The 2025 Acura RDX serves up a dynamic driving experience, but its cabin user experience could use some improvements.
In the luxury compact crossover segment, the 2025 Acura RDX isn’t the flashiest competitor, especially compared to the German brand offerings that draw lots of attention with their high-performance variants. However, the RDX proves that you can have fun behind the wheel, look smart and enjoy good versatility without breaking the bank.
For the 2025 model year, the Canadian-market RDX is available in base, A-Spec and Platinum Elite A-Spec trim levels. They are all equipped with a turbocharged 2.0L inline-four engine that develops 272 horsepower and 280 pound-feet of torque, sent to all four wheels via a 10-speed automatic transmission. The RDX’s SH-AWD system can not only shift power from front to rear when wheel slippage occurs, but can also vary that power between the left and right rear wheels to enhance the crossover’s roadholding abilities as well.
Here are the fuel economy ratings, and we’ll note that premium fuel is recommended.
| Trim Level | City/Highway/Combined L/100 km |
| Base | 11.0 / 8.6 / 9.9 |
| A-Spec, Platinum Elite A-Spec | 11.3 / 9.1 / 10.3 |
Model-year changes include a refreshed front grille mesh, though it takes an attentive eye to see the difference. The more noticeable enhancements are found in the cabin, where front-seat occupants benefit from bigger cupholders by eliminating the retractable centre console lid, while the wireless phone charging pad has been relocated as well. Acura claims increased storage, though we’re still trying to figure out where.
Standard features include 19-inch alloy wheels, LED exterior lighting, a windshield wiper de-icer, a power liftgate, an intelligent key, leatherette upholstery, 12-way power-adjustable front seats, two-position driver seat memory system, heated front seats, a heated steering wheel, a sunroof, dual-zone climate control, Active Noise Cancellation, a nine-speaker audio system, a 10.2-inch infotainment system screen and wireless Apple CarPlay/Android Auto, and a fairly long list of advanced driver assist systems.
The A-Spec adds 20-inch wheels, front and rear park sonar, rain-sensing windshield wipers, a hands-free power liftgate, power-folding mirrors, perforated leather and Ultrasuede seats, ventilated front seats, an ELS Studio 3D surround sound system with 16 speakers, navigation and wireless phone charging. The Platinum Elite A-Spec also benefits from adaptive dampers, low-speed emergency braking, perforated leather upholstery, 16-way power-adjustable front seats, heated rear seats, and a few more minor items.
Pricing for the 2025 Acura RDX starts at $56,395 in Canada, which includes freight and delivery charges. The A-Spec is listed from $60,225 while the Platinum Elite A-Spec rings in at $65,225. Acura Canada also mentions $999 in dealer fees on its website. The U.S.-market RDX offers five trim levels and is priced from $46,050 to $55,800.
The 2025 Acura RDX competes with the Alfa Romeo Stelvio, the Audi Q5, the BMW X3, the Buick Envision, the Cadillac XT5, the Genesis GV70, the Infiniti QX50, the Jaguar F-Pace, the Land Rover Discovery Sport, the Lexus NX, the Lincoln Corsair, the Mercedes-Benz GLC, the Polestar 4, the Tesla Model Y, the VinFast VF 8 and the Volvo XC60.
Why You Should Buy a 2025 Acura RDX
- The RDX is engaging to drive. We’re always tempted flip the drive mode system to Sport and find some twisty country roads, even when we’re supposed to be heading to the supermarket. Its lively powertrain contributes to the sporty character of the vehicle, and when equipped with the adaptive dampers, we can feel a difference in the suspension firmness when the Sport mode is activated. The compact Acura also proves that we don’t need 400+ horsepower to enjoy a dynamic driving experience.
- Interior fit and finish is excellent. All switchgear feels solid, the seat upholstery feels rich, the steering wheel feel is great with its perforated leather surfaces, and there are no apparent cost-cutting measures or cheaper-looking plastics. The overall design brings a premium feel to the RDX—as it should be.
- There’s plenty of cargo space in the 2025 Acura RDX, rated at 835 litres with the rear seatbacks upright, and up to 2,260 litres with the seats folded. The latter is class-leading by far, at least on paper. We must point out that Honda/Acura calculates every nook and cranny in its cargo capacity numbers, including the underfloor storage compartments and rear-seat footwells. Still, the RDX’s cargo hauling capacities are pretty good, and the “standard” cargo volume with the seats down is 1,668 litres.
- When we’re more into relaxed driving, the RDX also shines. Road and wind noise are low, the ride is comfortable and refined, while the front seats offer good support for longer road trips, with a slew of power adjustments. Outward visibility also isn’t a problem. The 20-inch tires have slightly thinner sidewalls resulting in a firmer ride around town, but that’s far from being a dealbreaker. We’ll point here that the rear seatback angle isn’t adjustable.
- Like most Acura products, the RDX enjoys a strong reputation for reliability, which also means the vehicle will hold its value over time. The latter is important for shoppers interested in leasing, like most luxury-brand buyers, as it theoretically means advantageous lease payments, while buyers who purchase outright or finance have the peace of mind that the RDX will still be a sought-after vehicle down the road, if they decide to sell it.
Why You Shouldn’t Buy a 2025 Acura RDX
- Let’s get this out of the way: the RDX’s infotainment system is among the most distracting to use while driving. The central display isn’t touch-sensitive, so the human-machine interface relies on two console-mounted concave touchpads. To select an on-screen option, we must slide our finger on these surfaces and glance at the screen to make sure the right button zone is highlighted. It takes a moderate level of precision to do that, especially while the vehicle is in movement. The split-screen setup is more or less useful, although that can be overridden with Apple CarPlay and Android Auto. Simply put, the infotainment user experience needs improvement.
