© 2007 Acura. Acura and RDX are trademarks of Honda Motor Co., Ltd. (E47043).

DUNE DEVILS FEELING RAMBUNCTIOUS?

BOUNCE INTO ONE OF THESE BUGGIES FOR A HOT DATE IN THE DESERT.

Words Ron KiinoPhotographs Brian Vance

(COMPARISON) ACURA RDX VS. BMW X3 VS. LAND ROVER LR2 VS. LINCOLN MKX

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August 2007

With the proliferation of the seven-seat crossover/utility vehicle—even such cute/utes as the Mitsubishi Outlander and Toyota RAV4 offer a third row—the two-row CUV, the old standby, is seemingly becoming a thing of the past. Several automakers, though, aren’t dismissing the five-seat crossover, especially the premium variety, recognizing there are still plenty of singles, couples, and families who aren’t willing to take one for the home team—at least not yet. Audi, Infiniti, and Volvo, for instance, are betting that the popularity of the small, snappy CUV is shooting nowhere but skyward, each readying a version of its own. Mercedes and others are sure to follow. Further, prospective customers of these premium crossovers have some money to burn—certainly if they’re empty- or never-nesters—and are willing to spend upward of $40,000 on a vehicle that pampers them with luxury, performance, and, of course, fun.

So what such crossovers exist today? Our radar exposed three all-new blips—

the Acura RDX, the Land Rover LR2, and the Lincoln MKX—and one familiar bogey, the BMW X3. All these first-class CUVs offer a leather-appointed interior, a navigation system, Xenon headlamps, a premium sound system, all-wheel drive, and well over 200 horsepower. To determine which lavish Lilliputian is the mightiest of the bunch, we paid a visit to the Dumont Dunes, a Mecca of sandy mounds near the Mojave National Preserve, to test off-road prowess and beach benevolence. Along the way, we explored the highways and byways around Devils Playground to score ride, comfort, and luxury, and closed with rigorous handling loops in the San Gabriel Mountains to rate chassis dynamics: 1000 miles accumulated, one CUV had us feeling especially devilish.

NeW OldUnfortunately for Lincoln, the MKX isn’t the one. Tired, perhaps, but not devilish. The sole American in the group, the MKX, sad to say, represents itself as do many—sloppy and overweight. Suffocating the scales with 4618 pounds—308 pounds more than the next-heaviest LR2 and nearly 700 pounds porkier than the group lightweight, the RDX—the MKX feels like a pig among coyotes, exhibiting untidy movements and languid responses. Turn-in? Maybe tomorrow. Understeer? Overwhelming. Editor-at-large St. Antoine notes, “The

Aged but AthleticIntroduced as a 2004 model, the X3 is the eldest of the foursome, but it’s nonetheless a fresh player, having undergone significant transplants for 2007, notably a 260-horse I-6, a six-speed manumatic, and restyled front and rear fascias. Like its big brother, the X5, the X3 sports xDrive all-wheel drive, a rear-drive-biased system designed to impart BMW’s renowned handling traits. Overall, it succeeds, as the X3 generally feels neutral and composed under aggressive cornering, although we did experience more body roll than expected. Our tester came sans a sport package, which adds a tauter suspension and 18-inch alloys, an option that would likely remedy the unwelcome swaying but also roughen an already rough and often harsh ride. The steering, a BMW hallmark, is surprisingly slow on turn-in, but comes alive and communicates clearly once in the bend. The brakes, conversely, aren’t slow at all—actually a bit grabby on tip-in—providing strong response and, at 126 feet, the shortest distance from 60 to 0, placing it in a tie with the Land Rover.

At the dragstrip, the X3, with its velvety 3.0-liter and quick-shifting six-speed, devours 0-to-60 in 7.0 seconds and the quarter mile in 15.3 at 90.0 mph, one of only two to record a 90-mph trap speed. Wearing Pirelli Scorpion tires, the Bimmer, naturally, remains vigorous when confronted by sand—simply disable the stability control, drop the six-speed into second, and let xDrive’s step-lessly variable front/rear torque split slide you around with confidence. Vivacious as it is on- and off-road, the X3 is unexpectedly the most frugal at the pump, dispensing a best-in-test 19.7 mpg.

