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Motor Trend
2 days ago
- Automotive
- Motor Trend
2025 Acura ADX A-Spec vs. Alfa Romeo Tonale Veloce: Who Do You Think You Are?
When you're deciding which new car to buy, you're really asking yourself, 'Why do I like these cars I'm considering?' It's as much a question about your self-image as it is about practical considerations. Put another way, what are you going to do with your new car, and what is your new car going to do for you? The 2025 Acura ADX A-Spec is a balanced, practical choice with better fuel economy than the Alfa Romeo Tonale 2.0T, while the Alfa offers superior performance and driving excitement. We had to pick a winner, but which one is best is really up to each individual buyer and what's important to them. This summary was generated by AI using content from this MotorTrend article Read Next It's a very particular rabbit hole of introspection that leads someone to the admittedly small sporty compact premium crossover segment, but here you are. Maybe there are no hot hatches left that appeal to you. Maybe you like SUVs and are willing to spend more on a sportier, fancier model but still need something easy to park. However you got here, you'll be deciding between the 2025 Acura ADX and the 2025 Alfa Romeo Tonale. Field of Two Few brands are really leaning into sportiness as a defining value anymore, and even fewer in the premium space (above mass market, below true luxury). Even fewer are going out of their way to inject enthusiasm into compact crossovers. In one corner, we have Acura, which has somewhat recently refocused its identity on performance. The ADX is its smallest and least expensive SUV, derived from the well-established Honda HR-V and enhanced with considerably more power, amongst other alterations. It can be had with front-wheel drive if you need to save money, but we're sampling the top-shelf A-Spec Advance trim with all-wheel drive. It rings in at $45,350 to start and $46,915 as tested owing to Acura's strategy of bundling most options into its trim levels with few standalone extras for purchase. Incidentally, it's the most expensive ADX you can buy. For that money, you get a 1.5-liter turbo-four making 190 hp and 179 lb-ft of torque. It's hooked to a continuously variable automatic transmission with a performance mode that fakes gear changes. In the other corner, there's Alfa Romeo, which has staked its reputation on performance for well over a century. The Tonale is its least expensive model in the U.S. and has a near-identical twin in the Dodge Hornet (the Alfa was the original, for what it's worth). It comes exclusively with all-wheel drive and can be had with an even more powerful and efficient plug-in hybrid powertrain if you add 10 grand to the starting price. We're keeping the MSRP down by zhuzhing up the gas-powered base model with the Veloce (Italian for 'fast') package, which includes electronically adjustable dampers and a bevy of comfort and convenience options that bring the $38,490 starting price up to $46,625 as tested. Apropos of nothing, a fully loaded Tonale is nearly $59,000. Skipping the pricey PHEV, you still get a turbocharged 2.0-liter four-cylinder good for 268 hp and 295 lb-ft of torque. Its automatic transmission has real gears, nine of them in total. Numbers Game As each of these little buggers is hanging its hat on performance, let's get that out of the way first, and we'll keep it short. The Alfa absolutely mops the floor with the Acura, objectively speaking. Pick your instrumented test, and the Tonale comes out ahead, usually well ahead. It's 2.2 seconds quicker to 60 mph and 1.73812 seconds quicker through the quarter mile. That's what an extra half liter of displacement and quicker shifting will do for you. The ADX's 240-pound weight advantage isn't enough to close the gap in braking, either. The Tonale stops a full 10 feet shorter from 60 mph. The Acura at least closes the gap in steady-state cornering, coming within 0.01 average lateral g of the Alfa. The delta opens right back up on our figure-eight course, though, where the Alfa completes a lap 0.9 second quicker while pulling 0.06 greater average g. The only objective test in which the ADX bests the Tonale is EPA-rated fuel economy, and consequently, range. Here, it's the Alfa that's blown out of the fast lane with the Acura posting 25/30/27 mpg city/highway/combined and 378 miles of range to the Alfa's 21/29/24 mpg and 324 miles driving range. It's worth pointing out you can get the Alfa up to 29 mpg combined, 360 total miles of range, including 33 miles of electric-only driving range by paying for the PHEV model, but it starts at $48,030. Talk Sporty to Me Given the performance gulf, you should be unsurprised to learn the Alfa feels sportier than the Acura, too. The difference on the road, though, isn't as extreme until you're really hammering on these SUVs. Here's the thing about the ADX: It feels pretty sporty in short bursts. Stomp on the throttle, and it scoots. Take a turn with some speed, and it handles sharply. It puts