ACURA RLX - noul RL 2012-2013 !

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  • #46

    2014 Acura RLX Full Test

    Nearly 15 years into our experiment of living in Los Angeles, we still don't know our way around this city. Forget about asking the natives (who are often even more hopeless than we are). We've got a 2014 Acura RLX Advance.

    Entering an address into the RLX's navigation system makes us happy. There's a touchscreen that responds with tactile feedback when our fingertips hit it. Or, if we don't feel like typing, we just spin and push the standard Acura multifunction control dial as we would in a TL or TSX. And sometimes we just use our hands for driving and tell the car where we want to go. Most of the time, its voice control interface gets what we're saying.

    The fact that the Acura RLX offers this kind of redundancy does not make it special among midsize luxury sedans. But judged for sheer ease of use, and the likelihood that you'll rarely ever have to crack open the owner's manual, the RLX's nav system ranks among the best in this class.

    Of course, you practically expect a brand-new flagship to dominate its competition. But apart from its extraordinarily user-friendly cabin electronics, the 2014 Acura RLX poses little threat to the big-name luxury sedans you already have on your short list.

    The Price Isn't Small
    Lack of name recognition is one of many challenges ahead for the 2014 Acura RLX. It's the successor to the RL, an interesting but unloved luxury sedan that Acura couldn't give away by the end of its model run. Whereas the RL was all-wheel-drive only, the RLX will be offered with both front-wheel drive and AWD. The AWD version is going to be pretty radical: a 370-horsepower hybrid sedan with Version 2.0 of SH-AWD and a claimed 30 mpg EPA combined rating. It goes on sale in late 2013.

    Until then, Acura will sell you a front-drive RLX with a conventional V6 engine in one of five trim levels. The base model starts at $49,345, but if you want the nav system, plus all the high-end audio and safety tech Acura has to offer, you'll find your way to an Advance model like this one, which costs $61,345.

    That puts the 2014 Acura RLX in the same price territory as nicely equipped versions of the Audi A6, BMW 5 Series, Lexus GS 350 and Mercedes-Benz E350. Acura's top luxury sedan has all the right amenities to compete with these cars. None of them can match its sense of space, either, as generous real-world legroom and shoulder room make the RLX feel more full-size than midsize.

    These rivals have set the benchmarks for how a modern $60K luxury sedan should behave on the road, though, and the 2014 Acura RLX doesn't hit them.

    More Fuel-Efficient V6
    The Acura RLX's 3.5-liter V6 engine is a tempting target for criticism, simply because it's smaller than the 3.7-liter V6 in the old RL. But on the basis of efficiency alone, the 3.5-liter represents a significant upgrade.

    It's the first Acura V6 with direct injection, a change that allowed the engineers to bump up compression from 11.2:1 to 11.5. Horsepower is up to 310 at 6,500 rpm (up from 300), while the torque curve remains largely the same, peaking at 272 pound-feet at 4,500 rpm. The engine also uses the automaker's Variable Cylinder Management (VCM) technology, allowing it to cut fuel and close the intake and exhaust valves on half its cylinders in low-load situations.

    The results speak for themselves in the fuel economy department: The EPA rates the 2014 RLX at 20 mpg city/31 mpg highway and 24 mpg combined. Among six-cylinder midsize luxury sedans, only the BMW 535i (21 city/30 highway/24 combined) matches that. Our test car averaged 23 mpg even in 878 miles of testing, with a best run of 25.5 mpg over 398 miles (easily achieved with an 18.5-gallon tank).

    But there's no denying that the RLX lacks the low-end punch of the forced-induction engines in the 535i and A6. In Acura tradition, power builds as you gather revs and the engine remains satisfyingly smooth. This is not a slow car. But with its 6.5-second 0-60-mph time (or 6.2 seconds with 1 foot of rollout like on a drag strip) and 14.6-second quarter-mile (at 97.1 mph) times, it's slower than the elite sedans in this price range.

    The A6 is by far the quickest (4.9-second 0-60, 13.6-second quarter-mile), while the 535i and GS 350 hold a half-second advantage over the Acura in a quarter-mile drag race. The RLX is marginally quicker than the AWD 2013 Lincoln MKZ we tested (6.7 seconds to 60, 14.8-second quarter-mile) and has a comfortable advantage over the 2013 Cadillac XTS AWD (7.3, 15.5), though the Caddy also outweighs it by 300 pounds.

