2007 Acura RDX First Drive

SAN FRANCISCO – This is what happens when you give automotive engineers too much caffeine. You get a Picasso on wheels, a technological marvel that answers a burning question, opens our eyes, but in doing so raises issues and weaknesses that we probably were not even aware of. Ah, art. It is so imperfect in its perfection, no? Consider the 2007 Acura RDX. Here sits the first-ever Honda turbocharger, the answer to the question many an enthusiast has pondered: when is Honda gonna build a turbocharger? They are, now, and it’s a good one too: no noticeable lag, sweet and smooth power – just thinking about driving it makes us want to steal an RDX off the truck here in San Francisco and drive it home. A chance, yes. A risk -- certainly. But a colleague says that PR folks don’t do math very well, and many don’t even count the cars – or they forget – so maybe…Besides, just think of the stories, the drama my new pinstriped bunkmates would appreciate. And just imagine the headlines. “Crazed Journalist Steals Acura RDX.” They’d be calling me “Fat Chee” in no time. Those hillbilly cops out there would not expect to see an Acura get 240 horsepower and 260 lb.-ft. of torque. The film would be great, racing down the 5, whizzing by all those cows, hitting corners hard -- thanks to that wonderful SH-AWD. That would buy me some time, and make Sgt. Wilbur smack his head and call for help. It would be exhilarating, a great ride right up to the moment I run out of gas – the RDX doesn’t get great mileage – and get slammed inside the back of Wilbur’s cop car. Heck. It would be fun anyway. And fun is what the RDX is all about, with sleek lines and an aggressive snout that tells people you mean business about a good time. It’s the new luxury, the new thing people will soon be focusing on as a full time pursuit. After eight long years spent thinking about families, terror, wars, and religion, it’s time to have some fun, darn it, so climb on in and crack open this turbocharger. It’s better than a six-pack in the parking lot of a NASCAR race, and goes almost as fast, too. Built in Marysville, Ohio, on an all-new dedicated truck platform, Acura takes a little of the TSX sport sedan – the 2.4-liter, four-cylinder engine – and a little of the Acura RL – namely a revised version of its Super Handling AWD system and its five-speed automatic transmission – to create a crossover with a peppy engine, and five-speed automatic transmission with paddles, a that thinks it’s really a car when it sees a corner...but looks suspiciously like an SUV. That sounds like some pretty serious fun to us. For a price tag between $32,000 and $38,000, the 2007 Acura RDX proves that fun can be had at an entry-luxury price, while the new 2007 Mazda CX-7 – a very similar vehicle – shows that fun can be had for even less. Imagine – sensible fun – as if there were such a thing. Of course, Acura would rather you not consider the less expensive CX-7. The nearest luxury competitor is the BMW X3, but that’s slower, making it not so…fun. We all know how well the X3 sold, after all. But that was then, when we were serious. This is now, and now is Fun Time – forget stupid serious stuff like cargo room - with few things as enjoyable for 30 grand as a turbocharged luxury crossover with F1-style paddle shifters and your favorite Bruce song blaring over the surround sound system. Yes. It’s time to party.

