Traffic reporting is expected in a good navigation system at this point, so Acura brought the traffic-sensitive rerouting feature to the table along with less vital, but useful, weather reports along the route and elsewhere. Alerts can be scrolled through manually, or (as already noted) used to allow the system to calculate a new route based on known slow points.
The Bose-branded 10-speaker sound system is powerful and can play DVD-audio, streaming Bluetooth, and devices plugged into a USB port, in addition to the usual sources. XM satellite radio is standard and now includes a "Note" function, which stores a 10-second clip of up to 30 songs along with their artist/title/channel information. Speed-adjustable volume worked very well with the Active Sound Control to keep the music and talk at steady levels. MP3 discs and files show track name information.
The Bluetooth set-up in Hondas and Acuras is very familiar to us by now, and we admire its simplicity, although, like most cars, it won't pair a phone to the vehicle while moving. It is now capable of downloading and PIN-protecting a paired phone's contacts list, which is searchable via the joystick controller. We took advantage of this feature, as well as our 's A2DP streaming, to play MP3 files from the phone.
All these systems and the dual zone climate control are controllable through the improved voice-command feature, which was already the best of its kind. As Antuan Goodwin noted when reviewing therecently, the system now understands enough commands and combinations that you can get most things to work without having to know the specific words first. With radio presets, it works especially quickly, although we still felt more comfortable programming our destinations using the knob.
On the comfort side, the front seats are heated, cooled, and 10-way adjustable, including lumbar. Materials are mostly up to snuff, with nicer metal accents and real wood dashboard trim as part of the top options package. The automatic climate-control system takes GPS data into account and adjusts for the position of the sun relative to each passenger. We're not sure if this is jumping the tech shark, but we like it. Another interesting touch is the capability to let the car schedule service appointments for you via AcuraLink, which communicates maintenance information to authorized dealers at the driver's discretion.
Rear-seat room has increased slightly, and passengers reported adequate leg and head room. The trunk is deep, with a light aluminum lid and a lockable rear-armrest pass-through. The aux-audio input, USB cord, and a power outlet are all wisely located in the deep center armrest, which also has a flatter covered-storage space in its lid. There are power-lowering rear headrests, a power-rear window shade, and manual rear-side window shades. A previous shortcoming, the lack of a rear-view camera, has been remedied, albeit with a rudimentary implementation.
Under the hood
The big news on the performance front is the new 3.7-liter engine, now putting out 300 horsepower and better sub-3,000rpm torque than the heavier engine it replaces. Most luxury flagships sport eight-cylinder engines, but Acura touts the V-6's packaging and weight-saving benefits over comparably powerful V-8s. In any case, the engine sports VTEC valve timing on both the intake and exhaust sides, a first for a single, overhead, cam engine.
Also a bit of a luxury let-down is the five-speed transmission. This was targeted as the reason for the lackluster performance of the previous RL we tested, a. It's been strengthened and remapped for 2009 and can now be paddle-shifted whether in Drive mode or manual. As noted earlier, a sixth gear on the highway might have increased gas mileage, but the top gear still provided relaxed engine speeds while cruising.
We also felt the transmission responded better to spirited around-town and curvy-road driving, not noticing any of the delays and hunting mentioned in our earlier review. Also certainly contributing to the enjoyment is the revised SH-AWD torque-apportioning system. It is noteworthy because it is capable of transferring power not only fore and aft, but also individually to the rear wheels, either of which might get all of the power coming to the rear axle (never more than 70 percent of the total) under extreme conditions. The outer rear wheel is also made to spin faster than the inner one during aggressive cornering, reducing the under-steer effect at the front.
Along with the expected traction control and stability-enhancing electronic-driving aids, the RL again offers the Collision Mitigation Braking System with the top options package. Under certain conditions based on comparative vehicle speeds, the RL will warn of a possible impending collision, also pretensioning the seatbelts with a noticeable yank and actually applying the brakes if necessary, but not enough to stop the car entirely. We found the system a little too sensitive in city traffic and never activated it on the highway, except when pulling out to pass slower traffic. The same radar-based system is used for active cruise control, a feature we didn't try this time, but which proved useful in our previous tests of the RL. CMBS can be easily switched off, as can an active headlight-pivoting feature.
The EPA rates the 2009 RL at 16 mpg in the city and 22 on the highway, which jibes with our observed, mostly highway-derived, figures mentioned earlier. The RL earns meets the California Air Resources Board's ULEV-2 emissions standard.
The 2009 Acura RL, with navigation and the CMBS crash mitigation and adaptive cruise control, comes in at a price of $53,700, putting it at the top of Acura's line-up and clear into the sport-luxury territory of competitors. Although cabin tech hasn't improved enough to keep up with the field, its best tech is now in the drivetrain, which has improved performance markedly. But it's time for a revamped infotainment interface to keep pace with the car's new power and look, along with features Acura is rolling out in the new TL.
Sales of the RL have been in decline for some time, and the revamped RL probably won't reverse that trend in the face of competition, like the perennial favorite and recent Editors' Choice winner, the Cadillac CTS, also a recent Editors' Choice winner. The RL still offers a reasonably refined collection of tech, but no longer offers much to separate it from the pack. Our ratings reflect that the RL has basically stood still since our last test, while the competition has caught up. The comfort score has come down a peg, as little of the RL's tech is groundbreaking now, while the performance score has notched up one point for its new engine and enhanced all-wheel-drive package., the , and even the cheaper