Using fine steel wool to create shiny, silvery finishes is common in the automotive sector. Consider the 2025 model as an example.
Acura ADX
. Built upon the reliable Honda HR-V platform, it comes into existence with most of its development and production expenses already written off. Indeed, the 2023 redesign has minimized many initial overheads.
Honda HR-V
Has already sold more than 273,000 units just in the U.S. By now, failing to create a premium version to extract additional value would essentially be neglecting their responsibilities.

Although it might be easy to write off the ADX as merely an upgraded version of the HR-V, such a claim would be fundamentally incorrect. For those among you who aren’t yet half a century old: “Gussied up” was how grandfather described something fancier or more embellished.
Cadillac Cimarron
When it first appeared, it was basically a Chevrolet Cavalier thrown into a disorganized Bits ‘N’ Glitz storage area in the basement of GM’s main building.

No, Acura has made significant efforts to imbue the ADX with its own distinct character, reflecting the sporty-luxury essence that sets the brand apart from Honda.

The transformation begins by replacing the HR-V’s 158-horsepower 2. 0-liter four-cylinder engine with a more powerful 190-horsepower turbocharged 1. 5-liter unit. This model exclusively comes with a continuously variable automatic transmission (CVT) that simulates six gear changes; neither a manual nor a conventional automatic option is provided.

If this rings true for you, it’s likely due to the similarities. Although modified somewhat, the ADX’s engine closely mirrors the 200-horsepower powerplant utilized in the present-day non-Type S Acura Integra—a fact that Acura happily emphasizes time and again. Let us add that it bears resemblance to the unit beneath the hood of the Civic Si, along with the nonhybrid Honda CR-V sharing identical horsepower figures. According to Acura, compared to the Integra, the ADX features an elevated compression rate at 10.6:1 against the former model’s 10.3:1. Each variant uses distinct valve timing methods; however, unlike the Integra, the ADX omits the adoption of a lightened flywheel. The company attributes the minor shortfall in power from what one might expect mainly to differences in overall mass, design intent, space optimization, and fuel economy goals between vehicles.

The continuously variable transmission’s (“CVT”) gear and final-drive ratios undergo minor adjustments to suit each car’s requirements. This meticulous approach underscores Acura’s comprehensive efforts during this makeover. However, the ADX doesn’t offer an optional limited-slip rear differential like some competitors do, nor does it feature adaptive dampers found on the Integra. This omission is disappointing.
Standard equipment includes front-wheel drive for the ADX, but all-wheel drive can be added at a cost-effective price point of $2000 throughout their range. Nevertheless, this all-wheel-drive configuration employs Honda’s simpler Intelligent Control System which distributes torque electronically among the front and rear axles. Unlike the more advanced SH-AWD systems used in Acura’s bigger sport utility vehicles such as the RDX and MDX, this set-up won’t aid in rotating your vehicle efficiently by balancing power distribution from side to side across the back wheels.

Alternatively, the ADX depends on its styling and features to stand out. Despite sharing the same 104.5-inch wheelbase as the HR-V, Acura’s designers extended the ADX’s total length by six inches, bringing it to 185.8 inches. This elongation primarily stems from the distinctive front grille and tail-end design elements characteristic of the ADX family. To put this into perspective, the ADX measures only 1.6 inches shorter in length and 1.9 inches lower compared to the larger RDX model. The vehicle boasts ample external contours that enhance the signature face of the marque without adding unnecessary complexity visually.

The interior dimensions reveal nothing unexpected: The legroom measures 41.9 inches upfront and 37.7 inches towards the back, identical to what you get in an HR-V. Additionally, the storage space remains consistent; the base model matches the HR-V’s capacity, offering 24 cubic feet with the seats upright and expanding to 55 cubic feet when they’re folded down. It’s worth noting that the ADX includes a subwoofer as part of the Bang & Olufsen 15-speaker sound system available in the highest trim level, A-Spec with Advance Package. This reduces both cargo capacities by one cubic foot each. Therefore, audiophiles might have to forgo packing their extra set of socks.

