ACURA RDX

[Smaranda Florin Senior Member Find all posts View Profile Close Smaranda Florin]

Mama ce buna ar fi masinuta asta pentru Europa cu un I-dtec la 180 de caluti sau poate 200. Cred ca motorasul asta poate 200.

[tokyodream Senior Member Find all posts View Profile Close tokyodream]

2010 Acura RDX Tech - the Right SUV for These Times



http://www.familycarguide.com/blog/1...or-these-times




There are so many options in choosing a crossover or pure sport utility vehicle these days. How on earth does anyone make a choice? While some folks think larger is better, I have found some smaller SUVs that do the job of carrying people and their belongings just as well as larger machines – plus there’s always the mileage factor and those ever-rising summer fuel prices. A good choice is the 2010 Acura RDX, the upscale manufacturer’s entry-level vehicle in the model range. This SUV leaves a proper footprint in world tending toward ecological balance. It’s 182.5 inches long, 73.6 inches wide, stands 65.1 inches tall on a 104.3-inch wheelbase. Offered this year as a front-wheel-drive (as well as SH all-wheel-drive) version, the 2010 Acura RDX Tech FWD weighs 3752 pounds, retains 6.3-inches of ground clearance and has a nice turning circle of 39.2 feet. Under-the-hatch storage is 27.8 cubic feet, expandable through the rear seats’ 60/40-fold to 61 cubes. It’s not best in class but it’s usable volume, and isn’t that what matters? Good driving manners are important to the experience and that’s where the Acura RDX shines. While it has the tall body of an SUV, its willing 2.3-liter inline four-cylinder turbocharged engine gives this machine sufficient power to launch into traffic, helped by 260- lb-ft of torque at 4500 rpm and 240 horsepower at 6000. And it’ll tow 1500 pounds. A five-speed automatic transmission with sequential sport-shift is standard on the 2010 RDX; I might have preferred a six-speed automatic but cruising at 70 mph yields all of 2000 rpm from the engine and 75 ups that to 2200 en route to a 6500-rpm redline. This gearing gives the transmission rather long legs and certainly enhances fuel mileage of 19/24-mpg from the 18-gallon tank. Acura prefers premium fuel for the RDX. The 2010 RDX Tech as driven comes in a beautiful white diamond pearl exterior with a subdued taupe interior that features perforated sport seats for the front seat occupants that are both comfortable and fully supportive. The driver has dual memories to other operators a chance to have fun in the RDX and power lumbar support. Lateral support is a bit lacking on this car. Gauges are black with a blue rim and include 160-mph speedometer, fuel, boost, gear indicator and tachometer. The temperature gauge has been banished to the central information center. The central stack includes a well-hooded navigation system with its controls beneath the screen, along with air outlets and heating, air conditioning and ventilation controls. Below that are audio buttons – there’s XM satellite radio free for the first three months. The leather wrapped steering wheel is a virtual hub of information with audio buttons on the left spoke, cruise control on the right, phone operation on the lower left and info center on the lower right. The included paddle shifters on the steering wheel revert to Drive if not used rapidly on the fly. Front windows have 1-touch down/up capabilities and the automatic headlamps are very sensitive to changing light. Acura fits a one-touch moonroof for this version of the RDX. A display above the navigation system gives driver/passenger temperatures, audio information and clock. Outside temp is on display below the speedometer with both trip odometers and the overall odometer. This Acura RDX Tech had just over 2300 miles on it at pickup; it felt tight and all seams were uniform. The power from RDX’s turbocharged four-cylinder is more than ample to keep a smile on any driver’s face. It does cut-and-thrust in traffic quite nicely and the gearing is right for the power band. All-independent MacPherson front and multi-link rear suspension are firm but not jarring, aside from when the road surface is nasty. It’s important to have feedback into the cabin that isn’t pervasive, and Acura’s RDX fits the bill. Variable assist rack and pinion power steering is a bit on the light side but is precise. Acura fits big Michelin P235/55R rubber on twinned, five-spoke 18-inch alloy rims. They might add to the firmness of the ride on this crossover. Brakes are excellent with all-wheel ABS, electronic brake distribution and brake assist. Acura fits dual-stage front airbags, side bags for front-seat occupants and head curtain protection with rollover sensors. There is vehicle stability assist, tire pressure monitoring and daytime running lights for passive safety. Acura achieves five-star ratings for frontal and side crashes from the Feds. The entry fee of the 2010 Acura RDX Tech is $36,430 including freight. There are no additional fees on the docket, but Acura notes the Tech package includes the navigation system with voice recognition and rearview camera, Real Time traffic and weather as well as the surround sound audio system with 10 speakers, 6-CD changer and dual-zone automatic climate control. Acura warrants the RDX for four years or 50,000 miles and powertrain coverage merits six years or 70,000 miles. It’s easy to like the size and the capabilities of the 2010 Acura RDX Tech. It’s very entertaining to drive, has a peppy engine and is agile over the road. Acura makes the choice of its smallest SUV/crossover an easy one. © 2010





