Acura ADX vs Acura RDX: Which model and trim should you buy?

Comparos

lundi, 26 mai 2025

The baby Acura might have won five of our seven performance categories, but it doesn't mean it has won the battle

In the red corner is one of Japan’s longest-running luxury compact SUVs. The Acura RDX, in one guise or another, has been around for nearly two decades, and this latest generation dates back to 2019. But seven years is a long time in the automotive world. In fact, it’s been so long that the Honda CR-V luxury clone has had time to undergo not just one mid-model refresh, as is customary in the business, but two separate upgrades.

The last of these, delivered for 2025, included a new grille and wheels, as well as a repositioned cellular charger in the cabin. And honestly, that was enough. The RDX’s sharp-edged silhouette has aged well, and, in its new Urban Grey Pearl color, it continues to make a good impression. A fourth-generation RDX is certainly in the works, but the timing is unclear. This leaves the field wide open for Acura’s latest sport cute: the Acura ADX.

In the blue corner is the latest addition to the Japanese family, arriving in time for spring 2025. The subcompact SUV becomes the “baby” of Acura’s premium lineup. The vehicle is based on the Honda Civic and HR-V platform. Its task is not an easy one; it must compete with the Audi Q3, BMW X1, Mercedes GLA, Lexus UX, and Volvo XC40, some of which have been in the category for over a decade.

The ADX is sure to take pride of place and become the family’s best-seller in Canada this year, according to Driving’s Motor Mouth, David Booth. Having attended the launch of the ADX in San Diego last February, our colleague — with his 40 years of experience and known for not mincing his words — maintains that the ADX “is what the Honda Motor Company does best.”

Back in the red corner, however, the veteran 2025 Acura RDX still packs one of the most powerful 2.0-liter turbocharged four-cylinder engines in its class. Its 272 horsepower and 280 pound-feet of torque are handled by a 10-speed automatic transmission. The maximum towing capacity is 680 kg, which isn’t much, but at least, it’s allowed to tow something.

The Acura ADX, for its part, has a variant of the 1.5-liter four-cylinder Turbo engine found in the Acura Integra and the Honda Civic Si. As with these two cars, power is delivered by a continuously variable transmission (CVT). With 190 hp and 179 lb-ft of torque, these performances fall within the lower range of competitors. Sadly, towing is not permitted.

Both the ADX and the RDX come standard with all-wheel drive for the Canadian market, although SH-AWD (SH for Super Handling) is only available on the bigger SUV. Pricing start at $44,980 for the ADX and $53,800 for the RDX (before fees and taxes).

So, which model should you choose? The talented old-timer appreciated by Acura loyalists or the new star of the showroom? We have the answers for you.

Which Acura SUV handles better?

Unsurprisingly, the ADX is the winner here. After all, it’s the latest generation on the market. Its small dimensions make it deftly maneuverable in all situations. Even though its light weight — some 200 kilos lighter than the RDX — can’t hide the fact that its engine doesn’t break the 200 hp barrier, its turbocharged four-cylinder (1.5 liters) remains one of the most interesting on the market today.

That said, the RDX has more than adequate power under the hood. Since its arrival on the market two decades ago, the compact luxury SUV has been recognized for its firm, fun-to-drive stance — a pleasure we rediscovered intact at the wheel.

Score: ADX – 1, RDX – 0

The winning gearbox—and it’s not the one you think

It’s rare to hear an automotive journalist praise a continuously variable transmission (CVT). In the case of the ADX, however, the mechanics are so well refined that they outperform the RDX’s 10-speed automatic gearbox.

The latter suffers from hesitation and laziness that hinder acceleration. In contrast, the Step Shift programming technology in the ADX efficiently simulates gears, delivering a fluid experience that masks any turbo lag.

Score: ADX – 2, RDX – 0

The better all-wheel drive

As we mentioned earlier, both Acura SUVs come standard with all-wheel drive. However, the two systems are not the same. While the ADX relies on the “Intelligent Control” AWD found on the CR-V, the RDX has the advantage of the most sophisticated system in the family: Acura’s Super-Handling All-Wheel Drive.

This SH-AWD can transfer up to 70% of torque from the front to the rear axle of the RDX, compared with “only” 50% on the ADX. It also torque vectors across the rear axle, varying up to 100% of torque from one rear wheel to the other as needed, which not only helps dig it out of sticky situations, but aids cornering by favouring the outside rear wheel over the inner. No question here, the RDX has the better all-wheel-drive system.

The better all-wheel drive

Score: ADX – 2, RDX – 1

Which Acura has the better fuel economy?

As mentioned in the introduction, the new Acura ADX, with its 1.5-litre turbocharged engine from the Honda Civic Si, falls within the “low average” range of performance among its subcompact rivals, while in contrast, the RDX’s 2.0L turbocharged four-cylinder boasts some of the most powerful performance in its class.

