News that Acura would be making a sporty A-Spec version of its four-cylinder powered, front-wheel drive TLX should be well accepted now that it’s available, as the new variant costs thousands less than…
News that Acura would be making a sporty A-Spec version of its four-cylinder powered, front-wheel drive TLX should be well accepted now that it’s available, as the new variant costs thousands less than the V6-powered model and reduces ongoing costs by achieving better fuel economy.
The new four-cylinder TLX A-Spec looks identical to the V6 version, including its matte-black grille, sportier front fascia design with larger air intakes, dark chrome internal headlights, fog lamps, extended side sills, gloss black rear trunk lid spoiler, dark tinted taillights, special glossy black 19-inch alloy wheels on 245/40 R19 all-season tires, A-Spec branded door sill garnish, red LED ambient interior lighting, thicker-rimmed leather-wrapped A-Spec sport steering wheel, red-accented primary instruments, metallic driver’s foot rest pedal, brushed aluminum inlays, unique heavily bolstered A-Spec leather sport seats, and black roofliner. The four-cylinder-powered TLX A-Spec starts at $39,400 plus freight and fees, which is a $4,365 savings compared to the V6-powered TLX A-Spec.
To be clear, the 2.4-litre inline-four may be the base engine, but it’s still a sporty alternative to the 3.5-litre V6 thanks to 206 horsepower and 182 lb-ft of torque, an ultra-quick shifting eight-speed dual-clutch automated transmission with standard steering wheel-mounted paddle shifters, rear-wheel steering, and a reduction of 123 kilograms in curb weight.
According to Acura, strong customer demand prompted the addition of four-cylinder A-Spec model, which incidentally is otherwise outfitted in well-equipped Tech trim. Therefore, along with the aforementioned styling modifications, the front-wheel drive model gets rain-sensing wipers, power-folding side mirrors, a heatable steering wheel, heated rear outboard seats, powered front thigh extensions, perforated leather upholstery, navigation, AcuraLink connectivity, a 10-speaker ELS audio system with AM/FM/CD/ MP3/WMA/satellite radio, hard disk drive (HDD) media storage, Blind Spot Information System with Rear Cross Traffic Monitor System, and more.
Additionally, highlights pulled up from the $36,190 base TLX include LED headlights with automatic high beams, passive keyless entry with pushbutton ignition, adaptive cruise control, an auto-dimming rearview mirror, dual-zone automatic climate control, a large infotainment display with Apple CarPlay and Android Auto smartphone integration, a multi-angle backup camera, a powered glass sunroof, a 10-way power-adjustable driver’s seat, a four-way powered front passenger seat, heated front seats, and the list goes on.
Also standard, the TLX features a bevy of AcuraWatch advanced driver assistance systems including Forward Collision Warning (FCW) with autonomous Collision Mitigation Braking System (CMBS), Lane Departure Warning (LDW) with steering wheel haptic feedback, Lane Keeping Assist System (LKAS), Road Departure Mitigation (RDM), and more.
Of course, another bonus that comes with ownership of the four-cylinder powered 2019 TLX A-Spec that shouldn’t be overlooked when comparing it to the 3.5-litre version is fuel-efficiency, the new model rated at 10.2 L/100km in the city, 7.4 on the highway and 8.9 combined, which is only 0.2 L/100km more city/highway combined fuel consumption than the base TLX due to its larger wheels and tires, yet it’s also 1.4 L/100km combined city/highway more efficient than the V6-powered car.
That V6 makes a substantive 290 horsepower and 267 lb-ft of torque, and couples that performance to a sophisticated nine-speed automatic transmission and Acura’s renowned torque-vectoring Super-Handling All-Wheel Drive (SH-AWD). While the nine-speed autobox doesn’t shift as quickly as the four-cylinder model’s eight-speed unit, the former includes faster reacting quick-ratio steering, stiffer springs, and an upgraded rear anti-roll bar, enhancing high-speed handling.
With the recent announcement of the redesigned 2019 ILX sedan, and the all-new 2019 RDX A-Spec and updated 2019 MDX A-Spec, all of which come with A-Spec variants, the only models left in the lineup to receive the sporty trim level are RLX flagship sedan, which may not receive it, and the NSX mid-engine sport car, which surely doesn’t need it.
The 2019 Acura TLX A-Spec is available now, along with mostly carryover versions of the TLX Tech, TLX Elite, and top-of-the-line TLX SH-AWD A-Spec Elite.
For complete pricing information on all 2019 Acura TLX trims, plus important dealer invoice pricing and model rebate program information that could save you thousands off your next car purchase, make sure to check out CarCostCanada.com.
So here it is, the first application of Acura’s new Diamond Pentagon grille on a vehicle that was designed to incorporate it from the ground up. Together with a more fluidly shaped set of Jewel-Eye…
So here it is, the first application of Acura’s new Diamond Pentagon grille on a vehicle that was designed to incorporate it from the ground up.
Together with a more fluidly shaped set of Jewel-Eye LED headlamps to each side and a more progressive front fascia down below, not to mention plenty of chrome thanks to my tester’s top-line Platinum Elite trim, the new 2019 RDX is one eye-catching luxury SUV.
The sharp creases and shapely folds continue down each side of the redesigned model, providing a wedge-like profile and muscular, sporty stance, while the roofline up top culminates into now popular floating D-pillars above an attractive set of pointed LED taillights. Again, the new RDX design is pleasing from front to back.
Those who found the previous RDX a bit too budget-oriented when compared to some of its peers should welcome the new interior as well, as it’s really hard to fault it on styling or materials quality. The top half of the cabin is primarily composed of high-end, soft-touch synthetics, contrast-stitched padded leathers, and real hardwood inlays on the upper edges of the dash top, flowing into the door panels, and extending across the mid portion of the instrument panel, plus the lower console as part of a scrolling lid that accesses the cupholders and large cell phone bin/USB charger below.
