2007 Acura RDX Tests Sharp Handling and ValueBrian Vance - MotorTrend[This story originally appeared in the July 2006 issue of MotorTrend with the headline "View to a Kill."] All right, so it's not really a new idea, but given recent fuel spikes, the desire for more carlike accoutrements, and aging competitors in the segment, the notion of building compact SUVs that no longer ride like lumbering buses has taken on new significance.BMW took the lead in this exclusive segment several years ago with the addition of the X3 (which is just a hair's breadth smaller than the midsize X5). And now Acura, the X3 (and maybe the Infiniti FX35 square in its sights, is predicting strong growth in this segment, with sales more than quadrupling by 2011. Considering this, Acura has taken its first shot to bring down BMW with its all-new RDX.Acura engineers had the critical measurable numbers from the X3 (compare length, width, height, track, and turning-diameter specifications, and the RDX is a ringer for the compact BMW). Their assignment from Japan? Beat the BMW, even if only slightly, in every possible category. Acura even gave us an X3 to run back-to-back comparison laps—more on that later.AdvertisementAdvertisementThe RDX rides on a new platform and fits underneath the current midsize MDX SUV in size and cost. Simple and athletic, the RDX's exterior design is meant to evoke its sportier personality. A fast-raking windshield and racing-stripe-style line running the length of the body, in addition to the wraparound rear glass and wind fin, make for an aerodynamic look—think Mazda3 wagon or Toyota RAV4. But any manufacturer that wants a piece of the luxury-vehicle pie had better match that look with a strong engine.Brian Vance - MotorTrendRDX buyers will get an all-new 2.3-liter turbocharged and intercooled I-4 engine that produces 240 horsepower at 6000 rpm and 260 pound-feet of torque at 4500 rpm. The latter, although typically not an important number in smaller SUV segments, is significant because the RDX makes more torque than any other vehicle in the current Acura or Honda lineups. Much of the credit is due to the fact that the turbocharger uses a unique "variable flow" approach to feeding the smaller turbo exhaust gases. A smaller turbo can ramp up faster, reducing lag at slower speeds. At higher speeds, a movable control valve can open to allow even more of the exhaust gases into the runners to spin the turbo even faster, allowing for strong pulling power at higher speeds and rpm. On the intake side, the RDX channels air (through the hood) into an air-to-air intercooler before mixing fuel and cooled air on its way to each cylinder. The large front fascia air inlet above the grille creates a ram effect to keep air constantly moving through the intercooler.Off the line, RDX responsiveness is smooth and impressive. Where some turbocharged engines tend to kick into first gear abruptly after a short lag, the RDX uses its new five-speed transmission, with a specially designed torque converter, to slip and even out any hard hit while still offering a sturdy feel. The tranny has normal and sport settings as well as F1-style paddle shifters (right upshift, left downshift) on the back of the steering wheel that can be used in either mode. In Drive, the transmission comfortably selects among the five forward ratios, as expected. However, by pulling the lever into Sport, the transmission provides a more aggressive shift pattern, holding up- and downshifts several hundred rpm longer as well as eliminating overdrive. The SportShift paddle shifters can be actuated in both "D" and "S" modes, but will revert after a few seconds when in normal mode and hold the gear when in sport. The five-speed is quick to respond when enthusiastically run through the gears (paddles or stick), and the separation between normal and sport modes are two distinct personalities.The third player in the all-important dance among engine, transmission, and traction is Acura's first application of the SH-AWD (super-handling all-wheel drive) system in an SUV. First employed on the RL, this system uses a staggering series of sensors to anticipate where traction will be lost, where understeer might occur, or when traction could be lost, then it distributes the traction (sometimes braking, sometimes acceleration) where it's needed before it's needed.Brian Vance - MotorTrendThis system (changed due to the smaller size and weight and expected driving habits of the typical RDX/SUV buyer) can specifically accelerate a single rear wheel during hard cornering to mitigate (and sometimes alleviate) under- or oversteer situations. The bottom line is that this technology allows the all-wheel drive to distribute torque in ways unlike any other compact SUV sold.AdvertisementAdvertisementWe had fun pushing our test unit around the tight and twisting highway roads and found the grip of the Michelin 235/55R18 high-performance all-season tires almost scary. Where tire squeal is anticipated, there's nothing but grip. The chassis is balanced when pushed, with little trouble transitioning from a hard left, then a hard right turn. This is where the RDX walks all over the X3 (hats off to Acura engineers on this one). Paddle shifting, a turbo, and gobs of grip meant we had no trouble keeping up with a few (surprised) motorcycle cruisers on our coastal highway romp.Braking feel is predictable and smooth, thanks to 11.7-inch discs in front and 12.0-inch discs in back. Although we were never aware of any stability-control assistance, Acura engineers did inform us that the software could've been reducing torque and applying brake assist without our knowledge during slippery cornering conditions.Although minor, our only complaint was with the speed-sensing software that controls the power rack-and-pinion steering response. Especially when compared with the X3, the RDX is hesitant and not communicative, even with a 15:1 steering ratio. It almost felt as if the extra grip of the SH-AWD all-wheel drive and the high-performance tires were used to compensate for a softer, gentler steering feel, yet still provide sporty handling. We would've preferred a sporty response from all three.Brian Vance - MotorTrendInside the RDX are the same Acura design cues found in the RL and TL sedans, with a few exceptions. RDX gauges are backlit in neon hue, with a transmission readout in its own dedicated gauge. The mix of hard dash plastic, textured side panels, and high-grade leather are expected in a premium marque. As in most other Acura and Honda models, there's but one option group; in the case of the RDX, it's called the Technology Package, offering an ELS Surround 10-speaker six-disc DVD audio system, an eight-inch screen, navigation system, and real-time traffic reports in over 30 major U.S. cities. Other equipment in the package includes a rearview camera, HID headlights, dual-zone climate displays, and a plug-in port for an MP3 player or iPod. Second-row seats easily fold flat once the seat bottoms are flipped forward, and the storage floor can be transformed into a table or rear deck cover.AdvertisementAdvertisementLook for RDXs in showrooms by August with base models starting just above $31,000—expect fully loaded versions to reach near $37,000. Equipment depending, that may translate to $10,000 less than a similarly equipped X3. Maybe it's not much of a kill, but it's certainly gotta hurt some.Photo credit: Brian Vance - MotorTrendPhoto credit: Brian Vance - MotorTrendPhoto credit: Brian Vance - MotorTrendPhoto credit: Brian Vance - MotorTrendAdvertisementAdvertisement