    Gets You to Work in Peace
    You're not likely to find fault with the 2014 Acura RLX's standard-issue six-speed automatic transmission on the way to work. Upshifts feel smooth and sophisticated as you accelerate up to speed on highway on-ramps, and the transmission downshifts with sufficient haste when you're ready to pass (plus, there are paddle shifters on the steering wheel if you simply can't wait).

    Our one complaint about this six-speed automatic is that its Sport mode isn't practical to use during a normal commute: It locks out 6th gear and often keeps the engine spinning for no good reason in stop-and-go traffic. It's disappointing, because throttle response feels more linear in Sport and downshifts are rev-matched.

    This is a fleeting annoyance, though, amidst the peace and quiet of the RLX's cockpit. Acuras aren't known for serenity, but the 2014 RLX is significantly quieter than the competition at wide-open throttle and a 70-mph cruise.

    Part of the credit goes to the active engine mounts and active noise cancellation system (the latter is a measure to keep you from hearing the VCM system transition the engine to three-cylinder mode). At startup, you'd never guess this V6 is direct injected, because unlike many D.I. engines, it doesn't idle like a UPS truck (at least not to the naked human ear).

    Meanwhile, driving aids like all-speed adaptive cruise control, a blind spot warning system and a lane keeping assist system work exactly as you'd expect. Still, we'd like to see the Honda Accord's excellent Lane Watch system make it to the Acura line, because a camera image of vehicles in your blind spot is more useful than an LED on the A-pillar.

    Handles Decently, But the Ride Isn't Alright
    Ride quality is the 2014 Acura RLX's greatest failing. It doesn't matter which route we take: The RLX never finds that perfect medium between compliance and composure unless we're driving on freshly poured asphalt. The 245/40R19 98Y Michelin Primacy MXM4 all-season tires on our RLX Advance model crash over ruts in the city, while less than optimal damping gives the car a bouncy, almost buoyant feel as it crests freeway expansion joints. (Eighteen-inch tires are standard on the lower trim levels, and it's possible they might improve the ride.)

    We might forgive some of the harshness around town if the RLX showed some athleticism on twisty back roads, but that's not its thing, either. The electric-assist power steering is precise and responds crisply to inputs, but the rest of the car is in no hurry to change direction. As you've heard, the RLX has a rear steering feature (known as Precision All-Wheel Steer, or P-AWS). It provides subtle benefits on a road like Mulholland Highway, tidying up the big front-driver's cornering line, but it's not magic and there's no payoff in pushing beyond a comfortably brisk pace. If you like to drive, you'll prefer the sharper-handling 535i, A6 or GS 350.

    These sedans also laid down better handling numbers at our test track. In fairness, the A6 and GS 350 owe their impressive slalom and skid pad numbers to their stickier summer tires, but a rear-drive 535i on all-season rubber managed better numbers (64.9 mph through the slalom, 0.84g on the skid pad) than our front-drive RLX (63.3 mph, 0.82g).

    The RLX's 120-foot braking distance from 60 mph is average for this class, but as is too often the case with Acuras, the brakes get smelly and the pedal softens after repeated stops.

    Cabin Needs More Flair
    Of course, we've never heard an Acura owner complain that his car can't keep up with a BMW 5 Series. Not everyone needs a Bimmer. Not everyone needs rear-wheel drive. But one thing that made the old RL special when it came out for 2005 was its sophisticated interior. All-in-one control interfaces were still in their infancy back then, but Acura managed to pull it all together in a design that really felt cutting-edge.

    And in spite of how well everything works inside the 2014 Acura RLX (though we've yet to try the three cloud-based Acura Link apps that weren't active during our test), it doesn't have the appealing futuristic vibe of its predecessor. Part of the problem is that the RLX's 7-inch touchscreen and the 8-inch map display above it don't look they belong in the same dash. Plus, the 8-inch screen is the same size, aspect ratio and resolution as the map display in the Accord. It doesn't look high-end enough for the Acura flagship.