Acura has done a great job with metal accents too, tastefully detailing the steering wheel, column stalks, gauges, vents, centre stack, door handles, power seat controls, and overhead console, and then stepping things up another notch by trimming the handle on that aforementioned centre bin lid and the ELS Studio 3D speaker grilles with an even nicer grade and finish of aluminum. Impressive.
A large infotainment display with superb definition, clarity and depth of colour is now perched atop the dash, providing easy visibility from a quick glance, while other functions can be sourced from a sizeable multi-information display within the otherwise analogue gauge cluster.
Also notable, the centre stack actually floats above a large open compartment featuring a rubberized base for holding personal devices that can be conveniently plugged into a USB charge point, an auxiliary plug or a 12-volt power outlet.
The sides of that floating centre console’s upper portion are finished in padded leatherette with nice contrast stitching that continues all the way back to the centre armrest/bin lid cover, and some of that soft-touch material wraps over to the edge of the steering wheel column where the engine ignition button sits, as well as to the right side to the glove box lid. You’ll be hard pressed to find as high a level of luxury finishings amongst RDX competitors.
Common in this class, however, the lower door panels are made from harder plastic, as is most of the lower dash and lower console. Nevertheless, the RDX is finally in the same league as its compact luxury SUV peers when it comes to interior fit, finish, refinement and features, which means it can now command the higher price point this Elite Platinum trim requests.
My top-line tester is available from $57,160, my example actually priced at $57,660 due to White Diamond Pearl paint. That’s $2,770 into MDX territory, but as noted the RDX is more than ready to do battle with the Audi Q5, Mercedes-Benz GLC, BMW X3, et al, and feels like a much more complete package than the Lexus NX and some others in the class, with better switchgear refinement and a more solid, substantive feel all-round.
The RDX is a lot sportier than I expected too. Initially factoring in a displacement drop from 3.5 to 2.0 litres and the elimination of two cylinders, from six to four, straight-line performance was a pleasant surprise. In fact, the new RDX feels even quicker off the line than the old model and is now one of the sportier SUVs in its segment. Along with 272 horsepower and 280 lb-ft of torque, which is a generational bump of 7 horsepower and 28 lb-ft, the engine also makes wonderful noises, its soundtrack just enhancing the experience enough to excite without overwhelming conversations within.
The new 10-speed automatic, a significant two forward speeds more advanced than most premium challengers, allows the engine to rev up to its maximum between shifts, and swapping cogs via the steering wheel paddles happens instantaneously when in Sport or Sport Plus modes. It’s wonderfully smooth too, especially in its Normal default mode, this new engine/gearbox combination delivering one of the best refinement/performance compromises in this class.
Choosing driving modes is accomplished by rotating a massive knob placed square in the middle of the centre stack (more on this in a moment), while Acura has also made its class-exclusive button/rocker switch-actuated gear selector standard across the RDX line. It’s slightly different than the one used for the MDX, for instance, but it didn’t take long for me to acclimatize. My advice to those taking the new RDX out for a test drive is, be patient and give it time. You’ll get used to it and might even like it more than a shift lever after settling in, while you’ve got to admit it’s a pretty futuristic looking human-machine interface.
The RDX has always been a strong performer, but this new model feels lighter up front and more responsive around fast-paced corners than its predecessor, with easy, reactive turn-in and rock-steady grip when snaking through circuitous backroads. Acura’s highly touted torque-vectoring Super Handling All-Wheel Drive (SH-AWD) is standard, and as with the previous model provides excellent all-weather control, while braking is linear and fully up to the task of scrubbing off speed quickly with confidence, all adding up to a new RDX that once again feels more capable than the outgoing one, as well as many of its peers.
With a much smaller displacement, more advanced engine and four additional forward gears it only makes sense that RDX emissions and fuel economy have made gains too, the latter rated at 11.0 L/100km city, 8.6 highway and 9.9 combined for all trims other than the sporty new A-Spec that gets an estimated 11.3, 9.1 and 10.3 respectively, these numbers comparing favourably against last year’s claimed fuel economy rating of 12.4 city, 8.7 highway and 10.7 combined. New idle stop-start, which automatically shuts the engine down when it would otherwise be idling and then immediately reboots it when ready to go, does its part in reaching the improved consumption figures, while making a big difference in reducing emissions.
While its mix of performance and economy certainly gives the RDX an edge over the majority of entry-level luxury rivals, Acura hasn’t forgotten that comfort is king in the luxury SUV class. Therefore, along with all the aforementioned high-end detailing and impressive assortment of premium equipment, the redesigned model is even larger and roomier than the SUV it replaces, which was already quite generous. Specifically, the 2019 RDX is 78 mm (3.1 inches) longer than the old one, with a 65-mm (2.5-inch) increase in wheelbase that makes a significant difference to rear seat roominess, while it’s also 46 mm (1.8 inches) wider for added shoulder and hip space, and 31 mm (1.2 inches) taller, improving headroom. Despite its increased dimensions it has only gained 86 kilos (189 lbs) of curb weight, the previously noted performance improvements partially attributed to this.
When seated in back I could almost completely stretch out my legs with my feet under the front seat, leaving at least eight to 10 inches ahead of my knees, about five inches next to my shoulders, and another three or so between my outside hip and the door panel, while the rear seat is also comfortable. A reasonably sized armrest folds down from centre, exposing two smallish cupholders. Even better, the back padding of the armrest’s alcove is covered in a wonderful soft velvet-like material that does a good job of pampering elbows. Also appreciated, three-way seat heaters warmed rear outboard positions in my top-tier trim, while rear ventilation is good too. Lastly, the rear seating area is finished just as nicely as that up front, with the same high-quality soft-touch door uppers, the same nicely padded leather on the inserts and armrests, identical aluminum speaker grilles, and satin silver finished door pull accents, plus of course the same sumptuous perforated leather upholstery edged out with stylish grey piping and contrast stitching.
