Acura RDX Oklahoma

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Another new SUV? Isn't the sport-utility market collapsing as buyers turn away from gas-guzzling sport-utes? What's Acura's gambit with the all-new RDX?

It's pretty simple, actually. The luxury SUV market had grown and diversified to the point that there's room for a much greater variety of vehicles. That, and it's more fashionable to field a compact SUV than a station wagon. Only Audi and Volvo seem to be able to pull off luxury sport-wagons consistently. Case in point; BMW 3-series and Mercedes C-Class wagons are rare, as the proverbial hens' teeth, and does anybody remember the Lexus IS300 Sportcross? Anyone? If Acura wanted to add a small cargo-hauler to the lineup, a TSX wagon wasn't going to cut it. We're not complaining; the RDX is just cool enough that we suspect Acura just couldn't resist building it.

It may be counted with the SUVs, but what this really is, is an all-weather sports wagon with a tall body. The RDX has a look that's not too different from the rest of the Acura family. Up front there's a handsome, compact stacked grille with an argent surround. Unseen to the casual onlooker is an internal hood scoop, designed to feed air to the turbocharger and intercooler without an unsightly hole in the hood. The long nose and stubby tail give the RDX a tall-wagon look that won't turn off SUV-phobic car buyers. One glance and it's obvious that the RDX was never intended to go off-road, with its dual exhaust and big 18" wheels. Mirror-mounted turn signals are an upscale touch. The oversized wheels reduce the visual size, so it manages to look svelte. There aren't any brush bars or skid plates, but a plastic tailgate panel is ding-resistant. Plastic lower panels also ring the car to absorb suburban mishaps.

Further evidence of the RDX's desire to be a sport wagon can be found on the inside, in the form of racer-style paddle shifters. The cockpit is more sport than utility, with comfortable leather seating for four and soft-touch surfaces that don't invite dirty clothes or cargo. That's not to say the RDX can't do any proper work; Acura takes full advantage of this tall wagon's increased interior room, offering a laptop-swallowing center console and a cargo area that will hold mountain bikes with ease. The RDX will be happier aiding and abetting its owners on an active-sports weekend getaway than hauling bags of dirt, however. Side-curtain airbags, high-intensity discharge headlamps and a six-CD changer are standard. The optional "Technology" package gets a slew of cool stuff, including a ten-speaker surround sound system, a Bluetooth-enabled hands-free phone system, XM satellite radio, and a navigation system with Acura's real-time traffic navigation.

Under the hood, there's a 2.3 liter iVTEC turbo four-cylinder engine. It's the first turbo for Acura, and the first US-built turbocharger for Honda. It's an intercooled variable-flow turbocharger that helps the RDX to produce 240 horsepower. The 2.3's basic construction is shared with the Acura TSX sedan, with a stronger block and connecting rods to handle the extra power. The turbo provides variable boost throughout the engine's range, improving the turbo's typically weak low-speed engine response. Other manufacturers have attacked this problem with twin turbochargers; the RDX's setup is simpler, using an inlet valve to regulate exhaust flow and the turbocharger's speed. The turbo isn't a subtle one, and power is preceded by a distinct whoosh, but the RDX's power output is comparable to that of a six-cylinder sedan. The turbo powertrain means that towing is limited to a modest 1500 pounds, and a five-speed automatic transmission is the only gearbox offered.

Acura's Super-Handling All-Wheel Drive is standard, and provides optimal torque distribution. Power is split not only to keep the power going to the ground, but also to affect the car's attitude. The RDX's SH-AWD is a more compact system than the one found in the RL sedan. On the road, the suspension is taut enough to satisfy sports sedan buyers, though the RDX's height results in some uncomfortable head-toss. MacPherson struts are used up front, with an independent rear. Floating rear subframe bushings help to isolate the cabin from the drivetrain. It's reasonably fun to drive, with sharper handling than other crossovers like the Nissan Murano or Toyota Highlander. We wouldn't quite call it a TSX wagon; the RDX still feels taller than a standard sports wagon, because it is. When the handling gets wobbly around the knees, the Vehicle Stability Assist (VSA) stability control and standard anti-lock brakes are there to step in.

