Review: 2012 Acura RL | The Truth About Cars

26 Feb 2015 | Author: | Comments Off on Review: 2012 Acura RL | The Truth About Cars
Acura RL

Review: 2012 Acura RL

Despite debuting over seven years ago, extensively refreshed in 2009 and nip/tucked again in 2011, the Acura RL remains a mystery. Flagship products usually sell in small numbers, but the RL is one of the rarest sedans in America. This isn#8217;t exactly been a badge of honor for Acura.

Overlooked by shoppers who flock to the cheaper Acura TL and largely forgotten by the automotive press (after all these years, TTAC has never fully reviewed the RL) With a full replacement due next year in the form of the RLX concept. I hit Acura up for an RL for a week to see how a flagship product from a major brand could manage to sell just 56 vehicles in Canada and 1,096 in the USA in 2011. For those who like statistics, the TL outsold the RL by 2,850%.


Like Audi, Acura believes in the #8220;same sausage, different lengths#8221; school of design. The RL#8217;s form combines an angular nose with slab sides, a rounded rear and thankfully, (new for 2011) the most demure Acura beak available.

While beauty is always in the eye of the beholder, I find the RL more attractive than the TL (even with the TL#8217;s beak-reduction.) There is a problem however: the RL is only 1.7 inches longer than the TL and rides on a wheelbase that is only .9 inches longer. These identical proportions are only the beginning of the sibling rivalry. Nearly identical proportions aside, the RL has aged well and still strikes an elegant pose that is decidedly more exciting than the sedate Volvo S80.

Once you sit inside the RL, you begin to understand why the TL gets all the attention. It#8217;s not that there is anything wrong with the RL, it#8217;s just not as flashy. While the TL borrows from the European play book with an interior that could have been carved out of a single piece of black plastic, the RL goes for a more elegant two-tone approach.

The only real feature differentiation between the RL and TL can be found in the optional real-wood trim and radar cruise control neither of which are available in the #8220;smaller#8221;  Acura.

Not all is peachy-keen inside however. Automotive interiors age faster than a powder-blue tux and the RL is no exception. Aside from the lack of stitched-dash-love, the fact that faux-tree is standard when even Lincoln gets their trim from the forest is a problem. Acura#8217;s well-known love affair with buttons results in no less than 65 buttons (not including toggle or the joystick controller) within easy reach of the driver. Is that good or bad?

I#8217;m torn. Tell us what you think the comment section.

As a statement of how #8220;ahead of the curve#8221; Acura was in 2005, the RL#8217;s 8-inch infotainment system provides all the features a luxury shopper could ask for, from voice control to full USB, Bluetooth and iPod integration. The problem isn#8217;t the functionality, it#8217;s the aesthetics. It#8217;s like un-boxing a new PC only to discover it has Windows XP.

It might be  just as fast as a model with Windows 7, and it will do everything you need –  it just won#8217;t look as snazzy while it#8217;s doing it.

On the audio front, the Bose system is absolutely top-notch with a very natural balance, crisp highs and a wide dynamic range. Acura continues to push the rare DVD-Audio format in all Acura models. DVD Audio#8217;s discrete 5.1 channel recordings do sound fantastic on the RL, but unlike some of the other luxury systems you can#8217;t play video DVDs on the system at all.

Good luck finding DVD-A discs as well. The RL uses Bose Active Noise Cancellation technology to cut cabin noise, while it wasn#8217;t really possible to disable the system, the RL#8217;s cabin is very quiet.

Beating #8220;sideways#8221; under the hood of the RL is Acura#8217;s ubiquitous 3.7L V6, good for 300HP and 271lb-ft of twist at a lofty 5,000RPM. 300HP may have been a selling point back in 2005, but in today#8217;s luxury market, 300 is where things start, not end. The 3.7#8242;s 271lb-ft is practically meager when pitted against the 350lb-ft cranked out by Lincoln#8217;s Ecoboost V6, not to mention BMW#8217;s twin turbo V8.

Rubbing some salt on the wound, the TL#8217;s optional 3.7L engine cranks out 5 more ponies. Ouch. Still, the MKS Ecoboost and S80 T6 are on the high-end of the competition#8217;s scale which, more realistically, includes the GS350 AWD and the Cadillac XTS.

For 2011 Acura updated the RL with a new 6-speed transmission. The extra cog cut the RL#8217;s dash to 60 by almost a full half second vs the 2010 model (5.9 as tested.) Mercedes may advertise a 7-speed automatic and BMW and Audi tout their ZF 8-speed, but let#8217;s be honest here #8211; the E350, 535xi or A6 3.0T don#8217;t compete head-on with the RL.

When you scale back the competition to the more natural competitors of the S80, MKS,  GS350 and XTS, the right number of gears for this crowd is six. The 2012 RL is now rated for 17/24MPG (City/Highway) which is 1MPG better than before. Over our 745 miles with the RL we averaged a middling 19MPG.

In comparison, Cadillac#8217;s XTS promises to be the most efficient AWD sedan in this size class at 17/28MPG.

It#8217;s not the acceleration that makes the RL an interesting companion on the road, it#8217;s the handling. Oddly enough, the nearly 4,100lb RL is a willing companion on the twisties thanks to Acura#8217;s #8220;Super Handling All Wheel Drive#8221; system. The AWD system used by Lexus, BMW and Mercedes-Benz employs a traditional RWD transmission with a transfer case sending power to the front.

In the GS350 AWD, the end result is massive understeer, excessive for even a large rear-drive luxury car. The XTS, MKS and S80 use a Haldex system, with an open differential in the front and rear and none in the center. Instead of a center diff, there is a clutch pack that can vary the mechanical connection to the rear. When fully engaged, the input shaft of the front and rear differentials are mechanically tied together. Acura#8217;s SH-AWD system on the other hand is far more complicated.

By making the rear wheels spin up to 5.8% faster than the front wheels, SH-AWD can essentially shift 70% of the power to the rear, and direct 100% of that rear-bound power to one wheel. If you want to know more about that, check out our video link .

The system#8217;s ability to #8220;overdrive#8221;  the outside rear wheel in a corner makes the RL feel strangely neutral even when pressed hard. While SH-AWD is as close to a miracle worker as Acura can get, sales indicate that the snazzier AWD system isn#8217;t a good reason to spend $6,000 more over the cost of a comparably equipped TL. What a pity.

Acura RL

The RL is perhaps one of the most forgotten and misunderstood vehicles of our time. Looking at the sales numbers, you#8217;d think there was something horribly wrong with the RL. In 2011 only 1,096 RLs found a home meaning even the unloved Volvo S80 outsold it nearly 5:1 and the MKS bested it by 12:1. However, the problem with the RL isn#8217;t that the Volvo, Lexus and Lincoln competition is more modern.

The problem is the new TL with SH-AWD. With a thoroughly modern interior and electronics, the TL might have a less capable AWD system, but with a lower price tag it is no wonder it outsells the RL 31:1. Still, if you#8217;re shopping for a $50,000 luxury sedan, the RL isn#8217;t a bad choice, but the new RL couldn#8217;t come any sooner.

Acura provided the vehicle, insurance and one tank of gasoline for this review

Specifications as tested

0-30: 2.31 Seconds

0-60: 5.9 Seconds

1/4 Mile: 14.4 Seconds @ 97 MPH

Acura RL
Acura RL
Acura RL
Acura RL
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Acura RL
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