Now, front-wheel drive is hardly our favorite arrangement for anything that attempts to combine luxury and sport. But at a claimed 3750 pounds (add 10 pounds or so for the Tech Package), the two-wheel-drive RDX saves roughly 200 pounds over the all-wheel-drive version—previously the only available arrangement—making it one of the lightest compact luxury SUVs around. In the process, Acura says the front-to-rear weight distribution shifts forward a bit compared with the all-wheel-drive version (59/41 versus 57/43), but fuel economy goes up by 2 mpg to 19/24 from 17/22 and the price is exactly $2000 lower, starting at $33,330 for the 2010 model year. Acura expects this to be a trade-off many will be willing to make, particularly in the Sun Belt, where all-wheel drive is seen primarily as an off-road-only thing. 
Does Front-Wheel Drive Kill the Fun? Nope
Is it a trade-off, however, that enthusiasts will be willing to make? Does the RDX still have that sporting edge that we’ve liked in the past? And beyond the drivetrain, how else has the RDX benefited from its mid-cycle refresh? Well, after a first spin in the new front-driver—with an all-wheel-drive model on hand for comparison—we came away convinced that Acura has been able to preserve the delicate balance of technology, value, and dynamic prowess offered by its little ute.
We expected a truckload of torque steer with all 240 hp and 260 lb-ft of torque channeled through just the front wheels, but it simply wasn’t there. We even let go of the steering wheel during a couple of full-throttle launches—something we would never do in a Saab 9-3 or even Acura’s own front-wheel-drive TSX V-6—and found little tugging to the right that wasn’t immediately straightened out on its own. And this RDX feels as quick as ever, but we’ll have to wait until we can run numbers on a front-driver to see if it can near the 6.4-second 0–60 run our long-term 2007 RDX AWD turned in at the end of its stay with us. Steering feel seemed mostly unfazed by the concentration of power at the turning wheels, although we admit we didn’t get a chance to do much hard charging in the twisties.
What we can say, however, is that the most troublesome of the RDX’s earlier issues has been rectified, that being a painfully brittle ride. Today’s RDX offers an excellent balance of feel and composure, while still keeping body roll in check. All RDX models now feature redesigned center-stack controls and a new standard rearview mirror with integrated rear camera display. Additional ambient lighting and standard Bluetooth and USB connections have been installed, although all told, the interior still doesn’t match the sense of occasion presented by the Mercedes-Benz GLK or the Audi Q5.
The same can be said for the exterior, which wears new front and rear bumpers, subtly revised lighting elements, and the new corporate beak, as well as new 10-spoke 18-inch wheels. However, for just $36,430 loaded, the front-drive RDX is a terrific bargain that you don’t have to live in the Sun Belt to appreciate.
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