Gas mileage estimates lead the class
Interesting new safety features
Dislikes
Design isn't distinctive
Rear-wheel steering is a pretty exotic solution
Multiple screens, multiple guesses?
Disassemble a luxury car and try to distinguish it from a normal vehicle. You won't find much difference. Some extra steel and aluminum and glass, maybe some wood or a few ounces of carbon fiber. Mostly, you'll get more sound deadening and more badges. What's left behind are the intangibles like prestige, heritage, and word of mouth.Bottom Line
The 2014 Acura RLX leaves the bold ambition to other brands; it's a studied update that delivers smoother looks, quicker performance, and better fuel economy, but no more excitement.
Likes
Smooth V-6 growl
Gas mileage estimates lead the class
Interesting new safety features
Dislikes
Design isn't distinctive
Rear-wheel steering is a pretty exotic solution
Multiple screens, multiple guesses?
With the 2014 RLX, Acura offers up the 1st reinvention of its flagship sedan in more than a decade. And instead of plying you with acres of responsibly harvested wood, or exotic hand-massaged leathers, it says it's offering "luxury defined by you." Is that nebulous enough to woo back the shoppers that might have been smitten by the biggest Acura when it was a Legend--and now find themselves behind the wheel of a Lexus, an Audi, or even a Mercedes or BMW?
After our 1st in-depth drives in the Acura RLX, we're apt to define luxury as something more intensely flavored, unique, and barely attainable. Leather and branded audio and electronic driving assists? They're to be had in $30,000 family sedans these days. Luxury has to be more.
On that scale, the 2014 RLX is a polite, well-composed premium sedan, a contender in the ring with the Cadillac XTS and Lincoln MKS--but not crazy, not flagrantly out of skew, not brilliant enough in any single facet to run any of the old-money names off the VIP list. That's despite some thoughtful new safety gear and some nifty handling tricks that obscure its front-drive running gear.
The RLX has understatement down pat while it runs lean on sizzle. It's a gentle reiteration of the BMW 5-Series with a softer Acura boomerang of chrome applied to the front end, a hint of animal musculature over its front wheels in the fender lines. It's a no-drama zone from LED headlight to LED taillight, elegant in the same way the cabin is pretty and handsomely constructed, orchestrated instead of inspired. The leathers and grains are better than any Acura we've sampled. They just need a touch of alchemy.
The name's only 2 vowels away from "relax," and that's a clear predictor of how the Acura RLX tackles the road. It's up only 10 horsepower in a crazy age where the Lincoln-cum-Volvo MKS has 365 hp--and the Hyundai Genesis, 429 hp. On principle it gets the best gas mileage in the class, by Acura's estimates, and in practice, it feels it, with ample but steady acceleration, woken up at 3000 rpm with some intake snarl that's bound to be remixed in 12-inch form on the upcoming NSX's soundtrack.
There's a hybrid all-wheel-drive version with the same 310-hp V-6 and 6-speed automatic on tap, but 30-mpg fuel economy across the board. We've just driven the front-drive version, which eschews the adaptive suspensions common in the class for a well-tuned set of coils, links, and digressive dampers. It's a setup that is well aware of what the RLX wants to be: a mildly cushy cruiser, with only token amounts of road-surface feedback. That's what makes the RLX's electric steering system so unusual: it has actuators on the back wheels that work in concert to deliver rear-wheel steering, an effect that lends stability to the RLX on the interstate but sounds like an exotic solution for a car without high-performance intentions.
Size is a factor Acura hopes will appeal to RLX lookers. It remains about the same size as the outgoing RL sedan, although overhang has been shortened somewhat and the wheelbase is 2 inches longer—which together with 2 more inches of width, in all, means more passenger space inside. The front seats are supple and trimmed in very rich leather, but rear headroom is scant for tall adults, and trunk space is only average.
Safety is again a focus for Acura's flagship sedan. The brand's 1st application of Lane Keep Assist is available, and all RLX sedans have standard Forward Collision Warning and Lane Departure Warning. In addition to the usual roster of safety features and airbags, the 2014 RLX will include a driver's front knee bag, and Acura is already expecting top 5-star scores from the federal government and the upcoming Safety Pick Plus status from the Insurance Institute for Highway Safety (IIHS). The optional adaptive cruise control and lane-keeping systems even work together as a follow function: the RLX will steer itself at low speeds behind another car, say, in stop-and-go traffic.
