Aston Martin Rapide - High dollar, high luxe exotic cruiser

Aston Martin Rapide - High dollar, high luxe exotic cruiser

Aston Martin Rapide - High dollar, high luxe exotic cruiser

Aston Martins have always been deceptive exotics. The word "exotic car" conjures images of svelte Italian sports cars wailing sonorously along the high banks of race tracks and burbling through high-dollar neighborhoods. Aston Martins have traditionally been burlier, bulkier vehicles--no less refined or sharp-edged in terms of performance, but perhaps not quite so delicate. Like Bentley, Aston Martin's history as a "gentlemen's car" injects a hint of manly-man grunt into the high-dollar, high performance chassis.
Interestingly, the new Aston Martin Rapide bucks that trend, cleaving much closer to the dream-car aesthetic and feel of a proper exotic.

This is perhaps somewhat ironic, since the Rapide is also a step away from traditional exotic cars thanks to its four doors. The Rapide is, after all, the first four-door Aston Martin since 1989. With Maserati, Porsche, Bentley and even Rolls-Royce all getting into the ultra-luxury sports sedan game, it's not such a surprise to see that Aston Martin has joined the club. The Rapide offers transport for four passengers, in ridiculous comfort and at ridiculous speeds, should one be so inclined.

Envisioned in 2006, the Rapide kept most of its show-car looks during the transition from sketch to reality. The long nose and grille are unmistakably Aston pieces, but the smoothly wrapped body is more delicate-looking than the muscular Vantage. The powerful Aston lines are there, but there's a watch-like precision to the familiar grille and shoulder lines that suggests a more genteel vehicle than the typical Aston Martin--which is saying something, as your typical Aston Martin all but defines "genteel" these days. The frameless doors split the difference between standard doors and the "scissor" doors favored by exoticars, rising at a gentle angle to the body. Aston calls them "swan wing" doors, and they're designed to avoid parking lot scuffing, as well as looking cool. The body and structure are mostly aluminum and other lightweight metals and composites, keeping this big car's weight to just over two tons.

Step inside this car, and you'll know the difference between a four-door coupe and a sedan. You sit low in the Rapide, and it feels almost like that of a hand-built concept car. That's got a lot to do with Aston Martin's attention to detail. The doors are finely sculpted, and the dash is slathered in a choice of eight rich
materials in a way similar to what you'll find on a concept car. The
leather upholstery is hand-stitched. A broad strip of your chosen material--mahogany, piano-black, bamboo or other trims--and a tallish


console separate the driver and passenger. Handsome ambient lighting
keeps the mood elegant at night. Rear-seat passengers also get individual seating and a wide console. The rear seats also fold flat, allowing the Rapide to carry over thirty cubic feet of cargo. The Rapide takes some introduction; from the sapphire-crystal smartkey to the heated and cooled seats, this is one of those cars that does everything a little bit differently. The pushbuttons for gear selection are mounted in a row across the middle of the dash, making it difficult to quickly select a gear and go. In addition to physical comfort, the Rapide also provides emotional luxury in the form of a 1000-watt Bang & Olufsen sound system. A navigation system, satellite radio and Bluetooth connectivity are standard; a rear-seat entertainment system is optional.
There's no excuse for an exotic car to lack performance, and the Rapide does not need to make excuses. It's powered by a hand-built

6.0 liter V12. The powerplant uses quad overhead cams and a
four-valve layout for traditionally smooth V12 power delivery, and it's mounted far back in the chassis for tighter handling. With 470 horsepower on tap, the Rapide has the capability to be quite rapid,
indeed. Zero to sixty comes up in about five seconds, and Aston
reports a 188-mph top speed. The power gets to the road via a six-speed automatic transmission with a manual mode that's activated by steering wheel paddles.

The structure underneath is no stranger to sporting intent--it's shared with the DB9 coupe. The Rapide is light-footed when the road begins to bend, thanks to double wishbones at all four corners. It's responsive, thanks to an engine layout that keeps most of the heavy components close to the center of the body. Anti-squat and anti-dive geometry is included, and active shocks are part of the package as well. Traction and stability control are standard, of course, and the Rapide is stopped by big six-piston calipers at all four corners.
This is more like a piece of jewelry than an automobile; Aston Martin may have a performance pedigree similar to Bentley's, but the car doesn't feel like it would be happy being driven at ten-tenths. In fact, the Rapide feels more like a concept car than a real, live, roadgoing vehicle, even on the road. Perhaps that's the point.

