2019 Acura RDX

Single engine across the 2019 RDX lineup: new-for-this-generation 2.0L turbo inline-4, direct injection with VTEC.

Broad, flat torque curve from the new turbo-4, available from very low rpm.

Instrumented test result for the third-generation turbo-4 RDX; mid-pack for the compact luxury SUV class.

All-new turbo-4 for this generation is praised for strong response with little perceptible turbo lag, a step up from the outgoing engine.

New in-house 10-speed automatic shifts quickly and smoothly without the hunting that often plagues high-gear-count transmissions.

Acura does not publish a tow package for the RDX; 1,500 lbs is the unbraked-trailer figure common to the class's unibody crossovers.

Super Handling All-Wheel Drive (SH-AWD) with active torque vectoring is offered across the trim range as an upgrade from standard FWD — sophisticated hardware, though not standard on the base trim.

Pavement-oriented crossover with car-like ground clearance and no off-road hardware, skid plates, or dedicated trim.

Single 2.0L turbo-4 gas engine across every 2019 trim; no hybrid, PHEV, or EV variant existed for this generation.

SH-AWD is the volume configuration for the RDX (Acura's signature all-wheel-drive system, offered on Technology/A-Spec/Advance); FWD scores one MPG better.

EPA city figure for the SH-AWD volume trim.

EPA highway figure for the SH-AWD volume trim.

EPA-derived range on a full tank for the SH-AWD volume trim; shorter than rivals due to a modest 17.1-gallon tank combined with 23 MPG combined.

EPA estimate at 15,000 mi/yr; pushed toward the high end of the segment band by the combination of premium fuel and 23 MPG combined.

The 2.0L turbo-4 requires premium unleaded across every 2019 trim, adding real ongoing cost versus regular-fuel segment rivals.

NHTSA awarded the redesigned third-generation 2019 RDX a 5-star overall rating, with 4 stars frontal, 5 stars side, and 4 stars rollover.

The redesigned 2019 RDX earned IIHS Top Safety Pick+ (on trims with Good-rated headlights) with Good ratings across every crashworthiness test — both small overlap front, moderate overlap front, both side tests, roof strength, and head restraints/seats.

AcuraWatch (CMBS/FCW, adaptive cruise with low-speed follow, lane keeping/road departure mitigation) is standard on every 2019 RDX grade, but Blind Spot Information and Rear Cross Traffic Monitor are reserved for the Technology package and above, not standard on the base trim.

IIHS rated the standard Collision Mitigation Braking System Superior for vehicle-to-vehicle front crash prevention and Advanced for daytime pedestrian detection, avoiding collisions in both the 12 and 25 mph track tests.

Blind Spot Information with Rear Cross Traffic Monitor is alert-only (no active braking intervention) and is gated to the Technology package and above — the base/Standard volume trim ships without it.

Lane Keeping Assist holds the car well on straight roads and gentle curves but owners report it can lack confidence and "ping-pong" between lane markings, a step behind the best centering systems of the era.

Adaptive Cruise Control with Low-Speed Follow is well regarded, smoothly maintaining set speed and following distance down to a stop and resuming with traffic; it is not paired with a dedicated hands-free highway-assist mode.

The 2019 RDX has no hands-free highway driving system (no BlueCruise/Super Cruise/FSD-equivalent); AcuraWatch requires hands on the wheel at all times.

IIHS rated the standard halogen/LED headlights Good on Standard, Technology and A-Spec trims — covering the volume trim — while only the top Advance trim's curve-adaptive headlights dropped to Acceptable.

Visibility is about average for a compact luxury SUV — a reasonably low beltline and standard rearview camera help, but thicker rear pillars create modest blind zones noted in period reviews.

IIHS rated LATCH ease of use Good, with additional lower-anchor positions beyond the minimum and accessible rear doors for installing child seats.

All-new third-generation RDX for 2019 is a strict 2-row, 5-passenger compact luxury SUV across every trim (base, Technology, A-Spec, Advance) — no third row offered.

Manufacturer interior dimensions for the 2019 RDX (volume/Technology trim).

Manufacturer interior dimensions for the 2019 RDX.

Second-row headroom for the 2019 RDX's 5-seat cabin.

