Acura got in on the compact luxury crossover game with the original RDX in 2007. That first version was a sporty turbocharged driver aimed at young urban professionals, just like the 1980s-era Acura Integra, but the RDX grew more family-oriented and sedate in its second incarnation in 2013. For 2019, Acura redesigned it again, this time on a new platform that bakes in family-friendly practicality while recapturing some of the original’s excitement.

With the design still quite new, the only big change for 2021 is the addition of the limited-edition PMC model with an exclusive thermal orange paint job and other cosmetic touches.

The 2021 Acura RDX gets only one major change. This year the regular and SH-AWD models are joined by the limited production PMC Edition, sporting Thermal Orange paint and other cosmetic changes and built in the same facility as the NSX supercar. Alex Kalogiannis

Like other small luxury crossovers, the RDX swims in a crowded ocean with a dozen or more alternatives, each with a style and personality of its own. Audi‘s Q5 offers a similarly sporty all-wheel drive system and has a prettier interior. BMW’s X3 is sportier in feel and has similar cargo space. Lincoln’s Corsair feels more luxurious and Lexus’ NX is quieter. That said, while the RDX blends into the background in terms of looks, it stands out with its surprisingly playful handling.

The heart of the RDX is a turbocharged 2.0-liter four-cylinder engine that gins up 272 horsepower and 280 pound-feet of torque, transmitted through a ten-speed automatic transmission with paddle shifters. The base model RDX drives only the front wheels, but Acura’s “Super Handling All-Wheel Drive” system is available for an extra $2000. SH-AWD includes standard torque vectoring, which electronically distributes force to the wheels the car thinks will use it best. It all rides on a fully independent suspension with adaptive dampers. 

The RDX’s engine is small compared to many of its rivals, but punchy enough to get the crossover up to speed and can give sufficient bursts of passing power, albeit with some noise. The ten-speed gearbox is smooth, but when it comes to performance, ten gears can feel like too many. Gearboxes like this are optimized for efficiency and great for long highway stretches, but drivers indulging in more spirited runs will prefer manual mode to maintain control and keep the engine in the optimum part of its powerband.

The RDX’s interior can be optioned with real wood trim, part of the Advanced package, but it trends generally towards looking sporty rather than plush.  Acura

Acura equips the RDX with Active Sound Control, which includes active noise cancellation but which also pipes in some simulated exhaust noise through the audio system. Judging by owner feedback, it’s not to everyone’s taste.

What truly stands out is the RDX’s sharp handling. The steering is reactive and the Acura stays planted through sharp hairpins and fast sweepers. The whole package surprises and delights in its capability, always teasing the lead-foot tendencies of its driver. It encourages in the same manner as the Alfa-Romeo Stelvio and BMW X3, though it isn’t quite as engaging as they are. 

All the extra work the RDX’s engine puts in to keep things sporty isn’t without a cost. With combined mpg ratings of 24 mpg in front-wheel drive form and 23 mpg with all-wheel drive, the Acura falls just a bit shy of most of its four-cylinder competitors. The Stelvio, Q5 and NX earn 1 mpg more in all measures and the X3 does up to 3 mpg better.  

 Front and rear passengers get plenty of room in the RDX, with 38 inches of rear-seat legroom. It’ll seat four in comfort, five in a pinch, just like most of its peers.  Acura

There are two basic RDX trims, the $39,425 front-drive model and the $41,425 all-wheel drive SH-AWD. Both prices include a $1,025 destination fee. Both models get 19-inch alloy wheels, a panoramic moonroof, dual exhaust tips, leatherette interior, 12-way powered and heated front seats, and dual climate control. 

The RDX line is more properly defined by a trio of option packages. The first is the Technology package ($2,900) adds what it sounds like: more conveniences like more speakers plus the addition of Acura’s navigation system with 3D view and traffic rerouting. The A-Spec package ($3,000) adds sporty highlights like darkened aluminum trim, sport pedals, sport seats, 20-inch wheels, and a ready-to-rock leather-wrapped steering wheel. 

The Advanced package ($4,900) builds on the technology package, adding a unique set of wheels, rain-sensing windshield wipers, fog lights, a hands-free tailgate, fancier interior materials including real wood trim, a premium audio system, a 10.5-inch head-up display, and a surround-view camera.   

 The 2021 Acura RDX boasts 29.5 cubic-feet of space behind the rear seats and 58.9 cubic-feet with them folded. The former is a little bit above average for the class, the latter closer to average. Acura

Lastly, there’s the all-wheel drive-only PMC edition ($52,995, including a special $1,995 destination charge). This very limited edition doesn’t get any performance-boosting parts, but it does get the same special build quality attention as the hybrid NSX sports car. Both are built at Acura’s “Performance Manufacturing Center” as the name suggests.

Inside, the RDX seats four comfortably and five in a pinch. There’s plenty of room up front, and rear legroom is about average for the class, far superior to the Stelvio and a little bit more than the NX, but smaller than the Q5. Multiple colors are available and vary by the option packages buyers select, including shades of tan, brown, and red. The standard-issue black interior is a little dark, and the RDX is meant to look more sporty than luxurious.

The 10.2-inch infotainment display is crisp, but not a touchscreen. Instead, like the rival Lexus NX, the Acura relies on a touchpad. Acura’s interface is more precise but also more sensitive. Both systems are frustrating to use on the go, and sometimes even simple inputs require a couple of attempts. Acura does at least include standard Apple Car Play and Android Auto. 

 The PMC edition may be the most colorful RDX, but all models have a chiseled profile. It isn’t the most distinctive, but it doesn’t look bad either. Alex Kalogiannis

Though running with five passengers is a bit confining, the RDX compares well to its rivals on cargo volume, with 29.5 cubic-feet of space behind the rear seats and 58.9 with them folded, a little more than the Corsair (27.6/57.6) or NX (17.7/54.6) and about even with the X3 (28.7/62.7) but less than the (almost midsize) Jaguar F-Pace (31.5/69.1).

In terms of safety, the RDX gets five stars from NHTSA and a Top Safety Pick+ rating from IIHS. It also comes loaded with active-safety features including forward automatic emergency braking and a collision mitigation system, adaptive cruise control, lane-keep assist and a whole collection of airbags to shield passengers from just about every angle. 

The RDX’s active safety systems are welcome, but they can be overly cautious at times, with the front collision warning being particularly high-strung. A second pair of “eyes” is absolutely welcome, but it shouldn’t cry wolf too often.