Nestled behind the wheel, the X3 is still

suspension is all over the road, the trac-tion control steps in too early and often, and there’s no cornering feel.” The Lincoln seems to float around curves, never composed, always rolling, squat-ting, and diving. Senses through the helm are rubbery, elastic, numb—you get the idea—prompting St. Antoine to declare,

“‘Steering feel’ is an oxymoron.” The brakes aren’t much better, delivering a mushy pedal and fade-prone performance.

On the bright side, the MKX isn’t without merits. Despite its hedonistic heft, it manages respectable test numbers—0-to-60 in 7.7 seconds and the quarter mile in 15.9 at 86.4 mph—well above those of the LR2 and a testament to the robust 265 horsepower from the 3.5-liter V-6. The soft suspension, a weakness in the twisty bits, is a blessing on the highway, providing the cushiest, most serene ride. Moreover, at the dunes, the MKX will romp all day without ever needing a time out. And while most of us don’t care for Lincoln’s retro interior—the square gauges remind art director Voehringer of the dials on his 1971 oven—and subsequent sterile ambiance, the cabin does boast the most accommo-dating back seat, the widest and largest cargo hold, and heated and cooled front seats.

Voehringer sums up the Lincoln as, “A biopsy of the quintessential American luxury vehicle—big, wide, and soft, with a few handy-dandy features as a bonus.” The MKX’s dire dynamics in the mountains, stiff $44,000 price tag, and lack of a manual mode for the six-speed (how does Lincoln expect to conquer import customers without a manual mode?) relegate it to fourth place—a bonus in our book.

(comparison) AcurA rdx vs. bmW x3 vs. lANd rOver lr2 vs. liNcOlN mkx

a pleasant place to reside—a $150 heated steering wheel and $700 “Comfort Seats” with lumbar support are cosseting—yet it feels dated in view of its competition, evidenced by a pop-up nav screen that can be controlled only by a single knob.

The X3 is competent off-road, rewarding when the tarmac winds, and, assuming a stiff ride is tolerable, also a pleasant day-to-day transporter. At nearly $50,000, however—X5, anyone?—the X3 can simply be described as overpriced.

All-terrAiN AptitudeSharing platform pieces with the new Volvo S80 and utilizing the Swede’s 3.2-liter inline-six and six-speed automatic, the LR2 is unlike other Rovers in that it’s car-based and, under most circumstances, functions as a front-drive CUV. But that’s not to say it’s not a legitimate Land Rover; after all, it boasts the most ground clearance (8.3 inches), the best approach/depar-ture angles (29.0/32.0 degrees), and the most formidable off-road system. Dubbed Terrain Response, the LR2’s Haldex-based all-wheel drive meshes the transmission, throttle, stability control, and hill descent to optimize momentum through just about every landscape imaginable. At Dumont, with T.R. set to Sand—General Driving, Grass/Gravel/Snow, and Mud and Ruts are the other settings—the LR2 eats through sand like Kobayashi does Nathan’s Famous

2Nd plAcelANd rOver lr2 se

A star off-road that

still shines on-road.

3rd plAcebmW x3 3.0si

A track-and-field celebrity

charging exorbitant royalties.

n 4th plAceliNcOlN mkx

Too overpriced and overweight

to be a real contender.

hot dogs, devouring dune after dune, seemingly toying with the others. Love the outdoors and off-roading? The LR2 is in a class by itself.

Compared with its predecessor, the frail and frumpy Freelander, the LR2 plays the rough part well. It looks rugged, almost like a mini-LR3, a theme that carries over inside, evidenced by a strikingly similar dash, instrument panel, and steering wheel. Further, behind that wheel, the feel is much the same—the seating position is high, visibility all around is excellent, and the cabin is roomier than expected.

