9/11
Remember those who lost their lives and all those who were affected by the tragedy 11 years ago. God Bless America.
Review: Acura RDX
There is still gold to be mined in the compact crossover marketplace.
To mine this gold, oil prices would have to remain high. That also means a fluctuation of pricing at the fuel pump. Once these prices drop, consumers will go back to larger vehicles again. It is a simple matter of economics compounded by consumer trends, even if these trends are short-lived.
Yet, the segment continues to grow. The fact that these five-to-seven passenger, easy to drive crossovers attain moderate fuel economy, these vehicles have weathered fuel price fluctuations with continued strong sales on each model offered in this country. The growth in this market not only benefitted mainstream brands, such as Chevrolet, Honda and Ford, but of premium brands as well.
Perhaps this assessment of the smallish crossover segment is a bit boring for all of us. Economics is something for the pundits at The Wall Street Journal, CNBC and FOX Business can parse out and regurgitate. What we want to know is whether the new 2013 Acura RDX is an improvement from the last model.
The RDX had been seen as the unsung hero amongst luxury compact crossovers. Somewhere behind the Audi Q5, BMW X3 and Volvo XC60 was a front-wheel-drive based, shield-grilled little bugger that exuded more technology than most of its ilk. For only having a turbocharged four-cylinder engine, the RDX was seen as an alternative – to the alternative. The Acura sat in the back of the class, though it did attract a loyal following of premium brand buyers that liked the idea of being completely different, if not tasked to drive such a polarizing vehicle.
American Honda went back to the drawing board with a mission in mind: Make the Acura RDX more attractive to consumers in the segment. It worked for BMW after its first iteration of the X3 drew the ire of practically everyone except those who bought one. Sales of the current X3 skyrocketed during its first year thanks to an improved, more attractive design and better execution.
If it worked for BMW, did the same strategy work for Acura?
Initial sales already indicated a trend that the RDX is gaining traction in the marketplace. If you go to an Acura dealer, you might not find one immediately. The Ohio-built crossovers are indeed hot items. It also helped that the pundits gave plenty of positive feedback on the RDX. So far, so good…
To understand the initial reactions to the RDX, you have to look at it. It is a very handsome package. The taut size and lines shape an attractive silhouette with varying creases, textures, curves and lines. The RDX was designed to entertain the eye, not polarize it.
Every detail went unnoticed. The Acura shield, a design element now commonplace with Honda’s premium brand, received some sculpting. The side glass profile and the liftgate simply attract the curious and excite the enthusiast. Big eighteen-inch wheels finished off the Basque Red motif just right. Compared to the muscular TL sedan reviewed previously, the RDX shows a sensitive, but elegant side to Acura.
The same theme was found inside the cabin of the RDX. There are many of the brand’s cues inside. Start with a big TFT screen in the middle of a shrouded area topping the center stack. A big center knob controlled the TFT screen’s functions, which were pretty easy to figure out and use. Information came from two big dials in the instrument panel along with a small center screen for trip and vehicle functions. Gear selection was done in a non-obtrusive area right next to the driver. To start the RDX, all you do is press the red button on the dashboard – one of the unique touches found on Acuras today.
Getting used to the gadget-laden steering wheel may take some time. However, today’s Acura owners would show you some tricks on how to master the buttons dotted around the wheel’s center hub. When you set up your infotainment options – Bluetooth connection for the mobile phone included, all you need to do is to ensure that the voice recognition works well with your speaking style.
The Parchment leather seats were a welcoming sight to top off the two-tone interior motif. The front seats were big, comfortable, and offered many adjustments for drivers of all sizes. There was some bolstering, but not enough for more enthusiast tastes. Rear seats are thick and offer comfort along with ample leg and head room for adults. The RDX does not come with a third row of seating – which is probably for the best. There was more than enough room in the cargo hold for a weekend away or a night at the drive-in movie.
Acura’s ELS Surround sound system offered up 10 speakers of fantastic sound. XM radio joined the usual AM/FM and CD/DVD playback in the audio system. The Bluetooth connection worked not only for your phone, but also for your audio files on said device along with connectivity for the AcuraLink system. Navigation is part of the Tech Package and offered exact positioning.
One note regarding the ELS Surround audio system: Take the RDX to a drive-in movie. The sound rivals that of a movie theater.
Under the hood is Acura’s (and Honda’s) familiar 3.5litre V6 with dual overhead camshafts, four valves-per-cylinder and… With 280 horsepower on tap, the RDX’s V6 winds through the revs quite nicely – whether driven normally or a bit more spirited. Do not let the 251 pound-foot of torque number fool you. There was plenty of low-end grunt, sending the 3,800 pound crossover down the highway with ease.
The V6 is connected to a six-speed automatic gearbox with power sent to all four wheels. Just like all Honda/Acura transmissions, this one was very good. Shifts were unobtrusive and sure.
With the spirit of the TL under the hood, one would forget that it the RDX a crossover and not a premium mid-sized sedan. Driving dynamics are on the soft side, but expected for a vehicle of its sub-class. You get a smooth ride that does its best to absorb road imperfections and bumps. Once you get the RDX onto a smooth piece of tarmac, it simply flattened out the experience. There was some lean and roll in the corners and curves, but not enough to cause alarm. Otherwise, the RDX loved every road it was asked to tackle.
Stopping power was very good in both normal and panic braking. The steering was pretty good. Cornering action from the wheel was very responsive and turns were made pretty tightly. In all, the RDX was a very light vehicle that is simply worth running around in every day.
Whenever a six-cylinder compact crossover shows up for review, I would have to gird for the worst possible fuel economy figures. To say that 19MPG is acceptable for such a vehicle could be seen as “defeatist.” This of course flies in the face of everyone else telling me they get better fuel consumption than I. In the end, the RDX turned an average of 21.7MPG – right where it was expected to be.
