MDX69
At least Joe Raiti took the time to understand how these touchpads work. No complaints at all from me with this setup although a dual system would at least appease the folks lacking muscle memory. Of course if it was touch screen they'll just get complaints about the screen being too far away...which is exactly what Toyota/Lexus is dealing with.
Not to mention all the fingerprints.
I have no complaints with the new infotainment, I think Acura did well with it. People are just afraid of change and forget that human brain is really good at learning. I hated the counter-intuitive scroll direction of the MMI in my previous Q7 when I first got it, but after living with it for a week it became second nature and I forgot all about it.
I have no complaints with the new infotainment, I think Acura did well with it. People are just afraid of change and forget that human brain is really good at learning. I hated the counter-intuitive scroll direction of the MMI in my previous Q7 when I first got it, but after living with it for a week it became second nature and I forgot all about it.
I stuck with Honda and now Acura because everything is so familiar between models. Pretty much all the placement of the major controls and functions are similar to my 06 TSX, 08 RDX Tech, 11 MDX Adv, 18 RLX hybrid, and 19 MDX Adv hybrid. It doesn't take long to learn the extra features added over time. I can see how the features and functions on an Acura would take some time to get use to if you drive multiple brands. I'm always comparing the previous gen or trim levels against each other compared to comparing other brands against Acura (3rd Gen MDX Adv -vs- 4th Gen MDX Tech or Adv).
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Tested: 2022 Acura MDX SH-AWD Is a Driver's Family Hauler
Acura's new three-row MDX SH-AWD benefits from significantly sharper handling and more technology.
www.caranddriver.com
Acura's larger 3-row MDX benefits from significantly sharper handling and more technology.
By Mike Sutton
Jan 28, 2021
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Michael SimariCar and Driver
Acura's driver-focused reboot is off to a strong start with its compelling new TLX sports sedan. But to be successful in today's SUV-crazed market, the brand's recipe for handling prowess also has to work on a hulking, 3-row utility vehicle. Fortunately for the redesigned 2022 MDX—which has outsold the TLX roughly 2 to 1 in recent years—it does.
The 4th-generation model's athleticism is surprising considering it's about 2 inches longer and wider than before and has a wheelbase that's 2.8 inches longer. The curb weight surges by 200 to 300 pounds, depending on the configuration. Despite that bloat, the new platform is also stiffer and features a switch from a strut front suspension to a control-arm setup that sharpens its manners and handling. Combined with direct but not overly quick variable-assist steering, the result is a reassuringly positive feel from its front end when turning into corners, regardless of the selected drive mode.
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Michael SimariCar and Driver
More on Acura MDX and TLX
2022 MDX Is More Expensive and Bigger Inside
Tested: Acura TLX Shows Signs of Greatness
A revised multilink rear suspension and adaptive dampers add to its nimble composure, as does a torque-vectoring rear differential on versions equipped with the Super Handling All-Wheel Drive (SH-AWD) system. Base models get 19-inch wheels, but most trims wear 20s shod with 255/50R-20 Bridgestone Alenza Sport A/S all-season tires. Ride quality on the big rollers is taut but never harsh. While road isolation is not as comprehensive as that of, say, an Audi Q7 or a Volvo XC90, the MDX has a responsiveness that's uncommon for a 7-seat vehicle nearly 200 inches long.
Power continues to come from a throaty-sounding 3.5-liter V-6 good for 290 horses, which now mates to an automatic transmission with 10 speeds, up from the previous 9. Gear swaps are smooth and well-coordinated. But given the MDX's sportier character, we'd like quicker responses from the 10-speed's paddles on the steering wheel. Still, we expect a respectable 60-mph run in about 6 seconds.
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Michael SimariCar and Driver
A longer hood helps the MDX's handsomely creased bodywork more closely mimic rear-wheel-drive proportions. Inside, drivers will appreciate the standard front sport seats and smaller diameter, thicker-rimmed steering wheel. Technophiles will dig the bright 12.3-inch gauge-cluster and infotainment displays, although we maintain that, despite some updates, Acura's touchpad interface is no replacement for a well-executed touchscreen. Aluminum accents and open-pore wood trim combine with ambient lighting to give the MDX's cabin a rich, high-tech vibe that's commensurate with the $61,675 ask of the top Advance SH-AWD model we drove. Prices start at $47,925, a $2400 increase over the outgoing model.
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Michael SimariCar and Driver
Additional highlights include an available head-up display, 16-speaker ELS audio system with 710 watts, and a removable 2nd-row center console/seat that can convert the middle bench to captain's chairs. Rearmost riders benefit from easier access to an enlarged 3rd row plus raised bottom-seat cushions, but adults still won't want to sit back there for long. On the utility front, the MDX still tows up to 5000 pounds when properly equipped, and its aft cargo hold swallows 16 cubic feet behind the 3rd row, an increase of 1.
That the MDX's driver-centric evolution has brought any uptick in versatility is impressive. As with the TLX, this SUV's upcoming Type S model will get more interesting thanks to its 355-hp twin-turbo V-6 and larger brakes, wheels, and tires. But even in standard 290-hp form, the MDX's heightened connection with its pilot reinforces Acura's new direction.