Enlarge Photo




Enlarge Photo


There are so many options in choosing a crossover or pure sport utility vehicle these days. How on earth does anyone make a choice?
While some folks think larger is better, I have found some smaller SUVs that do the job of carrying people and their belongings just as well as larger machines – plus there’s always the mileage factor and those ever-rising summer fuel prices.

A good choice is the 2010 Acura RDX, the upscale manufacturer’s entry-level vehicle in the model range. This SUV leaves a proper footprint in world tending toward ecological balance. It’s 182.5 inches long, 73.6 inches wide, stands 65.1 inches tall on a 104.3-inch wheelbase.

Offered this year as a front-wheel-drive (as well as SH all-wheel-drive) version, the 2010 Acura RDX Tech FWD weighs 3752 pounds, retains 6.3-inches of ground clearance and has a nice turning circle of 39.2 feet. Under-the-hatch storage is 27.8 cubic feet, expandable through the rear seats’ 60/40-fold to 61 cubes. It’s not best in class but it’s usable volume, and isn’t that what matters?

Good driving manners are important to the experience and that’s where the Acura RDX shines. While it has the tall body of an SUV, its willing 2.3-liter inline four-cylinder turbocharged engine gives this machine sufficient power to launch into traffic, helped by 260- lb-ft of torque at 4500 rpm and 240 horsepower at 6000. And it’ll tow 1500 pounds.

A five-speed automatic transmission with sequential sport-shift is standard on the 2010 RDX; I might have preferred a six-speed automatic but cruising at 70 mph yields all of 2000 rpm from the engine and 75 ups that to 2200 en route to a 6500-rpm redline. This gearing gives the transmission rather long legs and certainly enhances fuel mileage of 19/24-mpg from the 18-gallon tank. Acura prefers premium fuel for the RDX.

The 2010 RDX Tech as driven comes in a beautiful white diamond pearl exterior with a subdued taupe interior that features perforated sport seats for the front seat occupants that are both comfortable and fully supportive. The driver has dual memories to other operators a chance to have fun in the RDX and power lumbar support. Lateral support is a bit lacking on this car.

Gauges are black with a blue rim and include 160-mph speedometer, fuel, boost, gear indicator and tachometer. The temperature gauge has been banished to the central information center. The central stack includes a well-hooded navigation system with its controls beneath the screen, along with air outlets and heating, air conditioning and ventilation controls. Below that are audio buttons – there’s XM satellite radio free for the first three months.

The leather wrapped steering wheel is a virtual hub of information with audio buttons on the left spoke, cruise control on the right, phone operation on the lower left and info center on the lower right. The included paddle shifters on the steering wheel revert to Drive if not used rapidly on the fly. Front windows have 1-touch down/up capabilities and the automatic headlamps are very sensitive to changing light. Acura fits a one-touch moonroof for this version of the RDX.

A display above the navigation system gives driver/passenger temperatures, audio information and clock. Outside temp is on display below the speedometer with both trip odometers and the overall odometer. This Acura RDX Tech had just over 2300 miles on it at pickup; it felt tight and all seams were uniform.


The power from RDX’s turbocharged four-cylinder is more than ample to keep a smile on any driver’s face. It does cut-and-thrust in traffic quite nicely and the gearing is right for the power band.


All-independent MacPherson front and multi-link rear suspension are firm but not jarring, aside from when the road surface is nasty. It’s important to have feedback into the cabin that isn’t pervasive, and Acura’s RDX fits the bill. Variable assist rack and pinion power steering is a bit on the light side but is precise. Acura fits big Michelin P235/55R rubber on twinned, five-spoke 18-inch alloy rims. They might add to the firmness of the ride on this crossover.