Model Mix

Model Mix The 2007 Acura RDX sells as one well-equipped model, with an optional Technology Package featuring ELS Surround Sound and Acura Navigation with real-time traffic. Shopping for the 2007 Acura RDX is easy. There’s one trim, and one option package. That’s it – simple. Everyone gets the turbocharged, 2.3-liter four-cylinder engine and the five-speed automatic transmission with SportShift and Grade Logic Control. Everyone gets those 240 pretty horses, and the 260 lb.-ft. of torque that comes with ‘em – and everyone gets to enjoy 18-inch wheels and P235/55R18 Michelin tires. Ah – but everyone does not get technological treats. A navigation system with live traffic reporting, a surround sound audio setup and a rearview camera come with the optional Technology Package – and we all know how much luxury buyers Without it, the base RDX may be a slow seller, even at a competitive price. Acura says to expect the base model to sell in the low $30,000 range, which will make it around $4,000 less than the 2006 BMW X3, and $4,000 more than the top trim 2007 Mazda CX-7 Grand Touring AWD. Additional standard features on the base RDX include Acura’s Super Handling All-Wheel Drive (SH-AWD), High Intensity Discharge headlights, heated outside mirrors, a power moonroof, a laptop console between driver and passenger, 60/40 split folding rear seats, a seven-speaker sound system with six-disc CD changer and XM satellite radio with the now-requisite auxiliary input jack. The RDX comes standard with heated, leather-trimmed seats, an eight-way power driver’s seat and power lumbar support. It also features a tilt and telescoping steering wheel, side-impact and side-curtain airbags that cover front and rear passengers. Other standard safety features include active front head restraints, and four-wheel antilock brakes with electronic brake-force distribution (EBD) and brake assist. That’s nice. Quite well-equipped, the RDX. But shoot – if I’m buying luxury, I want the Navi, darn it all, and premium sound too! Buying a luxury car without the technological wonders of our time is like buying a farm without a tractor. Wake up, already – and give the people what they want, namely buttons to push and cool things to brag about. For the RDX with the Technology Package, some of the coolest add-ons include a rearview camera, Acura Navigation with Satellite Communication System and real-time traffic reporting, a ten-speaker Acura/ELS Surround premium sound system with a DVD-A six-disc changer and XM satellite radio, and a wireless (think Bluetooth) telephone interface. That’ll push the price up to the high $30s, and probably topple the X3 – putting the Acura RDX close to a 2006 Infiniti FX35 in terms of pricing. The centerpiece of the Technology Package, and the reason it’s worth the extra three or so grand, is the traffic reporting navigation system and the ELS Surround Sound. Both add a layer of luxury and convenience to the RDX experience.

Nuts and Bolts

Nuts and Bolts From a new turbocharger to Acura’s standout SH-AWD system, the 2007 RDX is built for fun and lively driving. Automotive engineers are a funny lot. Really – they are, because they all say that the vehicle they’ve built is the best, most pure and perfect machine ever assembled. And we thought they were always black and white. Hmmm. Funny thing is, some of them actually believe it. And others believe it, such as the men and women who worked on the 2007 Acura RDX. Okay, okay – we do know how to spell h-y-p-e-r-b-o-l-e, and the RDX is, of course, not perfect. But when you consider the engineering potpourri that makes up the RDX, it’s sorta like a collection of your all-time favorite songs. There’s a little this and a little that, and then, – the next thing you know you’ve got yourself a crossover vehicle that performs like a car. Or you’re holding up a lighter and singing along with Bruce Springsteen – whichever. Point is, there are plenty of neat-o things in the Acura closet, and, when you add them (think SH-AWD, or the TSX’s 2.4-liter engine) to new features like a turbocharger and 18-inch wheels, well, it’s enough to make an engineer crack a joke or something. But about that turbo. Some would say that it took long enough for Honda/Acura to develop a forced-induction system, but most – after a ride in the RDX – will agree that it was worth the wait. Acura’s first turbo (see links at left for more) is bolted onto a 2.3-liter inline four-cylinder engine with i-VTEC valve control and Variable Valve Timing. It’s based on the same 2.4-liter engine that currently resides in the Acura TSX, though the turbo adds another 35 or so horsepower to achieve a power rating of 240 horsepower at 6,000 rpm and 260 lb.-ft. of torque at 4,500 rpm. Emissions are rated by the California Air Resource Board at LEV-II ULEV (ultra low emissions), and the EPA at Tier 2, Bin 5 – ranking the RDX right with the BMW X3 in terms of pollution. Believe it or not, the RDX’s blown four-banger produces the highest torque output currently available in the Acura lineup, and it’s controlled via a five-speed automatic transmission with SportShift paddle shifters, the same transmission found in the Acura RL. The paddle shifters can be used while in “D” mode for a quick shift, or the sportier “S” gearing. Drivers can use “S” without the paddles, for quicker automatic shift points, or can go into manual mode by using the paddle shifters. The Acura RDX and the RL also share another common trait: SH-AWD. Acura’s successful all-wheel-drive system distributes up to 100 percent of the available torque to the outside rear wheels, based on road conditions, cornering speed and acceleration. Acura estimates that fuel economy will be better than the BMW X3, with a rating of 19 in the city and 24 on the highway compared to the X3’s 16/23. With Acura’s first-ever standard 18-inch wheels and Michelin tires pounding the pavement, that’s a pretty good rating, though the RDX registered around 16 mpg combined during our drive. As the man says, “your mileage may vary.” Those wheels and P235/55R18 tires are connected to a four-wheel independent suspension – MacPherson struts in front with a multi-link arrangement in back. Other hardware includes four-wheel-disc antilock brakes with electronic brake-force distribution (EBD) and brake assist, as well as rack-and-pinion steering.

