2010 Acura TSX - V-6 Power, Finally

Acura debuted an all-new V-6 model for its TSX sports sedan line-up at the Chicago Auto Show today. Scheduled to go on sale this summer, the 2010 TSX V-6 will be equipped with a powerful 3.5-liter engine, exclusive suspension tuning, larger diameter wheels and additional enhancements.

"The automotive market may be slowing down, but not Acura," said Jeff Conrad, vice president of Acura sales. "With improved acceleration and handling, the new 280 horsepower V-6 adds even more sport to the already sporty nature of the popular TSX sports sedan."

Since its redesign last year, the TSX has shattered sales records to become one of Acura's best-selling sedans. As the entry point to the Acura brand, the four-cylinder TSX has won over customers with its nimble handling, agile driving feel and balanced performance. The V-6 model adds a new level of power on top of these winning traits for a more sporty and spirited driving experience. The V-6 will surely satisfy driving enthusiast's appetite for a fun-to-drive, yet refined sports sedan.

With the introduction of a V-6 powered TSX, Acura will fill a niche in its lineup between the four-cylinder TSX and the all-new TL performance luxury sedan. With the TL moving more upscale following its redesign in the 2009 model year, the TSX V-6 will be aimed squarely at youthful buyers who want a performance-oriented sports sedan in a more personal size.

Powertrain
A new TSX powertrain choice means performance luxury buyers can enjoy a 280 horsepower 3.5L V-6, with sophisticated VTEC® valvetrain control and a dual-stage induction system. For maximum performance and efficiency, the engine will be coupled to Acura's Sequential SportShift automatic transmission, with intelligent features such as Grade Logic Control and Shift Hold Control. If the driver desires, the Sequential SportShift transmission can also be operated manually, via steering-wheel mounted F1®-style paddle shifters.

Body/Chassis
The new TSX model will feature a state-of-the-art, double-wishbone front and multilink rear suspension system to provide excellent ride, handling and control. To generate sportier handling, the V-6 model will also use exclusive suspension tuning along with 18-inch split five-spoke aluminum wheels, fit with Michelin Pilot all-season tires. The larger wheels and tires will help distinguish this performance- minded TSX, as does the slightly revised front fascia and a V-6 badge on the trunk.
The TSX V-6 model will be generously equipped with the latest advancements in safety technology and is anticipated to achieve the highest ratings in both government (NHTSA)* and independent (IIHS) crash testing - including garnering IIHS's TOP SAFETY PICK.

Interior
Like all Acura models, the new TSX will feature an exceptional level of standard equipment, including leather-appointed interior, power moonroof, automatic climate control, a premium seven-speaker sound system with CD, AM/FM tuner, XM® Satellite Radio, Bluetooth® HandsFreeLink® , USB port and AUX jack music interface and more.

Similar to the four-cylinder TSX, the V-6 model will be available with the optional Technology Package that includes the Acuralink™ satellite navigation system with rear-view camera and the Acura/ELS Surround® premium audio system for a top-in-class audio experience.

The introduction of the TSX V-6 at the Chicago Auto Show is the first step in a series of major advancements to the 2010 Acura lineup. Almost every Acura sedan and SUV will receive significant enhancements for the 2010 model year.

Acura TL SH-AWD

Transformations are nothing new, especially when it comes to cars. To keep things fresh, every nameplate has to reinvent itself every so often, with only a few exceptions. So it didn’t come as much of a surprise that Acura had transformed its high-tech but low-profile TL for 2009.

What is a surprise is the effectiveness of the redesign. The all-new TL has made the leap from forgettable to unforgettable, and it brings a stronger design, better performance and best of all a much more distinct identity to the game.

“Identity” is a big part of this market. The Acura TL faces stiff competition in the marketplace--the Lexus ES350, BMW 3-Series, Audi A4 and Cadillac CTS, to name a few, and cars that don’t stand out are doomed to failure. Remember the Infiniti I30? Nope, didn’t think so. Thanks to a raft of new options and a new powertrain though, the tough odds haven’t stopped the TL from entering 2009 as an all-new car with a confident smile.

That’s not a metaphor, either; the TL’s new sheet metal literally appears to be smiling, thanks to the design of the smooth, uncluttered new front bumper and high-mounted family grille with large air intakes. A pronounced front fender kink and muscular body sides help to convey the message that the new TL means business. Acura has talked for a few years about giving its products a bolder face, and the new TL is the first car from the brand that lives up to that boast. It’s angular and eye-catching without being especially derivative of any other products.

The drama factor is increased on the interior, with new available two-tone leather trim and a dual-cockpit layout. The 2009 TL is six inches longer and 1.8 inches wider than before, and that growth translates to more interior room. Passengers are coddled by wood and metal interior trim, standard dual-zone automatic climate control, XM satellite radio and Bluetooth connectivity. Opt for the Technology Package and the TL adds a navigation system with voice recognition, real-time traffic and weather updates, keyless entry and a 10-speaker Acura/ELS surround-sound audio system that plays DVD audio and is one of the best automotive sound systems we’ve ever heard, factory or aftermarket.

For ’09, the TL breaks slightly from Acura’s single-spec tradition by offering two distinct models, with two powertrains. The standard 280 horsepower 3.5 liter V6 is a potent DOHC unit with variable valve timing and a “drive-by-wire” electronic throttle. The front-wheel drive TL gets the power to the road via a five-speed automatic transmission that features sporty steering wheel paddles, and fuel economy is rated at 18/26, which is impressive for a dedicated sports sedan. The TL is attractive enough with that setup, but Acura has considered the competition and gone a step beyond with the TL SH-AWD. As the name suggests, it’s got Acura’s performance-enhancing Super-Handling All-Wheel Drive. SH-AWD sends additional power to the outside rear wheel during hard cornering while balancing torque to the other three, to sharpen handling feel. A larger, all-new 3.7 liter V6 rides under the hood of the TL SH-AWD, putting out 305 horsepower. A high-flow dual exhaust helps the engine to breathe and sounds good, too. A five-speed automatic transmission with a manual shift mode controlled by steering wheel paddles. We drove the high-powered SH-AWD model, and found it to be an exemplary performer. The additional horsepower is just enough to notch the acceleration from “entertaining” to “impressive,” and the TL SH-AWD makes an excellent freeway cruiser. The SH-AWD system has also gotten better since it was first introduced in 2005, and does an excellent job of tightening the big TL’s line through corners.



The suspension uses double wishbones in the front and a multi-link rear, for responsive turn-in. Large 18-inch wheels are standard on the TL SH-AWD, with 19-inchers available. Acura’s Vehicle Stability Assist with traction control is also standard. Coupled with the all-wheel drive, that means that it’s extremely difficult to get the TL SH-AWD honestly out of sorts. Should you manage to lose control, the standard anti-lock brakes bring things back to a reasonable speed quickly.