For being a luxury compact crossover, the RDX may be the best buy of the lot. At $40,315, it is an honest value when compared to the competition – an advantage of at least a few thousand dollars. This is one of the reasons why the RDX outsold the class benchmark, the BMW X3, by 200 units in June of 2012.
For the sake of argument, Acura did a good job of improving and elevating the RDX by creating value both monetarily and content-wise. By supplanting the previous generation’s turbocharged four with the proven 3.5litre V6 and tweaking the overall design making it more handsome and easier on the eyes, this luxury compact crossover now sits at the head of its class – for now.
However, it would be valid to argue that the RDX belongs where it should be because it offers up the one thing often overlooked in a crossover – “fun.” Another adjective that applies to the RDX would be “alive.” This is the kind of crossover that would deliver something good for the driver, while keeping everyone else comfortable, safe and secure.
All of this leads to one conclusion: Acura has struck gold in this sub-segment. The RDX should never be seen as some form of alternative, unless one is married to the Teutonic paradigm in the luxury segment. Ask the 3,090 owners who took delivery of one in the month of June.
2014 Acura RLX Concept
Who says Honda—and by extension its luxury
arm, Acura—is off the pace technologically? A big pile of evidence, for
starters, among it the late adoption of direct injection and six-speed
automatics, as well as decade-old infotainment systems. Attempting to
push that pile into the dustbin is the Acura RLX concept, which makes
its debut at the 2012 New York auto show.
Per
Honda/Acura practice, the RLX is only a concept because its name says
so. It’s really a thinly veiled look at the next Acura flagship sedan,
and the replacement for the excellent but ultimately forgettable RL.
As you might imagine, the RLX shares much with the RL, including a
basic architecture (the suspension mounting points are largely the same,
for example). They also share the letters R and L. Both cars have V-6
power. And both feature SH-AWD—Super Handling All-Wheel-Drive—systems.
Here’s
where they differ: The RLX has an X in its name. It has a seven-speed
dual-clutch transmission on all-wheel-drive models. Its V-6 is a bit
smaller (3.5 liters versus 3.7) and boasts, yes, direct injection to
increase output and efficiency. And its SH-AWD setup is now officially
called Sport Hybrid SH-AWD, on account of its two electric motors at the
rear axle. The skinny on the new system: Rather than a more complicated
mechanical differential and driveshaft, the RLX uses electricity to
spin the rear wheels and provide torque-vectoring capabilities. Acura
also will apply a similar concept to the 2015 NSX, although the motors will be placed at the supercar’s front wheels.
|
Acura isn't providing any info on the RLX's
batteries beyond confirming that they're lithium-ion cells, but it did
reveal electric-motor output. The electric motor housed within the
transmission is good for 40 hp, while the two electric motors at the
rear each produce 27 hp. These outputs are identical to those of an
Accord prototype fitted with Sport Hybrid SH-AWD we sampled last year.
(For an in-depth rundown on how SH-SH-AWD works, head to this post.)
The result is a claim of 370-plus combined horsepower and 30 mpg in
both the city and on the highway. Front-wheel-drive models get 310 hp
from the V-6 alone and make do with a conventional six-speed auto;
mileage with this setup was not reported. The current RL, which is only
available with all-wheel drive, has 300 hp and is rated at 17/24 mpg.
Acura
promises a lightweight structure; it's unknown if the new hybrid AWD
setup will be any heavier than the old system—our best estimate right
now is that it will be a wash—but the front-drive RLX is said to come in
well under 4000 pounds. The latter model also features a piece the
automaker calls Precision All-Wheel Steer, which is rear-wheel steering.
It controls toe angle with individual electric actuators at each rear
wheel.
Dimensionally, the RLX is about
the same overall length as the outgoing RL, with two inches added to the
wheelbase; the front overhang is reduced by the same amount. Both the
track and width increase by about two inches. Despite the similar size,
the RLX looks much more substantial than its predecessor. Similar
mounting points notwithstanding, the suspension is said to be completely
new, and the car will have variable-ratio, electrically boosted
steering.
The RLX will have full-LED
headlamps, as well as a passel of safety and infotainment gadgets.
Collision-mitigating braking, lane-keep assist, forward collision
warning, and lane-departure warning all will be standard. The interior
will feature dual LCD screens—an eight-inch screen for display purposes
and a seven-inch touch screen for inputs. Acura says the latter will
provide one-touch access to audio, HVAC, and navigation systems, and
that it offers haptic feedback. (Thankfully, some major features will
have redundant hard buttons.) The car will feature an app that will
allow access to smartphone e-mail, text-message, and contact functions. A
14-speaker top-shelf audio system will be offered, and USB connectivity
is standard. Acura claims the RLX has interior volume on par with that
of the Lexus LS, but declined to provide numbers. At minimum, a spacious
cabin will address one of the RL's major drawbacks.
|
Stylistically, the RLX takes very few
chances; while the creasing and particulars are slightly different, it
looks like a larger ILX, Acura’s new Civic-based small car.
Given how many leaps forward the RLX makes in terms of tech, the safe
wrapper comes as somewhat of a disappointment. The RL drove nicely, but
it looked anonymous, and that, plus its output deficit versus much of
the competition, kept it from moving in any significant numbers. The
all-wheel-drive RLX rectifies the power issue, but the car’s cautious
styling could leave it standing in the blocks. We're told the bumpers
will change slightly, too, but that the lighting elements are
essentially what we'll see on roadgoing models. The only truly
distinctive items on the show car are its glitzy 20-inch wheels—the
multi-diode headlamps are pretty cool, too—which are sure to be swapped
for smaller, tamer pieces in production.
