The third-generation RDX was engineered in the U.S., designed at Acura’s L.A. design studio and built in East Liberty, Ohio.

Acura got all emotional for the redesign of its compact RDX SUV — and it’s about time.

This premium division of Honda has always done well with its marketing focus of technology and performance, but its exterior body styling was Honda-centric and polarized by an unflattering grille treatment.

Now in its third generation, the 2019 Acura RDX is a breakout vehicle with the brand’s new diamond pentagon grille and speed-line styling that has some flinty elements from the evil stance of the NSX supercar.

The third-generation RDX was engineered in the U.S., designed at Acura’s L.A. design studio and built in East Liberty, Ohio.

It is also the first new Acura designed from the ground up — engineered in the U.S., designed at Acura’s L.A. studio and built in East Liberty, Ohio. And for the first time, it is not a shared platform with the Honda CR-V.

The new body is just 2.4 inches longer, a little taller and a little more than an inch wider on a wheelbase that is 2.6 inches longer. But the bigger picture creates ideal proportions for a five-seat SUV to grow with a family. The added size benefits back-seat legroom (with a flat floor), a tall 40 inches of front headroom (with the standard panoramic glass roof) and more cargo space that is flat with substantial basement storage.

Front headroom with the pano roof is tall at 40 inches.

Inside, the traffic-calmed cabin has yards more soundproofing and an acoustic windshield and side glass. And there is more of a “luxury” experience with more engaging materials and a new refinement to the engineering of the infotainment system.

There also is a new driving experience with a new a 10-speed automatic transmission and a new 272-horsepower turbocharged 2.0-liter four-cylinder engine — a better performer than the V-6 it left at the curb.

Sport mode red.

Acura has updated its full-time Super Handling SH-AWD system, which can move up to 70 percent of power to the rear wheels and 100 percent of that torque to either rear wheel. The integration of dynamic torque vectoring sharpens cornering grip while helping the driver avoid an

over-correction and possible spin out.

The Insurance Institute for Highway Safety gave it a top rating of “Good” in all crashworthiness tests, earning it the title of Top Safety Pick

The “floating” console, with open pass-through.

-Plus. Standard safety features include eight air bags and the suite of Acura Watch features, including collision-mitigation braking, adaptive cruise control, lane-keep assist, lane-departure warning and road departure warning. All functioned without intrusion or annoyance to my driving experience.

The RDX has been a top-seller for the brand and a dominator in this luxury segment. Since the new model’s launch in June it has become the top retail-selling compact luxury SUV for 2018. September sales of 5,699 put in first in the brand’s lineup, ahead of the three-row MDX (4,643, down from 6,252 sales in August) and well ahead of No. 3, the TLX midsize sedan (2,064, up from 1,197 in August).

The 3 1/2-by-2 1/2-inch touchpad has a slight border edge and a subtly curved base to help guide fingers to six touch points.

Competing SUVs include the Audi Q5, BMW X3, Cadillac XT4, Infiniti QX50, Mercedes-Benz GLC, Lexus NX and Volvo XC60.

The RDX is sold in front- and all-wheel drive models with Tech, A-Spec and Advance trim levels. Starting prices range from $38,295 with front drive, to $49,390 for the loaded RDX AWD Advance.

The A-Spec tester was $46,895 with one option for red paint, $400. Styling treatments include gloss black trim, dark headlights and taillights, Ultrasuede seat inserts and dash pad, metal sport pedals, red sport gauges and 16-speaker ELS Studio 3D audio system. Standard features include smartkey locking with push-button ignition, panoramic roof with tilt-slide, Milano leather upholstery with perforated front sport seats and 20-inch alloy wheels with 225/45 high-performance all-season tires.

The AWD curb weight — 4,015 — is up by just 69 pounds (over the 2018 model) and fuel economy ratings are about the same. Front-drive models have mileage ratings of 22/28/27 mpg, just 1 mpg less than with AWD, on the recommended premium fuel. I was averaging almost 20 mpg with liberal use of Sport mode.

Standard panoramic glass roof.

The new 272-hp turbocharged 2.0-liter four-cylinder engine — a better performer than the V-6 it left at the curb.

The 10-speed transmission rolls easily through the gears to maintain low rpms, but performance is tuned for fuel economy. Sometimes accelerator response can be resistant to foot-to-floor demand, but sport mode cuts the lag without being overly Ricky Racer.

The longer wheelbase improves the overall ride quality though it still might be too firm for some — but it’s not the rambunctious ride of the previous model. The turning circle stays the same at nearly 39 feet with inch taller 19-inch wheels. Braking is reassuring from 12.4-inch vented front discs and 12.2-inch solid rear discs.