    Materials quality is good in the 2014 RLX. But if we're being picky, neither the leather upholstery nor the wood trim has that no-expense-spared feel you get in any of the German sedans. The metal speaker enclosures for the Krell audio system look fantastic, though. And the fit and finish in our preproduction test car is excellent.

    You Can Do Better
    If user-friendly technology is critically important to you in a premium-brand midsize sedan, you should give some thought to the 2014 Acura RLX. This is the sort of car that's going to reliably reconnect to your smartphone every time you start it up. You're never going to get confused programming the nav system and you're always going to able to play the Baseball Tonight podcast.

    However, if you're less concerned about cabin electronics and more interested in driving, there are better midsize luxury sedans out there. For similar money, you could have one of the German sedans or a GS 350 that offers better acceleration, handling and, most importantly, ride quality. You could also buy a loaded Cadillac XTS or Hyundai Genesis for quite a bit less.

    We have little doubt that the upcoming Acura RLX Sport Hybrid SH-AWD will be more engaging to drive than this RLX, but in the meantime, Acura is going to have a tough time keeping its flagship on customers' radar.


    First drive: Bland Acura RLX is under equipped and outclassed

    After more than 400 miles of driving the new Acura RLX, I can think of little good to say about it. Being neither luxurious nor sporty, the RLX fails to excite. And that's putting it mildly.

    The brand-new RLX—Acura's flagship sedan and successor to the unsuccessful RL—is likely destined for deep levels of obscurity, aided by bland styling. The RLX is slab-sided and devoid of any visual impact whatsoever. In contrast, when I was driving the new Lincoln MKZ weeks ago, onlookers actually approached me with comments like, "This car looks dynamite." The RLX has yet to garner a single "ooh" or "ah," nor so much as a second glance. As my coworker Michelle Tsai Podlaha said in a previous video, the RLX is well suited to drivers in a witness protection program.

    The RLX is primarily a front-wheel-drive car. All-wheel drive, increasingly common in the luxury-car sector, is available only if you buy the $60,000-plus hybrid version. Fewer than 10 percent of RLX buyers will go for the hybrid, though, according to Honda.

    We bought a FWD model with the optional Technology Package (with navigation and expanded communication system). Price as tested: $55,345. That's right smack in the heart of the hottest midsized luxury competition. About 60 percent of RLX buyers will configure theirs as we did ours, according to Honda. (Read our initial impressions in "2014 Acura RLX faces a tough challenge.")

    While the RLX is upscale, it lacks the true luxury feel common in the segment, as well as some equipment on the popular Tech trim.

    Heated steering wheel? Not available.
    Heated rear seats? Only on pricey Advance trim.
    Power rear sunshade? On the Krell and Advance trims only.
    Sunshades for the rear side windows? On the Krell and Advance trims only.
    Fog lights? Not here.
    Back-up parking sensors? Nope.
    Cross-traffic alert? Nada.

    Surely, you think, it must drive nicely? After all, Honda is an accomplished company with some racing pedigree. But, alas, the car neither coddles nor thrills. Abrupt short pitches mar the ride and undermine any sort of luxury experience. Suspension noise further detracts. Handling lacks agility and the steering is numb, sucking away any driving enjoyment. Controls are a convoluted mess of two screens and a sea of buttons. At least the powertrain is smooth and refined.

    If the RLX were Acura's answer to the $38,000 Toyota Avalon, I'd say it hit the mark. It's a large, roomy sedan that's sort-of plush, even if it's unexciting to look at or to drive. But Honda positions this car to compete against the Audi A6, Lexus GS, Mercedes-Benz E-Class, and the like... You've got to be kidding me.

    And it's not as if Honda has forgotten how to make good cars. Take, for example, the excellent Accord V6. That midsized sedan is quick, quiet, roomy, and capable and costs about $30,000. I don't think the RLX is even as good as its mundane stable-mate, but it costs nearly twice as much.

    With the RLX, Honda is either showing contempt for discerning luxury-car buyers, trying to rip off those who don't know any better, or simply aiming at the wrong target.

    Seriously Honda, you phoned this one in and you know it.

