When it comes to luxury arms of mass-market manufacturers, Acura is perhaps the most transparent in its mission. Everyone knows they’re what you buy if you like the build quality and ease of operation that comes with a Honda, but are looking for something more pampering. In that vein, the Acura ADX takes the bones of the Honda HR-V, seasons them with substantially more power, and finishes it off with more amenities than most mainstream subcompact crossovers at a price thousands of dollars less than most luxury competitors. On paper, it seems like a licence to print money, and I was almost worried for a second that it might effectively kill the Integra.
However, after living with the Acura ADX for a week, it became apparent that this is a totally different deal than an Integra. Instead of a Civic Si in Ralph Lauren, this subcompact crossover is a strong value proposition that really needs a hybrid powertrain to live up to its full potential.
[Full disclosure: Acura Canada let me borrow this ADX for a week so long as I kept the shiny side up, returned it with a full tank of premium fuel, and reviewed it.]
The Basics
Engine: 1.5-liter 16-valve turbocharged inline-four.
Transmission: Continuously variable transmission.
Drivetrain: Full-time all-wheel-drive.
Output: 190 horsepower at 6,000 rpm, 179 lb.-ft. from 1,700 rpm to 5,000 rpm.
Curb weight: 3,611 pounds.
Fuel economy: 25 MPG city, 30 MPG highway, 27 MPG combined (9.4 L/100km city, 7.8 L/100km highway, 8.7 L/100km combined)
Base price: $36,350 including freight ($48,706 in Canada)
As-tested price: $45,950 including freight ($56,106 in Canada)
Why Does It Exist?
The subcompact crossover space is still running red hot, so it only makes sense that Acura would take the Honda HR-V, give it more luxury, more power, and sharper styling, and turn it loose. Frankly, it’s more of a head-scratcher that the ADX didn’t exist until now, but it’s here, and it should sell like crazy, judging by its spec sheet.
How Does It Look?
Right off the rip, the ADX is undeniably more handsome than the HR-V on which it’s based. After all, that thing looks like it’s annoyed by its own existence. The Acura? Junior management material all day. Sure, that front overhang really hangs, but those hawk eyes? Those starched hood creases? That quadrilateral relief on the doors? Black suit, black tie stuff. Maybe off-the-rack, but still dressed to impress.
Okay, it can’t entirely hide the bones of its platform, but it classes them up without needless excess or controversy. If you can live with a short dash-to-axle ratio, the ADX looks mature among Mercedes-Benz GLAs and Audi Q3s without looking boring.
What About The Interior?
Here’s a statement that could be interpreted positively or negatively depending on which side of the fence you’re on: The interior of the Acura ADX looks a lot like the cabin of a Honda HR-V at first glance, just flattened out. After all, while the cabin of the HR-V feels less expensive than that of a Civic, it’s nicely designed and features some nice materials, and the ADX adds some of those materials back. More soft-touch, more textiles, a more traditional center console, and a bit more bling. No burlesque multi-color music-pulsing ambient lighting, no capacitive touch panels, no nonsense. Okay, almost no nonsense. Everyone’s least-favorite interior material makes a generous appearance here—shiny, fingerprint-attracting black plastic. Acura has textured it in certain places to make it more interesting,
As for space and comfort, it’s pretty solid. Delightfully soft sueded textile cloths on wide, if a bit flat, front seats suitable for medium-length road trips to the Pizza Hut buffet. The leather on the steering wheel feels sinfully expensive, there’s headroom for ten-gallon hats and rear legroom for Wellington boots, and the driving position goes from on-the-floor low to Rocky Mountain high. The sheer amount of room here is a high card in the ADX’s hand, perfectly attuned to what consumers are actually looking for.
How Does It Drive?
So far so decent, until we pop the hood. In this category of vehicles bought by movers and shakers, Acura’s given the ADX the corporate 190-horsepower 1.5-liter turbocharged inline-four hitched to a continuously variable transmission. You know, the same sort of powertrain you get in a base CR-V. It’s fine in a mass-market crossover, but compared to the quick-shifting dual-clutch transmissions and more potent turbocharged four-bangers of many German competitors, Acura’s powertrain comes up short.