Specifications
2022 Acura MDX
VEHICLE TYPE
front-engine, front- or all-wheel-drive, 7-passenger, 4-door wagon
BASE PRICE
MDX, $47,925; MDX SH-AWD, $49,925; MDX A-Spec, $58,125
ENGINE TYPE
SOHC 24-valve V-6, aluminum block and heads, direct fuel injection
Displacement
212 in3, 3471 cm3
Power
290 hp @ 6200 rpm
Torque
267 lb-ft @ 4700 rpm
TRANSMISSION
10-speed automatic
DIMENSIONS
Wheelbase: 113.8 in
Length: 198.4 in
Width: 78.7 in
Height: 67.1 in
Passenger volume: 139 ft3
Cargo volume: 16 ft3
Curb weight (C/D est): 4250–4550 lb
PERFORMANCE (C/D EST)
60 mph: 6.1–6.3 sec
1/4 mile: 14.8–15.1 sec
Top speed: 115 mph
EPA FUEL ECONOMY
Combined/city/highway: 21–22/19/25–26 mpg
https://www.motortrend.com/cars/acura/mdx/2022/2022-acura-mdx-first-drive-review/2022 Acura MDX1st Drive: Lackluster Luxury
20 years to get it right—this is the result?
Alex Leanse Author
Jan 28, 2021Acura MDX Full OverviewIt brings me no pleasure to write this. Between a 2003 CL Type-S, a couple of RDXs, and one unforgettable night in a hybrid NSX, I've enjoyed every Acura I've owned or had a chance to drive. Their quality construction and spirited driving style pleased my practical side and enthusiast soul. Sure, they weren't opulent like some rivals, but Acura's approach to luxury felt sensible without tripping into frippery.
So when word arrived that I'd review the redesigned 2022 MDX, I was stoked. I was even more stoked when Acura delivered a top-of-the-line Advance model coated in elusive Phantom Violet Pearl paint. Yet, as I drove it, my fervor faded. For a vehicle that Acura proclaims is the "best-selling 3-row luxury SUV of all time," this new 4th-generation MDX is missing a crucial part of that equation: luxury.
The importance of this vehicle isn't lost on me—it's a segment influencer, a hot seller, and the flagship of Acura's lineup. It's one Acura had to get right, and although it passes, it doesn't excel. Is there hope yet for the MDX?
00:25 / 19:37Style? Yes. Substance?
Infamous beak now behind it, Acura's styling direction is back on track—and exemplified well by the new MDX. This is a sharp-looking SUV, based in bold proportions and set with angular motifs that interact nicely around the car. Features like the slim LED headlights and taillights, classy multi-spoke wheels, and prominent exhaust tips help this MDX meet the dress code required for the luxury SUV club.
That impression continued when I looked inside, but as I poked around and slid into each row of seats, I became less convinced that this is a genuine luxury SUV. I go deep in my 2022 Acura MDX Interior Review, but here's what to know.
Up front, the dashboard is as stylish and as modern as the exterior. Comfort is high in the front seats, adjustable in numerous directions to achieve an ergonomic driving position. As is expected from Acura, everything feels screwed together well, a fact I was reminded of every time I touched the screws beneath the center console wrist rest. Exposed screws, in an Acura? Believe it. Tangible hardware may suit certain rugged SUVs, but the allegedly luxurious MDX isn't one of those.
Technology dominates the dashboard, perhaps to a fault. The standard digital gauge display looks great, but Acura's touchpad-based infotainment remains less intuitive and more distracting than competitors' touchscreen setups. Between the touchpad, huge wireless charging tray, and pointless pop-up USB charge ports, space on the center console seems poorly used. The small storage bin under the armrest continues this trend. Functionality aside, I'm a sucker for ambient lighting, and the MDX's color-adjustable accents left me tickled pink, orange, green, and more.
Those colorful strips continue along the rear door cards, but from the back seats they're 1 of few cues that indicate this SUV is meant to be luxurious. Leather upholstery can't make up for how flat and unsupportive the second and third rows are. Aside from a bit of trim around the door pulls and some padding on the armrests, the rear cabin is rife with basic carpeting and hard plastic. That may prove resilient enough to endure rigors of family transportation, but for those who want an SUV decorated to impress friends or clients, the MDX doesn't cut it. Rear amenities such as heated seats and USB ports are available, but these days those hardly qualify a luxury label. Things such as power-folding seats and plush 2nd-row captain's chairs do, neither of which is offered.Precision Crafted. Performance?
Such criticism, and I haven't even driven the thing yet. Do the MDX's road manners support its upscale aims?
The new light truck platform that underpins the latest MDX is stiffer, more rigid, and lighter than the previous architecture. It's designed to enhance crash safety, already a strong suit in every earlier MDX. Expect it to be the basis of future unibody trucks and crossovers badged with an A or H. In the case of the 2022 MDX, it provides a competent structure that's let down by tuning.
