IllustrationTRANSMISION WARNING LIGHT COMES ON ALONG WITH SIDE WARNING INDICATOR , STAYS ON TILL VEHICLE IS TURNED OFF . THEN MAY OR MAYNOT COME BACK ON . VERY INTERMITENT.
2017 Acura Rdx
Owner reports · Recalls · Investigations
Similar to other model years
Owner complaints for the 2017 Acura Rdx do not stand out strongly from the model-year median of 36.5.
About this comparison →How this year compares
Owner complaints by model year
Compare all Rdx years →Counts vary with age, sales and reporting. They are not failure rates.
What owners reported most
All reported categories
Tap a category to read its complaints. One report may name several components.
When problems were reported
Mileage at the reported incident
200–25K
525–50K
250–75K
175–100K
2100–150K
1150K+
31 reports with mileage · 44 unknown
NHTSA’s mileage field refers to the reported incident, not necessarily the filing date. This shows report counts, not the likelihood of a failure.
What to inspect
Issues worth paying extra attention to based on owner reports.
- Power Train. Review the 22 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Electrical System. Review the 18 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Engine. Review the 11 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
NHTSA owner reports · September 18, 2026 snapshot.
7 crash reports1 fire reports4 injury reports
What owners actually said
75 reportsI have been experiencing issues with the alarm system when I lock the car the alarm randomly goes off. I have had my battery replaced and it still happens. There is nothing touching the handles during these times, it happens randomly, something internal going on. The only way to be sure it won’t disturb my neighbors is to leave …
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I have been experiencing issues with the alarm system when I lock the car the alarm randomly goes off. I have had my battery replaced and it still happens. There is nothing touching the handles during these times, it happens randomly, something internal going on. The only way to be sure it won’t disturb my neighbors is to leave my door unlocked which is unsafe.
The contact owns a 2017 Acura RDX. The contact stated while driving at an undisclosed speed, the vehicle loss automotive power while the accelerator pedal was depressed. No warning lights were illuminated. The failure occurred on several different occasions. A dealer was contacted and made aware of the failure and stated that th…
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The contact owns a 2017 Acura RDX. The contact stated while driving at an undisclosed speed, the vehicle loss automotive power while the accelerator pedal was depressed. No warning lights were illuminated. The failure occurred on several different occasions. A dealer was contacted and made aware of the failure and stated that the failure was possibly caused by the torque converter however, the vehicle was not diagnosed. The vehicle was not repaired. The manufacturer was notified of the failure. The failure mileage was approximately 70,000.
The contact owns a 2017 Acura RDX. While the contact's wife was driving at an undisclosed speed, the brake pedal was depressed; however, the vehicle failed to stop as intended. The contact's wife enabled the parking brake. The contact stated that at a later while, the vehicle independently accelerated. No warning lights were ill…
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The contact owns a 2017 Acura RDX. While the contact's wife was driving at an undisclosed speed, the brake pedal was depressed; however, the vehicle failed to stop as intended. The contact's wife enabled the parking brake. The contact stated that at a later while, the vehicle independently accelerated. No warning lights were illuminated. The vehicle was taken to the dealer; however, the failure was not duplicated. The vehicle was not diagnosed or repaired by an independent mechanic or dealer. The contact stated that prior to the failure, the vehicle was repaired an unknown recall was associated with the turbocharger repair. The contact researched and discovered that the failure was a known failure with similar vehicles. The manufacturer was made aware of the failure, and a case was filed. The failure mileage was approximately 143,500.
The contact owns a 2017 Acura RDX. The contact stated that while driving at an undisclosed speed, the vehicle unexpectedly sputtered, and the transmission warning light illuminated. The vehicle was taken to an independent mechanic, and DTC: P0741 was retrieved. The mechanic determined that the torque converter clutch had failed …
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The contact owns a 2017 Acura RDX. The contact stated that while driving at an undisclosed speed, the vehicle unexpectedly sputtered, and the transmission warning light illuminated. The vehicle was taken to an independent mechanic, and DTC: P0741 was retrieved. The mechanic determined that the torque converter clutch had failed and needed to be replaced. The vehicle was not repaired. The vehicle was then taken to a dealer, where the same diagnostic results were provided. The contact was informed that the torque converter clutch had failed and needed to be replaced. The vehicle was not repaired. The manufacturer was made aware of the failure. The failure mileage was approximately 138,477.