The
new technologies and impressive fuel economy—especially in the
city—should help the car garner some attention, though, as will the fact
that it will face less competition within Acura’s own showrooms: The
company told us that it will pare its car lineup
to just three sedans in the near future. With the arrival of the ILX
and this RLX, that means the TL or TSX will get the boot. It’s perhaps
telling that Acura is in the process of securing a trademark on the TLX badge.
Look
for the production RLX to debut at either the L.A. auto show in the
fall or in Detroit in January before the front-wheel-drive model goes on
sale in early 2013. The Sport Hybrid SH-AWD RLX will follow sometime
later in the year. View Photo Gallery
Driving in Las Vegas
People who’ve lived in Las Vegas a long time are always moaning about the traffic. I can’t blame them. When a city goes from dusty Western town with a couple of intersecting highways to a multi-freeway metropolis in forty years, it’s easy to wax nostalgic for the good old days. I’ve lived here only five years, and even that is long enough to remember charming phenomena that have vanished in the supergrowth. There’s a street named “Pyle” on the south side of town, but recent arrivals don’t know that the next major street north of it used to be called “Gomer.” “Gomer” is now Silverado Ranch Boulevard. Ah, the good old days, when you could name dirt roads after old sitcom characters.
Is traffic in Las Vegas really bad? It depends on what you compare it to. If you’re remembering when the first “Ocean’s Eleven” was being filmed on the Strip, it’s terrible. If you’ve just arrived from Boston, you might think you’ve landed in paradise. Whenever I come back from a trip to Los Angeles, Las Vegas seems pretty tame. Even so, there are aspects of driving here that always strike me as being peculiar to Sin City. Here are my top ten:
1. It’s amazingly easy to get out of town, and the scenic highways around Las Vegas are breathtakingly beautiful and uncrowded. Lots of new car commercials are filmed in the natural areas around Las Vegas, and it’s easy to see why.
2. Pedestrians have no rights. The major thoroughfares are vast swaths of asphalt, and crossing them on foot is like swimming across a river full of turbo-charged crocodiles. If you’re walking, you can assume that all cars, most of which are oversized SUVs, are out to get you.
3. Parking, even on the Strip and in downtown, is generally plentiful and free. This can change when a large show (like the CES show currently here) puts extra pressure on parking lots in certain areas, and hotels sometimes charge people who aren’t renting rooms.
4. Valet parking is available at many places on and off the Strip (even malls and hospitals) for the price of a tip — usually a couple of bucks. (If the “Valet Full” sign is out, a twenty will often get you parked anyway. It’s a scam, but if you’re late for a show, it’s useful to remember how well money speaks in this town.)
5. “Rush hours” are completely unpredictable and can occur for reasons like a boxing match at Mandalay Bay or an air show at Nellis Air Force Base. The only heightened traffic flow that seems to follow patterns like other cities is the daily migration from Summerlin (in the northwest) to the center of town.
6. Rain is serious. Even a little rain can make cars slide around in scary ways, and a big storm invariably brings big accidents. Intersections flood, and even though freeways have better drainage, they still can’t always handle the quantities of water a sudden cloudburst can drop.
7. Car insurance is expensive. Rates are among the highest in the country, right up there with places like New York City.
8. Lots of drivers, especially those near the airport and the Strip, don’t know where they’re going, and they’re driving unfamiliar cars. Mix that with the reason people come here — to drink and play games of chance — and you’ve got a mandate to drive defensively. This also helps explain the high insurance rates and the outrageous number of fender-bender accidents.
9. Taxi drivers are great! They know the city, speak English, and the cabs are in good shape. They’ll cut you off as gleefully as they do in other cities, but generally speaking, they’re a cut above.
10. Driving on the Strip can be frustrating unless you get into a car- and people-watching frame of mind. If a cool vehicle exists, you will see it. From Lamborghinis to Humvee limos, tricked-out low riders to Rolls Royces, they’re all here. (For some reason, traffic on the northbound side of the road is always slower than on the southbound side. I can’t figure out why, but if you want to cruise the Strip more quickly, start at the north end.)
Like everything else in Las Vegas, driving can be an adventure, and there’s no denying that you’ll sometimes be stuck in a jam, most often caused by a construction project like the interminable one in Henderson that will eventually result in a new freeway. For this reason, I always carry books-on-CD in my car — someday I will have Las Vegas traffic to thank for finally finishing Moby Dick.
Read more here
Summer Driving Tips
Summer Driving Tips
The experts are guessing about what will be happening on our nation's roads this summer. Gas prices have stabilized, and appear to be on a slight decline as the season officially approaches. At the same time, airline ticket prices are on the rise. The confluence of these two events should point toward more summer driving -- but the uncertainty in the economy has many families sticking closer to home. One thing is for sure: Summer driving is fraught with challenges. We've put together a few Summer Driving Tips designed to make your time behind the wheel a little more efficient, safer and maybe more fun.Pay Attention To Your Tires.
Pay attention to your tires. Under inflation can cost you fuel economy, and it's also a safety hazard. Check your tire pressure before you begin your driving day to get a cold pressure reading. Resist the impulse to bleed air from your tires on a hot drive -- pressure build up is normal.Avoid Texting And Driving.
If you're going to cross state lines or drive in an unfamiliar area, check the laws on cellphones, texting and hands-free phones while driving before you leave. The phone company Motorola maintains an interactive map of hands-free laws in the United States on their website (http://www.motorola.com/handsfreelaw).Learn The Seat Belt Laws.
Seat belt and child restraint laws differ from state to state, too. Check the Insurance Institute for Highway Safety's site (http://www.iihs.org/laws/SafetyBeltUse.aspx) for the specifics in the fifty states.Use A Radiator Coolant Additive.
