2019 Acura RDX undergoes 'most extensive' overhaul in a decade

[AVANTI R5]

It's a carbon copy of the prototype SUV we saw in Detroit, and that's not a bad thing.

When Acura showed off its RDX Prototype at the Detroit Auto Show in January, we suspected the production version of the recast crossover would be very similar. Now that the curtain has officially lifted on the 2019 Acura RDX for the 2018 New York Auto Show, we can see the prototype was pretty much an exact ringer for the new model both inside and out, not to mention underneath the skin. Fortunately, we left Detroit with a favorable impression of Acura’s efforts on this new people mover.

Our take on the outgoing RDX:
Review: 2017 Acura RDX
For starters, the 2019 RDX isn’t just a refresh. This is an all-new vehicle that Acura says is the most extensive redesign of the model in a decade. It rides on a new platform that stretches the RDX wheelbase by 2.6 inches (6.6 centimeters), which translates to a bit more room inside for both people and things. It remains a five-passenger SUV, but the changes allow the new RDX to have a fully-flat rear floor when cargo space is needed.

The new architecture is also said to be stronger, utilizing high-strength steel in over half of its construction. It features a new five-link independent rear suspension at the back, variable-ratio electric power steering, available adaptive dampers, and Acura says it all combines to sharpen the SUVs handling. That’s noteworthy because the new RDX is also graced with the company’s torque vectoring SH-AWD system – something that was notably absent in the outgoing model. With the system in place, up to 70 percent of the Acura’s power can be sent rearward, and all of it can be distributed to either side for the benefit of handling, or to hopefully save your bacon should things get a bit out of control.

All that power will come from a single engine option – a 2.0-liter turbocharged four cylinder that makes 272 horsepower (203 kilowatts) and 280 pound-feet (380 Newton-meters) of torque. It’s the same mill Acura showed us in the prototype; technically speaking peak horsepower is slightly down from the current model, but torque is slightly up and available across a wider range. It’s sent through a new 10-speed automatic that also offers a manual mode through paddle shifters mounted on the steering wheel.

To help emphasize the sporty nature of the new RDX, Acura will also offer an A-Spec variant. The upgrade doesn’t add anything in the mechanical realm, but the appearance package gives the crossover a sharper look with black accents, bigger wheels, and a two-tone red/black interior.

Speaking of which, the new RDX looks virtually identical to the prototype, with its fresh Diamond Pentagon grille following the company’s new design ethos seen in other vehicles like the RLX. The front fascia is ever-so-slightly different from the prototype, but the Jewel Eye headlights are the same, as are the sharp body lines extending rearward. It’s much the same story inside, with the fresh interior sporting plenty of leather and quality materials, complemented with traditional analog gauges and a 10.2-inch center display. A trick new touchpad interface is used to interact with the display, one that doesn’t require users to find a cursor on the screen. Furthermore, the touchpad itself is concave to help drivers know where they’re touching without looking away from the road or the screen.

As far as features, the 2019 RDX gets the cool panoramic roof as standard equipment throughout the lineup. A new 16-channel, 710-watt audio system provides the tunes, and of course there’s Apple CarPlay compatibility as well as available 4G LTE in-car WiFi that’s part of AcuraLink Connected Services. Standard safety tech includes a host of AcuraWatch systems such as auto braking, lane departure warnings, adaptive cruise control, and low-speed follow with lane-keep assist.

The 2019 Acura RDX is slated to arrive in dealers this summer. Pricing has yet to be announced.

Live Photos:

Source: Acura

https://m.youtube.com/watch?feature=...&v=BWRzmJgot-U

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[AVANTI R5]

[A W]

That engine puts it midpack between the base models of the RDX competitors like the BMW X3 and Volvo T5 and their next engine level trim (or performance model) like the X3 M and T6.

If they want this RDX to compete with the BMW X3 M, Audi SQ5, Volvo T6 (or T8), or MB GLC43 (or GLC63), Acura has quite a ways to go with spec'ing it up.

[Turbo4me]

I think Acura will have the price advantage against the Germans, and I hope that it is Honda reliable.

As long as the rear seats fold as flat as the CRV, this will be my next SUV.

[AVANTI R5]

2019 Acura RDX arrives in June with starting price of $37,300 before destination fee
At last, the new 2019 Acura RDX is arriving this June, and customers interested in purchasing this reengineered and redesigned SUV would need at least around $38,295 (including destination) in their pockets to own the entry-level version of this luxury vehicle.

