Acura Automobiles: 2013 RDX

Posted on 26. Mar, 2012 by in Acura Canada

The 2013 RDX creates use of a 3.5-liter SOHC V-6 engine that outlines a first-ever concentration of a V-6 in a model. Replacing a before turbocharged 2.3L inline 4 cylinder engine, a naturally-aspirated V-6 offers significantly some-more horsepower and softened fuel economy- while concurrently charity a some-more polished feel. Producing 273 horsepower, a V-6 engine creates 33 some-more horsepower than a before 2.3L turbocharged engine.

The all-aluminum 3.5-liter V-6 uses singular beyond camshaft (SOHC) cylinder heads propitious with 24 valves- with a valves actuated by intelligent Variable Valve Timing and Lift Electronic Control® (iVTEC®). The V-6 engine also debuts countless energy and fuel potency technologies that have never been practical to an Acura vehicle. Of good seductiveness is use of Variable Cylinder Management™ (a first-ever concentration for Acura) that helps urge fuel potency as it allows a V-6 engine to run on six, four, or 3 cylinders formed on pushing conditions. Another new record to entrance for Acura is a singular Overrunning Alternator Decoupler (OAD) complement that helps catch energetic variations in expostulate belt tension. Thanks to a OAD, belt tragedy can by reduced by approximately 30-percent that reduces engine attrition waste for softened energy outlay and reduced fuel consumption.

The 3.5L V-6 engine reflects Acura’s invariable joining to a sourroundings with good fuel potency and full correspondence with EPA TIER 2 – BIN 5 and CARB LEV II ULEV emissions standards.

The V-6 engine teams with a new Sequential SportShift 6-speed involuntary fibre along with a special multi-clutch lock-up torque converter. With partially “short” gearing in a initial 5 brazen gears, acceleration is extended while loose cruising is optimized interjection to a high Sixth rigging ratio. The new 6-speed fibre offers twin involuntary change modes, or can be operated manually around racing-inspired paddle shifters mounted on a backside of a steering wheel. Grade Logic Control, Shift Hold Control and Cornering G Shift Control assistance make a 6-speed a many modernized involuntary fibre ever offering by Acura.

Powertrain during a Glance

2013 Acura RDX

  • Front-wheel-drive or accessible AWD with Intelligent Control
  • 3.5-liter, SOHC, aluminum V-6 engine
  • 273 hp during 6,200 rpm and 251 lbs-ft of torque during 5,000 rpm
  • 10.5:1 concentration ratio
  • Variable Cylinder Management™ with Intelligent Variable Valve Timing and Lift Electronic Control (iVTEC®) for intake and empty valves
  • Lightweight magnesium intake manifold
  • Computer-controlled Programmed Fuel Injection (PGM-FI)
  • Drive-by-Wire™ stifle system
  • Cold-air intake system
  • Direct ignition system
  • Detonation/knock-control system
  • 100,000 mile tune-up intervals*

*Does not request to liquid and filter changes. Exact mileage is energetic by tangible pushing conditions.

Emissions

  • High-flow close-coupled catalytic converters and under-floor catalytic converter
  • High-capacity 32-bit RISC processor electronic control unit
  • Meets EPA TIER 2 – BIN 5 and CARB LEV II ULEV emissions standards

Fuel Economy

  • RDX: EPA estimated* 20/28/23 mpg (city/highway/combined)
  • Best-in-class Fuel Economy (RDX with front circle drive)
  • RDX with AWD with Intelligent Control: EPA estimated* 19/27/22 mpg (city/highway/combined)

*Based on 2013 EPA mileage estimates. Use for comparison functions only. Your tangible mileage will change depending on how we expostulate and say your vehicle.

Noise, Vibration, and Harshness (NVH) control

  • 60-degree cylinder V-angle for well-spoken running
  • Automatically tensioned, maintenance-free twisted appendage belt drive
  • Electric Power Steering (EPS) eliminates hydraulic siphon sound and vibration
  • Electronically tranquil hydraulic engine mounts revoke vibration

Sequential SportShift 6-speed involuntary transmission

  • Quick-response Sequential SportShift allows for semi-manual operation
  • Straight-gate character console-mounted shifter
  • Racing-inspired, steering-wheel-mounted paddle shifters
  • Coordination between Drive-by-Wire™ stifle complement and Sequential SportShift fibre creates for quick, well-spoken shifts
  • Advanced Shift Hold Control minimizes neglected changeable during energetic driving
  • Grade Logic Control System reduces rigging sport when climbing hill

ENGINE ARCHITECTURE

The RDX’s 3.5-liter V-6 engine uses an inherently smooth-running 60-degree V-angle. The cylinder retard is assembled of aluminum and has cast-in iron cylinder liners. The cylinder heads are expel of lightweight aluminum and underline 4 valves per cylinder. A 10.5:1 concentration ratio, high-output pier shapes, intake airflow enhancements and a sport-tuned empty complement group to raise power. In serve to a high specific energy output, a 3.5-liter V-6 delivers well-developed excellence and low emissions.