If you're going to be towing or subjecting your car to particularly heavy loads, consider using a radiator coolant additive like Royal Purple's Purple Ice (http://www.royalpurple.com/product-categories/automotive/#!purple-ice-radiator-coolant-additive) or WaterWetter from Redline Synthetic Oil (http://www.redlineoil.com/Products.aspx?pcid=10). Making the antifreeze more efficient lowers the temperature, and can help avoid overheating.Lighten Your Load.
Lighten your load before you hit the road. When you take a road trip, you're likely to add hundreds of pounds of gear, luggage and passengers to your car's normal load. This will affect fuel economy and handling. Plan ahead, and remove all of the unnecessary junk from your trunk before you head out. And take a good look at what you're bringing along to pare down the payload.Avoid Using The Roof Rack.
A loaded roof rack may seem like a good idea for a summer trip, but save it for a last resort. Loading up your roof rack will make your vehicle less aerodynamic, which will have a serious effect on fuel economy. It will also raise the center of gravity of your loaded vehicle, which will make you more vulnerable to rollover. And never, ever put your dog on the roof rack, no matter what kind of carrier you're using.Bring Water And First Aid Supplies.
Don't leave the water behind, especially if you're traveling in the heat. Bring emergency water and first aid supplies with you on your road trip, and hopefully you'll never need them.Put A Stop To Idling.
Traffic jams are inevitable in the summer. Shutting off your ignition when your car is going to be at a standstill for more than 30 seconds will save gas, reduce emissions and help avoid overheating. The potential cost of wear on your engine will be more than offset by the savings in fuel costs.Keep Kids, Pets And Chocolate Safe.
Don't leave kids, pets or chocolate bars in a sealed car on a hot day. According to the Weather Channel, after 60 minutes on a 90 degree day, the interior of a sealed car can easily reach 138 degrees -- hot enough to cause heat exhaustion, heat stroke or melting. The best rule is to never leave your kids, your pets or your chocolate in the car in summer, even with the windows open.Read more here
Acura RDX earns recommendation in latest Consumer Reports crossover comparo
The revised 2013 Acura RDX has found at least one happy customer, and it's an important one: Consumer Reports. The editors at CR gave the RDX crossover their top rating of "Recommended" after Acura ditched the turbocharged four-cylinder that had served as the RDX's sole powerplant since its launch in 2006.
Praise was heaped upon the new powertrain, which features the Honda corporate 3.5-liter V6 in a 273-horsepower state of tune mated to a six-speed automatic. But CR was unimpressed with the new, less-sophisticated all-wheel-drive system in the RDX, which was slow to transfer power rearwards.
Editors liked the redesigned RDX's softer ride, but were much less enthusiastic about its handling, which was judged inferior to the BMW X3 and Audi Q5. The BMW scored highest in the magazine's testing and the Audi also received a Recommended rating. The X3 was not recommended due to an inability to predict the reliability of BMW's new 2.0-liter turbocharged four-cylinder engine.
CR called the RDX's 22 mpg combined fuel economy "respectable" and predicts that its reliability will be "average or above," leading to the magazne's new endorsement.
Read more here
2013 Acura RDX
Sometimes in life, you hit the nail right on the head, sink a
hole-in-one or strike a perfect bullseye. It happens in all walks of
life – from the original Star Wars trilogy to the Apple iPod. It even happens from time to time in the automotive realm. Take, for instance, the 1965 Ford Mustang or the original Acura Legend.
Other times, we're not so lucky. Like the ill-begotten Star Wars prequel trilogy, the automotive world has played host to a long line of underwhelming encores. The Mustang II comes to mind, and so does the Acura RL.
Of course, every so often, automakers release a car to market that's just isn't quite fully baked, like the ill-timed and poorly received Edsel from Ford. Though not nearly as obvious, the first-generation Acura RDX falls into this unfortunate camp.
Originally marketed to the upwardly mobile male Gen-X population – a guy Acura named Jason back in 2006 – it turns out that well-to-do, tech-savvy men aren't actually all that interested in an entry-level premium crossover from Honda's luxury division. And that's why, for 2013, the Acura RDX is being re-aimed at the heart of the market: namely, baby boomers and young couples – defined by Acura as DINKS – "Dual-Income, No Kids" – who prefer quiet, comfortable and composed to quick, nimble and raucous.
The transformation of the Acura RDX begins with its exterior. In place of the pug-nosed look of the original – made necessary in part by the inclusion of an intercooler and its assorted plumbing – is a more refined, upscale appearance. There's still no mistaking the RDX for anything but an Acura, due primarily to the large metallic fascia up front and the crisply angular styling down its flanks and hind quarters. A faux spoiler of sorts is formed by the shape of the D-pillar and the top of the liftback, lending an air of sportiness missing in much of this segment.
Growing an inch or so in every direction, the 2013 Acura RDX's cabin is endowed with more space for passengers and cargo. At 103.5 cubic feet of total volume, the RDX offers more room than any of its closest competitors, who are, as defined by Acura, the Audi Q5, BMW X3, Cadillac SRX and Mercedes-Benz GLK. We'd add the Lexus RX 350 to that list, and it also has less overall room inside.
One notable change to the RDX formula is a redesigned cargo opening. At 48.8 inches, it's a full 6.5 inches wider than before, and without any odd contours or shapes, it's much easier to load large and bulky items into the rear cargo area where there's 26.1 cubic feet of storage with the second row up, and 76.9 cubic feet with it stowed.
Acura has redesigned the interior of the new RDX to feel more open and spacious, utilizing deep cutouts in the dash in front of both the driver and passenger. The ploy works; after sitting in a previous-gen RDX for a few minutes, it is clear that the new model offers an overall impression of airiness that its predecessor lacked. Acura has also designed in a lot of cubby space in the new RDX, including spaces up front to store phones and electronics near their associated auxiliary and USB inputs ahead of the shifter and in the center console.
