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Acura will show all-new MDX Prototype in Detroit

Acura says it will show a prototype of its 2014 MDX crossover at the 2013 Detroit Auto Show, and we'll admit that the announcement has left us in a bit of confusion. See, the Acura press release says that the MDX proto will present "Aero Sculpture" design language, "alluring proportions" and "arching body lines." It has been accompanied by a sketch (above, click to enlarge) that, indeed, shows off a swoopy, alluring CUV.
Yet we have spy shots from two months ago of what is supposed to be the 2014 MDX, and unless the camouflage is actually some sort of vehicular moo moo, there isn't really a swoopy line on it. It is stout and substantial, but not in a way that makes us think of "Aero Sculpture." We'll know in a few weeks where the truth resides. It would appear that Acura's rendering artist has done a masterful fade on the rear glass/D-pillar area of the vehicle.
If you want to see the answer in real time, the reveal will be broadcast as it happens on Acura's webcast site. There's a press release below with the details.

Comparison test: 2019 Acura RDX vs. compact luxury SUV competitors

Truth be told, if we were to compare the all-new 2019 Acura RDX with those compact luxury crossover SUVs it would most likely be cross-shopped against, you'd be looking at a different list. Even Acura admits that Lexus and Infiniti are the most likely bogies, but with the 2019 RDX, Honda's luxury brand is attempting to attract those customers who think as much with their hearts as with their heads. And for the most part, those folks have been buying from German brands: the Audi Q5, BMW X3 and Mercedes-Benz GLC-Class. So, to show how the new RDX compares to them, Acura actually provided examples of each during the recent press drive along with a Volvo XC60. All were determined to have greater emotional appeal than the last RDX, and we would certainly agree. For, as much as the previous-generation RDX made sense on paper, it was really hard to get excited about it. And when you're paying extra for a luxury vehicle, shouldn't you get a little excited? Well, as luck would have it, Consumer Editor Jeremy Korzeniewski and I were on hand in Whistler, British Columbia, for the press launch. We didn't have an abundance of time in each RDX competitor, but in conjunction with our usual comparison chart, our impressions should provide a good first taste of how the new RDX compares. Performance and fuel economy Contributing Editor James Riswick: On paper at least, the RDX is gutsier than its comparably powered European rivals. It also weighs the same or less, which logically should mean it'll be the quickest in a straight line. During my brief drives, though, I'm not sure it really stood taller than the three Germans. It at least matches them for smoothness, which is something that can't be said about the Volvo. Fuel economy is lower than them all when you consider all but the Mercedes come standard with all-wheel drive. It's also worth noting that all the competitors are available with engine upgrades, and unless Acura's forthcoming resurrection of Type S models includes the RDX, it should stay that way. Consumer Editor Jeremy Korzeniewski: Line 'em all up in a drag race, and I have a feeling the Acura would squirt away to victory. A good bit of that, though, would be due to its 10-speed automatic transmission, which offers a huge spread of ratios and fires off extremely quick shifts. In the real world, I'd guess fuel economy will be similar across the board, so I'm willing to call that category a draw.

2019 Acura ILX first drive | New looks, same lackluster performance

Acura knows what it takes to make a fun, compact car that enthusiasts desire. It did so for three decades with the Integra, which eventually morphed into the still fun RSX. Then the ILX came around for the 2013 model year, and the world collectively yawned. It's actually still yawning, and the 2019 redesign isn't doing a whole lot to change that. One might expect more wholesale changes from a car entering its seventh year on the market, but we're still staring down the barrel of the same 201 horsepower 2.4-liter naturally aspirated four-cylinder and trick dual-clutch automatic transmission (which also features a torque converter for low-speed smoothness) from before. These pieces aren't necessarily the problem though. It's enjoyable to thrash the engine out to 7,000 rpm, and the dual-clutch snaps off surprisingly quick shifts when using the paddles in manual mode. It's a bit of a throwback to before all of Honda's performance engines switched to turbocharging for power. It pulls harder the more you wring it out, and begs to be paired with a slick-shifting six-speed manual like it was in the ninth-gen Civic Si. Sadly, everything else outside the powertrain (still) just misses the mark. The greatest part of Acura's old performance compacts was how they made you feel when you were driving them. There was an intimate connection between the driver and road at all times that is sorely lacking from the ILX. Turn in feel is soft and doesn't offer satisfying quick changes of direction. The old chassis feels its age in controlling body movements too. It all culminates in making the ILX feel like a larger car than it actually is. That's not to say the ILX handles poorly, though; it simply does so without any eagerness or feel — just like it has from the beginning. This is unfortunate because the ILX looks better than it ever has. Acura re-did the whole front nose from the A-pillar forward, and it attacked the rear fascia too. We got to check out and drive A-Spec trimmed cars, which add even more aggression to the styling but no performance upgrades. Sure there's three-too-many fake air vents, but the car finally grew some teeth compared to the ultra-bland looks from before. Props for not following the terrible industry trend of totally unreasonably-sized fake exhaust outlets too. The interior isn't as exciting.