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2016 Acura RDX - Review

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2016 Acura RDX - Review</h2>
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The 2016 Acura RDX is the upscale Honda brand's smaller crossover SUV, aimed at pragmatic but fashion-conscious families who need more wagon practicality and less off-road capability. With a V-6 engine, excellent safety ratings and equipment, and carefully chosen features and options, the RDX comes with a little secret: Its driving experience is more extroverted than its muted styling would indicate.</div>
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Now in its fourth year, the second-generation RDX benefits from a number of updates for the 2016 model year. Both front and rear styling has been freshened, updates to its V-6 engine provide both more power and higher fuel-economy ratings, and the suite of safety features has expanded. It's also received more luxury trimmings and options for the interior, keeping it up to date with the competition in the expanding segment of luxury compact crossovers.</div>
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The basic shape of the 2016 RDX is essentially that of a sleek utility vehicle that signals it's more about on-street comfort and practicality than off-road toughness. The profile is attractive, with pronounced fender arches. Updates this year include four LED projector headlamps on each side of a revised silver grille, and LED taillights. Inside, there's a characteristically Acura form and function, with a central pod of dash controls, plus lots of soft-touch materials and matte surfaces that bring an upscale look and feel. As well as new luxury features, the interior has been updated with high-contrast silver and black trim.</div>
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The RDX bucks convention by sticking with a large and powerful 3.5-liter V-6 engine, while other luxury crossovers move to turbocharged fours--an approach tried for the first-generation RDX, which may just have been ahead of its time. The 2016 version of the engine gets Variable Cylinder Management, with rated outputs of 279 horsepower and 252 pound-feet of torque--increases of 6 hp and 1 lb-ft respectively over the last year's RDX engine. The only available transmission is a conventional six-speed automatic.</div>
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Despite the extra power, projected fuel economy ratings rise 1 mpg to 20 mpg city, 29 mpg highway for the base model, or 19 mpg city, 28 mpg highway if the optional all-wheel drive is specified.</div>
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In previous versions, the RDX has felt smooth and strong behind the wheel, capable in a wide variety of on-road situations--everything from urban stop-and-go to rural high-speed passing. We expect that won't change much with the engine updates. Handling and roadholding have been good, and two-stage dampers have kept the RDX composed on twisty roads while absorbing potholes and general harshness.</div>
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For 2016, Acura has retuned the available all-wheel-drive system to deliver more rear-wheel torque bias, increasing the sporty feel from behind the wheel. New engine mounts and suspension settings, along with revisions to the electric power steering, contribute to tighter handling as well.</div>
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The interior of the RDX is comfortable, well-laid-out, and remarkably space-efficient. The underpinnings are shared with the Honda CR-V, so that vehicle's low cargo floor and thoughtful front and rear seats make the RDX surprisingly versatile as family transport despite its much more stylish lines. The seats are better than those of the CR-V, and front-seat space is ample even for passengers over six feet tall. A driver's seat that's power adjustable in eight different ways, along with the tilting and telescoping steering column, make the driver's position adjustable enough to handle almost any body type and size. The cabin is well-insulated, and both front and rear passengers will find the car quiet under almost all circumstances. The cargo bay behind the rear seats provides 26.1 cubic feet of space, while folding the rear seats flat boosts that to 61.3 cubic feet. Under-floor storage adds another 15 cubic feet, giving an overall cargo volume of 76.9 cubic feet.</div>
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For 2016, new electronic safety systems include the AcuraWatch package of adaptive cruise control, lane departure warning, a multi-view camera, and an expanded-view driver’s side mirror, which is available on all RDX trim levels. We were not impressed with the lane-departure warning system on the latest Honda CR-V, but we'll reserve judgement on Acura's version until we drive it. Front, side, and side-curtain airbags are standard on the RDX, along with anti-lock brakes, stability and traction control, daytime running lights, a backup camera, and a rollover sensor to trigger appropriate airbags.</div>
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Acura has also beefed up the front crash structures of the RDX to improve its performance on the new, tougher Small Overlap Frontal Crash test performed by the Insurance Institute for Highway Safety (IIHS). The carmaker says it is targeting a five-star overall rating from the National Highway Traffic Safety Administration (NHTSA) for the 2016 RDX, along with an IIHS Top Safety Pick+ designation.</div>
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Acura prices the RDX slightly below comparable crossovers from Audi, BMW, and Mercedes, and feature for feature, it's a better value than most luxury utilities in the segment. Dual-zone climate control, cruise control, keyless entry with push-button start, ambient lighting, a seven-speaker sound system with USB/MP3/Auxiliary support, Bluetooth handsfree calling, and more are all standard features. The addition this year of the AcuraWatch electronic safety systems keeps it competitive; new features for 2016 include standard heated front seats and standard second-row air conditioning vents.</div>
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This year, the optional Technology Package adds an eight-way power passenger seat, dual-screen infotainment, HD Radio, blind spot information system, and rear cross-traffic alerts.That's on top of the existing voice controls, real-time traffic and weather, a GPS-linked climate control, SMS texting support, and Pandora app functionality. The audio system included in that package is an Acura/ELS unit with 10 speakers that produce clear, enveloping sound, even at very low volumes.</div>
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Rain-sensing wipers, keyless remote start, front and rear parking sensors, fog lights, auto-dimming driver’s side mirror, and the AcuraWatch suite of advanced safety and driver-assist technologies make up the Advance package. </div>
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Acura Cars 2016 Acura RDX - Review