The base two-wheel drive model of the 2019 Acura RDX has a window sticker price of $37,300, before $995 in destination fees. The base 2019 RDX with the Super Handling-All Wheel Drive (SH-AWD) system, on the other hand, is priced at $39,300 before $995 destination fees. At this starting price, the Acura RDX is essentially less expensive than the BMW X3 (at $41,000), the Audi Q5 (at $41,500), and the Volvo XC60 (at $41,500). However, the new RDX is bit pricier than the Infiniti QX50 (at $36,550), the Lexus NX (at $35,985) and the Lincoln MKC (at $33,995).

Interestingly, some standard equipment and features on the RDX are offered as optional on more expensive luxury SUVs like the X3 and the Mercedes-Benz GLC 300. These include adaptive cruise control, automatic emergency braking, lane keep assist as well as road departure mitigation. Furthermore, the base RDX with SH-AWD comes standard with LED headlights, a panoramic moonroof, as well as a set of 19-inch wheels.

Meanwhile, those who wanted more of the new 2019 Acura RDX, they could avail of higher-grade versions. Next to the base model is the 2019 Acura RDX Tech, which 2WD and AWD models are priced at $40,500 and $42,500, respectively. These models hold a premium of around $3,200 over their base counterparts. Prices exclude $995 in destination charge.

Luxury customers who are seeking for a sportier drive on the road could avail of the 2019 Acura RDX A-Spec. Featuring a more aggressive exterior -- black accents and larger wheels -- a red/black two tone interior, and some minor modifications to the suspension system, the RDX A-Spec is offered at tags of $43,500 for the 2WD model and $45,500 for the SH-AWD variant, before $995 in destination fee.

Topping the range is the RDX Advance, which 2WD and SH-AWD have prices of $45,400 and $47,400, respectively, before a destination charge of $995 is added. These range-topping models hold a premium of around $9,100 over the base variants.

The new 2019 Acura RDX will only be available with one engine -- a 2.0 liter turbocharged four-cylinder mill that delivers 272 hp (203 kW) of max output and 280 lb.-ft. (380 Nm) of peak torque. Actually, this 2.0 liter turbocharged four-cylinder is the same engine fitted in the previous model. Its peak output might be a bit lower than on its predecessor, but its max torque is a bit higher. This engine sends power to the wheels via a 10-speed automatic transmission (10AT), which is the first and only 10AT in the class. This gearbox offers quick and seamless changes, in both automatic mode and when employing the steering wheel-mounted paddle shifters.

[AVANTI R5]

Watch: 8 Reasons Why the Acura RDX is Poised to Lead the Segment
Redesigned crossover makes an impression

BMW, Mercedes, and some other luxury automakers have more brand cachet, but the 2019 Acura RDX crossover has enough style and substance to compete with rivals from these brands. It's a bold claim, but there is an argument to be made for lusting after the RDX over more expensive German competitors.

The RDX has been been extensively redesigned with a lighter, more rigid body and a re-engineered chassis. It also receives a new 2.0-liter turbocharged inline-four engine that produces a whopping 272 hp.

In our First Drive review, we said the RDX is "cool, collected, self-assured, and unflappable." Admittedly, it's not the crossover with the most raw emotion, but there is beauty in its precision. "Most customers like the somewhat disconnected performance Audi trades on, and it's easy to see where Acura set its benchmarks (Audi Q5, BMW X3, Mercedes-Benz GLC 300, and Volvo XC60)," we wrote. "Anyone can get in an RDX and comfortably and confidently drive very quickly."

Check out the video above to find out how the RDX holds its own in such a competitive segment.


https://www.motortrend.com/news/watc...-lead-segment/

[woody06967]

I'm going to buy one of these, just haven't decided on timing. Towing was a bit of a let down but not a huge deal.

[Skunkers]

Originally Posted by A W

If they want this RDX to compete with the BMW X3 M, Audi SQ5, Volvo T6 (or T8), or MB GLC43 (or GLC63)----

Narrator: They don't.

[AVANTI R5]

3 THINGS WE LIKE ABOUT THE 2019 ACURA RDX (AND 2 WE DON'T)


The Acura RDX, particularly in A-Spec guise, is a great driver, but not without flaws.

Acura launched its third-generation RDX last spring, riding on a new platform and fully incorporating the automaker’s “precision crafted performance” design language. We’ve had experience in a variety of RDXs, including the one in the Autoweek long-term fleet. Here are some things to keep in mind if you’re shopping for an RDX.