    2014 Acura RLX first drive from Consumer Reports =>
    Iubesc masinile japoneze. Ele nu mint, nu inseala !

    Bazar Acura & Honda Romania -


    • #47
      Cred ca inca nu am vazut, pana in ziua de azi, un astfel de review la adresa vreunei Honde
      De punctat:

      - "Our one complaint about this six-speed automatic is that its Sport mode isn't practical to use during a normal commute: It locks out 6th gear and often keeps the engine spinning for no good reason in stop-and-go traffic. It's disappointing, because throttle response feels more linear in Sport and downshifts are rev-matched."

      - "Handles Decently, But the Ride Isn't Alright - LX never finds that perfect medium between compliance and composure; less than optimal damping gives the car a bouncy, almost buoyant feel"

      - "The electric-assist power steering is precise and responds crisply to inputs, but the rest of the car is in no hurry to change direction."

      - "The RLX's 120-foot braking distance from 60 mph is average for this class, but as is too often the case with Acuras, the brakes get smelly and the pedal softens after repeated stops."

      - "And in spite of how well everything works inside the 2014 Acura RLX (though we've yet to try the three cloud-based Acura Link apps that weren't active during our test), it doesn't have the appealing futuristic vibe of its predecessor. Part of the problem is that the RLX's 7-inch touchscreen and the 8-inch map display above it don't look they belong in the same dash. Plus, the 8-inch screen is the same size, aspect ratio and resolution as the map display in the Accord. It doesn't look high-end enough for the Acura flagship."

      Si cireasa de pe tort din tot testul:
      - "As my coworker Michelle Tsai Podlaha said in a previous video, the RLX is well suited to drivers in a witness protection program."
      There is no point of having if you can't share.


      • #48

        Review: Acura’s new RLX Advance is a sleeper with enough tech to keep you awake

        Slipping into the new 2014 Acura RLX Advance brought back memories.

        In 1970, my father bought a brand new Cadillac Eldorado Coupe (not the smartest choice for a family car, but anyway…) and since he was coming from a Volkswagon Squareback, it was quite a step up.

        The big Caddy bristled with the technology of the day: automatic climate controls (rarely worked), power seats and windows (for a while), cruise control (unreliable), and an AM/FM radio that could find stations by itself (sometimes). It was a wonder of technology and with the hulking V8 under the hood, it was also hugely powerful.

        And so it is with the new 2014 Acura RLX Advance.

        After nearly a decade of incremental updates, the RLX was overdue for a clean-sheet redesign and what Honda , er, Acura, has delivered is much like the step up from the VW that the fat Caddy represented – except the technology in the Acura actually works all the time.

        The updated angular styling of the RLX is attractive, highlighted by the 16 truly cool segmented “Jewel Eye” LED headlights, which garner the majority of comments from onlookers. But those signature headlights are just the tip of the RLX’s tech juggernaut and while much of it is useful and entertaining, some time with the owners manual will be required for owners to get a grip on everything going on in the cabin and throughout the car.
        Ground Control for Major Tom

        Just like in past Acura flagships, drivers are smothered in tech features to the point that at night, the numerous red-lit controls surrounding the pilot seat can make it seem like you’re helming a junior version of the Space Shuttle. However, some of the most useful tech systems at play are mostly invisible to the driver. For example, the RLX features P-AWS – that’s Precision All Wheel Steering – and if there was ever a feature that should be standard on all big cars, it’s this one.

        Turning into tight parking spaces, pulling U-turns at cramped intersections, carving through tight corners, the boat-length Acura could do it all. While the steering system cants the rear wheels just a few degrees at maximum, it makes a huge difference moving the car around in cramped confines. At speed, the wheels will turn in the same direction for enhanced maneuverability. Sadly, due to the limited turning ability of the rear wheels it won’t exactly crab around hazards like this car can or this one could. Additionally, the RLX will also toe-in both rear wheels under hard braking for that extra bit of bite.

        Along with the P-AWS steering system, the RLX comes with just about every acronym and trick in the tech and safety book, including a lane departure warning system that will also nudge the steering wheel if you’re really too busy sending that text message, tire pressure monitoring, blind spot alerts, obligatory rear camera with vectoring guides, an airbag for the driver’s knees (no joke) and an adaptive cruise control with a low-speed system that will bring the car to a complete stop if the vehicle ahead hits the brakes. Since our test fleet manager frowns on us smashing $61,000 luxury cars into… pretty much anything (lest the feature not work as advertised), I did not try a full test of the auto-stop system, but the adaptive cruise control system – and pretty much all of the tech suite – worked as expected.
        Apptastic Acura

        Additionally, there are three AcuraLink apps (available for both iOS and Android) that expand the Acura’s tech reach beyond the dashboard. The primary app, called AcuraLink Connect, is “cloud-based” according to Acura and lets you control doors, lights, horn (now where did I park…) as well as checking the fuel level and keeping up on scheduled maintenance. A nice feature is the ability to find your next destination on your phone and then zap that right to the RLX’s navigation system.