For one, it’s not a particularly refined powertrain from an acoustic perspective, with a Garburator din grating through the firewall upon moderate throttle application, which is fairly often if you find yourself constantly running late to client meetings. Then there’s the performance, which can keep up with traffic but doesn’t display particular urgency. Figure a zero-to-60 mph time north of 8.5 seconds, well behind the standard of the segment.
The tuning and selection of this 1.5-liter turbocharged four-banger is particularly frustrating, partly because the ADX drives decently otherwise, and partly because the Honda overlords have another powertrain in the cupboard. On the first point, the steering is light but accurate, the tuning of the MacPherson strut front and multi-link rear suspension rightly sacrifices some outright cornering grip for a better ride over real-world frost-scarred pavement, and outward visibility is well above average. On the second point, the 204-horsepower hybrid powertrain from the Honda Civic Hybrid is genuinely Bridge of Weir-smooth, should cleave seconds out of the zero-to-60 mph time, and offers outstanding fuel economy. With the ADX and the Civic riding on the same platform, sticking with pure combustion feels like a missed opportunity.
Does It Have The Electronic Crap I Want?
Part of the appeal of the ADX is that, for the money, it has more features than Lil Wayne in 2008. Even the base trim comes standard with a comprehensive suite of advanced driver assistance systems, a power liftgate, heated seats, and a nine-inch touchscreen with wireless Apple CarPlay and Android Auto. Go up the range and you add toys like a panoramic moonroof, a heated steering wheel, ventilated seats, a full suite of parking cameras, and ultrasonic parking sensors at both ends. However, there is a big asterisk here, in that the technology you often interact with is bizarrely cumbersome compared to other luxury automakers’ systems.
I couldn’t get wireless Apple CarPlay to work once, despite pairing multiple times; the infotainment screen doesn’t have great black levels by today’s standards; and the user interface is slow to respond and feels thoroughly outmoded. If you told me this was a decade-old infotainment system, I’d almost believe you. If you’re big into tech, this probably isn’t the car for you, with one exception.
When Acura announced it was switching from Panasonic-built ELS audio systems to Harman-owned Bang & Olufsen audio systems, I had some trepidations. Not only have the ELS systems been high points of previous Acura models, B&O sound quality under Harman has varied wildly, from outstanding to actively ruining music. Thankfully, the audio engineers haven’t cocked it up here, because the optional 15-speaker sound system whips the llama’s ass so long as you turn off surround processing. I’m talking deep bass hits, thunderous and crisp, with balanced mid-range, defined high notes, and exceptional range and clarity that make this the best system in the subcompact luxury crossover-land.
Three Things To Know About The Acura ADX
- The Bang & Olufsen sound system is worth the money, so long as you turn off surround sound.
- It’s thousands of dollars less expensive than the Germans.
- Don’t expect it to be as quick as the competition.
Does The Acura ADX Fulfil Its Purpose?
While the Acura ADX isn’t quite as upscale as some of its competitors, it starts at $36,350 and tops out at $45,950. That’s substantially less expensive than a comparably equipped BMW X1 or Mercedes-Benz GLC, and it makes Acura’s baby crossover a strong value proposition. If that’s its brief, it nails it, a solid stepping stone for those looking for something nicer than another Crosstrek or HR-V but don’t want to splash the cash on something German. Believe me, you’re going to see plenty of these in the wild.
However, I can’t help but feel that the ADX would compete more strongly on merit and not just price if it had a smoother, quieter, more potent powertrain. As it stands, there’s nothing in the entry-level luxury crossover world that combines hybrid efficiency, plenty of space, and solid power. It’s a golden opportunity for Acura.
What’s The Punctum Of The 2025 Acura ADX?
A solid contender on value waiting for a more refined powertrain.
Top graphic image: Thomas Hundal
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A PHEV/hybrid version of one of these would be tempting. But you’re right… that’s almost early Audi level of front overhang. Otherwise, I like the styling.
I used to own an ’18 MDX and had to take it in for a transmission reprogramming. It was crap when we first bought it and complained about some really worrisome shifts around town. They finally came out with an update, and I took it to get that taken care of. It was a huge improvement.