The new SUV’s larger size also makes for more cargo room, with maximum space behind its 60/40 split-folding rear seatbacks growing by 142 litres (5.0 cubic feet) to 881 litres (31.1 cubic feet), while the new model offers 82 additional litres (2.9 cubic feet) of luggage space when the second-row is folded flat, at 2,260 litres (79.8 cubic feet).
Acura trims the cargo compartment out with premium carpeting that goes all the way up each sidewall, plus of course the backside of the rear seats, while chrome tie-down hooks bling up each corner. The sturdy load floor is removable, exposing large compartments for additional stowage below. Each side of the cargo wall gets a convenient carryover feature, a release lever for laying 60-, 40-, or 100-percent of the split rear seatbacks flat, and yes when I say flat I mean the load floor is now much better at swallowing up cargo than previously. I was disappointed not to see a centre pass-through, however, necessary for loading longer items like skis when the more comfortable, heated window seats are occupied.
Problems? None, but I found the infotainment system’s new True Touchpad Interface a bit disconnected when compared to life with a regular tablet-style touchscreen, like those used for many Honda vehicles. I understand the need for a separate controller when the display is positioned far away from the driver’s reach, but this brings up the question of why it’s so far away, and why Acura chose to fill prime centre stack real estate with the aforementioned massive rotating dial for choosing driving modes. A simple button on the lower console, instrument panel, or better yet the steering wheel, would suffice for driving modes, which would’ve freed space to lower the HVAC interface and pull the infotainment display downward and closer, within easy reach of front occupants. This would have reduced the unnecessary cost of developing such a complex touchpad, which I must say can be a bit tricky to use.
First off, not everyone likes track pads. I use one every day with my MacBook Pro so they’re second nature to me, but my partner uses a mouse with her laptop—enough said. On the other side of the argument, most everyone is familiar with touchscreens due to smartphone and tablet use. Despite my familiarity with the latter, I found even simple commands challenging to implement. For instance, the first thing I wanted to do after setting up my smartphone, which worked easily via Acura’s HandsFreeLink wireless connectivity, was listen to a podcast via Bluetooth audio. With forefinger on the touchpad I repeatedly attempted to slide it along and then press downward once it reached the Bluetooth logo, but each time it initiated a different function and would not select Bluetooth. I kept trying and eventually managed to select Bluetooth, but this was not a good start. It reminds me of a problem Lexus experienced with its first-generation joystick-style Remote Touch Interface controller, which caused enough frustration from customers to cause the Japanese brand to install separate pushbuttons to each side of the main controller. Acura may want to consider something similar, as merely pressing downward on the trackpad isn’t a reliable solution.
The large 10.2-inch high-definition display and graphics within are superb, with main functions divided two-thirds to the left and one-third to the right. This, of course, allows more variety of simultaneously displayed features and therefore provides a more customizable setup, with the ability to show navigation mapping, for instance, on the larger or smaller screen, plus the audio interface, or some other feature, opposite. Choosing the map function, with finger on touchpad you can explore all around by swiping in any direction, pinching or spreading two fingers for a closer or wider view, and tapping to execute commands. While it mostly sounds hunky-dory the touchpad is much smaller than the screen and therefore doesn’t allow for much finger movement. Suffice to say it’ll take a little time to get used to.
Of note, there’s a home button that displays a main screen filled with function links to navigation, phone, AM/FM/HD/satellite radio, Bluetooth audio settings, Apple CarPlay (but no Android Auto), Siri Eyes Free, SMS text message and email functionality, 4G LTE Wi-Fi hotspot capability, Wi-Fi tethering, AcuraLink Subscription Services, etcetera, and I have to say it works pretty well, other than the system’s aforementioned habit of not keeping its bright orange cursor on a chosen function after releasing one’s finger. You’ve got to be ultra-exact or you’ll miss it, and that’s a lot to ask of someone who should be spending less time concentrating on infotainment and more time focused on the road ahead. My advice to you? Spend time learning how to get the most out of this system while parked in the driveway. Try to be patient and you’ll probably get the hang of it in time. My advice to Acura? Replace the space-depleting drive mode selector knob on the centre stack with a high-quality touchscreen.
On the positive the gauge cluster looks sharp, the multi-information display (MID) at centre is large at 7.0 inches, very high in resolution with deep, rich contrast, and filled with attractive graphics. Still, I found it odd that the gauge cluster was mostly analogue, for two reasons. First, full TFT gauge clusters are all the rage these days, and some are even included as standard equipment. Secondly, it must be less expensive to make a new digital display from scratch than design, produce and assemble all of the mechanical and digital MID components needed for an analogue cluster these days.
Other issues? My tester’s powered tailgate made a strange groaning noise when opening and closing, as if it needed some lubricating oil somewhere within, and when giving my RDX a bath I noticed a six-inch long score in the front portion of the panoramic glass sunroof, likely due to rubbing up against something when being opened and closed. It wasn’t very deep, but over time it could become so. It probably just needs adjustment, but nevertheless these are strange teething pains from a brand like Acura that usually comes to market with its products fully sorted.
According to CarCostCanada.com, which has the latest in new vehicle pricing, including otherwise hard to get dealer invoice pricing that will help you get the best deal on your next car, truck or SUV, plus everything you need to know about the latest manufacturer discounts and rebates (that your dealer may not tell you about), the 2019 RDX can be had as a well-equipped base model for $46,160 including freight and fees, as well as in $48,660 Tech trim, $48,660 A-Spec, $52,160 Elite and $57,160 Platinum Elite trims.
