Acura RDX bigger and better for 2013
Upgrade to V-6 engine improves performance
With the premium crossover market representing the fastest-growing segment in Canada, Honda’s tinkering with the Acura RDX could be viewed as risky. But here, all changes to the latest model are welcome.
When it was launched in Canada in 2007, the RDX was a harbinger of things to come. It was powered by a turbocharged fourcylinder engine that displaced just 2.3 litres. Yet the second-generation RDX swims against the tide it started — it’s now powered by a 3.5-litre V-6.
Surprisingly, it’s a move for the better. While the turbocharged engine provided plenty of jam, it got a little busy at the top end. The V-6 is one seriously smooth replacement. It not only revs as freely as the four, it does so with refinement.
The RDX V-6 pushes 273 horsepower (up 33 h.p. versus the four) and 251 footpounds of torque. While torque drops somewhat (by 9 ft.-lbs.), the increased horsepower more than compensates and gives the RDX surprising pop off the line with a zero-to-100-kilometre time of 6.7 seconds.
Acura addresses the fuel-economy aspect of turbocharging by including Variable Cylinder Management. Depending on the engine load, it varies the number of operational cylinders.
When loads are high, it employs all six to deliver the demanded performance. When the load drops, the RDX runs on four of the six cylinders and, when loafing along on the highway, just three consume fuel.
The end result is a fuel-economy rating of 10.7 litres per 100 kilometres in the city and 7.3 L/100 km on the highway. That’s an improvement of one and 1.4 L/100 km, respectively, over the
The secondgeneration RDX swims against the tide it started — it’s now powered by a 3.5-litre V-6
previous RDX.
The RDX’S power is put to the pavement through a six-speed automatic transmission (picked up from the MDX). The extra gear brings two significant advantages: first gear is lower, which accentuates the engine’s low-end pull, while the taller sixth gear eases the engine’s rev rate on the highway and contributes to overall fuel economy. From a practical perspective, it makes the RDX feel crisper under hard acceleration and more relaxed when cruising at speed. The power reaches all four wheels through a system that eliminates the need for the front wheels to slip before power is sent rearward.
With a longer wheelbase (by 35 millimetres) and wider track (by 32 millimetres), the new RDX has a bigger footprint and, consequently, better stability.
Enhancing handling are amplitude reactive dampers front and rear. In simple terms, the amount of damping changes with the speed and range of the body’s movement.
When moving slowly, damping forces are low and the ride comfortable. Toss the RDX into a corner and damping firms to limit body roll and improve dynamic response. Again, from a practical perspective, it has the desired effect — the ride is noticeably smoother when loafing along, yet there is very little body roll when the tone of the drive is cranked up.
The rest of the RDX is equally well done. There’s enough rearseat room for two adults to lounge in complete comfort and 26.1 cubic feet of cargo space.
Pulling a single lever drops the rear seatbacks and opens up 77 cu. ft. of space.
The RDX starts at $40,990 and tops out at $43,990.