For as solid as the body feels, the ride quality isn't—it might be the least luxurious aspect of the MDX. It's excessively busy, transmitting every road ripple and crumble through the suspension. That's not to say it feels stiff or harsh. Rather, it's so soft that it bounces and heaves about constantly. Qualities like smoothness or serenity—those I typically associate with luxury cars—are largely absent. That's true even in the Comfort drive mode, and switching to Sport only makes impacts sharper. Trying to suss out the MDX on a stretch of twisty Malibu tarmac seemed futile because of how quickly it became unsettled.
At least the steering is accurate, fairly responsive, and it provides decent feel considering it's an electric rack in a big crossover. In Sport mode it's nicely hefty and requires deliberate inputs, while comfort slackens it off for chill cruising. Yet, in any mode, Acura's boasts about handling improvements brought by the double-A-arm front suspension and multilink rear setup seem a bit generous.
A caveat: The latest iteration of Acura's Super Handling All-Wheel Drive is terrific. Unlike some AWD systems that step in only to mitigate wheel slip, SH-AWD works constantly to shuffle power between the corners. Most of the time it's invisible, but in simple neighborhood intersections and canyon chicanes alike, I learned to get on the gas early to let SH-AWD neatly pivot the MDX around. A glorious moment came around an uphill switchback, when the rear end swung out in controlled oversteer—70 percent rear torque capacity, confirmed. This thing would be a blast in a sand pit or, for less loutish drivers, very confident in snowy or wet conditions.
The brakes, however, don't inspire confidence. The larger front rotors and more robust calipers feel wasted by the electric booster. My assessment mimics those from our early drives of the current RDX: lacking initial bite, with long pedal travel and minimal feedback. Here Acura may have succeeded with a luxurious calibration, as the soft pedal makes smooth stops easy. But peace of mind is a luxury, and brakes are something I never want to 2nd guess. Fortunately, the AcuraWatch suite—automatic braking, adaptive cruise control, lane keep assist, and more—is standard, and it all works as well as any other active safety and driver assist tech I've tried.
Acura's time-tested 3.5-liter V-6 returns, lightly tweaked to reduce noise and particulate emissions. Output remains unchanged from its previous MDX application, with 290 hp and 267 lb-ft of torque arriving high in the rev range. However, the new 10-speed automatic seems like an improvement over the earlier 9-speed transmission. Shifts are slushy but smooth, and they don't disrupt the flow of power as the transmission works to balance efficiency and acceleration. It keeps rpm low when it can but kicks down quickly—as many as four gears at a time—when the driver boots the throttle for a pass. Acceleration to 60 mph and combined fuel economy likely won't change much, measuring in the low 6.0-second range and 21 mpg, respectively, with AWD. Watch for a hybrid powertrain to return and perhaps an all-electric MDX to arrive at some point in the model run.Is the MDX a Luxury SUV?
Hopefully, at some point soon in the model run, Acura will amp up the appeal of the standard MDX, because this model left me so dissatisfied. Maybe Acura intentionally engineered some dynamic space between the standard MDX and the upcoming Type S model, slated to bow in a few months with turbocharged power, big Brembo brakes, and other performance upgrades. But I can't imagine that'll solve the problem at hand: lackluster luxury.
Although it helped originate the 3-row luxury SUV as we know it, the MDX has been surpassed despite Acura having had 20 years to get it right. Here, Acura's sensible approach seems too much so, as if its customers won't mind feeling a Phillips head or sliding around in the rear seats as the MDX wallows down the road. As stylish, well-built, and loaded with features as it is, the MDX just doesn't have the refinement to contend with the segment's best. Frankly, a little frippery wouldn't hurt.
2022 Acura MDX Review: An SUV Staple Fights Off a Mid-Life Crisis With Great Tech and Performance
2022 Acura MDX Review: An SUV Staple Fights Off a Mid-Life Crisis With Great Tech and Performance
The latest MDX gets its best upgrades yet, without losing what made it such a hit in the 1st place.
By Patrick George January 28, 2021
Patrick George View Patrick George's Articles
@bypatrickgeorgeThe Acura MDX needs no introduction. You see them all over the place. It's a staple of the luxury crossover market, it makes up a significant chunk of Acura's sales, and it's generally well-regarded by its buyers and critics alike. What it's not, however, is sexy, flashy or inspiring; at least, not the way competitors from BMW or Mercedes-Benz tend to be. That hasn't stopped the MDX from being the best-selling 3-row SUV of all time, but it's achieved that milestone in kind of a quiet and circumspect way, without overwhelming horsepower or a badge that screams "I'm rich and you're not."
So after 20 years on sale now, you can't blame the reliable MDX—or more specifically, the engineers at Honda—for feeling like a mid-life crisis was on the horizon. Though it basically helped invent the segment it's in, the MDX is a bit staid. Boring. Not really an attention-grabber. Perhaps some hot young thing came along (maybe it was the Honda Civic Type R or the reborn NSX) to capture everyone's hearts and minds, putting the respectable MDX in need of some reinvention. Just not the embarrassing kind, like the dad who gets an earring or starts a Pearl Jam cover band with the other dads he knows from soccer practice.
Patrick GeorgeI am pleased to report that with an all-new Acura-specific platform, a host of impressive technology and a turbocharged Type S version on the way, Acura has largely delivered on its promise to turn this MDX into its new mass-market flagship, replacing the old RLX sedan, which nobody was buying anyway.