Brakes are excellent with all-wheel ABS, electronic brake distribution and brake assist. Acura fits dual-stage front airbags, side bags for front-seat occupants and head curtain protection with rollover sensors. There is vehicle stability assist, tire pressure monitoring and daytime running lights for passive safety. Acura achieves five-star ratings for frontal and side crashes from the Feds.


The entry fee of the 2010 Acura RDX Tech is $36,430 including freight. There are no additional fees on the docket, but Acura notes the Tech package includes the navigation system with voice recognition and rearview camera, Real Time traffic and weather as well as the surround sound audio system with 10 speakers, 6-CD changer and dual-zone automatic climate control. Acura warrants the RDX for four years or 50,000 miles and powertrain coverage merits six years or 70,000 miles.


It’s easy to like the size and the capabilities of the 2010 Acura RDX Tech. It’s very entertaining to drive, has a peppy engine and is agile over the road. Acura makes the choice of its smallest SUV/crossover an easy one.


© 2010 Anne Proffit

[tokyodream Senior Member Find all posts View Profile Close tokyodream]

Test Drive: 2010 Acura RDX

http://www.canadiandriver.com/2010/0...-acura-rdx.htm

The Acura RDX is an odd duck: not only is it the single Honda/Acura vehicle to use a turbocharged engine, it’s also the only luxury crossover with four-cylinder power. This is a class of vehicle where the number of cylinders seems to be perceived as a selling point: if it doesn’t have six or eight of them under the hood, then it must be somehow inadequate.
The 2.3-litre turbo motor, which is unique to the RDX, makes 240 horsepower and 260 lb-ft of torque, the same numbers it sported at the RDX’s introduction in 2007. In 2010, that put it near the back of the pack, specs-wise, against competition like the Audi Q5, Mercedes GLK 350 and Infiniti EX, whose base models all have horsepower ratings ranging from 268 to nearly 300. More competitive is the RDX’s standard use of Acura’s Super Handling All-Wheel Drive system, a capable setup that can not only split power between the front and rear axles, but also between the left and right rear wheels, in order to enhance the car’s high-speed handling. Notable is the availability of a front-drive RDX in the U.S. for 2010, but we don’t get that model here.






2010 Acura RDX Tech. Click image to enlarge


What we do get is a mid-cycle refresh that brings new front and rear end styling, including the brand’s new trademark grille, and a few new standard features, including a backup camera (which used to be part of the optional Technology Package), automatic headlights, USB connector for the stereo, Bluetooth connectivity, compass and ambient footwell lighting. Pricing starts at $39,900; my tester had the only upgrade, the Technology Package of navigation and a premium stereo, which bumps the price tag to $42,900.
In spite of its horsepower disadvantage, the RDX moves smartly enough when asked to boogie, but drivers used to the smooth refinement of six-pot power might be put off by this car’s slightly buzzy four-cylinder. It’s not that there’s much engine noise (there isn’t), but more of an issue is the motor’s turbo lag, a phenomenon that affects some turbocharged engines in which there’s a delay between throttle application and boosted acceleration. When the turbo does spool up, an audible whooshing sound (created by the pressurized air being forced into the engine by the turbo) makes it into the cabin; this, in spite of a new, thicker air inlet pipe (according to Acura) designed to reduce that very sound.
Get past the turbo lag, and the engine rewards lead-foot drivers with brisk acceleration that belies the fact that this Acura is two cylinders short compared to its competition. According to Acura’s specs, the engine’s 260 lb-ft of torque peaks at 4,500 rpm, but when the turbo is spinning, there’s loads of it available from well under 3,000 rpm, so you’ll never hurt for squirt when you need to merge or pass in highway traffic. Natural Resources Canada’s official fuel consumption figures are 11.7/8.7 L/100 km; my well-broken-in tester (it had almost 9,000 km on the clock when I picked it up) averaged 12.0 in a warm spring week in which I spent almost half my driving time on Ottawa’s Highway 417. Acura claims that the RDX’s four-cylinder engine aims to provide six-cylinder power without the fuel consumption penalty, but my real-world result wasn’t much better, if at all, than I’d expect from a small, six-cylinder crossover. In fact, a Nissan Murano I drove last summer averaged 12.5 L/100 km in my hands.
The RDX comes with just one transmission, a five-speed automatic with a manual shift mode and paddle shifters.