up a convincing performance, right up until you hit about 80 percent of its capability. Driven beyond that, it falls on its face. Keep it floored for more than a few seconds, and you realize the initial acceleration drops off quickly, and manually 'shifting' the CVT is only useful on twisty roads. Really throw it into a corner, and it flops over. If you're buying this to replace your Integra, you'll be disappointed. Someone upgrading from an HR-V, though, will be thrilled. The Alfa, on the other hand, wears its heart on its sleeve. It's sporty in every situation. The acceleration doesn't slack off as the revs and speed climb, not until you're well past the legal limit. It's no muscle car, but it feels quicker than any compact SUV needs to be. It's no sports car, either, but you wouldn't know it in the corners. Chuck it in, and the Tonale handles like an Alfa, not an SUV. You can drive it as hard as you'd drive a Giulia Quadrifoglio and not faze it. If the driving experience is what matters to you, the Alfa is the only choice in its class. In all likelihood, though, limit handling is not the only thing on your shopping list. As a consequence of its handling capabilities, even with its two-mode dampers set to comfort, the Alfa rides firmer than the Acura. It's an acceptable ride quality, to be sure, but certainly less plush during a commute or road trip. The ADX also tries harder at being a premium, luxury-adjacent product and as a result is a little quieter inside on the highway. The Rest of the Car Performance is the only characteristic in which these two cars are so clearly differentiated. In every other factor we investigated, we found two vehicles from opposite ends of the Earth somehow extremely similar and with strengths that always seemed to offset their weaknesses when compared against one another. Take design. We think the Alfa is without question the prettier car on the outside, though Acura's done a commendable job of beautifying the homely HR-V. On the inside, though, we found the Acura to be richer and more attractive, particularly as you move rearward from the dashboard. Then again, the Alfa's seats were more comfortable. Similarly, we find the Acura's wider, more open cargo area preferrable to the Alfa's narrower space with its adjustable floor height. Then again, we'd much rather put friends and family in the back seat of the Alfa because, despite both being tight on legroom, the Acura's floor is much higher and puts your knees closer to your chest. Then there's the tech. While we like the infotainment software in the Alfa better than that in the Acura, the Italian instrument cluster is a user nightmare. Two different physical buttons in two different places control it, along with menus buried in the touchscreen. Trying to change anything on the digital cluster is a treasure hunt at best. The Tonale does at least offer both USB-A and USB-C ports, so you don't have to buy new charging cables. Acura went all in on USB-C. Here, too, the difference in trim levels makes itself known. The ADX comes standard with the AcuraWatch suite of active and passive driver aids—everything from adaptive cruise control to excellent lane centering and blind-spot monitoring. This loaded model gets a 360-degree camera, parking sensors, and auto high-beams. The Tonale, meanwhile, isn't as well equipped. It gets adaptive cruise and blind-spot monitoring and a basic lane keeping system. If you want better, you need to pony up for the $1,250 Active Assist package, or if you really want the best, buy a more expensive trim level and pop for the $2,000 Active Assist Advanced package. Now, though, you're in for thousands of dollars more than the Acura. How to Choose With each flawed in some ways and outperforming its competition in others, deciding between the two was far more difficult than we'd anticipated. Though ostensibly aimed at the same customer, each chases a different use case. It forces the buyer to decide whether they really want a hot hatch on stilts or a more practical grown-up car. We're not going to tell you to get the Tonale because it's full of character and more fun in a corner. We're also not going to tell you to get the Acura, despite its performance deficit, just because it gets better fuel economy and no one takes their compact premium crossover to the track. It's up to you to decide what kind of buyer you are. If the driving experience matters most to you, get the Alfa. For all other, more rational considerations, the Acura is our winner. 2nd Place: 2025 Alfa Romeo Tonale Veloce Pros Sportiest of its kind Real looker Has personality Cons Worse on gas Middling technology features Louder inside Verdict: The better choice for the hot-hatch graduate looking for a compact premium crossover that's rewarding to drive. 1st Place: 2025 Acura ADX A-Spec Pros Richer and quieter interior Better on gas Better, more accessible tech Cons Loses composure when driven hard Worse rear seat No personality Verdict: The better all-around choice for the compact premium crossover shopper, even if it's not as exciting.
