ROAD TEST EDITOR JONATHAN WONG: I was a fan of the first-generation Acura RDX, but it never caught on like its MDX big brother did. Truth is that the previous RDX was too small, featured a harsh ride and wasn't exactly fuel efficient with the turbocharged four-cylinder engine. For a single guy like me who puts a premium on performance and doesn't care so much about fuel economy, it was pretty darn cool. It hustled through turns well, and the turbo really got the little RDX moving. The biggest problem was that it simply didn't sell.
With the arrival of the second-generation RDX, Acura is much better prepared to capture a broader audience. In place of the turbocharged K-series four-cylinder engine is Acura's tried and true 3.5-liter V6 mated to a six-speed automatic gearbox. The engine provides good muscle and is among the smoothest drivetrain pairings on the market, in my opinion. And with EPA fuel economy ratings of 19 mpg in the city and 27 mpg on the highway, it's respectably fuel efficient. Oh, and it happens to have 33-hp more than the outgoing turbo four-cylinder powerplant.
Ride quality is also more forgiving. Gone is the borderline jarring ride replaced with a chassis that's capable of taking the edge off of most bumps and potholes. It's not overly cushy and you'll still feel some jolts in the cabin when going over bigger road hazards. Steering is responsive to inputs and feels nice for a small SUV. The brakes are great with firm pedal feedback and strong stopping power.
The interior is also nicer with higher-grade materials and larger dimensions. The back seat is more spacious and the front buckets feature decent support. As in other Acura vehicles, there are a good number of hard buttons on the center stack (but not as many as in the MDX) to control audio, climate and navigation. The ELS audio system sounds rich and doesn't get the credit it deserves, often overshadowed by the Bose and Harmon-Kardon units of the world. The navigation system is easy to use, but the map graphics are in need of an update. While other luxury automakers like Audi have 3D Google Maps graphics, Acura is still rolling along with the same system as in the Wong family's first-generation MDX. I'm also disappointed that this range-topping Tech trim doesn't included blind-spot monitors on this luxury small SUV, while our long-term Mazda CX-5 does.
With those couple of nitpicks aside, the second-generation RDX is very strong redo and the sales numbers are proof. In September alone sales are up almost 120 percent compared to September of 2011. For those who liked the previous car's sporty personality, they won't be too disappointed with the new one because it's still a great handler for the class. But to draw in customers who dismissed the old car, it's grown a little, offers a better ride quality, fuel efficiency, and good value.
NEWS EDITOR GREG MIGLIORE: The 2013 Acura RDX is a nicely equipped crossover with broad appeal and potential, but it failed to inspire me during my commuter laps. With the sweeping changes for the 2013 model year, however, the brand does seem poised to sell a bunch of them and build on its base.
From this view, the styling was bland, and even the smaller cues like the headlights and creases in the panels didn't really spark my interest. Inside was worse, with dark materials (which usually present well) that made the cabin feel like a cavern. Normally there are too many buttons in Acura's center stack. It seems to be remedied in this vehicle, though the abundance of buttons unfortunately migrated to the steering wheel.
That's the negatives. The RDX is comfortable, offering an elevated driving position and soft yet supportive seats. This was perfect for a stop-and-go-slog into work. With the windows cracked and satellite radio humming, it was a pleasant experience—even as I stared at taillights. The chassis is compliant, and the vehicle handles road imperfections with ease.
The next-generation all-wheel-drive system seems flawless, and credit to Acura for improving something it probably didn't have to; it makes the brand and this vehicle more relevant.
The engine is just OK. The power isn't obvious to the driver, and it doesn't come on until high in the band. No one expects a drag racer, but only a heavy foot and aggressive attitude will make this thing feel even remotely fast. It does add power compared with the turbo four, and the replacement is part of sweeping changes for the '13 model year. Overall, the RDX could attract a wide range of customers, as blandness can also be viewed as universal appeal. Lots of things like leather and heated front seats are standard—making it a solid value. Personally, I'd opt for a different SUV.
EXECUTIVE EDITOR ROGER HART: Two things really stand out for me with the RDX—the engine, and the excellent navigation system. Honda's 3.5-liter V6 is a sweetie, free-revving and fuel efficient. Personally, I like engines with a bit more low-end torque, but the engine works just fine in this configuration. Acura's nav system ranks among the best, in my opinion. It's easy to use, the screen is nice and big, and with real-time nav traffic, it can save you a bunch of time commuting.
As crossovers go, the field is getting pretty crowded, and I'm not sure this would be my first choice. The exterior design is bland, to be kind. And at $40k, I would want more interior space than this vehicle affords.
2013 Acura RDX Tech
Base Price: $40,315
As-Tested Price: $40,315
Drivetrain: 3.5-liter V6; AWD, six-speed automatic
Output: 273 hp @ 6,200 rpm, 251 lb-ft @ 5,000 rpm
Curb Weight: 3,852 lb
Fuel Economy (EPA/AW): 22/22.6 mpg
Options: None