ENGINE BLOCK

The 3.5-liter engine retard is assembled of lightweight die-cast aluminum. The V-6 engine has thin-wall iron cylinder liners that are done in a centrifugal spin-casting routine that ensures high strength and low porosity. The severe outdoor aspect of these liners creates for an effective bond with a aluminum block, generating good retard rigidity and feverishness send from a liners to a block.

The 3.5L cylinder retard is heat-treated for strength and has a deep-skirt pattern with 4 bolts per temperament tip (providing glorious constructional support for a crankshaft), so assisting to minimize engine sound and vibration.

CRANKSHAFT/CONNECTING RODS/PISTONS

The 3.5-liter V-6 engine uses a clever forged-steel crankshaft for high strength and smallest weight. Forged aluminum pistons are used and are cooled with oil mist destined adult to a underside of a piston crowns, creation probable a high 10.5:1 concentration ratio. The joining rods are steel forgings for high strength, and are “crack separated”- a singular routine in that a temperament caps are damaged divided from a rod rather than machined separately. This routine forms a lighter, stronger joining rod with ideal mating surfaces.

CYLINDER HEADS/VALVES

The 3.5L V-6 uses lightweight aluminum cylinder heads that are vigour expel for high correctness and low porosity. To save weight and revoke tools count, a cylinder heads have integrated exhaust-port castings that yield optimal positioning for close-coupled catalytic converters- one located on any cylinder bank. This pattern formula in some-more fast “light off” of a catalytic converters during cold start-up for reduced emissions. The cylinder heads are hermetic opposite a retard with a special 3-layer shim-type conduct gasket.

VARIABLE CYLINDER MANAGEMENT™ (VCM®) WITH iVTEC®

In a first-ever concentration for an Acura engine, Variable Cylinder Management™ (VCM®) is practical to a 2013 RDX 3.5L V-6 engine to assistance urge a fuel efficiency. Known as VCM-II, it is a latest chronicle of a complement that allows a engine to run in one of 3 handling parameters- all 6 cylinders, 4 cylinders or 3 cylinders. The strange chronicle of VCM® (used on progressing Honda V-6 engines) usually authorised for six- or three-cylinder operation.

With a VCM® system, during cold start-up or whenever high energy is compulsory (such as during acceleration) all 6 cylinders duty as normal. However, during assuage stifle applications, a VCM® complement allows a V-6 engine to work on 4 cylinders to save fuel. During light stifle applications, VCM® switches a engine to 3 cylinder operation to maximize fuel economy. During VCM® activation, cylinders 3 and 4 are deactivated when using in four-cylinder mode. When in three-cylinder mode, cylinders one, twin and 3 are deactivated.

Working in unison with a Intelligent Variable Valve Timing and Lift Electronic Control (iVTEC®) system, a Powertrain Control Module (PCM) electronically triggers a opening/closing of bobbin valves (integrated within a cylinder heads) that umpire valve lift. Based on commands from a PCM, valve lift occurs when a bobbin valves approach oil vigour to a rocker arms for specific cylinders. During Variable Cylinder Management™ activation, a bobbin valves reroute a oil that formula in no valve opening for a sold cylinder.

With a VCM® system, for a cylinders not being used, both a intake and empty valves sojourn closed. In addition, a fuel injectors for a passed cylinders are not dismissed during VCM® operation. However, during engine operation a hint plugs continue to glow for a passed cylinders to minimize retard feverishness detriment as good as to forestall fouling that could start as a outcome of deficient explosion during cylinder re-activation.

During operation, VCM® monitors a far-reaching accumulation of engine parameters including automobile speed, engine speed (rpm), stifle position, engine load, fibre rigging and other factors to settle a correct volume of cylinder activation required. To safeguard well-spoken engine operation during a transition between cylinder activation/deactivation, VCM® adjusts apparatus such as ignition timing, stifle position as good as determines if torque converter lock-up is required. As a result, a transition between six-, four-, or three-cylinder operation is probably unnoticeable to a driver.