The 2019 Acura RDX uses a 2-liter turbocharged 4-cylinder engine that delivers smooth power across the rev range.

THE GOOD

Rockin’ engine

Honda does great engines and has for years and the RDX’s 2.0-liter turbo four, also seeing duty in various forms in Honda’s Accord and Civic Type R, is stout. Developing 272 hp and 280 lb-ft of torque, the engine doesn’t make this crossover a rocket ship exactly, but it scoots along nicely and, mated to the 10-speed automatic, is super smooth.


The 2019 Acura RDX gets much cleaner styling than its predecessor.
The new version looks much better

The outgoing was RDX’s design was a bit "in your face," but Acura toned down this one’s shape without losing some of its distinctiveness. It looks classy and athletic rather than just garish. The interior looks good too, with nice, soft materials and switchgear logically arranged...for the most part (more on that in a moment).


2019 Acura RDX showing the suspension and AWD system
All-wheel drive system works great

Acura’s latest SH-AWD system has 40 percent more rear torque capacity compared to the outgoing system. Up to 70 percent of torque can be distributed to the rear wheels, and all of it can be distributed right or left. The RDX is among the more lively feeling crossovers out there, and snow isn’t an issue.

The 2019 Acura RDX infotainment system requires a steep learning curve due to its unintuitive touchpad interface.
That touchpad interface…

Acura calls its infotainment system True Touchpad Interface and to some on staff it’s maddeningly complex. It’s supposedly matched 1 to 1 with the screen, so doesn’t work like the touchpad on a laptop. Some of us are still hunting around to get it to function properly while keeping our eyes on the road. We had an Acura representative come in and train us on the system, and that helped some, but should an infotainment system interface need this level of complication?


The moonroof is standard on RDX A-Spec models, but does cut into rear seat headroom.

Along with the freshened styling, the new RDX is two and a half inches longer than the outgoing model, with rear seat legroom up 15 percent, Acura says. The headroom in back isn't the best, however -- the standard (not optional, at least on A-Spec models) panoramic moonroof cuts into it somewhat. It's a consideration for those with taller rear seat passengers, but the moonroof is really nice too.

[woody06967]

Where's my Type S?!

[VarmintCong]

The new RDX looks great - I'm not an SUV fan but I think it's my favorite of all SUVs of any brand. Which is weird cause I don't like the rest of the Acura lineup.

Looks better on the road than in pics, especially the white A-spec.

[AVANTI R5]

Following a redesign last year, the third-generation Acura RDX enters its second model year with no notable changes.

2020 Acura RDX A-Spec Review: The A-Spec Team
By: Greg Fink
Verdict 6.6 / 10

Following a redesign last year, the third-generation Acura RDX enters its second model year with no notable changes. Generally, that’s fine by us, as Acura’s compact crossover features attractive looks (especially in A-Spec trim), a quality cabin, and a gem of an engine.

Still, the RDX isn’t devoid of demerits. The model’s center stack and infotainment system suffer from ergonomically questionable controls, while its steering and brake pedal feel strangely artificial. That said, there’s no ignoring the RDX’s value relative to many of its pricier peers.

For more on how Motor1.com rates cars, click here.

Design ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ 6/10

The latest Acura RDX is also the best looking Acura RDX. Thank the loss of Acura’s infamous beak grille for a more pleasing style pentagon design, which complements standard LED headlights and voluptuous front fenders. The attractive details continue to the vehicle’s sides, too, where the upper windowline merges with the rear window, and liberal use of body-side lines emphasize the RDX’s sense of motion without diluting the crossover’s elegance.

Additional handsomeness comes courtesy of our test vehicle’s A-Spec package, which adds $6,200 to the entry-level model’s $37,600 base price. Alongside a host of comfort and convenience features, the package includes a snazzy set of 20-inch wheels, more aggressive front and rear fascias, larger tips for its dual exhaust outlets, and gloss black accents for the headlights, taillights, grille, window trim, and side sills.

Things are less impressive inside the RDX. While the crossover’s basic interior design is generally attractive, its ergonomics suffer due to the massive drive mode controller that takes up far too much space on the center stack and too small buttons for the climate and stereo controls. At least the A-Spec package adds nice details to the cabin such as white and red gauges (although we found them hard to read on sunny days), perforated leather on the steering wheel, larger steering-wheel-mounted paddle shifters, metal accelerator and brake pedals, and dark-tinted brushed aluminum trim.