And it's pretty fun to drive, too, for a three-row crossover.
2022 Acura MDX SH-AWD Advance, By The Numbers
- Base Price (As Tested): $46,900 starting | $65,000 (est.)
- Powertrain: 3.5-liter naturally aspirated V6 | 10-speed automatic transmission | all-wheel-drive
- Horsepower: 290 horsepower at 6,200 RPM
- Torque: 267 pound-feet at 4,700 rpm
- EPA Fuel Economy: 19 mpg city | 26 highway | 21 combined
- Curb Weight: 4,503 pounds (with SH-AWD)
- Seating Capacity: 7
- Cargo Space: 16.3 cubic feet behind the third row; 95 cubic feet max
- Quick Take: Acura's big SUV is better than ever and worthy of the flagship title.
- Cargo Space: 16.3 cubic feet behind the third row; 95 cubic feet max
- Seating Capacity: 7
- Curb Weight: 4,503 pounds (with SH-AWD)
- EPA Fuel Economy: 19 mpg city | 26 highway | 21 combined
- Torque: 267 pound-feet at 4,700 rpm
- Horsepower: 290 horsepower at 6,200 RPM
- Powertrain: 3.5-liter naturally aspirated V6 | 10-speed automatic transmission | all-wheel-drive
What's New and Improved (A Lot)
I'll preface this by saying that with traditional press launches still suspended over COVID-19 and in-demand new models like this one only getting short loans to automotive writers, my time in the new MDX was limited to a couple of days. But it's clear that these changes have caused quite a transformation.
Patrick GeorgeThe new, Ohio-built MDX no longer shares a platform with cars like the Honda Accord and Odyssey. It's on an all-new light truck platform, exclusive to Acura, and a real emphasis has been placed on performance this time around. Acura's been trying to get its groove back lately after a decade and change of being unable to meet tougher challengers from all sides with various whatever re-badged Hondas. That effort started with the second-gen NSX, and the brand says it's trickling down to the rest of the lineup.
AcuraThough it may not look obviously or radically different from the last one, the new MDX gets a 32% stiffer body structure; larger and more powerful brakes; a new multi-link rear suspension and a new double-wishbone front suspension; revamped electric steering; 10mm wider tires; and more distinct differences between the various drive modes, like Comfort and Sport. It's also several inches longer and wider than before and does much better in the way of standard equipment.
AcuraThe standard 3.5-liter V6 is a carryover from the last MDX with a few new bits to reduce emissions and noise, and it's rated as before at 290 hp and 267 lb-ft of torque. As with all of Honda's V6 engines, I'm generally a fan, though I am more excited to try the upcoming turbo MDX Type S that amps power up to 355 hp and 354 pound-feet of torque.
Patrick GeorgeFront-wheel drive is standard on the 2 base MDX and Technology trims. Acura's Super Handling All-Wheel Drive is a $2,000 option on those 2, and it comes standard on the 2 upper A-Spec and Advance trims.
On the outside, our metaphorical mid-life crisis dad may not have gotten an earring, but he did decide to hit the gym a bit and dump the baggy polo shirts for some classier standards from ASOS and Bonobos. The grille is wider and more aggressive, the headlamps are narrower, the side creases are more pronounced and there's just less of a dumpy minivan profile overall.
Patrick GeorgeI can't say it looks tremendously more distinctive or different than before, and it still just doesn't have the visual flash of a Benz (or even a Genesis, now) but it does present a bit more aggressively and confidently this time around.
Tech and Interior
But it's inside, and in the technology suite, where this MDX finally gets a real upgrade from "slightly nicer Honda" to "actual luxury car that seems worth its price tag." My tester came with some really nice interior flourishes, like a rich "espresso" leather interior, full leather under-dash, piano black dashboard and ash "open pore" wood accents.
Patrick GeorgeIt's a nice, comfortable, modern place to spend time; the seats especially are great, with just the right amount of slightly aggressive bolstering on what's supposed to be a reasonably sporty driving experience.
There are a few other clever touches here, too, like a little box that pops out to expose the USB ports. Fun! Other highlights for me included wireless Apple CarPlay and Android Auto, plus wireless charging for compatible devices. Every luxury car should have those features in 2021 and beyond; I don't think I'd want a new car that can't do those things.
Of particular note was the ELS 3D Studio sound system on my top-level Advance tester. It's a 16-speaker affair and it's excellent, providing rich, sparkling sound on the road at any speed. I'm not enough of an audio expert to be really authoritative here, so I'll just say it sounded great, and good enough I had to point it out to you here, on this website.
Also standard across all trims is Acura's new, sweeping digital gauge cluster and a 12.3-inch infotainment control screen. The former, I had no problems with; it looks and works extremely well, with the ability to customize quite a bit of displayed data. The latter is... well, it's actually a lot less frustrating than I remember. Acura, you see, operates its screen through a trackpad below the gear selection buttons. You slide your finger along the pad to select various menus, then click what you want.