DRIVE-BY-WIRE™ THROTTLE SYSTEM

The 2013 RDX does not use compulsory involuntary stifle linkage, yet instead employs worldly wiring to yield a tie between a stifle pedal and a engine’s throttle-body. The outcome is some-more accurate and accurate stifle control, along with rebate confusion and reduced weight underneath a hood. By programming such factors as “gain” and “tip-in” into a stifle actuation, engine response and drivability can be tailored to fit specific pushing conditions.

Acura’s Drive-by-Wire™ stifle complement monitors pedal position, volume of throttle-body opening, engine rpm and highway speed to settle pushing conditions in genuine time. This information is used to conclude a stifle control attraction compulsory to yield a predicted and manageable feel analogous to motorist expectations.

The Drive-by-Wire™ stifle complement also helps confederate engine functions with a Vehicle Stability Assist™ (VSA®) and traction control systems. To well-spoken downshifts, when a Sequential SportShift fibre is in Sport mode a complement is involuntary to “blip” a stifle to assistance compare engine speed to rigging speed within a transmission.

PROGRAMMED FUEL INJECTION (PGM-FI)

The Programmed Fuel Injection (PGM-FI) complement invariably marks many engine parameters including crankshaft and camshaft positions, stifle position, intake atmosphere feverishness and mass upsurge rate, engine coolant temperature, and plural pressure- and afterwards a PGM-FI complement adjusts fuel fibre accordingly to broach a best mixed of power, fuel economy and low emissions.

MULTI-HOLE FUEL INJECTORS

Special multi-hole fuel injectors mounted in a revoke apportionment of a intake plural mist directly toward a intake ports. The multi-hole injector pattern enables a rebate in fuel dump distance to beget softened fuel atomization, ensuing in softened cold continue start-up, softened fuel economy, reduced emissions and softened power.

DIRECT IGNITION AND DETONATION-KNOCK CONTROL

Because accurate hint timing is essential for best energy outlay as good as reduced emissions, a Powertrain Control Module (PCM) ceaselessly monitors several engine parameters to settle best hint timing for varying conditions. Additionally, a cylinder-block-mounted acoustic eruption (knock) sensor “listens” to a engine, promulgation information about potentially deleterious eruption to a PCM, that afterwards can retard ignition timing to assistance forestall damage. The ignition complement uses curl units positioned directly above a iridium alloy-tipped hint plugs, that need no scheduled use before to 100,000 miles of use.

HIGH-FLOW EXHAUST SYSTEM WITH CLOSE-COUPLED CATALYTIC CONVERTERS

The 3.5L V-6 engine facilities empty manifolds that are expel directly into a cylinder heads for reduced weight, tools count and bulk. Attached directly to a cylinder heads are high-efficiency catalytic converters. Due to closer-than-normal vicinity to a empty ports, a close-coupled catalytic converters “light off” really fast after engine start-up that helps revoke emissions in a vicious cold-start mode.

Downstream, an under-floor catalytic converter is used that connects to a span of resonators, and a vast scarf with twin opening empty tips that are dark underneath a back physique fascia.

In an bid to be some-more ecologically friendly, a catalytic converters on a 2013 RDX use about 30-percent rebate changed metals (such as platinum, palladium and rhodium) than a before pattern catalytic converters.

EMISSIONS CONTROL

The 3.5L V-6 engine meets EPA TIER 2 – BIN 5 and CARB LEV II ULEV glimmer standards, and is approved to this difficult customary for 120,000 miles of service.

Contributing to this opening are close-coupled catalytic converters that light-off fast on start-up, an augmenting volume of EGR gas recirculated into a engine and an modernized 32-bit RISC microprocessor within a Powertrain Control Module (PCM) that boosts computing energy to urge a pointing of fuel and hint fibre during varying engine speeds.

Also assisting with emissions control is a Programmed Fuel Injection (PGM-FI) complement that ceaselessly adjusts fuel fibre to grasp a best power, fuel potency and low emissions. Particularly vicious during a vicious post-startup mode, a high-efficiency multi-hole fuel injectors assistance broach softened fuel atomization for revoke emissions.

ONE-TOUCH STARTER SYSTEM WITH HIGH-POWERED STARTER

For 2013, a RDX receives Acura’s Keyless Access System that incorporates pushbutton start that does not need a use of a pivotal to start a engine. Rather, a motorist pushes a dash-mounted START/STOP symbol to control a engine. With a new pushbutton start, a RDX motorist need usually rivet a brake, subdue a starter symbol once (no need to reason a symbol down) and afterwards a complement will start a engine and disentangle a starter automatically.