Acura has loaded a lot of technology into the 2013 RDX, too, including keyless entry and push-button start, Pandora internet radio (with pause and skip buttons) and Bluetooth connectivity that can display SMS text messages via the in-dash display. Also new is a so-called Multiview rear camera system that offers three distinct viewing modes – wide view, normal view and top view – each of which gives a useful look at what's lurking behind the car's rear bumper. Wide view in particular is a nice touch, offering a 180-degree field of view.
Opt for the Technology Package and you'll get a hooded eight-inch screen in the center of the dash with VGA resolution. A 60-gigabyte hard drive is used to store map data, leaving 15 gigs free for media storage. Buyers who opt for this package will also get an upgraded 410-watt ELS surround sound audio system and a power liftgate.
Just as notable, however, are the technologies that the RDX is missing. For instance, there's no blind-spot warning system, no adaptive cruise control, no parking assist, no lane-departure warning and no rain-sensing windshield wipers, though there is a provision to turn the headlights on when the wipers are activated. Some buyers won't care about high-tech features such as these, but in many cases, they come as standard equipment or are optional on comparable models from competitors.
It's also worth noting that there's only one engine available: a 3.5-liter V6 with 273 horsepower and 251 pound-feet of torque in lieu of the last RDX's turbocharged four-cylinder. While enthusiasts (ourselves included) may initially bemoan the absence of Honda's high-output turbo mill, after piloting the RDX, we can safely say the V6 route was their best course of action. Not only is acceleration to 60 miles per hour kept the same (timed just under seven seconds, according to Acura), but the six is smoother, quieter and more refined than the engine it replaces.
Gone, too, is the Super-Handling All-Wheel-Drive system that received so much positive fanfare in the original RDX. All-wheel drive is still available, but it's a much more plebeian on-demand system that can send as much as 50 percent of the engine's torque to the rear wheels. Sure, it works as intended, but it's not very exciting, and it doesn't assert itself when driving like the SH-AWD technology did. We miss it, but Acura contends that its new system is lighter and less expensive, leading to increased fuel economy and a more attractive price point. Plus, it will still help the RDX through inclement weather in snowy climes.
Also helping save fuel is Acura's Variable Cylinder Management, which is capable of operating the 3.5-liter engine on three, four or all six of its cylinders. Even when the driver is paying rapt attention, there's no discernible change in engine feel or sound from inside the cabin, but, with estimated ratings of 20 city, 28 highway and 23 combined (19/27/22 with all-wheel drive), this tech pays big dividends when it comes time to fill up. Those figures are two mpg higher in the city and five mpg higher on the highway than the last RDX with two less cylinders, and they put the RDX at the top of its class in fuel mileage. Unfortunately, despite the loss of forced induction, Acura still recommends premium fuel.
Driven back-to-back, the 2013 RDX is quieter and smoother in operation than the model it replaces, though there's definitely less torque when accelerating from a standstill. We checked the spec sheet to verify our feeling behind the wheel, and sure enough, the old engine offered up 260 lb-ft of torque at 4,500 rpm – that's nine more torques at 500 fewer rpm than the new V6. Once moving, however, there is abundant passing power. We don't think any of its target buyers are going to miss the rush of turbocharged torque provided by the old 240-hp 2.3-liter four.
For 2013, Acura has finally fitted the RDX with a six-speed automatic transmission, replacing the aging five-speed of its predecessor. The first five ratios of the new transmission are lower than before, while the sixth gear is 16-percent higher than the top gear of the old unit. This keeps the engine spinning at a lower speed on the highway while keeping it in its higher-rpm powerband everywhere else.
RDX buyers will also appreciate the 2013 model's newfound smooth ride. While the suspension remains MacPherson struts up front with multi-link trailing arms at the rear, Acura has employed new Amplitude Reactive Dampers that offer a more compliant ride (the main damper spring is 15 percent softer) while lessening body roll in the corners. The trick shocks use twin valves and integrated rebound springs to keep up and down movement in check. Plus, they attach to a stiffer body structure using new mounts that improve ride and handling. Eighteen-inch alloy wheels are fitted with 235/60 Michelin Primacy MXM4 tires, making for a track that's 1.3 inches wider up front and .8 inches wider at the rear.
We definitely noticed the improved ride of the 2013 RDX, but were unimpressed with the feel of its electronic power steering. Despite the fact that Acura has included a more rigid steering shaft to cut down on unwanted vibration, the variable-speed steering setup feels much less natural than the old model's hydraulic system. Acura's engineers lessened the force required to turn the wheel at low speeds, but all we noticed was that finding and locking in on straight ahead required much more thought, and we never quite came to grips with how much effort it took on the wheel to execute a change of direction. Add it all up and what you're left with is a smooth operator that doesn't beg to be hustled like the last RDX.
Considering the added refinement and the increase in size and additional standard equipment, Acura has managed to keep pricing mostly in check for 2013. Base price is $34,320 plus $885 in destination charges, and an RDX outfitted with the Technology Package begins at $38,020, while all-wheel drive adds $1,400. For the record, these prices are about $1,400 more than the 2012 RDX, but it's still several thousand dollars less than competitors such as the BMW X3 and Audi Q5.
Judging by the new demographic Acura is aiming at, the brand has managed to craft exactly the machine they decided their customers wanted. When you consider that the sales leader of the segment is the Lexus RX, it's easy to understand why Acura chose to soften the edge of its entry-level crossover. It's not going to light many fires in the hearts of driving enthusiasts, but it's not supposed to anymore. As a somewhat lower-cost alternative to its European rivals, the 2013 Acura RDX ought to make plenty of sense to the sizable segment at which it's directed.