I was at a stop light, car was stopped, the electronics on the vehicle looked like it went through a reboot, a/c blower fluctuated (turned off then back on), all displays went out and restarted like it does when you start the car. When the traffic light turned green, and I stepped on the gas, the car shuddered and hesitated, lik…
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I was at a stop light, car was stopped, the electronics on the vehicle looked like it went through a reboot, a/c blower fluctuated (turned off then back on), all displays went out and restarted like it does when you start the car. When the traffic light turned green, and I stepped on the gas, the car shuddered and hesitated, like the transmission, abs and traction control were all going haywire. Then the car drove fine. As long as I do not slow down too much or stop. Once I got home and had to back up into the garage, it went through that haywire cycle again. This was the 3rd time this has happened on this car. But after I shut off the engine, wait a little while and start it again, symptom seems to go away, until it decides to happen again. I have had this car since July of 2024, and since that time, I have had this happen to me 3 times and 2 times to my wife. I have read on the net and one of the possibilities talked about if the abs control unit, where soldered wires seems to be melting off of the circuit boards and causing intermittent connection, therefore exhibiting erratic behavior. There are even services on ebay where you can send in your whole abs unit and they will open them up, clean and re-solder the wires. This seems to be scary and concerning from a safety perspective. Please investigate the issue for us who are affected. Occurrences are getting more frequent (almost every other day) and it just happened again today 3/3/26.
ENGINEN BRAKE DON
The engine upper magnesium intake manifold is spider cracked around several mating half bolts causing an engine emission warning light to illuminate for bank #2 lean code. I believe the part number for the upper intake manifold is P/N 17160-5G0-A00. 2017 Acura RDX with 84,000 miles. The Acura mechanic knew what the issue was rig…
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The engine upper magnesium intake manifold is spider cracked around several mating half bolts causing an engine emission warning light to illuminate for bank #2 lean code. I believe the part number for the upper intake manifold is P/N 17160-5G0-A00. 2017 Acura RDX with 84,000 miles. The Acura mechanic knew what the issue was right away stating that it’s known problem with the magnesium intake manifold, but Acura doesn’t have a recall.
Acura RDX alarm keeps going off; smart power control unit (keyless access/tpms) is faulty.
Locked Acura RDX alarm goes off randomly for no reason. When the alarm is turned off all the lights on the dash are flashing on and off and ticking. The most recent is 8/14/25. But has happened on several occasions especially if locked with the key fob or the lock on exterior of door. On 8/14/2025 it was lock by the inside d…
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Locked Acura RDX alarm goes off randomly for no reason. When the alarm is turned off all the lights on the dash are flashing on and off and ticking. The most recent is 8/14/25. But has happened on several occasions especially if locked with the key fob or the lock on exterior of door. On 8/14/2025 it was lock by the inside door lock.
Official recalls
117V256000 · Equipment:other:labels
Apr 18, 2017
Honda (American Honda Motor Co.) is recalling certain 2017 CR-V and Acura RDX vehicles. The Certification Labels on the affected vehicles were printed with ink that may be inadvertently wiped away with an alcohol solvent. As such, these vehicles fail to comply with the requirements of 49 CFR Part 567, "Certification."
Consequence & remedy
Consequence: If the label information can be wiped away, the operator may not be able to refer to the information, possibly resulting in the vehicle being overloaded, which can increase the risk of a crash.
Remedy: Honda and Acura will notify owners, and dealers will replace the Certification Label, free of charge. The recall began June 2017. Owners may contact Honda customer service at 1-888-234-2138. Honda's numbers for this recall are KF3 (CR-V)and KF4 (RDX).
Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗
NHTSA investigations
1EA21002 · Desiccated Air Bag Inflator Rupture
Opened Sep 17, 2021 · No close date supplied
Status: open (inferred from source dates) · Air Bags:frontal:driver Side:inflator Module; Air Bags:frontal:passenger Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Additional source detail variants (2)
Air Bags:frontal:driver Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Air Bags:frontal:passenger Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.