4th Generation MDX Reviews
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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.
Acura MDX vs. Kia Telluride: Compare Crossover SUVs
The MDX and Telluride are different takes on the three-row SUV, but which one is better?
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7.5
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7.0
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January 29, 2021
3-row crossover SUVs pepper the landscape of America like minivans did a generation ago. Many of these 7- and 8-seat crossovers are good—but which of the better efforts really is the best?
We’ve driven the 2022 Acura MDX, and found plenty to admire in its suave good looks, its well-sorted handling, and its high level of standard safety gear. Funny thing is, we’ve said the same things about our Best Car To Buy 2020 and our Best Family Car To Buy 2021, the Kia Telluride.
Just between us, between the 2—which one’s better?
Both apply some sensual filters over what’s essentially a family-wagon shape. The Telluride’s crafted with angles and slightly rounded corners, an homage to American SUVs more than it is to South Korea’s own trend-setting looks. We can’t help but think GMC with the Telluride’s bracket-shaped lights and its rectangular features, but there’s a warmth and sophistication in its cabin and in the synthesis of lines that even eludes GM’s classy truck outfit. The MDX? It’s clearly patterned after European sport wagons, from the broadly angled and handsomely textured grille to its undulating fenders to the upkick in its rear roof pillars. Inside it’s elevated by one sweeping gesture, a ribbon of trim that waves across the cockpit in discreet wood tones or matte aluminum finish.
Acura’s better at suspension tuning and its 10-speed automatic bolts on more potential than the Telluride’s 8-speed auto. The MDX V-6 can drone at higher speeds (and its added-in engine noise doesn’t do it many favors), but it’s the more flexible of the 2 powertrains. It’s also paired with a far more refined suspension, with springs and dampers that confront small bumps and absorb big ones; the Telluride tries to smother them all, with some luck. Neither has the steering feel of a mid-priced sport sedan, but the twin-turbo V-6 MDX Type S in the offing might change our minds.
2022 Acura MDX
The MDX swaddles front-seat passengers in multi-adjustable buckets with deeper sculpting than those in the Telluride, and its 2nd-row bench seat has a removable section that switches it to 6-passenger mode, with a useful aisle to the skimpy rear seat. The Kia’s configuration is more conventional, and it’s more spacious too, with adult space in even the 3rd row.
2021 Kia Telluride
In both, all passengers get the benefit of standard automatic emergency braking, adaptive cruise control, and blind-spot monitors. Acura charges $47,925 for a base MDX without leather, with an average 4-year/50,000-mile warranty, and with an infotainment system that doesn’t accept touch inputs; it’s a remote touchpad or voice commands. Kia’s touchscreens are wide and lush, its warranty a year and 10,000 miles longer, and its price thousands lower than the MDX, even in its most expensive Telluride SX trim.
We won’t whiff and tell you we really can’t choose. We can, for now at least. The Telluride’s substantially less expensive, rivals the Acura in technology, has better infotainment, more 3rd-row space, and ultimately, a higher TCC Rating, with the MDX at a 7.0 and the Telluride at 7.5 out of 10. (Read more about how we rate cars.) But the 2022 MDX hasn’t been crash-tested yet—and if all goes well, it’ll be exceedingly close between the 2.
MORE: Compare detailed specs for 2021 Kia Telluride and 2022 Acura MDXSummary
7.5
The 2021 Kia Telluride earns our Best Car To Buy nod with its excellent features, warranty, space, and style.
7.0
The 2022 Acura MDX wears its new flagship mantle with confidence, from its styling to its eager road manners.Styling
8.0
Kia plays the corners with the Telluride, and wins.
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8.0
The MDX drapes a sinuous body over an expressive interior.
Read More Performance
6.0
The Telluride’s a smooth ride, though not an overly quick one.
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7.0
The 2022 MDX is a road-tripper’s delight.
Read More Comfort & Quality
9.0
People, stuff, pets? Bring them all along in the Kia Telluride.