Other times, we're not so lucky. Like the ill-begotten Star Wars prequel trilogy, the automotive world has played host to a long line of underwhelming encores. The Mustang II comes to mind, and so does the Acura RL.
Of course, every so often, automakers release a car to market that's just isn't quite fully baked, like the ill-timed and poorly received Edsel from Ford. Though not nearly as obvious, the first-generation Acura RDX falls into this unfortunate camp.
Originally marketed to the upwardly mobile male Gen-X population – a guy Acura named Jason back in 2006 – it turns out that well-to-do, tech-savvy men aren't actually all that interested in an entry-level premium crossover from Honda's luxury division. And that's why, for 2013, the Acura RDX is being re-aimed at the heart of the market: namely, baby boomers and young couples – defined by Acura as DINKS – "Dual-Income, No Kids" – who prefer quiet, comfortable and composed to quick, nimble and raucous.
The transformation of the Acura RDX begins with its exterior. In place of the pug-nosed look of the original – made necessary in part by the inclusion of an intercooler and its assorted plumbing – is a more refined, upscale appearance. There's still no mistaking the RDX for anything but an Acura, due primarily to the large metallic fascia up front and the crisply angular styling down its flanks and hind quarters. A faux spoiler of sorts is formed by the shape of the D-pillar and the top of the liftback, lending an air of sportiness missing in much of this segment.
Growing an inch or so in every direction, the 2013 Acura RDX's cabin is endowed with more space for passengers and cargo. At 103.5 cubic feet of total volume, the RDX offers more room than any of its closest competitors, who are, as defined by Acura, the Audi Q5, BMW X3, Cadillac SRX and Mercedes-Benz GLK. We'd add the Lexus RX 350 to that list, and it also has less overall room inside.
One notable change to the RDX formula is a redesigned cargo opening. At 48.8 inches, it's a full 6.5 inches wider than before, and without any odd contours or shapes, it's much easier to load large and bulky items into the rear cargo area where there's 26.1 cubic feet of storage with the second row up, and 76.9 cubic feet with it stowed.
Acura has redesigned the interior of the new RDX to feel more open and spacious, utilizing deep cutouts in the dash in front of both the driver and passenger. The ploy works; after sitting in a previous-gen RDX for a few minutes, it is clear that the new model offers an overall impression of airiness that its predecessor lacked. Acura has also designed in a lot of cubby space in the new RDX, including spaces up front to store phones and electronics near their associated auxiliary and USB inputs ahead of the shifter and in the center console.
Acura has loaded a lot of technology into the 2013 RDX, too, including keyless entry and push-button start, Pandora internet radio (with pause and skip buttons) and Bluetooth connectivity that can display SMS text messages via the in-dash display. Also new is a so-called Multiview rear camera system that offers three distinct viewing modes – wide view, normal view and top view – each of which gives a useful look at what's lurking behind the car's rear bumper. Wide view in particular is a nice touch, offering a 180-degree field of view.
Opt for the Technology Package and you'll get a hooded eight-inch screen in the center of the dash with VGA resolution. A 60-gigabyte hard drive is used to store map data, leaving 15 gigs free for media storage. Buyers who opt for this package will also get an upgraded 410-watt ELS surround sound audio system and a power liftgate.
Just as notable, however, are the technologies that the RDX is missing. For instance, there's no blind-spot warning system, no adaptive cruise control, no parking assist, no lane-departure warning and no rain-sensing windshield wipers, though there is a provision to turn the headlights on when the wipers are activated. Some buyers won't care about high-tech features such as these, but in many cases, they come as standard equipment or are optional on comparable models from competitors.
It's also worth noting that there's only one engine available: a 3.5-liter V6 with 273 horsepower and 251 pound-feet of torque in lieu of the last RDX's turbocharged four-cylinder. While enthusiasts (ourselves included) may initially bemoan the absence of Honda's high-output turbo mill, after piloting the RDX, we can safely say the V6 route was their best course of action. Not only is acceleration to 60 miles per hour kept the same (timed just under seven seconds, according to Acura), but the six is smoother, quieter and more refined than the engine it replaces.
Gone, too, is the Super-Handling All-Wheel-Drive system that received so much positive fanfare in the original RDX. All-wheel drive is still available, but it's a much more plebeian on-demand system that can send as much as 50 percent of the engine's torque to the rear wheels. Sure, it works as intended, but it's not very exciting, and it doesn't assert itself when driving like the SH-AWD technology did. We miss it, but Acura contends that its new system is lighter and less expensive, leading to increased fuel economy and a more attractive price point. Plus, it will still help the RDX through inclement weather in snowy climes.
Also helping save fuel is Acura's Variable Cylinder Management, which is capable of operating the 3.5-liter engine on three, four or all six of its cylinders. Even when the driver is paying rapt attention, there's no discernible change in engine feel or sound from inside the cabin, but, with estimated ratings of 20 city, 28 highway and 23 combined (19/27/22 with all-wheel drive), this tech pays big dividends when it comes time to fill up. Those figures are two mpg higher in the city and five mpg higher on the highway than the last RDX with two less cylinders, and they put the RDX at the top of its class in fuel mileage. Unfortunately, despite the loss of forced induction, Acura still recommends premium fuel.
Driven back-to-back, the 2013 RDX is quieter and smoother in operation than the model it replaces, though there's definitely less torque when accelerating from a standstill. We checked the spec sheet to verify our feeling behind the wheel, and sure enough, the old engine offered up 260 lb-ft of torque at 4,500 rpm – that's nine more torques at 500 fewer rpm than the new V6. Once moving, however, there is abundant passing power. We don't think any of its target buyers are going to miss the rush of turbocharged torque provided by the old 240-hp 2.3-liter four.
