2020 Acura RDX

The most affordable RDX is the standard model without any packages which starts at an MSRP of $37,800, excluding a destination fee of $995 as well as tax, licensing, and registration. Next is the Technology Package at $41,000, followed by the stylish A-Spec at $44,000 and the fully-loaded Advance Package at $45,900. While all models drive the front wheels by default, Acura's Super Handling All-Wheel-Drive system is a $2,000 option. Equipped with the Advance Package and SH-AWD, the RDX will cost you $47,900.

Aside from its awful nine-speed transmission, we enjoyed driving the larger Acura MDX. The smaller RDX takes all of what we loved about the MDX and shrinks it down into a sportier, more complete package. The steering has a nice weight for a luxury crossover and puts most of its competitors to shame in this area. Acura has firmed up the suspension on the A-Spec model without ruining the ride comfort, though the adaptive dampers on the standard RDX might be more appealing for shoppers wanting a luxurious experience. The A-Spec rides pretty firmly, though we believe it will be livable for most buyers.

Changing the RDX's drive modes is done using a large, NSX-inspired knob on the dashboard, which emits a cool sound straight out of an old-school Gran Turismo loading menu. Sport mode, especially when paired with the aforementioned S transmission mode, has a noticeable impact on performance while Sport + mode causes the engine and transmission to respond with sports car-level excitement. Sport + mode also pumps additional engine noise into the cabin and makes the steering heavier, combining to create a truly exciting driving experience.

All the while, the driver peers at their speed and rpm through red-on-silver gauges, which reminded us of the old-school RSX Type-S. This RDX is the first sign of Acura returning to the form that made it popular in the first place and we can't wait to see how the company follows up the A-Spec package with a more powerful Type-S variant. While not lacking in power in any way, we think a 400-hp RDX Type-S could sublime.

We are pleased to report that with the 2020 RDX, Acura has indeed got its mojo back. There are some silly gripes with the infotainment and our observed fuel economy wasn't great, but this feels like the best effort we've seen from Acura in a long time, especially when you consider the price.

The 2020 RDX starts at $37,800 (undercutting most of its European and Japanese rivals) and even our well-optioned A-Spec tester with SH-AWD only commanded an as-tested price of $46,795. There are plenty of nicer interiors in this segment but at this price, we'll give Acura a pass. Most of the German competitors will easily go well into the $50,000 range with some even passing the $60,000 mark.

This feels like an excellent rebooting point for the Acura brand. The RDX has winning styling, a nice-enough interior, and gutsy power. In a year or so, we hope Acura successfully relaunches its Type-S sub-brand. This should give us more to talk about in the future but for now, the RDX remains a winner.

Optioning an Acura RDX is less a matter of trim level and more a matter of what packages you require. Our A-Spec tester was equipped with all of the options we could possibly require for $46,795 but we could easily save $2,000 on the SH-AWD, since we live in a warm-weather part of the world and would prefer the fuel economy gains of the FWD model. Acura's SH-AWD system is among the best, so go ahead and select it if you live in a colder climate. The A-Spec oddly misses out on a surround-view camera and a head-up display but we feel it is the best-looking and most well-balanced of the RDX models.

With three rows of seating, the MDX will be the automatic choice for larger families that require extra seating capacity. At $44,500, the MDX also starts at just under $7,000 more than the smaller RDX. For that extra outlay, you do get a smooth 3.5-liter V6 engine with 290 horsepower, although the performance gap isn't significant due to the MDX's extra weight. The MDX can, however, tow up to 5,000 pounds, significantly up on the RDX's 1,500-pound towing capacity. The bigger SUV also has more space behind the second row of seats, with 38.4 cubic feet trouncing the RDX's 29.5 cubes when the third row of seats are folded down. The RDX claws back some points with its superior infotainment system (the MDX uses the brand's controversial dual-screen system) and the RDX's cabin also uses posher materials. Both are accomplished crossovers, but we'd go for the smaller and nimbler RDX if you don't absolutely need the extra seats.

The Lexus NX used to be the more appealing SUV between these two by virtue of its unique styling, but the latest Acura RDX also looks the part and is pretty fun to drive as well. Both start at a similar price point and use 2.0-liter turbocharged engines, but the RDX's unit is more powerful. The cabins are roomy in both competitors but the NX's trunk is noticeably smaller than the RDX's. We also prefer the infotainment system in the Acura, even if both systems aren't perfect. Both SUVs are quiet on the freeway and handle well, but the Acura has the edge for agility, especially when equipped with all-wheel-drive. It's hard to fault either cabin for quality, too. Following the Acura's latest update, it has a better spread of abilities and it's our pick between these two.