Read More
9.0
The MDX can seat up to 7; 5get the royal treatment.
Read More Safety
9.0
Safety gets its day in the sun in the Telluride.
Read More
Acura hopes for top-notch scores, but the MDX hasn’t been tested yet.
Read More Features
9.0
Value is just the first of the Telluride’s best features.
Read More
7.0
Thumbs up for the standard features; thumbs down for the MDX’s touchy interface.
Read More Fuel Economy
4.0
Telluride gas mileage isn’t its best story to tell.
Read More
4.0
The 2022 MDX earns low-20s EPA ratings.
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2022 Acura MDX review - Atlanta Business Chronicle
Eileen Falkenberg-Hull reviews the redesigned 2022 Acura MDX, sizing it up with the Cadillac XT6, Lexus RX-L, BMW X5 and Volvo XC90.
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In This Article
By Eileen Falkenberg-Hull – Editor, AutomotiveMap
a day ago
Acura has a fresh flagship.
The redesigned 2022 Acura MDX is a three-row SUV that crams comfort, convenience, performance, and style into one not-very-cramped package. It's truly a job well done, but for more reasons than it looks good and drives well.
The MDX ended 2020 as the second best-selling Acura in the stable. Its redesign is very important for the company as more competitors enter the market and technology quickly evolves. The new MDX also signals another step in the revitalization of Acura as it evolves into a performance-focused brand with luxury-level features for a premium price.
The luxury arm of Honda has turned toward a more premium design for the MDX and it shows, starting with the face where the three-row SUV's long hood and elongated dash-to-axle ratio give the MDX a sophisticated look when paired with the vehicle's athletic stance. The look is bolder and more upright, but also more sculpted than the previous generation model, accented with slick LED light signatures on either side of the grille.
Powering the MDX is an enhanced version of the company's 3.5-liter V6 engine. It produces 290 horsepower and 267 pound-feet of torque. There's been a one decibel reduction in mid-frequency noise and 1.5 decibel reduction in high-frequency noise coming from the engine. Honda's 10-speed automatic transmission seamlessly works up and down to complete the powertrain.
Standard with 2-wheel drive but tested with all-wheel drive, the SUV's fuel economy numbers were more expected than impressive with Comfort yielding the highest fuel economy while Sport proved the least efficient option.
Acura has built the 2022 MDX on its new light truck platform. It's developed for sporty Type S performance (an Acura MDX Type S is planned for later this year) but also does the job of making this version of the MDX a more pleasurable drive, when its rigidity is combined with the new double wishbone front suspension and improved multi-link rear suspension.
Body lean and sway has been significantly cut down in the new model. The MDX is agile, but drives the same size as its footprint. Putting it into a parking space is significantly easier than it is with some
The SUV's electric power steering delivers connected results with even its Comfort drive mode acting more in tune with the driver's on-road responsibilities than any modern BMW Comfort setting has ever allowed. Switch to Sport mode and the accelerator is suddenly very eager to deliver as smooth acceleration as is possible, and removes stop/start engine idling without having to press any other button.
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Normal mode puts the drive dynamics halfway between Comfort and Sport while Snow mode aims to boost the driving confidence of customers in the top half of the U.S. A customizable Individual mode allows drivers to customize their engine, steering, suspension, idle stop, lighting, and gauge cluster experiences.
Braking is smooth and connected, without the issues that have been the thorn in the side of the Acura RDX since its current generation debuted.
Wider tires (Bridgestone Alenzas) and wheels (20-inch on most models) make the cabin of the MDX a serene place to be.
If the interior of the MDX looks familiar to you, that's because it should. It's basically an adapted version of the TLX's interior, at least up front. This means that the design allows for a feeling of spaciousness and organization. There's plenty of buttons and knobs yet the space doesn't feel dated.
The 12.3-inch high-definition infotainment screen is set back into the dashboard so that it's easier to see while driving. I like it. Nearly every function of conducting day-to-day life in the vehicle is made easier by this sight line. But, because of its distance, the screen isn't easily reached.