The improvements to the TL’s styling inside and out give it more of a personality than it’s ever had, which helps to give it that all-important distinction in a crowded luxury-car market. With more power and much better handling, the SH-AWD is a serious, world-class contender. Pricing for the 2009 Acura TL starts at $34,955. The TL SH-AWD comes in at $42,235, and includes a navigation system, the ELS surround-sound system and Bluetooth connectivity.

Acura TSX

You have to start somewhere. For luxury marques that usually means offering at least one automobile that is affordable enough to lure first-time luxury buyers into the brand. Often compromises are made to achieve that entry-level price point. Those compromises take many forms such as simply putting lipstick on a model from a sister division; using smaller, less sophisticated engines; or offering fewer standard amenities. No matter the avenue taken, an image problem often results. That’s where the last generation Acura TSX found itself. Although a perfectly capable automobile, it was never completely convincing as an Acura. Acura redesigned the TSX for 2009 with a goal of making it a better fit within the family. For the most part, it was successful.

Rare is the redesign that doesn’t involve upsizing. No doubt there is some psychological explanation for it, but typically we equate bigger with better. Why else would nearly every new generation of a vehicle be bigger than those that have gone before? In the case of the redesigned TSX, super sizing is a better description of its growth spurt than just upsizing. The distance between wheels on the same axle (track) is wider by 2.6 inches while the wheelbase stretches an extra 1.4 inches. Its exterior is 2.2 inches longer and 3 inches wider than last year’s version. It is also about half an inch taller at the roofline. Marginally larger, luggage capacity is up from 12.6 cu.-ft. to just over 13 cu.-ft. It should follow that such increases in iron would translate into a hefty weight gain, but not so much for the TSX. Curb weight is up less than 150 pounds to 3,486.

Gone are the rather vanilla styling cues, replaced by a more sculpted lines. The grille includes the familial chrome knife-blade. A defined beltline runs from the chiseled front fender blister along the side continuing up to the trunk lid and around to the other side. Generally creases replace the soft corners on the previous TSX. Reshaped tail lights play a part in adding to the more upscale appearance.

Inside, Acura retained the dual-pod layout up front. The basic flow of the dashboard remains as well; however, the new look relies less on bright accents. The mix of materials is more sophisticated and elegant. A dizzying array of buttons, knobs and controls clog up the center stack. Keep the owner’s manual handy. My test TSX was the $32,775 edition that includes the Technology Package. There is also a $29,675 base version. Both models feature dual-zone automatic climate control, tilt-telescoping steering wheel, eight-way power adjustable driver’s seat, four-way power passenger seat, leather seating, power accessories, and a seven-speaker audio system with CD player, auxiliary input jack and USB port.

Well bolstered, the front seats snug around their occupants. The 60/40 split rear seat folds down creating more cargo space. Overall the interior space is generous and all but the tallest rear-seat passengers should be quite comfortable.

For the $3,100 premium the Technology Package commands, comes not only the same navigation system as higher-priced Acuras with real-time traffic and weather, but it also includes an advanced Elliot Scheiner-designed 10-speaker surround sound system with a six-disc CD changer, eight-inch subwoofer and voice recognition. XM satellite radio is also included in the package. In this XM application there is a note feature that allows you to store the name, 10 seconds of the song, the XM station on which it appeared and a time stamp for up to 30 songs. So if you hear a song you want to remember, you just hit a button and it’s saved for future recall.

Despite its larger size, the new TSX retains its athleticism. Once again this is achieved through a superbly matched powertrain and a well-balanced suspension. A new four-banger powers the TSX. Displacement is the same 2.4-liters, but horsepower is down four ponies to 201. Peak torque is up a few pound feet, but it arrives earlier in the rpm band for improved mid-range power. Available for hustling engine output to the front wheels is either a six-speed manual or a no-extra-charge five-speed automatic transmission. The automatic has a manual mode with steering wheel-mounted shift paddles. Fuel economy is essentially unchanged with an EPA rating of 20 mpg in the city and 28 mpg on the highway for the manual. The automatic gains two additional mpg on the highway.

Acura has built more strength into the frame and body. The result is not only a quieter cabin, but enhanced control. This sedan responds well to the throttle, running true on the straights and cornering with a tenacious grip. The four-wheel independent suspension is tuned more toward the handling end of the spectrum, but ride quality is still very good. The steering is light and responsive. All in all, the last TSX was fun to drive and the 2009 is no disappointment.

Here’s the bottom line: If you liked the 2008 TSX, you will like the redesigned 2009. It is still priced right, fun to drive and shares the Acura cachet. And unlike the previous generation, it seems more at home in the Acura family.

Downloadable pictures.

Acura RL - A Master of Disguise

We have known a few people over the years who probably desired and could certainly afford luxury in their new-car purchases, but abhorred the thought of being seen as ostentatious; something they felt was inherent in owning a BMW 7-Series or a Mercedes S-Class or even a full-sized Cadillac (going way back).

They simply did not want their customers —or their employees — or their neighbors to get the impression they spent great gobs of cash on their automotive purchases. They didn't want their wealth proclaimed every day in the parking lot. Perhaps we could call this disingenuous or just plain silly. But a good disguise was probably prudent in some cases.

At any rate if they were still around today looking for a new sedan that would pamper them in a way that they would appreciate, but would be so nondescript as to not attract attention, we would enthusiastically recommend the 2010 Acura RL.

The Acura flagship sedan has all the requisite amenities to pamper while stealthily going about its luxurious business. Not only that, it can save tens of thousands of dollars over a top-line Mercedes, BMW or Lexus. (Cadillac is now out the running).

Acura officials are probably not amused by our description of the RL, but by this time they have heard the same mantra a thousand times over. While Acura has loaded the RL with most of the technological goodies offered by the company, it has never made much of an effort to elevate the car into anything representing a status symbol.

That being said, we very much like the 2010 edition of the RL, which was extensively updated for the 2009 model year. But we kept asking ourselves throughout our week of testing – couldn't we save more than 10 grand of the $55,000 purchase price with a nearly same-sized all-wheel drive TL sedan while gaining five horsepower and two pound-feet of torque and shedding about 150 pounds of weight? Was the trade off of some technological goodies for the money worth it? Was the RL difference worth the price of admission?

We believe a definite “maybe” is the answer if you understand the RL.

One of the biggest criticisms leveled at the RL, besides its rather bland styling, is its rather run-of-the-mill V-6 making 300 horsepower when compared to top luxury competitors. Acura is apparently going to address that concern for either the 2011 or 2012 model year with a revised car that will come with a V-8 engine.

We like the idea of more horsepower. But that decision begs the question – is moving to an eight-cylinder powerplant at this late date the right decision in this age of unprecedented gas mileage concerns?

