The Acura RDX is all about sporty driving, which is why he uses a turbocharged four-cylinder engine to make its hearty 240 horsepower. This is the first turbocharged engine that produced Acura. It is 2.3 liters, and exited the Acura TSX, with numerous changes making an entirely different powerband.
Proving its commitment to the sport, the RDX utilizes a sequential five-speed automatic transmission with shift levers, an independent firm suspension turns, and patented Acura SH-AWD (Super Handling All Wheel Drive), which provides a more high power Outside the rear wheel under hard cornering, thus keeping the car online.
Proving its commitment to luxury, the RDX is trimmed in leather, fabric interior is not available, and it comes standard with other luxurious touches, such as a roof and power two climatic zones.
In short, the RDX is designed for drivers who do not want to compromise a turn for ride comfort (and therefore, the firm suspended), but want upscale accommodations. It is also someone who does not care about distinctive style or dramatic because the RDX resembles the Honda CR-V. Women, who are normally the Acura approach to the combination of a smooth ride and silky, with the performance, want to think twice about the RDX, given its firm suspension.
The RDX was launched as a 2007 model, and changes for 2008 include upgrades. The hands-free Bluetooth telephone interface comes standard on the 2008 models. Standard are a two-way position of the driver's seat memory and auto-dimming day / night rearview mirror. A new exterior color, polished metal Metallic, is available. If you are in Hawaii, lucky you, and now your RDX will have access to the navigation system of 1.7 million city and street names as well as access to AcuraLink Satellite Communication System with Real Time Traffic. The real-time traffic system now covers 76 major metropolitan areas with the addition of 32 more in 2008.
The Acura RDX is about one inch longer wheelbase than the Honda CR-V, the company non-small luxury sport utility vehicle, and two inches longer overall. The appearance of the two cars is quite similar that you can look at them and say that we expected to cost $ 10000 more than the other, in fact, some might think Honda is the most beautiful. The sculpture on the sides of RDX is free, and not dynamic, and less traditional than the CR-V, which appears to have some reason, at least.
The nose of the RDX is its most distinctive feature. The grille is large shallow vee, the Acura theme, but which is a subset black air with opposing angles, on horseback on the top of the bumper. It is the highest undisguised air, we can imagine. And under the bumper is another open air. The intermediary turbo under the hood needs a lot of air.
Behind the pillar C, there is a small window that you can not really discern because C is the mainstay in the dark and the window is stained dark. From the inside, it offers good visibility, no blind spots by looking over your shoulder.
The rear of the RDX resembles a Subaru Tribeca, a comment that, based on the opinion of most of Tribeca's Edsel-like tail, is something shy of a compliment. Between the rear lamps, sheet on the tailgate is molded in the shape of the vehicle, suggesting the new Acura symbol or theme. This sculpture around the great license plate indent, so that the proposal is quite subtle. You may have to look a long time, as we did, to see it.
Acura RDX The scoreboard waterfalls using colors, textures and levels. The top is wide and flat, black vinyl, there are three inches high titanium strip of plastic in the center core, broke through the screen, and bottom, it will become soft vinyl gray. The band at the top and plastic grained carefully raised crossed diagonal lines, a kind of diamond as a golf ball. So, there are three textures and three colors.
On the top center of the dashboard, tucked under the windshield, is a small digital display that shows the time of day, the radio station, adjusting temperature inside each side of the car , and where the vents are pointed. It is difficult to see in sunlight.
The navigation system is controlled by a big ugly knob in the center of the center stack. It grows in, up, down, left and right. Acura has an excellent reputation for its navigation systems. We found them among the best and easiest to use.
We found the back of a little blurry monitor, smoke in the night (what could be the smoke from fires backup), and often too dark to be useful, at dusk or covered days.
The perforated leather seats are comfortable, and the driver can perch in height to see in the short nose of the car. The 10-way power driver's seat has a dual function of memory for the post 2008, the passenger seat is manual. Both front seats are high and low heat. There's lumbar support, even if a wound still go back after four-hour drive with a lot of stress freeway stop-and-go.
The gauges are well lit at night, in blue and white. The tachometer is on the left, redline 6800, with an insert that shows turbocharger boost.
A high speed in the centre with a display of information in it, and on the right, a gauge of similar size, but contains only one indicator that the equipment is in the transmission, the higher the level of fuel. It would be nice if a temperature gauge that was in outer space, because, as it is, you may not know if the car is overheating to suspect it, and then checking the display of the Information inside the speedometer, scrolling to find other information.