The consequence for the latter is high fuel consumption. After more than 5,000 kilometers reading on the meter, our tested RDX recorded a combined fuel consumption of 12.2 L/100 km. This is significant enough to prompt complaints about the compact SUV’s lack of a hybridization system.

In contrast, our tested ADX managed between 8.7 and 9.1 L/100 km, a fairly impressive efficiency for a non-hybrid vehicle. In short, driving an ADX instead of an RDX means savings of a third, both for your wallet and for CO2 emissions into the atmosphere.

Keep in mind, both vehicles require premium gasoline. Also note that we drove both SUVs in early spring when temperatures aren’t as freezing cold as it can get during a Canadian winter.

Score: ADX – 3, RDX – 1

Upgraded technology, or not?

As mentioned in the introduction, the RDX has been with us in its current form for seven years. While it has aged well visually, inside and out, it was designed in the early 2010s when engineers were trying to reinvent the wheel and were searching for the ultimate technological solution for infotainment systems.

In the case of the RDX, this answer was a now-considered-small 10.2-inch screen positioned way out at the top of the dashboard. This non-touch screen is controlled by a dual-zone keypad mounted on the center console. This True Touchpad Interface with its swap-one-tap and its maze of menus is absolutely not intuitive to tame.

In contrast, the new ADX celebrates automotive roots with a traditional gearshift lever in the centre console, exactly where you would expect it. This is much more user-friendly than the series of controls — including mode selection — lined up at the RDX’s dashboard junction, which you have to push, pull, press, and otherwise futz with.

For these two features alone, I would choose the new ADX – and I would add that this Acura infotainment system boasts built-in Google, which means you can control just about everything on board with a simple, functional voice command.

Score: ADX – 4, RDX – 1

One of these Acuras is not made in the USA

As long as Donald Trump’s tariffs threaten the global economy, many Canadian vehicle buyers may turn to brands and vehicles that aren’t of American origin or manufactured in the U.S. This is the case with the ADX, which is assembled at Honda’s Celaya plant in Guanajuato, Mexico, alongside the entry-level Honda HR-V. For the record, this is the first Acura vehicle assembled outside of the U.S. or Japan.

For its part, the Acura RDX continues to be built on American soil, more precisely at the East Liberty plant in Ohio. In other words, the threat of (counter)-tariffs on “non CUSMA compliant” components would, if imposed, add a surcharge to the price tag.

Score: ADX – 5, RDX – 1

Which Acura has the most cargo space?

Both the ADX and the RDX have teardrop-shaped silhouettes that offer limited headroom in the rear. And when it comes to legroom, the extra 20 millimetres offered by the RDX are not enough to justify choosing it over the ADX.

However, it’s worth considering the larger SUV if you need to carry a lot of cargo, since the RDX can accommodate up to a third more cargo than the ADX when its seats are folded down. Rarely, in the wake of our Comparo Duets, have we seen such a marked advantage for an older compact vehicle over its newer subcompact counterpart.

Score: ADX – 5, RDX – 2

Final score: 5 to 2 for the ADX, but…

On the one hand, there’s the dapper newcomer, which wins haut la main our match, grabbing 5 of the 7 category wins. On the other hand, there’s the veteran, which we were so impressed to rediscover.

On paper, the more or less $10,000 price difference reflects the performance and larger dimensions of the bigger brother, as expected. Officially, prices range from $44,980 to $51,480 for the Acura ADX and from $53,800 to $62,630 for the Acura RDX (before fees and taxes).

However, RDX’s 17% average price penalty is, at least for now, offset by its current financing and leasing terms. With promotional rebates and subsidized interest rates, the Acura RDX costs less than $100 — and sometimes just $50 — more per month when financed or leased.

Despite the obvious winner, your undersigned would think twice before choosing the ADX over the RDX. But then, there’s the RDX’s finicky infotainment system and that infernal transmission selector…

Now, which version should you choose?

Whether you opt for the ADX or for the RDX, you should know that trim for trim, both SUVs offer essentially the same level of comfort, technology, and safety features. In fact, both are available on the Canadian market in the same and almost identical three variants: Base trim, A-Spec, and Platinum Elite A-Spec.

De série, the base trim brings heated front seats and steering wheel, dual-zone climate control, panoramic roof, remote start control, sport-tuned suspension, and a whole litany of driving aids. In short, these are well-equipped entry-level trims that lack nothing to stand their own in their respective classes.

That said, we recommend the further step – the A-Spec version ($46,980 for the ADX and $57,630 for the RDX). For an additional 5-7% versus the base trim, you’ll enjoy a more striking exterior design, larger wheels (19″ for the ADX and 20″ for the RDX), more sophisticated interior upholstery and front seats that’ll be happy to ventilate your derrière in the coming summer’s heat waves.

You are itching for the top-of-the-line trim? We would recommend the Acura RDX A-Spec Platinum Elite configuration, with its heated rear bench, head-up display and adaptive suspension. However, the Acura ADX A-Spec Platinum Elite doesn’t come with these features so for this subcompact SUV, we would recommend that you stick with the mid-range trim.