Enter: touch pad control. If you have the Lexus track pad in your mind, forget about it. Acura has done a marvelous job engineering the touch pad to be more like an iPad and less like a typical mouse. In that way, selecting things on the screen is a 1-touch, 1-selection choice rather than dragging and scrolling. Once you get the feel for it, the pad is easily able to be used.
The true test of how how well laid out a center console and head unit are is to attempt to control a vehicle's key infotainment, climate, and charging functionality on the go, in the dark, with as little in-cabin light as is possible to achieve. The MDX setup passes this test with flying colors, even with only an hour or so behind the wheel prior to conducting this test.
The materials inside the MDX also pass the test. Real aluminum accents, Milano leather, contrast stitching, and real open-pore wood make the SUV seem far more luxurious than its price point would allow you to believe it is.
This goes for the fully digital instrument display as well. It's easy to read at all times of the day and puts the information you don't use very often, like the odometer, current music selection, and compass, off to the side in a crisp and easy-to-read area, but in small size characters.
The previous generation MDX was comfortable and the new MDX takes that comfort up a notch. It's front row seats are better than anything its German rivals offer and the 1-touch multi-function second row seats easily flip forward to make room for incoming 3rd-row passengers. There's more space in the 3rd row in this generation but adults likely won't want to spend much time back there.
Acura has also improved the cargo capacity for the new generation. The 2 tier floor offers 80% more usable under-floor cargo space. This means that a typical grocery run, sans a high quantity of toilet paper and paper towels, is able to fit without having to utilize above-floor cargo space. A power tailgate with hands-free capability is available.
Over-the-air infotainment system updates are possible in this new model thanks to its standard Wi-Fi hot spot. Amazon Alexa is built in and the system is Apple CarPlay and Android Auto compatible. Using the wireless Apple CarPlay system proved challenging at times as the connection would dip in and out, though the issue wasn't problematic enough to switch to using a cable. 3rd-row USB ports are available.
Parents will enjoy the ability to use Cabin Talk to chat with passengers in the rear of the vehicle without having to shout. This feature debuted on the Honda Odyssey and has been brought over to Acura's flagship for the new model year.
Nesting a smartphone in the wireless charger puts it out of mind, but not out of sight. There's an arm rest segment that goes over the charger serving as a spot to rest a wrist while using the touch pad and keep the phone from leaving the charger in the event of a quick stop. Win-win.
Upgraded versions of the MDX get an ELS Studio 3D Premium Audio system. The sound from it is crisp and powerful, something an audiophile can appreciate and someone who simply likes singing along to Lizzo while on the road can enjoy.
Acura has given the MDX gobs of safety technology, but it's all fully manageable. Unlike what you'll find in many brands, you can take the adaptive cruise control but leave the lane keeping technology if you don't want it by simply failing to press an activation button on the steering wheel. This is particularly helpful in areas with a string of potholes or highway construction zones where multiple lane lines are present.
Traffic sign recognition, a driver attention monitor, expanded pedestrian detection capability, and traffic jam assist have been added for 2022 joining the collision mitigation braking system, forward collision warning, adaptive cruise control with low-speed follow, lane keeping assist, and road departure mitigation.
Blind spot monitoring alerts are elegantly placed at the junction of the side mirror and A-pillar, inside the car, and are hard to miss when making a lane change.
There's safety improvements for those surrounding the MDX as well. The company's engineers have made the face of the vehicle better able to protect pedestrians in the event of a crash by making crash zone areas more deformable and able to take on the impact of a crash, and protecting the lower half of the body by having a flatter nose.
Acura has also installed the latest air bag technology in the MDX, which, when deployed, is able to reduce brain tissue injury by 75 percent over the previous generation of airbags.
