Ignoring Acura is a mistake. While the brand has had its ups and downs in terms of awareness and popularity, its cars have never lacked in quality and passion. As the luxury brand of the Honda universe, Acura has a tall order to fulfil. Honda’s reputation for dependability, efficiency and competence is well-established, and Acura shares in that regard. If Honda and Acura share a deficit, it might be excitement. Even when the brands come up with an exciting vehicle, like the Honda Civic Type R or the Acura NSX, the limelight seems to fade quickly after launch. Blame a fickle audience; blame the marketing department; blame the shock of the new; it doesn’t matter. The fact is that most of us buy or lease our vehicles for a long-term relationship, and we’d be wise to consider factors beyond popularity and infatuation before making a commitment.
If you’re in the market for a compact luxury crossover, I’m going to point you in the direction of the 2020 Acura RDX SH-AWD Advance. I might be behind the curve on this, as RDX has sold over 450,000 examples over three generations since its launch in 2006.
RDX was all-new for 2019, the first Acura vehicle to be designed and engineered in the United States. It rides on an Acura platform, rather than a shared Honda platform as previous generations did. RDX is built in East Liberty, Ohio.
In a sea of automotive sameness, there are a few cool features that help RDX stand out in the crowd of compact luxury crossover SUVs.
For drivers, there’s a completely transparent feature called “Torque Vectoring Super Handling All-Wheel Drive.” Torque vectoring is not new, but when properly executed (as it is on RDX), it can be a revelation. Simply explained, torque vectoring directs the twisting force on the wheels to the outside wheels on a turn, which can enhance control and turn-in. You probably realize that the inside and outside wheels rotate at different speeds during a turning maneuver. This is managed by a differential, which allows the wheels to spin as needed. A torque vectoring system takes this one step further – pushing the power toward the outside wheels during a turn. This can be done passively, by applying brake pressure to the inside wheel, or actively. RDX’s SH-AWD system can send up to 70% of the available power to the rear wheels, and up to 100% of that power to the side that needs it. In practical terms, what that means is that when you mash the throttle from a standstill while turning the front wheel, perhaps trying to make a right turn at a red light and merging into cross-traffic, RDX simply bites in, applying the power just how you need it, and you get a smooth, powerful merge, not a scary, out-of-control power slide. It’s very impressive, and compelling enough that you’ll want to try it over and over again. Torque vectoring is usually very challenging to explain and demonstrate – not in the RDX. The benefits are apparent at every corner.
In another cool feature, Acura has taken an evolutionary approach to its infotainment system with the True Touchpad Interface. Everything operates intuitively, and as expected. The cool evolution is how easy it is to customize the system, and how it expands the widely used concept of favorites from the confines of individual apps to the whole system operation. There are eight primary “tiles” on the home screen that can be moved around to the user’s preference, and programmed individually with a firm press for specific actions across multiple functions. For instance, you can program a tile to start navigation to your home; another to dial a frequently called phone number; another to play music from a favorite SiriusXM channel; another to set climate control to your preferred function. Place the tiles so that your most frequently used functions are at the corners, and you’ve got quick, no-look access. It’s smart, easy to use, and best of all, easy to set up – no programming degree required.
Not everything is perfect in the RDX. While I liked the character of its turbocharged 2.0-liter inline four-cylinder direct-injected gasoline engine (272 hp/280 lb-ft of torque), I found that I needed to select Sport mode in order to wake up its lagging acceleration. Left in “D” mode, the ten-speed automatic transmission simply took too long to respond to an insistent application of throttle.
I had no complaints about the comfort or fit and finish of the RDX, which I found to be exemplary all around. Acura’s paint quality is always great, and my test car’s Fathom Blue Pearl was particularly stunning.
The 2020 Acura RDX SH-AWD Advance carried a list price of $47,700. Including a Destination and Handling fee of $995, my test vehicle had an as-tested price of $47,695, right in line with its stated competitive set of BMW X3, Mercedes-Benz GLC-Class, Audi Q5 and Volvo XC60. Tough to make a bad decision in that group. The only mistake would be to leave RDX out of consideration before making your decision.
Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.
Photos (c) Acura