The newest member of the Acura family is a nice package that's a little rough around the edges, but still worth considering as an alternative to the BMW X3 or Lexus RX350. Drivers who dislike the feel of SUVs are unlikely to find joy behind the wheel of the RDX either--but Volvo builds the XC70 Cross Country for them. It doesn't quite ride like a car, but the RDX will do many of the things an XC70 will for almost ten grand less, and that's something. Acura RDX pricing is reasonable considering the long list of standard equipment. The RDX starts at $32,995, and goes up to $36,495 for the Tech package.


Specifications:
All specs are for the 2007 Acura RDX.
Length: 180.7 in.
Width: 73.6 in.
Height: 65.2 in.
Wheelbase: 104.3 in.
Curb weight: 3924 lb.
Towing capacity: 1500 lb.
Engine: 2.3 liter DOHC turbocharged and intercooled inline four-cylinder
Drivetrain: five-speed automatic, all-wheel drive
Horsepower: 240 @ 6000
Torque: 260 @ 4500
Fuel capacity: 18.0 gal.
Est. mileage: 19/23

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Sävy Strategic Creative

The Finest in European Automotive in Bend.

1.541.359.3068
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Bend, OK
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The Finest in European Automotive in Bend.
The moment one walks through the doors at German Master Tech in Bend, Oregon, its meticulously kept, white floored shop currently home to an impressive lineup of detail and restoration in progress: the bright silver Porsche spec racer being built in the center of the room, the Porsche 911 S undergoing a full restoration and the variant of others, from BMWs to Ferraris, it is quickly understood why German Master Tech, with some of the finest European auto technicians and restoration specialists in the country, supports some of the finest European cars on the West Coast. This German-apprenticed, master-trained company, that refers to its work as “a craft”, is known to many by the unmatched service and support they provide their racing and restoration clients across the country, to others by the niche expedition preparation service they provide all-terrain vehicles, and still to their most dedicated customer, the fine European car enthusiast, German Master Tech is truly the one to many in this town.
German Master Tech’s President, a BMW Master Technician, Tim Morris, brings with him over 25 years experience in the industry and has been awarded several achievement and master technician status awards though BMW specialized factory schools. Tim has also achieved BMW’s Center of Excellence Award twice and is a seven-time BMW President’s Club Technician. German Master Tech’s co-founder and past partner, Jay Audia, won the 07 SCCA Regional Championships for GT2 in his German Master Tech-prepared Panoz. The company’s third founder is one of Bend’s most passionate Porsche enthusiasts, John Audette.

“Restorations have been a large part of our focus,” said Morris, describing some of his company’s award winning roots. “From our very first restoration, a 58’ BMW Isetta 300, which we took to the Forest Grove Concours d’ Elegance in 05 and won our class, in addition to taking home the President’s Award, which was judged by Pacific College’s President as “the car the college student would most want to drive,” said Morris. “I drew on my past car show and restoration experience to pull off a surprise win. It was a good deal of timing and the right car, with the right colors. We stole the show with a micro car, it was great!” Morris said standing next to his red Porsche hot rod parked inside his shop. “Car shows and racing are my passions,” he said with a smile.
“Our tuning business is the best around,” continued Morris of the company’s capabilities. “The application of our developed performance packages to already great cars really creates a ‘wow’.” German Master Tech provides full warranty BMW performance upgrades as a Dinan-authorized dealer, and Porsche performance programs that take the 911 to the next level. “Our tuning business has led us to organized racing, which has been a life-long dream of mine.” Included in German Master Tech’s list of champion racing cars are a 64’ BMW 1800 TISA owned by Steve Walker of Salem. The 1800 TISA is BMW’s first post-war racer based on a production car in regional vintage racing. A 911 Porsche racer owned by Bend’s Mark Powell will be racing in one of the West Coast’s fastest growing amateur racing classes, Spec 911. “Mark’s car is special as it ties together the whole business: a restoration with an extreme tuning package.”

“German Master Tech has worked on all my cars, including a Range Rover, BMW, three Ferraris and a Porsche,” said Ervin Richards, a long-time German Master Tech customer. “I bring my cars here because they consistently do it better and because they’ve always gone way beyond the call of duty in their service and support of my vehicles.” “If I can bring it to German Master Tech,” said Richards, “I will.”
To learn more about German Master Tech, contact them directly at 541.322.9647.