The dealership loaned me a new RDX with their 10-speed automatic and there were so many shifts it sounded like an F1 car. I get that it helps (or can) acceleration and economy, but I really think six gears is enough, if properly ratioed and I can’t imagine how much more it costs to overhaul the 10-speed, should that ever be necessary.
As long as they have the rubber-banding under control, I might not mind the CVT. But a hybrid powertrain of some sort would almost certainly be better.
After reading this, I feel pretty good about the Mazda CX-30 we bought this year. Same size, great handling, super nice interior, 191 HP from 2.5L, Bose stereo (just fine), and better gas mileage. It seems like it may have a better infotainment system, as well. Oh, and it was less money.
My son and his wife bought a CX-5 last year, and they really like it. I rented one back in 2021 and it was ok. I wasn’t wild about the infotainment system, but if I owned one, I am sure I would get used to it.
The vehicle for which the word “meh” was coined.
It looks a little better, but it still has the unattractive, awkward, bottom heavy rear end as the HR-V.
I feel okay saying that as someone who also has an awkward, bottom heavy rear end.
There is something slightly off about it in profile. The black cladding around the wheel arches with the black wheels emphasizes what looks to be long front and rear overhangs. It makes the wheels feel small and close together.
To me Acura always felt more like they were competing with higher trim level Volkswagens than they were with Audi, BMW, Mercedes, Lexus, or Infiniti.
Good luck getting a higher trim Volkswagen or base spec Audi beyond 100,000 miles….meanwhile the Acura is just getting warmed up
Our 2005 Acura RL sh-awd is right around 250,000 miles now and it’s still a great car to drive. It feels like it will hit 300k with ease.
My wife had a medium spec ’15 X5 and its self-leveling rear suspension was already sagging when parked at 60K. But between that, run-flat tires and no spare, we traded it in on an ’18 MDX.
We put a similar number of miles on it before we split. She has since traded the MDX in on a Lincoln Aviator, which she says she likes even better. I was gone by the time she did that and I don’t know how that’s going to go for her. But it’s not going to be my problem.
I have made many a joke at the expense of entry level luxury cars and the people who lease them, and I will continue to make them….because it’s a vanity purchase solely for flexing and the value is hilariously bad. I’m very vocally in the “buy the nicest trim of the regular car” camp. It’ll be cheaper and hold its value better, the only real difference is one has the stupid light up badge on the front.
…that being said, I have to begrudgingly admit that these look nice and are a compelling package. They have a ton of space for the class, the upgraded audio system is apparently unbelievable, they come in real colors, and the orchid interior that’s cream with the blue suede accents looks so classy to me.
But woof. That powertrain. A 1.5 liter turbo 4 and CVT setup from an economy car? At $35,000 I could live with it. At $40,000+, which it takes to unlock all of the desirable features? It’s a tough sell. I feel like they came so close to getting this assignment right but it’s just aching for a hybrid, a Type S variant, or both. This powertrain is the worst in its class and it’s not particularly close.
Is this one of those Canada-only Acuras, or does the US get it, too? Living with 8.5 seconds 0-60 (good enough for me, but not very quick by modern standards) and, in exchange, only getting 30mpg on the highway seems…less than compelling.
My 2015 Fit does 8.5.
Acura needs to be all SH-AWD and hybrid/electric. That way they instantly are different from a Honda counterpart. The ADX will sell but it isn’t different enough from a CR-V at a similar price point, much less the cheaper platform mate the HR-V
That really is the rub. Base Acuras often trade off some features vs. a comparably priced Honda. That isn’t really an issue for the ADX against the HR-V, but I can’t think of anything beyond aesthetics that is a real tangible advantage for an ADX over a CR-V hybrid. The CR-V may lack a pano roof or ventilated seats, but it’s roomier, quicker, and thriftier for similar MSRP or less, and far from a chintzy vehicle itself.
Fun fact I learned while researching something else entirely, earlier this week:
According to the US EPA, this and the HR-V (along with the Nissan Kicks, KIA Soul, and Buick Envista) are categorized as “small station wagons”. None of them fit my definition of that term.
For some reason that’s what my Kona N is classified as too
“annoyed by its own existence” is such a good way of describing the HR-V