5 grades of RLX are on the order sheet for the 2014 model year: RLX, RLX with Navigation, RLX with Technology package, RLX with Krell Audio package, and RLX with Advance package. All have an extensive list of features including dual LCD displays for infotainment functions, while upper trim levels get a next-generation AcuraLink Communication system and the Aha streaming-audio interface, as well as an expanded range of infotainment and connectivity features based on smartphone integration. The navigation system now includes surface-street traffic, and security features include stolen vehicle tracking, airbag deployment notification remote locking and unlocking, and 24-hour concierge services.
Prices start from just under $50,000, and the top RLX with Advance retails for more than $61,000. The 2014 Acura RLX is on sale at dealers as of March 15, with the hybrid model to follow later this year.
Interior/Exterior = 7
Good-looking but not at all daring, the Acura RLX would get called "catalog" on any of the cutthroat fashion-model reality shows.
The challenge for any luxury sedan today is to hit some benchmarks that would have been coachbuilt in a bygone era. The Audi A7 and Jaguar XF are in the RLX's periphery, and they faintly reek of sophistication and substance--nevermind the Cadillac XTS and its flair-filled, jewel-blinged bod.
The RLX? It's less apt to leap off a runway. The stance is right, and the proportions are good, and even the BMW-esque turn to the roofline has enough distance between it and the original to claim its own birthright. The rest is subtle but graceful, from the LED headlights to the curve stamped over the front wheels to the LED taillights. As rolling stock, the RLX's smoothly arched roofline and somewhat aggressive stance are attractive--but they're not groundbreaking.
The cabin is a pretty functional, handsome place to check off driving tasks, but it's more of the same. It falls in the gap between the opposing ways drivers tend to define luxury: it doesn't wrap itself in the precisely modern design cues that define most Audi cockpits, or in the pervasive sense of old (and new) money that fills every Jaguar cabin. Cadillac is doing fantastic interiors in this class, too, and the choice of materials and grains and glosses are as point-perfect in the Acura RLX. It has the sense of refinement down pat, but lacks the sense of drama that's almost a basic requirement in an age of A7, XF, and XTS.
Performance = 7
The Acura RLX finds itself in a performance arena that used to have the gentle ambiance of the Westminster Dog Show, but now feels more like Thunderdome. When the former RL was new, 300 horsepower was supercar territory; now, that's the base output for some of the RLX's hottest competition, and the 400-hp mark is an easy hurdle for some of its pricey mid-size luxury competitors.
Even among the milder editions of those other aspiring sedans, the Acura RLX's 310-horsepower, 3.5-liter V-6 isn't a spec-page leader, nor is its 272 pound-feet of torque. It's up 10 hp and 1 lb-ft over the RL's 3.7-liter V-6, but it pales next to the Lincoln MKS EcoBoost's 365 horsepower, or the Hyundai Genesis R-Spec's 429 hp. It does deliver most of its torque over most of the powerband--and in a bit of a preview of next year's NSX sportscar, the flat delivery of torque comes with a shade of exhaust ripple and intake grunt that aren't filtered away by active noise cancellation.
It's an aural component that puts some waveform into the engine's straightforward delivery. There's not much urgency in the way it pulls uniformly away from a stop, or in its relaxed uptake. It's a contrast to the Lexus GS, which has some peaks whipped into its performance, though it doesn't necessarily feel any quicker than the Acura RLX--both sit squarely in the 6-second 0-60 mph range.
The RLX's automatic transmission nets shift paddles and a sport shift mode this year, but no more gears. It's a 6-speed automatic with very smooth upshifts, less invisible downshifts. The top-rated sedans in the segment are changing over to 8-speed automatics, as is the Chrysler 300. The ZF 8-speed that's nearly universal sets a high bar, and the RLX could use more tightly spaced gears to accelerate more quickly off the line.
As for the gas mileage benefits of more gears, the RLX doesn't need much help. It's estimated at 20/31 mpg, or 24 mpg combined, near the Chrysler's numbers with 2 fewer gears.
