Driven briefly, the 3.5L normally-aspirated V6 is smooth, swift and mates well with the slick-shifting 10-speed automatic transmission. Ride and handling are nicely resolved for a luxury family bus and the steering is nicely weighted and precise. The MDX is very quiet unless the engine is pushed hard, when it emits a symphonic burble. The turbocharged Type S receives Brembo brakes, active suspension dampers and 21 inch wheels. The cabin of the RDX repurposes a number of pieces familiar from other Acura models. The push-button-like gear selector is odd at first but is logical enough once you are used to it. The dreaded and distracting trackpad style touch surface that used to control the infotainment functions on the MDX has been exorcised for a more logical and approachable system. Good cabin space, comfortable seating and high-quality and attractive cabin components.

With 12-way power front seats, wireless cellphone charging, a dual-panel sunroof, leather seating, a Bang & Olufsen audio system and a full active safety package including active cruise control, the base Tech model is nicely equipped. The sport-themed A-Spec features fog lights, leather and ultrasuede seating, ventilated front seats and alloy-trimmed foot pedals, but looks expensive. The Platinum Elite offers 16-way power front seats, a 360 degree camera system, a head up display system and massage seats, but is overpriced. Of the $13,000 asked for stepping up from the Platinum Elite to the turbocharged S Ultra, adds the turbo engine and air suspension.

Above average reliability predicted. Maintenance costs are less than they are for European-branded competitors and durability is better as well. Insufficient data on the reliability of the ten-speed automatic transmission. Regardless of manufacturer, the durability of air-suspension, like on the Type S Ultra, is poor in Canadian conditions.