The 2022 Acura MDX starts at $46,900. That's a sweet spot, rivaling the starting price of the Cadillac XT6, Genesis GV80, Lexus RX-L, BMW X5, Volvo XC90, and Audi Q7. Acura tops out the MDX just over $60,000, which doesn't seem unreasonable given the cost of the competition.
If I wanted a premium 3-row crossover, would I buy the Acura MDX? In. A. Heartbeat. It drives better and has a nicer interior than the Cadillac XT6 and Lexus RX-L. It drives better than the BMW X5, has a better infotainment system than the Volvo XC90, and is more attractive than the Audi Q7. Plus, it's priced right.
2022 Acura MDX First Drive - Three-Row SUV Knows Who To Convince - SlashGear
If the 2022 Acura MDX is a revolution in three-row SUVs, it could be because it doesn't treat the driver as an afterthought. Sharper styling,…
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2022 Acura MDX 1st Drive – 3-row SUV knows who to convince
Chris Davies - Jan 31, 2021, 12:00pm CST
If the 2022 Acura MDX is a revolution in 3-row SUVs, it could be because it doesn’t treat the driver as an afterthought. Sharper styling, a more upmarket cabin, and lashings of extra tech help justify the 4th-generation MDX’s climb into more expensive territory, but Acura still takes its mission statement seriously. A rewarding experience behind the wheel can’t be sacrificed, even in a family hauler.
The all-new platform allowed Acura’s designers to demand the lengthy hood, expansive dash-to-axle, and rear-biased cabin that their hearts desired, and the result is a fairly stunning SUV from most angles. Wider, longer, with more wheelbase and broader front and rear tracks, the new MDX wears Acura’s current aesthetic beautifully, from the outsized grille and narrow headlamps, to the sharply creased and scalloped sides.
It looks poised and purposeful, and it hides its heft well. Parked up next to an RDX, the new 3-row SUV looks elevated and imposing, rather than a flabby acquiescence to practicality. 19-inch wheels are standard, with 20-inch upgrades on the Tech and A-Spec trims.
Underneath there’s the usual battle between demands for sportiness and the requirement for comfort that any plush SUV faces. Acura says it’s the most rigid SUV it has made, up 32-percent in torsional rigidity, and the old MacPherson strut front suspension is gone in favor of a double-wishbone system. The brakes are bigger, the variable ratio steering promises less wheel-twiddling, and there’s an improved multi-link rear suspension system with dual load paths to cut out harshness from surly asphalt while also boosting cargo and third-row space.
Acura has carried over its 3.5-liter V6 with 290 horsepower and 267 lb-ft of torque, now fairly unusual among 4-cylinder rivals. It’s paired with a 10-speed automatic rather than the old 9-speed; paddle-shifters are standard, while the wider ratio range means a perkier pick-up in first gear. It can downshift up to four ratios at a time, too.
Front-wheel drive is standard, but Acura is understandably eager to push its 4th Gen Super Handling All-Wheel Drive (SH-AWD). That’s a $2k option on top of the base $46,900 MDX and $51,600 MDX Technology Package, and standard on the $57,100 A-Spec and $60,650 Advance Package (all plus $1,025 destination). It can push up to 70-percent of engine torque to the rear, and then distribute up to 100-percent of that to either the left or right wheels for proper torque vectoring.
Despite having six cylinders, Acura says it’s confident that economy is competitive with similarly-priced inline-4 rivals. Figure on 19 mpg in the city, 26 mpg on the highway, or 22 mpg combined from the FWD SUV, or 19 mpg city, 25 mpg highway, 21 mpg combined for the SH-AWD version.
Conspicuous by its absence is any sort of electrification. Acura doesn’t have a plug-in hybrid or full-electric version of the MDX, though it’s not counting something like that out down the line. “Electrification is going to be an important part of the company’s future direction,” insists Tom Nguyen, global development leader for the 2022 MDX, pointing out that “by 2030 2/3 of our products are going to be electrified.” For now, though, your choice is Acura V6 or another 3-row SUV.
