First Drive & Video: 2013 Acura RDX

By John LeBlanc PHOENIX, ARIZ.—Compact luxury crossover historians will tell you the 2004 BMW X3 was the vehicle that jump-started this new class. Soon after, you couldn’t walk into a new-car showroom without bumping into a small, premium crossover. For Honda’s Acura luxury brand, it was the RDX that debuted in 2006. At the time, the five-passenger RDX was considered one of the more fun-to-drive vehicles in the new segment. It came with the brand’s first production turbocharged engine, and a version of Acura’s Super Handling all-wheel-drive system, first seen on the flagship RL sedan. Since then, though, winning over buyers has become tougher for the Acura. Fresher competition from Audi (Q5), BMW (X1), Infiniti (EX), Kia (Sorento) and Mercedes-Benz (GLK) relegated the Acura to also-ran status. But Acura is hoping an all-new model for 2013 will make its RDX a contender once again. About all that remains from the last RDX are those three letters. Based on the also-new-this-year Honda CR-V, the Acura crossover drops its turbocharged four-cylinder for a naturally aspirated six, gains one more gear in its six-speed automatic transmission, replaces the Acura-exclusive rear-torque-vectoring SH-AWD system for the CR-V’s simpler setup, and loses its somewhat awkward exterior looks for a more generic style, mostly inspired by the larger Acura MDX. Acura says the base RDX gains about $3,400 in standard features over the outgoing model. But, at $40,990, it’s only $500 more than the 2012 model. Depending on how you equip its rivals, the pricing is about midpack: more than a $38,495 Kia Sorento EX-Luxury (which adds third-row seating) or $38,500 BMW X1, but less than a $41,600 ’Benz GLK. The only RDX option is a $3,000 Tech package, which adds navigation, an upgraded sound system and a power tailgate. One of the biggest beefs with the old RDX was the lack of refinement under its hood. The noisy and harsh turbo four wasn’t one of Honda’s better efforts in regards to refinement. Although the Infiniti EX and Kia Sorento offer more horsepower, the RDX’s new 3.5 L with 273 hp is much smoother than the older model’s blown-four, and delivers 33 more horsepower. With the extra gear in the new autobox, the RDX scores better fuel economy, too: 10.7 L/100 km in the city (versus 11.7) and 7.4 on the highway (compared to 8.7). Note, though, that an X1 scores 9.2 and 6.4, respectively. Driving enthusiasts will also miss the older RDX’s fun-to-drive nature. To a certain degree, the first-generation RDX drove more like a sports compact. Its light steering was sharp and communicative with no slack at turn-in. Body motions were kept well under control, and it always felt very well planted — even when you forgot you were driving a crossover and not an Integra Type-R. In the search for more mainstream buyers, though, Acura has softened the RDX’s steering responses. And the combination of the longer wheelbase and new AWD system (which only distributes torque front to rear instead of the old setup that would also add grunt to the outside rear wheel to aid in cornering) makes the 2013 model less agile when cornering hard. Even with steering-wheel paddle shifters, I found the new RDX felt slower when accelerating at highway speeds than the last one (I’ll blame the nine less pound-feet of torque and the taller gear ratios). However, if I remove my helmet and Nomex racing suit and look at the RDX the way a potential customer would, Acura should have a hit on its hands. As a family station wagon with all-weather driving capabilities — with more power, features and prestige than the mainstream CR-V can offer — the RDX delivers. I spent most of my day’s drive time on wide-open Arizona dessert roads, northeast of Phoenix. In this environment, the RDX is much quieter than the outgoing model. And the extra millimetres in its wheelbase not only add much-needed legroom for rear occupants, they also deliver a smoother ride — something the typical crossover driver should appreciate. I also suspect Acura will sell a lot more RDXs based on its new looks. The last model had unconventional proportions, highlighted by its prominent beak and “Knights of the Round Table” grille. Aided by the longer wheelbase and slightly shorter roof height, the new RDX looks a lot more conventional, with a rear design reminiscent of the larger MDX, and a front grille that shouldn’t offend anyone. So while Acura officials at the RDX launch talked about injecting emotion into the brand (i.e. the reborn NSX super car coming for 2015), the RDX is definitely a step in the opposite direction. It focuses more on improved fuel-economy, more luxury features and practicality, and easier-on-the-eyes styling — values customers in this segment care about more than sports compact handling. 2013 Acura RDX WHAT I LIKED: Conventional styling, roomy and comfortable interior, excellent highway driving characteristics. WHAT I DIDN'T: Rivals offer better fuel economy. PRICE: $40,990 ENGINE: 3.5L V6 POWER/TOURQUE: 273 hp; 251 lb.-ft. FUEL ECONOMY: 10.7 L/100 km city; 7.4 hwy. COMPETITION: Audi Q5, BMW X1, Infiniti EX35, Kia Sorento, Mercedes-Benz GLK

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