AutoTrader SCORE
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STYLING10/10
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Safety9/10
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PRACTICALITY8/10
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USER-FRIENDLINESS5/10
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FEATURES9/10
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POWER9/10
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COMFORT7/10
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DRIVING FEEL8/10
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FUEL ECONOMY6/10
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VALUE8/10
When it comes to the 2023 Acura RDX, simplicity reigns supreme.
This stylish and spunky little crossover comes in the choice of just two trims, with a single powertrain shared by both, and no options beyond picking the paint and upholstery colours, and adding some accessories. It all makes for a straightforward shopping experience that’s rare next to rivals that offer umpteen trims and endless packages.
Well, at least the buying process is simple. When it comes to the user experience, the RDX is about as convoluted as they come.
User Friendliness: 5/10
In fairness, the basics are approachable. The doors are big, they’ve been fitted with conventional handles, and, once inside, visibility is about as good as it is in any other crossover this size. (The housing for the hinge mechanisms is a little chunky, but it’s not enough to be considered troublesome.)
Where it all starts to come apart is the infotainment system, which relies on a fiddly trackpad to navigate between menus instead of a touchscreen. It works a lot like the same type of sensor on a laptop, except it requires a strange swipe-hold-and-tap action to switch and select functions without looking. Otherwise, tapping the touchpad in a specific location will highlight the same position on the screen.
The system also responds to voice commands, but those can’t be used to call up either Apple CarPlay or Android Auto. Thankfully, both smartphone interfaces use the trackpad like a more conventional cursor, ditching the need to hold it in place to highlight a desired feature; but it’s still far more tedious than simply tapping a touchscreen to toggle between, say, messages and Google Maps.
Features: 9/10
On the bright side, the dual-zone automatic climate system and the front seats that are both heated and ventilated are manipulated using straightforward-if-unspectacular physical controls. Better still, that stuff – plus leather and faux-suede upholstery, and a heated steering wheel – is standard, while the seats feature an underrated (and under-utilized) automatic setting for temperature control.
Other standard features include those smartphone connections, both of which are wireless, a 16-speaker stereo, subscription-based satellite radio, a built-in Wi-Fi hotspot that also requires a paid account to access, active noise cancelling, a panoramic power sunroof, and 20-inch alloy wheels. Meanwhile, the Platinum Elite A-Spec trim tested here adds heated rear seats, a head-up display, and adaptive dampers, among a few other niceties.
Power: 9/10
Regardless of trim, the RDX employs the same drivetrain that pairs a 10-speed automatic transmission and all-wheel drive with a turbocharged 2.0L four-cylinder engine. The motor makes 272 hp to go with 280 lb-ft of torque, the latter of which kicks in at just 1,600 rpm. While it’s prone to a tiny hint of turbo lag in normal and comfort drive settings, it’s not enough to make this nearly 1,900-kg (4,188-lb) crossover feel sluggish.
Driving Feel: 8/10
Better still, spinning the drive dial into sport ratchets up the responsiveness of the throttle, while the transmission holds lower gears for longer so that torque can be tapped into more easily. The steering also firms up just beyond centre – not that it’s a lazy system even when comfort mode is selected, with good response to inputs no matter the setting.
In spite of the top trim’s adaptive suspension system, there’s more body roll than sporty rivals like the Audi SQ5 and BMW X3 M40i deliver. Even so, it remains well composed even when pushed harder than the average crossover can handle, yet it’s equally adept at casual cruising.
Comfort: 7/10
The suspension is stiffer than it is supple, although the ride remains largely comfortable. The cabin also remains mostly well hushed beyond some wind noise spinning off the door mirrors at higher speeds, and the occasional interruption from the engine when goaded. (Artificial or not, it changes to an assertive growl in sport mode.)
In terms of seating, some upper-leg pain set in during a multi-hour evaluation drive to kick off this test week – this despite all kinds of adjustability, including lower cushions in the top trim. Otherwise, the upholstery is fantastic, with the leather and faux-suede pulled tight across the well contoured chairs front and back.
Styling: 10/10
The RDX’s cabin punches well above its price point in terms of both look and feel, particularly with this tester’s red upholstery that can be paired with the choice of white, grey, or black exterior colours. While it’s unfortunate Acura doesn’t make the combination of a red interior and blue exterior available, even an understated hue like this Liquid Carbon Metallic ($500) accentuates the creases and bulging body lines to make this one of the most stylish entries in the segment.