Normally these systems are infuriating to use. The ones Lexus used until recently were infamously bad, leading the automaker to adopt touch screens across the board as a mea culpa. And I've had a few eye-roll moments with this same system in the new RDX and TLX sedan. But in the MDX's case, some apparent fine-tuning to the trackpad, larger menus and a bit more experience on my end made for an interface that didn't come with too many headaches. It works fine, and it's relatively easy to use, even if you're in motion (though that's not advisable for long.)
Patrick GeorgeI still wish Acura had a touch screen as a redundant-ish backup because that's what everyone is used to now, but beyond entering addresses into the nav, which is still annoying with a pad, I don't have terribly many complaints.
I didn't either when I clambered into the back seats, as your passengers often will if you're in the market for a car like the MDX. The second row has ample room for a skinny guy a hair under six feet tall like me, and in the middle, you get a "multi-function removable middle seat" that folds all the way up into a captain's chair, flips down to reveal cupholders, or can be taken out entirely. It's very minivan-y, in a useful way; that tracks since, when we get down to it, crossovers have filled the niche minivans once had a tight grip on.
As for the 3rd row, it probably won't shock you to learn it's for little kids only or adults in a pinch. You won't want to spend a long amount of time back there, and you'll likely want to keep it down just for the extra cargo area in the hatch.On the Road
So now that this dadmobile has racked up miles on the Peloton, traded his cargo shorts for some Indochino suits and got a new iPhone 12 that, thankfully, he isn't wearing on a belt clip, can he deliver the goods? The answer's yes, for the most part.
No one's ever going to write epic poems about the driving dynamics of a 3-row crossover. These things are built for hauling kids and their gear, without projecting the image of total resignation you get from driving a minivan. (It's true, you can't beat a minivan for a good many things, but the stigma remains.) But as far as these go, the new MDX isn't bad at all. More than that, it's decently athletic for this class and price tag.
Patrick GeorgeIt's a surprisingly deft handler with a quick turn-in and accurate electric steering. I kept the MDX in Sport mode most of the time and I was impressed with how it could tackle a corner for its height and 4,500-pound curb weight. If you owned an Integra Type R before the kids dropped, you won't be having flashbacks to your glory days at the autocross course, but the MDX can take care of itself. The wider tires and more rigid structure have paid off nicely here when roads start winding.
Patrick GeorgeThe tradeoff is a ride quality that's a touch on the harsh side—more so than in the cushy Toyota Highlander Hybrid, another 3-row crossover I was in a week prior—but not in any truly unsettling way. My biggest complaint was that the too-soft brake pedal doesn't match the vigorous character the rest of the car is going for.
The sole gearbox option for all 2022 MDXs is a 10-speed in-house Acura automatic with paddle shifters. Around town, I found it to be plenty smooth but downshifts felt a bit slow in Normal mode—an issue I did not have in Sport mode. I'd like more time in the MDX to render a final verdict on that. The 3.5-liter V6, however, is more of a known commodity. It's got more than adequate power that never left me wanting for aggressive passes and gives off a great sound to boot.
Naturally, I'm more intrigued by the Type S when it's ready to deploy. That gets a different engine entirely, a 3.0-liter twin-scroll turbo V6, putting Acura finally more in line with competitors who have fully embraced forced induction. (It's going into the TLX Type S, too, which sounds even more fun, if only for the weight savings.) In the meantime, the standard MDX strikes a good balance between comfort, usability and driving joy, and the third one is not something you could say about its predecessors.
Patrick George
Early Verdict
The new base MDX starts at $46,900, and a top-of-the-line Advance model like mine starts at $60,650. Exact pricing details weren't available for this loaded example, as they sometimes aren't for early testers, but my educated guess is somewhere around $65,000 with options. Either way, you're getting a lot here at a price that undercuts a lot of German competitors and finally moves Acura into some higher territory.
Patrick GeorgeIt's for you if you need three rows of seats but can't fathom life with a minivan, want that legendary (pun very much intended) Acura reliability and tons of tech, and want to still engage in some moderate thrills behind the wheel. It's not for you if you're a badge snob, demand yet more performance, or don't need the extra size. I think for a lot of families, the mid-size RDX will do just fine.
Overall, I quite like what Acura's done with the MDX. It's become vastly more enjoyable than it ever was without compromising on the recipe that's made it a success with hundreds of thousands of families. And if this is how the standard one drives, the Type S should be put any concerns about a mid-life crisis to bed.
If you're gonna age, age gracefully, and adding a turbocharger is a great way to do that.
Contact the author at patrick@thedrive.com.
Correction: An earlier version of this story indicated the MDX Type S is twin-turbocharged; it has a single,twin-scroll turbocharger. We regret the error.
2022 Acura MDX First Drive Review | Sportier and more luxurious than ever
Our first drive of the totally redesigned 2022 Acura MDX. We go over its engineering, specs and tell you how it drives.
www.autoblog.com
Acura’s totally new 3-row crossover impresses both inside and out
Zac Palmer
Jan 28th 2021 at 10:00AM
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- 2022 MDX A-Spec
- Image Credit: Acura
- Engine
3.5L V6 - Power
290 HP / 267 LB-FT - Transmission
10-Speed Auto - Drivetrain
FWD or AWD - Engine Placement
Front - Curb Weight
4,271-4,565 LBS - Towing
3,500 LBS (FWD); 5,000 LBS (AWD) - Seating
7 - Cargo
16.3-71.4 Cu-Ft - MPG
19/26/22 (FWD); 19/25/21 (AWD) - Base Price
$47,925 - As Tested Price
$61,675
The 2022 Acura MDX is Acura’s latest, completely redesigned model in what’s shaping up to be a rekindling of the Japanese luxury brand. Acura smacked us across the face (in a good way) with the luxurious and sporty TLX last year, and now it’s trying to do the same with its three-row family crossover.
