RDX leaves you with an extra $10k in your bank account
NT: Nah, I don’t think it’s too much. Certainly edgier, but the RDX isn’t as over-styled as some of its other competitors — here’s looking at you, Lexus. Yes, the grille is huge, and yes, the RDX as a whole has the same basic shape as any other crossover out there. But compared with the previous RDX’s plain-Jane styling, the new model is refreshing.
One sticking point, though: maybe it’s just me, but I’m not big on the wheels. There’s something about the darkish grey finish that makes the wheels look permanently dirty and coated in brake dust.
Inside, the RDX impresses with a boatload of tech. Chief among the tech bits is Acura’s new, so-called True Touchpad infotainment system. Rather than using a traditional knob or touch screen, infotainment is handled via a touchpad on the centre stack.
It’s a novel system; essentially, anywhere you touch on the touchpad directly correlates to the touch screen, so in theory, there shouldn’t be much swiping and distractions. It takes time to master, but if you’ve ever used a track pad on a laptop, you’ll be fine.
The rest of the RDX’s cabin is befitting of its price tag. The leather feels excellent, the seats are supremely comfortable, wind and road noise are almost non-existent, visibility is great, and everything is well marked and where it needs to be. A few gripes, though: while the 10.2-inch display on the dash is otherwise sharp, the screen is remarkably lowres when the backup and 360-degree cameras are activated. The push-button shifter also takes some getting used to, and the piano-black finish on the centre console wasn’t a smart call. You’ll be doing a lot of dusting.
BH: Oh, wah! That’s just your neat-freak side showing. Acura got way more things right than wrong with the RDX’s cabin setup. Most everybody I know who’s driven the F-Pace is disappointed by how uninspired its interior is. OK, expecting Ye Olde England in the form of Connolly leather, wool carpeting and highly polished mahogany trim is pushing it — though they were once a hallmark of Jaguar — but the standard dash layout, though functional, is boringly conventional. On the plus side, the 10-way power and heated front seats did prove to be exceedingly comfortable.
And the tester came with the optional ($3,320) Technology package, which added such niceties as a larger TFT instrument cluster, a lovely Meridian surround-sound system, navigation and InControl Pro Services (which enhances the navigation system with real-time traffic reports, etc.). Worth the coin, in my book. But let’s get down to value for money, shall we? Except for the cachet that comes with the Jaguar name — as opposed to saying “I have an Acura in my garage” — the RDX is the better deal. Newer, sharper styled, quicker (unless you pay more for one of the F-Pace’s optional engines), greater cargo volume (835 L vs. 650) and appreciably less expensive, the RDX is a force to be reckoned with among the players in the premium compact crossover segment. I do like the F-Pace, more so with the V6. I just like the RDX more.
NT: There’s no wrong choice. The F-Pace does many things well. It’s quiet, composed and smooth on the road, it delivers excellent fuel economy and it’s luxurious enough. But yes, the problem is value; the RDX matches the F-Pace on everything, and leaves you with a spare $10,000 in your bank account.
Well, maybe not everything. There’s cachet and choice. If you don’t mind saying “I drive an Acura,” and if a turbocharger and four cylinders are plenty, the RDX is the clear winner here.