2023 Acura RDX Reviews, Pricing & Specs

The Acura RDX is unique in its class for its sharp, angular style, but it remains conventional enough to not stand out from the crowd. Up front, the signature Acura grille is the centrepiece, and after decades of evolution, we think it's showing its age and may be in need of a refresh. It's flanked by sleek wraparound headlights and the deep creases in the bodywork and hood give the nose a sporty and aggressive look.

The side is accentuated by a distinctive character line that slashes diagonally down the length of the vehicle, suggesting forward movement, even when it's parked. The rear of the RDX is more conventional than the rest of the car and looks similar to many other small SUVs in its overall styling.

In recent years, many interior designers have favoured a horizontal dashboard layout to enhance the sensation of lateral space, but the RDX takes a different route. The cockpit has a distinct vertical layout, with the centre stack of controls flowing into the centre console. The centre section is dominated by the gear-selector buttons and drive-mode dial, emphasizing Acura's focus on performance. Above that section are some physical climate controls and a 10.2-inch infotainment display atop the dash. The instrument panel features a digital centre display with analog gauges on either side. The white-faced gauges with red flourishes further accentuate the RDX's sporting intent.

The interior isn't as modern as some of its rivals that employ oversized tablet-like touchscreens and fully digital instrument panels. Instead, the RDX's cabin looks more like an older design that has been updated to deliver newer tech features. That's not so much a knock against Acura though, as those who may be averse to the new glass cockpits will likely find the RDX more familiar and require less time to get acquainted. Those seeking the newest, edgy design might be disappointed.

The 2023 Acura RDX is powered by a 2.0-litre turbocharged four-cylinder engine that produces 272 horsepower and 280 lb-ft of torque. It's paired with a 10-speed automatic transmission. In Canada, front-wheel drive (FWD) is not offered. All-wheel-drive (AWD) is standard, which Acura dubs “super-handling all-wheel drive,” or “SH-AWD.” Unlike many of its rivals, the RDX does not offer a more fuel-efficient or more powerful engine option.

The RDX accelerates to 60 mph in 6.7 seconds, which is about average for SUVs in this class. (Acura Canada does not offer 0-100 km/h figures.) Response from the throttle is immediate and the turbo powertrain is more than adequate for most drivers. The engine and exhaust sound better than the typical four-cylinder, with a pleasing deeper tone and a sporty burble. The transmission does an excellent job of selecting the correct gear to deliver power when needed. The brake pedal has a reassuring firmness to it and is easy to modulate for smooth stops.

The RDX’s handling also inspires confidence, as body roll is well managed and Acura's advanced AWD system provides an abundance of traction. On the Platinum Elite A-Spec trim, adaptive dampers are equipped. It corners with enough prowess for us to call it sporty, yet ride comfort doesn't suffer as a result. Road imperfections are smoothed over with ease and even mid-corner bumps are shrugged off with barely an acknowledgment. The RDX's broad range of performance, easy-to-drive nature, and comfortable ride should attract plenty of shoppers.

There's plenty of space in the front seats for taller adults and you get additional power adjustments for the side bolsters and thigh extension in the top trim level. The cushioning is very generous and will keep you comfortable after many hours behind the wheel. The standard heated and ventilated front seats are great at quickly getting you warmed or cooled in a hurry, too. A heated steering wheel with paddle shifters, dual-zone climate control, keyless entry, and a panoramic moonroof are also standard.

The rear seats can easily accommodate average-sized adults, while six-footers might be low enough on headroom to be touching the headliner. There's more than enough legroom as well as space under the front seats for your feet. That physical sense of space is enhanced by the large panoramic sunroof that makes the cabin feel open and airy.

Behind the rear seats, you have up to 835 litres of cargo space. That's larger than its competition, but only marginally. A deep bin under the cargo floor also features a centre drain plug. That can be very useful as a place to stash your wet beach gear or even as an impromptu tailgate cooler. Folding the rear seats expands capacity to 1,668 litres and remote seatback levers in the cargo area makes that transformation easy.

