All-new Acura MDX released (UPDATE - More Reviews)
09-04-06, 06:00 AM
#47
USA 2day Review
MDX Puts Premium on Smooth Handling
BEAVERUN MOTORSPORTS TRACK, BIG BEAVER BOROUGH, Pa. — The speedometer's tickling 100; tight left-hand bend is coming up fast. Wait. Wait. Wait. Now. On the brakes, firmly but smoothly, settle for the corner. Ease the wheel left and slip through the corner, eyes far ahead setting up for the right-hander that's coming.
No sweat. Might as well be a sports sedan instead of an SUV.
Yep. Honda's (HMC) luxury brand Acura wants it clear that the redesigned MDX sport-utility vehicle — Acura's second-best seller, behind the TL sedan — is racetrack capable and handles better on the track than some well-known and highly regarded European SUVs. Examples of which it had on hand to make the point in back-to-back drives.
But more relevant, MDX was a sweetheart running up and down the road leading to the track, a road that apparently had been used for artillery practice.
That's where the MDX's new suspension and chassis really showed off in a way that likely buyers will appreciate. Smooth, confident, serene. Firm but not hard-riding. Accommodating and compliant but not sloppy-feeling. Put some higher-price rivals to shame, it did. The test vehicle had the optional sport suspension, meaning it delivered both racetrack delight and rough-road coddling. Nice work.
The racetrack bit is a gender thing. Acura wants to make the vehicle more inviting to men, so is emphasizing its sporting nature.
Not that you'd load up the Little Leaguers and hammer around some curving asphalt path at triple-digit speeds. But you could, relatively comfortably. Should the need ever arise. Which, you never know, it could.
Special merit award goes to the SH-AWD, Acura's acronym for super-handling all-wheel drive. On the track, once you got used to just when to nail the gas exiting a corner, you could feel the SH-AWD straighten the vehicle and send it smartly forward.
SH-AWD doesn't slow a wheel to pivot the vehicle in a corner, as do anti-skid systems and the all-wheel-drive setups that are based on them. Instead, SH-AWD feeds more power to the rear wheel on the outside of a turn to gently power-pivot the MDX into the right heading. What a treat to have a high-tech gadget actually help the driver do as he wishes, instead of preventing that, as other systems often do.
The '07 MDX has an anti-skid system, but it comes into play only if the SH-AWD's best efforts can't keep you headlights forward and shiny side up. Otherwise, it doesn't act the busybody, trying to stop you when going's what you want.
Acura thinks that sort of hotshot technology will turn MDX into a sporty, nimble, powerful car that Dad will want to use instead of leaving it for Mom and the kids.
The previous MDX has attracted the "stylish mom," says MDX chief engineer Frank Paluch. The new MDX is aimed at "driver dad who wants a sports car but needs an SUV." But it's not supposed to turn off "family mom" (presumably still stylish).
The auto industry has decades of experience showing that a vehicle that appeals mainly to women won't attract many men, while a man's machine will attract women. And, unfair as life still is, dads tend to have more money to spend on cars than moms do.
To overhaul and masculinize MDX's personality:
• Acura will advertise that MDX was developed on Germany's demanding Nurburgring racetrack.
• The engine is bigger and more powerful. It displaces 3.7 liters vs. the previous model's 3.5. It is rated at 300 horsepower, a hefty 47 more than the predecessor, and 275 pounds-feet of torque, a gain of 25 lbs.-ft. That's the kind of vroom-vroom dads are supposed to favor. Like moms want sluggish, tame vehicles? Ever watch a mom who's late picking up the kids at the $10-per-late-minute day care center?
• The automatic transmission is beefed up so MDX will tow more, and it's easier to shift manually than in previous versions.
• The look is crisper and arguably more aggressive. Grrr.
Gender teasing aside, what Acura has come up with is an awfully nice utility vehicle that perhaps isn't as exciting as its newfound manliness ought to make it.
One reason is that the extra power doesn't come out of hiding until MDX is well away from the stoplight. Better it should deliver the extra juice the instant you tap the gas pedal, instead of when you're already steaming along. The power curve does, though, make MDX good at passing and merging, survival skills in a lot of places rather than just nice attributes.
Acura's tests show that MDX accelerates quicker than Volvo XC90 T6 and V-6 versions of Porsche Cayenne and BMW X5. It just doesn't give you a thrill, is all.
Another reason is that the appearance, while more attractive and formidable, doesn't set MDX on a new plane of jauntiness. An improvement but enough of one?
What MDX has in its favor — you decide if these are masculine or feminine virtues — includes:
• High-tech optimal navigation system that's easier to use and has real-time traffic updates in major cities so you can avoid the crunch.
• Softer leather that looks and feels terrific.
• A truckload of high-class standard features.
Give it a long look, boys and girls.
2007 Acura MDX
•What is it? Clean-sheet remake of the brand's popular four-door, seven-passenger, all-wheel-drive, midsize SUV. Manufactured at Alliston, Ontario.
•How soon? On sale mid-October.
•How much? $41,000 to $48,000; Acura will set exact prices near on-sale date.
•Who'll buy? More dads, and just as many moms, Acura hopes. Two main targets, both affluent: parents, average age 42, with two kids; 43% of those buyers will be men. Grandparents, average age 57; 54% men.
•How many? About 60,000 a year.
•What's the drivetrain? 3.7-liter V-6 rated 300 horsepower at 6,000 rpm, 275 pounds-feet of torque at 5,000; five-speed automatic transmission with manual-shift mode; super-handling all-wheel drive (SH-AWD) sends 90% of power to front wheels in unchallenging circumstances, up to 45% to rear wheels under full-throttle, straight-line acceleration, up to 70% to rears in hard corners, with up to 100% of the rear power going to outside rear wheel if needed to keep vehicle pointed correctly.
Traction control is integrated into SH-AWD.
•What's the safety gear? Expected bags and belts, plus anti-lock brakes, anti-skid control, front-occupant side-impact bags, head curtain bags for all three rows.
•What's the rest? Leather upholstery; three-zone automatic climate control; sunroof with one-touch open/close; AM/FM/CD/MP3 stereo with XM Satellite Radio; auto on/off headlights; heated front seats; power steering, brakes, windows, mirrors, seats, locks; cruise control; remote-control locks; tilting and telescoping steering column; trip computer; rear-window and outside-mirror defrosters; fog lights; P255/55VR-18 tires on alloy wheels with temporary-use spare.
•How big? A few inches longer, wider than rivals. MDX is 190.7 inches long, 78.5 inches wide, 68.2 inches tall on a 108.3-inch wheelbase. Weight is listed as 4,541 pounds (4,551 with optional Technology Package). Rated to tow up to 5,000 pounds, carry 1,430 pounds of people and cargo.
Cargo space is listed as 15 cubic feet behind the third row, 42.9 cubic feet when the third row is folded, 83.5 cubic feet when second and third rows are folded.
•How thirsty? Not very for what it is, but not a sipper, either. Rated 17 miles per gallon in town, 22 on the highway. Trip computer in test vehicle showed 19 mpg in brisk, two-lane motoring. Acura says premium fuel is required, but says occasional use of regular is OK.
•Overall: Nice package; might be best of the premium SUV lot.
09-04-06, 06:15 AM
#48
Edmunds Review
Designed for a Family but Built for an Enthusiast
By Chris Walton Email | Blog
Date posted: 09-01-2006
Comparing the performance of an Acura MDX to that of a BMW X5 3.0i or a Porsche Cayenne V6 might seem ludicrous — and it would have been until now. That changes with the introduction of the all-new 2007 Acura MDX.