Unlike some competitors, I could see plenty of buyers being very happy in the base RDX thanks to features already noted as well as standard automatic high beams for the aforementioned LED headlamps, proximity access, pushbutton ignition, ambient lighting, adaptive cruise control with low-speed follow, dual-zone auto climate control, a garage door opener, a multi-angle rearview camera with dynamic guidelines, an auto-dimming rearview mirror, side mirrors with reverse gear tilt-down and integrated LED turn indicators, 12-way powered front seats including lumbar and four-way headrests, two-position driver’s memory, heated front seats, a panoramic moonroof, a powered tailgate, and much more.
Also standard, AcuraWatch includes Forward Collision Warning, Collision Mitigation Braking, Lane Departure Warning, Road Departure Mitigation, and Lane Keeping Assist, while all the usual active and passive safety equipment are joined by front knee airbags, hill start assist and tire pressure monitoring, all resulting in a best-possible Top Safety Pick+ safety rating from the IIHS.
Moving up to Tech trim adds Blind Spot Information with a Rear Cross Traffic Monitor, and traffic sign recognition, plus front and rear parking sensors, navigation, voice recognition, and a 12-speaker ELS Studio audio system with dual rear USB ports.
Like with other Acura models, A-Spec trim provides unique front and rear styling, 20-inch alloys, LED fog lights, power-folding side mirrors, a heatable steering wheel, metal sport pedals, unique Alcantara and leather-trimmed upholstery with contrast stitching and seat piping, ventilated front seats, and a 16-speaker ELS Studio 3D audio system.
Elite trim actually results in a step back to the 12-speaker audio system and the removal of ventilated front seats and LED fog lamps, but it adds headlamp washers, auto-dimming side mirrors, perimeter/approach puddle lights, perforated leather upholstery, and heated rear outboard seats.
Lastly, my tester’s Platinum Elite trim adds back the LED fog lamps, ventilated front seats and 16-speaker 3D stereo, while also including adaptive cornering headlights, a colour head-up display, a surround view monitor, a rear camera washer, 16-way powered front seats including lumbar, thigh extensions and side bolsters, genuine Olive Ash hardwood trim, and metal cargo area garnishes.
Yes, loaded up with every possible feature the new 2019 RDX can compete head-on with any premium-branded peer, and no matter the trim should once again be seriously considered when also shopping in this hotly contested segment. There are now 14 entries in the compact luxury SUV class, not including four-door coupe variants, which makes it all the more impressive that the RDX has maintained its near top placement.
As you now know from my criticisms this new RDX is not perfect, but it does most things so very well that it’s easy to look past its idiosyncratic infotainment system and my tester’s few minor problems, which are likely due to being an early production example. In other words, I like it a lot more than I expected to, and can’t help but recommend it highly.
The 2019 Acura RDX just received the best safety rating of any vehicle in its compact luxury SUV segment from the Insurance Institute for Highway Safety (IIHS), as well as the highest award possible from…
The 2019 Acura RDX just received the best safety rating of any vehicle in its compact luxury SUV segment from the Insurance Institute for Highway Safety (IIHS), as well as the highest award possible from the U.S. government agency.
The 2019 RDX achieved a Top Safety Pick+ rating due to a best-possible ranking of “Good” in all crash tests, while standard AcuraWatch advanced driver assistance/safety systems helped it earn a “Superior” rating, plus it received another Good score for its optional headlights.
“The 2019 Acura RDX excelled in our six crashworthiness evaluations, including the roof strength test,” stated the IIHS in a press release. “Our testing apparatus applied over 21,000 lbs of force to the RDX’s roof before it crushed 5 inches. That’s more than 5 times the weight of the vehicle.”
In comparison, the competitive Mercedes-Benz GLC also received Good marks in crashworthiness, but its Superior optional headlight rating was down one notch on the IIHS scale, plus the German competitor only managed an Acceptable rating for the ease of use of its child seat “LATCH” anchors compared to the RDX’ ideal Good rating. Worse yet, the BMW X3 only received at Marginal rating for its child seat anchors, although did well in all other tests.
“The 2019 Acura RDX offers the highest level of standard safety and driver-assistance features in its class, so earning class-leading safety ratings is a strong proof point of the technology and design innovation we’re bringing to the game,” said Jon Ikeda, Acura vice president and general manager.
The 2019 RDX was developed by Acura’s U.S. research and development team, and therefore was designed to exceed stringent IIHS safety tests from onset. The new model incorporates the latest generation of Acura’s Advanced Compatibility Engineering (ACE) body structure, which includes new high-strength steel door stiffener rings, and for the first time, eight standard airbags, including new driver and front-passenger knee airbags.
Additionally, the new RDX features the AcuraWatch suite of advanced driver-assistive and safety systems in all trims, these technologies including Collision Mitigation Braking System (CMBS), Road Departure Mitigation, and Adaptive Cruise Control with Low-Speed Follow. The new RDX also comes standard with Acura’s easily recognizable JewelEye LED headlamps, which helped it achieve its best-in-class ranking.
To earn the 2018 Top Safety Pick+ award, a vehicle must achieve Good ratings in the driver-side small overlap front, moderate overlap front, side, roof strength and head restraint tests, as well as an Acceptable or Good rating in the passenger-side small overlap test. Additionally, the top rating requires available front crash prevention that earns an Advanced or Superior score, plus available Good-rated headlights. The RDX’s base headlights are rated Good, while the curve-adaptive headlights added to its top-line trim are rated Acceptable.
The RDX was completely redesigned for the 2019 model year, and thanks to a positive response from long-time owners trading up from the outgoing model and new customers to the Acura brand, it was the best-selling vehicle in its compact luxury SUV class during its first month of availability in June. The RDX has long been one of the segment’s top sellers, dueling it out over first place with the Audi Q5 for nearly a decade, and this new redesign should certainly keep it ahead of most peers.
