Car and Driver Review 2018 RLX SH
11-14-2017, 06:44 PM
#1
Car and Driver Review 2018 RLX SH
2018 Acura RLX Sport Hybrid SH-AWD
Less costly. Prettier. But essentially the same car.
The $4050 that Acura cut from the asking price of its 2018 RLX Sport Hybrid is the most significant change the brand has made to its refreshed all-wheel-drive sedan. Introduced as a 2014 model, the largest Acura sedan aimed at making it more competitive with other premium mid-size players such as the Mercedes-Benz E-class, the Audi A6, and the BMW 5-series. Two RLX models are available, the Sport Hybrid, which we drove in Southern California’s Santa Monica Mountains, and the front-wheel-drive, all-wheel-steering P-AWS model.
HIGHS
Less money, looks better, good riddance to the beak.
LOWS
No meaningful change in hardware means no meaningful change in the lukewarm driving experience.
The Sport Hybrid comes with the same 377 combined horsepower that it has had since its introduction, and how it arrives there is still unique in the segment. Powering the front wheels are a 310-hp 3.5-liter V-6 and a 47-hp electric motor housed inside the RLX’s seven-speed dual-clutch automatic transmission’s case. The rear axle is powered by two 36-hp electric motors. One motor acts upon each wheel and, when cornering, each can apply either positive or negative torque to help steer the car with torque vectoring. It’s an elegantly Honda-like solution to a problem we’re not sure needed solving in this segment—and it’s essentially the same system that powers the front wheels of
Your Mom’s Acura
Minor adjustments to the transmission and electric motors offer improved response in Sport mode, but the RLX is not the kind of car that begs to be driven hard. Acura admits as much by marginally softening the RLX’s nonadjustable suspension for 2018. It’s soft enough now that it distinctly lacks the body control of t A6 that Acura presented for comparison. “It’s more compliant, but the changes are incremental,” said Jonathon Rivers, the RLX’s lead product planner, about the Acura’s revised suspension.
When cornering with purpose, the RLX manages the task adequately, but softness is a core component of its character, and if pushed too hard it will protest by punishing its bump stops over midcorner undulations and then floating loosely through the remainder of the bend. This behavior erases any impulse to explore the benefits torque vectoring might offer. Mercifully, its steering provides enough information to make prudent decisions at reasonable speeds while requiring more effort than an A6’s lightweight helm.
So, Acura finds itself peddling a sedan that is in several ways at odds with itself. Underneath, there’s the hardware and technology of its NSX supercar, sure. Yet the sedan’s lack of adjustable dampers yields less suspension latitude than most every car in its segment, the package being more at home absorbing freeway frost heaves than it is clipping apexes.
New Shape, New Colors
Otherwise, from behind the wheel there’s only one other small tweak worth mentioning: The RLX’s deeply sculpted hood now houses an attractive angular bulge over each front tire, part of the reshaping that also visits the car’s nose, side sills, and rear end for 2018. The RLX’s headlamps are restyled and more attractive, as is Acura’s new pentagon-shaped grille, which replaces the chrome beak the RLX has worn since 2013.
Inside there’s a new interior color, Espresso, bringing the total count to four. The trunk gains close to an extra cubic foot of volume thanks to a smaller, lighter (by 8.2 pounds) battery pack. New to the Acura lineup is the RLX’s Traffic Jam Assist feature, which combines adaptive cruise control and lane-keeping assist to minimize driver input below 45 mph. We found it effective only on well-marked, reasonably straight freeways that were gorged with slow-moving traffic. But those are the conditions under which Acura designed the system to work, and it does, making small steering corrections and following the vehicle ahead safely at low speeds.
The Value Equation
Whereas the 2017 RLX was available in two trim levels (Technology package and Advance package), the 2018 lineup has been simplified; the P-AWS now is available only as a Technology model and the Sport Hybrid only as a loaded Advance. At its new asking price of $62,865, the RLX Sport Hybrid comes standard with driver-assist technologies and 19-inch wheels that you’ll pay extra for from its German competition. Its front-drive brother, the P-AWS model, increases $450 in cost (to $55,865) but replaces the 2017 model’s six-speed transmission with Honda’s new 10-speed automatic. It uses the same 310-hp V-6 as the hybrid, although it’s rated at 272 lb-ft of torque, a 1 lb-ft reduction.
The RLX Sport Hybrid is a fine automobile that’s less sports sedan than it is compliant cruiser. It’s made nicer with the restyling of its nose and backside, and hacking four grand from its asking price can only help dealers move it through showrooms, which clearly is Acura’s goal. That its all-wheel-drive system offers more value in the snow than it does on a winding road shouldn’t diminish its appeal. It might not be a first choice for those of us who seek more control on a shapely back road. But it might still be yours.
Less costly. Prettier. But essentially the same car.