Design

Design The 2007 Acura RDX has an edgy, athletic design, along with an interior that’s designed for busy people on the go – whether they’re Urban Achievers or Magnificent Moms Well, it sure looks like an Acura. In fact, designers did an excellent job of staying true to Acura’s styling DNA while maintaining the general theme of the RDX concept that originally debuted at the 2002 North American International Auto Show. With larger wheels (18-inchers), short overhangs, and a new front fascia and grille, the RDX is more athletic than aggressive, and certainly provides a counterpoint to the rather staid 2006 MDX. Think of it like one the Bush girls getting down at a rave; not exactly sexy, but modern and a little edgy, a vehicle that will likely appeal to its core demographic: Thirty- to forty-year-old single males and young families. Acura calls ‘em “Urban Achievers,” which seems to be different than “Coffee Achievers” but maybe only in that they now pay four bucks for their shot of caffeine, as opposed to brewing their own pot of killer Yuban at home. Acura public relations folks, in fact, seem convinced that the RDX is best-suited for men living in lofts in city centers, as if females and family guys in the suburbs can’t see a good thing when it drives down the street. Surely, after all, they’d notice the new grille, which is deeper and more aggressively raked than on other Acuras, or the huge air inlet located in the front fascia. And they’d probably catch the new HID headlights, or the wide molding along the sides, or the fact that the rearview mirrors are positioned at a lower point on the door panels. One thing that’s for sure – at least for suburbanites – is that they’d notice the tailgate, which sweeps all the way down to the edge of the body, instead of ending at the bumper. This creates a smoother rear design, a lower liftover height, and helps to make the most of limited cargo room. That’s in case you urbanites decide to go grocery shopping – and load up with more than one bag of bagels and cheese rinds. Say, when your hokey suburban sister and her snotty little kids come over for an exciting weekend tour of “the city.” Inside, the RDX is all Acura, decked out in leather trim and brushed metal. Too much metal, in fact: on a sunny day, the sun glares off the dashboard trim pieces and slightly impedes visibility while washing out the navigation system’s screen. Otherwise, there are few surprises inside the cabin, where sturdy seats hold occupants nicely, and controls are well marked and easy to reach. The navigation system is excellent, with large, sharp graphics and an intuitive approach to the main control knob. With such a class-leading system, it makes us wonder what it would take to make navigation standard in all models – an extra $2,000? Acura buyers can surely afford the upgrade, but driving an Acura without the navigation system is a little like playing a round of golf without spikes. Yeah, you can do it, but come on… Other elements inside the RDX echo the simplicity of the dash and center console area. There are four easy-to-use cupholders in total, split evenly front and back. The driver’s seat is an eight-way power adjustable unit with lumbar and heat, though the passenger’s seat is only a four-way manual perch. This seems a bit on the low-rent side of town: at least a manual lumbar, to go with the heat control, would provide a more pleasing ride for the passenger. Plastics are, on the whole, nicely executed, with soft touch surfaces where elbows and fingers most often wander. Even hard surfaces have a nice feel, thanks to a deep grain that adds to the look of the interior. That’s a good thing, for there’s a sizable amount of plastic in this cabin. Vents are well-positioned and easy to modulate, and cubbyhole doors are nicely dampened – the way the glovebox gently glides open is especially nice. Interior highlights include small door handle compartments with lids, and a console between the driver and passenger that can swallow a laptop computer and has a fake floor, in case you leave your laptop at work. In back, the bench seat is comfortable with plenty of legroom. The 60/40 split rear seats fold flat quite easily and there’s a privacy shelf in back that doubles as a hard resin floor. Overall, the 2007 Acura RDX’s interior and exterior design is excellent, with perhaps the largest question mark being cargo room. It is smaller than its luxury competition, but does offer slightly more maximum cargo space than the 2007 Mazda CX-7. This is balanced, however, by a roomy cabin that offers ample leg and head room for front and rear passengers.