Handling puts the RLX in a breed of luxury sedans that doesn't have a dog among them, but doesn't have a champion, either. Along with the XTS, MKS, and Volvo S80, it's in a niche divided from the traditional luxury marques by heritage as much as orientation. At BMW, Mercedes, and Jaguar, rear-wheel drive is the norm, and all-wheel drive is an option for marketing's sake. Audi is the grey area.
Acura's on the other side of the fence. The RLX and the RL before it have always been front-drivers, and the dynamic difference between Acura and those brands has only shrunk a little bit. The RLX has a conventional suspension tuned for comfort 1st, with a bit of lively feel dialed in via electric power steering and a trick pair of actuators at the rear wheels. The RLX's steering has a light touch on center that's very noticeable at parking speeds, entirely intentional, before it transitions to a more consistent heft. The transition's less obvious at speed, where the ability to steer its rear tires becomes the RLX's most significant new hardware bullet point.
The RLX's rear steering--Precision All-Wheel Steer, or P-AWS--is technologically extravagant, for what the RLX wants to be. P-AWS puts an actuator on each rear wheel and keeps tabs on vehicle speeds and steering motions, so it can feed in minute amounts of rear-steer to give the RLX more stable road feel. In lane changes, all 4 wheels move in the same direction. On a curving road, P-AWS can steer the rear wheels up to 2 degrees in the opposite direction of the front wheels, to cut a sharper line. It's an effect that can be helpful in daily driving, mitigating some of the width that's been baked into the RLX's platform (maybe for interior room, maybe also to accommodate some of the hardware on the way in the RLX hybrid and NSX).
Under extreme conditions, like on the stretch of Sonoma Raceway where Acura let us press the system, P-AWS can make you rethink the way you approach corners and react to them, by virtue of the way it transitions through its rear-steer spectrum. Drive it quickly in an uphill straight line, then dive down and deeply left, and the quick oversteer set up by P-AWS is unlike any other system before it. It's a glint of edge in a car that doesn't necessarily need for one, or pretend to one.
The powertrain and steering work in concert with a conventional suspension design to give the RLX a comfortable, composed ride. It's sprung and damped well enough to absorb stretches of broken pavement with little fuss, and it leans into corners casually and undramatically. For that kind of driving duty, you'll never miss an adjustable suspension system or adaptive shocks like the ones commonly found on competitors, but absent here. Those systems can be tailored to a wider range of performance limits, and the RLX doesn't intend to ultra-high performance. There's no M or AMG edition in the works. It's a mono-spec machine that knows its limits, and makes the best of them.
Quality = 8
The Acura RL, may it retire in peace, was a great long-distance tourer for front-seat passengers. The rear seats were tight, and interior storage was slight. The new RLX fixes most of that, though we're still left unimpressed by rear-seat headroom.
About the same size overall, the RLX is fractionally longer than the RL but has a wheelbase 2.0 inches longer, and sits 1.8 inches wider. It instantly registers, not so much from the RLX's stance, though that's certainly chunkier and broader.
It makes an impact more when you open the door--that's when the RLX keys up, emits a little jingle (yes, a jingle) and shimmers its displays in a slightly fancy display of emotion we've never seen from Acura. The interior looks large, and it's not all visual tricks, though the clever stylists have boxed out the door panels and boxed in the central tunnel to create rectangular passenger spaces that read more like architecture than car design.
In front, the seats fit like broad-backed executive desk chairs. They adjust 12 ways and have heating, and optionally, ventilation. Acura says shoulder room is among the best in the category, though their chosen competition is more German than American, something we differ with. The center console is wide, but so are the passenger spaces, and headroom is fine for tall adults, even without having to lean back in those well-done chairs.
The back seat? It looks enormous, and the rear door cuts are usefully large, making it easy to slide into the 3-passenger space. The cushions are wide and long under the leg for great support--but even with a slouch, I still rubbed my head on the ceiling, something that happens regularly in Passats, Accords, and Fusions, but never in the MKS or XTS. There's somewhat less shoulder room than expected, too. The rear seats can be optioned up to heating; our ancestors would probably be disgusted at how far from the hunter-gatherer tribe we've fallen, but who doesn't like a warm cheek or two?