We would think more along the lines of the Ford EcoBoost V-6, a twin-turbo, direct injection engine that can in the right configuration develop close to 400 horsepower while maintaining V-6 EPA mileage.

For now, if you like conservative styling and a very affordable price in your luxury purchase, you won’t do much better than the RL.

While the 3.7-liter V-6 is certainly no beast, we enjoyed the smooth, confident performance. A five-speed automatic with manual shift control sends power through the SH-AWD (Super-Handling All-Wheel Drive) system, which divides power not only front to rear, but side to side.

This performance package gives the RL a confident demeanor in all driving situations, while the V-6 offers 0-to-60 times in the upper reaches of six seconds and insures confident passing and merging.

The downside to the V-6 is not so much its power deficiency — comparatively speaking — as it’s rather anemic gas mileage measured against the competition at 16 mpg city and 22 mpg highway. Premium gas is recommended.

Like all Acura products in recent times, the RL comes without options. You get the level of options you desire by picking from one of four trim levels starting with the base car at $47,640 including destination charge.

Add the technology package, a very worthwhile addition in our estimation, and the price escalates to $51,260. The top line CMBS (Collision Mitigation Braking System) is priced at $55,060.

In addition to the all-wheel drive system, the base car comes very well equipped with such desirable things as 10-way power heated front seats with memory settings, xenon headlights, 18-inch alloy wheels, sunroof, Bluetooth, keyless ignition and 10-speaker Bose surround audio system.

The Technology Package adds adaptive headlights, navigation system with backup camera, solar-sensing climate control and ventilated front seats.

The Collision Mitigation Braking System on the high-end trim helps prevent or minimize a frontal accident by providing warnings to the driver or actually applying emergency braking if a collision seems unavoidable.

We didn’t test this system, but Acura says if a collision is eminent, the seatbelts will automatically be cinched down, a loud warning chime will fill the cabin, and the word BRAKE will flash on the information display. If you don’t want this kind of intrusion, the system can be switched off. Or you can do what we would probably do, buy the less-expensive trim level and forgo the feature.

If you purchase a luxury car you want to be pampered with great-sitting seats, a hushed interior trimmed in quality leather and real wood, and a wide assortment of features. The RL does not disappoint.

About the only real concern we had with the RL over our seven days was the lack of leg room for rear-seat passengers. It’s adequate taking into consideration the ability to put your feet under the front seats, but we would like to see a 50 grand luxury car that measures nearly full size, have more stretch-out room.

Both front and back seats proved very comfortable, with the exception of the short leg room in back. The living quarters even at highway speeds is library quiet and the sounds emitting from the audio system are soothing and pleasing to the ears, providing you don’t tune your XM satellite radio to the heavy metal station.

Luggage capacity is adequate at 13.1 cubic feet, but here again our biggest concern with the RL looms. A car that stretches out nearly 196 inches should have more cargo and passenger space available.

That aside, the RL may be the best-equipped luxury car sold in America for just over 50 grand. We could live happily with this sedan.

Acura TSX V-6 - Expanding the brand choice

Prior to the Acura TL’s complete redesign for the 2009 model year, we were unabashed fans of the mid-sized sports sedan.

We loved the overall driving dynamics of the 2004-2008 TL, and we loved the styling. It was a home run in our eyes. Then along came the new TL, more refined and more powerful and a better car in many ways than the previous generation. But to this day we still can’t get our arms around the new styling, specifically the big-shield grille.

For us and Acura fans who feel the same way, that leaves the slightly smaller TSX, which is derived from the European Honda Accord. It has been a unique compact entry-level luxury sedan in the U.S., and up until now the only one currently sold in America with just a four-cylinder engine.

It’s an energetic 2.4-liter, 201-horsepower fuel-efficient engine that, when mated to a slick-shifting six-speed manual, offers a rewarding experience. In fact, it’s possible to break into the upper ranges of six seconds from 0 to 60.

The new front-driven TSX, redesigned for the 2009 model year, also carries the baggage of the Acura big-blade grille, but in a more subdued rendering. Overall lines are conservative yet handsome.

The TSX is the styling winner in the Acura sedan stable to us, but if you don’t want to shift for yourself — and most people are voting automatic — then you are left with an otherwise engaging four-cylinder engine that when mated to a five-speed automatic becomes rather ordinary.

Acura’s answer to this conundrum for 2010 is to slap the base TL 3.5-liter 280-horsepower V-6 under the hood, providing a completely new performance dynamic for the TSX.

We wrote last year that “the TSX’s unique personality would be severely altered with a more conventional V-6.” We still hold that opinion, but we see the need for the V-6, and a new split personality.

The TSX, we do admit, now has the goods to compete with such players as the BMW 328i, the Mercedes C300, and the Cadillac CTS.

And the good part is that Acura has left the popular 4-cylinder with optional manual transmission intact. You can now have it either way — the personality you desire.

While the V-6 adds a new layer of muscle to the TSX, it also adds cost and reduces gas mileage.

For example, our 2010 TSX with Technology Package V-6 carried a bottom line of $38,760 including destination charge. The same trim level with the 4-cylinder goes out the door for $33,220.

Mileage is less of an issue. The 4-cylinder automatic is rated at 21 city mpg and 30 mpg highway. The V-6 mated to the five-speed automatic is rated at 18 mpg city and 27 mpg highway.

Regardless of engine, when you purchase the technology package you get an incredible array of features including the vaunted ELS Surround Sound System, which, to us is the best in the automotive business. It is beautiful music to the ears.

The extra cash outlay purchases the luxury of power. The performance is seamless through the five-speed auto shifter with 0 to 60 achieved in just a tick or two over six seconds. And surprisingly little torque-steer is evident on pedal-to-the-metal starts when 280 horsepower and 254 foot-pounds of torque are funneled through the front wheels.

Keep charging ahead and the TSX V-6 will finish off a quarter mile in 14.7 seconds at 97 mph.

The TSX may not possess the sports sedan persona of a BMW, but its overall road manners are impeccable and its stance is entertaining on a Sunday afternoon chase down rural winding asphalt. The V-6 is lively and fun; responsive and quick, making urban driving much less of a headache as well.

But we couldn’t help but wonder during our seven days behind the wheel what a six-speed transmission would do for gas mileage and performance. Although nearly all the competition currently features six-speed transmissions, Honda/Acura has elected to soldier on with one less gear.

The new TSX is slightly larger than the first generation (2004-2008), but for all practical purposes the sedan retains its just-right size. Four adults fit nicely — but be forewarned that some compromises may be necessary to give rear-seat passengers enough leg room — and a 12.6 cubic foot trunk easily swallows two golf bags — it passed our weekly bag test — or several pieces of luggage.

The TSX has a handsome dashboard layout and materials, for the most part, are first class. Fit and finish is excellent.