The $4050 that Acura cut from the asking price of its 2018 RLX Sport Hybrid is the most significant change the brand has made to its refreshed all-wheel-drive sedan. Introduced as a 2014 model, the largest Acura sedan aimed at making it more competitive with other premium mid-size players such as the Mercedes-Benz E-class, the Audi A6, and the BMW 5-series. Two RLX models are available, the Sport Hybrid, which we drove in Southern California’s Santa Monica Mountains, and the front-wheel-drive, all-wheel-steering P-AWS model.
HIGHS
Less money, looks better, good riddance to the beak.
LOWS
No meaningful change in hardware means no meaningful change in the lukewarm driving experience.
The Sport Hybrid comes with the same 377 combined horsepower that it has had since its introduction, and how it arrives there is still unique in the segment. Powering the front wheels are a 310-hp 3.5-liter V-6 and a 47-hp electric motor housed inside the RLX’s seven-speed dual-clutch automatic transmission’s case. The rear axle is powered by two 36-hp electric motors. One motor acts upon each wheel and, when cornering, each can apply either positive or negative torque to help steer the car with torque vectoring. It’s an elegantly Honda-like solution to a problem we’re not sure needed solving in this segment—and it’s essentially the same system that powers the front wheels of
Your Mom’s Acura
Minor adjustments to the transmission and electric motors offer improved response in Sport mode, but the RLX is not the kind of car that begs to be driven hard. Acura admits as much by marginally softening the RLX’s nonadjustable suspension for 2018. It’s soft enough now that it distinctly lacks the body control of t A6 that Acura presented for comparison. “It’s more compliant, but the changes are incremental,” said Jonathon Rivers, the RLX’s lead product planner, about the Acura’s revised suspension.
When cornering with purpose, the RLX manages the task adequately, but softness is a core component of its character, and if pushed too hard it will protest by punishing its bump stops over midcorner undulations and then floating loosely through the remainder of the bend. This behavior erases any impulse to explore the benefits torque vectoring might offer. Mercifully, its steering provides enough information to make prudent decisions at reasonable speeds while requiring more effort than an A6’s lightweight helm.
So, Acura finds itself peddling a sedan that is in several ways at odds with itself. Underneath, there’s the hardware and technology of its NSX supercar, sure. Yet the sedan’s lack of adjustable dampers yields less suspension latitude than most every car in its segment, the package being more at home absorbing freeway frost heaves than it is clipping apexes.
New Shape, New Colors
Otherwise, from behind the wheel there’s only one other small tweak worth mentioning: The RLX’s deeply sculpted hood now houses an attractive angular bulge over each front tire, part of the reshaping that also visits the car’s nose, side sills, and rear end for 2018. The RLX’s headlamps are restyled and more attractive, as is Acura’s new pentagon-shaped grille, which replaces the chrome beak the RLX has worn since 2013.
Inside there’s a new interior color, Espresso, bringing the total count to four. The trunk gains close to an extra cubic foot of volume thanks to a smaller, lighter (by 8.2 pounds) battery pack. New to the Acura lineup is the RLX’s Traffic Jam Assist feature, which combines adaptive cruise control and lane-keeping assist to minimize driver input below 45 mph. We found it effective only on well-marked, reasonably straight freeways that were gorged with slow-moving traffic. But those are the conditions under which Acura designed the system to work, and it does, making small steering corrections and following the vehicle ahead safely at low speeds.
The Value Equation
Whereas the 2017 RLX was available in two trim levels (Technology package and Advance package), the 2018 lineup has been simplified; the P-AWS now is available only as a Technology model and the Sport Hybrid only as a loaded Advance. At its new asking price of $62,865, the RLX Sport Hybrid comes standard with driver-assist technologies and 19-inch wheels that you’ll pay extra for from its German competition. Its front-drive brother, the P-AWS model, increases $450 in cost (to $55,865) but replaces the 2017 model’s six-speed transmission with Honda’s new 10-speed automatic. It uses the same 310-hp V-6 as the hybrid, although it’s rated at 272 lb-ft of torque, a 1 lb-ft reduction.
The RLX Sport Hybrid is a fine automobile that’s less sports sedan than it is compliant cruiser. It’s made nicer with the restyling of its nose and backside, and hacking four grand from its asking price can only help dealers move it through showrooms, which clearly is Acura’s goal. That its all-wheel-drive system offers more value in the snow than it does on a winding road shouldn’t diminish its appeal. It might not be a first choice for those of us who seek more control on a shapely back road. But it might still be yours.
Last edited by Philisophe; 11-14-2017 at 06:49 PM.
11-14-2017, 07:25 PM
#2
And it leaps from any speed below 100 mph with authority. It cruises nicely, but it has a serious side to it too.
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Philisophe (11-16-2017)
11-15-2017, 11:51 AM
#3
Drifting
It seems like it would be no-brainer to equip this already-fine car (the SH) with Acura's adjustable dampers. That would be the best of all worlds.