Acura's fitted the RLX with plenty of small-item storage. The center console's the foremost space to hide valuable objects, since its lid opens from either side, or slides with a lovely damping toward the rear. The trunk has a slight 15.3 cubic feet of space, or less if you get the top audio systems; it's a flat floor, but it's a couple of gym bags smaller than the trunk on the MKS.
We were impressed duly by the uptick in materials used in the RLX. Our late-run prototypes didn't show much evidence of being test cars, and the presence of engine note is a welcome change for Acura--not noise to be filtered out, we think. The tire noise? That's something the RLX's hollow-core wheels were meant to address, but don't always nix completely.
Safety = 8
Neither of the well-known safety agencies has checked in yet on the 2014 Acura RLX, but with its new safety technologies and Honda's recent advances in crash mitigation and prevention, we're giving the RLX a high preliminary rating, which we'll adjust as the scores come in.
The National Highway Traffic Safety Administration (NHTSA) hasn't tested the RLX as of this writing; neither has the Insurance Institute for Highway Safety (IIHS). Acura says it expects to ace both sets of tests, and to get the IIHS' Top Safety Pick+ rating.
All RLX sedans come with the usual airbags and stability control. A driver-side knee airbag is standard as well, and so are a rearview camera and Bluetooth, 2 features we consider almost essential in everyday driving due to driver inattention. The RLX's rearview camera actually displays a 180-degree view of its surroundings, for even better visibility. It helps too that the RLX doesn't have the very thick roof pillars or very small rear glass of, say, the Lincoln MKS.
Among the options offered to RLX buyers are blind-spot monitors, a feature we like for the added information it gives drivers who fail to check their rearview mirrors. There's also adaptive cruise control and a lane-departure and lane-keeping system; together with a collision-avoidance system, the chorus of sensors and alerts can actually prevent lower-speed accidents--and even can grant a degree of autonomous driving. When the adaptive cruise control is set, the RLX will stop itself at lower speeds--and all the driver has to do to re-engage is to hit "resume" on the steering wheel, or tap the gas. The RLX will even steer along with the vehicle ahead at very low speeds. It's clever, it's creepy, it's a step too far toward divorcing the car and the driver--you pick. To us, it's mostly an expensive, unnecessary frill.
And finally, for safety's sake, the RLX loses 1 of the features we've long appreciated in Honda and Acura vehicles. Acura now blocks out any user from entering touchscreen information when the vehicle is moving. The logic's unassailable if the driver's the only passenger--but what about other passengers? In this case the "feature" becomes an annoyance.
Features = 9
Rich with features, but priced significantly higher than some of the vehicles we consider competitive with it, the 2014 RLX caps the Acura lineup with some versions costing more than $60,000 before all options are added. That vies with the 2013 Cadillac XTS as the most expensive front-wheel-drive car on the market.
The $49,345 RLX has a price and features more in line with the cars we'd cross-shop. Its standard features include power windows, locks, and mirrors; cruise control; automatic climate control; 18-inch wheels and 45-series Michelin tires; Bluetooth; a rearview camera; forward-collision and lane-departure warning systems; an 8-inch upper LCD and a 7-inch lower LCD touchscreen that display output for the AM/FM/CD/XM audio system, which also includes 10 speakers, HD radio, a USB port and an aux jack; a power sunroof; pushbutton start; leather upholstery; 12-way power heated front seats; power tilt/telescoping steering; and automatic headlights.
The $51,845 RLX with Navigation adds the GPS with voice commands; AcuraLink, a suite of services discussed below; and a color LCD display between the primary gauges. The $55,345 RLX with Technology Package upgrades the wheels to 19-inchers and refines the leather choice to "Milano" hides; adds blind-spot monitors, acoustic glass, and 4 more speakers; and caps it with retractable side mirrors and rain-sensing wipers.
For $57,845, the RLX comes with a 14-speaker Krell audio system with reference-quality sound, one of the near-overkill systems usually found on ultra-premium brands, and power sunshades. At the top of the lineup, the $61,345 RLX with Advance includes adaptive cruise control with follow ability; lane-keeping assist; front and rear parking sensors; ventilated front seats; and heated rear seats.
The 2014 RLX carries Acura's standard warranty of 4 years or 50,000 miles.