As in the X3 and the RDX, the LR2’s ride is firm, yet the Land Rover manages to dull the impacts. Editorial assistant LaPalme notes, “Suspension is more boatlike than the others, with a slight bobbing feel when rolling over seams and bumps.” Through winding roads, the LR2 continues to impress, offering light, pure steering sensation, respectable lateral acceleration (0.76 g), and stellar braking (60 to 0 in 126 feet). The Rover does exhibit a fair amount of body roll—at 69.5 inches tall, it possesses the highest center of gravity—but once settled in a turn, it feels composed, mildly protesting with moderate understeer.

Saddled with over 4300 pounds and a tall final drive (2.59:1), the LR2 is the slowest to 60 (9.0 seconds) and the quarter mile (16.8 at 82.5 mph) and sometimes feels weak trudging up steep grades. Still, wearing a price tag undercut only by the Acura’s and

armed with 60 years of off-road expertise, a rugged façade befitting an Indiana Jones rig, and refined, laudable road manners, the LR2 easily secures the second spot.

siNisterly sWeetOn paper, the Acura doesn’t appear that imposing. Under its hood resides the only four-cylinder in this group, mated to the test’s sole five-speed automatic. And horse-power is rated at just 240, bettering only that of the LR2. But stomp on the drive-by-wire throttle and that paper flies right out the window—0-to-60 takes a mere 6.5 seconds and the quarter mile just 15.1 at 90.7 mph, handily smoking the other three.

Credit the RDX’s variable-flow turbo-charger and 13.5 psi of maximum boost, which musters the most torque (260 pound-feet) of the bunch. Of course, the RDX isn’t just swift in a straight line. In lateral acceleration and the figure eight, the Acura boasts the most brisk numbers—0.83 g and 27.7 seconds at 0.62 g, respectively—verification that the SH-AWD system, which distributes torque not only between the front and rear axles but also the left and right rear wheels, is indeed “super handling.” Compared with the MKX, the RDX feels like an NSX. According to St. Antoine, “There’s more understeer than I expected, but the SH-AWD helps pull the RDX out as the corner progresses.” On sand, the SH-AWD doesn’t skip a beat, turning the RDX into a capable off-roader,

although its 6.3 inches of ground clearance and fussy traction control (we couldn’t disable it with the tires deflated to 15 psi) make it more of a soft-roader.

On the open highway, the RDX loves to run all day. “Freeway driving is a breeze, with seamless boost for passing and climbing,” says Voehringer. The rigid and sometimes coarse ride is akin to the X3’s, the light and linear steering similar to the LR2’s. While the five-speed is plenty intuitive, steering-wheel-mounted paddle shifters are at the command of the most impatient drivers. They’re especially useful for a last-second pass or impersonating a Formula 1 driver on a mountain road. As St. Antoine adds, “The shifters are very useable, unlike other units that seem added for decoration.”

Inside, the RDX is standard Acura: clean, well-executed, and of the utmost quality. Voehringer notes, “Overall, the interior is the most appealing. It’s well integrated all around with a diversity of textures. The center stack is positively futuristic looking while easing interface.”

And despite being the coziest of this quartet, the RDX is plenty comfy for four and offers more cargo volume than the LR2. Better still, at $37,165—$2785 less than the LR2 and $1610 less than the X3’s base price—the RDX is the easiest on the wallet yet the most entertaining on the road. Cheap and fun—who wouldn’t feel devilish? n

n 1st plAceAcurA rdx

A sport sedan in crossover clothes.

2007 ACURA RDX 2007 BMW X3 3.0si 2008 LAND ROVER LR2 SE 2007 LINCOLN MKX AWDPOWERTRAIN/CHASSISDrivetrain layout Front engine, aWD Front engine, aWD Front engine, aWD Front engine, aWD

engine type turbocharged i-4 alum block/head i-6 alum & mag block/alum head i-6 alum block/head 60-deg v-6 alum block/heads

valvetrain DoHC, 4 valves/cyl DoHC, 4 valves/cyl DoHC, 4 valves/cyl DoHC, 4 valves/cyl

DisplaCement 140.4 cu in/2300cc 182 .8 cu in/2996cc 194.8 cu in/3192cc 213.3 cu in/3496cc