Interesting they softened the rates on the '18 SH. I don't recall seeing too many of you complaining that the car was too stiff, but maybe this forum is not a representative slice of the buying public (sarcasm).
Interesting they softened the rates on the '18 SH. I don't recall seeing too many of you complaining that the car was too stiff, but maybe this forum is not a representative slice of the buying public (sarcasm).
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Malibu Flyer (01-08-2018),
robscharp05 (01-07-2018)
11-15-2017, 11:53 AM
#4
It seems like it would be no-brainer to equip this already-fine car (the SH) with Acura's adjustable dampers. That would be the best of all worlds.
Interesting they softened the rates on the '18 SH. I don't recall seeing too many of you complaining that the car was too stiff, but maybe this forum is not a representative slice of the buying public (sarcasm).
Interesting they softened the rates on the '18 SH. I don't recall seeing too many of you complaining that the car was too stiff, but maybe this forum is not a representative slice of the buying public (sarcasm).
The following 2 users liked this post by Scott in AZ:
Malibu Flyer (11-18-2017),
Philisophe (11-16-2017)
11-16-2017, 01:31 PM
#6
Instructor
Not too harsh a review, but I concur, that car needed two more things as part of the MMC:
- Adjustable dampers
- Latest head-unit with CarPlay
Maybe the 2019's will have that.
- Adjustable dampers
- Latest head-unit with CarPlay
Maybe the 2019's will have that.
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Malibu Flyer (01-08-2018)
11-16-2017, 01:42 PM
#7
Burning Brakes
After reading this review and several others, I have lost the urge to run right out and dump my '16. I am quite content with my car since the good bones have not really changed. Sure Acura/Honda dressed it up a little (except the wheels IMO), and has put some better thought into the pricing strategy, they still have not addressed some of the critical areas as JonFo and many of us have been pointing out for some time now.
All in all, and good swing for the MMC. However, they'll need to hit a homer on the next generation. My '16 is good, the '18 looks like it may be just as good, just not great!
All in all, and good swing for the MMC. However, they'll need to hit a homer on the next generation. My '16 is good, the '18 looks like it may be just as good, just not great!
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11-18-2017, 06:28 PM
#9
Grandpa
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01-07-2018, 07:07 PM
#10
Senior Moderator
Acura softened the suspension in the 2018? That’s truly too bad. My 2014 handled quite well in the twisties for a large car. If I still had my 2014 to trade, it would have been for a 2017, I guess. The Aport Hybrid is crying for adjustable dampers! It’s too bad Acura didn’t include them in the 2018.
At least the TLX A-Spec I’m in now is a sharp handler.
At least the TLX A-Spec I’m in now is a sharp handler.
01-08-2018, 08:20 AM
#11
Grandpa
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...if pushed too hard it will protest by punishing its bump stops over midcorner undulations and then floating loosely through the remainder of the bend.
With the 2014 car, you can manage any bump whilst in a corner, between throttle position and steering angle.
You'll definitely hear the bump stops every once in a while, though.
"Floating" and "loosely" are matters of opinion, but I would generally agree that you just have to be comfortable with those feelings while driving fast.
It does not mean that you are not under control.
Peter Krause hosted a video in a specialized Facebook group that showed a video from 1955. I was reminded of what a 300SL or a 356 looked like in a close hauled heel going through a corner.
It's just the way you have to drive. Our KC2 probably look the same way to outsiders.
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neuronbob (01-08-2018)
01-08-2018, 08:21 AM
#12
Grandpa
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A close hauled heel.
Sometimes it's the right thing.
Other times, you're too far over and the wind's slipping out of the sails.
Life is a balance.
..
Sometimes it's the right thing.
Other times, you're too far over and the wind's slipping out of the sails.
Life is a balance.
..
01-08-2018, 10:28 AM
#13
I knew I had a shot with that in the background
Last edited by getakey; 01-08-2018 at 10:29 AM. Reason: double pic
01-08-2018, 10:39 AM
#14
and this is a well heeled turn
01-08-2018, 10:44 AM
#15
Grandpa
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Don't think I've ever even been on a cat in my life. :-)
01-13-2018, 12:19 PM
#16
I took those pics. We went out during the races
Were you in SF Bay for the pic you posted?
Were you in SF Bay for the pic you posted?
01-13-2018, 03:41 PM
#17
Grandpa
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Sorry if I got your hopes up!!
I used to sail out [...] from Deltaville and Urbanna VA, but haven't got out there in a while.
01-13-2018, 03:52 PM
#18
I was just wondering
Those America's Cup boats were amazing. They could go 30 knots upwind and 40 knots down.
Those America's Cup boats were amazing. They could go 30 knots upwind and 40 knots down.
01-14-2018, 08:42 AM
#19
Grandpa
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A friend had a 32' Ericsson that was fair speedy, but I don't think anywhere near that. LOL....
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