The RDX was cleverly designed to give the ride height so enjoyed by SUV drivers but without the big step up and with a hip point almost parallel to make a graceful exit. The front seats were redesigned and built with high-strength steel and a seat frame that appears quite robust. The standard seats are 12-way power adjustable, including cushion tilt, but the Advance gets 16-ways seats.

The back-seat area, with raised bench, has adult legroom up to 38 inches.

Despite the fast roofline there is a remarkable 40 inches of headroom — with the standard panoramic roof. The entire instrument panel was rethought and restyled with an eyes-on-the-road directive. A 10.2-inch screen, with split views, sits high on the dashboard with what Acura calls an absolute-positioning touchpad on the shifter console to access eight primary functions. The 3 1/2-by-2 1/2-inch touchpad has a low border rim and a slightly curved base to help guide fingers to six touch points to click, swipe, drag or press and hold.

The action is not unlike a smartphone to access apps, audio, navigation and other functions. There are many similar infotainment systems, all of which are somewhat jerky to use, but it didn’t take me long to get somewhat comfortable using the system while driving, but mastery would be miles away. For other slow learners, there also are knobs and buttons for volume, fan speed and more.

The cargo area is wide and flat with six feet of length with the seatbacks folded.

The wide screen also has a split camera display, but the overhead graphic of the vehicle, with alerts for nearby obstructions, would be more informative as a birds-eye view camera image; ever so helpful in parking maneuvers.

A nifty storage feature is the six-pack sized well just to the left of the tailgate opening.

The “floating” console, with open pass-through storage below, has plenty of room for phones, charging, cup holders and the armrest storage box. Door panels have good space for bottles and more.

The back-seat area, with raised bench, has adult legroom up to 38 inches. Amenities include two USBs, overhead reading lights and grab handles with coat hooks.

The cargo area is wide and flat with six feet of length with the seatbacks folded. And below the floor are a couple of deep storage bins — or just flip back the lid to corral grocery bags. A nifty storage feature is the six-pack sized well just to the left of the tailgate opening.

Acura has long shown emotionally styled concept-car sketches, but the final products looked like compromise by committee. Something changed in-house and it likely has to do with a wide field of very well-done and fashion-forward competitors.

For those who have wondered where Acura is going, the RDX will lead the way.

2019 Acura RDX SH-AWD A-Spec

• Body style: 5-seat small SUV
• Engine: 272-hp, turbocharged and direct-injection 2.0-liter 4-cylinder; 280 lb.-ft. torque from 1,600-4,500 rpm
• Transmission: 10-speed automatic, with sequential SportShift paddle shifters, sport mode and shift-hold control
• Fuel economy:  21/26/23 mpg; premium recommended

SPECIFICATIONS

• Fuel tank: 17.1 gal.
• Cargo space: 29.5-58.9 cu. ft.
• Front head/leg room: 40/42 in.
• Rear head/leg room: 38/38 in.
• Length/wheelbase: 186.8/108.3 in.
• Curb weight: 4,015 lbs.
• Turning circle: 38.9 ft.

FEATURES

• A-spec standard equipment includes: smartkey locking with push-button ignition, panoramic roof with tilt-slide, power tailgate, LED fog lights and headlights, LED daytime running lights, acoustic-glass windshield, 10.2-inch dual-content center multimedia display, navigation system with 3D view and real-time traffic rerouting, Milano leather upholstery with perforated front sport seats, 12-way power (heated and ventilated) front seats,  20-inch alloy wheels with 225/45 high-performance all-season tires, parking sensors (front and rear), automatic high beams, heated side mirrors, 2 USB ports (2.5 amp), 60/40 folding back seat, active sound control, capless fuel fill
• A–Spec treatment, includes: gloss black trim, dark headlights and taillights, Ultrasuede seat inserts and dash pad, metal sport pedals, red sport gauges, 16-speaker ELS Studio 3D audio system

• Safety features include: 8 air bags; hill-start assist, Acura Watch features, include collision-mitigation braking, adaptive cruise control, lane-keep assist, lane-departure warning, road departure warning

PRICING

• Base price: $46,495, including $995 freight charge; price as tested $46,895
• Options on test vehicle: Red paint $400
• Where assembled: East Liberty, Ohio
• Warranty: 4-years/50,000-miles bumper to bumper

The new body style is a little more than an inch wider and a wider track for a more planted stance. A 2.6-inch longer wheelbase that helps settle ride quality.

The TT RS starts at $65,875, including the $975 freight charge from Gyor, Hungary. The tester was $78,725, with upgrades most enthusiasts would want.

