Everything about the Acura Rlx Sport Hybrid appears ordinary at first glance. However, beneath the surface of this often-overlooked luxury sedan lies a touch of charming eccentricity. Turning the somewhat bland Acura RLX into the RLX Sport Hybrid involved integrating a responsive seven-speed dual-clutch transmission, a front-mounted electric motor, and an unusual all-wheel-drive system that cleverly utilizes two additional electric motors, one for each rear wheel.
• USD As-Tested Price: $66,870
• Total System Horsepower: 377 @ 6400 rpm
• Observed Fuel Economy: 21.8 mpg
It’s understandable if the RLX’s conservative styling doesn’t immediately captivate you, or if its dual-screen infotainment system seems a bit dated. You might not be thrilled by the leisurely engagement of reverse gear, or the compromised trunk space and somewhat cramped middle rear seat. Yet, the RLX Sport Hybrid is a showcase of Honda’s remarkable engineering capabilities, a unique demonstration unlike anything else in their product lineup. This isn’t just a re-purposed transmission from the TLX, nor is it a detuned powertrain from the celebrated 2016 NSX. It’s also not simply the transmission-less hybrid system found in the latest Accord Hybrid. The RLX Sport Hybrid is distinctly different. This is Honda at its most inventive.
However, despite its engineering intrigue, the 2015 Acura RLX Sport Hybrid doesn’t quite hit the mark as a true sports sedan, nor is it ideally suited for traditional large car duties. Furthermore, its real-world fuel economy fell short of expectations. The RLX Sport Hybrid is a curious mix: strangely enjoyable, strangely disappointing, and undeniably unpopular. Perhaps, at its core, the RLX Sport Hybrid is simply… strange. And in a world of automotive conformity, perhaps that isn’t entirely a negative attribute.
From a market perspective, it’s clear that this approach hasn’t resonated with consumers. While it’s often an exaggeration to say “nobody is buying” a particular car, in the case of the RLX, it’s surprisingly close to reality. The RLX’s sales figures were chronically low, with a 32.5% year-over-year decline in the U.S., translating to fewer than 300 cars sold monthly in 2014. These are sales numbers comparable to niche sports cars like the Porsche Cayman, for a vehicle competing in a segment where even mid-tier models like the Audi A6 manage around 2000 sales per month.
One could argue that the RLX Sport Hybrid’s rarity contributes to a certain “cool factor.” It’s an uncommon version of an already overlooked car, a vehicle that might be misunderstood, or even unnoticed, by most.
The inclusion of rear electric motors not only adds power to an already quick sedan, but also provides a form of four-wheel steering. This system allows the RLX to be confidently steered into corners with minimal understeer. While all-wheel-drive cars prone to torque steer, like the Sport Hybrid, might initially unsettle drivers accustomed to rear-wheel-drive vehicles – torque steer is more suited to budget performance cars, not refined luxury sedans – the sensation is somewhat mitigated. Although not a snow traction champion, with judicious throttle control, the RLX Sport Hybrid reveals itself as surprisingly adept on winding roads. It allows for generous throttle application through corners, feeling dynamically smaller and more agile than its size would suggest.
Brake pedal feel in the RLX Sport Hybrid, as is common with many hybrids, lacks the consistent predictability one might desire. The steering, while functional, is typically numb, a constant reminder that despite its sporty aspirations, you are still piloting a substantial 4354-pound vehicle. However, when assessed as a large car with sporting capabilities, the RLX provides a decent level of driving enjoyment when pushed, though it doesn’t reach the aggressive performance levels of competitors like the Cadillac CTS Vsport.
In terms of refinement, the RLX impresses with its quiet cabin. However, it doesn’t quite achieve the serene ride quality expected from a heavy car with a long 112-inch wheelbase, particularly on rough road surfaces. This slight compromise in tranquility might be attributed to the low-profile Michelin X-Ice winter tires (245/40R19) fitted to the test vehicle.
Compared to the Acura TLX, the RLX offers a more serene interior ambiance. Conveniently, the heated seats are controlled by physical buttons, located just ahead of the somewhat unconventional shifter. Unlike systems that require navigating frustrating touchscreens for basic functions, the RLX allows for immediate activation of features like heated seats with a simple button press – a welcome feature in cold weather.
Even drivers who can overlook the RLX’s somewhat dated Acura dashboard design may find the interior space compromises disappointing for a flagship sedan. At 196.1 inches in length, the RLX is only marginally shorter than a Chevrolet Impala and actually longer than Acura’s own TLX. However, the rear seat is clearly designed for two occupants. The prominent center floor hump is almost as high as the seat cushion, and the middle seat itself is raised and firm, making it uncomfortable for adult passengers. While outboard rear passengers enjoy ample space, the RLX Sport Hybrid effectively functions as a four-seater. Furthermore, the trunk capacity is reduced from the standard RLX’s 14.9 cubic feet to a meager 11.6 cubic feet – even smaller than the trunk in Acura’s compact ILX sedan. A cross-country road trip for five? Definitely not. For four? Perhaps, but pack light.
Of potentially lesser concern to the typical buyer of Acura’s most expensive model, but certainly relevant to hybrid vehicle enthusiasts, was the underwhelming fuel economy observed during the week-long test. Supplied by Honda Canada, the RLX Sport Hybrid is EPA-rated at 28 mpg city and 32 mpg highway. In mixed city and highway driving, under cold weather conditions and on winter tires, the observed fuel economy was 21.8 mpg. While respectable for a genuinely quick car, it was notably below expectations.
Ultimately, while the Acura RLX Sport Hybrid suffers from Acura’s apparent reluctance to imbue its flagship sedan with compelling styling, the driving experience grew increasingly enjoyable over the test week. With exceptionally comfortable seats, 377 horsepower, surprisingly agile turn-in reminiscent of the Integra Type-R, a generous level of standard equipment, and a design so understated it drew no attention, there’s definitely an appeal.
However, the as-tested price of USD $66,870 is a significant hurdle. It’s a steep price for a car that fades into the background in a segment filled with attention-grabbing rivals. Acura needs to empower its designers to express their creativity as freely as their R&D department is allowed to innovate with powertrains. Combining design flair with engineering excellence, especially if they can truly deliver the stated fuel efficiency alongside this level of power, could transform the RLX from a slow-seller into a much more successful model.
As it stands, the Acura RLX Sport Hybrid remains a largely overlooked and underappreciated offering in the luxury sedan market.