Turbocharged Technology

Turbocharged Technology Acura’s first-ever turbo is a variable flow unit that significantly reduces turbo lag, and, Acura claims, increases durability due to its construction. Turbocharging is a convenient and effective way of increasing the power from an engine without adding cylinders or increasing cylinder size. Basically, turbos compress the air that flows into an engine, which crams more air inside the cylinder, thus extracting more power from each explosion during compression because there’s simply more air and fuel in each cylinder head. As with other turbochargers on new cars today, the Acura version – the first ever turbo on an Acura vehicle – features variable air flow, meaning that it provides a consistent level of exhaust gas inside the turbine at all engine speeds, which minimizes lag. You know turbo lag. It’s that delay between the moment you step on the accelerator and when the turbo kicks in. The difference, according to Acura, is that its turbocharger delivers a broader range of power with little or no lag, and does so more reliably because airflow is controlled before it enters the charger, eliminating the need for additional componentry inside the turbocharger. The design features inlets at the bottom of the housing and a valve that opens and closes based on the amount of exhaust gas. At low RPMs, the valve restricts incoming exhaust gas, which helps the turbo speed up faster. At higher RPMs, the valve opens more frequently and modulates the exhaust gas, providing a more consistent delivery of power. The result is a smooth powerband, whether driving at low engine speeds or high. Mash the accelerator and the valve opens up at around 2,000 rpm, making lag virtually undetectable. The benefit is a significant boost in horsepower and torque, combined with improved fuel economy. The turbocharger on the RDX, which is connected to a modified version of the TSX’s 2.4-liter inline four cylinder, increases horsepower by 20 percent and torque by 60 percent, while still providing estimated fuel economy of 19/23 and a LEV-II - ULEV emissions rating. That’s great – on paper – but paper estimates never saved a tree, and our short drive registered fuel efficiency of just 16 mpg.