Motor Trend
30-05-2025
- Automotive
- Motor Trend
2025 Acura ADX A-Spec Advance AWD First Test Review: There's More to Life Than Numbers, Hopefully
Pros Upscale, high-quality interior Good real-world power A pleasant package overall Cons Not as fun to drive as we expect an Acura to be Overly cautious adaptive cruise control Uncomfortable back seat MotorTrend's performance testing is objective and cruel, and that's why we do it: It cuts through the marketing hype and gives us hard numbers that indicate what a car will do when you need to shoot the gap on a busy freeway or swerve to avoid a collision. But the bright light it shines is not always flattering, and it can also make some good cars look, well, if not exactly lousy, certainly less impressive than they are if you just look at pure specifications. Such is the case with the 2025 Acura ADX A-Spec Advance AWD, a very likable SUV that puts down some decidedly blah numbers. To the point: Yes, instrumented testing is important, but the Acura ADX reminds us some cars should not be judged on performance alone. 0:00 / 0:00 What the HR-V Dreams It Wants to Be The ADX is Acura's new-for-2025 entry-level SUV, and as the long-nose sneaker shape makes clear, it's a close relative of the Honda HR-V. (Acura, for those few who have not paid attention since 1985, is Honda's luxury division.) New sheetmetal, an upgraded interior, unique chassis tuning, and a more powerful engine differentiate the Acura ADX from the Honda, and the transformation is quite convincing. Aside from the rock-solid build quality that's inherent in the HR-V, the ADX feels (even if it doesn't quite look) like a much different car. We were most excited about this luxe SUV's engine. The ADX trades the HR-V's pokey 158-hp, naturally aspirated 2.0-liter four for the 190-hp turbocharged 1.5 we've come to know and love in the Honda Civic. Like the HR-V, the ADX uses a continuously variable automatic transmission (CVT), a smart choice for wringing maximum power out of a small engine. In real-world driving, the combo does its job; the ADX delivers right-now power that gives it a nice point-and-squirt feel. But when you demand max power, the CVT vacillates between letting the engine rev freely and trying to imitate a geared transmission. This problem arises when you put the accelerator pedal to the floor for more than a couple of seconds. A Leisurely Trip to 60 and Beyond Unfortunately for the Acura, our testing involves putting the accelerator to the floor for a lot of seconds—8.2 of them to get to 60 mph. That makes the ADX a full 1.4 seconds quicker than the notoriously sluggish HR-V, but it's still an unflattering number for a luxury SUV, even one aimed at the lower end of this segment. Of course, we don't release the accelerator at 60 mph; we keep it there at least through the quarter-mile mark, which the ADX crossed in 16.4 seconds at 87.4 mph. Again, not a result to make folks write home about. When we test, we try a variety of launch methods, but no matter what we did with the ADX—letting the engine build torque against the brakes, trying different launch rpms, or simply stomping the accelerator—the ADX A-Spec hesitated before taking off, and hard acceleration didn't show the powertrain in its most flattering light. Out in the real world, the ADX responds to on-the-move power requests sharply, although if you go foot-to-the-floor from a dead stop or drive it aggressively through sharp low-speed curves, you'll experience the same thing we did. Braking was similarly just OK: 124 feet from 60 mph, a foot longer than the HR-V. It's a perfectly respectable stopping distance, not bad but not great. We did note lots of nose dive on hard braking and quite a bit of noise and drama from the antilock system, but the ADX kept itself pointed straight ahead all through the panic stop, and that's what matters most in this context. Where's The RDX/MDX Magic? The 2025 Acura ADX A-Spec registered 0.82 g (average) on the skidpad and circled our figure-eight course in 27.3 seconds at an average of 0.63 g, similar figures to those generated by dozens of SUVs but well short of