In the past, the MDX had been characterized (by us, in fact) as an SUV "with room for seven passengers or serious amounts of cargo with a gutsy 253-horsepower V6 and a ho-hum interior design and materials." Nowhere was it mentioned that the MDX could put a Cayenne or X5 in its mirrors around a racetrack. Nor did it cite state-of-the-art electronic entertainment and telematics, including live traffic information within a sat-nav system or Bluetooth connectivity. At the MDX's concept reveal in New York, however, Acura hinted at the MDX's capabilities by divulging it had undergone testing at Germany's famous Nürburgring. Later our spies confirmed the exhaustive interior redo when they caught a glimpse of a camouflaged MDX mule undergoing hot-weather testing in Death Valley. The stage was set.
Gunning for the big guys
It appears the folks at Acura went after BMW and Porsche in terms of vehicle dynamics and have outdone themselves in the process. The basis for this newfound performance comes from an all-new bespoke chassis and engine combined with an electromechanical all-wheel-drive system first used on the RL sedan and on the recently released RDX crossover. The standard all-aluminum 3.7-liter V6 is now the largest and most powerful in Acura's arsenal, producing 300 hp and 275 pound-feet of torque.
That's a gain of 47 hp and 25 lb-ft of torque over the previous model's 3.5-liter V6. Luckily, the MDX's city/highway fuel economy estimates change little, from 17/23 mpg to 17/22 mpg despite the increase in output and approximate 100-pound weight gain. That's good news considering the premium fuel requirement of the engine. Still, the 2007 MDX is more fuel-efficient than the X5 3.0i's 15/19 mpg or Cayenne's 15/21 mpg.
The new 3.7-liter power plant still features VTEC variable valve timing and lift control to optimize horsepower and torque characteristics while promoting fuel economy. This time, however, a sky-high 11.0:1 compression ratio, electronic throttle, and variable intake and exhaust systems bring about a far more responsive engine in all rev ranges.
Behind the V6 is a new, strengthened and regeared five-speed automatic with grade-logic control and SportShift manual capability, and the combination makes the 4,500-pound MDX feel downright quick. The last time we tested an MDX was way back in 2003 when it was rated at just 240 hp. Even then, the MDX ran to 60 mph in about 8 seconds and we suspect the 2007 MDX will easily eclipse that modest performance. Towing capacity rises from 4,500 to 5,000 pounds.
That's Mr. Suspension to you
Our on-road and racetrack drives were spent mainly in the new Sport-optioned MDX that includes, among other things, two-mode dampers with magneto-rheological (MR) fluid. Even so equipped, we would never have expected the kind of dexterity the MDX displayed, especially at the racetrack.
The MR dampers do as advertised: smoothing out the ride on the rough stuff and firming up for spirited driving. Only a few times did we feel the comfort mode was just a little too apt to float and bound on some undulating highways. Likewise, there were a few times when the MR suspension revealed a slightly artificial feeling. With its prime directive being to keep the vehicle more or less upright, we found it to be slightly meddling and apt to jounce if we weren't absolutely steady with the steering wheel all the way through a corner. Piloted smoothly, however, the MDX's steady-state line tracing is nearly perfect.
At the track, Acura reps assembled the aforementioned BMW X5 3.0i and Porsche Cayenne V6, and threw in a V8-powered Volvo XC90 to add insult to injury. Granted, there were no representatives from the other vehicles' manufacturers to prepare, observe or defend the contest, so it falls short of an authorized comparison. The unofficial results, however, indicate the MDX was the superior vehicle. It was easily quicker, more controlled and entertaining when compared to the BMW or Volvo. Where the X5 and XC90 summoned either overzealous stability-control intervention or developed terminal understeer entering a corner, the MDX simply dove in and powered out of those same corners.
The Cayenne behaved like a Porsche should, rewarding an aggressive driving style with precise steering and a balanced chassis that would allow some sideways antics in both on- and off-throttle situations. It was a willing dance partner to be sure; however, the MDX was still the quicker, more confidence-inspiring vehicle — with the Porsche's stability control turned off and the MDX's still on.
When the Acura's vehicle stability assist (VSA) was shut off, it matched the Porsche's athleticism and penchant for crazy yaw angles. Nevertheless, it was obvious the 300-hp MDX had longer legs than the 247-hp Cayenne, running away on every straight bit of track.
Super Handling AWD
The chief advantage of Acura's standard SH-AWD system is that it works in conjunction with its defeatable VSA system. The driveline continually receives input from various sensors to delay or effectively eliminate the need to call in the stability-control cavalry to save the day.
Because the system is continually active instead of being merely reactive, it always sends power to the individual wheel(s) with the greatest need or use for it. Most people will never detect the seamless transfer of power, nor would they have imagined they had just preempted VSA. Instead, they'd just presume the MDX was an exceptionally talented vehicle, and it is.
Longer, lower, wider
The MDX's new chassis/unit body is longer, lower and wider than its predecessor and it no longer shares its lineage with the pedestrian Honda Odyssey minivan. The MDX's dimensions are about 2 inches larger in wheelbase, overall length and width, while its height decreases by about a half-inch.
Interior volume and seating measurements remain about the same, which are generous, with some fractions of an inch given and taken in various positions. Total cargo room with all the seats (including the third row) up is just 15 cubic feet. Fold everything flat, though, and the enormous cargo capacity swells to 83.5 cubic feet. But that's just the beginning of the MDX's interior attributes.
Packages within packages
Honda and Acura are notorious for implying that there are no options on any of their vehicles. Rather, each package is rolled into a model's designation as in "Accord-Leather-Navi." That's simply stupid. There are indeed options and packages for which you will pay above a base model's price.
And this holds true for the 2007 Acura MDX: Every new MDX features three-row seating, the 3.7-liter V6, five-speed automatic and SH-AWD plus a leather-wrapped multifunction steering wheel, 10-way adjustable driver- and eight-way adjustable front-passenger seats, tri-zone climate control, eight-speaker 253-watt audio system with XM Satellite Radio and auxiliary jack for personal audio input, and Bluetooth connectivity. Safety is covered by a bevy of airbags, including one for the driver's knees and impending rollover deployment of the side curtains.
The Technology package adds GPS navigation with voice recognition and real-time traffic updates, rearview camera, GPS-linked solar-sensing climate control, 410-watt 10-speaker ultrapremium audio with surround sound and CD/DVD-audio changer. A Sport package perforates and upgrades the leather seats, adds the button-operated MR dampers, exclusive wheel design and auto-leveling xenon HID headlamps.
Finally, an Entertainment package is available in conjunction with either the Technology or Sport packages and includes a rear-seat DVD player with 9-inch flip-down screen, an infrared remote and headphones (movie audio playback can also be routed through the MDX's surround speakers), an input jack for gaming and a 110-volt power outlet.
A downside?
If there are drawbacks to the 2007 Acura MDX they are its grille and price. Have a look at the nose of the MDX and you'll either think it looks high-tech or highly contrived. That's for the market to decide. As for the price, Acura says the base will hover around $41,000 and we assume the MDX-Sport-Technology-Entertainment model we drove will almost reach $50,000.
Considering base MSRPs of a comparably equipped BMW X5 3.0i ($44,470), the Porsche Cayenne ($42,200) and the Volvo XC90 V8 ($46,400), we think the MDX is priced just right. With all its unexpected performance, standard safety and interior features, plus Acura's attention to detail and reputation for longevity, the 2007 Acura MDX is the current midsize SUV standard for the others to chase — in spite of the metallic grille.