The materials’ quality receives significant focus as well, featuring a standard leather-wrapped steering wheel (with a flat-bottom design available on the A-Spec models and above). Additionally, you get an eight-way power-adjustable driver’s seat, heated front seats, rear air conditioning outlets, dual-zone automatic climate control, LED ambient lighting, a panoramic sunroof, and standard 18-inch alloy wheels (upgraded to 19-inch ones for the A-Spec trim levels and higher). This extensive list of features nearly makes justifying the approximately $4000 price difference between the ADX base model and a top-spec HR-V EX-L AWD seem reasonable. Nearly so.

The ADX strengthens its argument through superior chassis tuning and enhancements in the body structure aimed at justifying its higher cost. Even though we tested an entirely equipped A-Spec variant complete with the Advance Package—encompassing leather seats, adjustable lumbar support, the B&O audio system, a heated steering wheel, exclusive black rims and exterior accents, remote engine starting, and multiple view cameras—the benefits of these upgrades extend to all ADX models.

Initial observation: It’s surprisingly silent. Acura enhances the already sturdy frame with numerous sound-dampening techniques such as abundant foam insulation, noise-reducing wheel wells, and a specialized flooring combined with acoustic carpets. This creates a much more serene space inside. However, some wind noise can be heard, and at times, tyre sounds make their way into the cabin when the tyres encounter rough road surfaces. Nonetheless, it feels like a moving soundproof room contrasted with the HR-V.

More importantly—especially for us—the chassis receives comprehensive attention with tailored adjustments for the dampers and springs, along with firmer anti-roll bars. Acura also fine-tuned the software controlling the electric power steering and made refinements to the steering shaft column bearing. Coupled with the 235/45R-19 all-season tires (while the base model comes equipped with 225/55R-18 tires), this configuration proves transformative. During our drive alongside an enthusiastic driver in a BMW 3-Series through the twisty routes around Southern California’s Palomar Mountain, we found responsive, consistent steering devoid of any jitteriness, paired with ample traction allowing us to navigate corners tightly within our comfort zone. Naturally, the 3-Series eventually distanced itself once the opposing driver grew bored of competing; however, the ADX doesn’t disappoint—it offers predictable handling free from unexpected quirks. On highways, the steering provides a smooth central feel ideal for leisurely drives. Each component works harmoniously together such that one might wonder why Honda didn’t begin with this set-up for the HR-V.

However, as usual, there’s always a catch: the transferred turbocharged engine didn’t quite meet our expectations, even though it boasts an esteemed Integra heritage. This might be due to its weight; in its most luxurious all-wheel-drive configuration, the ADX tips the scales at approximately 3611 pounds—a hefty 300-pound increase compared to the previous HR-V model we evaluated. When pressing down on the gas pedal, one typically experiences the standard continuous variable transmission (CVT) reaction: the motor races up towards its 6500-rev-per-minute peak, yet the acceleration lags slightly behind. Utilizing the paddle shifters—which are crafted from aluminium—not only allows for better control over gear changes but also enhances engagement. In Sport mode (other modes include Snow, Normal, and Comfort—with high-end models offering an additional Individual setting), shifting the lever into a sportier position enables the CVT to perform shifts more adeptly, maintaining higher RPM levels during deceleration before turns. Nevertheless, this still falls short of matching the spirited performance of the Integra.

Primarily, the ADX positions itself as a smart choice over European rivals, much like numerous Acura models have done previously.
subcompact luxury SUV segment
, that means the
Audi Q3
,
BMW X1
, and
Mercedes-Benz GLA-class
, featuring three German-made vehicles with significantly more power and conventional automatic transmissions—alongside corresponding price increases for most configurations.

Priced starting at $36,350 with front-wheel-drive configuration and reaching up to $45,350 for the fully loaded A-Spec variant featuring all-wheel drive along with most optional features, the ADX appears strikingly pricey compared to its base price. However, when juxtaposed against similar luxury compact SUVs like the Audi Q3, BMW X1, and Mercedes-Benz GLA250, particularly their lower trim levels, the ADX becomes more competitive. Despite being essentially a premium version derived from Honda’s budget-friendly HR-V platform, the ADX manages to stand independently without feeling derivative.

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