It's
a fact of life: At some point, everyone has to grow up. For some
people, this happens sooner than for others. For the Acura RDX, it took
about five years.
The
first-generation Acura RDX, launched in 2007, was a fun-loving CUV. It
wasn't the most luxurious vehicle in its segment or the cheapest, but
with its 2.3-liter turbocharged four-cylinder engine and Super Handling
AWD system, it stood out as one of the more enthusiastic entries in
market segment that -- let's face it -- can be downright boring. Despite
turbo lag and a ride many thought too firm, we enjoyed the previous RDX
for being both practical and a hoot to drive quickly.
Alas,
as Acura found out, being fun to drive doesn't always count for much
these days, especially when it's middle-aged empty-nesters and young,
high-income couples doing the buying. Turns out owners of previous RDXs
didn't care much for its sporty dynamics -- they just wanted a
good-looking, comfortable, fuel-efficient, and practical CUV for their
daily commute. And that's pretty much what Acura has built for 2013.
Gone is the turbo-four, replaced with a 3.5-liter V-6 that makes 273 hp
and 251 lb-ft of torque. The five-speed automatic is out too, exchanged
for a more fuel-efficient six-speed unit (the paddle shifters remain),
and the advanced SH-AWD torque-shifting system is replaced with a
standard AWD unit from the RDX's platform-mate, the Honda CR-V. Maximum
rear torque bias decreases from 70 percent to 50 percent. Those changes,
along with improved aerodynamics and new Michelin Primacy MXM4 tires,
have improved fuel economy to 20/28 mpg 19/27 mpg city/highway for the
FWD and AWD versions, respectively.
Other
changes have made the RDX a little easier to live with. The suspension
has been retuned with new amplitude reactive dampers that contain a
two-valve design, allowing for softer spring rates and a more relaxed
ride. The RDX is the first to receive the new dampers, which will
ultimately see duty across much of the Acura lineup, including the new
compact ILX sedan. Structural rigidity is also improved with the
increased use of high-strength steel, while the overall vehicle size has
grown slightly to accommodate the 1.4-inch-longer wheelbase and wider
track. This increase has also borne slight improvements in front and
rear passenger shoulder and legroom, and Acura says rear cargo space is
still among the largest in the CUV class, at 26.1 cu ft with the rear
seats up and 61.3 cu ft with them folded down.
On
the road, although the new RDX is up 33 horsepower on the 2012 version,
it's down 9 lb-ft of torque, which leaves the new car feeling about the
same in terms of grunt, but lacking pesky turbo lag and gaining
smoother, more linear acceleration. The engine is quieter than the old
turbo unit (especially with the taller sixth gear), and road and wind
noise have also been improved, making for a quiet, relaxed freeway
cruiser. New electric power steering is efficient but light and
dead-feeling, and the ride is much improved, as the new dampers keep
good body control while smoothing out most of the road imperfections you
would have felt in your kidneys with the previous RDX.