Comfort ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ 8/10

On paper, the RDX’s passenger dimensions are merely class competitive. In practice, though, Acura’s compact crossover is arguably one of the luxury compact crossover segment’s most comfortable options. Credit supportive supportive seats with ample cushioning. Save for the middle position on the 60/40-split rear bench, the RDX’s two front buckets and outboard rear seating positions are fine places for weary riders to rest. Opt for the A-Spec model, and the RDX adds tasteful faux suede to its seats, as well as available Madder Red leather.

Cargo space is similarly impressive, with 29.5 cubic feet of it with all seats in place, not to mention an underfloor storage compartment that hides 1.7 cubes of additional space. Fold the rear seat backs and the RDX reveals a full 58.9 cubic feet of space. Although the Acura is a few cubes off the likes of the Infiniti QX50 (31.4 cubic feet with all seats in place, 65.1 with the rears folded) and Cadillac XT5 (30.2/63.0 cubic feet), it’s noticeably larger than popular competitors such as the Mercedes-Benz GLC 300 (19.4/56.5 cubic feet) and the Lexus NX 300 (16.8/53.7 cubic feet).

Performance & Handling ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ 6/10

Like its competitors, the RDX relies on a turbocharged 2.0-liter four-cylinder engine for motivation. Front-wheel drive comes standard, although all-wheel-drive is a $2,000 option. Dubbed Super Handling All-Wheel Drive (SH-AWD), the RDX’s all-wheel-drive system sends up to 70 percent of power to the rear axle, as well as to each individual rear wheel.

No matter the drivetrain, the engine produces the same 272 horsepower and 280 pound-feet of torque, which it distributes to the drive wheels by way of a 10-speed automatic transmission. With seemingly no turbo lag and a torque peak that holds steady from 1,600 to 4,500 rpm, the forced-induction four moves the 4,015-pound RDX A-Spec with impressive authority. It also produces a surprisingly sweet sound at wide-open throttle.

More irksome is the Acura’s transmission. Its 5.25:1 first-gear ratio is annoyingly short and makes the crossover feel far too eager off the line – even during lackadaisical driving. Unfortunately, the RDX starts off in first-gear in its Comfort, Sport, and Sport Plus drive modes (we didn’t fiddle with Snow mode in the heat of South Florida). The gearbox is also prone to hunting around its upper ratios at highway speeds as it attempts to balance power and fuel efficiency.

Nevertheless, boot the accelerator pedal to the floorboard to make a pass and the transmission quickly drops down a cog or four (both 10th- to sixth-gear and seventh- to third-gear downshifts are possible). Plus, there’s a set of steering-wheel-mounted paddle shifters for additional driver control.

Despite its sporty pretense, the A-Spec makes do with the standard dampers of lesser RDX models. Only the top-of-the-line RDX Advance includes adaptive dampers. Predictably, the RDX A-Spec rides somewhat stiffly on its model-specific 20-inch wheels and tires. At least its cabin proves impressively tranquil thanks to appropriate mitigation of exterior noises.

While the RDX’s communicative chassis and advanced all-wheel-drive system do a fine job of pushing the crossover through corners, the high-riding hatchback struggles to inspire driver confidence. Blame the Goodyear Eagle RS-A all-season rubber and the RDX’s electric-assist power steering. The latter’s rack-and-pinion setup relies on two pinions – one receiving inputs from the driver, the other from an electric motor – and a ratio that varies from 15.1:1 on-center to 12:1 at full-lock, the combination of which curses the RDX with artificially light steering that fails to add appropriate heft in turns.

Similarly, the RDX’s electric brake booster makes for a left pedal that’s both too touchy and somewhat wooden in its actions. Although the RDX never seems short on braking capability in day-to-day driving, the brake pedal’s wonky modulation often makes it difficult to judge the correct amount of pedal pressure required to bring the crossover to a smooth halt.

Technology & Connectivity ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ 6/10

The RDX ditches Acura’s prior touchscreen infotainment system for a touchpad-based setup that’s arguably the best of its kind. Of course, that’s a low bar and the RDX’s infotainment system is far from perfect.

Dubbed the True Touchpad Interface, the setup offers absolute positioning with the dash-mounted 10.2-inch screen. Users don’t guide a cursor to an on-screen button, but instead place their finger on the touchpad at the equivalent position of the on-screen button. The bad news is that it’s difficult to navigate to center-screen features in one try. However, it’s very easy to navigate to functions at the corners of the screen. With the right arrangement of functions, it’s possible to navigate the RDX’s infotainment system without taking your eyes off the road. Even so, the setup would benefit from the addition of a touchscreen.