        There’s also the aha-powered AcuraLink Streaming app, and as you might imagine, it opens the media floodgates for piping all manner of content into the car along with Twitter and Facebook updates and local points of interest for food, hotels and so forth. All that data is fed into the car’s computer and can be manipulated using the steering wheel controls or the buttony center stack and touchscreen.

        Finally, there’s the self-explantory AcuraLink Roadside Assistance app as well. Why all these apps can’t be rolled into one is unclear, hopefully in the future that will be the case.

        I wonder if Acura’s in-car suite of technology will be a bit overwhelming for their target demographic …
        From the driver’s seat, two large LCD screens fill the dash – the upper unit isn’t a touchscreen, the lower one is – while another small screen slots between the great tach and speedo. Myriad buttons are centered around a large selector knob below the lower LCD screen and it took me a good two days, an open manual and some driveway time to get a decent feel for the car’s control layout.

        Once I did, though, Acura’s layout made more sense and I got better at running most things from the steering wheel, which itself is covered with a dozen buttons including a 4-way control wheel. All the tech features worked without any major or even minor failings, although pairing my iPhone 5 took a few tries before syncing up. Voice controls also worked well when using the phone or getting directions.

        Acura has also teamed with Krell for the car’s 14-speaker audio system and while it needed a bit of boost through the controls for the kind of bass response I prefer, the system is capable of generating high volume while remaining free of distortion and delivering excellent definition, especially on classical and jazz selections.

        But I’ll just say it: between the apps, which are moderately useful, and the complexity of the in-car systems, it approaches overkill. Thanks goodness the RLX has all those safety systems in place because there is no end to the opportunities to take your attention off the road. The system is button-heavy and if you add in the “buttons” that can also fill the LCD touchscreen, it can sometimes takes a bit to find the control or adjustment you’re hunting for. Again, time spent using the system brings more speed and familiarity, but suffice to say the learning curve is steeper than what I’ve experienced to operate similar systems in other cars.

        Acura did see fit to include a big button in the dash that dims and then shuts off the top LCD screen completely, but if the phone rings or you give a voice command, it springs back to life on its own. More “off” buttons would be nice.

        I wonder if Acura’s in-car suite of technology will be a bit overwhelming for their target demographic, which from their TV spots appears to be affluent middle-aged men with no shortage of gray hair. It’s a demographic I’m sorry to say I’m quickly approaching (more the hair, less the affluence) but even for a highly-wired person like myself, the huge dose of Acura’s cabin tech was a bit much. For someone coming from a low-tech ride, it could be frustrating, at least at first.

        Conversely, the more hidden technologies, such as the trick steering system and the myriad safety minders, play their roles unobtrusively. If only the rest of the digital bits were so low-profile.
        Power for the (well-off) people

        Once you’ve installed the apps, synced your phone, sent the nav computer your paramour’s addy and figured out what pair of pants you last left the wireless key fob in, it’s time to go for an actual drive and it’s here the RLX Advance shines.

        While it won’t crush you into the seats under acceleration like a supercar, the 3.5L 310hp direct-injection V6 moves the RLX with refined alacrity and sounds good doing it. With the car in Plain Old Drive, mashing the gas pedal brings instant forward progress and a steady, growing growl from the engine bay.

        Hitting the Sport button below the shift gate drops the 6-speed gearbox a cog or two into the engine’s potent midrange. Tapping a paddle shifter on the wheel then puts you in Manual mode, but the Acura still plays minder and will hit the shifts for you if you are about to bang against the redline or forget to shift down while slowing. I found driving the car in Sport sans shifters was typically entertaining enough given the solid ride and commendable cornering prowess, courtesy of the all-wheel steering system and sophisticated suspension. When pushed, it certainly doesn’t drive like a big car, but it’s also a couple of steps slower than actual sporting machines in the same price range.