2016 Acura RDX - Review The 2016 Acura RDX is the upscale Honda brand's smaller crossover SUV, aimed at pragmatic but fashion-consci...

2015 Honda CR-Z - Review

01:04 Unknown 0

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2015 Honda CR-Z - Review </h2>
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  The 2015 Honda CR-Z, now in its fifth year on sale, has always been a very specialized car that never found its specialty. Intended to channel happy memories of the sporty, nippy, fuel-sipping CRX two-seater of two decades ago into a modern, ultra-efficient sports coupe, the CR-Z instead is neither very sporty nor terribly high-mileage. In fact, its gas mileage--rated by the EPA at 37 mpg combined for the more fuel-efficient model--is walloped by the 50-mpg combined rating of the far larger, more capacious, five-seat Toyota Prius.

Especially in its design, the CR-Z was always meant to be a followup to the beloved Honda CR-X, a small Civic-based hatchback that put an emphasis on handling and low weight. The CR-Z was to take that car's concept, add a simple hybrid powertrain for fuel economy, and keep the fun dream alive. Unfortunately, modern safety and the hybrid powertrain added a lot of weight, and the feeling that resulted just couldn't compare to the CRX, a car from another era entirely. In a car market that increasingly opts for utility vehicles over passenger cars, the CR-Z's small size and two seats present a major drawback for many--and its very limited cargo capacity undermines its suggestion of hatchback practicality.</div>
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 The 2015 CR-Z's styling blends elements of the classic CRX--long hood, long doors, not much behind that--with a few cues from the first-generation Insight hybrid two-seater. Those include the narrowing tail and the extra vertical rear window in the hatch. It's a good-looking car from most angles, but its sporty looks aren't adequately backed up by its driving character.

Inside, the two-tier instrument panel uses bright colors to convey vehicle operating information as well as the usual speed and engine revs. The seats are well bolstered, although a number of reviewers have suffered back aches as a result of their limited range of adjustment.

The CR-Z's engine is a 1.5-liter four-cylinder unit that's paired with a 15-kilowatt (20-horsepower) electric motor sandwiched between the engine and transmission. A 2013 upgrade boosted the output to 130 horsepower, and the six-speed manual version now has rated torque of 140 lb-ft. CR-Zs now also include a boost function: a "Plus Sport System" lets the driver press a steering-wheel button marked "S+" that directs the motor to deliver an extra jolt of electric torque for up to 5 seconds if the battery's charge is sufficient. The battery pack uses lithium-ion cells--the CR-Z was the last Honda to make the switch--which are lighter and have higher energy density than the nickel-metal-hydride pack used in early CR-Zs.</div>
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 To address some of the criticism that the CR-Z isn't quite sporty enough--finally--Honda will begin offering a kit that should go a long way toward transforming the car's character. For CR-Zs equipped with the manual transmission, the Honda Performance Development (HPD) kit includes a supercharger for the engine, an HPD clutch, a limited-slip differential, new front brakes, a sport suspension, 18-inch wheels, a sport exhaust, and several aero and dress-up parts. Engine output climbs to 187 hp and 171 lb-ft of torque. For CVT-equipped models, the engine is left alone but the other dynamic and aesthetic improvements apply. It's likely that fuel economy will suffer a bit, swinging the CR-Z's balance farther toward sport, but since it's a dealer-installed kit, the setup doesn't get tested by the EPA.

The 2015 CR-Z weighs 2,600 pounds--fully 700 pounds more than the CRX of 30 years ago--and its fuel efficiency ratings are notably lower than those of the original (much slower) Insight. It has a full complement of airbags for two people, and its longer front end reflects considerably more robust crash structures.</div>
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 The old CRX had no airbags and would likely be horrifying in today's tougher crash tests.

