2014 Acura RDX Tech

Have you ever wondered what happens when you dress up a CR-V in smart-casual apparel? Well, the Acura RDX happens. The second generation RDX comes with more and smoother power, a simpler AWD system and tons of luxurious features.

The smallest of the Acura sport utility vehicles hasn’t been getting as much love as it deserves, partly because Honda’s marketing is a bit passive and partly because the exterior design of the RDX makes it seem smaller than it really is making potential buyers look elsewhere. Prices start at $41,190 and top out at $44,190 for a Tech version, just like our tester.

Standard gear fitted to the vehicle is impressive, safety features are reassuringly plenty, while the ones providing convenience and entertainment are class leading. Surely enough you get TPMS, leather trim, heated front seats, fog lights, HID headlights, power lift gate, power sunroof, Navigation system with voice control, Bluetooth connectivity, ELS surround sound system with DVD-Audio, an 8” VGA display, active noise cancellation, dual zone climate control, keyless entry with start button, automatic lights, multi-angle rear-view camera, power tailgate, cruise control, trip computer and stability control.

As previously noted, the exterior dynamic design is misleading as far as the interior space is concerned. The dynamic lines and nicely tucked-in bottom, act as an optical illusion making the RDX look much smaller than what it really is. Sporty and elegant, the RDX definitely has upmarket curb appeal ingredients.

Inside the cabin, the design continues with the same dynamic energy, as the dash lines are aggressive and create a modern and luxurious feel. The materials used are in majority high quality and fitted very tightly together, keeping stuff from rattling while hovering over bumps. Ergonomically the centre console is a bit of a mess. Figuring out what is where is a bit of a challenge but thankfully once you get it all set-up the way you want there is no need to keep going back. What you‘ll be needing on a daily basis is pretty easy to access and all the switch gear feels good when operated.

Roominess up front is excellent, the A-pillars are not really in the way and since visibility is generally good, it adds to the sense of an airy cabin. The driving position can be adjusted to utility-like upright to a more snug sporty style posture, which I prefer. The seats are very comfortable and soft but also provide good side support. Contradicting expectations while looking from the outside, the rear seats are pretty roomy for the class. Legroom is very generous while headroom should never become a problem. The width of the bench might be a problem if all three adults sitting in the back are foodies, but that problem would occur in any other rival as well. The trunk, at 739L (2178L max) is on par with class average, it is shaped well and the rear seats can be asymmetrically folder for loading larger items.

Under the hood, the 3.5L V6 i-VTEC motor feels like triple filtered butter cream. If only there was such a thing. It feels like spreading chocolate spread on fluffy warm bread, thanks to the Active Control Engine Mount (ACM) system. Refinement is its forte, but pulling power is as well. With 273 HP and 251 lb-ft of torque, 0-100km/h is a matter of 7.6” while applying the brakes to bring it back to a standstill will require only 40m. Fuel economy ain’t that bad either since it is fitted with Variable Cylinder Management® (VCM®). On a combined circle, we averaged 10.6lt/100km of premium which is very good indeed.

On the road, the chassis feels dynamically balanced and the differences between it and the CR-V are obvious. The RDX is tighter, but feels to have reinforced bushings and thicker sound proofing. The result is a sportier, stiffer yet composed ride, with increased levels of quietness as long as the engine is not revving sky high. Over bumps and pot holes, the suspension tries its best to dampen the shock and most of the time it does a very decent job, especially since it doesn’t neglect its handling duties.

You’d expect more, but the steering feels light and returns very limited feedback. To its defence, it is quick and crisp but by no means is it as sporty as it would like to be. The brake pedal feels precise, strong and has excellent travel distances. Around corners while carrying some speed, the RDX will surely go around with poise and agility, but if only it could communicate that a bit better. It is no match to the class leaders when it comes to handling, but factoring in the comfort it also provides, it is damn well balanced.

Returning the vehicle to its base, I couldn’t help but think how under rated the RDX really is. It is a great CUV with very smart balancing between luxury, sportiness and comfort. It is an upgrade in every possible way compared to the CR-V but at the right amount to keep the price difference reasonable. It is not the largest, fastest, sportiest or luxurious option out there, but if you care about all the above equally, it really does deliver a great overall package.