2021 Acura RDX

Compared to German rivals, pricing is one of the RDX's trump cards. A starting MSRP of $38,400 in the USA applies to the base RDX. With the Technology Package, that price increases to $41,300, while the A-Spec Package costs $44,300. The RDX with the Advance Package tops the lineup at $46,200. All models are FWD by default but can be upgraded to AWD for $2,000 more, in which case the Acura RDX will cost $48,200 with both AWD and the Advance Package.

The limited RDX PMC Edition - restricted to just 360 units - will start in the low $50,000 range, although at the time of writing, Acura had yet to indicate an exact price. This model is equipped with AWD by default. A destination charge of $1,025 applies to all models besides the PMC Edition. This version, which is hand-built alongside the NSX at the brand's Performance Manufacturing Center in Ohio, has a higher destination charge of $1,995. Despite a slightly higher MSRP than last year, the Acura RDX price easily undercuts premium-badged competitors from Audi and BMW, despite the many features that come as standard.

Our test vehicle arrived in A-Spec trim, which means it comes on firmer-tuned suspension rather than the standard RDX's adaptive dampers. Despite the firmness, the suspension is supple enough to soak up bumps and rough roads while keeping the chassis reasonably flat through corners. There is some body lean when chucking the RDX around, but the ratio is well-judged as a balance between performance and comfort. Those looking for a more relaxing ride will need to either stick with the base trim or move up to the Advance package for adaptive dampers.

In regular driving, the RDX is swift, responsive, and assured. The 10-speed transmission is well programmed and smooth for getting around town or traveling on the freeway. Sport mode sharpens up response and has an instant effect on performance, while Sport+ mode prompts a big change in the vehicle's demeanor. The steering gains weight, the throttle response sharpens dramatically, and additional engine noise is fed into the cabin. The SH-AWD system is exceptional when it comes to assisting handling with torque vectoring.

While it's a lot of fun to drive, enthusiasts that want to have fun every day will be frustrated by a chassis that deserves more power from the engine. For everyone else, the engine supplies everything it needs for everyday driving and occasional thrills.

The quick and easy answer to this question is yes. As a value proposition, it excels. However, the Acura RDX is more than that. It doesn't feel like a car built to undercut the opposition but was built to its own terms. It's not as technologically rich as an Audi, not as sharp in performance as a BMW, and not as luxurious as a Mercedes. But it's not trying to be. The RDX wants to be your reliable and self-assured all-rounder at the right price. It has the looks, it has the quality, and it comes at a sensible price.

When it comes to value, the base model is a fantastic buy for a comfortable and useful everyday family vehicle. However, we would opt for the RDX with the Technology Package to take advantage of the extra styling as well as the Milano leather-trimmed seats and the excellent Acura/ELS sound system. The A-Spec trim is mostly an appearance package that doesn't provide much value but genuinely looks the part.

The Advance spec is where we would go if we knew we would have rear passengers regularly and knew we would be putting many miles on to take advantage of the active dampers.

When it comes to optioning the SH-AWD system, we heartily recommend it. It's not necessary, but it's also not just an option for all-weather drivers. It brings the chassis alive for people who enjoy driving and brings an added layer of response to avoid trouble when it presents itself on the roads.

At the time of writing, Acura had yet to fully reveal the dramatic, all-new MDX. However, the third-generation 2020 model remains a solid crossover with seating for seven in a three-row configuration. This, together with around 15 cubes of additional cargo space behind the second row compared to the RDX, makes the MDX the better option for bigger families. That said, the third-gen MDX has been around for some time and there is evidence of this in the clunky infotainment system, the average interior materials, and the poor automatic transmission. The MDX has a more powerful V6 engine and a far superior maximum towing capacity of up to 5,000 lbs, and it's surprisingly nearly as efficient as the RDX, but we'd still go with the latter in this comparison. The RDX is the fresher SUV with fewer flaws, it starts at over $5,000 less, and it's the better choice unless you really require the MDX's extra space.

The Honda CR-V is a slightly smaller yet more affordable vehicle relative to the RDX. Starting at over $10,000 less than the RDX, the CR-V represents a significant saving yet offers a spacious cabin and an even bigger trunk for everyone's stuff. The CR-V isn't as quick as the RDX as it makes do with a 190-hp 1.5-liter turbocharged engine, but it's noticeably more efficient and will return about six mpg more in mixed driving conditions. The RDX is more lavishly specified, with the base CR-V missing out on features like a power-adjustable driver's seat and a leather-wrapped steering wheel, but the Honda doesn't feel cheap at all. Both crossovers are pretty fun to drive, yet remain comfortable on the highway. If you can look past the more mainstream badge, the Honda is a fantastic effort, but the RDX does just enough to justify its more premium positioning in the market.