First Drive Review
Acura’s first RDX launched in 2006, in hot pursuit of some dude named Jason. Who’s Jason? An aggressive, competitive (and fictitious) 30-year-old architect who typified Acura’s notion of an “urban achiever.” By 2010, Acura realized that “Jason” prefers “other types of vehicles” (and possibly “blondes”). Actual RDX buyers are “DINKs” (double income, no kids) and empty nesters.
We mention the demographics only to help explain the changes Acura made to its RDX—a vehicle that’s been transformed from frisky to subdued, edgy to benign.
While the wheelbase is up only 1.4 inches, and the new RDX grows an inch or less in every other direction, it looks larger and more elegant. Likewise, the cabin feels more expansive despite modest leg-, hip-, and shoulder-room increases in front. Cubby count is up, button count is down, and standard techno-gadgets abound.
The RDX has, uh, matured dynamically as well. Bucking industry trends, Acura replaced the RDX’s turbocharged 2.3-liter four-cylinder with a naturally aspirated 3.5-liter V-6 giving 273 horsepower at 6200 rpm and 251 pound-feet of torque at 5000 rpm. This change yields 33 more horses but loses nine pound-feet compared with the outgoing 2.3. Why? Apparently, DINK/empty-nester types feel that four-pots and luxury don’t mix. And after some wheel time, we’d have to agree that the V-6 does feel and sound better matched to a machine with upscale intentions. Furthermore, Acura claims that 0-to-60 times improve by 0.2 second, while fuel economy increases by 1 to 2 mpg in the city and 4 to 5 mpg on the highway, thanks to a six-speed auto and liberal (and utterly seamless) cylinder deactivation.
The old RDX’s full-time, torque-vectoring, Super Handling All-Wheel Drive system has been ditched in favor of a simpler and lighter (but less sophisticated) part-time system capable of sending no more than 50 percent of engine torque to the rear wheels. The robotic electric steering and pillowy, almost Lexus-like shock tuning of the new RDX also have us pining for the outgoing gen’s hydraulic steering and taut suspenders. Curse you, DINKs.
Pricing starts at $35,205 for the front-wheel-drive base model, a $1425 hike, yet all versions remain far cheaper than comparable BMW X3s and Audi Q5s. By the time you read this, the 2013s should have started rolling, quietly, into dealerships.