By Chris Walton Email | Blog
Date posted: 09-01-2006
Comparing the performance of an Acura MDX to that of a BMW X5 3.0i or a Porsche Cayenne V6 might seem ludicrous — and it would have been until now. That changes with the introduction of the all-new 2007 Acura MDX.
In the past, the MDX had been characterized (by us, in fact) as an SUV "with room for seven passengers or serious amounts of cargo with a gutsy 253-horsepower V6 and a ho-hum interior design and materials." Nowhere was it mentioned that the MDX could put a Cayenne or X5 in its mirrors around a racetrack. Nor did it cite state-of-the-art electronic entertainment and telematics, including live traffic information within a sat-nav system or Bluetooth connectivity. At the MDX's concept reveal in New York, however, Acura hinted at the MDX's capabilities by divulging it had undergone testing at Germany's famous Nürburgring. Later our spies confirmed the exhaustive interior redo when they caught a glimpse of a camouflaged MDX mule undergoing hot-weather testing in Death Valley. The stage was set.
Gunning for the big guys
It appears the folks at Acura went after BMW and Porsche in terms of vehicle dynamics and have outdone themselves in the process. The basis for this newfound performance comes from an all-new bespoke chassis and engine combined with an electromechanical all-wheel-drive system first used on the RL sedan and on the recently released RDX crossover. The standard all-aluminum 3.7-liter V6 is now the largest and most powerful in Acura's arsenal, producing 300 hp and 275 pound-feet of torque.
That's a gain of 47 hp and 25 lb-ft of torque over the previous model's 3.5-liter V6. Luckily, the MDX's city/highway fuel economy estimates change little, from 17/23 mpg to 17/22 mpg despite the increase in output and approximate 100-pound weight gain. That's good news considering the premium fuel requirement of the engine. Still, the 2007 MDX is more fuel-efficient than the X5 3.0i's 15/19 mpg or Cayenne's 15/21 mpg.
The new 3.7-liter power plant still features VTEC variable valve timing and lift control to optimize horsepower and torque characteristics while promoting fuel economy. This time, however, a sky-high 11.0:1 compression ratio, electronic throttle, and variable intake and exhaust systems bring about a far more responsive engine in all rev ranges.
Behind the V6 is a new, strengthened and regeared five-speed automatic with grade-logic control and SportShift manual capability, and the combination makes the 4,500-pound MDX feel downright quick. The last time we tested an MDX was way back in 2003 when it was rated at just 240 hp. Even then, the MDX ran to 60 mph in about 8 seconds and we suspect the 2007 MDX will easily eclipse that modest performance. Towing capacity rises from 4,500 to 5,000 pounds.
That's Mr. Suspension to you
Our on-road and racetrack drives were spent mainly in the new Sport-optioned MDX that includes, among other things, two-mode dampers with magneto-rheological (MR) fluid. Even so equipped, we would never have expected the kind of dexterity the MDX displayed, especially at the racetrack.
The MR dampers do as advertised: smoothing out the ride on the rough stuff and firming up for spirited driving. Only a few times did we feel the comfort mode was just a little too apt to float and bound on some undulating highways. Likewise, there were a few times when the MR suspension revealed a slightly artificial feeling. With its prime directive being to keep the vehicle more or less upright, we found it to be slightly meddling and apt to jounce if we weren't absolutely steady with the steering wheel all the way through a corner. Piloted smoothly, however, the MDX's steady-state line tracing is nearly perfect.
At the track, Acura reps assembled the aforementioned BMW X5 3.0i and Porsche Cayenne V6, and threw in a V8-powered Volvo XC90 to add insult to injury. Granted, there were no representatives from the other vehicles' manufacturers to prepare, observe or defend the contest, so it falls short of an authorized comparison. The unofficial results, however, indicate the MDX was the superior vehicle. It was easily quicker, more controlled and entertaining when compared to the BMW or Volvo. Where the X5 and XC90 summoned either overzealous stability-control intervention or developed terminal understeer entering a corner, the MDX simply dove in and powered out of those same corners.
The Cayenne behaved like a Porsche should, rewarding an aggressive driving style with precise steering and a balanced chassis that would allow some sideways antics in both on- and off-throttle situations. It was a willing dance partner to be sure; however, the MDX was still the quicker, more confidence-inspiring vehicle — with the Porsche's stability control turned off and the MDX's still on.
When the Acura's vehicle stability assist (VSA) was shut off, it matched the Porsche's athleticism and penchant for crazy yaw angles. Nevertheless, it was obvious the 300-hp MDX had longer legs than the 247-hp Cayenne, running away on every straight bit of track.
Super Handling AWD
The chief advantage of Acura's standard SH-AWD system is that it works in conjunction with its defeatable VSA system. The driveline continually receives input from various sensors to delay or effectively eliminate the need to call in the stability-control cavalry to save the day.
Because the system is continually active instead of being merely reactive, it always sends power to the individual wheel(s) with the greatest need or use for it. Most people will never detect the seamless transfer of power, nor would they have imagined they had just preempted VSA. Instead, they'd just presume the MDX was an exceptionally talented vehicle, and it is.
Longer, lower, wider
The MDX's new chassis/unit body is longer, lower and wider than its predecessor and it no longer shares its lineage with the pedestrian Honda Odyssey minivan. The MDX's dimensions are about 2 inches larger in wheelbase, overall length and width, while its height decreases by about a half-inch.
Interior volume and seating measurements remain about the same, which are generous, with some fractions of an inch given and taken in various positions. Total cargo room with all the seats (including the third row) up is just 15 cubic feet. Fold everything flat, though, and the enormous cargo capacity swells to 83.5 cubic feet. But that's just the beginning of the MDX's interior attributes.
Packages within packages
Honda and Acura are notorious for implying that there are no options on any of their vehicles. Rather, each package is rolled into a model's designation as in "Accord-Leather-Navi." That's simply stupid. There are indeed options and packages for which you will pay above a base model's price.
And this holds true for the 2007 Acura MDX: Every new MDX features three-row seating, the 3.7-liter V6, five-speed automatic and SH-AWD plus a leather-wrapped multifunction steering wheel, 10-way adjustable driver- and eight-way adjustable front-passenger seats, tri-zone climate control, eight-speaker 253-watt audio system with XM Satellite Radio and auxiliary jack for personal audio input, and Bluetooth connectivity. Safety is covered by a bevy of airbags, including one for the driver's knees and impending rollover deployment of the side curtains.
The Technology package adds GPS navigation with voice recognition and real-time traffic updates, rearview camera, GPS-linked solar-sensing climate control, 410-watt 10-speaker ultrapremium audio with surround sound and CD/DVD-audio changer. A Sport package perforates and upgrades the leather seats, adds the button-operated MR dampers, exclusive wheel design and auto-leveling xenon HID headlamps.
Finally, an Entertainment package is available in conjunction with either the Technology or Sport packages and includes a rear-seat DVD player with 9-inch flip-down screen, an infrared remote and headphones (movie audio playback can also be routed through the MDX's surround speakers), an input jack for gaming and a 110-volt power outlet.
A downside?
If there are drawbacks to the 2007 Acura MDX they are its grille and price. Have a look at the nose of the MDX and you'll either think it looks high-tech or highly contrived. That's for the market to decide. As for the price, Acura says the base will hover around $41,000 and we assume the MDX-Sport-Technology-Entertainment model we drove will almost reach $50,000.
Considering base MSRPs of a comparably equipped BMW X5 3.0i ($44,470), the Porsche Cayenne ($42,200) and the Volvo XC90 V8 ($46,400), we think the MDX is priced just right. With all its unexpected performance, standard safety and interior features, plus Acura's attention to detail and reputation for longevity, the 2007 Acura MDX is the current midsize SUV standard for the others to chase — in spite of the metallic grille.
