2025 Acura ADX Review and Test Drive

There's a new entry-level effort in the luxury small SUV segment.

James Riswick | 

Jun 9, 2025 | 6 min read

James Riswick

Acura's new entry-level SUV, the ADX, marks the brand's first foray into the smallest luxury SUV segment. The ADX comes across as an Acura-styled Honda HR-V with a handful of exclusive features, some well-executed chassis enhancements, and an engine no more powerful than a Honda CR-V's.

The 2025 Acura ADX is available in base, A-Spec, and A-Spec Advance trim levels, with base prices ranging from the mid-$30,000s to the mid-$40,000s. Those values include the destination charge for shipping the ADX to a dealership from the Celaya, Mexico, assembly plant.

My 2025 ADX test vehicle, provided by Acura for evaluation in Southern California, was an A-Spec Advance equipped with extra-cost Urban Gray paint. That upgrade increased the manufacturer's suggested retail price to $45,950, including the $1,350 destination charge.

James Riswick

Is the 2025 Acura ADX a Good SUV?

The ADX has a big back seat and a competitive price in the subcompact luxury SUV segment, but larger, non-luxury SUVs may offer some drivers better value.

For example, the Mazda CX-50 Turbo has more cargo space and stronger performance for a lower price. Ditto the new Volkswagen Tiguan SEL R-Line. The Honda CR-V's engine has the same power as the ADX, but the vehicle is more spacious, offers similar feature content, and has a hybrid version.

James Riswick

There's Plenty of Passenger Space, Plus Interior Upgrades

The ADX's HR-V genes are evident from the rear-three-quarter view. Pop the liftgate, and you'll discover a cargo space with 24.4 cubic-feet, a match to the HR-V. I had some of the same issues with the ADX that I've had with the Honda, including how challenging it is to load due to its sloping liftgate angle.

I found during my evaluation that passenger space is more satisfying than the HR-V, however, with far-ranging driver-seat adjustment, exceedingly comfortable front seats, and a back seat suitable for people over 6 feet and large child seats. Again, though, the back seat is pretty much what you'll find in an HR-V. Second-row legroom is identical at 37.7 inches, but there's 1.2 fewer inches of headroom. The larger CR-V offers more in both areas.

James Riswick

Moving up front, the ADX's design differs from the HR-V's, but the switchgear and technology feel similar, giving an impression that made me think, "alternative HR-V." That said, the switchgear clicks decisively and moves with impressive fluidity, evoking a sense of premium quality. Additionally, the interior is well organized and makes sense.

My time in the ADX, though, didn't convince me that the SUV's overall quality of materials is any better than the HR-V's, at least when comparing the ADX with the range-topping HR-V EX-L. To be fair, that says just as much about the quality of its Honda cousins as it does the ADX.

The ADX's center console does not feel as thoughtfully designed. Its cupholders, for example, are strangely separated. The one forward of the shifter has an offshoot for doubling as secondary phone storage, while the second is slightly deeper and shaped like a parallelogram instead of a circle. To its credit, it secured an extra-large water bottle. Also, the console's standard wireless charging pad is appreciated.

James Riswick

Google built-in Tech Is Available in the ADX A-Spec Advance

Every ADX has a 9.0-inch touchscreen equal in size to the unit found in every HR-V. The one in my A-Spec with Advanced Package differs from other trim levels in that it features integrated Google built-in technology — the only ADX model to do so.

While wireless Apple CarPlay and Android Auto connectivity is standard on every ADX, allowing you to control and stream content from your phone using the SUV's touchscreen, Google built-in eliminates the need for a middleman. During my test drive, I could run Google Maps, including with my own sign-in, and it came with enhanced graphics and functionality. I also noted Google Assistant voice controls and a selection of apps from the Google Play Store. Acura includes a three-year unlimited data plan to make it all work.

James Riswick

Google built-in is one feature you can't get on the HR-V, the Mazda CX-50, or the BMW X1. However, it is included on the top-of-the-line 2026 CR-V. I don't find it to be a significant differentiator, especially because I could still connect to various apps via CarPlay and Android Auto. Instead, Acura's omission of integrated satellite radio from the ADX is the bigger deal for me.

If anything, I thought the Advance package's 15-speaker Bang & Olufsen sound system was the greatest advantage the ADX has over the HR-V or any of the other vehicles I've discussed thus far. It is an excellent system, and, in my experience, you'd be hard-pressed to find something better for less than $45,000.

The ADX's various AcuraWatch driver-assistance systems functioned as intended, without generating false alarms or annoying the driver. The adaptive cruise control also did a solid job of braking, accelerating, and maintaining a safe distance from the vehicle ahead, and the traffic jam assist system proved effective in slow, heavy congestion.

James Riswick

The Acura ADX Is a Little Slow but the Handling Is Good

The Acura ADX is more powerful and accelerates more quickly than the HR-V, but the HR-V is not known for its quickness. The ADX's turbocharged 1.5-liter four-cylinder engine produces 190 horsepower and 179 pound-feet of torque, but those are identical figures to the leather-lined CR-V EX-L AWD — which is both larger and not significantly heavier than my test vehicle (a mere 24 pounds more).

All of that is context for my conclusion that the Acura ADX is likely to feel too slow, especially given that it's a luxury-branded vehicle. There was adequate initial punch on my test drive, but the power fell off once underway, forcing me to push harder and harder on the accelerator. The continuously variable transmission made the engine drone, accentuating the feeling that the powertrain is not competitive enough for a luxury vehicle.

James Riswick

My observed fuel economy of 23.6 mpg also suggests that the engine had to work harder (and consume more fuel) to keep the SUV moving during the mountain-road-handling section of my 75-mile evaluation route. The EPA estimates are 25 mpg in the city, 30 mpg on the highway, and 27 mpg in combined driving. However, the ADX averaged 30.1 mpg on the 40-mile highway portion.

The good news is that the Acura ADX's steering is quicker and sharper than what I experienced in the HR-V, and its overall handling is far superior. While the engine might have been straining in the mountains, the chassis was not, and I was impressed with this little SUV's ability to slice left and right amongst a series of tight, technical corners.

James Riswick

While there are enjoyable elements to Acura's new ADX, it may not prove competitive enough in the subcompact luxury SUV segment, despite its reasonable price. For some drivers, spending a similar amount for a well-equipped non-luxury compact SUV could be a more compelling option.

James Riswick

James Riswick has been testing cars and writing about them for more than 20 years. He was the senior reviews editor for Autoblog and previously served multiple editor roles at Edmunds. He has also contributed to Autotrader, Car and Driver, Hagerty, J.D. Power, and Autoguide Magazine. He has been interested in cars forever; his mom took him to the Toronto Auto Show when he was 18 months old and he has attended at least one every year since (OK, except in 2020). When he's not testing the latest cars, he has a babied 1998 BMW Z3 in James Bond blue, a 2013 Mercedes-Benz E350 Wagon, and a 2023 Kia Niro EV.