Along with appealing design and quality that surpasses many of its rivals, the new 2019 RDX continues to deliver plenty of value to its luxury clientele. Priced at $43,990 plus freight and fees (detailed pricing covering each trim line, options, dealer invoice prices and rebate information can be found at CarCostCanada.com), the redesigned Acura features a new turbocharged and direct-injected 2.0-litre four-cylinder engine good for 272 horsepower and 280 lb-ft of torque, which is similar in power to the outgoing 3.5-litre V6 although delivers better straight-line performance due to 40 percent more low-end torque.
This advantage is complemented by the compact luxury SUV segment’s only 10-speed automatic transmission that simultaneously improves acceleration and fuel-efficiency, allowing the RDX to continue outperforming many key challengers.
With respect to fuel economy, the 2019 RDX achieves a claimed Transport Canada rating of 9.9 L/100km combined city/highway for all trims excepting the sportiest A-Spec model that gets an estimated 10.3 L/100km combined, whereas last year’s claimed rating was 10.7 L/100km combined city/highway.
The new RDX rolls on a brand new Acura-exclusive body and chassis architecture that’s much more rigid and therefore provides better handling and crashworthiness than the outgoing model. It’s also 78 mm longer with a 65-mm gain in wheelbase, the latter making a major difference to rear seat roominess, 46 mm wider, and 31 mm taller than the model it replaces. Still, despite its increased dimensions, the new RDX is only 86 kilos heavier, which aids aforementioned fuel economy and performance.
Along with greater interior comfort, the RDX’ increased size provides 142 litres more cargo volume behind its 60/40 split-folding rear seatbacks and 82 additional litres when the 60/40-split second-row is lowered via handy cargo wall-mounted levers, while the load floor is flatter and therefore better for hauling items that might otherwise tip over.
Together with its more roomier and more refined interior, the new RDX incorporates a bevy of new standard features and technologies, such as the aforementioned full LED headlights with automatic high beams, a remote engine starter, proximity keyless access, pushbutton ignition, ambient lighting, a 7.0-inch colour TFT multi-information display within the primary gauge cluster, driver recognition, adaptive cruise control with low-speed follow, dual-zone automatic climate control, a HomeLink garage door opener, an auto-dimming rearview mirror, 12-way powered front seats including powered lumbar support and four-way adjustable headrests, two-position memory for the driver’s seat and side mirrors, an ultra-wide panoramic glass sunroof, and a powered tailgate.
Also standard, a new 10.2-inch high-definition infotainment display is controlled by Acura’s exclusive new True Touchpad Interface. The system features a standard multi-angle rearview camera with dynamic guidelines, Apple CarPlay, Siri Eyes Free, SMS text message and email functionality, 4G LTE Wi-Fi hotspot capability, Wi-Fi tethering, AcuraLink Subscription Services, HD and satellite radio, Bluetooth streaming audio, connectivity via two front USB charging ports, nine speakers audio, and more.
Options include adaptive cornering headlights, LED fog lights, power-folding and auto-dimming side mirrors, Blind Spot Information with a Rear Cross Traffic Monitor, traffic sign recognition, a surround view parking monitor, a colour head-up display, a heatable steering wheel, ventilated front seats, heated rear seats, front and rear parking sensors, navigation, voice recognition, 12-speaker or 16-speaker Acura ELS audio, dual rear USB ports, genuine Olive Ash hardwood trim, perforated leather upholstery, metal sport pedals, sport seats with 16-way power adjustment, and much more, while a sporty new A-Spec trim line provides styling and performance improvements.
Acura is in an enviable position with respect to SUVs. Its compact RDX has managed to maintain first or second place in popularity since it arrived on the scene in 2009, and its MDX has been the top-selling…
Acura is in an enviable position with respect to SUVs. Its compact RDX has managed to maintain first or second place in popularity since it arrived on the scene in 2009, and its MDX has been the top-selling dedicated three-row model in its mid-size luxury class since 2005. How have they done it? Value.
When I say value, I’m not just talking price. In fact, according to CarCostCanada.com, Canada’s best resource for new vehicle pricing, invoice pricing, rebate information and more, the MDX is not the least expensive three-row SUV in its segment, that attribute (if being cheapest is even considered appealing amongst premium buyers) achieved by the $48,000 Buick Enclave, which is followed closely by the $48,195 Infiniti QX60. The MDX sits third in three-row, mid-size, premium-branded affordability, its 2018 pricing starting at $54,090 plus freight and fees. So why did 20 percent fewer Canadians choose a QX60 and 40 percent less opt for the even cheaper Enclave?
Value is never solely about price, especially in the luxury sector. Overall build quality and refinement are often more important, as well as mechanical sophistication and performance, digital interfaces and other convenience features, advanced driver assistance and safety features, practicality and functionality (these last points particularly true amongst sport utilities), plus reliability, styling and brand cachet that impact residual/resale values. The MDX gets high marks for most of the above, and therefore gets rewarded with consistently strong sales.
Acura addressed styling last year, when a mid-cycle update transformed the frontal design with its new trademark “Diamond Pentagon” grille. The MDX was already ahead of its peers with respect to lighting, its advanced “Jewel-Eye” LED headlamps and LED taillights standard across the line, but many of the SUV’s other design details were enhanced as part of the redo as well.
The refreshed MDX’ interior remained mostly carryover, but for 2018 Acura has added some user-friendlier tech. Specifically, the standard 7.0-inch capacitive touchscreen now includes Apple CarPlay and Android Auto smartphone integration, a bonus for iPhone users due to Apple’s much better interface, plus useful to Android phone owners that can make it work.
To be clear, while I like Android-based phones and have owned many from Samsung, Sony, Asus and Huawei, I’m not a fan of Android Auto. It normally hooks up quickly enough, but its capability is limited and graphic interface dismal. My problem in this case came down to the MDX infotainment system’s inability to recognize that my phone was connected to the correct USB (the one with the smartphone graphic), so there was no Android Auto for me. This could have something to do with the 2016 Huawei GR5 I was using, but it’s a relatively common phone in my parts (up until recently providers were giving it away for free with a two-year contract) and therefore shouldn’t be a problem, plus it hasn’t posed a problem when connecting to other brands’ infotainment systems.