The info display can also show wheels receiving power with the SH-AWD, or Super Handling All-Wheel Drive. The system sends more power to the rear wheel from the outside when the car in a turn aggressive, which maintains the line, of course, is exactly the time that you do not want to look down to check the display. There is also a display instantaneous fuel, a bar from 0 to 50, but we did not find that it is almost readable.
The EPA mileage is rated 17/22 mpg city / highway, and we got 17.6 miles per gallon (on premium fuel), with an average of 34 mph run stop-and-go on the highway at 80 mph when we broke. The fuel has not changed much after that, with the most frequently around town driving.
The more fun you can have with an Acura RDX was driving through the corner like a sports car. He has really done a good job in this regard. The paddle-shifting transmission shifts smoothly and obeys your driveway.
This is the first turbocharged car Acura has ever made. Honda has been the technology leader with small engines for a long time and this 2.3-liter turbo is about as high-tech as they come. The turbocharger changes in the power characteristics quite a lot of the most peaky Acura TSX, although this is not the right engine. There are 260 lb.-ft. of torque, and no turbo lag, but when the transmission is in the walk, he started at the top and bottom while driving casually climb. Apparently, the turbo, it is confusing, something that we had seen in the past with Volkswagen 2.0T turbo. To stop it, use sport, or manual mode.
In manual mode, the transmission obeys your commands, except when you downshift to an engine speed as it deems is too high, or upshift that she thinks is too low. Then, at least, you said it was rejected by flashing your input; some systems indicate that the car is in the speed you have chosen, even if they do not change it.
In stop-and-go highway traffic, we found it difficult to accelerate smoothly. Acura invented drive-by-wire throttle, and, because many other cars with the electronic system have also trigger hair-reducers, we wonder if the system still has some way to go. In any case, it is not for the RDX great commuter car in heavy traffic.
A greater flaw that quick transmission lever is unstable or hiking. A front-seat passenger was told she could feel every bump, especially on the highway. We could feel them, too. It was like a jolt, over the highway ridges.
Of course, the firmness of the suspension enables the RDX to accomplish as a sports car around corners. Acura brags that corner off a BMW X3, which has been developed on the circuit of Nurburgring in Germany. So good for the RDX. But is it worth the trade-off, if the suspension can also provide a comfortable ride on the highway? Maybe. You decide.
We drove an RDX in California, then spent a week in another RDX in the Northwest, just in time for the snow and ice. We tested the ABS with a slam on the brakes down a steep slope with snow lasts at 20 miles per hour. The response was wonderful, it took a long time to get the judgement, perhaps 100 feet, but we were able to fly anywhere we wanted, without slipping, while our foot was in puree pedal (as we looked at 10 inches of snow slide off the roof and down on the bonnet). We must point out that the P235/55R18 Michelin Pilot tires are considered high-performance all-season, which means they are not made for this sort of thing; all seasons usually means three seasons.
Then we went to a parking lot of slush, and attempted to shut down the gas hard donuts, in order to test the stability control, called VSA. The RDX just turned its tight circles, 39.1 feet without slipping. Pretty amazing.
A few days later, melting snow was frozen in sheer, lumpy ice. We returned to the foundation of our steep hill. The city has set up barriers because the road was considered dangerous. We drove around the barrier and charged uphill, considering that it is our duty to New Car Test Drive readers. It was fascinating to feel the all-wheel-drive work, and look at the display on the dashboard with bars that indicate the four tires was to the couple, based on how it was slippery under each tire at any time. The RDX fought, and once came to a complete stop, not running, simply close the throttle, because he could not find grip. The RDX slid backwards downhill on ice, with mashed the brake pedal, the ABS does not seem to work, perhaps because it had begun to shift from a dead stop , the sensors did not know that it was slippery. The RDX found a dry patch in a wheel, and when the wheel bit and kept on the patch, the vehicle turned perpendicular to the road.
The two front wheels were in a dry place. We gave him a lot of gas, turn their backs, climbing and looked for places that are not so cold. All-wheel drive, which can send 70 percent of its torque to the rear wheels, struggled for traction, the sensors of his computer playing the throttle and brakes on and off with four wheels, the speed of the flashpoint, and we made the Top. Great stuff, especially with those high-performance wide profile tires.
In winter conditions like these, you can not beat a high-tech vehicle with all-wheel drive, antilock brakes, electronic stability control, six airbags and xenon headlamps. Not to mention heated seats and heated mirrors.
The Acura RDX is a crossover compact sport-utility built over athletic performance as comfortable cruising. The 2.3-liter turbo four-cylinder engine is to produce 240 horsepower, and it is not totally tame. The company aims to turn the suspension, and not to make many compromises. The RDX has some desirable button inside the cabin and the quality of engineering, but buyers should make sure the trip and the response time is good enough for their daily driving.