Acura attempts to put the “sport” in sport utility with the RDX’s firm ride. It’ll please drivers getting into the RDX from a sports car, and it does lend itself to sharp handling, but comfort on rough roads suffers. The steering is satisfying enough, but dynamically, the brakes are the real star, with near-perfect pedal feel and binders that are never grabby.
Comfort thrives inside the RDX, where the driver and front passenger get great seats and good space considering the car’s tidy dimensions. Likewise, the rear seat isn’t large, but it’s plenty roomy for two passengers; filling all three rear seatbelts would make for a tight fit, width-wise.
The RDX’s instrument cluster is my favourite part of the dash, with big, readable gauges that remind me of Honda displays from years past. The only questionable piece is the turbo boost gauge that does more to provide a visual indicator of the engine’s turbo lag than any useful information; an engine coolant temperature gauge would be handier.
Otherwise, the interior, like many newer high-end Honda and Acura products, lacks the ergonomic simplicity of Hondas of the past. This dash isn’t as button-heavy as many of this car’s siblings, but there are some annoying features, like the way the climate controls are split up on either side of the main navigation control knob, and the placement of the radio, low on the centre stack. The Technology Package’s navigation system controls are to blame for displacing the radio, which is better situated, higher up, in non-navi models. Tech Package cars also get an extra dash-top display for radio and climate control information, which shows up in the main dash screen in the base model.





2010 Acura RDX Tech. Click image to enlarge







At first glance, small-item storage is at a premium, until you notice the small covered compartments in the front-door armrests. Their position, ahead of the door pulls, is a little awkward, though. The centre console bin is huge, but the cover is hinged on the passenger side, which makes it easy for the driver to access, but not the front seat passenger. Also, the cover doesn’t like to stay open on its own.
Cargo space is generous, and the rear seats fold almost flat for extra space, but only after the bottom cushions are flipped forward and out of the way. The niftiest feature of the cargo area is the hard privacy cover, which, when not needed, fits neatly into the cargo floor. It’s a solution elegant in its simplicity, even next to a compact soft, roll-up cover, which can’t be as easily stowed when removed.
The RDX is an entertaining ride that scores well in performance and comfort, even against well-sorted competition like the BMW X3, Audi Q5 and the less-expensive Mazda CX-7. Its pricing and standard feature list are attractive, too, but, it’s hard to ignore the fact that Acura is the only automaker pushing a four-cylinder engine in the small luxury crossover segment – not to mention one whose peaky nature and lack of refinement let the RDX down next to the smoother, stronger sixes found elsewhere in the segment.
The most puzzling thing is that Acura has an engine – the 3.5-litre, 280-horsepower V6 used in the TL and TSX sedans – that would make this car a real winner. If the RDX had that motor under its hood, I’d recommend it as an easy equal to any of its competitors; as it stands, though, this little Acura is too much of a misfit to earn my love.

Pricing: 2010 Acura RDX

Base price: $39,990
Options: $3,000 (Technology Package of voice-activated navigation system and 410-watt, ten-speaker stereo)
A/C tax: $100
Freight: $1,895
Price as tested: $44,985




Specifications

Buyer’s Guide: 2010 Acura RDX
Competitors
Buyer’s Guide: 2010 Audi Q5
Buyer’s Guide: 2010 BMW X3
Buyer’s Guide: 2010 Cadillac SRX
Buyer’s Guide: 2010 Infiniti EX 35
Buyer’s Guide: 2010 Land Rover LR2
Buyer’s Guide: 2010 Lexus RX
Buyer’s Guide: 2010 Volkswagen Tiguan
Buyer’s Guide: 2010 Volvo XC60 Crash test results
National Highway Traffic Safety Administration (NHTSA)
Insurance Institute for Highway Safety (IIHS)

[tokyodream Senior Member Find all posts View Profile Close tokyodream]

2010 Acura RDX


By Lori Hindman

Mother Proof
May 13, 2010

Acura's RDX got a mini-facelift for 2010. Just a nip here and a tuck there and this luxury SUV is ready to face the world.