Of all the new features integrated into the new RLX, the AcuraLink system and the dual-screen output of the infotainment system will take the most time to learn and to use. The logic behind both sounds reasonable. AcuraLink's basic setup uses a smartphone app, Aha, to be the gatekeeper for dozens of other apps like Facebook. With one link they're all accessible through the head unit, and new information like points of interest can be accessed without massive, regular updates. Still, it's an additional interface between the driver and safe driving--something the best and simplest systems like a simple smartphone mirroring setup will do best. AcuraLink also offers paid services to connect to live operators, a service we've never been sold on in the smartphone era, in any case.
The dual-screen setup? It's an interesting spin on the complexity of systems like MyLincoln Touch and Cadillac CUE. By splitting functions, Acura hopes to keep the non-touch-displays on the larger, more visible screen, while controls like audio toggles are placed closer to the driver on the smaller touch-sensitive screen. On some models, the third screen in between the gauges offers still more information.
The result, though, is a duplicative, sometimes confusing interface that feels like a compromise around an existing dash architecture. It gives us pause about the coming dual-screen setup in the Infiniti Q50--never mind the agita we already get when we climb into single-screen systems like those in the Cadillac XTS or the Lincoln MKS.
Apple, Google, Samsung--someone, please save us?
Fuel Economy/MPG = 7
The Acura RLX is more powerful than the RL sedan it replaces, but it's also more fuel-efficient, Acura promises.
The EPA hasn't confirmed those estimates yet, but Acura says the 2014 RLX will earn gas-mileage ratings of 20 miles per gallon city, and 31 miles per gallon highway, for a combined rating of 24 mpg. In the class of cars we think it compares with most directly, that's a hit: nothing comes close to those ratings outside of the Lexus GS and Infiniti M hybrids, and vehicles like the turbocharged Lincoln MKS are much further off the RLX's pace. It's also a strong step forward from the old RL's numbers of 17/24 mpg, and 20 mpg combined.
Models with an all-new Sport Hybrid system will be the best-performing in the lineup, not only from a performance perspective but from a green one. They get a new triple-electric-motor hybrid system and lithium-ion battery pack, in addition to the 3.5-liter V-6, and 2 electric motors power the rear wheels for this latest version of Acura's SH-AWD (all-wheel drive) system. These models should boast an anticipated EPA fuel economy rating of 30 miles per gallon city and highway, as well as a 30-mpg combined figure. We'll add more information once we drive this model later this year.
02-18-2013, 11:04 PM
#3984
and Lexus is not as spacious and distinctive looking as RLX.
RLX is in its own class interms of refinment, fuel economic and interior space with superb handling with all season setup. Its definitely a class above GS.
There is nothing that touch RLX for value of money.
see GS AWD fuel economic. it is even less than TL-SH-AWD 6MT which lacks DI efficiency.
http://reviews.cnet.com/sedan/2013-l...-35244009.html
At low speeds, the engine uses its port-injection system, less efficient but quieter, while at higher acceleration it switches to the direct injectors, delivering more power. The extra noise of the direct injection gets swamped by the overall road noise at higher speed. Or so the thinking goes.
The EPA estimates put the GS 350 at 19 mpg city and 26 mpg highway, but I rarely saw the average fuel economy rise above 20 mpg. After a week of driving, its average came out to 19.4 mpg. A couple of extra gears in the transmission should raise the average.
At low speeds, the engine uses its port-injection system, less efficient but quieter, while at higher acceleration it switches to the direct injectors, delivering more power. The extra noise of the direct injection gets swamped by the overall road noise at higher speed. Or so the thinking goes.
The EPA estimates put the GS 350 at 19 mpg city and 26 mpg highway, but I rarely saw the average fuel economy rise above 20 mpg. After a week of driving, its average came out to 19.4 mpg. A couple of extra gears in the transmission should raise the average.
http://reviews.cnet.com/sedan/2014-a...-35590816.html
The effect was subtle on broad turns, but made itself felt when I took sharp corners at speed. Hammering the RLX down a zig-zagging section of road, I found it handled like a smaller car, and I had to remind myself that it was well over 16 feet long and close to 4,000 pounds. A few 90-degree corners on the track required hard initial braking followed by a snap of the steering wheel, to which the RLX responded with impressive stability.