2020 saw the MDX become Acura’s best-selling model of all time, surpassing 1 million total sales. Granted, it’s been around since the turn of the century, but there’s no underselling how important the MDX is to Acura. Enthusiasts like ourselves are far more intrigued by the performance cars, but the MDX is where Acura is printing its money. However, its cash cow status hasn’t restrained Acura from transforming the new MDX into a crossover that’s likeable to both enthusiasts and the public at large. That’s the Acura we remember and love.
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The 2022 MDX rewrites its story with a new “light truck” platform that's exclusive to Acura … for the time being. When we asked what this platform’s future might be, an Acura spokesperson told us that “this platform will underpin other models in our company portfolio, but we’re not speaking to that at this time.” Most likely, Acura is referring to the next-generation Pilot (along with the Passport and Ridgeline), considering that every previous MDX has been related to Honda's 3-row crossover.
For now, however, this new platform facilitates the MDX’s longer dash-to-axle ratio (4 inches greater than before), which gives it proportions similar to rear-drive-based competition from Europe and elsewhere. It also results in greater cabin space, better handling and new technologies, but we need to address the design first.
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- 2022 Acura MDX Advance
- Image Credit: Zac Palmer
The transformation is substantial, as the 2022 MDX is both wider and longer than its predecessor. Where there was slop and slouch before, there is none today. Its upright face, mesmerizing grille, big wheels and sharp lighting elements make the MDX stand out in the crossover crowd. This redesign takes the MDX from being 1 of the least fetching options in the segment to standing tall as 1 of the most stylish. Big styling wins haven’t always been easy for Acura to come by over the last 10-plus years, but chalk this 1 up as another feather in the cap following the dashing new TLX.
The new MDX platform contributed to these good looks, but it also brings a splash of utility. The 3rd row sees the biggest gains, as adults or teens are far more likely to fit comfortably in the way back. Acura added 2.4 inches of legroom and found a touch more headroom despite raising the seat bottom by 2 inches. Cargo space in all seating configurations also goes up by minor amounts. Acura says that this extra space was opened up by switching from a coilover to a separate strut and spring rear suspension design.
The MDX may no longer be mechanically related to Honda's Odyssey, but its novel 2nd-row seats do borrow a page from Honda's minivan playbook. You can sit 3-across (7-person maximum capacity), fold the center seat down for a massive center console, or completely remove the middle seat to leave yourself with a pair of quasi captain’s chairs. Every other competitor makes you choose whether you want a 3-person bench or 2-person captain's chairs at the dealership.
So yes, the MDX is a better crossover for the family, but even more impressive is what it brings to the table for the driver. Acura is not deviating from what’s worked in the past with the base engine. It’s still the 3.5-liter naturally aspirated V6 that makes 290 horsepower and 267 pound-feet of torque — no 2.0-liter turbo to be found here. The transmission is new, though, and it makes a substantial difference in how this MDX drives. Acura went from a 9-speed automatic to a new 10-speed automatic, and it implemented a lower 1st gear for better performance. That gives this 4,500-pound crossover (with SH-AWD) far better pull off the line and at low speeds than we were expecting. It requires a lot of shifting to get the job done (you’re at the top of third gear by 60 mph), but Acura successfully used gearing to make the MDX feel more potent than the numbers suggest it would be. Plus, it’s above average when you toss it into manual shifting mode, responding eagerly to inputs from the nicely shaped paddles.
An MDX Type S with the 3.0-liter turbocharged V6 (355 horsepower and 354 pound-feet of torque) is coming in the summer, so if you desire more power, we suggest waiting. Acura also left the door open for a return to hybrid power in this generation of MDX, but we don’t know any details about it or when it might be coming.
Our biggest disappointment concerning the powertrain is the total lack of fuel economy improvement. It’s actually down 1 mpg in the combined rating for both front- and all-wheel drive layouts. Acura blames the car’s new styling for this loss in efficiency. Engineers tried their best to claw MPGs back through greater use of aluminum for body parts and newly integrated active grille shutters (reduces aerodynamic drag), but it still wasn’t enough to stay neutral from one generation to the next.
Where the MDX’s drive shines brightest is when you start to push it on a twisty road. That new platform it’s riding on is substantially stiffer than before. Plus, Acura is plunging headfirst into implementing independent double wishbone suspension design on its cars (most recently used in the new TLX). In the MDX’s case (and other cars), it improves ride quality and provides a larger and more consistent tire contact patch in corners. The structural changes contribute to a greater sense of nimbleness and stability to the chassis you wouldn’t expect in a vehicle its size. Hauling a 3-row crossover through winding, hilly roads can be tiring, or just plain awkward and uncomfortable. In the MDX, it’s genuinely fun going back and forth. The confidence it instills in you to keep trying to extract more in corners and push harder is not the norm for this segment.