While most of the switchgear used in everyday driving is intuitive, the TSX unfortunately has gained some of the convoluted qualities of German luxury cars with a myriad of buttons and a forced trip to the owner’s manual for most people who want to change settings such as power door locks and automatic headlights.

We’ve always been fond of Honda/Acura navigation for its accuracy and ease of use, and the latest iteration of the system lived up to our high expectations. It now includes an extensive list of Zagat-related restaurant listings and XM real-time traffic and weather conditions with a three month trial subscription. The voice-recognition system works well and now recognizes 100,000 words.

But the technological highlight comes with the upgraded audio system that plays either standard CDs or music DVDs. We were blown away several years ago when we first heard Acura’s cutting-edge sound in a TL. The 10-speaker 415-watt premium surround system takes the music into a new dimension.

It rivals most home entertainment systems with its sweeping sound with outstanding treble and base clarity and separation. In a word — awesome!

Like all Acura vehicles in recent years there are no options. Buyers can pick between two trim levels and for 2010, two engines. The base TSX 4-cylinder is $30,120 including destination charge and Base with Technology Package for $33,220. Prices for the V-6 are $35,660 and $38,760.

We highly recommend the extra $3,100 outlay which not only brings the startlingly good sound system, but navigation and a backup camera.

If you’re not a fan of navigation, you will have to forego the premium sound system, but the base system is no slouch. It features 360 watts of output, seven speakers and a subwoofer and XM satellite radio.

If you desire a very entertaining luxury-appointed 4-cylinder sedan with a 6-speed manual, it is still available. But if you want the performance of a V-6 in a features-loaded, extremely reliable small sedan, the TSX has now got you covered as well.

Acura RDX

There are a passel of near-luxury and luxury crossovers out there. Anybody with $30,000 to $50,000 to spend should have no problem settling on the ideal candidate. In its fourth year of production, the tidy Acura RDX slugs it out with other crossovers in the lower end of the near-luxury/luxury price spread. The front-wheel-drive base RDX sells for $33,330, while the high-end RDX SH-AWD w/Technology Package rings the register at $38,430. Incidentally,“SH-AWD” is Acura-speak for Super Handling All-Wheel Drive. My test RDX had all the bells and whistles.

Acura spruced up the RDX inside and out for 2010. Among the exterior enhancements are new front and rear bumper fascias, revised headlights and taillights, as well as getting, for better or for worse, Acura's familial “guillotine” grille. New for 2010 is the availability of FWD.

Less noticeable and notable, the interior tweaks include a new center console storage tray that serves to separate smaller items, electronic compass and ambient footwell lighting.

No doubt Acura wanted a lighter, more fuel-friendly RDX when it added FWD to the mix. This makes sense because some drivers simply don't need AWD. In RDX's case, FWD adds 2 mpg to both city and highway EPA estimates of 17 mpg city and 22 mpg highway of the AWD versions. Both the FWD and AWD numbers are in line with those of direct competitors.

Setting RDX apart from those same competitors is its turbocharged engine. Adding less weight than a V6, yet providing gobs of torque, the 2.3-liter turbocharged four-cylinder engine is fitted to a five-speed driver-shiftable automatic transmission. Producing 240 horsepower and 260 pound feet of peak torque, this four banger allows the RDX to sprint away from green lights with gusto. Moreover, its quiet operation reinforces its near-luxury credentials.

Acura's SH-AWD system operates transparently and without driver input of any sort. When it detects wheel slippage, it not only transfers power from the wheels on one axle to those on the other, but it also transfers power from side to side. Without a 4-Lo gear, the AWD system isn't designed for real off roading, but does get the job done when rain turns to snow. Overall it produces better road grip whether the pavement is wet or dry.

In line with its aggressive performance, RDX's suspension is engineered more for handling competence than ride comfort. Its four-wheel independent suspension combines MacPherson struts in front with a multi-link arrangement in the rear. Although passengers will sense when the RDX is stuttering over rough surfaces, the sensation isn't intrusive. The steering is acute and responsive.

Contributing to passenger safety are a number of active and passive elements and systems. Antilock disc brakes with emergency brake assist on each of the 18-inch wheels help bring the RDX to more controlled stops. Traction control and stability control are also standard. Six airbags help protect occupants during a crash. Antiwhiplash front-seat head restraints are designed to reduce whiplash injuries in rear-end collisions. Dusk-sensing xenon headlights are also included in the base price.

Handsomely styled, the RDX interior more than fulfills expectations for a entry-luxury crossover. The tasteful dashboard and instrument panel flow across the front of the cabin. Every line and curve seems to have a purpose. Although the controls for the audio and climate systems clustered in the center of the dashboard might look intimidating at first glance, they are actually quite simple to navigate. A three-pod arrangement of the key gauges with their red pointers and blue illumination add an extra air of sportiness.

Front- and rear-seat passengers alike will find more than adequate head, leg and elbow room. With the second-row seat in place, there is nearly 28 cubic feet of luggage space. Folding down the 60/40 split backseat increases cargo capacity to 61 cubic feet.

RDX buyers don't have a lot of decisions to make. There is really only one trim level. Leather seating, power sunroof, tilt-telescoping steering wheel with redundant steering wheel-mounted audio controls, full power accessories, rearview camera, dual-zone automatic climate control, full power accessories, heated front seats and a seven-speaker audio system with a six-disc CD changer, satellite radio and a USB port are all standard.

Buyers only have to decide between front- or all-wheel drive, and if they want to pony up the $3,100 for the Tech Package, which includes a navigation system with voice recognition, a Panasonic-infused 10-speaker surround sound audio system, and GPS-linked dual-zone auto climate control.

When considering entry-luxury crossovers, the RDX may not spring immediately to mind; but it certainly deserves a look. Its unique exterior lines and powerplant, as well as its athletic handling and stylish interior give it plenty of character. If you can do without the Tech Package and AWD, the base price is compellingly affordable. Even with one or both extras, the pricing is very competitive within the segment. In a field crammed with worthy competitors, the RDX may not be the first nameplate on shoppers' minds; but once experienced, it is hard to forget.

Acura MDX - Caption - a Premium Midsize SUV with High Tech galore

From a distance, the MDX is stylish but it doesn’t call attention to itself. That’s just the way that Honda & Acura vehicles turn out. The theory goes like this…Honda & Acura buyers are very loyal and tend to buy the vehicles because of their quality and value, and styling is a secondary consideration.

When you get close to the MDX however, when you climb inside and actually go for a drive in one, its true character comes though. In reality, its one of the most satisfying and enjoyable premium midsize SUV’s you’ll find. Call it understated elegance.