All specs are for the 2010 Aston Martin Rapide.
Length: 197.6 in.
Width: 84.3 in.
Height: 53.5 in.
Wheelbase:
Curb weight: 4387 lb.
Cargo space: 31.3 cu.ft.
Base price:
Engine: 6.0 liter V12
Drivetrain: six-speed automatic transmission, rear-wheel drive
Horsepower: 470 @ 6000
Torque: 443 @ 5000
Fuel capacity: 23.9 gal.
Est. mileage:

Aston Martin Cygnet - Micro Chic

Aston Martin Cygnet - Micro Chic

Aston Martin Cygnet - Micro Chic

The Aston Martin Cygnet Concept is a bold step towards a new form of transportation; the luxury commuter car, a form of personal transportation that sees the company's core values engage with a new environment.

The Cygnet Concept enhances the marque, pointing to a future of ongoing innovation, design and technology; allowing Aston Martin customers a greater degree of freedom without compromising the levels of design, quality and innovation that embody the brand.

An Aston Martin delivers the pleasure and exhilaration of driving combined with an appreciation of craftsmanship, design and technology. But Aston Martin is also about innovation, forging new links and associations; and bringing the brand's qualities to new sectors of the market.

“Many of our customers have a need for a small car for urban and city use,” says Aston Martin Chief Executive, Dr Ulrich Bez, “The Cygnet Concept brings intelligence, innovation and artistry to the small car market. The Cygnet Concept represents the natural choice for those customers looking for a premium commuter car.”

“Our past, our future and our backbone will always remain sports cars, but the Cygnet Concept will support this by offering our customers a greater degree of freedom in the urban context.”

The Cygnet Concept is the result of a unique and intelligent collaboration, the coming together of two companies that are leaders in their respective fields. The project has required a close intellectual and engineering partnership, resulting in an inventive solution that unites volume and niche automotive engineering.

Aston Martin has always understood the importance of an emotional engagement with its products. As the company continues to innovate and diversify its product portfolio, emotional design will remain at the heart of its strategy, be it through the exhilarating sound of a V12 engine, the unmistakeable silhouette of an Aston Martin sports car or the quality, craftsmanship and skill that is evident in an Aston Martin interior. The Cygnet Concept exemplifies this latter attribute, demonstrating the high levels of detail design and craft that are integral to every Aston Martin, presented within a compact and highly advanced technological package.

The Cygnet Concept is a demonstration of Aston Martin's unrivalled skill at creating hand-crafted interiors. The rich blend of hand-stitched leather, Alcantara and aluminium is shared with Aston Martin's sports cars. The company's extensive experience of traditional processes and richly detailed craftsmanship gives each Aston Martin a unique feel, bringing together detailed design work, high technology and exquisitely tactile materials.

As a luxury commuter car that can slip easily and unobtrusively into the city, the Cygnet Concept is a highly intelligent solution to urban mobility. Using tried and tested technology, together with Aston Martin's acclaimed levels of personalisation and customisation, material quality, craft skill and tactile delight, the Cygnet Concept is innovative and forward-thinking, a genuine solution for future mobility and a natural partner for Aston Martin's line-up of acclaimed luxury sports cars.

Aston Martin - A commuter car?

Aston Martin - A commuter car?

Aston Martin - A commuter car?

The Innovative Commuter Concept Car; ‘Cygnet’ by Aston Martin

Aston Martin has developed a new luxury commuter concept; the ‘Cygnet’ which will offer customers a distinctive, intelligent and exclusive solution for urban travel in style and luxury.

The concept will offer Aston Martin trademark design in a commuter car package based on the critically acclaimed Toyota iQ with a Euro NCAP 5-star safety package.

The ‘Cygnet’ concept represents a creative, environmentally conscious solution, being small, yet with presence – and highly fuel efficient, now combined with the prestige of Aston Martin’s luxury brand ownership.

Aston Martin, the world leader in exclusive niche engineering is collaborating on this concept with Toyota the world leader in volume, quality and reliability. Although vastly different in size, Toyota and Aston Martin share the philosophy of engineering excellence and innovation underlined by a strong passion for cars.

Aston Martin Chief Executive, Dr Ulrich Bez said: “Now is the right time for Aston Martin to take this first bold step to embark on this special project – made possible with the support of an organisation of Toyota’s stature and capability and the intelligent design and perfect city car package of the iQ.”

“Much work is still required, but I am confident that this project could become reality in the not too distant future. This concept – akin to an exclusive tender to a luxury yacht – will allow us to apply Aston Martin design language, craftsmanship and brand values to a completely new segment of the market.”