I liked the 2009 RDX; I thought it was cute and fun to drive, if not exactly economical. For 2010, the folks at Acura decided they'd had enough with the cute and sharpened the RDX's exterior. They also made a few changes on the inside to make life easier, and for that, I thank them. They added a couple of mpg's to the engine and a standard backup camera that works like a charm. With all of the changes, the RDX is still fun to drive and offers just enough luxury at a reasonable price.

The RDX isn't the kind of vehicle that you drive mindlessly. Its turbo engine and tight suspension make sure that you're focused on your driving. I found that I had to be extra cautious when accelerating since there are two parts to the RDX's get-up-and-go. First, it goes and then it really goes. That's a turbo for you. It's most useful when you are merging onto a freeway or passing another vehicle. It's less useful in city driving. It always seemed a bit jumpy to me. Although never out of control or scary, stepping on the gas in the RDX is always exciting. Driving around in my mountainous hometown, I liked having the firm, sporty suspension, but when I was in the city, I felt every bump in the road. I also remembered how much I hate speed bumps.

The RDX starts at $32,520, but my test car, which came with the Technology Package, cost $36,460.

EXTERIOR

When I say that the RDX got a facelift, I mean literally. Acura lifted the five-seater's face up, and now the RDX has a better "entry angle," so you won't scrape the front fender when entering a steep driveway. The headlights are bigger, as is the brushed-metal grille. It's bolder and stronger looking than before, but oddly, the whole effect is to make the RDX's front end look more like a happy face.



What made me smile was the RDX's 240-horsepower, turbocharged 2.3-liter inline-four-cylinder engine. I was a less happy to learn that it gets an EPA-estimated 17/22 mpg city/highway and uses premium gas.

Getting in and out was pretty easy for everyone since the RDX sits a bit higher than a sedan, but not as high as a full-sized SUV. My kids had no issues opening or closing their doors, and in the rear, the liftgate has a new inset handle to make closing it easier for the less statuesque among us.

During my daily adventures, I though the RDX had plenty of cargo room, and I liked the removable hard cargo cover that kept my stuff out of sight. But when we took the RDX on the road for a weeklong trip to Grandma's house, getting all our gear in was a squeeze. Even though we weren't bringing a stroller or anything bulky, I had to remove the cargo cover to get it all to fit in the RDX. Fortunately, the cover fits perfectly on the cargo area floor, so it wasn't much of an issue.



IT'S THE LITTLE THINGS THAT COUNT

Storage Compartments (Puny, Fair, Ample, Galore): Ample
Cargo/Trunk Space (Puny, Fair, Ample, Galore): Fair

INTERIOR

The inside of the RDX doesn't exactly measure up to other luxury SUVs, but neither does its moderate price tag, so I can't complain. Honestly, the RDX is perfectly comfortable and has all the luxury this mom needs.



There's plenty of storage in the front seat for all the necessities, with deep door bins and a smaller covered bin in the door's armrest. The center console has a top tray and a deep bin that can swallow a full pack of wipes, a big ol' camera and various cords and chargers. Or you can put your purse in it. I went with the first method. There are two covered cupholders for the front row and two in the backseat's armrest.

The leather-wrapped steering wheel felt good in my hands, although I had to put more effort into steering than I'm used to. I suppose that's intended to increase the sporty feel of the drive, but I wish it were a bit easier.

My test car was equipped with the Technology Package, which includes a navigation system, dual-zone automatic climate control and a great 10-speaker audio system with XM Satellite Radio. The USB interface let me navigate my iPod's music through the stereo's controls. The navigation system was easy to use, either with the central control knob or voice control. The AcuraLink system put traffic and weather information right on the screen. Once I set it up the Bluetooth connection, it worked perfectly. Connecting my cell phone was a long process, but definitely worth it since I live in a "hands-free" state.

Even though there's no rear entertainment system in the RDX, my kids were as happy in the backseat as I was in the front. The backseat is roomy enough for three. My kids had plenty of legroom, but they're still young. While it's not exactly a squeeze, teens and adults might like a bit more space.

