In 2007, Acura introduced RDX, a smaller crossover brother to MDX. While based on Honda's CR-V platform, the RDX is a legitimate premium entry, by way of its two major pieces of techy hardware: a fabulously over-achieving 2.3-litre four-cylinder engine; and SH-AWD (Super Handling All Wheel Drive).
Little big man engine
The 2.3 i-VTEC is both turbocharged and inter-cooled. The net result: 240 horses at 6,000 rpm and 260 "torques" at 4,500 rpm. This engine is hooked up exclusively to a 5-speed automatic, which features Grade Logic Control and sequential paddle shifters mounted on the steering column.
RDX feels quick and is quick - easily a match for pricier competitors, such as BMW X3 and Land Rover LR2.
The engine also features a drive-by-wire throttle system; don't know if that caused the throttle to be, in my opinion, a bit too sensitive. Because only a slight dip with your right toe will send the RDX revving and downshifting, which wasn't always necessary -- it has a surprising amount of low-end torque. (The turbo is of a variable flow design, for increased low-end torque and no turbo lag.) But you quickly adjust to its finely-tuned ways, even though you never forget that this is an aggressive four, and not a big, lazy six.
Not just AWD, but SH-AWD
In normal driving conditions, 90 percent of power is sent to the front wheels. But SH-AWD can send as much as 70 percent of power to the rear wheels, and when you're hard-charging corners, it can actually send extra power to either rear wheel, to mitigate understeer. The effect is exciting, though a bit unnatural feeling, and not unlike riding a roller coaster.
Pride of Purpose
With that powertrain, you know the overall philosophy for RDX is not about being a comfy couch on wheels. If you like to zone out while driving, the RDX would probably be overkill. It feels like an urban warrior, with the tidy size, power, and handling to accomplish the cut and thrust maneuvers, so necessary to survive modern traffic combat.
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| The RDX has a very comprehensive safety package, including Honda's ACE body structure. |
Little big man engine
The 2.3 i-VTEC is both turbocharged and inter-cooled. The net result: 240 horses at 6,000 rpm and 260 "torques" at 4,500 rpm. This engine is hooked up exclusively to a 5-speed automatic, which features Grade Logic Control and sequential paddle shifters mounted on the steering column.
RDX feels quick and is quick - easily a match for pricier competitors, such as BMW X3 and Land Rover LR2.
The engine also features a drive-by-wire throttle system; don't know if that caused the throttle to be, in my opinion, a bit too sensitive. Because only a slight dip with your right toe will send the RDX revving and downshifting, which wasn't always necessary -- it has a surprising amount of low-end torque. (The turbo is of a variable flow design, for increased low-end torque and no turbo lag.) But you quickly adjust to its finely-tuned ways, even though you never forget that this is an aggressive four, and not a big, lazy six.
Not just AWD, but SH-AWD
In normal driving conditions, 90 percent of power is sent to the front wheels. But SH-AWD can send as much as 70 percent of power to the rear wheels, and when you're hard-charging corners, it can actually send extra power to either rear wheel, to mitigate understeer. The effect is exciting, though a bit unnatural feeling, and not unlike riding a roller coaster.
Pride of Purpose
With that powertrain, you know the overall philosophy for RDX is not about being a comfy couch on wheels. If you like to zone out while driving, the RDX would probably be overkill. It feels like an urban warrior, with the tidy size, power, and handling to accomplish the cut and thrust maneuvers, so necessary to survive modern traffic combat.
 |
| In normal driving conditions, 90 percent of power is sent to the front wheels. |