Acura RDX Works Well in Real World Driving

By Jim Bray
January 20, 2007

Acura's RDX is surely one of the best combinations of luxury, performance, technology and value you can get in a mainstream sport ute.

I first had the opportunity to drive Acura's "entry premium" SUV at a media introduction in San Francisco, and I liked it a lot. But a couple of hours behind the wheel doesn't give much "real world" experience; I wanted to try it for a longer period, on the roads near my home.

I must have been nice, not naughty, because shortly before Christmas the stocking in front of my house (a.k.a. a cul-de-sac) was filled by a lovely gray RDX I could keep for a week and a bit. And since the roads were snowy and slippery and the temperatures were cold, it was the perfect time to check out the SUV's capabilities.

I loved it. The RDX acquitted itself admirably, and I left the review thinking even more highly of it than I did after my initial sojourn. This is an SUV I'd own.  

It was also very interesting to have the RDX about a week after I'd experienced the larger MDX, which I also liked a lot. But while the MDX is big and luxurious, it's not really a "driver's vehicle" as much as the RDX is. On the other hand, what the RDX lacks in luxury compared with its big brother it more than makes up for in spirit.

Closer in function to Honda's CRV than its big brother MDX, the RDX can hold five in its two rows of seats, the front buckets of which are extremely comfortable. The driver's seat is power-operated (the front passenger has to do the job by hand) and both feature bun warmers.   

RDX, like the MDX, features Acura's SH-AWD smart all wheel drive system that not only directs driving energy between the front and rear wheels, but which will also shift it to the outside rear wheel to help in cornering.

Terrific Turbo

RDX' power comes via a 2.3 liter DOHC i-VTEC inline four to which Acura has attached a variable flow turbocharger with intercooler that provides quick response at low rpms (supposedly eliminating turbo lag) and strong power at high rpms. It toes that fine line between low end grunt and high end "whee!"

Horsepower is rated at 240 at 6000 rpm and there are 260 lb-ft. of torque at 4500 rpm. This is definitely good and the engine is quick to respond and happy to perform. Yes, there's a little turbo lag, but not much; take off and in a second the turbo kicks in and you're gone, almost as if the accelerator pedal is really an on/off switch.

Acura says RDX gets an estimated 19 mpg city and 24 mpg (U.S. ratings) on the highway while meeting CARB LEV II ULEV and EPA Tier-2 Bin-5 emissions standards.

Controlling that power plant is a 5-speed automatic transmission with Sequential SportShift Paddle Shifters that I loved almost immediately upon trying them. You can use them exclusively by shifting the console-mounted lever to manual mode or, in a Porsche-like move, you can also shift into manual temporarily merely by activating the paddles when needed (for instance during a short twisty section of road) while the lever's still in automatic mode. Then, if you don't keep up the more aggressive driving the tranny goes back "to sleep."

Shifts are quick and smooth, very satisfying.

The RDX features independent suspension with MacPherson struts up front and a multi-link rear. It's nicely balanced between performance and plushness, offering nice road feel without rattling your kidneys. Steering is torque-sensing, variable power-assist rack-and-pinion.

Cruiser's Cabin….

The interior is lovely, and features perforated leather-trimmed seats, a leather-wrapped 3-spoke steering wheel with fingertip audio, cruise, voice recognition and ancillary controls. The backlit gauges are clear and attractive, there's a power moonroof with tilt, auto-open/close, and you also get dual-zone automatic HVAC and a huge, locking center front console.

The comfy driver's seat offers 8-way power adjustment and power-adjustable lumbar support. The steering wheel tilts and telescopes manually.

Ergonomics are good, even with the presence of the type of cursor control knob thingy in some other vehicles has driven me nuts. There's also a voice recognition system, though I'm still not thrilled with these; give them a couple more generations, and they'll be fine.

Eargasm ….

The optional audio system is fabulous: a full 5.1 channel DVD-A surround system designed and tuned in consultation with Grammy-winning producer/engineer Elliot Scheiner. This 410 watt, 10 speaker, AM/FM/6 disc CD/DVD-A system plays everything (though it only plays SACD discs in CD stereo mode); it also comes with an MP3/auxiliary input jack. Audio quality is superb.

Unlike at the press introduction, this time I could try the system with some of my favorite DVD-A discs (including a couple mixed by Scheiner himself), and I loved it. The 5.1 channels fill the cabin beautifully, with excellent staging for the people up front, though it does tend to be a tad "rear centric" for those in the back seat. Acura admits the audio is set up first and foremost for those up front, however, which makes sense.

Crunch time….

The RDX's safety equipment is state-of-the-art, including driver’s and front passenger’s dual-stage, dual-threshold front and side airbags (with front passenger position and height sensors), side curtain airbags for all outboard passengers, active front head restraints, etc.

RDX also takes pedestrians into account via a deformable hood with crushable hinges, energy-absorbing fender mounts, and deformable windshield wiper pivots. Fortunately, I never had a chance to try these….

Pricing of the Acura RDX starts at $32,995 U.S./$41,000 Canadian. Adding the Technology Package brings the starting price to $36,495 U.S./$45,000 Cdn.

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