Thankfully it’s a decent engine. Solid levels of power that the new gearbox isn’t stingy with, kicking down readily but without losing decorum in the process. The Integrated Dynamics System – that’s Acura-speak for “drive modes” – has 4 presets, for Snow, Comfort, Normal, and Sport. Unusually, you can set either Comfort or Normal as the default. An Individual mode allows you to mix’n’match the settings for your own recipe, adjusting things like gearbox eagerness and steering weight.
Acura’s insistence on putting the driver 1st does leave the 2022 MDX more crisply sprung than most rivals. It uses the same sort of amplitude reactive dampers as featured on the new TLX, with 2 sets of circuits that promise both compliance and sporting stability. Certainly, if you push the MDX through the corners it handles flatter and with more agility than you’d expect from a 4,500 pound SUV.
Flip to Comfort mode, though, and there’s no fancy adaptive damping or air suspension to soften all that up. The all-season performance Bridgestone rubber with a 15% stiffness improvement in the sidewall on my MDX A-Spec test car probably didn’t help matters, but it was definitely firmer across ruts and potholes than some of its competition.
Flicked to Sport mode, meanwhile, with the push-button transmission set to “S” too, and things made more sense. SH-AWD obviously shines on a performance car like the NSX, but it proves its worth in much larger metal like the MDX too. Think ample stability even on snowy backroads, combined with enough cornering urgency to shake loose the lunch of any unfortunate passengers.
That would be a messy shame, because the cabin is a big step forward. Indeed, anybody coming from an old MDX will be blown away. Gone is the confusing dual-display infotainment system, and a dashboard reminiscent of Iron Man’s codpiece. In its place is an intentionally authentic selection of materials: think real aluminum, real open-pore wood, and real Milano leather with contrast stitching.
The MDX still errs on the side of dedicated buttons for many of its features, but the end result feels a lot more cohesive than in the old SUV. All the same, there’s plenty of glossy black plastic and, though it contrasts nicely with the vivid red leather in my A-Spec, it definitely picks up dust and fingerprints.
Acura remains wedded to its touchpad-controlled infotainment system, making the argument that it drags your attention away from the road less than a touchscreen would. Sadly I just can’t get with that program. Acura’s True Touchpad Interface stumbles by diverging both from smartphone and laptop interfaces. I can’t tap the huge 12.3-inch center display like I would my smartphone, but you can’t really swipe around as you would on a laptop trackpad since Acura’s system maps 1:1 positions on its ‘pad to locations on the screen.
I suspect it’s a case of the research saying one thing, but the reality of how we’ve trained our brains and fingers to use systems being something different.
It’s a shame, because Acura’s UI is quite pleasant. The 2022 MDX gets a new processor and a Full HD panel with 60Hz refresh, and as a result everything is smooth and slick. AI-driven smart shortcuts promise to figure out what you use most often and shuffle them to the fore; I didn’t have the SUV long enough for it to get to grips with my own, particular whims. Those profiles are based on the keyfob, too, so if you’re sharing the MDX you can have 2 separate sets of suggestions.
There’s better onboard voice recognition now, along with integrated Alexa. You get wireless Apple CarPlay and Android Auto, and the Advanced trim adds a 12.5-inch color head-up display. A 12.3-inch digital gauge cluster is standard across the board, as is a 15W wireless charger that’s sized to accommodate even the burliest of phones.
Tri-zone climate control is standard, as are heated front seats; A-Spec and Advanced trims get ventilated front seats too, but only the top spec gets heated rear outboard seats. Navigation is standard on the Technology Package and up, as is Acura’s 27-color ambient LED lighting. If you want the fanciest ELS Studio 3D Premium Audio System with its 16 speakers and ear-flattering dynamics, you’ll need an A-Spec or Advanced MDX, but for audiophiles it’s probably worth it.