For 2013, Acura has finally fitted the RDX with a six-speed automatic transmission, replacing the aging five-speed of its predecessor. The first five ratios of the new transmission are lower than before, while the sixth gear is 16-percent higher than the top gear of the old unit. This keeps the engine spinning at a lower speed on the highway while keeping it in its higher-rpm powerband everywhere else.
RDX buyers will also appreciate the 2013 model's newfound smooth ride. While the suspension remains MacPherson struts up front with multi-link trailing arms at the rear, Acura has employed new Amplitude Reactive Dampers that offer a more compliant ride (the main damper spring is 15 percent softer) while lessening body roll in the corners. The trick shocks use twin valves and integrated rebound springs to keep up and down movement in check. Plus, they attach to a stiffer body structure using new mounts that improve ride and handling. Eighteen-inch alloy wheels are fitted with 235/60 Michelin Primacy MXM4 tires, making for a track that's 1.3 inches wider up front and .8 inches wider at the rear.
We definitely noticed the improved ride of the 2013 RDX, but were unimpressed with the feel of its electronic power steering. Despite the fact that Acura has included a more rigid steering shaft to cut down on unwanted vibration, the variable-speed steering setup feels much less natural than the old model's hydraulic system. Acura's engineers lessened the force required to turn the wheel at low speeds, but all we noticed was that finding and locking in on straight ahead required much more thought, and we never quite came to grips with how much effort it took on the wheel to execute a change of direction. Add it all up and what you're left with is a smooth operator that doesn't beg to be hustled like the last RDX.
Considering the added refinement and the increase in size and additional standard equipment, Acura has managed to keep pricing mostly in check for 2013. Base price is $34,320 plus $885 in destination charges, and an RDX outfitted with the Technology Package begins at $38,020, while all-wheel drive adds $1,400. For the record, these prices are about $1,400 more than the 2012 RDX, but it's still several thousand dollars less than competitors such as the BMW X3 and Audi Q5.
Judging by the new demographic Acura is aiming at, the brand has managed to craft exactly the machine they decided their customers wanted. When you consider that the sales leader of the segment is the Lexus RX, it's easy to understand why Acura chose to soften the edge of its entry-level crossover. It's not going to light many fires in the hearts of driving enthusiasts, but it's not supposed to anymore. As a somewhat lower-cost alternative to its European rivals, the 2013 Acura RDX ought to make plenty of sense to the sizable segment at which it's directed.
Read more here
New Acura ILX Reviews, Specs, & Pricing
Acura NSX concept turns red in China
Hey look! A red version of the Acura NSX Concept for the Beijing Motor Show. Because it's China, you know. Get it? Red. As in "Red China."
And if that doesn't prove Acura is too clever by half, take a good look at the new photos of the red car in the gallery, then check out our related gallery, which has the first series of official images Acura PR released for the car's debut in January at Detroit.
If you're thinking that all that happened here was that someone clicked a few buttons in Photoshop, well... they wouldn't do that, would they? Well, yes, they probably would, but the NSX is actually on display at Auto China in crimson, too. Nifty.
And if that doesn't prove Acura is too clever by half, take a good look at the new photos of the red car in the gallery, then check out our related gallery, which has the first series of official images Acura PR released for the car's debut in January at Detroit.
If you're thinking that all that happened here was that someone clicked a few buttons in Photoshop, well... they wouldn't do that, would they? Well, yes, they probably would, but the NSX is actually on display at Auto China in crimson, too. Nifty.
Acura plays supporting role in Marvel's The Avengers
Acura plays supporting role in Marvel's The Avengers
Experience Acura as the official vehicle of S.H.I.E.L.D., throughout the highly anticipated, epic adventure Marvel's The Avengers. Starring Robert Downey Jr., Chris Evans, Mark Ruffalo, Chris Hemsworth, Scarlett Johansson, Jeremy Renner, Tom Hiddleston, Clark Gregg, Cobie Smulders, with Stellan Skarsgard, and Samuel L. Jackson as Nick Fury.
Rumor: Acura Flagship Concept Headed to New York
- 2012 Acura RL
Back in December we heard the yet-to-be-named RL successor(RLX?) was in development, and that it would be the first production Acura model to utilize the Earth Dreams hybrid SH-AWD system. The “Sport Hybrid SH-AWD” will be very similar to the one found in the future NSX, with a hybrid 3.5L V6 engine assisted by two independent 20kW+ motors. Of course with the NSX being mid-engined, the new flagship will have a reversed layout with the gas-electric V6 up front.
Combined with a 7-speed dual clutch transmission, the new system is said to have ”acceleration equivalent to V8 engines, as well as fuel efficiency equal or superior to in-line 4-cylinder engines.” The new sedan is also expected to grow larger on the inside, but overall dimensions should remain similar to the existing model.
Reports have suggested the next-generation Acura RL could go on sale by end of the year as a 2013 model.
Stay tuned for official announcements from Acura within the next week.
UPDATE: Acura’s official Twitter account @Acura_Insider confirms New York debut, details on live webcast coming soon.
Acura and Honda Top Edmunds’ 2012 Best Retained Value List
- Best Retained Value SUV Over $45,000: 2012 Acura MDX
“Edmunds.com found that Honda’s average projected retained value after five years is 47.9%, while Acura’s average projected retained value is 44.6%.”
The Acura MDX took top spot in the SUV Over $45,000 segment, while the Acura TL and TSX are honorable mentions in the Sedan $30K-$40K segment.
“Honda has long had a reputation for dependable used vehicles, and that is reflected in today’s booming used car market, “ said Joe Spina, Director of Remarketing at Edmunds.com. “And with Acura beating out all other luxury brands, Honda’s family of vehicles continues to expand the company’s status as one of the best values available to car buyers today. “
This is Acura’s first time as the Luxury brand winner and Honda’s second consecutive win in the Non-Luxury division.
