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" On-Sale Date: Now Price: $34,320 (FWD), $35,720 (AWD)  Competitors: Audi Q5, BMW X3, Cadillac SRX, Lexus RX350, Mercedes-Benz GLK, Volvo XC60  Powertrains: 3.5-liter V-6, 273 hp, 251 lb-ft; six-speed automatic, FWD or AWD  EPA Fuel Economy (city/hwy): 19\u201320/27\u201328  What&amp;#039;s New: Introduced in 2006, the RDX was Acura&amp;#039;s first premium compact crossover, a snarky little turbo hot rod with gunfighter reflexes and sports car moves. It seemed like a good idea\u2014but too few young urban professionals, the target customers, shared that view.  So here&amp;#039;s the sequel\u2014different concept, different persona, different target market. Where the first-gen RDX was hard-edged, the second generation is softer. The first gen delivered an exhilarating four-cylinder turbo surge, but the second gen delivers smooth V-6 power\u2014and more of it. The first gen was a street fighter. The second gen is an uptown sophisticate.   Tech Tidbit: The quest for fuel efficiency has led powertrain engineers to scrutinize mechanical elements they previously overlooked. Example: the RDX Overrunning Alternator Decoupler. Loosening the alternator belt is an old racing trick, but Acura&amp;#039;s system is more sophisticated. It automatically reduces belt tension by up to 30 percent to reduce system mechanical losses.  Driving Character: Acura&amp;#039;s new RDX is smooth, quiet, and nonintrusive. Contrary to industry trends toward turbocharged engines with fewer cylinders and less displacement, Acura has forsaken the original RDX&amp;#039;s 2.3-liter turbo four-cylinder for a naturally aspirated 3.5-liter V-6. It&amp;#039;s not quite as torquey as the turbo four, but at 273 hp it adds 33 ponies to the package. That&amp;#039;s enough to knock a tenth of a second or two off 0-to-60 sprints\u2014expect the RDX to post times in the low 6-second bracket. Expect more body roll, too. On balance, what emerges is a driving experience that is pleasant, comfortable, competent, and as memorable as a bowl of oatmeal. Favorite Detail: Cylinder deactivation under light-engine load isn&amp;#039;t a new fuel-saving feature, but smooth operation is rare when two cylinders quit firing, and even harder to achieve when half the holes are cold. The Acura&amp;#039;s system, however, is essentially seamless.  Driver&amp;#039;s Grievance: Electric power steering is becoming universal, thanks to the fuel-economy benefits, and some carmakers have built systems that provide road feel comparable to traditional hydraulic setups. Mazda&amp;#039;s new CX-5 is a good example of this. The RDX is not. The Acura requires more effort to steer as your speed increases, but tactile information is vague.  Bottom Line: The name&amp;#039;s the same, but that&amp;#039;s the only commonality between the new RDX and its predecessor. The second generation is a little bigger without gaining weight, thanks to extensive use of high-strength steel. Chassis rigidity and aerodynamic efficiency are improved, according to Acura, and the package is more refined\u2014a little roomier and a lot quieter, more comfortable, and attractive, with a nice array of standard luxury features. Suspension tuning is distinctly softer, and the powertrain is more sophisticated.  The new 3.5-liter V-6 doesn&amp;#039;t feel quite as eager, but it&amp;#039;s stronger, smoother, and, with its cylinder deactivation system, more fuel-efficient. The RDX will make 20 mpg city, 28 highway, according to the EPA (19/27 with all-wheel drive). The retuned suspension doesn&amp;#039;t make for a particularly stimulating dynamic experience, but the RDX is reasonably powerful, competent, and predictable.  Pricing figures to be another plus. The basic front-drive RDX lists for $34,420. Add $1400 for all-wheel drive. If you want navigation, check the Tech package box ($3700), which also includes voice recognition, a 60-gig hard drive, upgrade audio, and xenon HID headlamps. Even loaded, the RDX enjoys a substantial price advantage versus most of its competitors. "^^<http://www.w3.org/2001/XMLSchema#string>
<http://www.popularmechanics.com/cars/reviews/a7692/2013-acura-rdx-test-drive-9063316/>