As for Acura’s other 2018 MDX promise, which includes more logically organized functions and an operating system that’s 30-percent faster when responding to inputs, I can attest to both. It’s certainly a better laid out interface than the previous one, but that’s not saying a lot. Unfortunately it remains one of my least favourite infotainment systems to use, and that’s despite being noticeably quicker as well. Somehow Acura has created a system that uses twice as many displays to perform half as many functions, or at least that’s how it seems when trying to perform various tasks. My advice? Acura should study the latest iPad and Samsung tablets, and then do their best to mimic their various functions, such as pinch or swipe capability, without infringing on copyright laws. That’s what Tesla, Volvo, and others have done, and consumers have responded well, while pundits, like me, have given them multiple awards. Acura won’t win any awards for this infotainment system, even with the upgrades.
It’s a shame because the rest of the interior is superb. My tester was finished in top of the line Elite trim, which meant its Black Limba or Olive Ash Burl wood inlays, found across the instrument panel, door panels and lower console bin lid, were real, its perforated Milano leather seat upholstery featured contrast stitching and accent piping, and its feature set was upgraded to include a really useful surround view parking camera, a great sounding 546-watt ELS Studio audio upgrade with Dolby Pro Logic II, 12 speakers and a sub plus more, rear DVD entertainment with an “Ultrawide” 16.2-inch display, a remote, two wireless headphones, and an HDMI input jack, four USB charge points, a 10-way powered front passenger seat, ventilated front cushions, and that’s just on the inside.
Outside, the Elite gets attractively painted front and rear lower skid garnishes, nice looking vertically stacked LED fog lamps, a sharp looking set of 20-inch alloys, always helpful front and rear parking sensors, plus roof rails up top, while a fuel-saving, emissions reducing engine idle start/stop system gets added under the hood.
I should also point out the Milano leather upholstery was pulled up from mid-range Tech trim, as were the auto-leveling headlamps, auto-dimming power-folding side mirrors, rear door proximity keyless access, a 115-volt household-style AC power outlet, and a set of heatable rear outboard seats.
Notable MDX Elite features not yet mentioned that get pulled up from Navi trim include perimeter/approach puddle lights, rain-sensing wipers, an upgraded HVAC system with sun position detection, navigation, voice activation, hard drive media storage, AcuraLink connectivity, blindspot monitoring, rear cross traffic assist, and more.
On the subject of safety, all MDX trims get standard AcuraWatch auto-sensing and driver-assist technologies such as road departure mitigation, lane departure warning, forward collision warning, lane keeping assist, and collision mitigation braking with pedestrian detection resulting in an IIHS best Top Safety Pick rating and five-star NHTSA status, once again driving home the MDX’ value proposition.
Lastly, items pulled up to Elite trim from the base MDX include automatic high beams, remote engine start, proximity keyless access, pushbutton ignition, an electromechanical parking brake, a powered steering column, ambient lighting, adaptive cruise control with low-speed follow, a colour TFT multi-info display, an auto-dimming rearview mirror, tri-zone auto climate control, a multi-angle backup camera with dynamic guidelines, text message and email reading capability, Siri Eyes Free, satellite radio, a 10-way powered driver’s seat with two-way powered lumbar and two-position memory, heated front seats, a heatable leather-wrapped steering wheel, a garage door opener, a powered moonroof, a powered liftgate, and much more.
When you combine other standard items that aren’t included in upper trims, like 18-inch alloy wheels, the base 432-watt eight-speaker audio system, a slightly lower grade of leather upholstery (but genuine leather nonetheless), a less adjustable eight-way powered front passenger’s seat, etcetera, with the comprehensive list above, it’s easy to appreciate how much bang you get for just $53k, while the near top-line Elite shown here starts at $65,360.
To put this price in perspective, that’s less than where the BMW X5 and Mercedes-Benz GLE start out, once again driving home the MDX value proposition. What’s more, the MDX comes standard with a direct-injected 3.5-litre V6 that’s good for 290 horsepower and 267 lb-ft of torque, a sophisticated nine-speed automatic transmission with standard steering wheel paddles, and Acura’s much-respected torque-vectoring Super-Handling All-Wheel Drive (SH-AWD), which was recently upgraded to include a twin-clutch rear differential that directs torque between front and rear wheels, as well as side to side, for faster, smoother cornering and ultimately better traction. When combined with its amplitude reactive dampers and Agile Handling Assist brake torque-vectoring technology, SH-AWD helps the MDX’ rigid body structure and nicely sorted front strut and multi-link rear suspension to manage fast-paced curves well, while providing a comfortable, compliant ride.
Making matters better still, Acura includes something it calls an Integrated Dynamic System (IDS), which includes a Sport mode that quickens throttle response, allows for higher engine revs between shifts, adds steering weight, and sends more torque to the outside rear wheels amid corners to improve turn-in, while it also enhances engine sound. Of course I employed Sport mode often, although I also made sure to leave it in Comfort mode when traveling at regular speeds, especially when managing rough patches of tarmac.
Along with its impressive ride and handling, the MDX remains wonderfully quiet, even when the outside world seems loud and chaotic, and when driven modestly the big SUV proves quite efficient with a claimed combined city/highway fuel economy rating of 10.7 L/100km when fitted with the Elite’s auto start/stop system, or 11.0 L/100km without. It should also be noted the top-line MDX Sport Hybrid receives an even more agreeable 9.0 L/100km combined city/highway rating, while boosting output to 321 net horsepower and 289 lb-ft of torque—something to consider if you want a best-of-both-worlds alternative.