ENERGY MANAGEMENT SYSTEM (EMS)

The RDX has a new Energy Management System (EMS) that is designed to revoke a possibility of a passed battery, boost a altogether use life of a battery and assistance broach softened fuel economy.

Should a RDX owners incidentally leave on a headlights or not tighten a doorway causing an interior light to sojourn on, after a set duration of time a EMS will automatically cancel energy fibre to forestall a battery from going dead.

The RDX 3.5L engine creates use of a absolute 130 amp alternator that charges in 5 opposite ranges- 12.5-, 13.0-, 13.5-, 14.0-, and 14.5-volts. By closely determining a alternator assign voltage, EMS works to keep a battery in a specific assign operation that can extend a use life of a battery by some-more than 25 percent. With EMS gripping a battery in a specific assign range, a alternator can run some-more mostly in a low operation that generates rebate drag on a engine ensuing in softened fuel economy.
Application of countless electrical energy shortening apparatus allows a EMS to work a alternator even some-more frequently in a some-more fit low assign mode.

Should a battery or charging complement emanate occur, a Multi Information Display (MID) will warning a motorist with a content prompt such as, “CHECK CHARGING SYSTEM”.

OVERRUNNING ALTERNATOR DECOUPLER (OAD)

Marking a initial ever use by Acura, a 2013 RDX facilities a new Overrunning Alternator Decoupler (OAD) that helps to softened catch energetic variations in belt tension, contributing to a some-more fast operation. As a outcome of OAD, favoured belt tragedy can so be reduced by approximately 30 percent, assisting revoke engine attrition waste for softened fuel efficiency.

NOISE, VIBRATION AND HARSHNESS (NVH) CONTROL

The V-6 engine in a 2013 RDX is designed to effectively control Noise, Vibration and Harshness (NVH). A high-rigidity die-cast engine block, 60-degree cylinder V-angle, a clever forged-steel crankshaft, a unbending expel aluminum engine oil vessel and die-cast appendage mounts group to revoke engine NVH. For 2013, a RDX uses a new floating-style front subframe public helps urge NVH.

An Active Control Engine Mount complement (ACM) is used to minimize a effects of engine quivering as a VCM® complement switches cylinders on and off.  Sensors warning a Electronic Control Unit (ECU) to approach ACM actuators positioned during a front and back of a engine to pierce to cancel engine vibration.

100,000 MILE TUNE-UP INTERVAL

The 2013 RDX is engineered to be an unusually low-maintenance vehicle. With facilities like iridium alloy-tipped hint plugs and a self-tensioning twisted appendage expostulate belt, a 3.5L V-6 engine requires no scheduled upkeep until 100,000 miles* of use- with a difference of periodic inspections and normal deputy of fluids and filters. The initial scheduled use during 100,000 miles includes apparatus such as valve adjustment, timing belt deputy and water-pump inspection.

*Exact mileage is energetic by tangible pushing conditions.

MAINTENANCE MINDER

The 2013 RDX has as customary apparatus a Maintenance Minder™ complement that monitors handling conditions and alerts a motorist should upkeep be required. When a ignition is initial incited on, a Multi-Information Display (located between a tachometer and speedometer) shows upkeep information, if required.

To equivocate distraction, a arrangement is not shown while driving. In addition, a MID identifies a remaining engine oil life commission and a wrench idol illuminates when use is due. A percentage-based countdown to a subsequent use is displayed when a automobile is within 15-percent of a finish of a use interval. The form of use compulsory is shown in an alphanumeric code, and if a use is missed, a MID indicates a coercion by arrangement past-due mileage.

The owner-resettable Maintenance Minder™ complement monitors a use life of normal use tools and systems including oil, oil filter, tire rotation, atmosphere cleaner, involuntary fibre fluid, hint plugs, timing belt, and coolant. In addition, Maintenance Minder™ is designed to discharge nonessential maintenance, revoke environmental impact and expenses, and assistance safeguard prolonged member and automobile life.

SEQUENTIAL SPORTSHIFT 6-SPEED AUTOMATIC TRANSMISSION

To urge acceleration, flitting ability and fuel economy, a 2013 RDX uses a new Sequential SportShift 6-speed involuntary transmission- a initial ever use of a 6-speed in an RDX. Careful engineering of a blueprint and energy upsurge of a new 6-speed minimizes extraneous size, tools count and altogether weight compared to a before RDX’s 5-speed involuntary transmission.