SENSE AND STYLE

Family Friendly (Not Really, Fair, Great, Excellent): Great
Fun-Factor (None, Some, Good Times, Groove On): Groove On

SAFETY

As much fun as the RDX is to drive, its safety features are no less impressive. There's an optional all-wheel-drive RDX that has Acura's Super-Handling All-Wheel Drive, which improves this compact SUV's handling and response. I tested the front-wheel-drive version; it held the road beautifully in rainy weather, party due to its standard traction control and electronic stability control. The RDX also has standard antilock brakes with brake assist and six airbags, including side curtains for both rows.

The RDX has two sets of Latch connectors, which aren't immediately visible. However, they are easy enough to find and reach. The backseat is wide and mostly flat, which makes installing child-safety seats and booster seats a breeze. There's enough room to fit a rear-facing convertible or infant-safety seat. The seat belt receptors are firm, not floppy, and sit up high, so no one had to search or scoot their boosters around to get buckled.

I also appreciated that there were three-point seatbelts for all. The center rear seat belt comes out of the top of the seat, so there's nothing to impede the view out of the rear window.

Get more safety information about the 2010 Acura RDX here.




http://www.cars.com/acura/rdx/2010/r...&revlogtype=22

[Marius -Iulian Senior Member Find all posts View Profile Close Marius -Iulian]

una peste alta dupa 4 ani pe piata RDX-ul nu a avut mare succes comercial si inca nu a fost echipata cu transmisia auto in 6 trepte. X3 si Q5 se vand mult mai bine si de anul asta chiar si Volvo XC60. masina are nevoie de un refresh si probabil ar trebui oferita in 2 motorizari ( 2.4 DOHC VTEC si acest turbo poate fi upgradat la 260-270CP).

[Marius -Iulian Senior Member Find all posts View Profile Close Marius -Iulian]

noul RDX a fost lansat in Detroit. In primul rand aspectul exterior este semnificativ imbunatatit. Va fi echipat cu un motor V6 de 3.5l ( nu e clar daca va fi noua generatie cu injectie directa - in sfarsit Honda s-a hotarat sa extinda DI, caruia i-a fost unul dintre pionieri - in Japonia modele DI au fost pe piata din 2003-2004 parca, alaturi de GDI-ul Mitsubishi), o transmisie in 6 trepte si un sistem AWD mai usor dar si mai simplu (in fapt similar celui de pe CR-V). per total masina va f ceva mai puternica si mai economica.

http://www.motorauthority.com/news/1...oit-show-video

asamblarea va continua sa fie facuta in Marysville una din suburbiile capitalei statului Ohio - Columbus.

[hondatu Administrator Find all posts View Profile Close hondatu]

Posibil sa ai dreptate, posibil sa n-ai, cert e ca Mitsu a lansat GDI in 1995, HONDA, doar in Japonia, abia la a doua generatie a lui Stream (deci cel putin 2006).
Daca a mai fost cineva intre ei, nu stiu, dar atunci HONDA pica de la pionierat, daca nu inseamna ca au fost niste pioneri (mai cu intarziere, dar au fost).
E greu de apreciat daca acest 3.5L V6 va dispune deja de DI, pana la lansarea pe piata mai fiind ceva timp, dar parca as inclina spre un "nu" pentru inceput (pana la facelift?).
Imi place designul acestei noi generatii, evoluat dar placut, mai ramane de vazut pe viu.

[Marius -Iulian Senior Member Find all posts View Profile Close Marius -Iulian]

mda, ai dreptate ca au cam picat de la pionierat ( big time ! )... :d: se pare ca tot Bosch sunt primii care au venit cu un sistem pt. auto inca din anii '50 dupa ce primele motoare de serie cu DI apartin tot industriei germane aeronautice ( desi inventatorul e un suedez).

http://en.wikipedia.org/wiki/Gasolin...e-honda2003-32

Stream cu DI a fost lansat insa in dec 2003.

http://world.honda.com/news/2003/4031127.html

oricum mai merita remarcat ca Honda a pierdut ocazia sa upgradeze 2.4l turbo de pe RDX cu injcetie directa. Il puteau usor duce catre 260-280CP si un cuplu mai suculent decat cel al V6-lui si eficienta termic mai buna... Q5-ul se misca foarte bine cu 200CP ai 2.0TFSI.

