Best compact sporty SUV review

Drivetrain changes for the BMW X3 and redesigned Acura RDX have helped those vehicles earn the top spots in our Ratings of compact sporty SUVs. And they achieved that distinction by going in different directions.

The X3 has been powered by six-cylinder base engines since its inception in 2004, but BMW opted to go smaller for 2013. It replaced the previous 3.0-liter inline six with a new 2.0-liter turbocharged four-cylinder engine. The new engine ekes out 1 mpg better overall fuel economy than the old one. And although the turbo four is not as refined as the six, it delivers the same 240 hp and comparable acceleration. Precision handling and a taut ride make the X3 drive like the best sporty sedans. Add a quiet and plush interior and the X3 scores an impressive 80 in our Ratings.

By contrast, Acura dumped its rough and thirsty turbocharged four-cylinder engine in favor of a more refined 273-hp, 3.5-liter V6. The larger engine not only performs better but also contributes to a respectable fuel economy of 22 mpg overall.

The RDX had been a weak spot in the otherwise competent Acura lineup; the previous version wasn't refined and had a stiff ride. But the engine upgrade, along with a roomier, user-friendly cabin, helps it score a 79, just a hair below the X3. And the RDX is priced to move, costing much less than the competition.

Addition and subtraction. Until recently, the Audi Q5 was the top-rated vehicle in this category. We originally tested it with the 3.2-liter V6. But the base engine later became a 2.0-liter turbocharged four-cylinder, which contributed to a lower road-test score of 77. Still, the Q5 2.0T is a good choice, with enjoyable handling and a well-trimmed interior. Optional for 2013 is a potent 3.0-liter supercharged V6, with a 3.0-liter V6 turbo­diesel and hybrid expected later.

Rounding out our foursome is the Cadillac SRX, which dropped its old 3.0-liter V6 and optional 2.8-liter turbo V6 for a larger 3.6-liter V6 that gets 18 mpg overall. Despite a power increase, the heavy SRX feels sluggish. It scored a respectable 72 in our Ratings, dropping a point because revised suspension tuning hurt its emergency handling performance.

The RDX and the Q5 are recommended because reliability is predicted to be average or above. The X3 four-cylinder is too new for us to predict reliability, and the SRX has shown below-average reliability. Prices range from $36,605 for the RDX to $44,595 for the BMW X3 xDrive28i.

Buyers interested in smaller, sporty SUVs might also consider some moderately priced options. We recently bought a Ford Escape, redesigned for 2013. We haven't finished testing it, but we're finding that at higher trim levels, the Escape provides unique features, a quiet cabin, sporty handling, and a solid feel. The nimble Volks­wagen Tiguan shares the Audi Q5's turbocharged four-cylinder engine, but it costs thousands less. Other alternatives are uplevel versions of the Subaru Forester and Toyota RAV4.

More SUVs with turbos. We also tested two other turbocharged four-cylinder SUVs for this issue: the Kia Sportage SX and the Ford Edge SEL. The Sportage gained a turbocharger to boost power; the Edge is another SUV that downsized from a V6 to a turbo four to save fuel.

The X3 combines a sporty driving experience with a beautifully finished, quiet, and comfortable cabin. Agile handling and spirited performance make it fun to drive. A new turbocharged four-cylinder engine replaces the inline six-cylinder that we tested in 2011, and it gets a very good 23 mpg overall, but it's not as refined as the old base engine. Controls tend to be somewhat complicated.

New engine performs well. The new 2.0-liter, turbocharged four-cylinder engine produces the same 240-hp output found in the old six-cylinder. Fuel economy increased slightly to 23 mpg overall on premium gasoline, and performance was impressive. But some refinement and sound quality was lost compared with the six-cylinder. The higher-end X3 35i, which costs about $5,000 more, comes with a 300-hp, 3.0-liter turbocharged six-cylinder.

All X3s use a super-smooth eight-speed automatic transmission. Programmable driving modes alter shift points and throttle input. There's also an engine stop/start system that shuts down the engine while you're stopped, such as at a traffic light. But it sends a shudder through the car when it restarts. The system can be turned off.