For smaller personal items, front passengers have plenty of options. There are two small cupholders and a narrow tray in a covered centre console bin, a moderately sized bin under the armrest, and a large rubberized tray underneath the centre console with a rubberized wireless charging pad. The door pockets are on the small side, but everything else combined should prove more than adequate.

That doesn't mean there's no room for improvement, though. The centre stack with its gear selector buttons and drive mode dial take up a needless amount of space. It seems to run counter to parent company Honda, which tends to capitalize on all available space.

We remain baffled at Acura's decision to use a touchpad infotainment controller, as Lexus's attempt at this was an unmitigated disaster years ago. To Acura's credit, their controller is significantly better than Lexus's, but that's a very low bar. On the native Acura screens, you have to move your finger across the touchpad and carefully hover over your desired button, then tap the pad. That isn't easy when you're parked because if you move your finger too far, it will swipe to the next screen. It's exponentially more difficult when you're driving. The dashtop display is not a touchscreen, but it's just out of reach, anyway.

The experience improves greatly if you use Apple CarPlay or Android Auto connectivity since you can swipe your finger across the touchpad to move to adjacent on-screen buttons. That means you don't have to be as precise with your movements and you can operate the system with quick glances rather than having to take your eyes off the road for several seconds. With some time and commitment, the system gets easier to use, but it remains one of the worst infotainment interfaces from any carmaker. That's too bad because the infotainment system itself benefits from sharp graphics, quick responses, and logically arranged menus.

As is the case with other SUVs in this class, the RDX comes standard with Bluetooth, SiriusXM satellite radio, a Wi-Fi hotspot and remote monitoring and control via the Acuralink smartphone app. A 16-speaker ELS Studio premium audio system with potent bass and clear high notes comes standard in Canada.

The National Highway Traffic Safety Administration (NHTSA) awarded the 2023 Acura RDX five-out-of-five stars for overall and side crash protection, as well as four stars for frontal and rollover protection. The Insurance Institute for Highway Safety (IIHS) gave the RDX its highest score of "good" across the board for crashworthiness and named it a Top Safety Pick+, its highest honour.

Standard advanced safety features include forward collision warning with automatic emergency braking, adaptive cruise control, blind-spot monitoring with rear cross-traffic alert, lane-keep assist, lane departure warning, rain-sensing wipers, and front and rear parking sensors. The Platinum Elite A-Spec package includes a surround-view camera system and a head-up display.

All of these systems worked as advertised with only a few frontal collision warnings when we were driving aggressively. The adaptive cruise control deserves praise for its smooth brake and throttle inputs, but the lane-keep assist tends to tug against your hands in gentle curves, making it better suited to long stretches of straight highway.

The 2023 Acura RDX has a starting MSRP of $57,426 (including just over $2,700 in destination and other fees) for the base RDX A-Spec trim. The top Platinum Elite A-Spec trim test vehicle starts at $62,826. Since there are no alternative engine choices, there is no real fuel economy advantage between models. Natural Resources Canada estimates that the RDX will consume 11.3 litres per 100 kilometres in the city, 9.1 hwy, and 10.3 in combined driving. These figures are about average for the class.

Those prices are comparable to the Genesis GV70, but it's worth noting that the GV70 includes a few more standard features. The Lexus NX is also a natural competitor. The RDX, NX, and GV70 are relative bargains when compared to the BMW X3, which costs several thousand more. We expect the Mercedes-Benz GLC—redesigned for the 2023 model year—to be priced similarly, if not a bit more, than the BMW.

Among the Acura, BMW, Lexus and Genesis, there's really not a bad choice. All these compact SUVs deliver strong performance, but the six-cylinder engines in the top BMW and Genesis trims are noticeably more powerful than the RDX's four-cylinder. While we consider the RDX's infotainment interface its largest drawback, we don't think it'll be a dealbreaker for most shoppers. We suggest a very thorough test drive with all of these luxury crossovers to see which one appeals to you the most. In all likelihood, it'll be close enough to come down to personal preference and style.

Note: Images show a US model.