Source: newcartestdrive
Proving its commitment to the sport, the RDX utilizes a sequential five-speed automatic transmission with shift levers, an independent firm suspension turns, and patented Acura SH-AWD (Super Handling All Wheel Drive), which provides a more high power Outside the rear wheel under hard cornering, thus keeping the car online.
Proving its commitment to luxury, the RDX is trimmed in leather, fabric interior is not available, and it comes standard with other luxurious touches, such as a roof and power two climatic zones.
In short, the RDX is designed for drivers who do not want to compromise a turn for ride comfort (and therefore, the firm suspended), but want upscale accommodations. It is also someone who does not care about distinctive style or dramatic because the RDX resembles the Honda CR-V. Women, who are normally the Acura approach to the combination of a smooth ride and silky, with the performance, want to think twice about the RDX, given its firm suspension.
The RDX was launched as a 2007 model, and changes for 2008 include upgrades. The hands-free Bluetooth telephone interface comes standard on the 2008 models. Standard are a two-way position of the driver's seat memory and auto-dimming day / night rearview mirror. A new exterior color, polished metal Metallic, is available. If you are in Hawaii, lucky you, and now your RDX will have access to the navigation system of 1.7 million city and street names as well as access to AcuraLink Satellite Communication System with Real Time Traffic. The real-time traffic system now covers 76 major metropolitan areas with the addition of 32 more in 2008.
The Acura RDX is about one inch longer wheelbase than the Honda CR-V, the company non-small luxury sport utility vehicle, and two inches longer overall. The appearance of the two cars is quite similar that you can look at them and say that we expected to cost $ 10000 more than the other, in fact, some might think Honda is the most beautiful. The sculpture on the sides of RDX is free, and not dynamic, and less traditional than the CR-V, which appears to have some reason, at least.
The nose of the RDX is its most distinctive feature. The grille is large shallow vee, the Acura theme, but which is a subset black air with opposing angles, on horseback on the top of the bumper. It is the highest undisguised air, we can imagine. And under the bumper is another open air. The intermediary turbo under the hood needs a lot of air.
Behind the pillar C, there is a small window that you can not really discern because C is the mainstay in the dark and the window is stained dark. From the inside, it offers good visibility, no blind spots by looking over your shoulder.
The rear of the RDX resembles a Subaru Tribeca, a comment that, based on the opinion of most of Tribeca's Edsel-like tail, is something shy of a compliment. Between the rear lamps, sheet on the tailgate is molded in the shape of the vehicle, suggesting the new Acura symbol or theme. This sculpture around the great license plate indent, so that the proposal is quite subtle. You may have to look a long time, as we did, to see it.
Acura RDX The scoreboard waterfalls using colors, textures and levels. The top is wide and flat, black vinyl, there are three inches high titanium strip of plastic in the center core, broke through the screen, and bottom, it will become soft vinyl gray. The band at the top and plastic grained carefully raised crossed diagonal lines, a kind of diamond as a golf ball. So, there are three textures and three colors.
On the top center of the dashboard, tucked under the windshield, is a small digital display that shows the time of day, the radio station, adjusting temperature inside each side of the car , and where the vents are pointed. It is difficult to see in sunlight.
The navigation system is controlled by a big ugly knob in the center of the center stack. It grows in, up, down, left and right. Acura has an excellent reputation for its navigation systems. We found them among the best and easiest to use.
We found the back of a little blurry monitor, smoke in the night (what could be the smoke from fires backup), and often too dark to be useful, at dusk or covered days.
The perforated leather seats are comfortable, and the driver can perch in height to see in the short nose of the car. The 10-way power driver's seat has a dual function of memory for the post 2008, the passenger seat is manual. Both front seats are high and low heat. There's lumbar support, even if a wound still go back after four-hour drive with a lot of stress freeway stop-and-go.
The gauges are well lit at night, in blue and white. The tachometer is on the left, redline 6800, with an insert that shows turbocharger boost.
A high speed in the centre with a display of information in it, and on the right, a gauge of similar size, but contains only one indicator that the equipment is in the transmission, the higher the level of fuel. It would be nice if a temperature gauge that was in outer space, because, as it is, you may not know if the car is overheating to suspect it, and then checking the display of the Information inside the speedometer, scrolling to find other information.
The info display can also show wheels receiving power with the SH-AWD, or Super Handling All-Wheel Drive. The system sends more power to the rear wheel from the outside when the car in a turn aggressive, which maintains the line, of course, is exactly the time that you do not want to look down to check the display. There is also a display instantaneous fuel, a bar from 0 to 50, but we did not find that it is almost readable.