In other good news, after multiple weeklong MDX test drives I’m finally fully acclimatized to its unorthodox gear selector, which is basically a row of buttons plus a single pull-tab-like reverse switch, culminating at the just-noted IDS button. It remains unnecessarily complicated, and could potentially turn off as many uninitiated prospects as it turns on tech geeks, but suffice to say it works well enough once you get used to it, and it looks pretty cool.
That it doesn’t do anything to minimize space usage which would otherwise be taken up by a shift lever, and arguably adds to the level of visual clutter a driver needs to deal with are separate issues altogether. At least it provides some sense of occasion to a cabin that could also benefit from a modernized primary gauge cluster, the latter having yet to be upgraded to a fully configurable digital TFT display, plus, of course, the as yet imperfect dual-display infotainment system chastised earlier.
Other than these few quibbles, the 2018 Acura MDX is a fine SUV deserving of its ardent following. Its inherently well engineered mechanicals provide stronger than average performance, a high level of refinement, reasonably good fuel economy and dependable reliability, while its solid construction makes it feel bulletproof, its superb standard safety set adds to its confidence-inspiring demeanor, and its comfortable and accommodating interior makes it easy to live with no matter the size of occupants or load. Now all you need to decide on is which MDX trim level and colour you want.
Larger, roomier, faster, more efficient, higher tech, more luxurious, more refined and arguably better looking, the 2019 Acura RDX hits the road this week at just $43,990 plus freight and fees, only adding…
Larger, roomier, faster, more efficient, higher tech, more luxurious, more refined and arguably better looking, the 2019 Acura RDX hits the road this week at just $43,990 plus freight and fees, only adding $1,000 to the price of the outgoing model that enjoyed a very long and successful run.
“The 2019 Acura RDX is a pure expression of Precision Crafted Performance. This is a development philosophy that puts the driver at the centre of it all,” said Emile Korkor, Brand Leader, Acura Canada. “Our goal from the beginning has been to deliver a perfect balance of engineering, performance, design and luxury to create a truly uncompromising and joyful experience.”
Acura brings the 2019 RDX to the Canadian market with five trim levels, including an unnamed base model, the $46,490 Technology, $49,990 Elite, $50,290 A-Spec, and finally the top-line $54,990 Platinum Elite.
No matter the trim, the new 2019 RDX relieves the old 3.5-litre V6 in place of a much more efficient 16-valve, DOHC turbocharged 2.0-litre four-cylinder engine with direction injection and, of course, VTEC. Output is rated at 272 horsepower, which is down 7 horsepower from the old V6, but more importantly for an SUV torque is up 28 lb-ft to 280. The end result sees the new 2019 RDX with the strongest base horsepower and torque in the compact luxury SUV class.
The RDX performance advantage is partially due to a low-inertia mono-scroll turbocharger that promotes a wider, fatter torque curve resulting in 40 percent more low-end torque than the outgoing engine, while dual variable timing cams do their part as well.
Connecting the new engine to the standard torque-vectoring Super Handling All-Wheel Drive (SH-AWD) system is an all-new 10-speed automatic transmission with performance-enhancing Grade Logic Control. The new transmission uses Acura’s unique pushbutton gear selector, which is now more fully integrated within the centre console than ever before. Shifting is automatic, or for a more hands-on experience you can shift its gears manually via standard steering wheel-mounted paddle shifters.
Also standard, Acura’s Integrated Dynamics System (IDS) lets you to choose between Snow, Comfort, Sport and Sport+ modes to enhance electric power steering feel and Drive-by-Wire throttle response.
With a smaller displacement engine and four more forward gears it only makes sense that emissions and fuel economy have made gains too, the latter rated at 11.0 L/100km in the city, 8.6 on the highway and 9.9 combined for all trims but the A-Spec that gets an estimate of 11.3, 9.1 and 10.3 respectively, these numbers comparing favourably against last year’s claimed fuel economy rating of 12.4 city, 8.7 highway and 10.7 combined.
The new drivetrain’s efficiency improvements are further aided by a new idle stop-start system that automatically shuts the engine down when it would otherwise be idling and then immediately reboots it when ready to go.
Standard with 19-inch alloy wheels and available with 20s as part of the sportiest A-Spec package just noted, the new 2019 RDX rides on a totally new Acura-exclusive platform architecture featuring electric power-assisted rack-and-pinion steering, a fully independent MacPherson strut front and multi-link rear suspension system with 30 mm front and 23 mm rear stabilizer bars. Additionally, the top-line Platinum Elite model receives an Active Damper System to further enhance performance and comfort.
As noted, the new RDX is longer, wider and taller than the model it replaces, its dimensions measuring 4,744 mm (186.8 inches) in length, with a 2,750-mm (108.3-inch) wheelbase, 1,900 mm (74.8 inches) in width, with 1,631- and 1,643-mm (64.2- and 64.7-inch) front and rear tracks, and 1,668 mm (65.7 inches) in height.
This makes the 2019 model 78 mm (3.1 inches) longer than the outgoing RDX, with a 65-mm (2.5-inch) gain in wheelbase that should make a big difference to rear seat roominess, while it’s also 46 mm (1.8 inches) wider for added shoulder and hip space, not to mention a wider track for improved handling, whereas it’s only 31 mm (1.2 inches) taller, improving headroom yet not upsetting manoeuvrability by increasing the centre of gravity. Despite the new SUV’s increased size it’s only gained 86 kilos (189 lbs) of curb weight, so the aforementioned performance gains should still be easy to feel.
More importantly the 2019 RDX’ increase in size makes for a more comfortable, more useful utility, with maximum cargo volume behind its 60/40 split-folding rear seatbacks growing by 142 litres (5.0 cubic feet) to 881 litres (31.1 cubic feet), while the new model offers 82 additional litres (2.9 cubic feet) of luggage space when the second-row is folded flat, at 2,260 litres (79.8 cubic feet).