high-performance territory. Tires were the limiting factor and could never be accused of having an excess of grip, followed by acceleration (or lack thereof) and, to a much lesser extent, a suspension tuned primarily for nice ride quality. The shame of it—and it's only a shame for gearheads and performance nuts like us—is that there are signs of much more vitality in the chassis. The ADX defaults to understeer (overriding the front tires and plowing straight ahead), which is the safe setup, but a little fancy footwork on the accelerator brings out the ADX's inherent chassis balance and a willingness to transition to oversteer. There's good fun lurking in the wings, but it's suppressed by the front-line hardware. While the SUV's steering felt reasonably responsive on our test track, we found it slower and less reactive than we expected on our favorite curvy roads. That 'than we expected' part is an important caveat: Our expectations are drawn from Acura's bigger SUVs, the RDX and MDX. They've not always fared well in comparison tests, but we've always admired their handling, which is light, sporty, and nimble. The ADX somehow missed out on that last gene. Tires are again the primary culprit; we think a set of stiffer, more aggressive rubber would do wonders for the ADX's reflexes. But a little steering retune wouldn't hurt, either. Multiple MT staffers mulled over the idea of how nice a Type S version of the ADX could be. Acura has no such plans, but we'll keep our fingers crossed. Better on Road Than Track Test results aside, when you're not banging your head against the ADX's limitations by demanding maximum output from the powertrain or careening recklessly into a set of appetizing twisties, it's an almost unfailingly pleasant car. We say 'almost' because of the excessive road noise, a decades-long problem in Acura vehicles that we've given up on ever seeing resolved. (If you want a quiet Acura, try the ZDX, the one engineered by General Motors.) The Integra-inspired interior is a lovely place to spend time; the stereo is great, and the lane centering system, if not the most advanced we've ever used, works pretty well. Other than the noise, our biggest driving-related complaint is the adaptive cruise control's timidity. It brakes in response to slower cars in the next lane over, is slow to resume speed, and leaves a huge gap between itself and the car ahead, even in its closest-follow setting. Acura's U.S. headquarters, like MT's, is in Los Angeles, but left to its own devices the ADX drives like an Iowan that's experiencing Tinseltown's fast-moving 12-lane freeways for the first time. Our biggest non-driving-related complaint is the back seat, which, like the HR-V's, is pretty terrible. It's not so much the lack of room as the high floor. Even short adults must sit with their knees up, resting leg weight on their feet rather than their thighs, and eliminating one of the primary pleasures of sitting down. Impressive Despite the Numbers We've not painted the most flattering picture in these last few paragraphs, but for one or two people cavorting around the great metropolis, the new ADX really is a nice choice. It rides comfortably, surrounds you with attractive environs (especially if you opt for the sharp red and black interior), gives you adequate power to dart through traffic, has plenty of cargo space, and is easy to park—in fact, it's so compact that door dings seem a near impossibility. Pricing isn't overly crazy; it starts at $36,350, and the all-wheel-drive A-Spec Advance we drove lists for $46,915. OK, maybe that's a little crazy considering you get the same basic functionality (but way, way less acceleration) from a top-of-the-line Honda HR-V for a little more than $32,000, and a lovely little front-drive Buick Envista for around $26,000. But you were going to lease, anyway, right? Acuras hold their value well, which helps with lease rates, and past performance indicates most Acura models are great long-term investments. No, the ADX didn't test particularly well, but that didn't stop us from (once again) coming away suitably impressed by this new Acura SUV.