The EPA mileage is rated 17/22 mpg city / highway, and we got 17.6 miles per gallon (on premium fuel), with an average of 34 mph run stop-and-go on the highway at 80 mph when we broke. The fuel has not changed much after that, with the most frequently around town driving.
The more fun you can have with an Acura RDX was driving through the corner like a sports car. He has really done a good job in this regard. The paddle-shifting transmission shifts smoothly and obeys your driveway.
This is the first turbocharged car Acura has ever made. Honda has been the technology leader with small engines for a long time and this 2.3-liter turbo is about as high-tech as they come. The turbocharger changes in the power characteristics quite a lot of the most peaky Acura TSX, although this is not the right engine. There are 260 lb.-ft. of torque, and no turbo lag, but when the transmission is in the walk, he started at the top and bottom while driving casually climb. Apparently, the turbo, it is confusing, something that we had seen in the past with Volkswagen 2.0T turbo. To stop it, use sport, or manual mode.
In manual mode, the transmission obeys your commands, except when you downshift to an engine speed as it deems is too high, or upshift that she thinks is too low. Then, at least, you said it was rejected by flashing your input; some systems indicate that the car is in the speed you have chosen, even if they do not change it.
In stop-and-go highway traffic, we found it difficult to accelerate smoothly. Acura invented drive-by-wire throttle, and, because many other cars with the electronic system have also trigger hair-reducers, we wonder if the system still has some way to go. In any case, it is not for the RDX great commuter car in heavy traffic.
A greater flaw that quick transmission lever is unstable or hiking. A front-seat passenger was told she could feel every bump, especially on the highway. We could feel them, too. It was like a jolt, over the highway ridges.
Of course, the firmness of the suspension enables the RDX to accomplish as a sports car around corners. Acura brags that corner off a BMW X3, which has been developed on the circuit of Nurburgring in Germany. So good for the RDX. But is it worth the trade-off, if the suspension can also provide a comfortable ride on the highway? Maybe. You decide.
We drove an RDX in California, then spent a week in another RDX in the Northwest, just in time for the snow and ice. We tested the ABS with a slam on the brakes down a steep slope with snow lasts at 20 miles per hour. The response was wonderful, it took a long time to get the judgement, perhaps 100 feet, but we were able to fly anywhere we wanted, without slipping, while our foot was in puree pedal (as we looked at 10 inches of snow slide off the roof and down on the bonnet). We must point out that the P235/55R18 Michelin Pilot tires are considered high-performance all-season, which means they are not made for this sort of thing; all seasons usually means three seasons.
Then we went to a parking lot of slush, and attempted to shut down the gas hard donuts, in order to test the stability control, called VSA. The RDX just turned its tight circles, 39.1 feet without slipping. Pretty amazing.
A few days later, melting snow was frozen in sheer, lumpy ice. We returned to the foundation of our steep hill. The city has set up barriers because the road was considered dangerous. We drove around the barrier and charged uphill, considering that it is our duty to New Car Test Drive readers. It was fascinating to feel the all-wheel-drive work, and look at the display on the dashboard with bars that indicate the four tires was to the couple, based on how it was slippery under each tire at any time. The RDX fought, and once came to a complete stop, not running, simply close the throttle, because he could not find grip. The RDX slid backwards downhill on ice, with mashed the brake pedal, the ABS does not seem to work, perhaps because it had begun to shift from a dead stop , the sensors did not know that it was slippery. The RDX found a dry patch in a wheel, and when the wheel bit and kept on the patch, the vehicle turned perpendicular to the road.
The two front wheels were in a dry place. We gave him a lot of gas, turn their backs, climbing and looked for places that are not so cold. All-wheel drive, which can send 70 percent of its torque to the rear wheels, struggled for traction, the sensors of his computer playing the throttle and brakes on and off with four wheels, the speed of the flashpoint, and we made the Top. Great stuff, especially with those high-performance wide profile tires.
In winter conditions like these, you can not beat a high-tech vehicle with all-wheel drive, antilock brakes, electronic stability control, six airbags and xenon headlamps. Not to mention heated seats and heated mirrors.
The Acura RDX is a crossover compact sport-utility built over athletic performance as comfortable cruising. The 2.3-liter turbo four-cylinder engine is to produce 240 horsepower, and it is not totally tame. The company aims to turn the suspension, and not to make many compromises. The RDX has some desirable button inside the cabin and the quality of engineering, but buyers should make sure the trip and the response time is good enough for their daily driving.
Source: newcartestdrive
No comments:
Post a Comment