The approach Acura took was to make the MDX roomy, comfortable, with many technology options and superb handling. The MDX comes standard with 7 passenger seating, a large cargo area and a comfortable interior. Even the base model comes equipped with leather sports seats, an 8 speaker premium audio system, a rear view camera, a power liftgate, a V6 engine, 6 speed automatic transmission and full-time all-wheel drive.

Add the Technology Package and you get Acura’s industry-leading navigation system, an upgraded surround sound system, voice command, upgraded leather interior and a climate control system linked to GPS. This gizmo knows were you are geographically and automatically adjust the climate control on the side of the car that is getting more sunlight to avoid unanticipated passenger over-warming.

The optional Entertainment Package gives you a rear DVD entertainment system, heated rear seats and a 115 volt electrical plug-in socket.

The Advance Package adds selectable sports suspension, cooled seats and CMBS. The CMBS technology includes radar cruise control that will manage the distance between you and the vehicle in front of you. It will also intervene in the driver’s space and will aggressively apply brakes if it senses a collision is imminent.

Acura has intelligently included all of the basic powertrain and safety systems on all its models. The drive train on the MDX is Honda’s fine 300 horsepower 3.7 liter V6 with a 6 speed automatic transmission and SH-AWD. This Super Handling All Wheel Drive system provides very surefooted driving in all weather condition. It also transforms this 4,600 SUV into a track star. The cornering and handling capability of the MDX are amazing, especially for a vehicle of this size.

The seating position, ride quality and engine & transmission combination make the MDX one of the most comfortable and satisfying vehicles to drive that you’ll find anywhere. The Acura engineers have fine-tuned the driving experience in a remarkable way. The MDX is one of the best examples of an all-purpose, all-weather, happily drive it all-day vehicle that you’ll find.

Acura ZDX - Aesthetics Unencumbered

If you were unencumbered by traditional realms of aesthetics, what would you design? Phillip Johnson imagined a glass house, Frank Lloyd Wright waded through Falling Water, and Ludwig Mies van der Rohe brought Germany’s famed Bauhaus stateside.
They pushed the boundaries and changed our perception of home and habitat. Great stylists like Gordon Buehrig, E.T. Gregorie, and Raymond Loewy did the same for automobiles, styling beautiful Duesenbergs, Cords, Lincolns, and Studebakers. Those cars were also engineering marvels – like the Acura ZDX.

Get a load of that rump! Rear views are exotic wide, fabulously chunky, and look like something out of Demolition Man with its Hurst Olds-intimidating twin exhaust outlets and metrosexually body-smooth taillamps. From the front, ZDX looks like any other contemporary Acura with its satin silver shield grille design, cats-eye headlamps, and muscular fenders. The side profile is absolutely fab with a rear-sloping roofline, upturned rear side window, and doorhandles hidden in the window trim. I love the big fat rear fenders with subtle humps to accentuate the beefy 19” alloy wheels.

Acura calls the ZDX a four-door sports coupe. Although the car rides crossover high, getting inside is much like crawling aboard a luxurious two-door. You kinda wedge yourself under the steering wheel, careful not to bump your head on the roof. Rear passengers will rehearse their contortionist routines as they shimmy up and behind the doorframe while ducking. Kids can do it better. If you want a big gaping crossover, go buy an RDX or MDX. There’s something intimate and special about riding in the ZDX. LED cabin lighting shines on a gallery of stitched leather dash and door coverings, ultra lovable leather-wrapped steering wheel, and cavernous sculpted center console.

Once inside, you’ll want for nothing. Supportive heated and cooled leather seats seemingly grip all of the way to your groin while treating your lower back brilliantly on long drives. Bluetooth hands-free calling, XM Satellite Radio, USB connectivity for full iPOD integration, and Acura Navigation System with Voice Recognition confirm your arrival in the future. A panoramic glass roof, power tailgate, multi-view rear camera, blind spot warnings, adaptive cruise control, and Collision Mitigating Braking System align all of the electrons and photons for your driving pleasure. Everything feels and smells like a ten-star hotel with enough electronic toys to inspire Best Buy to better good.

If you need extra space for your Louis Vuittons, pop down the rear seats, open the glass dome of a rear hatch, and free up 55.8 cubic ft. Crafty little critters that they are, Acura’s designers created removable side panels in the rear compartment to fit golf bags even with four aboard. Under floor storage works great for smaller objects that you do not want spied.

Acura’s 3.7-litre V6 is a beauty in its own right. Producing 300 horsepower and 270 lb.-ft. of torque, the SOHC aluminum engine moves this fashion show along faster than a caffeine-strung Christian Siriano and hits its stride like Lance Armstrong humping through France. The six-speed automatic transmission with paddle shifters seems to read your wishes and shifts on-cue. Fuel economy ratings of 16/23-MPG aspire to V8-powered BMWs, requiring a 21-gallon fuel tank to make substantial progress. Acura might want to put the ZDX on a diet or crib sister Honda’s hybrid tech.

Some of the ZDX’ razzle-dazzle takes place under the drapery. Super Handling All-Wheel Drive™ (SH-AWD), and ample ground clearance for snow and crud, provides excellent all-weather capability. However, Acura goes further by actively shifting torque for an active steering affect and sometimes a rear-power bias for spirited performance. Adding to the fun is the available Integrated Dynamics System (IDS), which connects the four-wheel-independent suspension system to active dampers and speed-sensitive steering for a relaxed demeanor in “Comfort” mode or ripped and ready when switched to “Sport” mode. With the switch, steering becomes more aggressive and the suspension becomes firmer.

Go ahead, deride the ZDX if you must. You might take a glance at Buehrig’s Cord 812 Beverly, Gregorie’s 1940 Lincoln Continental, or Loewy’s Studebaker Avanti before you do. All of those cars were thought of as odd or ugly in their day, were technically advanced, and are now considered works of art. None come close to the engineering barrage brought to bear against the BMW X5, Mercedes ML, or Cadillac SRX. Be prepared for the $56,855 as tested sum to melt your kryptonite card.

Acura RDX - Nimble crossover - sporty excitement

The 2011 Acura RDX caught our attention in a big way. We had not driven an RDX since its first model year in 2007 and forgot just how enjoyable it is. If you have lost sight of the Acura — now in its fifth year of production — while shopping such products as the BMW X3 or Infiniti EX35 you might find it advantageous to take a test drive.

This is of course if you need the security of a sophisticated all-wheel drive system in a high-riding vehicle that goes fast, handles like a sports car and pampers its passengers with luxury appointments.

We were taken with this Acura more than with its big brother. If you need a third-row seat and enough towing capacity to pull a recreational vehicle or a boat the new MDX, which we drove just a couple weeks prior to taking delivery of the RDX does a lot of things well —including hauling a half dozen people and pulling the family boat — it costs more, it’s more ponderous in its performance and handling and it’s too big for our needs.

We only need room for four adults, we don’t tow anything, and driving this small, nimble crossover with loads of excitement fit us perfectly.

