Power from the 2L turbo four is funnelled to all wheels via a 10-speed automatic transmission. The SH-AWD system can send up to 70 percent of power to the rear wheels and can shift torque front to back and from side to side.
The cabin of the RDX, with interesting shapes, finish combinations and high quality materials. However, Acura’s touchpad infotainment system, despite its crisp graphics, is the opposite of user friendly and is a failure for in-car use. The driver faces crisply marked conventional gauges and the cabin is both elegant and carefully assembled. RDX denizens repose on comfortable and there is ample legroom front and rear. The cargo space of the new RDX is both substantial and versatile.
Driven briefly, the RDX was not universally appreciated by APA team members who drove it. The 2L turbo four is quick and flexible, and while quieter than before the recent mid-cycle update, it is still not the smoothest unit. The 10-speed automatic transmission works well but shift so many times from a start up to about 50 kilometers per hour as to become annoying. The suspension of the RDX reflects a good deal of effort and the ride, handling and steering are all well sorted. The RDX feels very solid and occupants feel pampered.

The base trim, the Tech, with a panoramic sunroof, a full active suite and navigation, is nicely equipped. The A-Spec, with leather and suede seating, alloy pedals, ventilated front seats, an upgraded audio system and power fold mirrors, is good value. The Platinum Elite range-topper adds adaptive suspension, four additional seat adjustments, a heated rear seat, a 360 degree camera system and a head up display, but is significantly overpriced.

New vehicle, insufficient data. Unproven turbo engine. The APA is receiving complaints of failed turbo wastegates on its smaller 1.5L turbo engine.