Acura drops a V-6 in the redesigned RDX

PHOENIX -- The redesigned RDX reflects lessons Acura has learned in the fledgling entry-premium crossover segment, which other luxury brands are only now entering.

The new RDX is larger than the first generation, and the turbo-four has been replaced with a V-6. The price has also been jacked up by nearly $1,500, even though the RDX is built in East Liberty, Ohio, and somewhat immune to the effects of the strong yen.

The basics: Acura customers gave a lot of pushback about driving a jerky turbo-four, especially those who had downsized from larger vehicles with smooth V-6 engines. So for this model change, Acura dropped in a V-6 with 33 more horsepower and better fuel economy, thanks to variable cylinder management. Its 0-to-60 mph time is 0.3 seconds quicker, at 7.3 seconds for front-wheel-drive models.

The new RDX adds a sixth gear ratio. The five lower gear ratios are much shorter, for quicker acceleration, but sixth gear is taller for freeway cruising.

Notable features: The electric power steering and some front suspension pieces like the torsion bar and lower A-arm are shared with the Honda CR-V. But the shock absorber pistons have secondary reactive dampers for a better ride than the CR-V.

Little else is common between the two similar-sized vehicles. Besides the engine, the front subframe, rear subframe and suspension also are different.

The instrument panel and center console follow the Acura design ethos: technical, smartly laid out, with a premium feel in the stalks and buttons.

Standard features include a moonroof, 18-inch wheels, keyless access, heated leather power seats, SMS text messaging and a 360-watt CD stereo with USB link and Pandora Internet radio. The back-up camera display is now integrated into the monitor, rather than the rear-view mirror.

What Acura says: "Empty-nest MDX owners don't want to go back to a four-cylinder engine," said Ichiro Sasaki, the RDX large project leader. "The turbo-four and five-speed transmission meant lag and slippage in the torque converter, which hurt fuel economy. A V-6 with variable cylinder management is much better suited for this car."

Compromises and shortcomings: The V-6 has less torque than the turbo-four — made obvious in the V-6 torque curve's flat spot between 2,500 and 3,500 rpm, which was implemented for fuel economy. Also, this is an old V-6, shared with the Odyssey minivan. A new-generation V-6 arrives later this year with the Honda Accord, and executives said a midcycle freshening may include the new engine family.

The market: Acura predicts the entry-premium crossover segment will grow from 186,000 units this year to 337,000 units by 2017. The RDX, an established nameplate, will be well-positioned to take advantage of this growth.

Acura will aim for young couples without children, as well as empty-nesters. But Acura missed the mark with its first-generation RDX, aiming for "urban achievers" in their 30s but instead attracting suburban baby boomers.

Acura hopes to sell 30,000 units a year, up from 15,196 last year and a peak of 23,356 in 2007. The new RDX goes on sale today, April 2.

The skinny: Despite some shared components, it doesn't feel like a CR-V. The doors close with a reassuring thunk. Second-row legroom is surprisingly spacious for a compact crossover, without sacrificing a commodious rear cargo area. The navigation system has a weather-warning overlay, which came in handy as the test group drove smack into a spring snowstorm. Driving both front- and all-wheel-drive versions in the snow, the RDX performed capably. This is a strong effort and a good sign for a brand needing a home run.