09-04-06, 09:15 AM
#49
Guest
Posts: n/a
Hey car makers, 99% of your buyers don't track their SUVs!
The previous MDX has attracted the "stylish mom," says MDX chief engineer Frank Paluch. The new MDX is aimed at "driver dad who wants a sports car but needs an SUV." But it's not supposed to turn off "family mom" (presumably still stylish).
Seems the same as the RX, contrary to what people would have us believe....
The previous MDX has attracted the "stylish mom," says MDX chief engineer Frank Paluch. The new MDX is aimed at "driver dad who wants a sports car but needs an SUV." But it's not supposed to turn off "family mom" (presumably still stylish).
Seems the same as the RX, contrary to what people would have us believe....
09-04-06, 04:10 PM
#51
Yeesh. Well I guess it's expected. Acura wants to move upmarket and the easiest way is to raise the price. I wonder how far they'll go before people say "forget it, I'd rather buy a Lexus for that price"
09-04-06, 06:47 PM
#52
Lead Lap
Join Date: May 2004
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The TL is saving me a ton on gas compared to my G35 20-21 it got when it was good.
09-04-06, 07:06 PM
#53
Actually I wouldn't say that. The J engine in the Accord and TL (not sure about the other cars) get great gas mileage. 23-24 city, over 30 highway is awesome for a V6. Our 07 Camry is terrible so far on gas mileage and it has a much bigger tank than my TL.
The TL is saving me a ton on gas compared to my G35 20-21 it got when it was good.
The TL is saving me a ton on gas compared to my G35 20-21 it got when it was good.
09-04-06, 07:15 PM
#54
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The Camry has 1600 miles now, and my TL has 3700.
09-05-06, 03:17 AM
#55
09-05-06, 03:23 AM
#56
The RL gas mileage has a lot to do with the SH-AWD system as well. Any AWD car will suffer in gas mileage compared to the FWD or RWD cars around the same class. I agree though, the J series engine have been out since 1997 as a 98 model. It is nearing the end of its life cycle IMHO.
09-05-06, 11:58 AM
#57
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The RL gas mileage has a lot to do with the SH-AWD system as well. Any AWD car will suffer in gas mileage compared to the FWD or RWD cars around the same class. I agree though, the J series engine have been out since 1997 as a 98 model. It is nearing the end of its life cycle IMHO.
09-06-06, 08:52 AM
#58
Super Moderator
Cars.com Review . . .
By Joe Wiesenfelder
September 1, 2006
The MDX, Acura's seven-seat luxury SUV, has been completely re-engineered and redesigned for the first time since its 2001 debut. A Cars.com Best Bet for as long as we've awarded the honor, the MDX was ahead of the curve in this category, offering seven seats as standard equipment and luring buyers away from the Lexus RX (which still has only five). My one-day drive of the 2007 model revealed that the MDX retains all the positive attributes for which Acuras are renowned and improves upon many performance aspects. It strays into risky styling territory and takes at least one ergonomic step backward.
As before, the MDX is a single trim level, leaving option packages to distinguish one from another. It goes on sale this fall with prices ranging from about $41,000 to $48,000 — an increase of roughly $4,000.
Exterior & Styling
Built on a new unibody truck platform, the slightly longer MDX has lost only fractions of an inch in height, but it looks considerably lower. I always thought the earlier MDX's styling was inoffensive, maybe a little dorky (as if I should talk). The new one takes a stand. The defining characteristic is its shieldlike grille, whose presence is only slightly less bold than that of the MD-X concept shown at the New York auto show in April.
Now, when I say it looks like a shield, I mean it actually looks like a shield — plate metal, the kind of thing you'd want in your hand if Visigoths attacked your shopping mall. Opinions are sure to differ on this element. If Acura is lucky, some will love it and some will hate it; oddly enough, this leads to healthy sales. The term is "polarizing," which shouldn't be allowed to become a euphemism for ugly. A design needs two poles to polarize, and the competing Subaru B9 Tribeca isn't polarizing. It's abominable — enough so that Subaru has capitulated and has halted spreading the grille design to other models. Acura should keep a close eye on reactions to its own grille. The B9's sales show what happens when you come to the party not just late but ugly.
The Inside
The MDX interior has been updated, as needed, with a more modern design that may or may not stand the test of time. The bizarre steering wheel looks like a weapon, to be thrown ... perhaps at a marauding Visigoth, who, with any luck, won't be shielding himself with an MDX grille.
The tan interior works well with the brown faux wood trim, and Acura wisely offers ashen wood to go with the blacks and grays. (I never understood mixing brown with gray.) The center storage console is nice and big, but the barn-door armrest lids didn't please me or my passenger. Perhaps you can open your side without disturbing the opposite arm, but I don't think a lid should open toward you and obstruct access to the very compartment you're opening.
When it comes to ergonomic bungles, nothing comes close to the replacement of Acura's exceptional touch-screen control and navigation system display with the **** interface from the RL flagship sedan. Bad move. Terrible move. Colossal, inexcusable regression. It has a rotary joyknob, and the touch-screen aspect is gone from the 8-inch display. In review after review, I've held up the Honda/Acura system as the way other automakers should do it, so I won't go easy on Acura for this lapse in judgment. I don't know if the point is to get the display up higher, closer to one's line of sight, but I'm sure a quick poke at a touch-screen lower on the dash is less distracting than monkeying with a **** for 30 seconds.
If this seems familiar, it's because we've seen it before — called Multi-Media Interface in Audis, iDrive in BMWs and Comand in Mercedes-Benzes. OK, I get it, Acura. These are the brands you want to compete with. But if BMW jumped off a bridge... Since their appearance I've been trying to convince automakers that turning a **** is not the best way to select letters from the alphabet. If it were, you wouldn't be sitting behind a keyboard.
I suppose I should mention that the navigation system, which comes in the optional Technology Package, includes a rearview camera and integrates real-time traffic information in more than 30 U.S. cities. Great. Have fun operating it. I'll be over here with my AM radio and my map.
As for the MDX's interior, it's quieter than before and accommodating, with separate climate-control zones for the driver, front passenger and rear seats. The second row is comfortable, with adjustable backrest angle and slightly more legroom than in the previous generation. These seats don't adjust fore and aft, though the curb-side seat moves forward with the backrest to ease third-row ingress. The dimensions are pretty much the same as in the 2006. The third row is workable for adults, at least for short trips, and headroom is improved in models with the power liftgate because its motor has been moved to the driver's side D-pillar.
Now nested into the seatbacks, the third row's head restraints obstruct the rear view even less.
Ride & Handling
Extensive changes to the suspension and all-wheel drive have transformed the MDX's ride and handling. Acura developed these aspects at Germany's challenging Nurburgring racetrack, to which many automakers have recently flocked to try to emulate regulars such as BMW and Porsche. Is this necessary for an SUV? No, but Acura says the agility makes all drivers safer in emergency situations. Acura also is trying to spread the notion that its vehicles are fun to drive, as many are. Automakers have finally figured out how important this has been to BMW's success and begun trying to compete in performance, not just features and luxury.
I drove the new MDX on a track here at home, and it's truly outstanding, able to handle sharp cornering effortlessly, especially when equipped with the optional Sport Package. The previous generation has always felt grounded, but this one makes rollover concerns a fading memory. Much of the new athleticism comes courtesy of the standard driveline, known by the oft-mocked yet uncommonly descriptive name Super Handling All-Wheel Drive. It differs from most AWD in its ability to apportion torque not just between front and rear axles but among the different wheels. Most important, compared to the earlier system, it can send more power to the rear wheels than the front and can drive the outside rear wheel faster than the inside wheel when in a turn.