Of course, all-wheel drive usually takes a toll on fuel economy. I was very impressed that, after a few hours of back-road and highway driving, the RLX's trip computer had recorded an average of 26.5 mpg.
The effect was subtle on broad turns, but made itself felt when I took sharp corners at speed. Hammering the RLX down a zig-zagging section of road, I found it handled like a smaller car, and I had to remind myself that it was well over 16 feet long and close to 4,000 pounds. A few 90-degree corners on the track required hard initial braking followed by a snap of the steering wheel, to which the RLX responded with impressive stability.
Of course, all-wheel drive usually takes a toll on fuel economy. I was very impressed that, after a few hours of back-road and highway driving, the RLX's trip computer had recorded an average of 26.5 mpg.
02-19-2013, 05:22 AM
#3985
Race Director
It wont matter as Infiniti V6 is simply not as refined and efficient as Acura DI nor long term reliability/depreciation can match Acura.
and Lexus is not as spacious and distinctive looking as RLX.
RLX is in its own class interms of refinment, fuel economic and interior space with superb handling with all season setup. Its definitely a class above GS.
There is nothing that touch RLX for value of money.
.
and Lexus is not as spacious and distinctive looking as RLX.
RLX is in its own class interms of refinment, fuel economic and interior space with superb handling with all season setup. Its definitely a class above GS.
There is nothing that touch RLX for value of money.
.
02-19-2013, 08:49 AM
#3986
AZ Community Team
I know it's nit-picky but for a car in this class there should be a plastic cover over the battery. I just don't like to see the battery, terminals and hold-down strap to be exposed. As annoying as the plastic engine covers are, they add some class and quality to the engine bay IMO.
Everything else looks just fine
Last edited by Legend2TL; 02-19-2013 at 08:51 AM.
02-19-2013, 09:46 AM
#3987
This RLX fuel economic will not that much worse than 4 cylinder.
2009 TSX gets 33 to 34mpg on freeway easily at 75+mph. RLX will do better than that. It is not ZDX that have no utility
RLX is top of the class for refinement, fuel economic, spaciousness, safety, standard equipment etc. Lexus cars performed poorly in safety tests. There are too many positives going on for this car. and it is least bland vehicle in its class unless u add optional kits to other vehicles.
02-19-2013, 10:42 AM
#3988
Race Director
^ This new RLX is somewhat analogous to the new Mazda 6. Great on paper and in real life but the sales are just not there. Of course a lot of this is relative - relative to the sub 100 sales per month now, sales of 500/mo will look spectacular, but when compared to the others in the segment it will be woefully low.
02-19-2013, 10:51 AM
#3989
Safety Car
Pursuitist
We have never experienced an automobile that seemed to be more intelligent than we are: but live and learn. There we were, driving a 2014 Acura RLX, up and down the hills above Napa Valley, experiencing this brand of technology whose goals are to make the driving experience more synergistic and equipoised between human and machine.
The ideal of human/machine synergy/balance is demonstrated in many ways, but 1 that Acura likes to highlight is the P-AWS, an acronym for precision all wheel steering. In this Acura, it is handled electronically, which means the wheels function independently. When we brake, the wheels move inward, keeping the car more stable. Then, there is the Adaptive Handling Assist system, which rotates the car into corners.
But wait there’re more – where Acura technology has the ability to be more aware of driving nuances than its driver. The Sedan we drove had the Lane Keeping Assist System, which helped the Acura keeps it in the lane, its camera-based intelligence actually steering the car away from a road line, when we went too far to the right or too far to the left. The Adaptive Cruise Control allowed the Acura to keep up with the cars ahead, slowing when they slowed, stopping when they stopped.
And of course, with the GPS virtual voice, speaking to us about where we were going, up 1 hill and down the other, the technical experience was unique, as we could take our hands off the wheel for a while, but why would we? The driving experience was exceptional, and no doubt because the engine was so smooth. The 3.5-liter V-6 has direct injection (DI) and cylinder cutoff, moving between 6 and 3 cylinders to save fuel when the demand is modest. Finally, we drove, sat on the passenger side and sat in the backseat – all were exceptionally comfortable. The backseat especially where many times tall people have the most trouble, was quite comfortable and spacious.