Still, the RDX’s infotainment system has its merits, including crisp graphics, logical on-screen menus, and a welcome split-screen function, which allows two different functions to display simultaneously. The setup is also Apple CarPlay compatible. Android Auto, however, is unavailable; strange given the operating system is Android-based.

While navigation is missing from the entry-level RDX, the feature comes standard on Technology, A-Spec, and Advance trims. With it comes a GPS-linked dual-zone automatic climate control system that automatically makes temperature and fan-speed adjustments based on the sun’s position relative to the RDX’s driver and front-seat passenger.

Similarly, RDX Technology, A-Spec, and Advance trims trade the standard nine-speaker audio system for one of two available premium ELS Studio systems: a 12-speaker setup in the Technology and a 16-speaker variant in the A-Spec and Advance models. No matter the trim, though, every RDX includes a 7.0-inch display in the gauge cluster. Alas, Acura limits the RDX’s 10.5-inch head-up display to the high-end Advance model.

Safety ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ 9/10

Every RDX features a full-suite of advanced safety items that includes a forward collision warning system with automatic emergency braking, lane-departure warning, lane-keeping assist, lane centering, adaptive cruise control with stop and go, and automatic high-beam headlights. While the base RDX does without a blind-spot monitor, a rear cross-traffic alert system, or front and rear parking sensors, RDX Technology, A-Spec, and Advance models include all three items. Additionally, Advance trims receive a surround-view camera. LED headlights and taillights are standard across the line, however, only A-Spec and Advance models include a set of fog lights (they’re LEDs, of course).

Fuel Economy ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ 4/10

Opt for an RDX with front-wheel-drive and the Environmental Protection Agency (EPA) reports it’ll return 22 miles per gallon in the city and 28 mpg highway on a diet of premium fuel. All-wheel-drive lowers those figures by a single mpg across the board. Choosing the RDX A-Spec results in EPA-rated fuel economy figures of 22 mpg city and 27 mpg highway for front-wheel-drive models and 21 mpg city and 26 mpg highway for those with all-wheel-drive.

Those numbers are far from the best in the segment. In fact, the 26 mpg highway rating of our RDX A-Spec SH-AWD tester puts it at least two mpg below the highway figures of all-wheel-drive competitors such as the Audi Q5 (28 mpg), BMW X3 xDrive30i (29 mpg), Infiniti QX50 (28 mpg), Lexus NX 300 (28 mpg), Lincoln Corsair (29 mpg), and Mercedes-Benz GLC 300 (28 mpg).

Pricing ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ ⠀ 7/10

With a base price of $37,600, the RDX is one of the least expensive vehicles in its segment. Only the $35,945 Lincoln Corsair, $36,870 Lexus NX 300, and $37,250 Infiniti QX50 cost less to get into.

In spite of its reasonable price, the entry-level RDX comes well equipped and includes convenience features such as a panoramic moonroof, dual-zone automatic climate control, heated seats, and a proximity key with push-button start. Leather seats are noticeably missing from the base RDX, which instead wraps its chairs in faux leather.

Spending $3,200 on the Technology trim, however, adds genuine hides, as well as the likes of a blind-spot monitor, rear cross-traffic alert system, front and rear parking sensors, an in-dash navigation system, and two USB charging ports in the rear of the cabin (in addition to the two up front). Opting for the A-Spec model tacks another $3,000 to the bill and includes all the goods of the Technology trim, as well as trim-specific exterior and interior details, 20-inch wheels and tires, LED fog lights, and ventilated front seats.

Add in $2,000 for all-wheel drive and $995 in destination, and our tester rings up at $46,795. That’s a mere $570 more than the $46,225 (including $1,025 in destination) Jaguar charges for the poorer equipped, base F-Pace.

Competitors

Audi Q5
BMW X3
Infiniti QX50
Lexus NX 300
Lincoln Corsair
Mercedes-Benz GLC 300
Porsche Macan
Volvo XC60

[heavyD]

Is it me or are Acura and Mazda are using the same grilles now?

[DougNuts]

Originally Posted by heavyD

Is it me or are Acura and Mazda are using the same grilles now?

Similar, for sure, but Mazda trends towards seven sides (heptagonal) and Acura uses five (pentagonal).