        But of course, this isn’t some track-day weapon, it’s a luxury car. Rolling around town or out poking along on the highway, you definitely get that “cut above” feel from the excellent ash-black leather seats, the superbly finished and quiet interior, and the compliant if not slightly sporting suspension. Passengers who rode in the back of RLX have room to stretch out and can manage their comfort with a central air vent with temperature control and 3-level heated seats. There’s also a center fold-down with two cup holders and a pass-though for skis or that vintage lamp you just bought at auction.
        It’s gotta be the… headlights?

        On the outside, the Crystal Black RLX’s sharply cut but largely unremarkable styling didn’t make my neighbors green with jealousy. The stacked LED headlights got all the comments and this is certainly not a car you’ll ever be embarrassed to drive, just don’t expect supermodels to spontaneously jump in the passenger seat while at a stoplight on Rodeo Drive. The looks are helped by 19-inch aluminum rims that look a bit like the turbofans from a jet engine but overall, the car reflects Acura’s typical sharp but conservative styling approach outside of the for-now unusual headlights.

        Driver’s don’t buy Acuras to stand out (NSX buyers excepted). The cars are popular because they are clearly capable, reliable, luxurious and the brand is aspirational. That’s what keeps buyers coming back. While the RLX may suffer a bit from tech overload, it’s combination of discreet styling, the powerful V6, a comfortable interior and that superb all-wheel-steer handling make it a winner to drive. It certainly isn’t just the fancy headlights.

        Honda’s excellent build quality inside and out
        Powerful V6 that actually sounds powerful
        Paddle shifters placate your inner Ricky Bobby
        Useful, practical rear-wheel steering system sharpens handling


        Blend-in styling, except for the headlights
        Techno overkill in the cockpit – but everything at least works right
        Monthly payments on a $61,000 car loan
        Iubesc masinile japoneze. Ele nu mint, nu inseala !

        Bazar Acura & Honda Romania -


        • #49

          2014 Acura RLX Sport Hybrid SH-AWD: The Most Powerful and Technologically Advanced Vehicle in Acura

          11/18/2013 - TORRANCE, Calif.
          The 377-horsepower Acura RLX Sport Hybrid SH-AWD luxury-performance sedan will be on public display for the first time this week at the Los Angeles International Auto Show, showcasing Acura's dynamic new three-motor hybrid system.

          The 2014 Acura RLX Sport Hybrid SH-AWD, which launches next spring, is the first vehicle to deploy Acura's new three-motor hybrid powertrain technology. The system combines a highly efficient, direct-injected V-6 engine with an all-new, Acura-designed, 7-speed dual clutch transmission with built-in electric motor and an electrically powered variant of Acura's highly regarded torque-vectoring Super Handling All-Wheel Drive (SH-AWD).

          This advanced new hybrid powertrain delivers exhilarating driving performance with incredibly responsive power delivery and precise, sure-footed handling performance like no other vehicle in its class. Supported by the instantaneous torque delivered by its high-output electric motors, the RLX Sport Hybrid runs a 0-60 mph time comparable with competitor's V8-powered machines. This performance, however, is coupled with a 28/32/30mpg (city/highway/combined) EPA fuel economy rating1, which is in the range of 4-cylinder-powered luxury sedans.

          Powertrain and Drivetrain
          The RLX Sport Hybrid's 3.5-liter, 310-horsepower, i-VTEC® V-6 engine with Variable Cylinder Management™ (VCM™) includes an idle-stop feature to help maximize fuel efficiency. The engine is mated to an all-new, 7-speed dual clutch transmission with built-in electric motor. In automatic mode, the transmission provides highly responsive and intuitive gear selection, including matching engine revs during downshifts, in manual mode, the Sequential SportShift paddle shifters give the driver gear selection control to make virtually seamless ratio changes.

          The electric SH-AWD system on the RLX Sport Hybrid eliminates the conventional drive shaft and rear differential, replacing them with two high-output 27-kilowatt electric motors. The rear motors dynamically distribute both positive (drive) and negative (regenerative braking) electric-motor torque, depending on driving conditions, and which torque vectoring assists in cornering. The system is further aided by a 35-kilowatt front electric motor that supplements engine torque to the front wheels and provides regenerative brake torque to charge the vehicle's 260-volt lithium-ion battery pack.