Acura’s flagship 2014 RLX starts at $49,345, including an $895 destination charge, when the luxury automaker’s largest sedan goes on sale March 15. The almost $50,000 entry fee includes numerous standard features like a 310-horsepower V-6 with direct injection, and “jewel-eye” LED headlights. These headlights, that we used driving on a very dark night in Napa, allowed us to see not only far ahead, but also clearly side to side, in this case into the wooded areas in the hills above Napa.
The idea of intuitive technology was never far from us, as we could understand the technology found in this solid, well-running automobile could be 1 of the evolutionary benchmarks moving toward the driverless technology of the future. We wanted to know more, so we interviewed John Watts, Senior Digital Manager of Acura/Honda, and a gentleman who has been on the inside track of the advent, challenges and future of this type of automobile technology.
Pursuitist: How do you see the upsides and challenges of ACURA’s intuitive technology?
John: I see many upsides of the intuitive technology, the 1st being just that, that is intuitive! We set out to design and develop a luxury sedan packed with cutting edge technology that enhance the driving experience. At Acura, we do not apply technology simply for the sake of saying we have it, we very carefully select them based on their ability to address the needs of the driver. For instance, our Lane Keep Assist system can take some of the angst out of daily driving by alert the driver that the RLX is out of lane and helps to return a vehicle to a location between the lines. The adaptive cruise control with low speed is another anxiety reducing technology that helps the driver maintain a prescribed distance between the car in front of him/her and will bring the car to a stop if the car in front stops. A situation that is typically encountered in urban driving.
1 of the biggest challenges as I see it is getting prospective customers, particularly those who have been exposed to the very complicated systems found on European luxury competitors, to understand just how intuitive our technology is and how seamlessly it operates.
Pursuitist: The idea of a car having a mind of its own is a great idea. Do you see this being the wave of the future? What positive and more challenging issues can you see with this?
John: Many drivers, luxury car owners in particular, are still car and driving enthusiasts. Acura’s approach to technology is designed to enhance, not eliminate, the driving experience.
Pursuitist: Personally, I see this kind of potentially driverless technology challenges being generational ones. I think boomers may have to make greater adjustment to these things than gen x and y-ers. Do you see this happening?
John: I think that all ages will be receptive to adopting most technology. The fact of the matter is that drivers of all ages adapting to new vehicle technologies all the time. Many things about the vehicles have evolved over time, things you can see and touch like lighting technology and the operation of the audio system, navigation systems etc., as well as power train that you can’t see.
You’re right though, that there are always people who are more eager to utilize new technology. That’s why Acura’s intuitive approach to technology is meant to easily integrate technology into all driver experiences-not just those of any one demographic profile.
Pursuitist: How do you see Acura changing the face of driving? many see it as a task, but with this type of technology it can also be a very pleasant task…not one that tires you out but one that maintains the drivers health and consistency of awareness. How do you see the future of driving?
John: The future of driving will be different to the extent that more technologies are integrated into the drive experience than we ever before thought possible. Acura will continue to innovate and advance these developments.
John: I see many upsides of the intuitive technology, the 1st being just that, that is intuitive! We set out to design and develop a luxury sedan packed with cutting edge technology that enhance the driving experience. At Acura, we do not apply technology simply for the sake of saying we have it, we very carefully select them based on their ability to address the needs of the driver. For instance, our Lane Keep Assist system can take some of the angst out of daily driving by alert the driver that the RLX is out of lane and helps to return a vehicle to a location between the lines. The adaptive cruise control with low speed is another anxiety reducing technology that helps the driver maintain a prescribed distance between the car in front of him/her and will bring the car to a stop if the car in front stops. A situation that is typically encountered in urban driving.
1 of the biggest challenges as I see it is getting prospective customers, particularly those who have been exposed to the very complicated systems found on European luxury competitors, to understand just how intuitive our technology is and how seamlessly it operates.
Pursuitist: The idea of a car having a mind of its own is a great idea. Do you see this being the wave of the future? What positive and more challenging issues can you see with this?
John: Many drivers, luxury car owners in particular, are still car and driving enthusiasts. Acura’s approach to technology is designed to enhance, not eliminate, the driving experience.
Pursuitist: Personally, I see this kind of potentially driverless technology challenges being generational ones. I think boomers may have to make greater adjustment to these things than gen x and y-ers. Do you see this happening?
