The new RDX is larger than the first generation, and the turbo-four has been replaced with a V-6. The price has also been jacked up by nearly $1,500, even though the RDX is built in East Liberty, Ohio, and somewhat immune to the effects of the strong yen.
The basics: Acura customers gave a lot of pushback about driving a jerky turbo-four, especially those who had downsized from larger vehicles with smooth V-6 engines. So for this model change, Acura dropped in a V-6 with 33 more horsepower and better fuel economy, thanks to variable cylinder management. Its 0-to-60 mph time is 0.3 seconds quicker, at 7.3 seconds for front-wheel-drive models.
The new RDX adds a sixth gear ratio. The five lower gear ratios are much shorter, for quicker acceleration, but sixth gear is taller for freeway cruising.
| 2013 vs. 2012 Acura RDX | ||
| 2013 Acura RDX | 2012 Acura RDX | |
| Wheelbase | 105.7 in. | 104.3 |
| Length | 183.5 in. | 182.5 |
| Width | 73.7 in. | 73.6 |
| Height | 66.1 in. | 65.1 |
| Engine | 3.5-liter V-6 | 2.3-liter turbo-4 |
| Horsepower | 273 hp at 6,200 rpm | 240 @ 6000 rpm |
| Torque, lbs.-ft. | 251 lb-ft at 5,000 rpm | 260 @ 4500 rpm |
| Fuel economy | 20/28/23 | 19/24/21 |
| Curb weight | 3717 lbs. | 3743 lbs. |
| Base price | $35,205* | $33,780* |
| * incl. destination charges | ||
Notable features: The electric power steering and some front suspension pieces like the torsion bar and lower A-arm are shared with the Honda CR-V. But the shock absorber pistons have secondary reactive dampers for a better ride than the CR-V.
Little else is common between the two similar-sized vehicles. Besides the engine, the front subframe, rear subframe and suspension also are different.
The instrument panel and center console follow the Acura design ethos: technical, smartly laid out, with a premium feel in the stalks and buttons.
Standard features include a moonroof, 18-inch wheels, keyless access, heated leather power seats, SMS text messaging and a 360-watt CD stereo with USB link and Pandora Internet radio. The back-up camera display is now integrated into the monitor, rather than the rear-view mirror.
What Acura says: "Empty-nest MDX owners don't want to go back to a four-cylinder engine," said Ichiro Sasaki, the RDX large project leader. "The turbo-four and five-speed transmission meant lag and slippage in the torque converter, which hurt fuel economy. A V-6 with variable cylinder management is much better suited for this car."
Compromises and shortcomings: The V-6 has less torque than the turbo-four — made obvious in the V-6 torque curve's flat spot between 2,500 and 3,500 rpm, which was implemented for fuel economy. Also, this is an old V-6, shared with the Odyssey minivan. A new-generation V-6 arrives later this year with the Honda Accord, and executives said a midcycle freshening may include the new engine family.
The market: Acura predicts the entry-premium crossover segment will grow from 186,000 units this year to 337,000 units by 2017. The RDX, an established nameplate, will be well-positioned to take advantage of this growth.
Acura will aim for young couples without children, as well as empty-nesters. But Acura missed the mark with its first-generation RDX, aiming for "urban achievers" in their 30s but instead attracting suburban baby boomers.
Acura hopes to sell 30,000 units a year, up from 15,196 last year and a peak of 23,356 in 2007. The new RDX goes on sale today, April 2.
The skinny: Despite some shared components, it doesn't feel like a CR-V. The doors close with a reassuring thunk. Second-row legroom is surprisingly spacious for a compact crossover, without sacrificing a commodious rear cargo area. The navigation system has a weather-warning overlay, which came in handy as the test group drove smack into a spring snowstorm. Driving both front- and all-wheel-drive versions in the snow, the RDX performed capably. This is a strong effort and a good sign for a brand needing a home run.
Source:
www.autonews.com