The X3 drives almost as crisply as a good sports sedan. Body lean is well tamed, and the quick steering provides decent feedback. The AWD system works transparently. At its limits the X3 remains stable and forgiving, and it threaded through our avoidance maneuver at a relatively high speed.

Despite an underlying tautness, the X3's ride is compliant and controlled, but uneven pavement provokes quick side-to-side motions. The highway ride feels solid and unruffled. The drum-tight cabin remains very quiet overall, but when the four-cylinder engine is idling it emits a noticeable diesel-like clatter from its direct fuel injection.

Luxurious cabin. The interior is well finished. Impressive touches include nicely flocked storage areas and padded dash and door panels. But some misaligned panels and wide gaps are evident.

Drivers sit high and upright behind the tilt and telescopic steering wheel. But the driving position can be a bit narrow, and the console pushes against the right knee. The firm front seats are supportive. A power lumbar adjustment provides good lower-back support. Two or even three adults can fit comfortably in the rear seat.

Some controls are frustrating. The shifter requires the driver to press one button to shift into gear and another to park. You must also push the shifter forward from park to engage reverse. Although the iDrive multicontroller system remains complicated, BMW has simplified it and added hard keys for some radio functions, which are conveniently located. But there is no dedicated radio-tuning knob. A rear-view camera should be standard but isn't.

The roomy, well-finished cargo area has a standard powered liftgate, and options include a rear seat that folds in three sections, expanding cargo space. A low floor and flush sill make for easy loading. The X3 has run-flat tires, so it has no jack or spare tire.

The redesigned Acura RDX is a major improvement over its stiff-riding, unrefined, and thirsty predecessor. We found the new model to be roomy, quick, and better overall. One high point is the smooth, powerful V6 engine, which gets a respectable 22 mpg overall. But handling lacks agility, and the ride remains stiff. Controls are unusually simple, but interior detailing is less than what you'd expect from a premium vehicle. Nevertheless, the RDX proved competent, and it comes nicely equipped at a price much lower than the competition. Reliability is expected to be very good based on other Acuras.

Economical, powerful V6. The sweet-sounding 273-hp, 3.5-liter V6 feels smooth and responsive, delivering effortless acceleration. But the front wheels can spin rather easily on slick pavement before power transfers to the rear wheels. Fuel economy was an impressive 22 mpg overall on premium gas, better than some four-cylinder rivals.

Although the six-speed automatic transmission shifts smoothly, some of its downshifts are a bit slow. The RDX's 1,500-pound towing limit seems rather unambitious and trails many rival SUVs that typically tow 3,500 pounds or more.

Road bumps tend to punch through with stiff, rubbery impacts, and frequent small body motions make the ride busy. Even the highway ride remains stiff. The cabin stays fairly quiet, but tire and road noise are noticeable.

Handling is sound but unexceptional. In routine driving the steering responds promptly but is short on feedback. Body lean is well suppressed. But if you up the ante even a little, it becomes clear that the RDX isn't made for spirited driving.

At the track, the RDX reached its cornering limits quickly, with lots of body lean. Despite ultimately managing a decent speed through our avoidance maneuver, driver confidence was low because of limited grip and rocking motions from the body, which gave the sensation of the rear jacking up.

Nice but not luxurious. The cabin is neatly trimmed but not exactly upscale. Although the door panels and dash top are padded and there are attractive stitching details, the carpeting is thin, the front roof pillars are covered in hard plastic, and none of the storage cubbies are lined.

Drivers will find generous space all around, with a wide range of adjustment available from the driver's seat and the tilting and telescoping steering wheel. The front seats are very comfortable, well shaped, and firmly padded. Unobtrusive seatback bolsters provide good lateral support. Three adults can fit in the rear without much crowding. Foot room in back benefits from a flat floor.

Gauges and controls are straightforward, but navigating through the onboard computer menus can be too much of a fuss.