Compression ratio 8.8:1 10.7:1 10.8:1 10.3:1

poWer (sae net) 240 hp @ 6000 rpm 260 hp @ 6600 rpm 230 hp @ 6300 rpm 265 hp @ 6250 rpm

torque (sae net) 260 lb-ft @ 4500 rpm 225 lb-ft @ 2750 rpm 234 lb-ft @ 3200 rpm 250 lb-ft @ 4500 rpm

WeigHt to poWer 16.4 lb/hp 15.8 lb/hp 18.7 lb/hp 17.4 lb/hp

transmission 5-speed automatic 6-speed automatic 6-speed automatic 6-speed automatic

axle/Final 4.53:1/2 .77:1 4.44:1/2 .97:1 3.75:1/2 .59:1 3.39:1/2 .52:1

suspension, Front; rear struts, coil springs, anti-roll bar; multi l ink, coil springs, anti-roll bar

struts, coil springs, anti-roll bar; multi l ink, coil springs; anti-roll bar

struts, coil springs, anti-roll bar; struts, coil springs, anti-roll bar

struts, coil springs, anti-roll bar; multi l ink, coil springs, anti-roll bar

steering ratio 15.1:1 18.9:1 15.4:1 17.6:1

turns loCk-to-loCk 2.8 3.4 2 .6 2 .9

Brakes, F;r 11 .7-in vented disc; 12 .0-in solid disc, aBs

12 .8-in vented disc; 12 .6-in vented disc, aBs

12 .5-in vented disc; 12 .0-in vented disc, aBs

12 .6-in vented disc; 11 .9-in disc, aBs

WHeels 7.5x18.0 in, cast aluminum 8.0x17.0 in, cast aluminum 8.0x18.0 in, cast aluminum 7.5x18.0 in, cast aluminum

tires 235/55r18 99v michelin pilot Hx mxm4

235/55r17 99H pirell i scorpion str

235/60r18 107v Continental Cross Contact uHp

245/60r18 104t Continental Cross Contact lx

DIMENSIONS WHeelBase 104.3 in 110.1 in 104.7 in 111 .2 in

traCk, F/r 61 .9/62 .6 in 60.0/60.7 in 63.0/63.5 in 65.1/64.9 in

lengtH x WiDtH x HeigHt 180.7 x 73.6 x 65.2 in 179.9 x 73.0 x 65.9 in 177.1 x 75.1 x 69.5 in 186.5 x 75.8 x 67.2 in

grounD ClearanCe 6.3 in 8.0 in 8.3 in 8.0 in

apprCH/Depart angle 28.0/22 .0 deg 24.0/21 .9 deg 29.0/32 .0 deg 16.7/25.0 deg

turning CirCle 39.2 ft 38.4 ft 37.1 ft 38.6 ft

CurB WeigHt 3925 lb 4115 lb 4310 lb 4618 lb

WeigHt Dist, F/r 57/43% 50/50% 58/42% 57/43%

toWing CapaCity 1500 lb 3500 lb 3500 lb 3500 lb

seating CapaCity 5 5 5 5

HeaDroom, F/r 38.7/38.3 in 39.3/39.4 in 40.2/39.4 in 37.8/38.7 in

legroom, F/r 41 .8/37.7 in 40.2/35.8 in 41 .9/36.4 in 40.7/39.6 in

sHoulDer room, F/r 58.2/56.3 in 55.6/55.0 in 57.6/57.3 in 58.9/58.8 in

Cargo vol BeHinD F/r 60.6/27.8 cu ft 71 .0/30.0 cu ft 58.9/26.7 cu ft 68.7/31 .8 cu ft

TEST DATAaCCeleration to mpH

0-30 2 .3 sec 2 .2 sec 2 .8 sec 2 .5 sec

0-40 3.3 3.5 4.5 3.9

0-50 4.9 5.0 6.6 5.5

0-60 6.5 7.0 9.0 7.7

0-70 8.7 9.1 12 .1 10.4

0-80 11 .6 11 .9 15.9 13.5

0-90 14.9 15.3 20.0 17.6

0-100 19.0 18.6 — —

passing, 45-65 mpH 3.4 3.8 4.9 4.3

quarter mile 15.1 sec @ 90.7 mph 15.3 sec @ 90.0 mph 16.8 sec @ 82 .5 mph 15.9 sec @ 86.4 mph

