2013 Acura RDX Test Drive

2013 Acura RDX Test Drive

On-Sale Date: Now

Price: $ 34,320 (FWD), $ 35,720 (AWD)

Competitors: Audi Q5, BMW X3, Cadillac SRX, Lexus RX350, Mercedes-Benz GLK, Volvo XC60

Powertrains: 3.5-liter V-6, 273 hp, 251 lb-ft; six-speed automatic, FWD or AWD

EPA Fuel Economy (city/hwy): 19â€"20/27â€"28

What’s New: Introduced in 2006, the RDX was Acura’s first premium compact crossover, a snarky little turbo hot rod with gunfighter reflexes and sports car moves. It seemed like a good ideaâ€"but too few young urban professionals, the target customers, shared that view.

So here’s the sequelâ€"different concept, different persona, different target market. Where the first-gen RDX was hard-edged, the second generation is softer. The first gen delivered an exhilarating four-cylinder turbo surge, but the second gen delivers smoot h V-6 powerâ€"and more of it. The first gen was a street fighter. The second gen is an uptown sophisticate.

Tech Tidbit: The quest for fuel efficiency has led powertrain engineers to scrutinize mechanical elements they previously overlooked. Example: the RDX Overrunning Alternator Decoupler. Loosening the alternator belt is an old racing trick, but Acura’s system is more sophisticated. It automatically reduces belt tension by up to 30 percent to reduce system mechanical losses.

Driving Character: Acura’s new RDX is smooth, quiet, and nonintrusive. Contrary to industry trends toward turbocharged engines with fewer cylinders and less displacement, Acura has forsaken the original RDX’s 2.3-liter turbo four-cylinder for a naturally aspirated 3.5-liter V-6. It’s not quite as torquey as the turbo four, but at 273 hp it adds 33 ponies to the package. That’s enough to knock a tenth of a second or two off 0-to-60 sprintsâ€"expect the RDX to post times in the low 6-second bracket. Expect more body roll, too. On balance, what emerges is a driving experience that is pleasant, comfortable, competent, and as memorable as a bowl of oatmeal.

Favorite Detail: Cylinder deactivation under light-engine load isn’t a new fuel-saving feature, but smooth operation is rare when two cylinders quit firing, and even harder to achieve when half the holes are cold. The Acura’s system, however, is essentially seamless.

Driver’s Grievance: Electric power steering is becoming universal, thanks to the fuel-economy benefits, and some carmakers have built systems that provide road feel comparable to traditional hydraulic setups. Mazda’s new CX-5 is a good example of this. The RDX is not. The Acura requires more effort to steer as your speed increases, but tactile information is vague.

Bottom Line: The name’s the same, but that’s the only commonality between the new RDX and its predecessor. The second generation is a little bigger without gaining weight, thanks to extensive use of high-strength steel. Chassis rigidity and aerodynamic efficiency are improved, according to Acura, and the package is more refinedâ€"a little roomier and a lot quieter, more comfortable, and attractive, with a nice array of standard luxury features. Suspension tuning is distinctly softer, and the powertrain is more sophisticated.

The new 3.5-liter V-6 doesn’t feel quite as eager, but it’s stronger, smoother, and, with its cylinder deactivation system, more fuel-efficient. The RDX will make 20 mpg city, 28 highway, ac cording to the EPA (19/27 with all-wheel drive). The retuned suspension doesn’t make for a particularly stimulating dynamic experience, but the RDX is reasonably powerful, competent, and predictable.

Pricing figures to be another plus. The basic front-drive RDX lists for $ 34,420. Add $ 1400 for all-wheel drive. If you want navigation, check the Tech package box ($ 3700), which also includes voice recognition, a 60-gig hard drive, upgrade audio, and xenon HID headlamps. Even loaded, the RDX enjoys a substantial price advantage versus most of its competitors.

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