Cargo volume is moderate. The rear seatbacks fold down easily with the pull of a lever to make more cargo space.

Stylish and sporty, the Q5 is one of the more fun-to-drive SUVs. It delivers agile handling, and the base turbocharged four-cylinder and eight-speed automatic transmission provide commendable fuel economy and decent performance. The cabin is plush and quiet. But rear-seat and cargo space are fairly modest, and some controls are needlessly complicated. This Q5 version has had average reliability, but the soon-to-be-discontinued 3.2-liter V6 has been below average.

Light and lively. The base 211-hp, 2.0-liter turbocharged four-cylinder engine feels lively enough, with decent performance when revs are in the optimal range. We averaged a good 21 mpg overall on premium fuel. Shifting is very smooth from the responsive eight-speed automatic transmission. 2013 will bring an impressive 3.0-liter supercharged V6, a 3.0-liter V6 TDI turbodiesel, and a hybrid.

At low speeds the ride has an underlying firmness, but passengers are well isolated from most road bumps and the highway ride is impressively steady. The four-cylinder has some pronounced whirring and a trace of direct injection clatter, detracting from the otherwise quiet interior.

Able to tackle corners with gusto, the Q5 is one of the most agile SUVs you'll find. The steering feels direct, communicative, and well weighted, with little body lean in turns. The permanent all-wheel-drive system works unobtrusively.

Pushed to its limits at our test track, the Q5 handles almost like a sports sedan, remaining stable and balanced. It posted a good speed negotiating our avoidance maneuver, and drivers felt confident.

Opulent and comfortable. The well-finished and luxurious interior is decorated with attractive wood and chrome detailing, lined storage compartments, and padded surfaces. Even the carpet is soft, and the cargo area is better trimmed than the cabin of most cars.

Drivers of any height sit up high and will find plenty of head and leg room. The tilt-and-telescopic steering wheel helps out, too. Tall drivers appreciated the generous seat travel. The wide center console slightly intrudes on right knee room.

Firm front seats are comfortable and supportive on long trips, but their backrest might be too narrow for those with broader physiques. The reclining rear seats are very comfortable and spacious for two adults. The center position has a hard cushion and a large center tunnel that consumes foot room.

The speedometer goes to 180 mph, cramping the numerals and making it difficult to tell your exact speed at a glance. Many controls are complicated, requiring several steps to execute some functions, such as manual radio tuning or adjusting the seat's heat. The lack of a standard rear-view camera is disappointing.

Cargo volume is modest at 32 cubic feet. Maximum towing capacity is an impressive 4,400 pounds. The power tailgate's opening height can be adjusted.

Stylish, agile, and quiet, the SRX is a competitive choice in the class. The interior is richly appointed and nicely detailed. A more powerful V6, added for 2012, delivers slightly improved acceleration and fuel economy. Despite the added power, the SRX still feels somewhat listless in everyday driving. The stylish exterior design contributes to modest rear-seat and cargo space, along with severely restricted driver visibility. Below-average reliability prevents us from recommending the SRX.

Bigger, better engine. The 308-hp, 3.6-liter V6 engine provides quicker acceleration and better fuel economy than the old 3.0-liter V6. But the SRX still feels sluggish in ordinary driving. Shifts from the six-speed automatic are generally smooth, but downshifts from higher, fuel-saving gears are sometimes slow to come. The 3.6-liter returned 18 mpg overall on regular fuel.

On the road, the SRX feels taut yet supple with subdued ride motions; suspension tweaks improved the ride, but an underlying firmness at low speeds remains. On the highway, it feels steady and compliant. Road noise is hushed, but wind noise creeps in. And the engine develops a snarl when pushed.

Quick, well-weighted steering helps make the SRX fairly agile, but the suspension tweaks adversely affected its capability. At the track, it turned in a decent speed through our avoidance maneuver, with good tire grip. But pronounced body lean did not leave our drivers feeling confident in emergency maneuvers.

Delightful cabin. The interior is well trimmed and nicely detailed, with stitched edges, many soft-touch panels, wood accents, and good fits overall.