When powering out of a turn, sending so much torque to the wheel that bears most of the car's weight helps increase traction there and decrease slippage in the other wheels. Along for the ride with only about 15 percent of the torque, the front wheels are less likely to break traction and cause understeer. In normal driving, SH-AWD sends 90 percent of the torque to the front wheels to maximize gas mileage. It can shift 70 percent to the rear when needed, and as much as all of that can go to one rear wheel or the other. If you're not afraid to stand on the accelerator pedal in circumstances where you'd otherwise want to back off, the MDX digs in and scrambles out of it like a champ. (Professional writer, closed course, no one watching.)
Aiding the Sport package is an adaptive suspension Acura calls the Active Damper System. Using technology introduced in General Motors cars a few years ago, it has shock absorbers that employ a magnetic field and metallic oil to vary their firmness. Compared to the more common variable-valve designs, these shocks have fewer moving parts, react five times faster and have a broader range of firmness. Under constant computer control, the shocks smooth out bumps and firm up when needed to control body roll. The shocks might have a broad firmness range, but the "Comfort" button on the center console makes a relatively small difference in the ride quality. (I've found this to be true in most systems that give the driver an option of Sport or Comfort ride.) The Active Dampers do seem to minimize body roll in turns even when set to Comfort.
Going & Stopping
Overall, the MDX is quite quick, and its sporty exhaust note is just loud enough under heavy acceleration. With its jump from 3.5 liters to 3.7 liters of displacement, the redesigned V-6 engine's output jumps from 253 to 300 horsepower. Its torque jumps only 25 pounds-feet to 275 pounds feet, and from a peak at 3,500 rpm to 5,000 rpm, so the engine definitely does its best work when revving high, closer to the 6,500 rpm redline. The five-speed automatic transmission gives the MDX a solid launch off the line regardless, and while there's some torque steer, it would probably be worse if the engine had more of its guts at low engine speeds. The transmission includes a clutchless-manual mode controlled via the gear selector, not steering-wheel paddles.
Acura revised the automatic mode to execute Intelligent Shift Control, which holds the transmission in the same gear during sustained winding roads. While I appreciate the idea — because you don't want it hunting for a gear while you're trying to accelerate through a turn — there are times when you do want the trans to respond to the accelerator and kick down. Sometimes it now seems reticent to do so. When the manual mode is capable of holding a gear, I think I'd prefer automatic to remain responsive and err on the side of doing what you want when you want, not making assumptions and doing its own thing.
The EPA-estimated gas mileage makes a slight dip from 17/23 to 17/22 mpg (city/highway), still a respectable showing in this class. Premium gasoline is recommended for best performance.
In addition to the sophisticated all-wheel drive, the MDX has an electronic stability system to help keep it going in the intended direction in low-traction situations. It can limit engine power and it employs the standard ABS to quell slippage at any wheel.
Safety
Though the MDX hasn't been crash tested as of this report, Acura and Honda have racked up an impressive fleet of crashworthy models, and a favorable outcome is more likely than it would be for many automakers. The MDX now has the Advanced Compatibility Engineering body structure that's designed to engage vehicles of all sizes in a collision, protecting the occupants of both cars. Honda has taken a leadership role in pedestrian safety, and includes in the MDX specially designed hood, hinges, fenders and windshield wiper arms for protection in an unfortunate car-vs.-pedestrian scenario. If you don't think protecting people outside benefits the MDX driver, think about liability.
Standard safety features not already mentioned include front airbags and side torso bags that deploy from the front seats in a side impact, along with curtain airbags that cover the side windows of all three seat rows. In addition to shielding heads in side strikes, the curtains deploy if the MDX rolls over, to protect occupants and prevent their ejection. The front seats have active head restraints.
Cargo & Towing
Like the passenger space, the cargo capacity is about the same at 15.0 cubic feet of volume behind the third row, 42.9 cubic feet when that row is folded and 83.5 cubic feet when all the seats are folded. The folding is easier than before, a single step for the 60/40-split second row, and now for the 50/50-split third row too because the nested head restraints don't have to be removed for clearance. With these staying put, their former storage bin under the floor panel is available for other cargo.
The MDX's towing capacity is up from 3,500 pounds to 5,000 pounds in the new generation. Acura said its surveys revealed that more than 80 percent of MDX owners who tow said this was enough. The required Class III hitch and wiring — all that's needed with the standard MDX — is a dealer option. Acura says the stability system is calibrated to sense when the SUV is towing a trailer and to account for the unique forces it imparts if it starts to wag.
Features
You already know how I feel about the navigation system. Beyond that, the MDX offers the full complement of features, including the requisite optional rear video system with wireless headphones. Unfortunately, there's a conflict: All MDXes come with an auxiliary audio input jack inside the center console for MP3 players and the like — that is, all MDXes that don't have the rear video system. When the video option is present, there's no mini jack in the storage bin. RCA-style audio/video jacks appear at the back of the console facing the rear seats, which allows a video game system or audio device to be patched into that rear zone of the entertainment setup. The driver can still run a cord to these jacks and play MP3s through the whole stereo, but only if the kids aren't using the video system.
The standard stereo has a subwoofer, a six-CD changer and XM Satellite Radio with three months of complimentary programming. The optional Acura/ELS premium stereo adds a six-CD/DVD changer that can play DVD-Audio (but not video) discs. DVD-A discs provide multichannel digital surround sound, and a Dolby Pro Logic II processor can create similar results from regular sources like CDs and radio. I had limited time with it, but on first impression its detail was the high point, with the surround sound's spatial rendition less impressive.
MDX in the Market
I doubt that anything can stop the MDX juggernaut, but it depends largely on how the new styling and performance are perceived, and how much weight the Acura name carries for image-conscious buyers, who still seem to be in the thrall of German luxury mystique. The MDX's success will also depend on whether the increased price strikes all you shoppers as lower than the competition — or higher than it used to be.
source with pics HERE
September 1, 2006
The MDX, Acura's seven-seat luxury SUV, has been completely re-engineered and redesigned for the first time since its 2001 debut. A Cars.com Best Bet for as long as we've awarded the honor, the MDX was ahead of the curve in this category, offering seven seats as standard equipment and luring buyers away from the Lexus RX (which still has only five). My one-day drive of the 2007 model revealed that the MDX retains all the positive attributes for which Acuras are renowned and improves upon many performance aspects. It strays into risky styling territory and takes at least one ergonomic step backward.
As before, the MDX is a single trim level, leaving option packages to distinguish one from another. It goes on sale this fall with prices ranging from about $41,000 to $48,000 — an increase of roughly $4,000.
Exterior & Styling
Built on a new unibody truck platform, the slightly longer MDX has lost only fractions of an inch in height, but it looks considerably lower. I always thought the earlier MDX's styling was inoffensive, maybe a little dorky (as if I should talk). The new one takes a stand. The defining characteristic is its shieldlike grille, whose presence is only slightly less bold than that of the MD-X concept shown at the New York auto show in April.
Now, when I say it looks like a shield, I mean it actually looks like a shield — plate metal, the kind of thing you'd want in your hand if Visigoths attacked your shopping mall. Opinions are sure to differ on this element. If Acura is lucky, some will love it and some will hate it; oddly enough, this leads to healthy sales. The term is "polarizing," which shouldn't be allowed to become a euphemism for ugly. A design needs two poles to polarize, and the competing Subaru B9 Tribeca isn't polarizing. It's abominable — enough so that Subaru has capitulated and has halted spreading the grille design to other models. Acura should keep a close eye on reactions to its own grille. The B9's sales show what happens when you come to the party not just late but ugly.