“The offering of a ‘Cygnet’ with a DBS, DB9 or Vantage is a unique combination of opposites and a novel transport solution allowing intelligent and sensitive mobility on an exclusive and innovative level.”

Aston Martin One-77

Aston Martin One-77

Aston Martin One-77

The much anticipated One-77 is Aston Martin’s definitive sports car, one that epitomises everything Aston Martin from technology, the hand-craftsmanship of the hand rolled aluminium panels to the attention to detail. A culmination of all the marque’s know-how, the One-77 delivers effortless beauty guaranteed to stir the senses with performance potential eclipsing any previous Aston Martin.

With the performance and durability phase of the One-77’s intensive development programme soon to commence, the 79th Geneva Auto Salon provides the perfect stage on which to reveal the remarkable engineering, advanced technology and exotic materials that lie beneath the One-77’s extraordinary exterior.

For Aston Martin’s Chief Executive, Dr Ulrich Bez, revealing the One-77’s secrets is a proud moment: “Right from the very beginning of the project the vision for One-77 was very simple: It had to combine high-technology with hand-built craftsmanship, and demonstrate the unique capabilities and passion of our designers, engineers and technical partners.

“Quite simply it had to be the ultimate expression of Aston Martin. As you can now see, we have achieved that goal in magnificent style.”

Chris Porritt, One-77 Programme Manager continued: “We wanted to create something that wows you as much when you see what’s under the skin as the exterior styling itself. We started by identifying the most technologically exciting front-engined, rear-wheel drive cars in the world: those from the DTM race series. We then applied the principles and technology that feature heavily in their design and translated it to a road car application.”

Consequently the One-77’s structural core is a lightweight and immensely rigid carbon fibre monocoque. Conceived and designed at Aston Martin’s Gaydon HQ, the monocoque, or ‘tub’, has been built in partnership with Multimatic (MTC). As world leaders in carbon composite technology, advanced vehicle analysis and dynamic simulation, MTC brings unrivalled specialist capabilities to the exacting challenge of the One-77 programme.

Employing the classic formula of double wishbones at each corner, the One-77 features inboard suspension front and rear, with pushrods employed to transfer vertical suspension movements to the horizontally mounted spring/damper units. A practice taken directly from racing car design, the main advantages of inboard suspension are a reduction in unsprung weight and the ability to package the suspension components more effectively.

The dampers are fully adjustable and feature advanced Dynamic Suspension Spool Valve (DSSV) technology; a world-first for a road car application. These special valves are state-of-the-art even at the highest levels of motorsport, and use high-precision machined components to enable the shock-absorbing characteristics of the damper to be changed without having to remove them from the car, as is the norm.

Underlining the truly bespoke nature of the One-77, once delivered to its owner, the car’s suspension characteristics will be precisely set-up by Aston Martin engineers to suit their exact requirements, from settings suitable for the ultimate long-distance GT, to a machine capable of conquering the Nürburgring Nordschleife.

While functionality and efficiency are paramount in the design and construction of the One-77’, so too is aesthetic beauty. To this end every single component has been crafted from the finest materials with absolute attention to detail. From the mesmerising weave of the glossy carbon fibre tub and the abstract, sculptural beauty of the dry sump’s oil reservoir, to the unerring precision of the billet machined aluminium suspension mounts, the One-77’s rolling chassis is an automotive masterpiece.

Of course the irony is that the vast majority of these exquisite components will be hidden from view in the finished car, yet each and every piece is a work of art in its own right. It’s this extraordinary workmanship and money-no-object commitment to quality that makes the One-77 unique.

Naturally, such a spectacular chassis demands – and gets - an equally exceptional drivetrain. It comes in the form of an immensely potent 7.3-litre, naturally aspirated V12 engine. Thanks to the adoption of a dry-sump oil system the engine is mounted 100mm lower than in any previous V12-engined Aston Martin road car, which helps keep the One-77’s centre-of-gravity as low as possible. To further aid agility and endow the One-77 with progressive handling and stable, predictable on-limit behaviour, the engine is also mounted 257mm aft relative to the front wheel centreline. In so doing the front-mid-engined layout shared by all of Aston Martin’s current road car range has been taken to a new level.

The One-77’s magnificent power unit is an extreme evolution of the 6.0-litre V12 engines fitted to the DBS, DB9 and new V12 Vantage models. Like the collaboration with MTC for the build of the chassis, Aston Martin has chosen a world-leading partner with which to develop the motor: legendary engine builders, Cosworth. It has proved to be the perfect collaboration, as Chris Porritt explains.