The only way to get the MDX feeling out of sorts is in 90-degree corners or especially tight roundabouts where weight becomes the dominant factor. Less abrupt curves highlight and play to the MDX’s strength. Acura’s SH-AWD has been bloody brilliant in every MDX since being introduced for the second generation, and this latest version once again brings its torque-vectoring magic. Up to 70% of torque can be sent to the rear wheels, and up to 100% of that available torque can be apportioned to either rear wheel. You can physically feel this torque vectoring at work as you feed in more and more throttle through corners. Every Acura with SH-AWD handles far better for it, and the MDX is no exception — it’s well worth the $2,000 upgrade over a front-drive model, even if you live somewhere that doesn’t experience winter weather.
Adaptive dampers are not available like they are in the RDX and TLX, but the fixed dampers are dialed in nicely. Switching the NSX-inspired mode dial into Sport improves the variable-ratio steering with a little more weight (not too much) and directs more power to the rear wheels. Overall, the handling is on par or better than most of the competition, which isn’t an easy feat considering crossovers like the Audi Q7, Cadillac XT6 and Lincoln Aviator are all potential alternatives. Keep in mind, we haven’t even driven the Type S yet.
Thankfully, Acura hasn’t neglected ride quality and usability in the name of performance. The MDX soaks up poor city streets and bad roads with the best of them. It’s remarkably comfortable to just peaceably cruise around in. That V6 is unobtrusive until you step on it, and only then it makes the typically-satisfying Honda growl. There’s a modicum of wind noise that intrudes at highway speeds, but the cabin is generally serene.
We’re left with one big nit to pick about how the MDX drives: the brakes. It’s a new brake-by-wire system with an electric brake booster. Acura nailed the tuning with the TLX’s similar system — it has a stiff pedal that’s sports car-like in feel. In the MDX, they have the vague, mushy feeling of an old hybrid's poorly tuned regenerative brakes. There has to be some middle ground that would be appropriate for a crossover but still in keeping with the performance-car spirit Acura is going for.
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- 2022 Acura MDX Advance
- Image Credit: Zac Palmer
That spirit is at least seen inside where Acura's latest, NSX-inspired interior design stands in stark contrast to the outgoing MDX, which was never cutting edge in terms of design or luxury.
The new cabin clearly clearly shares visual DNA with the RDX and TLX designs, but it's a more expansive, elevated take that skews more towards luxury than sport. Materials quality also sees a significant jump upmarket. Sure, a Mercedes-Benz, BMW or Audi will still outclass the MDX, but Acura isn’t very far behind anymore, and all the German competitors are significantly more expensive.
Acura promises that if you see a material that looks like wood or metal, it’s genuine. Fancy LED ambient lighting can be customized with tons of different themes. The seats are both pretty (nice piping and patterns in the leather) and comfortable. Its 12.3-inch infotainment system is loaded with features, and the available ELS Studio audio system will bump with the best of them. The MDX also marks Acura’s 1st application of a fully digital instrument cluster, and it’s a good one. You can choose between a couple base layouts for the 12.3-inch screen, but those can be changed/customized even further via the drive mode dial — each mode has its own layout. One of the two Sport mode layouts is reminiscent of the S2000 with its horizontal tachometer arcing across the top of the screen in the same fashion as Honda’s iconic sports car.
When the Type S eventually drops this summer, the new MDX lineup will be a formidable force. Pricing for the standard MDX starts at $47,925 and ranges up to $61,675 for our top-of-the-line Advance. Those who want an MDX with a sportier look can go for an A-Spec (black trim, available red leather) at $58,125 — it comes with a majority of the optional luxury and tech niceties, which is why it’s nearly as expensive as the top trim. Unlike much of the higher priced competition, Acura comes standard with nearly all its driver assistance features, an impressive array that includes both full-speed adaptive cruise and lane-centering. It’s just one of the many items on the list that makes the MDX add up to a super capable family hauler that won’t break the bank, or your soul, from behind the wheel.
The 2022 Acura MDX Is Refreshingly Sporty
For a big SUV that seats seven, the new MDX is surprisingly fun to drive. And unsurprisingly easy to live with.
www.roadandtrack.com
For a big SUV that seats 7, the new MDX is surprisingly fun to drive. And unsurprisingly easy to live with.
By Chris Perkins
Jan 28, 2021 View Photos
Chris PerkinsIt's been fun to watch Acura become a sporty brand again. After years of making fine but uninspiring cars, Acura is injecting some personality into its lineup. The latest model to benefit from this reinvigoration is this, the 2021 MDX.
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The New TLX Is What an Acura Sport Sedan Should BeThe MDX is ubiquitous. Acura is proud to point out that this is the best-selling 3-row luxury crossover on the U.S. market, over 1 million sold since the MDX debuted back in 2000. It's one of those cars you see everywhere without noticing.
This 4th-generation MDX rides on an all-new platform that, at least for now, is unique to the model. Like the TLX sedan, the SUV has a double-wishbone front suspension and an expansive dash-to-axle that gives the MDX stately rear-drive proportions. It looks and feels like a different species compared to its predecessor, handsome and understated, with a more cab-rearward profile and neater integration of Acura’s signature diamond-shaped grille.