Boys flashed thumbs-up at the Audi TT RS tester and big boys wanted to know horsepower, how fast and how much. The 2018 TT RS is new for 2018 and debuts a new 400-horsepower, 2.5-liter turbocharged five-cylinder engine. It is the most powerful production TT ever, Audi says, that can launch to 60 mph in 3.6 seconds.

It is the halo of the TT lineup with 2+2 seating, standard quattro all-wheel drive and a race-tuned seven-speed dual-clutch automatic transmission. The TT RS starts at $65,875, including the $975 freight charge from Gyor, Hungary. The tester was $78,725, with upgrades most enthusiasts would want — but at a $12,850 commitment. Among them was the Dynamic Plus package, $6,000, which includes a carbon fiber engine cover, front ceramic brakes, RS sport suspension, OLED taillights (organic light-emitting diode) and a top speed limited to 174-mph, up from 155 mph. The ceramic brake upgrade, known for reduced brake fade, adds 14.6-inch ventilated discs front and rear with gray-painted calipers that are more than 8 pounds lighter than the stock cast-iron rotors, Audi says.

The 2.5-liter TT RS engine is a little brute of performance.

And certainly the $1,000 sport exhaust is important, with those giant oval pipes at the rear and a console button to open the sound. It’s a generated sound that is virile but never obnoxious. The Technology package, $3,500, includes a navigation system, Audi connect, smartphone interface, side assist (blind-spot monitoring), 12-speaker Bang & Olufsen audio system (680 watts); Black Optic package, $1,750, includes 20-inch 7-spoke anthracite forged wheels an 255/30 summer tires; black exterior trim kit and high-gloss black side mirrors; carbon fiber inlays $600.

 The Audi TT line (Tourist Trophy) includes hardtops and convertibles, with a serious premium for the TT RS hardtop, which is not offered in a convertible (yet). The hardtop TT is sold in base and TTS models. Pricing starts at about $45,000 with the entry 220-hp, 2.0-liter four-cylinder or $54,000 for the TTS with a 292-hp version of the 2.0. Both have six-speed S tronic transmissions and AWD.

While halos are OK, the TT RS does not let it get in the way of a good time. Drive it as your daily commuter, then tug the shifter into Sport mode and punch up the Dynamic setting to enjoy its streetfighter skills.

The eight-way power seats have inflatable side bolsters and manual thigh extenders.

The interior materials are sport luxury with much use of leather, Alcantara and carbon fiber trim, but tastefully done. Assembly of panels and plug-ins are precise and satisfying to see. The eight-way power seats have inflatable side bolsters, four-way lumbar and manual thigh extenders.

You might not think when looking at the fastback roofline that cabin space would be so accommodating. But there is adequate front headroom (37.1 inches) and legroom
(41.1 inches) for a 6-foot-6 driver.

The Audi virtual cockpit, is a digital dashboard with 3D graphics.

The view out the front and over the fenders is wide open for speedy cornering. Rear views are constricted, but the camera with guidance lines makes up for any lost view in the parking lot. The turning circle is tight at 36 feet and there was little tendency to scrape the chin on steeper driveways or transitioning cross streets.

The center console and 12.3-inch wide gauge array, called the Audi virtual cockpit, is a digital dashboard with 3D graphics that can be configured to highlight your preferences, including the navi map.

I also like the clever multifunction of AC, temp and fan controls integrated into the turbine-style air vents, with seat-heater controls in the side vents. The design is simple and direct to maximize space in a compact cockpit.

The is clever multifunction for AC, temp and fan controls integrated into the air vents.

Back seat space, with upright seatbacks, is better for gear than people with a scant 33.8 inches of legroom and headroom cropped to 28.9 inches. The 50/50 folding seats extend the 12 cubic feet of cargo space. With the front seats at the longest reach, there ain’t no rear legroom. But there should be enough room to haul youngsters to school, if those in front can scoot a bit forward.

It is the fifth cylinder and a half-liter of displacement over the now-common use of a 2.0-liter four-cylinder that makes the TT RS engine a little brute of performance.  With max turbo boost of 19.6 psi and 354 foot-pounds of torque from 1,700-5,850 rpm, Audi cites 0-60 mph in 3.6 seconds (in the Dynamic driving mode) and some magazines have clocked 3.4 seconds.

The engine and seven-speed S-tronic dual-clutch automatic transmission work in complete harmony to grab gears and give rev-matching downshifts.

Interior materials are sport luxury with much leather, Alcantara and carbon fiber trim.

