2022 Acura RDX Review: Steady As She Goes

Remember those spot-the-difference images on the backs of cereal boxes? Acura does.

This is the facelifted 2022 Acura RDX, but I’m betting anybody who doesn’t cash cheques from Honda Motor Co. will have a hard time telling as much. Not that there was, or is, anything wrong with the look of Acura’s sharp-suited SUV.

In the face of numerous updates and introductions in the compact luxury crossover segment, Acura has very subtly updated its third-generation RDX, which launched for the 2019 model year. The changes are subtle, and mostly under the skin, yet reinforce the RDX’s inherent strengths: value, performance, and space.

As I was saying, there’s not a lot to visually mark out a 2022 RDX from a 2021. Acura has cleaned up the front bumper design, with vertical side intakes similar to the new-for-2022 MDX. While this A-Spec model has round exhaust tips, others get new rectangular outlets.

Yes, the popular A-Spec trim returns for 2022. In fact, its availability has expanded, with Acura offering it both alone and bundled along with the Advance trim. (In Canada, you’re looking at the A-Spec and the Platinum Elite A-Spec.) A-Spec models feature darkened exterior trim, a smattering of badges, and 20-inch alloy wheels; the other RDX trims roll on 19s.

As before, every RDX runs the same 2.0-liter turbocharged four-cylinder, producing 272 horsepower and 290 pound-feet of torque. That power runs through a 10-speed automatic, with US buyers given the choice of either front- or all-wheel drive; Canada sticks to only the latter. The available Adaptive Damper System now has more pronounced differences between its Comfort and Sport modes, but otherwise, no changes to report on the suspension front, either.

So what else has changed for 2022, then? For that, we need to head inside the RDX.

On the surface, there’s not a whole lot different inside the RDX, either. The architecture is the same, the infotainment screen hasn’t grown in size, and there’s still excellent red leather seats with Ultrasuede inserts in the A-Spec. There’s a flat-bottom steering wheel on the A-Spec now. However, it’s not about what you can see, but what you can feel and hear. Or rather, not hear.

Acura’s big focus for the refresh was improving the premium feel of the RDX cabin. To that end, the team has added more sound deadening material all over the place. Behind the dash, in the rear hatch, new front fender liners—it’s all about filtering out exterior noises. Higher trims like this one also add in thicker carpeting and acoustic glass for every door. I’m happy to report it works: the RDX cabin is impressively hushed in all situations, even with the additional layer of slush everywhere during the test period.

While the interior is largely the same, there’s nothing inherently wrong with that. The dashboard design is fussy, sure, but all the materials within sight are suitably soft for a premium model. The contrast stitching lights the ambience, and I enjoy the textured metal trim that flows from the door panels to wrap “behind” the dashboard. The two-tier center console provides a nice large wireless charge pad down below, which keeps the phone further out of drivers’ sight—a plus, as far as I’m concerned. A sizeable standard panoramic moonroof keeps this dark-trimmed cabin feeling airy.

The RDX is one of the more spacious offerings in this class. Headroom stands at 40.0 inches (1,016 millimeters) up front, with a huge 42.0 inches (1,067 mm) beating out most of the class. The front row features 16 ways of adjustability, including thigh support, so it’s easy to get comfortable in those pretty red thrones. Heated front seats are standard on all trims; this tester extends that to the rears too, and adds ventilation up front.

Noggin space in back is ever so slightly limiting for tall folks—38.0 inches (965 mm), but you’ll find the same measurement for legroom, making the RDX pretty darn palatial for a compact. Meanwhile, the 29.7-cubic-foot (841-liter) cargo area is accessed through a large, square port, and expands to 58.9 cubes (1,668 L) with the rear seats folded down.

I’ve complained about Acura’s True Touchpad Interface before, and it carries over unchanged in the 2022 RDX. There are good qualities, no doubt: response times are quick, the resolution is high, and there’s little glare.

The problem is in the operation. The tiny touchpad corresponds to areas on screen, but that means any sort of jiggle will have you clicking, say, System Updates instead of SiriusXM. I could never consistently flit between pages, either. The issues compound within Apple CarPlay, which (understandably) doesn’t map areas of the screen to their respective touchpad points. So you’re stuck endlessly flicking away, hoping to get to the desired option. Siri has rarely had such a workout in a press car. The forced split-screen setup also takes up too much of the right side of the screen, limiting the usable real estate. On the plus side, wireless phone mirroring.