Second-row legroom; reviewers noted it's on par with Audi Q5/BMW X3/GLC-class rivals but still tight for adults on long trips.

The 2019 RDX is a strict 2-row SUV with no third-row seating offered on any trim.

Cargo volume behind the rear seats on the redesigned 2019 RDX.

Maximum cargo volume with the 60/40 split rear seats folded flat.

A large center console bin, underfloor cargo storage (31.1 cu ft with it used), dual front/rear USB ports on upper trims, and a reasonably deep console are competitive but not segment-leading innovations.

Reviewers praised the redesigned 10-way power front seats (12-way/16-way on upper trims) as supportive and well-cushioned; A-Spec's leather/suede sport seats were called out as a standout, though rear seats are flatter.

Multiple first-drive reviews found ride quality 'extremely good' with well-controlled body motions and good isolation from bumps, even on A-Spec's 20-inch wheels, aided by standard active noise cancellation.

Standard active noise cancellation keeps cruising refinement good, but the turbo-4 is electronically augmented and several owners described it as noisy under even moderate throttle — a step down from the outgoing V6's quiet character.

Heated front seats are standard, with heated/ventilated front seats and a heated steering wheel on A-Spec/Advance; rear climate is limited to additional vents (no rear-seat heating or independent rear climate zone), which is behind full-size/German rivals.

First year of the all-new third-generation RDX; base FWD trim with destination. SH-AWD adds $2,000 across the range.

Technology Package is the RDX's historical volume trim; SH-AWD take rate is high in this segment, so it is priced in as the representative configuration.

No 2019-specific TCO breakdown was found; same-generation RDX (2020) Edmunds data shows $7,145 maintenance + $3,571 repairs over 5 years, used here as the closest corroborated figure for the unchanged third-gen platform.

Resale estimates vary by source; iSeeCars shows 56.4% retained (43.6% depreciation) while CarEdge estimates range from 62% to 67% retained. 58% splits the difference, weighted toward the lower, more conservative iSeeCars figure.

Standard Acura limited warranty, unchanged for the new-generation 2019 RDX.

Standard Acura powertrain warranty, unchanged for the new-generation 2019 RDX; sits at the short end of the segment band.

Acura does not bundle multi-year complimentary scheduled maintenance (unlike Lexus or some German rivals' pre-paid plans); new RDX buyers get a short AcuraLink connected-services trial and standard roadside assistance for the duration of the basic warranty, but no included service visits.

$43,495 volume-trim price minus its estimated resale value after 5 years (58% retained, or about $25,227) leaves about $18,268 in depreciation. Add the projected $10,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $28,468 in total.

The 2019 RDX was an all-new third-generation redesign (new platform, new 2.0L turbo engine, new 10-speed automatic, new True Touchpad infotainment) and predicted reliability came in well below average in its first model years, driven mainly by electronics and infotainment complaints rather than powertrain failures.

Acura/Honda sat below industry average in J.D. Power's 2019 Vehicle Dependability Study, placing the brand mid-pack rather than top-tier during this period, though Acura has a historically solid (if not class-leading) long-term reputation.

The 2019 RDX has been subject to four NHTSA recalls through 2023 — a multi-year, multi-phase fuel pump (Denso) replacement campaign affecting an industry-wide swath of Honda/Acura vehicles (stall risk, not fire), plus a seat belt buckle latch issue. These are typical-for-the-era, non-systemic campaigns rather than a pattern of major engine/transmission or fire-risk defects.

The 2019 RDX introduced an unproven-at-launch 2.0L turbo four (K20C4) and 10-speed automatic, replacing the long-serving, well-regarded 3.5L V6 and 6-speed. Early reports show a mixed but not alarming picture — engine complaints are the largest single complaint category (oil dilution from direct injection, occasional turbo and oil-consumption issues) but mostly skew toward driveability/wear rather than catastrophic failure, and the engine family has since shown a 200,000–230,000-mile typical service life.

Reviewers consistently praised the redesigned cabin's materials — soft-touch surfaces, genuine wood and aluminum trim, and hand-wrapped leather on upper trims — as class-leading for the price, with the caveat that lower trims show more hard plastic.

