Turbocharging is a convenient and effective way of increasing the power from an engine without adding cylinders or increasing cylinder size. Basically, turbos compress the air that flows into an engine, which crams more air inside the cylinder, thus extracting more power from each explosion during compression because there’s simply more air and fuel in each cylinder head.

As with other turbochargers on new cars today, the Acura version – the first ever turbo on an Acura vehicle – features variable air flow, meaning that it provides a consistent level of exhaust gas inside the turbine at all engine speeds, which minimizes lag. You know turbo lag. It’s that delay between the moment you step on the accelerator and when the turbo kicks in. The difference, according to Acura, is that its turbocharger delivers a broader range of power with little or no lag, and does so more reliably because airflow is controlled before it enters the charger, eliminating the need for additional componentry inside the turbocharger. The design features inlets at the bottom of the housing and a valve that opens and closes based on the amount of exhaust gas. At low RPMs, the valve restricts incoming exhaust gas, which helps the turbo speed up faster. At higher RPMs, the valve opens more frequently and modulates the exhaust gas, providing a more consistent delivery of power. The result is a smooth powerband, whether driving at low engine speeds or high. Mash the accelerator and the valve opens up at around 2,000 rpm, making lag virtually undetectable.

The benefit is a significant boost in horsepower and torque, combined with improved fuel economy. The turbocharger on the RDX, which is connected to a modified version of the TSX’s 2.4-liter inline four cylinder, increases horsepower by 20 percent and torque by 60 percent, while still providing estimated fuel economy of 19/23 and a LEV-II - ULEV emissions rating. That’s great – on paper – but paper estimates never saved a tree, and our short drive registered fuel efficiency of just 16 mpg.