“Our brief to the engine team was for them to take the 6.0-litre V12 as far as it could go, both in terms of output and weight reduction. The targets were a power output of no less than 700bhp with a 10 per cent reduction in engine mass. Incredibly, the Aston Martin and Cosworth engineers achieved a mass reduction of some 25 per cent, and although we’ve yet to complete the final engine calibration work, I’m confident we’ll see in excess of 700bhp. It’s an awesome accomplishment, but one that’s typical of the One-77 project, for it has consistently brought out the very best in everyone involved.”

Wearing Pirelli P Zero Corsa tyres (255/35 ZR20 front, 335/30 ZR20 rear) developed specifically for the One-77, all 700+bhp is transmitted to the road through the rear wheels via a new six-speed gearbox. Controlled via column-mounted paddles behind the steering wheel, this robotised sequential manual is a new generation of Aston Martin’s familiar transmission. Though it is made specifically for the One-77 and features specially strengthened internals to cope with the tremendous power and torque, the lessons learned in its development will ultimately find their way into the company’s series production models.

It’s a mark of the inherent capabilities of Aston Martin’s acclaimed lightweight Carbon Ceramic Matrix brake technology that it has been used as the basis for the One-77’s braking system. The internals of the calipers have been re-engineered to transmit less heat from the brake pads into the brake fluid, while the discs themselves have been developed to ensure the maximum possible contact area between the face of the disc and the brake pads for improved stopping power. Due to the One-77’s increased performance, special attention has also been paid to brake cooling, as the brakes have less time to cool between bursts of acceleration.

With a projected weight of 1,500kg the One-77 will occupy the very highest echelons of road car performance. Top speed is confidently predicted to be in excess of 200mph, with a 0-60mph time in approximately 3.5sec. Perhaps more importantly, thanks to the purity of a front-engined, rear-drive layout, the responsiveness and immense tractability of a naturally aspirated V12 and the low mass, high-rigidity properties of a carbon fibre chassis, the One-77 promises a driving experience of unrivalled intensity and excitement while representing the world’s most desirable automotive art form.

Aston Martin Rapide

Aston Martin Rapide

Aston Martin Rapide

Gaydon, 15th April 2009. The Aston Martin Rapide has moved into the final stages of its development programme, on course for a public debut in late 2009, with the first customer cars due to be delivered in early 2010.

First revealed as the Aston Martin Rapide Concept at the Detroit Auto Show in 2006, the Rapide is one of the most eagerly awaited cars of the year. As Aston Martin's first true four-door production sports car, the Rapide encapsulates the core values of the brand within a elegant, high-powered sports grand tourer, with four full-sized seats, generous accommodation and luggage space and trademark Aston Martin performance.

Aston Martin Chief Executive, Dr. Ulrich Bez said: “The Rapide will be the most elegant four-door sports car in the world. It completes the Aston Martin range conveying our established attributes of Power, Beauty and Soul.

“In 2010 there will be an Aston Martin for every type of sports car customer regardless of the demands of their lifestyle. The Rapide is the most versatile, bringing a new benchmark of luxury and refinement to both driver and passenger.”

The concept received worldwide acclaim for its design as well as strong expressions of interest from customers. Following the purchase of Aston Martin in June 2007, the production version of the Rapide was approved and development began in earnest. Underpinned by Aston Martin's VH (Vertical/Horizontal) extruded aluminium architecture, the Rapide retains the elegant, flowing proportions that are integral to every Aston Martin and remains remarkably faithful to the original design study.

The cohesive design language and elegant form of the Rapide ensure it is a perfect complement to the other cars in Aston Martin's line-up. From the outset, the Rapide was designed with no aesthetic compromise. “We wanted to make the most beautiful four-door sports car in the world,” Aston Martin's Director of Design Marek Reichman stated when the concept was first shown.

The signature elements of Aston Martin's design language translate seamlessly to the four-door format, with key features such as the 'swan wing' doors - rising upwards and outwards as they swing open - facilitating access to the two beautifully trimmed individual rear seats. The bodywork flows effortlessly from front to rear, where a kicked up tail and strong rear shoulders wrap around the wheel arches to create the classic Aston Martin silhouette, enveloping the additional doors, seats for children or two adults on shorter journeys and functional luggage capacity.

Described by Reichman as a lithe 'long distance runner,' compared to the sprinter-like poise of the V8 Vantage and the muscularity of the DBS, the Rapide's lines are a master class in maintaining purity of proportion and vision. Detail design is crucial, with Aston Martin's iconic side strake extended to run through the front doors before blending into the rear door, lending a sense of dynamic thrust to the Rapide's stance.