Launch reviews described flawless-feeling assembly and tight panel gaps, but first-model-year Consumer Reports owner survey data flagged scattered complaints about trim pieces coming loose and squeaks/rattles, pulling this down from a top-tier score.

Acura's roughly 260-dealer US network is adequate but notably thinner than mainstream and some luxury rivals, and recent J.D. Power customer-service-index standing for the brand sits mid-pack among premium brands rather than at the top.

As a Honda-engineered luxury brand, the RDX shares meaningful parts commonality with high-volume Honda models (CR-V/Accord-derived components), which keeps parts supply and typical repair costs more reasonable than German luxury rivals, though still above mainstream Honda/Toyota pricing.

The all-new True Touchpad Interface pairs a 10.2-inch full-HD dual-content display standard on every 2019 RDX trim.

The all-new True Touchpad Interface's absolute-positioning touchpad was widely criticized at launch as a steep-learning-curve, distraction-prone system that reviewers called a necessary-but-rocky overhaul; it also complicated Apple CarPlay use since the pad doesn't map 1:1 to CarPlay's UI.

Apple CarPlay and Android Auto are standard on every 2019 RDX trim, but only via wired USB connection — Acura did not add wireless projection to the RDX until the 2022 model year.

Built-in navigation (Technology package and up) and voice control are functional through the touchpad interface but are not class-leading; most owners rely on CarPlay/Android Auto maps instead, consistent with the touchpad's general usability criticism.

Acura/ELS Studio 3D premium audio is a genuine highlight — a 12-speaker ELS Studio system on Technology package and a 16-speaker ELS Studio 3D system on A-Spec/Advance, both well-reviewed for clarity and staging.

The cluster is a hybrid design — physical analog speedometer and tachometer flanking a standard 7-inch color Multi-Information Display (with turn-by-turn guidance and a g-force readout) rather than a full reconfigurable digital gauge cluster.

No meaningful over-the-air update capability was offered on the 2019 RDX; software/map updates of this era were handled via USB/dealer, not remote push.

AcuraLink app supports remote start/stop, lock/unlock, vehicle locate and geofence alerts, but core remote features sit behind a paid tier after a 6-month trial (~$110/year) rather than being free for the ownership life of the car.

Two USB ports up front are standard, with two additional rear USB charge ports added on Technology package and up; no wireless phone charging pad was offered on any 2019 trim, which is a real gap versus rivals.

Proximity (smart) entry and push-button start are standard across trims, with app-based remote start/lock through AcuraLink; no phone-as-key digital key capability existed on this generation yet.

A rearview camera is standard on every trim; front/rear parking sensors and Blind Spot Information/Rear Cross Traffic Monitor are added from the Technology package up, but the 360-degree Surround View Camera System is reserved for the range-topping Advance package, not the volume trim.

A 10.5-inch full-color interactive HUD is available for the first time on RDX, but only on the top Advance package, not the volume Technology trim.

Wide rear door openings and a reasonably low load floor make loading kids and gear manageable, with standard LATCH anchors in the outboard rear seats; the 38.4-in rear legroom is adequate but not generous once a rear-facing car seat is installed.

AcuraWatch (adaptive cruise with low-speed follow, forward collision warning/AEB, lane-keeping assist, road departure mitigation) is standard on every trim including the base RDX, and the 2019 RDX earned IIHS Top Safety Pick+ with good ratings across all crashworthiness tests.

Front-row comfort and ride quality are strong for multi-hour trips, but rear-row amenities are thin (no rear climate zone or rear seat heating, modest rear legroom) and the 29.5 cu ft of cargo behind the rear seat is tight for four people's luggage.

Reviewers consistently praised the redesigned RDX's 'carlike driving dynamics,' smooth low-speed manners, and well-controlled ride, making it relaxed in daily traffic despite some criticism of the touchpad infotainment as a distraction.

EPA-rated 21/27/23 mpg city/highway/combined for the volume AWD trim requires premium fuel, which is below average for the compact luxury SUV class and makes per-mile commuting costs higher than segment norms.

A compact 186.8-in footprint and 38.9-ft turning diameter make the RDX easy to place in city driving and parking garages; a standard rearview camera helps, though parking sensors and the surround-view camera are trim-gated rather than standard.