Visit Edmunds.com for more information or click here for the press release.
2013 Acura ILX First Drive
There's
no question that getting younger folks into luxury brands pays
dividends for automakers, presuming they can keep those customers
returning to the showrooms through the years. That's a lot of the reason
behind the new 2013 Acura ILX.
The
interior, too, is pure Acura, from the waterfall-design, button-laden
center stack to the red start button to the right of the steering wheel.
Build quality appeared solid on the test units we drove and the
optional leather interiors were also of good quality.
Trim
differences between the three include standard 16-inch wheels for the
2.0-liter and the Hybrid, along with cloth seats, a power moonroof, iPod
connectivity, and keyless access. Those opting for the 2.4-liter ILX
will receive the Premium Package as standard equipment, including heated
leather seats, a 360-watt stereo, 17-inch alloy wheels, HID headlights,
foglights, and a multiview rear camera. The optional Technology Package
is available only on 2.0-liter and Hybrid models and includes
navigation with traffic and weather alerts, an ELS 365-watt surround
sound stereo, and Homelink remote control.
All
three versions receive virtually the same state of suspension tune,
and, perhaps reflecting the sporty image Acura wants the ILX to project,
each rides relatively firmly. Body roll is present, but not excessive,
and road noise is minimal.
The
Acura ILX begins hitting showrooms next month, and the big question is
what competition it will have. While Acura reps cite the Lexus CT 200h
and Audi A3 as competitors, even they are quick to admit that both of
those cars have hatchback body styles and may not occupy quite the same
market space. Acura estimates the base-model 2.0-liter ILX will start
around $27,000, with the hybrid and 2.4-liter versions ringing at around
$30,000.
ARE YOU READY TO PERSONALIZE YOUR Acura?
Highest Quality Accessories. Don't put just any Accessories on your vehicle. It's important that you only use Accessories that are designed to work with your vehicle. From custom wheels to DVD players, our Dealership is an expert at personalization and customization. Let us help you Accessorize!
DO YOU NEED Acura FACTORY-CERTIFIED PARTS NEAR Las Vegas?
Factory-Certified Parts. Our Dealership specializes in Factory-Certified Parts. Don't trust your vehicle with parts that may not have been designed for your vehicle. When you purchase parts from our dealership, you can rest assured that you are getting the highest quality parts from experts that know your vehicle.
Our Departments
Accessories
800.968.5973
7000 W Sahara Ave
Las Vegas, Nevada 89117
Department Hours
Mon
7:00AM - 6:00PM
Tue
7:00AM - 6:00PM
Wed
7:00AM - 6:00PM
Thu
7:00AM - 6:00PM
Fri
7:00AM - 6:00PM
Sat
8:00AM - 4:00PM
Sun
Closed
Finance
888.270.7606
7000 W Sahara Ave
Las Vegas, Nevada 89117
Department Hours
Mon
8:00AM - 9:00PM
Tue
8:00AM - 9:00PM
Wed
8:00AM - 9:00PM
Thu
8:00AM - 9:00PM
Fri
8:00AM - 9:00PM
Sat
8:00AM - 9:00PM
Sun
Closed
Internet
888.270.7606
7000 W Sahara Ave
Las Vegas, Nevada 89117
Department Hours
Mon
8:00AM - 9:00PM
Tue
8:00AM - 9:00PM
Wed
8:00AM - 9:00PM
Thu
8:00AM - 9:00PM
Fri
8:00AM - 9:00PM
Sat
8:00AM - 9:00PM
Sun
Closed
New
888.270.7606
7000 W Sahara Ave
Las Vegas, Nevada 89117
Department Hours
Mon
8:00AM - 9:00PM
Tue
8:00AM - 9:00PM
Wed
8:00AM - 9:00PM
Thu
8:00AM - 9:00PM
Fri
8:00AM - 9:00PM
Sat
8:00AM - 9:00PM
Sun
Closed
Parts
800.968.5973
7000 W Sahara Ave
Las Vegas, Nevada 89117
Department Hours
Mon
7:00AM - 6:00PM
Tue
7:00AM - 6:00PM
Wed
7:00AM - 6:00PM
Thu
7:00AM - 6:00PM
Fri
7:00AM - 6:00PM
Sat
8:00AM - 4:00PM
Sun
Closed
Sales
888.270.7606
7000 W Sahara Ave
Las Vegas, Nevada 89117
Department Hours
Mon
8:00AM - 9:00PM
Tue
8:00AM - 9:00PM
Wed
8:00AM - 9:00PM
Thu
8:00AM - 9:00PM
Fri
8:00AM - 9:00PM
Sat
8:00AM - 9:00PM
Sun
Closed
Service
800.968.5973
7000 W Sahara Ave
Las Vegas, Nevada 89117
Department Hours
Mon
7:00AM - 6:00PM
Tue
7:00AM - 6:00PM
Wed
7:00AM - 6:00PM
Thu
7:00AM - 6:00PM
Fri
7:00AM - 6:00PM
Sat
8:00AM - 4:00PM
Sun
Closed
Used
888.270.7606
7000 W Sahara Ave
Las Vegas, Nevada 89117
Department Hours
Mon
8:00AM - 9:00PM
Tue
8:00AM - 9:00PM
Wed
8:00AM - 9:00PM
Thu
8:00AM - 9:00PM
Fri
8:00AM - 9:00PM
Sat
8:00AM - 9:00PM
Sun
Closed
About Our Company
Acura of Las Vegas is dedicated to delivering a quality Sales and Service experience to our clients. Please come in and see the all new Acura ZDX, Redesigned TL, Acura RDX, Acura MDX and Acura RL.
Subscribe to:
Comments (Atom)