With Acura’s upcoming 2010 ZDX crossover-coupe-whatever setting the tone for the brand in terms of refinement and technology, its once-techno-trendsetting MDX sibling is looking a bit long in the tooth. Indeed, the second-gen MDX—which placed first out of eight in our last shootout of $50,000 SUVs—has sat relatively unchanged since its 2007 debut, and this fact combined with a number of newly engineered goodies also used in the ZDX makes this year the perfect time for an update.

Six Gears and a Better Ride

Perhaps the most notable upgrade is Acura’s first-ever six-speed automatic transmission in place of the previous five-speed. The transmission will proliferate through the company’s V-6 models, with the ZDX, in which the gearbox was first shown, being the next Acura to market so equipped. The company says the new gearbox also will work with four-cylinder vehicles such as the RDX and base TSX. Unfortunately, many other luxury carmakers already are moving on to seven- and eight-speed units, and the six-speed doesn’t improve fuel economy much in the MDX, which is now estimated at a still-thirsty 16/21 mpg city/highway versus 15/20 in 2009. The transmission shifts quickly and smoothly, and its ability to perform multiple-gear downshifts nicely augments the Super Handling All-Wheel-Drive system during sporty driving. The gearbox’s standard and Sport modes are selected via the console-mounted shifter, and all trim levels get steering-wheel-mounted paddle shifters as standard. Read more »

Meet the Acura ZDX concept, or shall we say, a very close to production version of the Japanese firm’s forthcoming crossover that is due to go on sale in the States in the fall of 2009. While most of us were questioning BMW’s decision to add the X6 in its lineup, the Honda folks quickly picked up the idea and came up with their own four-door coupe crossover – we know, it sounds ridiculous…

“The ZDX is truly a luxury performance coupe – plus,” said Jeff Conrad, vice president of Acura sales. “The emotional coupe styling coupled with a luxurious and dramatic interior and surprising versatility, allows the ZDX to define its own segment and attract an entirely new customer.”

While we wouldn’t actually fall in love with its exterior styling, we must admit that Acura’s designers seem to have done a better job than their Bavarian counterparts. An interesting detail are the hidden rear door handles that are concealed in the C-pillar. Aside from a few minor details such as the headlamp and tail light housings, the exhaust tail pipes and quite possibly, the front bumper, don’t expect to see other differences on the production model.

At 192.4 inches or 4887mm long, the ZDX prototype is less than two inches longer than the MDX (190.7 in.) but nearly 12 inches longer than the RDX (180.7 in. or 4590 mm). However, with a height of 61.8 inches, it’s also around 7 and 4-inches respectively lower than its two crossover siblings.

Inside, the five-seater ZDX is virtually production ready though don’t expect to see the hand-stitched leather dashboard and the two-tone trim, or at least not in the basic versions of the crossover. The prototype’s cabin also features a panoramic glass roof which runs the entire length of the vehicle.

Acura said that this fall’s production version of the ZDX will be powered by a V6 engine mated to an all-new, 6-speed automatic transmissio that drives all four-wheels through Acura’s Super Handling All-Wheel Drive (SH-AWD) system.

Acura kicked its sleepy RL in the fanny with a 2005 redesign that ended the era of the Japanese Lincoln. Stone-sharpened styling, a 300-hp V-6, and a newfangled, yaw-inducing all-wheel-drive system suddenly made the RL a switchback hound among $50,000 luxury sedans.

Dandelions grew at dealers. Sales have slipped every year since 2005, to a low of 6262 cars last year. Meanwhile, arch-rival Lexus outsold the RL by more than three to one with its similarly priced GS350.

Instead of a kick in the pants, Acura is trying a frying pan to the face. The rearranging of the RL’s kisser for ’09 nudges it back toward Lincoln-like lassitude, with a squared-up nose, monster grille blade, and puffed-out front shoulders. Augmented by injections of chrome and bright plastic, the front and rear ends bristle with new bling.

Always the small fry in its class, the RL now evinces a more imperious—Imperial? New Yorker?—look, especially on its 18-inch wheels (17s were standard before). It’s a mirage; the dimensions barely change. The revised sheetmetal and bumpers add 2.2 inches to the overall length, but the cozy 110.2-inch wheelbase, tight back seat, and modest 13-cubic-foot trunk remain. The long list of standard equipment carries over, so look very close to see the new RL’s interior upgrades, including a fancier shifter and new front buckets with greater adjustability. A new interior noise-canceling system really does suck up the road rumble. Read more »

Back when gasoline was still cheaper than Glenfiddich, Honda’s luxury division rolled the dice on a compact sedan with a wholly un-American persona. The 2004 Acura TSX, essentially an overseas-market Honda Accord, was cut narrow for Europe’s squeezed streets, firmed up for keen drivers, and armed with a no-frills four-banger to take on the turbocharged and six-cylinder competition. The only choices: manual or automatic, and navigation system or wrinkled map. Pitching this lean front-driver as the cut-buck alternative to a BMW 3-series, Acura execs seemed to have been swilling their own stocks of Scotch.

We fell in love. The TSX was compact but not cramped. It was frugal on gas but felt swift. It commuted serenely and also sliced asphalt into ribbons. It was less expensive, better equipped in base form, and when fitted with the especially satisfying six-speed stick, about 2.7 times more entertaining than most of the luxury cars then oozing across our pages. It averaged about 32,000 sales per year, twice the expectation, Acura tells us. A three-time 10Best winner, the original TSX departs us, leaving behind size-14 double-Es to fill. Read more »