The RDX is a relatively new breed of animal, a small luxury crossover vehicle. The segment has mushroomed over the past few years and now includes such standouts as the aforementioned BMW and Infiniti as well as such newcomers at the Mercedes GLK350 and Audi Q5. But none in our view offer a better combination of sporty feel and performance than the RDX.

The RDX is equipped with a 2.3-liter turbocharged 4-cylinder engine generating 240 horsepower and 260 pound-feet of torque in a vehicle that can haul up to 60 cubic feet of stuff, go 0 to 60 in around 6.5 seconds with a quarter mile time of under 15 seconds at over 92 miles per hour, and skid pad numbers that simply outclass almost everything in the crossover segment regardless of size.

We had a load of fun throwing the RDX through the twists and turns of mountain and country roads and then accelerating on the straights. We were all smiles at the Acura’s precise and confidence-inspiring steering. We took pleasure in the thick steering wheel in our hands.

As we come down to earth we note that the RDX is a high-rider with 6.3 inches of ground clearance and an all-wheel drive system that not only moves torque from front to back, but from side to side as well. The torque management system not only helps in bad-weather situations, but in dry-road cornering maneuvers as well.

As much as 70 percent of the torque can be shifted to the rear wheels when accelerating and cornering, and up to 100 percent of that torque can be shifted to either side as conditions dictate.

The downside to the vehicle’s handling prowess is a stiff, jiggly ride that may be off-putting to some sensitive behinds. We had no problem with the ride, but we encourage prospective buyers to travel some uneven pavement during the test drive.

Going fast in a hurry means a slight bit of turbo-lag, but it’s hard to detect and the wonderful urgency displayed at any speed through the five-speed automatic is smile-inducing. The vehicle’s go-fast persona is enhanced with standard paddle shifters mounted on the steering wheel.

Some may be put off by the RDX styling, but we found it aggressive without being overdone. However, we liked the overall look better prior to the 2010 model year when Acura was compelled to slap the big-blade grille on the RDX. It looked so much cleaner with the old setup. It wouldn’t detract us from a purchase, but when will designers at Honda admit that the snowplow grille treatments on most of their recent vehicles just doesn’t cut it?

A footnote here — the 2011 RDX can be purchased in front-wheel drive only, which may be a consideration for those living in warm weather climates. Not only will it save a few bucks on purchase price, the 2WD is slightly more fuel efficient.

The interior is a great place to live. The leather-trimmed seats are comfortable and supportive and the gauges are as good as it gets. Three round hooded pods enclose backlit white, red and blue readouts that are as vivid in bright sun as they are at night. In addition to the speedometer, the center pod includes outside temperature, odometer and a display that shows the current torque split.

A wide swath of aluminum trim neatly breaks up the black textures. It can also be found along the edges of the center console and on the door pulls.

We highly recommend the technology package, which includes an easy to use navigation system with real-time traffic updates, a rearview camera, Bluetooth connectivity for hands-free phoning and a premium 410-watt surround-sound system that can play either CDs or DVD audio discs.

In that configuration, the RDX comes with the requisite controller knob just below the navigation screen. But it’s easy to use and most of the climate and audio controls can be accessed independently of the controller. Storage cubbies are handy and the center console bin is large enough to swallow up a small laptop computer.

Rear-seat passengers — provided there are only two — will find comfortable accommodations with enough head and leg room for long-distance travel.

And when carrying cargo is paramount, the seatbacks can be folded 60-40 to open the rear to 60.6 cubic feet of space. There is a very usable 27.8 cubic feet behind the rear seats.

As with all Acura products, trim levels determine content. In the case of the RDX, it starts at $33,480 in base front-wheel drive format. If that is as far as your budget can take you, fear not. You will get a very well equipped vehicle that this year includes as standard equipment a great-sounding seven-speaker 360-watt audio system and a rear-view camera system integrated into the rear view mirror.

There are three other packages topping out at $38,580. That’s the one we drove.

The biggest downside to the RDX is gas mileage. It is EPA rated on premium fuel at 17/22 in all-wheel drive and a bit better 19/24 in front-wheel drive.

Acura ZDX

Here’s a recipe: take an Acura MDX and sift in some BMW X6 and a touch of Acura TSX and mix well. When the batter rises, carve a bit more than five inches off the top and remove the third-row seats, but keep the spices in the middle and the rubber on the road.



The result is what Acura says features “stunning coupe-like styling with the added benefit of a commanding presence and flexible utility” – in other words, yet another in a quickly-filling niche of coupe-like 4-door crossover SUVs.

It sure looks sleeker and sportier than Honda’s crossover, the Accord-based Crosstour. But what is it, and should we care?

*Acura appearance – Revealed as a prototype at the 2009 New York International Auto Show, after weeks of teasing half-shadowed shots, this crossover actually looks pretty cool. The first vehicle to be styled from start to finish in the new Acura Design Studio in Torrance, CA from a sketch by designer Michelle Christensen, it shares its MDX donor’s 3.7-liter, 300-hp V-6 and 108.3-inch wheelbase, body about an inch longer. The ZDX loses some height and .4-inches of ground clearance, although it still has a bit more SUV-like air space ‘tween the 19-inch Michelin tires and sculpted-shoulder fender flares that an Acura sedan.

The faceted, angled nose gets a more discrete version of Acura’s corporate guillotine blade grill, it’s V-shape complimented by slashed slit headlights that climb into the front fender lines over twin slashes of lower air intakes with fog lights. Those fender lines continue gracefully into a raked set of A-pillars, adding to the visual width of the design. The coupe-like profile is aided by the rising beltline and lower window design line off the front fender, the latter meeting the quickly descending fastback roof line. The rear fender line curves and sways around into the rear deck’s trim spoiler, which bisects the almost flat tinted glass rear window and matching panoramic glass roof from the Honda Insight/CRX-style vertical rear window. No rear wiper mars the lines, the rear glass flanked by arrowhead-pointed taillights. The faceted rear end gets neatly-integrated squared-of exhaust tips above a slim gray lower fascia. More than one person bought into the coupe-like body style, hard-pressed to find the neatly-integrated back door handles set into the angled corner where rear side windows meet C-pillar/rear buttress. And I saw lots of glances directed at the sleek silver Z as it went by, one calling it “snazzy.” Score one for the best-looking coupe-like 4-door sports crossover design I’ve seen yet.