Fuel economy ratings are 19 mpg city, 29 highway and 22 mpg combined, on premium fuel. I was averaging up to 30 but long-term was 19.4 mpg.

The standard suspension is an adaptive magnetic-ride dampers (usually an upgrade in other cars).  But the Dynamic Plus package replaces the electronic suspension with a stiffer, fixed suspension and traditional shock absorbers. It feels like a track-ready setup, which can feel steely over rough road.

There are four drive modes: comfort, auto, dynamic and individual. Each mode allows the driver to change shift points, steering, throttle response and damper control (when equipped with magnetic ride).

Back seat space, with upright seatbacks, is better for gear than people.

There will be comparisons to the Corvette (V-8 powered), the Porsche Cayman (with a 2.5-liter flat four cylinder) and Jaguar F-Type (V-6 or V-8), all of which have some assets to outgun the TT RS. But the Audi is a sharp blade in a tight package — 11 inches shorter than the Corvette and more than 7 inches shorter than the Cayman but a little wider.

It is a luxury speedster that will even the odds or settle the score.

2018 Audi TT RS

• Body style: subcompact, 2+2 seat all-wheel-drive hatchback
• Engine: aluminum 400-hp, turbocharged and direct-injection 2.5-liter 5-cylinder; max turbo boost 19.6 psi; 354 lb.-ft. torque from 1,700-5,850 rpm;
• Transmission: 7-speed S-tronic dual-clutch automatic
• Fuel economy:  19/29/22 mpg city/hwy/combined; premium recommended
• 0-60 mph: 3.6 secs; top speed 155 or with upgrade to 174 mph
• Drag coefficient: 0.32

SPECIFICATIONS

• Fuel tank: 14.5 gal.
• Cargo space: 12 cu. ft.
• Front head/leg room: 37.1/41.1 in.
• Rear head/leg room: 33.8/28.9 in.
• Length/wheelbase: 165/98.6 in.
• Curb weight: 3,306 lbs.
• Turning circle: 36 ft.

FEATURES

• Standard equipment includes: smartkey locking and steering wheel push-button start button, rearview camera, 8-way power front seats with inflatable side bolsters and 4-way lumbar, 8 air bags, 19-inch 5-spoke alloy wheels with 245/35 R19 93Y XL summer tires, LED running lights and taillights with dynamic turn signals, Nappa leather upholstery with heated front seats, heated side mirrors, LED interior lighting, leather-alcantara steering wheel, parking-system plus

PRICING

• Base price: $65,875, including $975 freight charge; price as tested $78,725
• Options on test vehicle: Dynamic Plus package, $6,000, includes carbon fiber engine cover, direct tire-pressure monitoring, front ceramic brakes, OLED taillights, RS sport suspension, 174-mph top speed limiter; Technology package, $3,500, includes navigations system, Audi connect, smartphone interface, side assist, 12-speaker Bang & Olufsen (680-watt) audio system; Black Optic package, $1,750, includes 20-inch 7-spoke anthracite forged wheels an 255/30 summer tires; black exterior trim kit and high-gloss black side mirrors; RS Sport exhaust, $1,000; carbon fiber inlays $600
• Where assembled: Gyor, Hungary
• Warranty: 4-years/50,000-miles with free first scheduled maintenance

OLED (organic light-emitting diode) rear taillights, an impressive 3D design.

Kyle LeDuc with his 900-hp Raptor.

San Diego-based WD-40 has long produced project vehicles for the annual Specialty Equipment Marketing Association trade show in Las Vegas. This year, it’s a 4,000-pound, 900-horsepower EVVO II Ford Raptor from five-time Pro4 off-road racing champion Kyle LeDuc.

LeDuc’s team uses WD-40 for everything in racing, even as a detailer on the body for easier cleanup of mud and dirt. His tube-chassis Raptor has carbon-fiber body panels, which are lighter and stronger (and more expensive) than the traditional aluminum used by most competitors.

LeDuc’s tube-chassis Raptor has carbon-fiber body panels, which are lighter and stronger (and more expensive) than the traditional aluminum used by most competitors.

The SEMA show is about the biggest automotive specialty products trade event in the world. The 2017 show had more than 70,000 domestic and international buyers. The displays are segmented into 12 sections, and a New Products Showcase featured nearly 3,000 newly introduced parts, tools and components.

The SEMA show will run from Oct. 30 to Nov. 2 in the Las Vegas Convention Center. The WD-40 booth will be outside by the South Hall. LeDuc will be in the booth from 9-11 a.m. Friday, Nov. 2.

Info: www.SEMA.org and www.wd40.com/sema. #SEMA2018