Fuel efficiency depends on the transmission you choose. Get the continuously variable transmission (CVT), and the car is rated a combined 37 mpg (36 mpg city, 39 mpg highway). It's also available with a six-speed manual gearbox--making it one of very few hybrids indeed with a stick--which gives it a sportier driving character, but reduces mileage to 34 mpg combined (31 mpg city, 38 mpg highway).</div>
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 The CR-Z's challenge is that there are sportier cars out there, but there are also more fuel-efficient models. The Chevrolet Sonic and updated-for-2014 Ford Fiesta are both five-door subcompact hatchbacks that offer more space and real-world fuel efficiency in the low 30s for less money. If you want sporty, there's the Fiat 500 Abarth, the Chevy Sonic RS, the Ford Fiesta ST, and the standard Mazda 2. Or if you're all about fuel efficiency, four separate Toyota Prius models are all rated higher than the CR-Z--though none of them are remotely sporty. The CR-Z has suffered from this betwixt-and-between identity since its launch, and sales have been correspondingly low.</div>
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Honda Cars 2015 Honda CR-Z - Review

2015 Honda CR-Z - Review The 2015 Honda CR-Z, now in its fifth year on sale, has always been a very specialized car that never f...

2015 Honda Crosstour - Review

00:20 Unknown 0

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<b>2015 Honda Crosstour - Review</b></h2>
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The Honda Crosstour isn't the return of the Accord Wagon that many missed from generations past. And that's too bad. Instead, it's a tweener crossover vehicle with a hatchback shape that's less practical than a wagon or full-figured crossover, with styling that doesn't share the Accord sedan's taut lines. Its major selling point, aside from a little more cargo space, is that it offers all-wheel drive, while all Accord four-doors make do with front-wheel drive.</div>
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When the Crosstour first hit showrooms, it was actually called Accord Crosstour. This made sense, since it was based on the Accord sedan sold at that time. SInce then, it has dropped the Accord name, while the Accord itself has moved on to a new generation, leaving the Crosstour behind as somewhat of an orphan. So now the Crosstour is simply a husky Accord relative, with more sluggish handling.<br />
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At least at first look, the Crosstour teases a lot more utility and versatility than Accord sedans. Even if you're not a convert to the Crosstour's pumped-up-hatch styling ethos, it offers some key elements of crossover appeal. One is that it rides a couple of inches higher than the Accord sedan and is around four inches taller altogether—which makes getting in and out easier. In front there's loads of space and headroom, as you might expect, but in back the downward slope of its roofline, as well as the fact that it curves inward, makes headroom a potential issue for taller riders.</div>
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The cargo situation is disappointing, too, as the strut towers infringe on space behind the rear seats, although the seatbacks do flip forward. One handy feature is a large stowage area underneath the carpeted cargo floor, big enough for a briefcase or laptop bag. The lid can also be reversed to an easy-wipe material, for muddy gear.</div>
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The Crosstour offers a choice of either a four-cylinder or a V-6 engine. Most will be fine with the adequate performance of the base 192-horsepower four and five-speed automatic transmission. The V-6 models get Honda's new Earth Dreams 3.5-liter V-6, rated at 278 horsepower and 252 pound-feet of torque, connected to a six-speed automatic with steering wheel-mounted paddle shifters. While the Accord sedan has been ushered over to a front-strut layout—more tunable for ride and handling, Honda says—the Crosstour maintains the double-wishbone layout that for a long time was a point of pride for Honda enthusiasts. Handling is further aided by front and rear stabilizer bars along with a front strut-tower bar, and the steering is hydraulic-assist—standing apart from the electric-assist systems that have been introduced across the new Accord lineup and much of the rest of Honda's models. Those who want all-wheel drive will have to pony up for the top-of-the-line V-6 model.<br />
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Fuel economy also lags behind that of an Accord sedan, but it's decent compared to true, boxier crossovers. Four-cylinder models are rated by the EPA at 22 mpg in the city and 31 on the highway, while the front-drive V-6 now gets ratings of 20/30 mpg. The V-6-only all-wheel-drive models aren't far behind, with ratings of 19/28 mpg.</div>
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The Crosstour drives like an especially heavy, somewhat taller, and less nimble version of the Accord. It weighs about 300 to 500 pounds more, across the board, than a comparable Accord sedan; with or without that knowledge, you'll be surprised to find that the Accord sedan's nimble feel is simply missing here, especially at lower speeds.<br />
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The NHTSA has rated the Crosstour only in its rollover tests, awarding it four stars out of five. The IIHS gives it a 'good' score in available tests--it hasn't been subjected to the new small-overlap test. Its safety-feature set includes available Lane Departure Warning (LDW) and Forward Collision Warning (FCW). It also offers Honda's LaneWatch blind-spot display, which shows a wide-angle view alongside the vehicle's passenger side when you activate the right turn signal.</div>
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The Crosstour EX comes standard with automatic air conditioning with filtration, Bluetooth connectivity, a USB audio interface, steering wheel-mounted controls, and with an auto dimming rearview mirror. Top shelf EX-L models add dual-zone automatic climate control, heated leather-trimmed seats, a leather-wrapped steering wheel and gearshift knob, along with HondaLink with Aha capability, Pandora, and Internet radio capability. The system also rolls in the Pandora interface and voice-to-text SMS texting feature (Android and BlackBerry only), with pre-programmed responses. The V-6 is available at either trim level, while all-wheel drive can only be found on six-cylinder EX-L models.</div>
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