The Inside
The MDX interior has been updated, as needed, with a more modern design that may or may not stand the test of time. The bizarre steering wheel looks like a weapon, to be thrown ... perhaps at a marauding Visigoth, who, with any luck, won't be shielding himself with an MDX grille.
The tan interior works well with the brown faux wood trim, and Acura wisely offers ashen wood to go with the blacks and grays. (I never understood mixing brown with gray.) The center storage console is nice and big, but the barn-door armrest lids didn't please me or my passenger. Perhaps you can open your side without disturbing the opposite arm, but I don't think a lid should open toward you and obstruct access to the very compartment you're opening.
When it comes to ergonomic bungles, nothing comes close to the replacement of Acura's exceptional touch-screen control and navigation system display with the **** interface from the RL flagship sedan. Bad move. Terrible move. Colossal, inexcusable regression. It has a rotary joyknob, and the touch-screen aspect is gone from the 8-inch display. In review after review, I've held up the Honda/Acura system as the way other automakers should do it, so I won't go easy on Acura for this lapse in judgment. I don't know if the point is to get the display up higher, closer to one's line of sight, but I'm sure a quick poke at a touch-screen lower on the dash is less distracting than monkeying with a **** for 30 seconds.
If this seems familiar, it's because we've seen it before — called Multi-Media Interface in Audis, iDrive in BMWs and Comand in Mercedes-Benzes. OK, I get it, Acura. These are the brands you want to compete with. But if BMW jumped off a bridge... Since their appearance I've been trying to convince automakers that turning a **** is not the best way to select letters from the alphabet. If it were, you wouldn't be sitting behind a keyboard.
I suppose I should mention that the navigation system, which comes in the optional Technology Package, includes a rearview camera and integrates real-time traffic information in more than 30 U.S. cities. Great. Have fun operating it. I'll be over here with my AM radio and my map.
As for the MDX's interior, it's quieter than before and accommodating, with separate climate-control zones for the driver, front passenger and rear seats. The second row is comfortable, with adjustable backrest angle and slightly more legroom than in the previous generation. These seats don't adjust fore and aft, though the curb-side seat moves forward with the backrest to ease third-row ingress. The dimensions are pretty much the same as in the 2006. The third row is workable for adults, at least for short trips, and headroom is improved in models with the power liftgate because its motor has been moved to the driver's side D-pillar.
Now nested into the seatbacks, the third row's head restraints obstruct the rear view even less.
Ride & Handling
Extensive changes to the suspension and all-wheel drive have transformed the MDX's ride and handling. Acura developed these aspects at Germany's challenging Nurburgring racetrack, to which many automakers have recently flocked to try to emulate regulars such as BMW and Porsche. Is this necessary for an SUV? No, but Acura says the agility makes all drivers safer in emergency situations. Acura also is trying to spread the notion that its vehicles are fun to drive, as many are. Automakers have finally figured out how important this has been to BMW's success and begun trying to compete in performance, not just features and luxury.
I drove the new MDX on a track here at home, and it's truly outstanding, able to handle sharp cornering effortlessly, especially when equipped with the optional Sport Package. The previous generation has always felt grounded, but this one makes rollover concerns a fading memory. Much of the new athleticism comes courtesy of the standard driveline, known by the oft-mocked yet uncommonly descriptive name Super Handling All-Wheel Drive. It differs from most AWD in its ability to apportion torque not just between front and rear axles but among the different wheels. Most important, compared to the earlier system, it can send more power to the rear wheels than the front and can drive the outside rear wheel faster than the inside wheel when in a turn.
When powering out of a turn, sending so much torque to the wheel that bears most of the car's weight helps increase traction there and decrease slippage in the other wheels. Along for the ride with only about 15 percent of the torque, the front wheels are less likely to break traction and cause understeer. In normal driving, SH-AWD sends 90 percent of the torque to the front wheels to maximize gas mileage. It can shift 70 percent to the rear when needed, and as much as all of that can go to one rear wheel or the other. If you're not afraid to stand on the accelerator pedal in circumstances where you'd otherwise want to back off, the MDX digs in and scrambles out of it like a champ. (Professional writer, closed course, no one watching.)
Aiding the Sport package is an adaptive suspension Acura calls the Active Damper System. Using technology introduced in General Motors cars a few years ago, it has shock absorbers that employ a magnetic field and metallic oil to vary their firmness. Compared to the more common variable-valve designs, these shocks have fewer moving parts, react five times faster and have a broader range of firmness. Under constant computer control, the shocks smooth out bumps and firm up when needed to control body roll. The shocks might have a broad firmness range, but the "Comfort" button on the center console makes a relatively small difference in the ride quality. (I've found this to be true in most systems that give the driver an option of Sport or Comfort ride.) The Active Dampers do seem to minimize body roll in turns even when set to Comfort.
Going & Stopping
Overall, the MDX is quite quick, and its sporty exhaust note is just loud enough under heavy acceleration. With its jump from 3.5 liters to 3.7 liters of displacement, the redesigned V-6 engine's output jumps from 253 to 300 horsepower. Its torque jumps only 25 pounds-feet to 275 pounds feet, and from a peak at 3,500 rpm to 5,000 rpm, so the engine definitely does its best work when revving high, closer to the 6,500 rpm redline. The five-speed automatic transmission gives the MDX a solid launch off the line regardless, and while there's some torque steer, it would probably be worse if the engine had more of its guts at low engine speeds. The transmission includes a clutchless-manual mode controlled via the gear selector, not steering-wheel paddles.
Acura revised the automatic mode to execute Intelligent Shift Control, which holds the transmission in the same gear during sustained winding roads. While I appreciate the idea — because you don't want it hunting for a gear while you're trying to accelerate through a turn — there are times when you do want the trans to respond to the accelerator and kick down. Sometimes it now seems reticent to do so. When the manual mode is capable of holding a gear, I think I'd prefer automatic to remain responsive and err on the side of doing what you want when you want, not making assumptions and doing its own thing.
The EPA-estimated gas mileage makes a slight dip from 17/23 to 17/22 mpg (city/highway), still a respectable showing in this class. Premium gasoline is recommended for best performance.
In addition to the sophisticated all-wheel drive, the MDX has an electronic stability system to help keep it going in the intended direction in low-traction situations. It can limit engine power and it employs the standard ABS to quell slippage at any wheel.
Safety
Though the MDX hasn't been crash tested as of this report, Acura and Honda have racked up an impressive fleet of crashworthy models, and a favorable outcome is more likely than it would be for many automakers. The MDX now has the Advanced Compatibility Engineering body structure that's designed to engage vehicles of all sizes in a collision, protecting the occupants of both cars. Honda has taken a leadership role in pedestrian safety, and includes in the MDX specially designed hood, hinges, fenders and windshield wiper arms for protection in an unfortunate car-vs.-pedestrian scenario. If you don't think protecting people outside benefits the MDX driver, think about liability.
Standard safety features not already mentioned include front airbags and side torso bags that deploy from the front seats in a side impact, along with curtain airbags that cover the side windows of all three seat rows. In addition to shielding heads in side strikes, the curtains deploy if the MDX rolls over, to protect occupants and prevent their ejection. The front seats have active head restraints.
Cargo & Towing
Like the passenger space, the cargo capacity is about the same at 15.0 cubic feet of volume behind the third row, 42.9 cubic feet when that row is folded and 83.5 cubic feet when all the seats are folded. The folding is easier than before, a single step for the 60/40-split second row, and now for the 50/50-split third row too because the nested head restraints don't have to be removed for clearance. With these staying put, their former storage bin under the floor panel is available for other cargo.