Car and Driver
22-05-2025
- Automotive
- Car and Driver
2026 Acura ADX Review, Pricing, and Specs
Overview Acura's smallest SUV—the 2026 ADX—is an affordable premium crossover with styling inspired by the Integra hatchback. Although it shares its underpinnings with the Honda HR-V, the ADX boasts a more powerful 190-hp turbocharged four-cylinder. Performance is solid here, but we wish Acura would have dropped in a regular automatic transmission instead of the ADX's continuously variable transmission, as it saps some of the fun from the powertrain. There are a bunch of desirable standard and available features inside, although too many Honda basics show through here, breaking the luxury fantasy. Rivals such as the BMW X1 and the Volvo XC40 satisfy slightly better on both the luxury and performance fronts. What's New for 2026? For its second year on the market, we expect to see no significant changes to the ADX SUV. Pricing and Which One to Buy The price of the 2026 Acura ADX is expected to start around $37,000 and go up to $44,000 depending on the trim and options. Base $37,000 (est) A-Spec $40,000 (est) A-Spec Advance $44,000 (est) 0 $10k $20k $30k $40k $50k $60k $70k The new ADX is offered in three different trim levels. Sadly, there's no performance-oriented Type S trim, but we'd spring for the mid-range A-Spec. That model comes with niceties that the base trim doesn't have, including a panoramic sunroof, faux-suede seat trim, ventilated front seats, 19-inch wheels, fog lamps, USB-C charging ports for rear-seat passengers, and a four-way power-adjustable front passenger's seat. Adding all-wheel drive is a $2000 upcharge for all trims. Engine, Transmission, and Performance All ADXs come with the same turbocharged 1.5-liter four-cylinder engine and continuously variable automatic transmission. Acura says this engine is similar to the one used in the Integra, but in this application, it's tuned slightly differently and offers 190 horsepower (10 horsepower less than in its sibling). Front-wheel drive is standard, but all-wheel drive is optional on all of the ADX's trim levels; Acura says the system can send up to 50 percent of the power to the rear wheels, which should help in slippery conditions. When we drove the ADX, we found that it offers precise handling and a comfortable ride, but still felt that it could use more grunt. Even with the extra power compared with the HR-V, the Acura's extra weight makes it feel sluggish when merging or passing, and the laggy continuously variable transmission doesn't help. 0–60-MPH Times We estimate the ADX will get to 60 mph in between 8.0 and 8.4 seconds, which will put it on the slower end of its segment. We'll update this section with test results when we're able to get one at our test track. View Exterior Photos Acura Fuel Economy and Real-World MPG The EPA hasn't released any fuel economy information for the 2026 ADX yet, but the 2025 model earned ratings as high as 26 mpg city, 31 mpg highway, and 28 mpg combined. When we get a chance to test one on our real-world 75-mph highway fuel economy test, we'll post the results here. For more information about the ADX's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo The ADX is a small, two-row SUV, but four adults will fit inside without feeling cramped. All models are well-equipped with dual-zone automatic climate control, a sunroof, and a power liftgate. A panoramic sunroof is available, and upholstery options include optional leather and microsuede seats. A-Spec models add sportier-looking elements such as stainless gas and brake pedal caps, a flat-bottomed steering wheel, red gauge needles, and a chrome shift knob. The cargo space behind the rear seats is reasonably sized, and we expect it will hold the same seven carry-on suitcases that its Honda twin, the HR-V, fit during our testing. View Interior Photos Acura Infotainment and Connectivity A 9.0-inch infotainment touchscreen is standard across the board, as is a 10.2-inch digital gauge display. The ADX's infotainment software includes wireless Apple CarPlay and Android Auto connectivity, but to unlock native navigation via Google Maps, you'll need to spring for the top-spec A-Spec Advance. Onboard Wi-Fi and a wireless smartphone charging pad are also included on every model. The base model comes with an eight-speaker stereo, but a 15-speaker Bang & Olufsen setup is optional. Safety and Driver-Assistance Features A suite of driver-assistance features called Acura Watch comes standard and includes automated emergency braking, blind-spot monitoring, adaptive cruise control, and lane-keeping assist. For more information about the ADX's crash test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites. Key safety features include: Standard automated emergency braking Standard lane-departure warning with lane-keeping assist Standard adaptive cruise control Warranty and Maintenance Coverage Acura's powertrain warranty stretches up to six years or 70,000 miles. That's longer than what its competition offers, although some rivals such as the BMW X1 and the Volvo XC40 offer longer complimentary maintenance. Limited warranty covers four years or 50,000 miles Powertrain warranty covers six years or 70,000 miles Complimentary maintenance is covered for two years or 24,000 miles Specifications Specifications 2025 Acura ADX Vehicle Type: front-engine, front- or all-wheel-drive, 5-passenger, 4-door wagon PRICE Base: ADX, $36,350; ADX A-Spec, $39,350; ADX A-Spec with Advance Package, $43,350 ENGINE turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection Displacement: 91 in3, 1498 cm3 Power: 190 hp @ 6000 rpm Torque: 179 lb-ft @ 1700 rpm TRANSMISSION continuously variable automatic DIMENSIONS Wheelbase: 104.5 in Length: 185.8 in Width: 72.5 in Height: 63.8 in Passenger Volume, F/R: 53/43–45 ft3 Cargo Volume, Behind F/R: 54–55/23–24 ft3 Curb Weight (C/D est): 3400–3650 lb PERFORMANCE (C/D EST) 60 mph: 8.0–8.4 sec 1/4-Mile: 16.1–16.5 sec Top Speed: 125 mph EPA FUEL ECONOMY Combined/City/Highway: 27–28/25–26/30–31 mpg More Features and Specs
Yahoo
17-03-2025
- Sport
- Yahoo
NCAA Men's Tournament - Who will be this year's Cinderellas?