You won’t hear any complaints from me about the upgraded ELS Studio 3D sound system, however. Powerful with super-crisp treble, it’s one of my favorite systems in the segment.

While many competitors are switching to fully digital instrument clusters, the RDX continues with analog dials, and a 7.0-inch screen between them. Red-on-silver looks cool, but it impacts legibility, especially with polarized glasses.

There’s no shortage of driver assists in the RDX, the vast majority of which are standard. Auto high-beams, adaptive cruise control, blind spot monitoring, rear cross-traffic alert, multi-view rear camera with dynamic guidelines, automated emergency braking, lane keep assist, lane departure alert, traffic sign recognition—it’s all here, right from the base model. The only real upgrades, all present here, consist of a head-up display, 360-degree camera, and proximity sensors.

The RDX sits in an odd middle-ground within its segment. It’s more enjoyable to drive than any of the other front-drive-based competitors, but it’s still not as entertaining as the rear-drive crowd when you want a bit of fun.

That 2.0-liter engine is punchy, with a thick spread of torque from early in the rev range. The 10-speed auto does a good job conducting too, only really getting tripped up when it needs to drop multiple gears in quick succession. It’s not a pretty-sounding engine, so the added sound insulation keeps the grumble to a minimum.

With 20-inch wheels and the red A-Spec badge on the fenders, you’d be forgiven for expecting a harsh ride. No such thing. If anything, the RDX skews towards comfort—which is the right choice given its target audience, in my opinion. The adjusted adaptive damper setup does showcase a greater difference between Comfort and Sport now, with the latter limiting body roll in corners. Comfort is softer, but crucially, never feels jiggly. No matter the mode, steering effort is light, as is feedback. The push-button shifter isn’t as natural to use as a regular lever, and needs a heavy intentional jab, lest it not actually engage Park.

The EPA rates the 2022 RDX at 21 mpg city, 27 mpg highway, and 23 mpg combined. (Canadian figures are 11.0/8.6/9.9 L/100 km, respectively). A-Spec models drop the highway rating to 26 mpg (9.1 L/100 km).

The RDX has been a strong value proposition in the compact class for years, and that isn’t changing for 2022. The front-drive base model starts at $41,145, and adding SH-AWD (standard in Canada) brings that up to $43,345 ($48,175 CAD). That’s a reasonable amount of coin for something this spacious, with a long list of standard safety features, and one of the more powerful four-cylinder engines in the segment.

From there, the regular RDX lineup consists of the Technology, A-Spec, Advance, and A-Spec Advance trims. Canada skips the Advance, and calls its range-topper the Platinum Elite A-Spec. That’s what this tester is, with the only option being the Liquid Carbon paint ($500 / $500 CAD). At $53,645 ($60,875 CAD), the RDX rings in slightly more than the four-cylinder BMW X3 and Genesis GV70 we’ve recently tested at AutoGuide, but it also comes with a longer list of features. A similarly-specced Audi Q5, Mercedes GLC, or Volvo XC60 would all cost thousands more.

It’s that sort of practical rationality that keeps the 2022 Acura RDX an appealing option in a very crowded segment. No matter the trim, Acura’s compact crossover doesn’t over-burden the wallet, while cramming a ton of standard kit into a spacious, comfortable interior. It’s not the sportiest nor most dramatic choice, and its infotainment system still aggravates, but that’s not enough to dull the shine. In the RDX, you’ve found yourself a friend that knows you well.

FAQs

How much does a 2022 Acura RDX cost?

The 2022 Acura RDX starts from $41,145, including destination, and adding SH-AWD, which is standard in Canada, brings the price up to $43,345 ($48,175 CAD).

Is the 2022 Acura RDX out?

Yes! It began arriving in dealerships November 2, 2021.

What is the difference between the 2021 and 2022 Acura RDX?

The latest model features slightly changed exterior styling, more standard safety kit, and a quieter cabin experience.