Driving Impressions

Driving Impressions Fun, in the case of the RDX, starts with its turbo, which is a great source of extra power from the inline four-cylinder engine. First, there’s no noticeable lag, as the turbo spreads its power starting at around 2,000 rpm and through to almost 7,000 rpm. For the 2007 Acura RDX to be a success, it has to be fun to drive. Period. It’s not so important that it hauls stuff, or that it goes off-road, or any of the other niggling things car companies worry about when creating a new suv. Fun to drive. That’s it. And fun, in the case of the RDX, starts with its turbo, which is a great source of extra power from the inline four-cylinder engine. First, there’s no noticeable lag, as the turbo spreads its power starting at around 2,000 rpm and through to almost 7,000 rpm. Whether mashing the gas from a stop light or accelerating on the Interstate, the RDX offers up a substantial well of torque and horsepower. Keep this in mind, however: using the transmission’s “D” mode stands for Dull, as the gear points seem designed to compromise pickup, perhaps for the benefit of better fuel efficiency. Slide it into “S,” and use the paddle shifters – or don’t – and you’ll get sportier response thanks to higher revs. This is a mode you’ll want to manually manipulate, though, and the F1-style paddles do an admirable job of it. They help make driving fun, which – when you think about the emerging issues of the day – is perhaps the most luxurious feature of the RDX. Yeah – about those emerging issues. Our drive on San Francisco city streets and throughout the nearby wine country returned around 16 miles per gallon. While the drive was generally at higher speeds, there was more highway driving than a normal person would usually experience. But you shouldn’t really worry about fuel economy: if you’re buying the RDX, you’re buying premium fuel and that $3.50 or more per gallon price tag – you can afford it. Right? Wrong. Perhaps no one should have to afford it. Okay, okay. At least it’s not a gas-sucking monolith like a few SUVs on the road, and indeed is rated better than most competing models. Yet still, one buys a four-cylinder for fuel economy, and adds the turbo for performance… At yet still gets fuel economy in the teens. That’s depressing, and it underlines a weakness of turbos: you must use more expensive gasoline, they’re fun to drive – thus burn more fuel – and outside elements can impact your economy, such as altitude, etc.. Given that, the RDX is a hoot. It’s relatively light on its feet – at under 4,000 lbs. it’s virtually identical to the 2007 Mazda CX-7 and about a hundred pounds less than the 2006 BMW X3. That weight is really only slightly noticeable on acceleration; otherwise the 2007 Acura RDX comes off as a quick-footed prize fighter, torquey as heck with a powerful jab and silky cross. With 240 horsepower at 6,000 rpm and 260 lb.-ft. of torque at 4,500 rpm, it’s fun and easy to dip into the engine with both hands, pour the power over your senses and enjoy the technology that drives this vehicle. And with the turbo, the 2.3-liter engine, the five-speed automatic transmission and Acura’s SH-AWD system, there’s plenty of technology-type things to enjoy about the RDX. In corners, it handles almost like a sedan, with little body roll and a well-planted feeling front to back, thanks in part to the SH-AWD -- which eliminates virtually all hint of understeer via its torque distribution system. It’s hard to shake this vehicle, and when you add in crisp steering, it makes the drive worth driving. During several miles of city travel before and after the main route, the RDX’s brakes revealed sharp response with very little extra pedal play, the visibility to maneuver easily and the acceleration to do so quickly. Among the more notable traits in the city was the Acura’s tight suspension, which is great in corners or during aggressive driving but gives your rump a bit too much of the real-world road map going on underneath the car when in town. Otherwise, the RDX provides a quiet ride, with few irritating rattles or squeaks. Indeed, you can only hear a murmur of an exhaust note. Visibility from the driver’s perspective is excellent, with one notable plus being the lower position of the rearview mirrors. Inside the cabin, there’s less cargo room than the X3 by about 10 cubic feet, but clearly cargo room was down on the list of must-haves for the RDX. This is one crossover that’s about convenience and cornering, as opposed to cargo. As with its utter inability to do anything off-pavement due to a paltry seven-inch ground clearance, it’s a performance premium you pay for the RDX. If you care about cargo room so much, go buy yourself a sexy new MDX. Funny thing, though: Where the RDX surprises is in its cabin space. It’s quite roomy in front and back for legroom and headroom. Our driving partner was clearly over six-feet tall and he got behind the wheel easily, without complaint, and was able to walk after the experience. Getting out is easy, though the doors are smaller in back – which could make it difficult for someone of girth to get in and out. So make it easy for Fatty and let him sit up front, okay? Once inside, even Chubbo will find the RDX to be comfortable, with sturdy seats that offer adequate bolstering. The driver’s seat, an eight-way power unit with lumbar and heating, is superb. The passenger gets the leftovers – a four-way manual job with heat and no lumbar support. The passenger also gets to look at a lot of plastic, but it’s nice plastic, darn it. The driver, on the other hand, gets to look at an Acura instrument gauge that should be entered into the It really is that easy to use, and pretty to look at, with its blue backlighting and clear graphics. That’s very unlike Schneider, though we think there was something goin’ on with Schneider and Bonnie. Heck – it’s nice to look at something pretty when you have to take it one day at time. That’s easier to do if you’re driving around in an Acura, of course, and the RDX falls right in line. Controls are easy to use, and the navigation system is excellent. You’ll notice a new center knob that controls the main audio and navigation functions – it’s easy to use, with a nice tactile feel. The navigation system itself is one of the very best offered on the market, with large and modern graphics and a simple interface that – get this – makes way more sense than Mackenzie Phillips, even when she’s not on a crack jag. If you buy the navigation – who wouldn’t – you also get the ELS Surround System, which is a powerful audio setup featuring DVD-A quality surround sound, an amazing experience of clarity and aural pleasure from the front seat. The fact that few people are buying DVD-A discs and a nasty little problem with that back speaker sticking in the rear passenger’s ear, well, those issues dampen some enthusiasm for the option, but – wow – if you’re in the front seat, the experience is unbelievable. Besides, you get the navigation with traffic link included, and if you don’t want that – what do you want? Try Mazda, and the lower-priced CX-7, unless you prefer the leather and luxury of an Acura interior.