          Body and Chassis
          With a longer wheelbase and wider greenhouse than competing mid-luxury sedans, the RLX Sport Hybrid SH-AWD delivers full-size interior space in a nimbler, mid-size luxury sedan package. The RLX boasts the longest rear-seat legroom (38.8 inches), and best front (59.6 inches) and rear (57.0 inches) shoulder room in the mid-luxury class. The RLX advanced body design makes extensive use of high-strength steel and aluminum, further aiding its outstanding fuel efficiency, straight-line performance and superior handling agility.

          In front, the RLX's double-wishbone, lower double-joint front suspension with Amplitude Reactive Dampers significantly improves handling agility, driver confidence and security, and ride sophistication. In back, the RLX's multi-link rear suspension is optimized for a flat ride during cornering, confident turning capability, and a smooth ride in a variety of urban, highway and open road scenarios.

          Acura technology firsts on the 2014 Sport Hybrid also include the Acura electronic gear selector and Acura Head-Up Display System. The Acura electronic gear selector replaces the conventional, center console-mounted shift lever with an efficiently packaged push-button array that allows the driver to easily select the desired drive mode—Park, Drive and Reverse, as well as Sport and Normal driving modes. The Acura Head-Up Display System provides the driver with at-a-glance access to key driving information projected on the windshield. Display modes include Sport Hybrid system operation, turn-by-turn navigation, speedometer and compass, as well as alerts from various driver-assistive systems.

          The RLX Sport Hybrid SH-AWD features Acura's signature Jewel Eye™ LED headlights, which offer outstanding light distribution and excellent down-the-road illumination performance and light characteristics. The RLX taillights utilize periphery LED illumination that is both effective and highly distinctive.

          With the expanded range of standard and available technology features built into the RLX, substantial engineering effort was put into making each feature intuitive and easy-to-use. The focal point of the new instrument panel is a large, 8-inch color screen that combines audio/information and navigation functions and provides access to an array of customizable features. An additional 7-inch color On Demand Multi-Use Display™ (ODMD) touchscreen is positioned within easy reach and controls the audio system and many other features.

          Audio and Connectivity
          Exceptional audio performance has long been an Acura hallmark, and in the RLX Sport Hybrid SH-AWD, two audio systems are offered. The Technology package includes the Acura/ELS Studio® Premium Audio System with an advanced 14-speaker array. In the Advance package, the 14-speaker Krell system — with speakers and amplifiers engineered by Krell, one of the most respected audio companies in world — sets a new benchmark in automotive audio performance.

          The RLX is equipped with the next-generation AcuraLink® cloud-based connected car system, delivering a comprehensive array of media, convenience, and security services via embedded two-way communications and web-enabled devices. AcuraLink® leverages Pandora® interface for streaming audio and the Aha™ by Harman cloud-based interface to provide users with thousands of customizable cloud-based news, information and media feeds. The next-generation AcuraLink® also delivers an array of available, subscription-based, security and convenience features, such as AcuraLink Real-Time Traffic™ featuring freeway traffic and, for the first time, surface street traffic information.

          Safety and Driver-Assistive Technologies
          The new RLX Sport Hybrid SH-AWD offers an extensive array of advanced safety, visibility and driver-assistive technologies that put the RLX on the leading edge of collision avoidance and assisted driving capability. Standard and features include a Multi-Angle Rearview Camera, Collision Mitigation Braking System (CMBS), Forward Collision Warning (FCW) and Lane Departure Warning (LDW), along with Lane Keeping Assist System (LKAS), Adaptive Cruise Control with Low-Speed Follow and Blind Spot Information (BSI) system.

          Utilizing Acura's next-generation Advanced Compatibility Engineering™ (ACE™) body structure, along with seven airbags (including a driver's knee airbag), the RLX Sport Hybrid SH-AWD is anticipated to earn top-level safety ratings, including a 5-star NCAP Overall Vehicle Score and an IIHS "TOP SAFETY PICK+" rating, plus a GOOD rating in the IIHS small overlap front collision test.
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          • #50
            2017 Acura RLX Specs Prices and Comparisons:

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