The Rapide has been subjected to Aston Martin's rigorous testing programme including extreme climate testing and dynamic performance trials at the company's new Nürburgring Test Centre to ensure the Rapide will display the brand's integral high speed abilities. The last stages of endurance testing are now underway with final sign-off expected later this year before a production car is debuted in September.

The Rapide will offer performance purity and the same level of sporting ability as all modern Aston Martins. Powered by a version of Aston Martin's 6.0 litre V12 engine producing 470bhp and 600Nm of torque and, hand built at the company's engine facility in Cologne, the Rapide's rear wheels are driven through a highly responsive Touchtronic gearbox. Performance figures have yet to be revealed, although early indications are that the Rapide will offer class-leading performance and dynamics, alongside new levels of refinement and luxury.

The Rapide will be built at a new production facility in Graz, Austria managed by the acclaimed vehicle manufacturer Magna Steyr and co-ordinated by a fully integrated Aston Martin team from the UK. The new production facility is closely modelled on the Gaydon factory and will combine a sophisticated modern production line with the Aston Martin traditional hand-finishing skills, a proud blend of craft processes and attention to detail. The interior will further develop Aston Martin's skilful use of genuine high quality materials, applied appropriately and effectively to ensure that form always follows function.

“Rapide will exceed expectations to deliver elegance and practicality in a form that will allow driving enjoyment and comfort beyond anything that exists today,” says Dr Ulrich Bez, “The Rapide will exist in a class all of its own, a true Aston Martin with the high performance and dynamic excellence that defines the brand, and a luxurious sporting grand tourer without equal.”

Acura RDX - high tech and satisfying

Acura RDX - high tech and satisfying

Acura RDX - high tech and satisfying

Some station wagons seem to be the best of both worlds – room for five and cargo, yet still fun to drive like the Cadillac CTS wagon, BMW’s 325xi, Audi’s A3 Avant, Volvo’s V50 and Mercedes-Benz’s E350.
But station wagons aren’t a big thing for some now that crossovers have hit the scene, although some drive like an SUV. That’s where Acura made a smart move back in 2007 with the compact RDX back in 2007, calling it a "5-passenger entry premium SUV."


Based on the Honda CR-V, but with Acura’s edgier look, technology and sporty driving ability, its aimed at a customer who wants “a stylish vehicle that offers a higher ‘eye-point’ (driving position) and more cargo flexibility than a sedan,” but also wants the “style, handling and performance of a sports sedan,” sayeth Acura’s press material.

Witness the “transformable utility of the RDX,” now not so alone in the world of sporty compact crossover SUVs anymore.
* RDXterior - The RDX’s birth dates back to 2005 at the Detroit auto show, when Acura unveiled the RD-X concept. Acura believed that the world needed a competitor in the then-new premium sporty crossover class’s sole occupant, the BMW X3. Now there’s Audi Q5, Infiniti EX35, Mercedes GLK350 and Volkswagen Tiguan.
The look was similar to a baby MDX, starting with Acura’s chiseled nose. In 2010, Acura added its new satin alloy guillotine blade grill over a set of slit lower intakes (one feeds the intercooler) with a matte bumper bar, flanked by silver-framed fog lights. Underneath, a pseudo-brush guard. The headlights are slits that flow into the edgy fender above flat-faced wheel fender flares over 10-spoke alloy wheels wearing Michelin Pilot 18-inch rubber. The rising belt line is matched with a softly curved edge that rises off the front fender, while a gentle channel gives the flanks under the chromed door handles some definition over the lightly cladded sill. In back, a spoiler shields the tinted rear window on a composite hatchback with huge LED taillights and a short rear overhang. Under it, twin steel-edged pipes sit in a black lower fascia and accent the edgy bumper. It’s a tight design with a balanced look and fairly short overhang, but nothing as earthshaking as some Acuras have been.