[tokyodream Senior Member Find all posts View Profile Close tokyodream]

http://www.youtube.com/watch?v=g_dlb...layer_embedded

http://content.usatoday.com/communit...al-departure/1

http://www.caranddriver.com/news/201...+and+Driver%29

http://carscoop.blogspot.com/2012/01...-2013-rdx.html

[hondatu Administrator Find all posts View Profile Close hondatu]

oricum mai merita remarcat ca Honda a pierdut ocazia sa upgradeze 2.4l turbo de pe RDX cu injcetie directa. Il puteau usor duce catre 260-280CP si un cuplu mai suculent decat cel al V6-lui si eficienta termic mai buna... Q5-ul se misca foarte bine cu 200CP ai 2.0TFSI.

Nici mie nu mi-e clar de ce i-au plantat acest V6 cand la acel 2.3 Turbo mai putea face una, alta. Cu cine se va bate acel V6 la clasa asta?

Multumim Florine!

[LoDRpR Senior Member Find all posts View Profile Close LoDRpR]

Interesant, exteriorul mi se pare imbunatatit fata de modelul curent (afara de grila pe care as schimba-o instant), insa interiorul mi se pare ca l-au stricat rau.. consola actuala este mult mai reusita dupa gustul meu

La motorizare se pare ca revin la tehnologie non-turbo, cu toate ca actualul 2.3 i-VTEC turbo nu are probleme si e foarte bine dimensionat pentru masina.
Un plus mult asteptat este insa cutia cu automata 6 trepte .. aici sincer au intarziat nejustificat de mult.

Avand in vedere sistemul de impozitare de la noi, un motor de 3.x este destul de costisitor; insa sunt sigur ca nu ne-au luat in calcul cand au luat decizia

[Turkish Senior Member Find all posts View Profile Close Turkish]

Pai tie cat iti ia motorul de 2.4 turbo in regim urban LODRpR?

[LoDRpR Senior Member Find all posts View Profile Close LoDRpR]

e de 2.3 motorul de pe actualul model, iar in Bucuresti consuma undeva intre 15 si 17 in ultima vreme.

Nu te lua dupa ce scriu americanii despre consumuri ca nu bate, au alta benzina acolo. Eu ma uit si pe un forum american Acura, iar consumul meu e singurul care "sare calul".

[Turkish Senior Member Find all posts View Profile Close Turkish]

eu am un prieten care are Legend si in regim urban, la condus mai lejer ia cam 17-18
poate ca au facut oamenii niste teste si, mai ales cu o cutie noua, care poate e mai economica, motorul de 3,6 sau 3,7 cat va fi el poate consuma tot in zona 17 (adica similar celui de 2.3 turbo)
in aceste conditii singurul dezavantaj este impozitul (in RO ca in state nu e nicidecum atat de mare)

ma gandesc ca asa au ajuns la decizia cu mersul in sus
ce ma frapeaza pe mine este ca - mai ales in cazul Acura - nu este disponibil un diesel V undeva in zona 3 litri si 250-300 CP
in conditiile in care competitia premium - Audi, Beemer, Infiniti - are asa ceva

LE: in ultimile 10 zile am condus un CRV si mi-a placut tare, tare mult; cu singura exceptie notabila legata de faptul ca motorul diesel si 150 CP cuplat cu actuala cutie automata se cam chinuie la reprizele de peste 100km/h; ceea ce actualul meu accord (2,4) nu face; asta e una din chestiile majore care ma tine pe loc sa nu ma mut inspre CRV; RDX-ul ar parea o solutie pentru problema asta - are in plus motorul tubo pe benzina, pe care o prefer, si shAWD, ramane sa ma decid daca ma complic cu miscari auto pe piata asta care este super scarboasa;

[LoDRpR Senior Member Find all posts View Profile Close LoDRpR]

Eu zic ca nu dezvolta un diesel pentru ca americanii nu prea au auzit de asa ceva deocamdata nu ii intereseaza subiectul

@turkish: piata auto e intr-adevar o mare mocirla acum, cred ca doar schimburile sunt posibile pana la o anumita suma; de aceea am inceput sa iau si eu in considerare un schimb in ultima vreme

am mers cu un CRV, dar nu am condus niciodata; totusi sunt aproape sigur ca sunt diferente si la transmisie+suspensie