Practicality: 8/10
While competitors including the BMW X3 and Mercedes-Benz GLC-Class are more spacious by most measures, the RDX makes good use of its stylish proportions to offer family-sized dimensions inside. The rear seats are roomy enough for kids and adults alike, while the ones up front offer a good amount of shoulder room. There’s also plenty of small-item storage in the forward half of the cabin, including a pass-through under the centre console and a large cubby next to the cupholders.
The rear bumper’s liftover height is about average, while the power tailgate is height-programmable and features hands-free operation on both trims. Acura claims there’s 835 L behind the back seats, which is significantly more than both BMW and Mercedes list for their entries, although the brands use different measurement standards. In practice, there’s a little less volume here, although it’s far from unserviceable.
Fuel Economy: 6/10
Fuel consumption ratings are fairly standard for the segment, with the 2023 RDX expected to burn through 11.3 L/100 km of 91-octane gas in the city, 9.1 on the highway, and 10.3 combined. During this week-long test, the RDX consumed 10.7 L/100 km across a total of about 580 km. By comparison, the standard X3 is good for 11.0 around town, 8.4 on the highway, and 9.9 combined, while the X3 M40i that’s powered by a six-cylinder engine is rated at 10.9, 9.0, and 10.1 in the same conditions.
Safety: 9.5/10
Aside from a couple extras like a head-up display and surround-view monitoring, there’s nothing the top trim has in terms of advanced safety and driver assistance that the cheaper A-Spec doesn’t. That means forward collision warning with automatic emergency braking, low-speed reverse automatic braking, lane departure warning and keeping assistance, blind-spot monitoring with rear cross-traffic alert, and adaptive cruise control is all standard fare.
The 2023 RDX managed to pick up a coveted Top Safety Pick+ rating from the not-for-profit Insurance Institute for Highway Safety (IIHS) – no small feat considering the more stringent testing introduced this year. In fact, the RDX is one of only 28 winners of the organization’s highest award in 2023 compared to 65 last year.
Value: 8/10
Considering all the great standard features, as well as the somewhat sporty and playful nature of this premium crossover, the RDX’s pre-tax starting price of $54,700 is more than reasonable. So, too, is the $60,100 Acura wants for the Platinum Elite A-Spec trim tested here. (Freight adds $2,595 to both trims.)
Over at BMW, the X3 xDrive30i starts at $55,200, while the M40i version starts at $70,500. But that’s before options and extras, of which there are plenty. Likewise, the Audi Q5 requires expensive options to make it competitive with the RDX in terms of features, while the SQ5 is more expensive still, starting at $73,450 before any extras have been added.
The Verdict
The 2023 Acura RDX might not quite have the performance chops of its spicy-ish rivals, but it isn’t that far off, either. Considering all it delivers for two impressively affordable sticker prices, this little crossover drives a hard bargain, too.
Where it all comes apart is the infotainment interface, which matters way more than driving dynamics or even how much Acura’s charging for it. Shoppers with a serious eye on the RDX will find themselves looking at a compact crossover that’s a frustrating flaw away from being one of the segment’s best. Then again, the brand has managed to sell thousands of RDXs a year with the same system, which means there are plenty of people out there who don’t mind struggling to complete the kind of tasks made simple by tapping the touchscreens in just about every competitor out there.
| Engine Displacement | 2.0L |
|---|---|
| Engine Cylinders | Turbo I4 |
| Peak Horsepower | 272 hp @ 6,500 rpm |
| Peak Torque | 280 lb-ft @ 1,600–4,500 rpm |
| Fuel Economy | 11.3 / 9.1 / 10.3 L/100 km cty/hwy/cmb |
| Cargo Space | 835 / 1,668 L seats up/down |
| Model Tested | 2023 Acura RDX Platinum Elite A-Spec |
| Base Price | $60,100 |
| A/C Tax | $100 |
| Destination Fee | $2,595 |
| Price as Tested | $63,842.60 |
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Optional Equipment
$1,047.60 – Protection Package, $547.60; Liquid Carbon Metallic paint, $500
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