John: I think that all ages will be receptive to adopting most technology. The fact of the matter is that drivers of all ages adapting to new vehicle technologies all the time. Many things about the vehicles have evolved over time, things you can see and touch like lighting technology and the operation of the audio system, navigation systems etc., as well as power train that you can’t see.
You’re right though, that there are always people who are more eager to utilize new technology. That’s why Acura’s intuitive approach to technology is meant to easily integrate technology into all driver experiences-not just those of any one demographic profile.
Pursuitist: How do you see Acura changing the face of driving? many see it as a task, but with this type of technology it can also be a very pleasant task…not one that tires you out but one that maintains the drivers health and consistency of awareness. How do you see the future of driving?
John: The future of driving will be different to the extent that more technologies are integrated into the drive experience than we ever before thought possible. Acura will continue to innovate and advance these developments.
02-19-2013, 10:52 AM
#3990
Senior Moderator
Join Date: May 2003
Location: Better Neighborhood, Arizona
Posts: 45,641
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I'm driving a Krell-equipped model today or tomorrow.. 
02-19-2013, 11:36 AM
#3992
Senior Moderator
I dont see an ounce of Distinctiveness in the RLX other than the headlights. And i (along with others) think that is the problem, its going to blend in and not even be noticed by people. It needs something to visually set it self apart from others and get people to WANT to look at it.
02-19-2013, 01:22 PM
#3993
Senior Moderator
02-19-2013, 02:42 PM
#3994
The sizzle in the Steak
One thing to notice from this picture is the distance from the firewall to the engine and suspension towers, it looks like Honda/Acura really increased the interior cabin space by moving the front firewall forward ~4-6".
I know it's nit-picky but for a car in this class there should be a plastic cover over the battery. I just don't like to see the battery, terminals and hold-down strap to be exposed. As annoying as the plastic engine covers are, they add some class and quality to the engine bay IMO.
Everything else looks just fine
I know it's nit-picky but for a car in this class there should be a plastic cover over the battery. I just don't like to see the battery, terminals and hold-down strap to be exposed. As annoying as the plastic engine covers are, they add some class and quality to the engine bay IMO.
Everything else looks just fine
02-19-2013, 03:14 PM
#3995
AZ Community Team
I prefer them in the front, although it does move ~25lb to the rear the voltage drop on the +12VDC to the starter is high and there are potential corrosion issues to the structure. I've worked on a few BMW's and my Audi with rear mounted batteries and they are a pain to jump start, work on, ...
02-19-2013, 06:36 PM
#3996
The sizzle in the Steak
^^ I've never had issues with a trunk mount battery.
Have had quite a few cars with them.
Have had quite a few cars with them.
02-19-2013, 07:27 PM
#3998
6G TLX-S
I prefer them in the front, although it does move ~25lb to the rear the voltage drop on the +12VDC to the starter is high and there are potential corrosion issues to the structure. I've worked on a few BMW's and my Audi with rear mounted batteries and they are a pain to jump start, work on, ...
The MB under-rear-seat batteries are the real pain. There is no dedicated positive terminal battery post under the hood. So every time the battery need to be accessed, the rear bench seat has to be removed beforehand.
02-19-2013, 07:47 PM
#3999
AZ Community Team
When they have them, my Audi 100LS and my brother's M6 and 533i didn't have them.
The Audi rear mount batteries are never difficult to jump start or work on. Simply open the trunk and lift up the spare tire cover, and the battery is readily accessible. There is even a dedicated positive terminal battery post conveniently located under the hood, that one can use to charge up and/or jump start the battery if so desired.
The MB under-rear-seat batteries are the real pain. There is no dedicated positive terminal battery post under the hood. So every time the battery need to be accessed, the rear bench seat has to be removed beforehand.
The MB under-rear-seat batteries are the real pain. There is no dedicated positive terminal battery post under the hood. So every time the battery need to be accessed, the rear bench seat has to be removed beforehand.
02-19-2013, 11:54 PM
#4000
I dont see an ounce of Distinctiveness in the RLX other than the headlights. And i (along with others) think that is the problem, its going to blend in and not even be noticed by people. It needs something to visually set it self apart from others and get people to WANT to look at it.