I’m a fan of Acura’s front row seats – 12-way power adjustable with power lumbar support, unless you go for the Advanced trim in which case you can tweak the thigh extension and side bolsters too – which straddle a pleasing line between squish and support. The smaller wheel is a nice change, too, with its thicker rim and, in A-Spec form, flat bottom. Why did Acura then go and hide the front USB-C and one of the USB-A ports in a pop-up panel, knowing that people will probably leave the cables plugged in? Your guess there is as good as mine.
The 2nd row can’t be had with captain’s chairs, which is another odd decision, Acura instead pushing its removable center seat. That can flip upright to squeeze in a third person, fold down into a beefy armrest, or be pulled out altogether. It’s clever, and standard on all trims, but the resulting outboard seats aren’t as fancy as what you get on other luxe trucks. In A-Spec and Advanced trims, there’s a CabinControl app that allows for smartphone control of music, rear climate, sunshades, and – with permission – navigation settings too. They also get CabinTalk to amplify the driver’s voice as you shout at passengers for messing with the playlist.
In the 3rd row, meanwhile, Acura says legroom is up more than 2 inches, and there’s about a half-inch more headroom. I’m 5’8 and my legs had no issues – nor were my knees around my ears – but my scalp was grazing the headliner. At least with the panoramic sunroof it’s fairly airy back there, and Advance trim adds USB-A ports in the third row for charging.
As for the trunk, that’s now 16.3 cu-ft with all 3 rows up, a 1.5 cu-ft improvement over the old MDX. Drop the 3rd row and it expands to 39.1 cu-ft; drop the 2nd and it grows to 71.4 cu-ft. There’s also a clever reversible cargo floor, carpeted on one side and hard on the other, in case you need to transport wet boots, clothes, or pups. A power tailgate is standard, and on the Advance trim you can have it auto-close when you hit the button and then walk outside of a roughly 3 foot zone. Throw in the right tow package and AWD, and the MDX will handle up to 5,000 pounds.
AcuraWatch is standard across the board, with adaptive cruise control, lane-keeping assistance and departure warnings, blind spot information, rear cross-traffic monitor, and forward collision warnings with mitigation braking and advanced pedestrian detection. Traffic Jam Assist works at speeds under 45 mph. On Technology Package trims and above there’s Low Speed Braking Control, which uses the parking sensors to automatically slow the MDX if you’re about to bump into something like a shopping cart. It works at parking lot-friendly speeds of up to 6 mph.
2022 Acura MDX Verdict
Acura’s goal with the new MDX is fairly blunt: move the 3-row SUV up in the world, positioning it as the brand’s new flagship and taking on competitors from Audi, Lexus, Volvo, and similar in the process. To do it, the 2022 MDX combines the tried-and-tested V6 and SH-AWD with styling that’s finally memorable, and a decent level of standard technology and active safety.
Come the Summer, meanwhile, we’ll see what else the engineers have been working on, in the shape of the new MDX Type S. It’ll pack a 3.0-liter turbo V6, with 355 horsepower and 354 lb-ft of torque, and deliver that extra twist of sporting eagerness that has helped buoy more potent SUVs from rivals. As well as a more aggressive body kit it’ll get 21-inch wheels with Brembo brakes, along with high-end tech and comfort features like the ELS Studio 3D system inside.
Of course, Acura isn’t alone in seeing rich pickings in the luxe SUV segment. Genesis has made a splash recently, its 2021 GV80 even more dramatic in its aesthetics and more lavish inside than the new MDX. Those who really need the 3rd row will probably still lean toward the Acura – only one GV80 trim offers it, and it’s far more snug back there – but it’s a reminder all the same that this fiercely competitive category is only getting more demanding.
It leaves the 2021 MDX counting on its sporting credentials to earn its place, and there Acura’s argument is sound. It’s a play for the driver, more than the driven: a reminder that, when the brood’s not onboard, your capacious SUV need neither be wallowing nor sluggish. Some rivals may offer more luxury, but most can’t keep up with the new MDX’s refusal to accept that practical must also mean dull.
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