Yahoo Sports' Jason Fitz, Isis "Ice" Young, Kevin O'Connor and 13-year NBA veteran Marcus Morris discuss teams and players who could surprise the field of 68 in the 2025 NCAA Men's basketball tournament. View more Time to see which team is bringing the Cinderella energy presented by the all new Acura ADX. We're looking for you guys to identify which underdog teams have what it takes to be the Cinderella of this year's tournament, and I wanna do this in a sincere way because peek behind the curtain, we're all sitting together and we're going over this bracket. Uh, there are years where you look at it and say I love this 12 seat or I love this 15 seat we're all sleeping on. This year's a little tougher. I don't know that there are as many Cinderellas just out there flying around. So I, is there a Cinderella that you look at and say, yeah, this team could go on a run. Uh, there, there are a few. I feel like from some of the lower seeds, I think Akron, like Akron is a team that shoots the 3 top 10 in the country. Uh, everyone on the floor shoots the 3 for their team, so you get into a game in which Arizona is not guarding the 3 very well or they get out in transition. They could upset them and then the next game that they would have to win would be between Oregon and Liberty. I think that's possible. So I actually feel like Akron would be my sleeper and my 13th seed to. Get to the Sweet 16. I'm gonna say it on the other side, I think a team that's in the top 4 seeds, but that maybe we don't talk about enough is Maryland. I think I think Maryland could be very, very good, yeah, I, yeah, you like Derek Queen. I mean he's such a funky player he's kind of a throwback but also kind of a modern style player with this dribble drive game. I mean like this dude looks like he's an NBA level player offensively. It's just a matter of defensively what level he reaches, but Maryland's a lot of fun to watch in part because of Derek. Queen's weird style of play. I agree with that. I like Dare Queen, good player, really good player, really good touch, played in mid range. He got this little one leg dirk fade away that I like. Listen man, he can be an NBA player. NBA, I, I think he could be an NBA All-Star. You don't have centers in the league moving. He gave me that De Marcus Cousins field, right? Just not as big. That's not as big, can shoot the three great hands. I love a long t-shirt. I hope he take that right to the NBA and keep it going, but I. Love Derek Queen. That's part of the throwback. He also looks like a throwback. Is there a Cinderella out there that you like in this thing? I'm gonna rock with McAneese State. Mcneese Macneese, how you, however you, yeah, Mcneese, I like McNeees. I like the swag, man. I just like how they come into the gym with with the speaker, got the, the, uh, the, uh, manager coming in posting. I, I, I love the way they just handleel. Listen, a team that's playing free like that, I think they have a shot. I, I won't the Maryland conversation is only. Interesting to me because I won't say that you can be a Cinderella when you're sitting where they're sitting, but I do think that we're looking at a pack of big 10 schools in Maryland, Michigan that we already talked about, uh, Michigan State we've talked about like Wisconsin. These are all teams that while we were all salivating over the SEC, I can see going on deep runs in this thing. So, uh, it's interesting. That's who we think will bring the Cinderella energy this March presented by the all new Acura ADX crafted to match your energy. Close