The new 6-speed has revoke rigging ratios (higher numerically) in First by Fifth gears and in Reverse compared to a before 5-speed. The revoke rigging ratios urge acceleration and pulling power. The Sixth rigging ratio is high (just as with a tip rigging in a before 5-speed involuntary transmission) that generates a some-more loose cruising rpm and extended highway fuel economy.

The 6-speed involuntary fibre also includes engineering enhancements directed during softened opening and fuel economy. Expanded control of a multi-disc lock-up public within a torque converter improves a potency of energy fibre and works with a new rigging ratios to yield an alleviation in city/highway/combined fuel economy (+1/+4/+2 mpg for 2WD; +2/+5/+3 mpg for AWD).

The 6-speed fibre can be tranquil by a console-mounted straight-gate shifter or around a steering circle paddle shifter complement that works whenever a fibre is in possibly of a twin involuntary modes. In serve to Grade Logic Control and Shift Hold control, a 6-speed also has Cornering G Shift Control. All of a fibre proof systems work together to automatically change change timing formed on pushing conditions.

Automatic Modes
The Sequential SportShift 6-speed fibre can be operated in twin opposite entirely involuntary modes around a console-mounted straight-gate shifter. The D (or “Drive”) mode is ideal for many pushing situations, and combines fuel potency with well-spoken operation and manageable energy when needed. The S (or “Sport”) mode is for some-more performance-oriented driving, and facilities some-more assertive change mapping to keep engine rpm aloft for larger acceleration and response.

In Sport mode a fibre typically operates in a 4 lowest gears, and won’t change to Fifth rigging unless a automobile reaches a aloft speed. In Sport mode, a economy-oriented Sixth rigging is sealed out.

When in a D mode (that is optimized for normal driving), a fibre incorporates an modernized Grade Logic Control System, Shift Hold Control and Cornering G Shift Control- all of that revoke neglected changeable and rigging hunting. The outcome is intelligent fibre operation that optimizes fuel potency and keeps a fibre in a suitable rigging for a specific pushing conditions, so generating glorious opening and well-spoken operation.

While roving adult or down hills, Grade Logic Control alters a transmission’s change report to revoke change magnitude and urge speed control. A change map in a fibre mechanism ceaselessly measures stifle position, automobile speed and acceleration/deceleration, and afterwards determines when a automobile is on a hill. The change report is afterwards practiced to reason a fibre in revoke gears to boost climbing energy or to yield engine braking when roving downhill.

Shift Hold Control keeps a fibre in a stream (lower) rigging ratio when assertive pushing is detected, as in a box of decelerating during a dilemma entry. Shift Hold Control leaves a framework composed (as caused by additional shifting) and ensures that energy will be immediately accessible during a dilemma exit though a need for a downshift.

Cornering G Shift Control is a fibre underline that debuted on a Sequential SportShift 5-speed involuntary transmission. Cornering G Shift Control monitors a speed of any back circle exclusively to settle when a RDX is turning. When a complement detects a sufficient speed differential between a back wheels, it will conceal an neglected upshift. This prevents a fibre from upshifting during a corner, that could dissapoint a framework change and would afterwards need downshifting again during a dilemma exit as a stifle is applied.

Temporary Manual Operation in “Drive”
Whether in Drive or Sport mode, special fibre programming allows a use of a steering-wheel-mounted paddle shifters. When a motorist operates a paddle shifters while in Drive, a fibre responds to a driver’s change authority and afterwards earnings to a normal entirely involuntary Drive mode if serve paddle change inputs are not done within a brief time. This special proof creates it easy for a motorist to authority a discerning downshift though withdrawal a comfort of Drive mode. When in Sport mode, use of a paddle shifters puts a fibre into full primer mode that stays active until another mode of operation is comparison with a console-mounted shifter.

Manual Mode
By relocating a core console-mounted rigging selector push rearward to a detent labeled “S,” a fibre is shifted into Sport mode. This mode offers involuntary operation with some-more assertive change mapping. A lift on a racing-inspired paddle shifters (mounted on a steering wheel) places a fibre in entirely primer mode. A digital arrangement in a tachometer face indicates that rigging a fibre is in.

A singular double-kick-down underline lets a motorist authority a sport-minded double downshift- such as from Fifth to Third gear. By pulling on a left downshift paddle twice in fast succession, a fibre will dump directly to a selected revoke rigging ratio. The Drive-by-Wire™ stifle complement also creates a “blip” of a stifle to assistance compare rigging speeds while downshifting.