* Acura accommodations – Dark gray over light gray with some pewter finish, all done in padded or soft touch materials - subtle, yet nicely done. You spy the inset three-gauge design with a big central 180-mph speedometer with a trip computer that even shows torque split on the wheels, flanked by 8,000-rpm tach and turbo boost gauge to the left and gas gauge and gearshift indicator to the right, done in white numbers with blue trim. The three-spoke tilt/telescope steering wheel has audio, Bluetooth, cruise, trip computer and voice command buttons – what you’d expect on a vehicle whose emblem is a measuring caliper. The large satellite navigation/stereo/backup camera screen has a 6-disc CD/DVD player down low, plus a very good AM-FM-XM Satellite tuner with MP3 audio input on the system faceplate below, and a USB input for iPods and memory sticks in the top of the multi-level, very deep center armrest storage area. A slit LCD display at the center base of the windshield offers climate control temperature displays, air vent node, clock and stereo information. The good news – Acura’s voice command system controls almost every audio, phone, navigation and climate control function you need, redundantly backed up with the familiar turn and tap knob under the screen and the main (map, audio, menu, info and cancel) function buttons around it. There are also stereo controls underneath, and on the wheel. You can shut off the nanny that verbally confirms button choices as well as tattled when someone unbuckled in the front passenger seat.

The nicely bolstered perforated leather buckets up front had eight-way power adjustments for the driver, and were sporty, supportive and comfortable, with a great driver relationship to controls. Both had dual-level heating too, the driver getting twin memory pre-sets. For a compact, back seat room was good for two adults. The rear seats flip and fold to expand the decent cargo area in back to 60 cubic feet, all hidden under a security cover. Liftover was low, and the sub-woofer in a side rear bulkhead didn’t intrude on space. Fit and finish inside and out was solid, all switchgear working smoothly and either backlit or lit from a blue pinhole LED.

* Acura athletics – The 2.3-liter turbocharged/intercooled in-line four under the hood of our 1,800-mile-old test car was a first for Acura, and its 240-hp output was a blast to drive in, hooked to a 5-speed automatic with sport option and small soft-touch plastic SportShift paddles. The result – a bit of turbo whoosh and wastegate burble as he hit a very quick 60-mph in 7 seconds. A light throttle input means great passing power for a four with precise shifts, the gearing held to fourth in sport shift. The bad side – here’s a four that got V-6 mileage, only averaging 15-mpg on premium.

This small crossover drove like its size, nimble and very sure-footed thanks to (breathe deep) Super Handling All-Wheel Drive, which shifts power to the outside rear wheel to boost cornering and steering. It corners very well, pulling through with minimal body roll and decent grip, a firm set to the supple (independent front/independent multi-link rear suspension) that some thought was a bit too firm, and did offer some sideways jiggle if you cross a speed bump at an angle. It really was almost as nimble as some sedans I’ve tossed around. I have taken one off road as well, and despite no low range, the RDX handled dirt and grass trails OK. The power steering was precise and nicely weighted, while the 11.7-inch front/12-inch rear disc brakes offered a solid pedal feel and good stopping power with no fade after repeated use. It drives like a sports sedan, like an Acura should, with a compact feel.

For safety, dual-stage front airbags, front side airbags and side curtain airbags for front and outboard rear seats with rollover sensor.

* RDX revenue – Acura now offers a front-wheel-drive-only RDX that starts at $32,620. Our all-wheel-drive version with technology package(navigation with voice recognition, Real-Time Traffic with rerouting, Real-Time Weather, 10-speaker surround sound system and rear view camera) was $37,165 with drive-by-wire throttle, remote keyless entry, HomeLink, moonroof, standard 18-inch wheels and leather seats.

For comparison in a now crowded field of compact premium all-wheel-drive crossovers, the RDX’s closest competitors are still the 260-hp BMW X3 (about $38,000), the 270-hp Audi Q5 (about $42,000), the almost-300-hp Infiniti EX35 (about $35,000) or the 268-hp Mercedes-Benz GLK350 (about $36,000) They all drive beautifully, with some serious sport sedan-like abilities within stylish station wagon-like shapes. Some of those shapes don’t mean good back seat or storage room, though. You can also consider the Volkswagen Tiguan (about $32,000), cleanly done but not as sporty.
* Bottom line – Acura developed a great option to the

then-exclusive X3 back when. Now you have a whole menu of premium sporty SUVs to choose from. Despite being there almost first, the RDX is still a very capable asphalt burner that is agile and quick. That said, some of the competition above is all that, if for a bit more.

