2007-2008 Acura RDX: Road Test

Acceleration hardly qualifies as neck snapping, but it's more than adequate in most situations-especially once the turbocharger kicks in. A test model accelerated to 60 mph in a brisk 6.8 seconds, but throttle response suffers from some turbo-lag delay in around-town driving and on the highway. Maximum towing capacity is a modest 1500 pounds. Fuel economy earns no prizes. One test RDX averaged just 14.3 mpg, albeit in trials that included aggressive city/freeway driving and gas-eating acceleration runs. Other models averaged 21.2 mpg in mostly highway driving, and 14.3 to 17.6 mpg with more city work. Acura recommends premium-grade fuel. Ride comfort isn't quite on track with the competition. Expect good compliance over big ruts and bumps, but the suspension is firmer than expected overall, with some nervous jiggle and bucking on cracked, patchy surfaces. Even if it's not the best for ride comfort, that firm-riding suspension makes for an agile little SUV. Acura's SH-AWD system furnishes secure grip on wet or dry surfaces. Body lean is modest in fast turns. Steering has solid road feel, but some testers have found its effort too heavy at low speeds. The RDX turning circle is rather wide, too. Stopping power is good, but pedal action is slightly spongy. Quiet in some ways, the RDX is noisier in others. Some testers have noticed turbo whine during acceleration, while others cited an elevated engine note at idle, though it's nicely muted while cruising. Wind rush is not an issue, but tires are noisy even on smooth asphalt. In our opinion, the RDX dashboard puts style over function. Most controls are logical and handy, but audio/climate settings are undersized readouts in a distant dashtop slit. Some audio-control markings are a bit small, too. Instruments, on the other hand, are large and clear. A big central knob and dashboard screen set navigation, audio, and other functions. The navigation screen (if installed) can be hard to read by day, and some operations distract with many steps, though included voice control simplifies some tasks. Cabin decor is a trendy mix of textures and shapes. Although the RDX contains too many hard plastic surfaces for this price level, assembly quality is laudable. Despite the standard tilt/telescopic steering wheel and power driver's seat, some tall test-drivers couldn't get comfortably settled. Head- and legroom are sufficient for most adults, though. Well-bolstered seats keep occupants secure. Visibility is slightly pinched to the right rear and dead-astern. In the rear, a slightly reclined seatback angle allows tall riders to sit without heads touching the sunroof housing. The bench seat is quite firm. Leg- and knee room are tight with front seats more than halfway back. Slightly narrow doorways squeeze entry/exit. Cargo volume qualifies as excellent, with good room behind rear seats. Rear seatbacks split 60/40 and fold without removing headrests to create a nearly flat load floor. The center console is a handy, two-tier design, big enough for a moderately sized laptop computer or briefcase. Large door pockets and clever door armrest bins offer plenty of small-item storage.

Value for the Money
The RDX aimed to be as sporty and upscale as Acura's TSX compact sedan-and it's victorious on that score. Still, the choice of a turbo four-cylinder engine is debatable for a small SUV, especially one that started near $33,000. Acura's record for reliability and resale strength helped offset premium new-vehicle pricing, but RDX comes across as more a marketing tactic than a strong SUV value. Besides, high resale translates to hefty used-vehicle prices.