Acura’s newfound interest in sportiness strikes you the moment you’re on the move. This top-of-the-line Advanced model, with its adaptive dampers, had a firmer ride than I was expecting. This is no glorified minivan—it’s got a genuinely sporty feel. Acura engineers say the front subframe is more stiffly mounted than before for better steering response, and I have to imagine this contributes to the taut ride. Over potholes and frost heaves, the way the car deals with larger road-surface changes is excellent.
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Chris Perkins
The handling is pretty great, too. I took the MDX out to my usual country roads north of New York City mainly to find some nice backdrops for photography, but I found myself enjoying the drive far more than I expected. The way this crossover handles winding country roads reminds me of a Porsche Cayenne—not the full physics-defying Cayenne Turbo with active anti-roll bars, rear-wheel steering and air suspension, but the sweet, sharper-than-expected base model. Like the Porsche, the MDX is engaging without compromising comfort. The steering is accurate, with good natural weighting in Normal mode, though as with so many other cars, steering effort is too light in Comfort mode and too heavy in Sport.
My example also had Acura's Super Handling All-Wheel Drive, which is capable of real torque vectoring across the rear axle. Getting on the power early mid-corner overdrives the outside rear wheel and cuts power to the inside rear wheel. The sensation is unusual at 1st, but it's fun to play with. Using the throttle to modify your line in a 3-row SUV is an unexpected delight. And when you're not driving enthusiastically, the SH-AWD system falls into the background.
My only real dynamic complaint is with the brake pedal. Like so many new cars, the MDX uses an electric brake booster. The pedal feels unnaturally light, offering almost no resistance. That’s a shame, because we know Acura can offer great braking feel and modulation—the pedal in the TLX sedan is just about perfect.
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Chris PerkinsWhere the MDX has a clear edge over the TLX is in the engine bay. When I was first reading the specs, I was a bit disappointed to find that the new MDX uses the same 3.5-liter naturally aspirated V-6 found in so many Honda products. This J-Series engine is old, dating to the mid-Nineties, and it’s been found in all three previous generations of the MDX. Initial trepidation aside, it’s the right engine for the job, as smooth as ever and far more characterful than the turbo 2.0-liter 4-cylinder in the TLX. Acura engineers went with the 290-hp, 267 lb-ft V-6 for its smoothness, and found that the 6 got better fuel economy in the MDX than a smaller turbo engine would. The 10-speed automatic is a willing partner, never lost among its many ratios, with quick responses from the paddle shifters.
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Chris PerkinsThe interior is thoroughly modern, with a new digital instrument cluster. Thankfully, the old dual-screen infotainment setup is gone, replaced by the newest version of Acura’s trackpad-controlled infotainment system that debuted with the RDX. Finally, an Acura interior that compares favorably to the luxury competition. You don’t get the wow-factor design of a Mercedes, Volvo or Genesis here, but everything feels high-quality, with a lot of thought put into everyday functionality. There’s a wireless phone charger under the palm rest for the trackpad, and cordless Apple CarPlay and Android Auto integration is standard.
The infotainment system also offers Amazon Alexa voice assistant integration. It’s brilliant, a rare system where voice control actually works well to control functions outside your smartphone. (It’s also a little creepy, for those of us who’d prefer not to invite Jeff Bezos into the privacy of our automobiles.) The trackpad interface presents a learning curve, and the display is not touch-sensitive, but once you get up to speed Acura’s system works far better than the similar trackpad setup found in Lexus products. One quirk: The trackpad gestures are different for Apple CarPlay than they are for Acura’s native software, so switching between the two can be frustrating.
All in all, the MDX is a pleasant thing to drive, defying what you likely expect from a three-row crossover. There's an inherent, refreshing sportiness here, one that doesn't compromise daily drivability.
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Chris PerkinsAnd it seems to be quite a good value. The base front-wheel drive MDX starts at $48,000, with this loaded all-wheel drive Advanced-spec car ringing in at $62,700.
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MDX Type S to Put 355 HP In a Handsome PackageThere's something encouraging about the new MDX. Acura likely would have sold them by the truckload even if it wasn’t this sporty, this handsome. There’s a glimpse of classic Honda in the 4th-generation MDX: Built for everybody, but with a bit more verve than you’d expect. It makes us all the more excited for the upcoming MDX Type S, which will bolster all the base model’s goodness with 355 horsepower.
Reviews have continued to be positive about dynamics. Though, I have heard some complaints on the brake pedal feel. I think my biggest concern is the performance. I feel like they could have put the RLX tune in here to get an additional +/-20 horses and +/-10 torq which would have helped compensate for the additional weight, but instead they kept the same tune with the 10 speed. Seems like they did not have a way to push the Type-S performance much higher and in turn did not want the base V6 to be too close in power..
I am definitely not looking for 0-60 in under 5 seconds but I think the reasonable figure for this type of vehicle is now under 6 seconds.
I am definitely not looking for 0-60 in under 5 seconds but I think the reasonable figure for this type of vehicle is now under 6 seconds.
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