2011 Acura RDX SH-AWD Technology
Vehicle type - five-door compact sports utility vehicle
Base price - $36,495 (as tested: $37,165)
Engine type - turbocharged/intercooled 16-valve, DOHC i-VTEC 4-cylinder
Displacement - 2.3-liter
Horsepower (net) - 240 @6,000 rpm
Torque (lb-ft) - 260 @ 4,500 rpm
Transmission - 5-speed automatic with paddle shifting
Wheelbase - 104.3 inches
Overall length – 182.5 inches
Overall width - 73.6 inches
Height - 65.2 inches
Front headroom - 38.7 inches
Front legroom 41.8 inches
Rear headroom - 38.3 inches
Rear legroom - 37.7 inches
Cargo capacity - 27.8 cu.ft./60.6 w/rear seats folded
Curb weight - 3,942 pounds
Towing capacity – up to 1,500 lbs.
Fuel capacity - 18 gallons
Mileage rating - 17 mpg city/22 mpg highway
Last word - Sporty, high-tech and very satisfying, but gas mileage only so-so.
By Dan Scanlan - MyCarData

Acura ZDX

Acura ZDX

Acura ZDX

Here’s a recipe: take an Acura MDX and sift in some BMW X6 and a touch of Acura TSX and mix well. When the batter rises, carve a bit more than five inches off the top and remove the third-row seats, but keep the spices in the middle and the rubber on the road.



The result is what Acura says features “stunning coupe-like styling with the added benefit of a commanding presence and flexible utility” – in other words, yet another in a quickly-filling niche of coupe-like 4-door crossover SUVs.

It sure looks sleeker and sportier than Honda’s crossover, the Accord-based Crosstour. But what is it, and should we care?

*Acura appearance – Revealed as a prototype at the 2009 New York International Auto Show, after weeks of teasing half-shadowed shots, this crossover actually looks pretty cool. The first vehicle to be styled from start to finish in the new Acura Design Studio in Torrance, CA from a sketch by designer Michelle Christensen, it shares its MDX donor’s 3.7-liter, 300-hp V-6 and 108.3-inch wheelbase, body about an inch longer. The ZDX loses some height and .4-inches of ground clearance, although it still has a bit more SUV-like air space ‘tween the 19-inch Michelin tires and sculpted-shoulder fender flares that an Acura sedan.

The faceted, angled nose gets a more discrete version of Acura’s corporate guillotine blade grill, it’s V-shape complimented by slashed slit headlights that climb into the front fender lines over twin slashes of lower air intakes with fog lights. Those fender lines continue gracefully into a raked set of A-pillars, adding to the visual width of the design. The coupe-like profile is aided by the rising beltline and lower window design line off the front fender, the latter meeting the quickly descending fastback roof line. The rear fender line curves and sways around into the rear deck’s trim spoiler, which bisects the almost flat tinted glass rear window and matching panoramic glass roof from the Honda Insight/CRX-style vertical rear window. No rear wiper mars the lines, the rear glass flanked by arrowhead-pointed taillights. The faceted rear end gets neatly-integrated squared-of exhaust tips above a slim gray lower fascia. More than one person bought into the coupe-like body style, hard-pressed to find the neatly-integrated back door handles set into the angled corner where rear side windows meet C-pillar/rear buttress. And I saw lots of glances directed at the sleek silver Z as it went by, one calling it “snazzy.” Score one for the best-looking coupe-like 4-door sports crossover design I’ve seen yet.

*Acura accommodations – When your recipe calls for lopping of more than five inches of roof height, adding a sleek sloping rear window and removing the third row of seats, there are compromises, no matter how good the cake looks. So it is with the ZDX. With 7.9-inches of ground clearance, it’s easy to get inside into relatively low-slung bucket seats. The MDX’s basic dash layout is here, a big red “Start” button a sporty touch. A sportier three-spoke power tilt/telescope steering wheel wrapped in leather gets stereo, voice command and Bluetooth cellphone controls on the left and cruise controls on the right, with a perfect view of the inset 160-mph speedometer, 8,000-rpm tach, gas and temperature gauge under the padded rounded cowl. A gray trip computer display nestles between the big central dials, done in black with white needles and numbers. Twin arches of silver over hand-stitched leather (an Acura first) arc off the V-shaped center section, topped with an inset 8-inch color display for the navigation, AcuraLink real-time traffic and weather with radar, as well as AcuraLink text/audio messages. There’s lots of buttons, plus the ubiquitous Acura/Honda twist-and-tap knob to run up and down menus and input. But it works neatly with the voice command, so almost everything can be accessed quickly. White/gray LCD displays offer standard stereo and climate control info as well.

We had the Tech Package ZDX, so there’s a great 10-speaker 435-watt surround-sound AM-FM-CD-XM Satellite audio system, plus a 60 GB hard drive for storing audio files via the USB port and auxiliary audio input jack under the trick center armrest (sliding door hides second cup holder). Something else that’s trick is the LED lighting on the center instrument panel buttons, which stay black until the engine is fired, then all icons light up. The center screen also displays a backup camera, while the Tech Package adds keyless entry and keyless ignition. A center console 12-volt outlet is hidden under a sliding door next to the stubby gear shift.