Yahoo
14-03-2025
- Automotive
- Yahoo
2025 Acura ADX First Drive: Can It Outshine Rivals?
The entry-level 2025 Acura ADX is the automaker's all-new crossover SUV, unveiled in November 2024 and scheduled for release in early 2025. Acura intended the ADX to be an SUV alternative to the Integra, a fact that makes it competitive right out of the box. Power comes from a 1.5-liter 4-cylinder engine, that makes 190 horsepower and 179 lb-ft of torque. It's mated to a continuously variable transmission (CVT) that sends power to the front wheels, but all-wheel drive (AWD) is offered. The front-wheel drive (FWD) models are EPA rated at 26 mpg city, 31 mpg highway and 28 mpg combined. The AWD models can get 25 mpg city, 30 mpg highway and 27 mpg combined. Regardless of powertrain, the Acura ADX has a 14-gallon fuel tank and higher grade fuel is recommended. The 2025 Acura ADX base model starts at $36,350 with fees. The higher trim level is the $39.350 ADX A-Spec, with the $43,350 ADX A-Spec with Advance Package at the top. Adding AWD to any of these trims will cost an extra $2,000. Each trim level brings mostly visual changes and additional accessories, with no changes to performance numbers. The A-Spec gets 19-inch wheels while the A-Spec Advance Package gets "Berlina Black" wheels. Black out bits and pieces, along with unique badging, change with the trims. Each model has Snow, Comfort, Normal, and Sport drive settings, but the Advance Package also adds an "Individual" driving mode. The 10.2-inch digital instrument display and the smaller 9-inch infotainment touchscreen are standard. What truly makes the extra cost for the A-Spec Advance Package worth it is the outstanding 15-speaker Bang & Olufsen premium sound system. Weirdly, Acura eliminated satellite radio from all trims of the ADX, so if SiriusXM is a must have for you, we're sorry. After our drive in the top-spec ADX, I asked other media professionals if they felt that the front seats were remarkably comfortable. They all agreed. Unlike many sport-oriented crossovers that have unnecessarily firm sport seats, the ADX had soft and forgiving front seats that easily held my considerable bulk with no issues. The rear seats are nearly best-in-class for comfort and room. Depending on the trim, the ADX also has between about 54 and 55 cu. ft. of cargo space, which puts it at the top of its class for cargo and passenger space. The ADX's cabin also stands out thanks to the various color schemes it can be trimmed in, which include bony, Orchid, and Red. These are trim and exterior-dependent, so you need to equip yours accordingly to get the interior color you want. I find the Orchid, which is an off-white, to be especially cool because Acura adds contrasting blue inserts to the seats, as well. It's unique, but it's only available with Platinum White Pearl and Urban Gray Pearl. Heated seats, a heated steering wheel, and a large panoramic sunroof are optional but rear air vents and 60/40 split folding rear seats are standard. View the 3 images of this gallery on the original article Acura gave me an AWD A-Spec Advance ADX and sent me on a great drive through Santa Ysabel, CA. The picturesque drive was ideal for testing the ADX's all-weather capabilities, as I encountered some rain, and many miles of the twisty highway were covered in standing water. Depending on the model, the curb weight ranges from just under 3,400 lbs to just over 3,600 lbs with AWD, which was just fine for the little turbo. Any more weight might make for sluggish driving; however, it's not too shabby as is. It takes 6,000 rpm to hit maximum horsepower, but maximum torque comes in quickly, at under 2,000 rpm. That is to say, it launches quickly. It's no rocket ship, and the CVT takes away some of the fun, but it still has good power, and it handles very well. Even when pushed hard on wet surfaces, it clung on and provided a lively ride. Highway performance was extremely smooth, but you have to ramp up the rpm to pass quite a bit. The steering is good, with a light feel but just enough resistance to feel sporty in Sport mode—which is what I left it in most of the time. The brakes were strong throughout the hours of pounding and abuse, with no fade. I opened the panoramic roof and windows and cranked up the outstanding Bang & Olufsen sound system as I drove. As I dialed up the performance, it turned a nice ride into a fun ride. Sure, the CVT dulls some of the performance, but overall, it's a fun and logical little crossover. Yes, it is based on the yawn-inspiring Honda HR-V, and you can see some of its influence if you look carefully. Still, Acura managed to make the ADX a little more than the sum of its parts - from a Honda into a proper Acura. That, in itself, is commendable. The 2025 Honda ADX is on sale now.
