The 2016 Acura RDX ins't exactly an "all-new" model; it's more of an evolution, but some notable additions have been made to separate it from the 2015 model.
Then again, it's not really like Acura needed to do too much to the RDX; it's the brand's second highest-selling model, and there was a tonne to like about the old one.
Better not change it too much, then…(Overall score: 8.3)
Walkaround
We'll get to what made the old car (and indeed, this new one) so good in a minute, but this is a good place to start because the additions made do well to address the main problem with the old car; it was just so boring to look at.
Now, a key addition has made a world of difference, and that's the 'jewel eye' headlights. These five-LED items have come to define Acura's styling—in a good way—since they were added to the MDX in 2014. The RDX is the fourth model in the line-up to get them and boy, did it ever need them. The soft edges of the last model just didn't lend it any defining features.
Also new is a selection of two-tone wheel choices—all 18 inches, no matter which of the three trims (RDX, Tech, Elite) you select—which was another area that needed improvement, as the last car's wheels were lacking in the style department, too. My car's Elite package provided an even flashier wheel design. This is a luxury crossover, after all; you need a little flair, especially when you look at what Infiniti's doing with the new QX50, or Audi with the Q5.
If anything, I'd say the biggest concern is that the RDX looks almost too much like its MDX sibling; the new front fascia gives the appearance that the RDX is wider than it is. As a result, while it's better-looking than it used to be, it looks a little bloated when put up against the competition. (Score: 7.3)
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Interior
Not as obviously changed as the exterior, there's still a bit going on here, including the addition of some brushed silver trim panels and a larger TFT display in the centre stack.
What they didn't change, however, are the door cards, which remain a strange cornucopia of angles, materials and curvy lines that look like they're there because Acura felt like they had to put them there.
That's an aesthetic thing, though, and doesn't change the fact that overall, the cockpit is a wonderful place to be. It's spacious, the seats are comfortable and supportive; obviously, Acura's designers have learned something from the folks down the hall that designed the world-beating Honda CR-V crossover.
The rear seat cushions don't fold into the footwell like they do in the CR-V, but you still get a nice, flat loading surface with the rear seats folded, and it provides you with 2,178 litres of cargo space (739 litres with the rear seats up—not too shabby). That's enough for two adult-sized hockey bags, and new for 2016 is a standard power tailgate on all trims. If you like your luxo-crossover with more than just a side of practicality, then there's definitely something for you here. (Score: 7.8)
Tech
In addition to the new TFT screen, '16 sees the arrival of second-row air-conditioning vents, eight-way power front passenger seat and the standard fitment of the AcuraWatch safety suite on all trims. It provides forward collision mitigation (brakes are applied automatically if an impending condition is sensed), active lane keeping assist, lane departure warning, and adaptive cruise control. It also provides a multi-angle rearview monitor with guidelines, a feature that should be on all systems of this type. It really does well to give you the full picture of what's going on behind.
Since my test car had the Elite package, the screen grows from 4.2 to 8 inches, I had navigation, 410-watt premium audio, blind spot warning system, heated second-row seats, ventilated front seats, rear cross-traffic monitor and alert, and power-folding side mirrors. AllRDXs, however, get the dual-screen centre stack; the bottom screen is touch-sensitive, the top screen controlled via the control wheel, and it's where your navi and vehicle info are displayed. It's clear and informative, and if only the navi graphics didn't look so cira-1995 action movie, I'd put it top five in the biz.
Luckily, unlike Honda's take on the system, Acura has left some redundant controls to go along with the touch screen. Instead of having to jab a button on the screen a billion times to raise the climate temp, all you have to do is spin a knob. Same goes for your volume control, and there's also a main control knob (that's stubbier than it was last year) that can be spun, bumped and pressed to navigate through the menus, if you want to give your index finger a break. (Score: 8.8)
Driving
Power from the 3.5-litre V-6 is also up for '16, to 279 horsepower from 273, and to 252 lb-ft of torque from 251. Of course, those aren't huge increases, but you have to look a little deeper to see that with the '16 RDX, it's about more than just figures on paper.
The torque curve has been flattened out, and there's also variable cylinder management that allows you to cruise on just three cylinders, helping us achieve an observed combined fuel economy of 11.1 L/100 km, which isn't too bad for a V-6 engine.
The RDX practices what it preaches, too; power delivery is pretty good—peak torque arrives at 4,900 rpm—so I never found myself wanting more during passing maneuvers and freeway entrances. I recently sampled the latest Ford Explorer, and even though it has more power courtesy of a turbocharged V-6, the RDX felt just as fast, and sometimes faster.
If power is secondary to ride quality for you, know that 2016 also sees the arrival of active engine mounts, which help reduce noise, vibration and harshness levels. Add suspension that manages to be firm without being to crashy, and the ride is where it should be for the segment.
Transmission duties are carried out via a six-speed automatic that can be set to manual mode, controlled either via paddles or the shift lever. It transmits power to all four wheels, and is now programmed to send a little more power to the rear wheels—up to 40 per cent of torque can be sent to the rear axle on dry pavement. (Score: 8.5)
Value
This is where the RDX really shows its stripes. You can get a base model—with all those new standard features I mentioned earlier—for $41,990 before taxes; only the QX50 starts at less in the segment, and it's a smaller vehicle. (Score: 9.1)
Conclusion
New front end or no, new features or not, new wheels—these are smart additions to a car that has a massive following, and one that I am sure the '16 model will maintain. Yes, the crazy front lights may throw off a few potential buyers (and maybe even some potential returnees), but they shouldn't. The RDX remains an impressively well-sorted, luxurious, and spacious crossover that needs to be looked at when considering a vehicle in this segment.
Autofocus.ca is a Canadian automotive website dedicated to making car shopping easier and driving more fun. Follow Autofocus on Facebook and Twitter.
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