The MDX's towing capacity is up from 3,500 pounds to 5,000 pounds in the new generation. Acura said its surveys revealed that more than 80 percent of MDX owners who tow said this was enough. The required Class III hitch and wiring — all that's needed with the standard MDX — is a dealer option. Acura says the stability system is calibrated to sense when the SUV is towing a trailer and to account for the unique forces it imparts if it starts to wag.
Features
You already know how I feel about the navigation system. Beyond that, the MDX offers the full complement of features, including the requisite optional rear video system with wireless headphones. Unfortunately, there's a conflict: All MDXes come with an auxiliary audio input jack inside the center console for MP3 players and the like — that is, all MDXes that don't have the rear video system. When the video option is present, there's no mini jack in the storage bin. RCA-style audio/video jacks appear at the back of the console facing the rear seats, which allows a video game system or audio device to be patched into that rear zone of the entertainment setup. The driver can still run a cord to these jacks and play MP3s through the whole stereo, but only if the kids aren't using the video system.
The standard stereo has a subwoofer, a six-CD changer and XM Satellite Radio with three months of complimentary programming. The optional Acura/ELS premium stereo adds a six-CD/DVD changer that can play DVD-Audio (but not video) discs. DVD-A discs provide multichannel digital surround sound, and a Dolby Pro Logic II processor can create similar results from regular sources like CDs and radio. I had limited time with it, but on first impression its detail was the high point, with the surround sound's spatial rendition less impressive.
MDX in the Market
I doubt that anything can stop the MDX juggernaut, but it depends largely on how the new styling and performance are perceived, and how much weight the Acura name carries for image-conscious buyers, who still seem to be in the thrall of German luxury mystique. The MDX's success will also depend on whether the increased price strikes all you shoppers as lower than the competition — or higher than it used to be.
source with pics HERE
11-15-06, 01:06 PM
#59
Edmund's Review
More than Meets the Eye
By Jason Kavanagh, Engineering Editor Email | Blog
Date posted: 11-15-2006
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Normally, trying to be all things to all people is a six-lane freeway to suckitude. This is the downfall of focus-grouped design-by-committee automaking, which waters creativity down to the point of the lowest common denominator. Death by clinic.
With its all-new Megatron-faced 2007 MDX, Acura wants the MDX to be mentioned in the same breath as the Porsche Cayenne and BMW X5. Doing so required the new MDX to be a much hotter tamale than the lame-duck MDX in nearly every way, so Acura endowed the 2007 model with a formidable dynamic repertoire. Effectively negotiating the opposing tables of performance, utility and comfort is a delicate balancing act that the smarter, buffer MDX pulls off convincingly.
A brave new face
Looking like the aftermath of a tryst between an Infiniti FX45 and the Muppets' Sam the Eagle, the bulges and creases of the 2007 MDX are a welcome departure from the smooth, invisible lines of the original MDX. Curiously, over the course of 1,700 miles, our MDX tester ferried us to far-off locales in the Southwestern States without drawing a single murmur or sideways glance. Combined with our tester's subdued "Steel Blue" paint, the MDX's pursed mug makes it less Bo Derek and more Derek Zoolander.
It's what's under the skin that counts. A subtle clue to the 2007 MDX's newly invigorated philosophy is the "Comfort" button on the center console. Unlike nearly any vehicle we can think of with split-personality dampers, "Sport" mode is the MDX's default attitude upon startup.
Selecting Comfort mode instantly switches the magneto-rheological dampers to a softer setting that is, frankly, underdamped on some road surfaces — hit a large bump and the body will continue to seesaw for a cycle or two. Forget Comfort mode. Since the standard setting is so well-resolved, it's better to simply leave the button alone. You'll be rewarded with a ride that is sure-footed and firm — never punishing — with a notable lack of the head toss or belly jiggle normally associated with sport-tuned dampers.
No-holds-barred handling
Anyone who has worn running cleats or climbing shoes will have an appreciation for the MDX's adroit SH-AWD all-wheel-drive system. Similar to that found in the Acura RL, SH-AWD incorporates a drive system logic that apportions torque both front-to-rear and side-to-side in an effort to control yaw. The end result is that the MDX maintains path accuracy eagerly, like a Jack Russell terrier missile-locked onto a Frisbee. There's a sensation of the torque shifting from wheel to wheel during hard cornering, clueing the driver into the magic behind the electronic curtain, but it all happens so effectively that it's encouraging rather than distracting.
And it works, too — the MDX generated 0.82g of grip on our skid pad and ran through the slalom at 62.6 mph. Wide 255/55 sneakers on 18-by-8-inch wheels help, too, even if they're all-seasons. Those are solid results, but what's really impressive is how exploitable the MDX's capabilities are within those values. For a three-row SUV, the MDX does a fine job of driving like it's not one.
Even at a crawl, the steering has a reassuring heft that reminds us of the latest BMW 3 Series. Response from the helm is superb, and combined with the MDX's reined-in body motion, the driver has heaps of confidence when attacking a sinuous road or just threading through traffic. Likewise, the MDX's braking response and consistent pedal effort further bolster confidence. Stopping from 60 mph consumed 134 feet — a decent stopping distance for the MDX's size — though obvious fade was experienced during the successive stops of our testing.
Smoke 'em if you got 'em
Outgunning all other six-cylinder-powered rivals including the BMW X5, Lexus RX 350 and Porsche Cayenne, the MDX's big 3.7-liter V6 punches out 300 horsepower at 6,000 rpm and 275 lb-ft of torque at 5,000 rpm. From a dig, acceleration is a shade soft until the tach needle builds momentum.
It's in the middle and upper ends of the rev range where the smooth six pulls with enthusiasm, running the truck from zero to 60 mph in 8.1 seconds on its way to a quarter-mile in 16 seconds at 88.9 mph. Downshifting readily when the throttle is stirred, the MDX's manually shiftable five-speed autobox drew praise for its transparent, slurred gearchanges.
More than a one-trick pony
So, the MDX succeeds at the driver involvement part. Any $48,465 sport-ute needs to be more than a one-trick pony, and the MDX addresses this concern, too.
Although the MDX will accommodate seven passengers and tow up to 5,000 pounds, it's best used as a four-seater with the third row folded down for their luggage. In fact, Acura refers to the MDX's seating configuration as "4+3," meaning, "those +3 had better be Mother Teresa in size and disposition." The remaining four occupants are treated like kings, though, with top-shelf comfort from the Sport package's glove-soft perforated leather seats and seat heaters all around.
We've griped about this in other cars but it bears repeating despite how obvious it sounds — glossy surfaces reflect light. The MDX's clearcoated plasti-wood makes for an intriguingly styled interior, but casts reflections into the driver's face. Plus, for all the MDX's sport-biased gusto, its pencil-rimmed steering wheel is a letdown, and the overcrowded center stack can't be easily operated by feel alone. Aside from those quibbles, and a shrill whistle from the HVAC when at full chuff, the high-quality interior is a stylishly sybaritic environment indeed.
Certain manufacturers have a reputation for executing a particular area to a consistently high standard. Porsche has brakes, GM has air-conditioning and Ferrari has exhaust notes. Add Acura's navigation interface to that list. With its ease of use, utterly intuitive operation and well-placed multifunction display, Acura puts other systems — Mercedes-Benz's comes to mind — to shame. It's something other automakers should unabashedly copy.
Putting it all together
Like all Hondas, the MDX adopts the corporate options strategy of bundling features into a vehicle style, thereby making those items "standard equipment." In our case, the MDX we tested was equipped with the Sport and Entertainment packages. Fully loaded, in other words.