The driver gets a 10-way adjustable power driver seat with twin memory presets and power lumbar, the passenger an 8-way power seat, both with dual-level heat. They were very comfortable and supportive. Overhead, the panoramic glass roof with twin power sunshades, the front glass panel opening up, out and aft. Losing the MDX’s third row seat and some roof height means the headliner is cozier-closer to all inside. Up front, it’s a comfy, sporty place to play. But with the sloping rear roof line, I had to duck deep to get into the back seat, a narrow opening between wheel well and door frame. Acura says the rear seats are for “occasional” use, and that’s partially right. Once through the tight opening, there was room for my 6-foot frame thanks to a scalloped headliner, although the inside roof’s side dip down so low I had to duck to see out. Add rear a/c vents and a center armrest with cupholders and its fine for two adults, but three would push it. In back, the sloping hatch window, divider, rising rear haunches and slim vertical back window make it a bit tough to see anything aft or to the sides. As for cargo space, the high load floor makes it easy to get stuff in, and there’s a deep 2.2 cu. ft. storage well under the carpeted floor, plus odd-shaped nooks inside side hatches that let you load wider stuff like a golf bag when removed. Load it to the top and there’s decent space, expandable with 70/30 split rear seatbacks under the power tailgate.

Again, the whole design is more like a mid-size sports coupe with room for two more if needed, but why not just make it a sporty coupe-like sedan like a VW Passat CC?

*ZDX zip – There’s plenty thanks to a powerful, snarling SOHC V-6 hooked into a 6-speed automatic with paddle shifters. Our 500-mile-old tester launched quick and clean with all-wheel-drive traction to 60-mph in a tad under 6.5 seconds in “Sport” shift, slick shifts with good passing power and clean transmission kick-down. Fuel mileage averaged a so-so 16-mpg on the trip computer.

Under the skin, a multi-link rear suspension mounted on a separate steel subframe, all on a longer, lower, wider design than regular crossovers, Acura claims. The ride is sporty but comfortable, shrugging off bumps with well-buffered but tight rebound. Plus, it’s hooked into Super Handling All-Wheel Drive, which varies torque distribution front and rear and between the left and right rear wheels. In a turn, the SH-AWD display shows, and you feel the torque sent to the outside rear wheel to help rotate it around the curve better and minimize understeer. Despite having a bit of height on a sports sedan, the ZDX carved its way through turns like one, with minimal lean and lots of sure-footed feel. The brakes had a great pedal feel and control, with minimal nose dive and only a touch of fade after some very hard repeated use. The power steering was accurate, with great turning radius, and also had great feel. It was a lot of fun to drive.

*Acura assets – A base Acura ZDX is $46,355. Our test vehicle had the Technology Package, so it came with all listed above standard for $50,855. A BMW X6 SAV(Sports Activity coupe), the closest competitor, has 300-hp and carves a turn like nobody’s business, but has even less storage space and starts at about $56,000 base. A Lincoln MKS, Infiniti FX35 or a Lexus RX370 are also competitors, costing a few thousand less base, with between 265- to 303-hp each. Only the Infiniti is as sporty in looks or driving ability, but it is also as compact in places inside.

*Bottom line – Agile, comfortable, well-equipped, powerful, even cutting edge good-looking, its handling prowess honed on Germany's famed Nürburgring road course – that’s the Acura ZDX. Rear seat access hassle, low roof and tighter cargo storage – that’s also the ZDX. It’s a niche I don’t see a need to be filled, so just give me an Acura TL with SH-AWD and 305-hp.



2010 Acura ZDX/Techology

Vehicle type - 5-passenger sports activity crossover

Base price $50,855 (same as tested)

Engine type – SOHC 24-valve VTEC V-6

Displacement -3.7-liter

Horsepower (net) – 300 @ 6.300 rpm

Torque (lb-ft) – 270 @ 4,500-rpm

Transmission – 6-speed automatic w/paddle shifters

Wheelbase – 108.3 inches

Overall length – 192.4 inches

Overall width – 78.5 inches

Height – 62.8 inches

Front headroom – 38 inches

Front legroom – 42.6 inches

Rear headroom – 35.3 inches

Rear legroom – 31.1 inches

Cargo capacity – 26.3 cu.ft. max/55.8 w/rear seats down

Curb weight – 4,431 lbs.

Fuel capacity – 21 gallons

Mileage rating – 16-mpg city/23-mpg highway

Last word – Looks and drives great, but why make it a crossover?
By Dan Scanlan
MyCarData