2013 Acura RDX

2013 Acura RDX

Episode 3207 , Episode 3220
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The 2007 Acura RDX was hailed as the “urban running” back of compact crossovers. With turbo-4 power and super-handling all-wheel-drive it looked primed to blast through the competition. But, as it turns out, most compact luxury crossover pretenders aren’t looking for overboard performance; they just want room for their stuff, a few high end features to brag about, and enough traction for the occasional snow day. So, let’s see if the re-purposed Acura RDX does any better with this new mission.

Originally developed for young, hot-shot couples who were looking for a jazzy luxury crossover to make quick getaways out of the city, the 2013 Acura RDX has been redesigned more for the “been-there done-that” crowd, who want refinement and all-weather security in a compact but versatile package. And we can certainly feel that the new RDX is more refined. The MacPherson strut front suspension and trailing arm multi-link rear have been re-engineered, now with an emphasis more on ride comfort rather than handling performance.

Still, new Amplitude Reactive dampers feature an integrated rebound spring that helps maintain most of the previous models cornering capabilities. Power too takes a step upscale by substituting a corporate single-cam 3.5-liter V6. Horsepower is up 33 over the previous Turbo-4 to 273, and torque rates 251 lb-ft. The familiar six includes Variable Cylinder Management while the automatic transmission gains a sixth gear. Both gelling to make Government Fuel Economy Ratings actually better than the 4-cylinder at 19-City, 27-Highway, and 22-Combined for our all-wheel-drive model. We averaged an impressive 26.1 miles-per-gallon of Premium fuel in mixed driving. The Energy Impact Score is also much improved burning through 15.0-barrels of oil per year while emitting 6.7-tons of CO2. 

The all-wheel-drive system itself is less refined however. Gone is Acura’s torque shifting super-handling all-wheel-drive where up to 70 percent of power could switch to the rear wheels. The new RDX uses the Honda CR-V’s Intelligent Control on-demand system. So, while you won’t get much help in switchbacks, up to half the power can find its way to the back for able traction in slush and snow.

Refinement continues inside as the new cockpit has a genuine premium feel, trading a sporty edge for the more typical blend of Acura high-tech modern luxury. The leather upholstery looks both inviting and durable. But just when you start appreciating new features like standard 10-way power driver’s seat with heat, and push-button start; you also begin noticing cost cutting measures like only 4-way power for the front passenger and getting GPS navigation requires adding a costly Tech. package. 

The NAV system is the typical Acura setup, and while we like the position of the central controller, we find that many times it just takes too many click-throughs to get to what you want. With just about everyone else going touch-screen why can’t Acura? Still, it’s hard to consider the RDX an entry-level model, as it is clearly a big step up over Acura’s other entry-level offering, the ILX sedan. 

It’s also hard to pigeonhole the RDX as a compact crossover either, as it offers interior room and an overall feel that’s more mid-size. That’s despite a small towing capacity of just 1,500-pounds. The rear seat is roomy for its size, however, and seat backs fold easily with the pull of a lever, though not completely flat. Still, seat up cargo room is almost best in class at 26.1 cubic-ft, and 61.3 with them folded. 

If we have one complaint it’s that the new RDX doesn’t really seem to have a sparkling personality. It looks very nice, inside and out, especially with its more subdued shield grille; but a bit sterile overall, and perhaps now too similar to a lot of other compact crossovers including Honda’s own CR-V.  

At our test track, the RDX’s electric-assist power steering felt great, and diving through the cones was easier than we were expecting given the absence of super-handling all-wheel-drive. Front end reaction is direct and turn-ins sharp, while body roll is moderate. Streaking down the quarter-mile, the RDX is smooth and quiet as it hits 95-miles per hour in 15.4-seconds. Sprints to 60 take just 7.0-seconds, thanks to a nice, firm launch and quick-building power.  Panic stops from 60 averaged just 126-feet, with good pedal feel and consistency throughout our tests. So, maybe the RDX hasn’t lost all of its athletic pretense after all.

But, as it is more refined and better equipped, its price has also moved a bit upscale. Base sticker jumps about 4 percent to $35,215. Adding all-wheel-drive is another $1,400, and going all in with the Tech. Package will take you to $40,315. The 2013 Acura RDX succeeds in its new mission of providing high tech luxury and four-season traction in a smaller but still ample sized package. And, it is truly a nice vehicle; it’s just no longer a stand out. The first RDX took a pretty unique approach. The new RDX is more of a consensus response. Still, that’s what small luxury crossover buyers seem to want, and the new RDX is a fine answer for their cravings.

Specifications

  • Engine: 3.5-liter V6
  • Horsepower: 273
  • Torque: 251 lb-ft.
  • 0-60 mph: 7.0 seconds
  • 1/4 mile: 15.4 seconds @ 95 mph
  • EPA: 19 mpg city/ 27 mpg highway
  • Energy Impact: 15.0 barrels of oil/yr
  • CO2 Emissions: 6.7 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW