2010 Acura RDX Turbo Crossover
Words and photos by Mark Elias
The highfaluting Acura RDX Turbo crossover could have had us singing the blues if it mixed typically peaky Honda four-cylinder power with the luxury trappings we expect from a $36,000 Acura .
With the bulk of their power loaded at the top of the powerband, four-cylinder Hondas need a swift kick in the pants to keep going. Don’t get us wrong – they’re fun, but they’re not really what luxury is made of.
But with a turbo in the RDX’s specification sheet, there’s no reason to worry.
What is it?
The RDX is one of the more recent “less is more†style of SUV/CUV (we still haven’t figured out the difference between sports and crossover utility vehicles) Available in all or front-wheel-drive versions, the RDX is the new millennium’s version of a station wagon.
Except this one has its front end shaped like a can opener. Oh, Acura.
What’s it up against?
The Audi Q5 , BMW X3 , Infiniti EX35 , Mercedes-Benz GLK350 and Volkswagen Tiguan are all players in this segment. It’s the personal-sized utility vehicle that we are looking at. Additionally, Acura has the slightly larger MDX, and the fastback shaped ZDX in their stables, but at the end of the day, this is the entry luxury model that will go easiest on your bank account.
Any breakthroughs?
Having a turbocharger, for one thing, brings the torque to the lower side of the power band. It’s the first time forced induction has appeared in the Acura brand and a good example of the capabilities it brings to the table for Acura and Honda. Thank you sir, may we have another!
Turbos are few and far between in the Honda and Acura family, and it is a refreshing sign to see them show up in this segment because they offer great power gains with only modest (if any) losses in fuel economy.
Other fun-to-drive features include a sequential sport shift automatic with paddle shift levers on the back of the steering wheel for spirited driving in a crossover.
How does it look?
From the side, we like the compact lines of the RDX. Ditto for the rear with its angular cutlines. A long front overhang and short rear end help with the angle of attack when going up or down a steep grade. Order the all-wheel-drive option if you plan to hit the dirt. Otherwise it would be wise to park the RDX on pavement – although this one is hardly a rock crawler.
Although the side glass in profile looks slightly different with a more squared off positioning, we discovered that it is about the same size as the Honda CR-V . The Acura corporate nose (the can opener) has been the impetus for many love it or hate it comments.
We think hate is too strong a word, but we don’t exactly love it either. Let the buyers decide.
And on the inside?
We felt right at home in the perforated leather-faced driver’s seat. With good bolstering and multiple adjustments, various sized drivers had no problem finding their level. With a main binnacle housing the centrally located speedometer and flanked by a tachometer and boost gauge to the left, and a fuel gauge and information pod to the right, all bases are covered. A secondary pod houses the navigation system monitor with its large knobbed central controller wheel located just underneath. The control, which functions like a joystick, is flanked by climate control buttons. Finally, almost as an afterthought are controls for the audio system – including a DVD player.
The overall look of the RDX interior is typical Acura conservative, from the three-tiered dashboard to the classical look of the center console and seating areas. It has little of the space-age zest of Honda’s latest offerings, but that’s not really a bad thing. The materials are more Japanese-typical plastic than European luxury soft, but everything is exquisitely screwed together and nothing feels cheap.
Legroom in the backseat is excellent, and cargo storage in the way back is good at 27.8 cubic feet, but even better with the seats folded down for a total capacity of 60.6 cubic feet.
Finally, we do like that the side rockers were unadorned and lacked steps and other dealer add-ons that would have made getting in and out of the RDX a dirty process like many of its rivals.
But does it go?
We’d say yep. With the 2.3-liter four-cylinder engine pumping out 240 horsepower and 260 lb-ft. of torque, it doesn’t seem like much. But the fact that it uses a variable flow turbocharger allows for maximum torque at a much lower rev point than typically found in Acura and Honda products. In fact, at 260 lb-ft., it is a more 13 lb-ft. short of being the highest torque-producing engine in the Acura lineup despite offering the lowest displacement.
But that’s not all. This engine worships at the temple of VTEC, with variable valve timing and lift control to handle the higher end of the torque band for the widest power band in an Acura. Period. The engine is part of the ULEV crowd and sports EPA numbers of 19 mpg in the city and 24 mpg on the highway for our RDX 2WD.
The four-cylinder does feel a little growly at times, but it never truly feels unrefined. If you like hearing your motor occasionally, you’ll like the sounds this one makes.
To channel your inner F1 driver, Acura has fit the steering wheel with paddle shift levers that allow you to chunk the five-speed automatic Sequential Sportshift transmission down through the gears before clipping the apex of that 90-degree turn up ahead. As if! It does definitely add to the fun to drive aspect of what, without this huffed four-banger, would be just another CUV.
The power underhood is not all the RDX is about. Using the Acura TSX as a template, a similarly configured suspension system was developed for the RDX, which lowers the center of gravity and really made it a tossable version of a CUV. Well, that’s tossable for a vehicle weighing 3,743 lbs. and still manages to have a higher than average center of gravity. MacPherson struts and side-specific coil over shocks with a 21 mm stabilizer bar in front, helped to motivate and point the RDX in the right direction. Steering was pretty direct and did not display any on-center vagueness as seen in other vehicles in this class and, impressively, torque steer was kept to a minimum.
Pulling up the rear, is a multi-link setup that features a pair of aluminum knuckles, a 19mm rear stabilizer bar, and anti-squat technology, so it won’t load up the rear on acceleration.
Why you would buy it:
Because, sized right, and with the only turbocharged unit in the brand, The RDX is probably the most fun you’ll have in an Acura.
Why you wouldn’t:
Responsive steering and a torquey drivetrain mean nothing to you.
Leftlane’s bottom line:
With a nice handling suspension package and an engine that manages to step up to the plate whenever and wherever, instead of just at the top of the power band, Acura has put all the pieces together for a fun-to-drive hauler for people and their stuff.
2010 Acura RDX 2WD Technology base price, $35,620.
Destination, $810.
Words and photos by Mark Elias.