FAQ

FAQ The 2007 Acura RDX is a light, crisp and fun vehicle to drive, but gives up towing capacity and some significant cargo capacity compared to its V6 competition. What’s the best thing about the 2007 Acura RDX? Performance is the 2007 Acura RDX’s calling card. The turbocharged, four-cylinder engine, which delivers 240 horsepower and 260 lb.-ft. of torque, along with Acura’s SH-AWD system and a svelte curb weight of under 4,000 lbs., gives the RDX a very crisp and fun driving character. It’s a thoroughly enjoyable vehicle to drive. What’s the worst thing about the 2007 Acura RDX? It’s on the small size, especially in terms of cargo capacity. With the rear seats folded down, the Acura RDX gives up 10 cubic feet to its primary competitor, the 2006 BMW X3, but does offer slightly more legroom. Also, because it’s powered by a turbocharged four-cylinder engine, towing is out of the question, while some competing V6 crossovers can, at least, tow up to 3,000 lbs. Acura says its only competition is the 2006 BMW X3. Is that true?Not really. Among luxury nameplates, the BMW X3 is most like the RDX, but for a little more cash you can move up to the Infiniti FX35 and its V6 power. If luxury names aren’t so important, you can cross-shop the RDX with the new Mazda CX-7, which on paper looks very competitive with the RDX in terms of power and handling – but comes without some of the luxury and technology perks. Ultimately, the choice boils down to this: more space and towing power, or more fun on the road, with better fuel economy.

Specifications

Specifications The 2007 Acura RDX’s main competitors include the BMW X3, Dodge Nitro R/T, Infiniti FX35, and the Mazda CX-7 Grand Touring AWD Test Vehicle: 2007 Acura RDX with Technology Package Price of Test Vehicle: $38,000 (estimated) Engine Size and Type: 2.3-liter i-VTEC turbocharged inline four-cylinder Engine Horsepower: 240 at 6,000 rpm Engine Torque: 260 lb.-ft. at 4,500 rpm Transmission: Five-speed automatic with SportShift and Grade Logic Control Curb Weight, lbs.: 3,935 EPA Fuel Economy (city/highway): 19/24 (estimated) Observed Fuel Economy: 16 mpg Length: 180.7 inches Width: 73.6 inches Wheelbase: 104.3 inches Height: 65.2 inches Legroom (front/rear): 41.8/37.6 inches Headroom (front/rear): 38.7/38.3 inches Max. Seating Capacity: 5 Max. Cargo Volume: 60.6 cu.-ft. Max. Towing Capacity: 1,500 lbs. Competitors: BMW X3, Dodge Nitro R/T, Infiniti FX35, Lexus RX 350, Mazda CX-7 Grand Touring AWD, Subaru B9 Tribeca, Subaru Outback 3.0 R VDC Wagon, Volkswagen Touareg V6, Volvo XC90 2.5T

Photos courtesy of Acura