Drivers will find plenty of head and leg room, and the manual tilt and telescope steering wheel and power adjustable pedals offer enough adjustment to accommodate a variety of sizes. The footrest is awkwardly placed.

Front seats are wide and well padded, and remain supportive even on longer trips. An adjustable thigh-support bolster extends the lower cushion, but some shorter drivers felt the cushion was too long even with it retracted. Rear-seat leg room is adequate, but the seat cushion is somewhat low and head room is tight for 6-footers.

Most controls are straightforward, but many buttons on the center stack are small and clustered together with small, difficult-to-read labels. Welcome changes from the SRX we tested in 2010 include hard keys for radio presets and power lock buttons on the doors. The 2013 update brings Cadillac's Cue control system that adds extensive voice controls. But this system has touch-sensitive buttons that are flush to the control panel. We find traditional controls easier to use.

Cargo space is modest for the class. The rear seats fold 60/40 for more room. The power liftgate can be adjusted to open to different heights, a clever feature.

The Sportage's stylish design stands out from the crowd of typical boxy SUVs. But if you want even more fun, you can buy the top-level Sportage SX with a 2.0-liter turbocharged four-cylinder engine. With 84 more horses than the standard four-cylinder, acceleration is much quicker.

Power comes on smooth and strong, and at 21 mpg overall you lose just 1 mpg, a small price for a large boost in acceleration.

Although the SX has a firmer suspension and larger wheels, it's not sportier to drive. Steering is heavy and doesn't give much feedback. In corners, body lean is kept in check. The SX is secure at its handling limits.

The ride, which was already stiff in the base Sportage, becomes worse with the SX version. In this trim level, there is also quite a bit of wind noise and pronounced road noise.

Driver visibility from the Sportage is obscured, with small windows and thick rear pillars being culprits. But the optional rear-view camera helps out when you're reversing.

Controls are mostly straightforward. The audio system has Microsoft's UVO voice controls for smart phones and music players, but the touch screen shows only three presets at a time. That's not enough.

The SX's powered seats, which are nicely trimmed in leather, are more supportive than the cloth seats found on lower trim levels, but the cushions are firm and the bottom ones feel short.

The back seat is comfortable for three people, with generous leg and foot room, partly thanks to a flat floor. Cargo space is modest for this class.

Unique available features include a panoramic sunroof and a cooled driver's seat.

Springing for a loaded Sportage SX gets you more features and better performance, but those extras come at a cost in ride comfort and noise.

We don't have reliability data yet on the SX's turbo engine.

From the outside, this Edge looks like any other Edge. But under the hood it's missing two engine cylinders.

That's because this SEL has Ford's EcoBoost 2.0-liter turbocharged four-cylinder engine instead of the base 3.5-liter V6. The EcoBoost is designed to provide V6-like power with four-cylinder-like fuel economy. And the $995 option delivers in the Edge. The little engine moves this not-so-little SUV around with plenty of power.

There's less engine noise, too: The four-cylinder turbo actually sounds more refined than the V6. But the six-speed transmission lacks refinement.

Unfortunately, the EcoBoost isn't available with all-wheel drive. That might affect winter traction if you live in northern climes, but the loss in weight by not having AWD boosts performance and helps with fuel economy. Our front-wheel-drive Edge EcoBoost got 21 mpg overall, which is 3 mpg better than our previously tested Edge V6 with all-wheel-drive.

We skipped buying the complicated MyFord Touch infotainment system that is a common Edge option. But you'll still have plenty of high-tech features, including a backup camera and the ability to sync up to your electronic devices. Without MyFord Touch, you also get useful buttons for the climate and radio presets. But some controls and menus can still be complicated.

This Edge shares many of the downsides that we found in the 2011 Edge V6. Wind noise is noticeable, and handling is secure but not agile. The rear seat is roomy but too low for good thigh support. And a small rear window and thick pillars limit visibility. Overall, it falls short of the competition.

This Edge scores high enough to be recommended, but we don't yet have reliability data on the new engine.