To forestall mistreat to a powertrain when a fibre is paddle shifted by a motorist (including during double-kick-down shifts), a complement will stop potentially deleterious shifts. As an combined reserve measure, a Powertrain Control Module (PCM) can also cut off engine fuel upsurge to forestall over-revving. If fuel cut-off is deficient to forestall engine over-revving, as might be probable when a automobile is on a high downhill, a fibre will automatically upshift to forestall damage. On downshifts, a fibre will not govern a motorist authority that will over-rev a engine.

For softened stop-and-go opening and to forestall “lugging” a engine, a Sequential SportShift fibre will automatically downshift to First rigging even yet a fibre has been left in a aloft gear, as a automobile comes to a stop. In Manual Mode, when entrance to a stop in Second gear, a automobile will start in Second rigging as well.

MULTI-CLUTCH LOCK-UP TORQUE CONVERTER

The Sequential SportShift 6-speed involuntary fibre teams with a special torque converter that not usually has a aloft limit torque rating, yet also has a singular converter lock-up assembly. The lock-up public uses mixed lock-up disks that beget scarcely double a confronting area of a standard torque converter.

The lock-up public not usually reduces feverishness rave during operation, yet also facilities softened altogether lubrication that generates softened cooling. The torque converter allows for lock-up activation during a most wider operation of pushing conditions that helps urge fuel economy.

COOPERATION BETWEEN TRANSMISSION AND DRIVE-BY-WIRE™ THROTTLE SYSTEM

Shift speed and fibre are extended as a outcome of team-work between a Drive-by-Wire™ stifle complement and a electronically tranquil Sequential SportShift transmission. During upshifts and downshifts, a engine can be throttled by a engine government system, shortening rise army (shift shock) on fibre components, so improving member trustworthiness and dwindling driveline harshness. With a new Sequential SportShift 6-speed transmission, a Drive-by-Wire™ stifle complement also creates a “blip” of a stifle to assistance compare rigging speeds while downshifting.

AWD WITH INTELLEGENT CONTROL

The 2013 RDX uses an all-new all-wheel-drive complement that is lighter, some-more compress and some-more fit than before all-wheel-drive system. Known as AWD with Intelligent Control, a new complement introduces a high grade of four-wheel-drive sophistication on paved and mud roads as good as in severe conditions such as sleet or snow. Operation of a new AWD is totally involuntary and is scarcely pure to a driver. Unlike some four-wheel-drive systems that need a motorist to name a expostulate mode formed on a viewed need, AWD with Intelligent Control operates automatically formed on specific highway conditions that allows a motorist to concentration some-more on pushing when situations are demanding.

The capabilities of a new AWD complement are prioritized to support high fuel potency and all-around good drivability. AWD with Intelligent Control can work during all speeds when needed, yet when torque send to a back wheels is not compulsory (such as when cruising), expostulate to a back wheels is decoupled for reduced drag. However, when accelerating from a stop, AWD with Intelligent Control sends energy to a back wheels while constantly communicating with Vehicle Stability Assist (VSA) and a new Motion-Adaptive Electric Power Steering (EPS) to detect any traction issues.

The vital components of a new AWD complement include of a compulsory front-wheel-drive system, a compress send box that distributes torque to a driveshaft using a length of a vehicle, a back differential, a new electronically-controlled hydraulic pump, a multi-plate clutch, and left and right back axles.

For AWD with Intelligent Control, a multi-plate purchase (similar to a clutches used in an involuntary transmission) is used to rivet a driveshaft connected to a back differential. The new AWD complement uses an electric engine to expostulate a singular hydraulic pump, that operates a clutch. The electric engine is tranquil by a Intelligent Control system, that means that a complement can actively dispense energy formed on specific highway conditions.

For example, when starting on sleet a complement sends energy to a back wheels right from a start that minimizes a intensity for front wheelspin. In team-work with a new Hill Start Assist feature, AWD with Intelligent Control can also detect when a RDX is climbing a hill- and can send a larger volume of energy to a back wheels.

Torque splits of AWD with Intelligent Control
During normal acceleration from a stop, AWD with Intelligent Control will send 75-percent of engine energy to a front wheels with 25-percent of energy sent to a back wheels. When amiable acceleration is indispensable (such as augmenting highway speed), 90-percent of energy is sent to a front wheels with 10-percent energy going to a back wheels. During steady-state cruising, 100-percent of a engine energy is sent to a front wheels.

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