2020 Ford Explorer vs 2019 Acura RDX

The 2019 Acura RDX showcased a striking new exterior design, borrowing elements from its larger sibling, the Acura MDX. The front end featured angular headlights and a broad, demonstrative grille, a significant improvement from the previous "shield" grille. The RDX's upright layout and rear end design provided additional cabin space, creating a modern and sharp aesthetic. Inside, the RDX impressed with soft-touch surfaces, unique stitching, and brushed aluminum accents. Standard features included 19-inch alloy wheels, LED lighting, a power liftgate, and a panoramic moonroof. The interior was well-equipped with leather upholstery, heated front seats, dual-zone climate control, and a 10.2-inch HD monitor with Apple CarPlay integration.

The 2020 Ford Explorer refined its upscale, utilitarian design by slimming down body panels and creating a lower, more athletic appearance. The widened headlights, large grille, and italic "Explorer" lettering on the hood gave it a prominent face. The ST version, with black 21-inch rims, blacked-out trim, and quad exhaust pipes, looked particularly striking. However, the interior fell short, with low-grade materials and hard plastics dominating the cabin. Despite some aluminum accents and white stitching, the overall feel was not up to par with its price point. The Explorer's interior space was generous, especially in the second and third rows, but the quality of materials left much to be desired.

The 2019 Acura RDX featured a turbocharged 2.0-liter inline 4-cylinder engine, producing 272 horsepower and 280 pound-feet of torque, paired with a 10-speed automatic transmission. The available Super-Handling All-Wheel Drive (SH-AWD) system provided excellent traction and sporty handling. The Integrated Dynamics System (IDS) allowed drivers to switch between Comfort, Snow, Sport, and Sport+ modes, adjusting throttle response, shift mapping, and steering feel. The RDX delivered a brisk takeoff and agile cornering, with fuel economy ratings of 22 mpg city, 28 highway, and 24 combined for the front-wheel-drive model, and 21/27/23 for the AWD version.

The 2020 Ford Explorer offered a range of engines, including a 3.0-liter twin-turbo V6 with 400 horsepower and 415 pound-feet of torque in the ST trim. The rear-wheel-drive chassis provided balanced weight distribution, enhancing handling and ride quality. The Explorer ST's powertrain delivered smooth, addictive power, with a 10-speed automatic transmission and optional all-wheel drive. The 2.3-liter turbo inline-four engine, producing 300 horsepower and 310 pound-feet of torque, was standard on most trims. A gas-electric hybrid option combined a 3.3-liter V6 with an electric motor for a net 318 horsepower. Fuel economy varied, with the hybrid rated at 23 mpg city, 26 highway, and 25 combined, while the turbo V6 in AWD trims achieved 18/24/20. Towing capacity ranged from 5,000 to 5,600 pounds, depending on the engine and drivetrain.

The 2019 Acura RDX offered 29.5 cubic feet of cargo space behind the rear seats, expanding to 58.9 cubic feet with the seats folded. The interior was spacious, with ample head- and legroom for both front and rear passengers. The floating center stack design provided additional storage space, and the cabin featured numerous trays and cubbies for everyday items. The RDX's interior was both functional and comfortable, accommodating taller passengers with ease.

The 2020 Ford Explorer excelled in interior space, with ample room for passengers and cargo. The second row felt like first class, with air vents, USB ports, and a panoramic moonroof. The third row could accommodate six-foot-tall adults for short trips, though the bench was too flat for long-distance comfort. Cargo space measured 18 cubic feet behind the third row, 48 cubic feet behind the second row, and 88 cubic feet with all seats folded. The Explorer's interior was intuitive and user-friendly, with physical knobs and switches for climate and stereo controls. However, thick D-pillars and fuzzy 360-degree cameras created unnecessary blind spots.

The 2019 Acura RDX came standard with the True Touchpad infotainment system, featuring a high-definition screen and touchpad interface. While the system had a steep learning curve, it offered sharp icons and seamless Apple CarPlay integration. However, simple tasks like changing the radio station required multiple steps, making it less user-friendly than traditional systems. The RDX's infotainment system had potential but needed refinement to match the ease of use found in competitors' systems.

The 2020 Ford Explorer featured an 8-inch touchscreen with Sync 3 infotainment, Apple CarPlay, Android Auto, and 4G WiFi as standard. Higher trims offered a 10-inch vertical touchscreen and a 12-inch digital instrument cluster. The touchscreen provided a well-organized, high-resolution interface, making it easy to adjust settings and view maps. However, the instrument panel lacked customization options and wasted screen space. The Co-Pilot360 Assist+ system offered semi-automated driving features but fell short in lane tracking and overall usability.

The 2019 Acura RDX came standard with a reversing camera, tire pressure monitoring system, traction control, and a full array of front and side impact airbags. The AcuraWatch suite included forward-collision warning, forward-collision avoidance, lane-departure warning, road-departure warning, and lane-keeping assist. The Technology Package added front and rear parking sensors and blind-spot monitoring with rear cross-traffic alert, while the Advance trim included a head-up warning system.

The 2020 Ford Explorer featured Ford Co-Pilot 360 as standard, with forward emergency braking, blind-spot monitoring, auto high beams, and lane-keep assist. The Assist+ option added adaptive cruise control with steering assist and reverse braking, though the latter could be overly sensitive. A passenger front knee airbag was also standard. The Explorer received an Acceptable rating in the small overlap test on the driver's side from the Insurance Institute for Highway Safety (IIHS), but the National Highway Traffic Safety Administration (NHTSA) had not yet tested it.