Braking, 60-0 mpH 136 ft 126 ft 126 ft 151 ft

lateral aCCeleration 0.83 g avg 0.81 g avg 0.76 g avg 0.73 g avg

mt Figure eigHt 27.7 sec @ 0.62 g avg 28.0 sec @ 0.61 g avg 29.4 sec @ 0.54 g avg 29.3 sec @ 0.57 g avg

top-gear revs @ 60 mpH 2150 rpm 2300 rpm 1900 rpm 1750 rpm

CONSUMER INFOBase priCe $33,665 $38,775 $34,700 $36,445

priCe as testeD $37,165 $47,975 $39,950 $43,890

staBility/traCtion Control yes/yes yes/yes yes/yes yes/yes

airBags Dual front, front side, f/r curtain Dual front, front side, f/r curtain Dual front, driver knee, front side, f/r curtain

Dual front, front side, f/r curtain

BasiC Warranty 4 yrs/50,000 miles 4 yrs/50,000 miles 4 yrs/50,000 miles 4 yrs/50,000 miles

poWertrain Warranty 6 yrs/70,000 miles 4 yrs/50,000 miles 4 yrs/50,000 miles 6 yrs/70,000 miles

roaDsiDe assistanCe 4 yrs/50,000 miles 4 yrs/unlimited miles 4 yrs/50,000 miles 6 yrs/70,000 miles

Fuel CapaCity 18.0 gal 17.7 gal 18.5 gal 20.0 gal

epa City/HWy eCon 19/23 mpg 19/26 mpg 16/23 mpg 17/24 mpg

Co2 emissions 0.94 lb/mile 0.90 lb/mile 1 .0 lb/mile 0.99 lb/mile

mt Fuel eConomy 17.7 mpg 19.7 mpg 18.2 mpg 17.0 mpg

reCommenDeD Fuel premiumunleaded

premiumunleaded

premiumunleaded

regular unleaded

2007 ACURA RDX

Front engine, aWD

turbocharged i-4 alum block/head

DoHC, 4 valves/cyl

140.4 cu in/2300cc

8.8:1

240 hp @ 6000 rpm

260 lb-ft @ 4500 rpm

16.4 lb/hp

5-speed automatic

4.53:1/2 .77:1

struts, coil springs, anti-roll bar; multi l ink, coil springs, anti-roll bar

15.1:1

2 .8

11 .7-in vented disc; 12 .0-in solid disc, aBs

7.5x18.0 in, cast aluminum

235/55r18 99v michelin pilot Hx mxm4

104.3 in

61 .9/62 .6 in

180.7 x 73.6 x 65.2 in

6.3 in

28.0/22 .0 deg

39.2 ft

3925 lb

57/43%

1500 lb

5

38.7/38.3 in

41 .8/37.7 in

58.2/56.3 in

60.6/27.8 cu ft

2 .3 sec

3.3

4.9

6.5

8.7

11 .6

14.9

19.0

3.4

15.1 sec @ 90.7 mph

136 ft

0.83 g avg

27.7 sec @ 0.62 g avg

2150 rpm

$33,665

$37,165

yes/yes

Dual front, front side, f/r curtain

4 yrs/50,000 miles

6 yrs/70,000 miles

4 yrs/50,000 miles

18.0 gal

19/23 mpg

0.94 lb/mile

17.7 mpg

premiumunleaded

Posted with permission from the August 2007 issue of Motor Trend ® www.motortrend.com. Copyright 2007, Primedia Inc. All rights reserved.For more information about reprints from Motor Trend, contact Wright’s Reprints at 877-652-5295.

37828© 2007 Acura. Acura and RDX are trademarks of Honda Motor Co., Ltd. (E47043). 37919