*Acura accommodations – When your recipe calls for lopping of more than five inches of roof height, adding a sleek sloping rear window and removing the third row of seats, there are compromises, no matter how good the cake looks. So it is with the ZDX. With 7.9-inches of ground clearance, it’s easy to get inside into relatively low-slung bucket seats. The MDX’s basic dash layout is here, a big red “Start” button a sporty touch. A sportier three-spoke power tilt/telescope steering wheel wrapped in leather gets stereo, voice command and Bluetooth cellphone controls on the left and cruise controls on the right, with a perfect view of the inset 160-mph speedometer, 8,000-rpm tach, gas and temperature gauge under the padded rounded cowl. A gray trip computer display nestles between the big central dials, done in black with white needles and numbers. Twin arches of silver over hand-stitched leather (an Acura first) arc off the V-shaped center section, topped with an inset 8-inch color display for the navigation, AcuraLink real-time traffic and weather with radar, as well as AcuraLink text/audio messages. There’s lots of buttons, plus the ubiquitous Acura/Honda twist-and-tap knob to run up and down menus and input. But it works neatly with the voice command, so almost everything can be accessed quickly. White/gray LCD displays offer standard stereo and climate control info as well.

We had the Tech Package ZDX, so there’s a great 10-speaker 435-watt surround-sound AM-FM-CD-XM Satellite audio system, plus a 60 GB hard drive for storing audio files via the USB port and auxiliary audio input jack under the trick center armrest (sliding door hides second cup holder). Something else that’s trick is the LED lighting on the center instrument panel buttons, which stay black until the engine is fired, then all icons light up. The center screen also displays a backup camera, while the Tech Package adds keyless entry and keyless ignition. A center console 12-volt outlet is hidden under a sliding door next to the stubby gear shift.

The driver gets a 10-way adjustable power driver seat with twin memory presets and power lumbar, the passenger an 8-way power seat, both with dual-level heat. They were very comfortable and supportive. Overhead, the panoramic glass roof with twin power sunshades, the front glass panel opening up, out and aft. Losing the MDX’s third row seat and some roof height means the headliner is cozier-closer to all inside. Up front, it’s a comfy, sporty place to play. But with the sloping rear roof line, I had to duck deep to get into the back seat, a narrow opening between wheel well and door frame. Acura says the rear seats are for “occasional” use, and that’s partially right. Once through the tight opening, there was room for my 6-foot frame thanks to a scalloped headliner, although the inside roof’s side dip down so low I had to duck to see out. Add rear a/c vents and a center armrest with cupholders and its fine for two adults, but three would push it. In back, the sloping hatch window, divider, rising rear haunches and slim vertical back window make it a bit tough to see anything aft or to the sides. As for cargo space, the high load floor makes it easy to get stuff in, and there’s a deep 2.2 cu. ft. storage well under the carpeted floor, plus odd-shaped nooks inside side hatches that let you load wider stuff like a golf bag when removed. Load it to the top and there’s decent space, expandable with 70/30 split rear seatbacks under the power tailgate.

Again, the whole design is more like a mid-size sports coupe with room for two more if needed, but why not just make it a sporty coupe-like sedan like a VW Passat CC?

*ZDX zip – There’s plenty thanks to a powerful, snarling SOHC V-6 hooked into a 6-speed automatic with paddle shifters. Our 500-mile-old tester launched quick and clean with all-wheel-drive traction to 60-mph in a tad under 6.5 seconds in “Sport” shift, slick shifts with good passing power and clean transmission kick-down. Fuel mileage averaged a so-so 16-mpg on the trip computer.

Under the skin, a multi-link rear suspension mounted on a separate steel subframe, all on a longer, lower, wider design than regular crossovers, Acura claims. The ride is sporty but comfortable, shrugging off bumps with well-buffered but tight rebound. Plus, it’s hooked into Super Handling All-Wheel Drive, which varies torque distribution front and rear and between the left and right rear wheels. In a turn, the SH-AWD display shows, and you feel the torque sent to the outside rear wheel to help rotate it around the curve better and minimize understeer. Despite having a bit of height on a sports sedan, the ZDX carved its way through turns like one, with minimal lean and lots of sure-footed feel. The brakes had a great pedal feel and control, with minimal nose dive and only a touch of fade after some very hard repeated use. The power steering was accurate, with great turning radius, and also had great feel. It was a lot of fun to drive.

*Acura assets – A base Acura ZDX is $46,355. Our test vehicle had the Technology Package, so it came with all listed above standard for $50,855. A BMW X6 SAV(Sports Activity coupe), the closest competitor, has 300-hp and carves a turn like nobody’s business, but has even less storage space and starts at about $56,000 base. A Lincoln MKS, Infiniti FX35 or a Lexus RX370 are also competitors, costing a few thousand less base, with between 265- to 303-hp each. Only the Infiniti is as sporty in looks or driving ability, but it is also as compact in places inside.

*Bottom line – Agile, comfortable, well-equipped, powerful, even cutting edge good-looking, its handling prowess honed on Germany's famed Nürburgring road course – that’s the Acura ZDX. Rear seat access hassle, low roof and tighter cargo storage – that’s also the ZDX. It’s a niche I don’t see a need to be filled, so just give me an Acura TL with SH-AWD and 305-hp.



2010 Acura ZDX/Techology

Vehicle type - 5-passenger sports activity crossover

Base price $50,855 (same as tested)

Engine type – SOHC 24-valve VTEC V-6

Displacement -3.7-liter

Horsepower (net) – 300 @ 6.300 rpm

Torque (lb-ft) – 270 @ 4,500-rpm

Transmission – 6-speed automatic w/paddle shifters

Wheelbase – 108.3 inches

Overall length – 192.4 inches

Overall width – 78.5 inches

Height – 62.8 inches

Front headroom – 38 inches

Front legroom – 42.6 inches

Rear headroom – 35.3 inches

Rear legroom – 31.1 inches

Cargo capacity – 26.3 cu.ft. max/55.8 w/rear seats down

Curb weight – 4,431 lbs.

Fuel capacity – 21 gallons

Mileage rating – 16-mpg city/23-mpg highway

Last word – Looks and drives great, but why make it a crossover?
By Dan Scanlan
MyCarData

Acura RDX - high tech and satisfying

Some station wagons seem to be the best of both worlds – room for five and cargo, yet still fun to drive like the Cadillac CTS wagon, BMW’s 325xi, Audi’s A3 Avant, Volvo’s V50 and Mercedes-Benz’s E350.
But station wagons aren’t a big thing for some now that crossovers have hit the scene, although some drive like an SUV. That’s where Acura made a smart move back in 2007 with the compact RDX back in 2007, calling it a "5-passenger entry premium SUV."


Based on the Honda CR-V, but with Acura’s edgier look, technology and sporty driving ability, its aimed at a customer who wants “a stylish vehicle that offers a higher ‘eye-point’ (driving position) and more cargo flexibility than a sedan,” but also wants the “style, handling and performance of a sports sedan,” sayeth Acura’s press material.