That cabin is not only roomier and more comfortable, it’s also been upgraded with higher quality premium finishings, says Acura, with more high-grade soft-touch synthetics, particularly on the instrument panel, doors and centre console, plus hand-wrapped, stitched leather surfaces as well as real open-pore Olive Ash hardwood or genuine brushed aluminum inlays, depending on trim levels.
Critical to the acceptance of any new vehicle are digital interfaces, the new RDX anteing up with a large standard 10.2-inch display featuring Apple CarPlay (but no Android Auto, which is interesting being that the entire operating system is Android-based—evidently Android Auto is to be introduced later pending updates), Siri Eyes Free, SMS text message and email functionality, 4G LTE Wi-Fi hotspot capability, Wi-Fi tethering, AcuraLink Subscription Services, HD and satellite radio, Bluetooth streaming audio, connectivity via two front USB charging ports (plus two optional USB ports in the rear), AM/FM/MP3/WMA audio with nine speakers including a subwoofer, plus more. Acura has eschewed a more traditional tablet-style touchscreen for a lower console-mounted True Touchpad Interface, which Acura promises is very intuitive.
Along with the impressive load of standard equipment already mentioned, the base RDX continues Acura’s value theme by including standard full low and high beam LED “Jewel Eye” auto-on/off headlights with automatic high beam control, plus LED daytime running lights, LED brake lights and LED taillights, while additional standard highlights include a remote engine starter, proximity keyless access, pushbutton ignition, an acoustic windshield, active noise control, ambient lighting, a 7.0-inch colour TFT multi-information display within the primary gauge cluster, adaptive cruise control with low-speed follow, dual-zone automatic climate control, a HomeLink garage door opener, a multi-angle rearview camera with dynamic guidelines, side mirrors with driver recognition, reverse gear tilt-down and integrated LED turn indicators, a standard auto-dimming rearview mirror, 12-way powered front seats including powered lumbar support and four-way adjustable headrests, two-position memory for the driver’s seat and side mirrors, a large panoramic moonroof, a powered tailgate, a capless fueling system, and more.
Also standard is an extensive suite of active and passive safety features including Forward Collision Warning, Collision Mitigation Braking, Lane Departure Warning, Road Departure Mitigation, and Lane Keeping Assist, while all the usual active and passive safety equipment are joined by front knee airbags, hill start assist and tire pressure monitoring.
Opting for Tech trim means that your RDX will receive yet more safety features including Blind Spot Information with a Rear Cross Traffic Monitor, and traffic sign recognition, while Tech trim also includes front and rear parking sensors, navigation, voice recognition, and a 12-speaker ELS Studio audio upgrade with the rear USB ports noted earlier.
Upgrading to A-Spec trim includes the aforementioned styling and performance improvements as well as LED fog lights, power-folding side mirrors, a heatable steering wheel, metal sport pedals, unique Alcantara and leather-trimmed upholstery with contrast stitching and seat piping, ventilated front seats, and a 16-speaker ELS Studio 3D audio system.
The move up to Elite trim means a step back to the 12-speaker audio system and the removal of ventilated front seats and LED fog lamps, but it adds headlamp washers, auto-dimming side mirrors, perimeter/approach puddle lights, perforated leather upholstery, and heated rear outboard seats.
Lastly, Platinum Elite trim adds back the LED fog lamps, ventilated front seats and 16-speaker 3D stereo, while also including adaptive cornering headlights, a colour head-up display that projects key information onto the windshield ahead of the driver, a surround view parking monitor, a rear camera washer, 16-way powered front seats including lumbar support, thigh extensions and side bolsters, the genuine Olive Ash hardwood trim mentioned earlier, complete with contrast stitching and seat piping, and metallic cargo area garnishes.
Of course, exterior styling will be key to sales success, and to that end the 2019 RDX is the first model to fully incorporate the Acura Precision Concept design language. We’ve seen the new grille gracing the front of the larger MDX luxury SUV, the TLX sport sedan, and the brand’s flagship RLX luxury sedan, but these were dramatic mid-cycle updates, not wholesale redesigns.
The Diamond Pentagon grille appears identical in shape if not size to those already in use by the TLX and RLX, both of which were slightly bolder and more pronounced than the MDX variant, but the lower front fascia of the prototype pulls cues from the Japanese brand’s larger SUV, particularly the pointed body-colour strike-through found hovering above each corner vent. They’re much larger and point in the opposite direction, while these, along with the horizontal row of LED fog lamps just below, flow more naturally into the centre portion of the fascia than the MDX’ vertical stack. Overall, the new RDX lower fascia design works well, particularly how it wraps around the sides of the bumper.
Likewise, a more expressive set of headlamps wrap more fully around the sides of the new model’s front fenders before following the curvature of the front wheel cutouts upward to where they finalize at the hood line. Those fenders are rounder and more organically shaped, flowing naturally into more fluidly sculpted door panels, with the arcing greenhouse culminating at the centre point of the rear quarter window instead of the base.
The top corner of the new RDX rear design forms a visual “X” where extended chrome window trim butts up against body-colour rooftop and side panels plus glossy black rear window trim extensions, resulting in a unique take on current floating roof trends, while the multi-angled LED taillights look fresh, modern and harmonious with the rest of the design.
Lastly, the front and rear bumpers differ depending on trim level, with base and luxury models getting splashes of chrome around the corner vents up front and a matte black apron in the back, and A-Spec trim receiving gloss-black for the former details and a diffuser-style design between the exhaust pipes.
“The all-new RDX delivers a powerful statement about who we are and where we are headed as a brand,” commented Jon Ikeda, vice president and general manager of Acura, when the RDX Prototype was introduced at the North American International Auto Show earlier this year. “For our customers, the new RDX is a quantum leap forward in design, style and performance, with luxury features and technology that will elevate their ownership experience.”
The 2019 RDX is now available at your local Acura retailer.