Maximum towing capacity is only 1,500 lbs — among the lowest in the segment — and the RDX has no payload/bed/cargo features aimed at work use, so it is not meaningfully work-capable.

The RDX shares Honda/Acura's generally solid mechanical reputation, but it is a luxury-oriented crossover with premium-only fuel and low tow rating, not a vehicle built or marketed for hard work duty.

No onboard power outlets for tools, no bed/cargo tie-down system, and no upfit ecosystem exist for this luxury crossover — cargo area is carpeted and passenger-car oriented.

Good highway ride quality, standard adaptive cruise control with low-speed follow, and a roughly 17.1-gallon tank at 27 highway mpg give solid touring range, though rear-seat endurance is limited by modest legroom.

Optional torque-vectoring SH-AWD and 8.2 in of ground clearance give the RDX reasonable light-duty capability on gravel, snow, and unpaved trails, but it is not built for serious off-roading and the 1,500-lb tow rating limits hauling toys.

60/40 split-folding rear seats and available roof rails help with gear hauling, but 29.5 cu ft behind the rear seat and 58.9 cu ft max are both toward the low end of the compact-luxury-SUV cargo band, restricting bulky gear.

The redesigned RDX pairs Agile Handling Assist (brake-based torque vectoring) with optional Super-Handling AWD; reviewers found it 'more agile than expected' with composed body control, though it isn't a segment benchmark for outright sportiness.

Steering is accurately weighted and responsive enough for confident daily driving, but reviewers describe it as competent rather than richly communicative.

Car and Driver's instrumented test recorded a 177-ft stop from 70 mph — a solid, class-competitive result with a firm, consistent pedal.

The new 2.0T/10-speed automatic pairing was widely praised for smooth, linear, virtually lag-free delivery with seamless shifts, a clear improvement in low-end response over the outgoing naturally aspirated V6.

Acura electronically augments engine sound, and feedback is mixed: some reviewers found it refined and quiet at cruise, while several owners describe noticeable turbo/engine noise under even moderate throttle.

Curb-to-curb turning diameter for the 2019 RDX (FWD and SH-AWD).

Seating position and sightlines are good for the segment with wide front-seat adjustment range, though the touchpad-based infotainment control shifts some ergonomic criticism onto the center stack rather than the driving position itself.

The RDX's 'carlike driving dynamics' and enhanced agility make it pleasant to drive, but it targets comfort and refinement over outright driver engagement — a solid, forgettable experience rather than an enthusiast pick.

Base 2019 RDX includes AcuraWatch active safety suite, LED headlights, a 7-inch touchscreen and power tailgate as standard, which is competitive for the segment but not class-leading generosity.

A new 2.0L turbo with a first-in-segment 10-speed automatic and standard driver-assist tech at a $38,295 starting price is fair value, though rivals like the Lexus NX and Infiniti QX50 compete closely on content-per-dollar.

Four well-spaced trims (base, Technology, A-Spec, Advance) each with FWD or SH-AWD, running roughly $38,295 to $46,395 — a reasonable spread without a true budget-stripper or ultra-loaded halo variant.

The redesigned RDX sold 62,876 units in 2019, just below its own all-time record of 63,580 set in 2018, and was a top seller in the compact luxury SUV class both years — a segment sales leader by volume.

Acura has a loyal but modest following relative to German and even Lexus/Infiniti rivals; the new-generation RDX drew a younger, more affluent buyer than its predecessor but the brand still lacks the aspirational pull of BMW/Mercedes/Audi.

Dealer-reported discounts of several thousand dollars off MSRP were common in year one despite strong demand, plus a $1,000 conquest bonus for owners coming from Audi/Lexus/existing Acura — meaningful incentives without desperation pricing.

2019 is the launch year of an all-new third-generation RDX on a new platform with a new turbo engine, new 10-speed transmission, and new infotainment — as fresh as a model year gets.

The redesign earned real recognition (Wards 10 Best UX, U.S. News Best Luxury Compact SUV for Families/for the Money) but mainstream comparison tests were mixed — Car and Driver ranked it mid-pack in a multi-car luxury-compact-SUV test, dinging the tight rear seat and the touchpad-controlled infotainment system.