Witness the “transformable utility of the RDX,” now not so alone in the world of sporty compact crossover SUVs anymore.
* RDXterior - The RDX’s birth dates back to 2005 at the Detroit auto show, when Acura unveiled the RD-X concept. Acura believed that the world needed a competitor in the then-new premium sporty crossover class’s sole occupant, the BMW X3. Now there’s Audi Q5, Infiniti EX35, Mercedes GLK350 and Volkswagen Tiguan.
The look was similar to a baby MDX, starting with Acura’s chiseled nose. In 2010, Acura added its new satin alloy guillotine blade grill over a set of slit lower intakes (one feeds the intercooler) with a matte bumper bar, flanked by silver-framed fog lights. Underneath, a pseudo-brush guard. The headlights are slits that flow into the edgy fender above flat-faced wheel fender flares over 10-spoke alloy wheels wearing Michelin Pilot 18-inch rubber. The rising belt line is matched with a softly curved edge that rises off the front fender, while a gentle channel gives the flanks under the chromed door handles some definition over the lightly cladded sill. In back, a spoiler shields the tinted rear window on a composite hatchback with huge LED taillights and a short rear overhang. Under it, twin steel-edged pipes sit in a black lower fascia and accent the edgy bumper. It’s a tight design with a balanced look and fairly short overhang, but nothing as earthshaking as some Acuras have been.

* Acura accommodations – Dark gray over light gray with some pewter finish, all done in padded or soft touch materials - subtle, yet nicely done. You spy the inset three-gauge design with a big central 180-mph speedometer with a trip computer that even shows torque split on the wheels, flanked by 8,000-rpm tach and turbo boost gauge to the left and gas gauge and gearshift indicator to the right, done in white numbers with blue trim. The three-spoke tilt/telescope steering wheel has audio, Bluetooth, cruise, trip computer and voice command buttons – what you’d expect on a vehicle whose emblem is a measuring caliper. The large satellite navigation/stereo/backup camera screen has a 6-disc CD/DVD player down low, plus a very good AM-FM-XM Satellite tuner with MP3 audio input on the system faceplate below, and a USB input for iPods and memory sticks in the top of the multi-level, very deep center armrest storage area. A slit LCD display at the center base of the windshield offers climate control temperature displays, air vent node, clock and stereo information. The good news – Acura’s voice command system controls almost every audio, phone, navigation and climate control function you need, redundantly backed up with the familiar turn and tap knob under the screen and the main (map, audio, menu, info and cancel) function buttons around it. There are also stereo controls underneath, and on the wheel. You can shut off the nanny that verbally confirms button choices as well as tattled when someone unbuckled in the front passenger seat.

The nicely bolstered perforated leather buckets up front had eight-way power adjustments for the driver, and were sporty, supportive and comfortable, with a great driver relationship to controls. Both had dual-level heating too, the driver getting twin memory pre-sets. For a compact, back seat room was good for two adults. The rear seats flip and fold to expand the decent cargo area in back to 60 cubic feet, all hidden under a security cover. Liftover was low, and the sub-woofer in a side rear bulkhead didn’t intrude on space. Fit and finish inside and out was solid, all switchgear working smoothly and either backlit or lit from a blue pinhole LED.

* Acura athletics – The 2.3-liter turbocharged/intercooled in-line four under the hood of our 1,800-mile-old test car was a first for Acura, and its 240-hp output was a blast to drive in, hooked to a 5-speed automatic with sport option and small soft-touch plastic SportShift paddles. The result – a bit of turbo whoosh and wastegate burble as he hit a very quick 60-mph in 7 seconds. A light throttle input means great passing power for a four with precise shifts, the gearing held to fourth in sport shift. The bad side – here’s a four that got V-6 mileage, only averaging 15-mpg on premium.

This small crossover drove like its size, nimble and very sure-footed thanks to (breathe deep) Super Handling All-Wheel Drive, which shifts power to the outside rear wheel to boost cornering and steering. It corners very well, pulling through with minimal body roll and decent grip, a firm set to the supple (independent front/independent multi-link rear suspension) that some thought was a bit too firm, and did offer some sideways jiggle if you cross a speed bump at an angle. It really was almost as nimble as some sedans I’ve tossed around. I have taken one off road as well, and despite no low range, the RDX handled dirt and grass trails OK. The power steering was precise and nicely weighted, while the 11.7-inch front/12-inch rear disc brakes offered a solid pedal feel and good stopping power with no fade after repeated use. It drives like a sports sedan, like an Acura should, with a compact feel.

For safety, dual-stage front airbags, front side airbags and side curtain airbags for front and outboard rear seats with rollover sensor.

* RDX revenue – Acura now offers a front-wheel-drive-only RDX that starts at $32,620. Our all-wheel-drive version with technology package(navigation with voice recognition, Real-Time Traffic with rerouting, Real-Time Weather, 10-speaker surround sound system and rear view camera) was $37,165 with drive-by-wire throttle, remote keyless entry, HomeLink, moonroof, standard 18-inch wheels and leather seats.

For comparison in a now crowded field of compact premium all-wheel-drive crossovers, the RDX’s closest competitors are still the 260-hp BMW X3 (about $38,000), the 270-hp Audi Q5 (about $42,000), the almost-300-hp Infiniti EX35 (about $35,000) or the 268-hp Mercedes-Benz GLK350 (about $36,000) They all drive beautifully, with some serious sport sedan-like abilities within stylish station wagon-like shapes. Some of those shapes don’t mean good back seat or storage room, though. You can also consider the Volkswagen Tiguan (about $32,000), cleanly done but not as sporty.
* Bottom line – Acura developed a great option to the

then-exclusive X3 back when. Now you have a whole menu of premium sporty SUVs to choose from. Despite being there almost first, the RDX is still a very capable asphalt burner that is agile and quick. That said, some of the competition above is all that, if for a bit more.

2011 Acura RDX SH-AWD Technology
Vehicle type - five-door compact sports utility vehicle
Base price - $36,495 (as tested: $37,165)
Engine type - turbocharged/intercooled 16-valve, DOHC i-VTEC 4-cylinder
Displacement - 2.3-liter
Horsepower (net) - 240 @6,000 rpm
Torque (lb-ft) - 260 @ 4,500 rpm
Transmission - 5-speed automatic with paddle shifting
Wheelbase - 104.3 inches
Overall length – 182.5 inches
Overall width - 73.6 inches
Height - 65.2 inches
Front headroom - 38.7 inches
Front legroom 41.8 inches
Rear headroom - 38.3 inches
Rear legroom - 37.7 inches
Cargo capacity - 27.8 cu.ft./60.6 w/rear seats folded
Curb weight - 3,942 pounds
Towing capacity – up to 1,500 lbs.
Fuel capacity - 18 gallons
Mileage rating - 17 mpg city/22 mpg highway
Last word - Sporty, high-tech and very satisfying, but gas mileage only so-so.
By Dan Scanlan - MyCarData