2014 Acura RLX Test Drive

On-Sale Date: March 15, 2013

Base Price: $49,345

Competitors: Cadillac XTS, Infiniti M37, Lexus GS 350, Lexus ES 350, BMW 5 Series, Audi A6, Mercedes-Benz E-Class

Powertrains: 3.5-liter V-6, 310 hp, 272 lb-ft; 6-speed automatic; FWD

EPA Fuel Economy (city/hwy): 20/31

What's New: Acura's flagship, formerly the RL, is revamped after eight long years. Under the hood a direct-injection version of the Honda/Acura 3.5-liter V-6 replaces the old 3.7-liter, and makes 10 extra horsepower with massive 4 city/7 hwy mpg jumps in fuel economy. We'll do the math for you: 310 hp and 20/31 city/hwy fuel economy. The interior is similarly revolutionized, with 7-inch touchscreen ?Multi-Use Display? to supplement the main 8-inch screen and take the place of the myriad buttons that clutter other Acura center consoles.

This car will be known for its jewel-eye cluster of LED headlights, which literally glitter in the daylight. As for the rest of the styling, the best we can say about the RLX is that it looks better in person. Acura has taken a critical beating for some of its recent designs; perhaps as a reaction to that the RLX is perfectly inoffensive but lacks distinctive character, aside from those lamps. Overall length is about the same, but wheelbase and width both increase about 2 inches. Going back inside the car, those dimensions contribute to what Acura claims is best-in-class rear-seat legroom.

RLX buyers can choose from five trim levels: base, Navigation, Tech, Krell, and Advance. Each offers an increasing level of content and technology, but the mechanical bits remain the same. And trim levels from Tech on up come with insulated two-layer glass on the windshield and side windows.

Tech Tidbit: Where do we start? The RLX is packed with clever technology, even down to wheels that have a special noise-reducing resonator attached to the inside of the rim. There are active engine mounts for when the engine runs in a fuel-saving 3-cylinder mode. The doors have aluminum skins with steel inner panels, made using a new process that curls the two metals together at the edge for an impenetrable seam. Forward collision warning and lane-departure warning are standard; all-speed adaptive cruise control and active lane-keeping assist are optional. The RLX even has a capless fuel filler.

The biggest innovation on the RLX, though, is what Acura calls Precision All Wheel Steer (PAWS). Unlike other systems that move the rear wheels to help cornering, PAWS moves each rear wheel independently, up to 2 degrees. For enhanced stability the system makes the rear wheels toe-in under heavy braking, and at high speeds the rear wheels move in concert with the front for better stability. At low speeds, the rear wheels move opposite of the front to reduce the turning radius.

Driving Character: This is the front-wheel-drive car that doesn't feel like one, thanks to the extra agility provided by PAWS. Steering is accurate, if lacking in feedback in the way we've come to expect from electric-power-assisted systems such as this. The engine is strong, with an extra surge of power above 5000 rpm on the way to the 6800-rpm redline. But the RLX doesn't surprise you with it's quickness the way a high-horsepower V-8 or turbocharged six can make your eyes get big when you floor the accelerator. It's more of a smooth cruiser, with a quiet, comfortable ride and leather appointments nicer than most country clubs. And if your club happens to be near a twisty road, the RLX can handle well enough to scare the monocles off your 1-percenter friends. On our test drive, a portion of which occurred at Sonoma Raceway in Northern California, Acura provided a BMW 535i and Mercedes-Benz E350 for comparison on a small autocross. We wouldn't say the RLX beat the Germans, but it certainly belongs in the same company, which is an admirable feat.

Our test car was a fully-loaded Advance package, complete with an amazing 14-speaker Krell audio system that sounds so good that it makes the low audio quality of Pandora radio nearly unlistenable. Advance trim also includes lane keeping and active cruise control. The lane keeping, which uses the electric power steering to nudge the wheel, is one of the best we've ever encountered. It keeps the car centered in the lane with subtle adjustments and can even follow some curves. If not for a warning after 10 seconds, we could take our hands off the wheel for minutes at a time. Active cruise works less admirably, with some jerky brake modulation at low speeds and a reluctance to accelerate hard. But both systems together make for almost-automated driving, from highway speeds down to a stop and back up to speed again.

Favorite Detail: The headlights work as well as they look, lighting up the road like a surgery room. The multi-touch screen has haptic feedback, which means it buzzes slightly when touched to mimic the feel of a real button. Best of all, this touchscreen responds quickly, so when it switches to a keyboard for navigation inputs, the experience is one of convenience instead of frustration.

Driver's Grievance: For a high-tech flagship, the RLX is missing a few items on our wish list, like rear-seat climate control, auto high beams, and a larger digital display in the instrument cluster with more information than the small screen currently nestled between the tachometer and speedometer.

The Bottom Line: Acura's pitch for the RLX is to the customer that is looking for a certain level of value for the money. And the RLX offers a good mix of features, space, and performance for the price. In Tech trim, for $55,345, Acura says the RLX is about $5,000 less than a comparable-equipped German sedan. But top-of-the-line Advance trim, at $61,345, is the only way to get lane keeping and active cruise.

This is a great car, but not so brilliant that anybody will rush to trade in a German sedan. And the RLX is unlikely to turn many heads. Aside from the distinctive headlights, the styling is more forgettable than understated. In terms of performance, refinement, and general luxury the RLX is Acura's best car yet, but you might not notice it driving down the road. The biggest problem with the RLX is anonymity.

Source: http://www.popularmechanics.com/cars/motorcycles/reviews/2014-acura-rlx-test-drive-15104570?src=rss

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