- Fuel economy isn’t the RDX’s forte. It’s actually not that bad, but many rivals are more efficient. The BMW X3’s combined rating with its base engine is 8.1 L/100 km, while the Audi Q5, the Lexus NX, the Lincoln Corsair, the Mercedes-Benz GLC and the Volvo XC60 all offer plug-in hybrid powertrains. During our test of the RDX Platinum Elite A-Spec, we averaged a decent 9.0 L/100 km, with mostly highway driving.
- Generally, not much has changed since the current-generation RDX was introduced for the 2019 model year. As saying goes, if it isn’t broken, don’t fix it. However, current-generation RDX owners who may want to trade in for a newer model might wonder why they would do so, if only for a different paint color and a new-car warranty. Meanwhile, the competition is redesigning their crossovers and bringing improvements to the market more quickly.
- While the RDX is packed with advanced safety features, the lane keep assist system isn’t the most confidence-inspiring out there. The type of system is designed to nudge the vehicle back into its lane when it senses that it’s drifting out of it, but in Acura (and Honda) products, when lane keep assist triggers, it shakes and vibrates the steering in our hands for a second or two. It’s pretty disconcerting as we get the impression that we’re longer in control, if only for a moment, and a firm grip on the wheel will still steer the vehicle. Nevertheless, owners might be tempted to turn the feature off, which defeats the purpose of offering the safety aid in the first place.
- Towing capacity is rated at 680 kilograms or 1,500 pounds. That’s enough for hauling a watercraft on its trailer or for moving a couch, but that’s about it. In comparison, the Volvo XC60 can tow up to 1,588 kg or 3,500 pounds while the BMW X3 can pull a load of up to 1,814 kg or 4,000 pounds. The RDX is among the worst for towing in the compact luxury crossover segment.
Should You Buy a 2025 Acura RDX?
The RDX has a lot going for it. It’s fun to drive and eager to please, it’s refined and comfortable, and there’s a good amount of interior room for everyone. It’s also pretty versatile with a spacious cargo area, and it’s seemingly built to last for those looking to keep the vehicle for a long time.
On the other hand, the 2025 model doesn’t offer anything more than the 2019 model did, and that may prevent repeat purchases by owners who are satisfied with the product, but want something new. Those owners might have been hoping for a new and improved infotainment system interface, but the RDX is still stuck with its fussy touchpad and distracting interface.
The RDX is recommended for people who love driving, but don’t feel the need to break the bank on a German-branded luxury crossover, especially the performance-focused Audi RS, BMW M and Mercedes-AMG variants. Long-term ownership isn’t worrisome as well, as Acura products are generally durable, as long as they’re properly maintained, of course.
If we’re looking to impress the neighbours in our upscale community with some new driveway jewellery, the RDX might not be the best choice. The Acura brand doesn’t have the same aura of prestige and desirability as, say, BMW and Mercedes-Benz. In addition, folks that aren’t very tech-savvy may not like using the infotainment system, which can lead to a frustrating owner experience.
2025 Acura RDX vs. The Competition
| Specifications |  |  |  |  |  |  |  |
|---|---|---|---|---|---|---|---|
| 2025 Acura RDX | 2025 Audi Q5 (New Gen) | 2025 BMW X3 | 2025 Buick Envision | 2025 Lexus NX | 2025 Mercedes-Benz GLC | 2025 Volvo XC60 | |
| Price Range Before Options ($CAD) | $56,395 to $65,225 | $61,550 to $84,050 | $62,180 to $78,380 | $47,499 to $55,599 | $53,020 to $79,470 | $63,495 to $120,995 | $58,220 to $94,770 |
| Base Output (hp) | 272 | 268 (Opt. 362) | 255 (Opt. 393) | 228 | 203 (Opt. 247 to 275) | 255 (Opt. 313 to 416) | 247 (Opt. 455) |
| Base Torque (lb-ft) | 280 | 295 (Opt. 406) | 295 (Opt. 428) | 258 | 184 (Opt. 240 to 317) | 295 (Opt. 369 to 416) | 266 (Opt. 523) |
| Base City/Highway/Combined (L/100 km) | 11.0 / 8.6 / 9.9 | 10.6 / 8.4 / 9.6 | 8.8 / 7.1 / 8.1 | 10.3 / 8.3 / 9.7 | 9.4 / 7.4 / 8.4 | 10.0 / 7.6 / 8.9 | 10.0 / 7.8 / 9.0 |
| Wheelbase (mm) | 2,750 | 2,817 | 2,865 | 2,779 | 2,690 | 2,888 | 2,865 |
| Length (mm) | 4,766 | 4,717 | 4,754 | 4,641 | 4,660 | 4,716 | 4,708 |
| Width (mm) | 1,900 | 1,900 | 1,920 | 1,882 | 1,865 | 1,890 | 1,902 |
| Height (mm) | 1,668 | 1,669 | 1,661 | 1,641 | 1,680 | 1,640 | 1,655 |
| Headroom Front/Rear (mm) | 1,007 / 974 | 970 / 960 | 1,044 / 978 | 1,006 / 988 | 974 / 978 | 1,048 / 1,007 | 1,009 / 966 |
| Legroom Front/Rear (mm) | 1,057 / 975 | 1,039 / 938 | 1,052 / 925 | 1,026 / 998 | 1,040 / 917 | 1,034 / 950 | 1,055 / 965 |
| Cargo Volume Min/Max (L) | 835 / 1,668 | 781 / 1,611 | 891 / 1,900 | 714 / 1,493 | 643 / 1,328 | 620 / 1,680 | 613 / 1,410 |