Base MDXs start at $40,665 with destination. The Sport package includes the features of an available Technology package — navigation with voice recognition and real-time traffic, a positively mind-blowing 410-watt audio system, a rearview camera and solar-sensing climate control — plus a sport suspension with the aforementioned Active Damper System, premium leather and special wheels. Available separately, the Entertainment package consists of a rear-seat DVD screen, the heated second-row seats, a power tailgate and a 115-volt power outlet.
While other automakers are content to tout real or pseudo off-road capability for their SUVs, Acura instead focused the MDX's skill set on the types of roads most SUV buyers drive on: paved ones. As a result, the 2007 Acura MDX works exceptionally well in this environment, even on spirited romps. It's a driver's SUV heavy on sport, yet doesn't abandon the user-friendliness of its progenitor.
System Score: 10.0
Components: Our MDX was equipped with the Sport package which means it gets the stunning Panasonic/ELS sound system similar to that found in the Acura TL and RDX. It's a 10-speaker system that has speakers placed strategically throughout the cabin, including rear surround speakers and an 8-inch subwoofer that help the system achieve true surround for both front- and rear-seat passengers.
However, the ELS system sounds best when listening to DVD-A discs and the Lexus/Mark Levinson system can reproduce brilliant sound from just two-channel stereo CDs or DVD-as — it's not dependant on DVD-A technology in order to reproduce stellar sound.
Rather than rely on electronic gimmicks to attain a surround feel, the ELS system delivers true 5.1 surround through its ability to play DVD-A discs. The system is good for 410 watts, has a six-disc DVD/CD changer, and plays MP3 CDs as well as WMA discs. There's no iPod-specific connection but utilizes a catchall auxiliary mini-jack. The system is XM-ready, too. Regular two-channel CDs are given the Dolby Pro-Logic treatment and sound excellent as well.
When combined with the rear-seat entertainment package, DVDs are played so that the rear-seat occupants get the benefit of true surround sound (assuming you're listening to at least a 5.1 surround disc). Occasionally, certain sounds assigned to the rear channels have too much prominence. The Lexus system doesn't have this problem.
Performance: This is quite possibly the best-sounding factory-installed stereo in any new car. This audio system's closest competition is found in much more expensive cars and in terms of sound quality, the ELS system sounds better than many (Cadillac Escalade, Infiniti FX35 and Porsche Cayenne, to name just a few). The Mark Levinson system found in the new Lexus LS sounds just as good but has a hard drive and ultraintuitive menus so it's ultimately more user-friendly. The Audi S8's Bang & Olufsen system also sounds just as good as the ELS system but that's a $6,300 option on a car that costs nearly $100,000. The Lexus LS is also significantly more expensive that the MDX which is roughly a $45,000 car with the ELS stereo. For the money, the MDX's stereo is the best there is and sounds just as good, if not better, than systems costing thousands more.
The backbone of the ELS system's sound is near flawless bass that is abundant, punchy and well controlled. This is bass you feel but at the same time it doesn't assault you. Mids and highs are also well defined, and sound reproduction from DVDs is full of rich detail and underscored with subtle nuances. This is a system that adds to the listening experience — when you hear music the way the artist, engineer and producer intended it opens up a whole new world of music appreciation. With most recorded music, every sound, every note and every beat has a purpose; listen to even a familiar track on the Panasonic/ELS system and a veil is pulled back. Suddenly, you "get it."
The only real drawback we found with this system has to do with the surround-sound experience for backseat passengers. Occasionally, certain sounds assigned to the rear channels have too much prominence. We'd also like to see a midrange adjustment and a way to "keep your place" in the menu that lets you adjust tone rather than having to cycle around each time you want to adjust the subwoofer.
Pros: Excellent sound, rich bass, even stereo CDs sound great.
Cons: No place holder in the menu.
Conclusion: Judged purely on sound quality and clarity, the Panasonic/ELS sound system is the best there is. If you're first and foremost an audiophile, the Acura MDX with the ELS audio system is for you. If you're not an audiophile, this system will make you one. — Brian Moody
nside Line Editor in Chief Richard Homan says:
Back in the days when the luxury SUV orchard was still bearing new and exciting fruit on a regular basis, Acura's first-generation MDX came along and set up a benchmark that withstood just about every test thrown its way. Now time and tide have changed the baseline for great luxury utes and lux SUVs are becoming wholly responsible for keeping high-buck carmakers — including BMW, Lexus and Porsche — sales strong.
That realization alone is enough to ensure that every luxury carmaker is spending overtime to make their sport-utes amazing.
With that in mind, I had fully expected to embrace all of the strides the new MDX had made in an effort to eclipse every other luxury ute I had driven. Sadly, that didn't happen. To say the new MDX is a disappointment would be a lie and an insult to Acura, but it doesn't further the state of the class either. The look is nice in a modern, mature way. The engine is a good V6 doing its best to pull a big box around, but it doesn't make the Acura seem light in any way. The interior is nice, but I've driven Lexuses, too, so you're not amazing me yet. And the MDX isn't silent inside.
But the biggest sin is that the steering wheel is so thin and wimpy that it's almost an insult to put it in a sport-utility vehicle. The steering wheel is the one thing you don't want to save money on — that and the seats are the driver's only direct, full-time connections to a vehicle. The seats, thankfully, are fully competitive.
My personal conclusion: The MDX is a terrific vehicle in a class that's gotten pretty crowded with terrific vehicles.
Editorial Director Kevin Smith says:
I almost thought I was in a BMW. Weird. Why was that? Looking around the MDX, the dark wood grain and brushed aluminum trim suggest a modern Munich interior, and so do many of the actual shapes and lines and forms. The center stack dense with buttons looks a little too much like the nonintuitive arrays I've griped about in recent German cars.
And it isn't just a visual suggestion. The steering wheel passes some mechanical texture into your hands, something you're more prepared to find in a BMW sport sedan than in a an SUV from Japan. The rest of the MDX's ride and handling profile is similarly positive and communicative.
Now, some tautness and control accuracy are not historically out of place in an Acura, or indeed in any Honda product. It's one of the key distinctions between Honda's volume sedan, the iconic Accord and the equivalent Camry offering from Toyota — reflecting how an engineering and racing heritage distinguishes itself from formidable manufacturing prowess.
But I've never had a Honda or Acura — and certainly not the previous-generation MDX — whisper "BMW" in my ear quite so loudly when I look at it, touch it and drive it. Did I get over my surprise at the MDX's startling impersonation of a BMW? Yeah, in about a mile and a half. That's all it took to settle in and enjoy this tall wagon's capabilities and qualities on their own merits, never mind what they remind me of. The interior styling is fine, the switch array I can live with, and the control feedback I love. And for the record, the skinny steering wheel that bugged everyone else didn't register as a problem with me.
"Over the weekend I had the opportunity to test-drive an '07 MDX with Tech and Ent packages. Here are my thoughts on it.
"Exterior: The overall design was nice. The side panels were pretty plain and I think that it would improve its appearance if it had a well-defined crease or body side molding. The front grille was nothing to write home about even though some here felt that the grille didn't look that bad. I thought it was too large and I did not like the chrome drilled-holed plated front nose. It would have looked better if this part was left out. I think the vehicle was just high enough that a running board is needed for those vertically challenged.
"Interior: Awesome fit and finish with excellent materials used. However the design/placement of the interior controls was not so good. I felt that the center stack was a little cluttered even though each section of the center stack was separated by climate, CD, DVD, nav. The front center divider was a little too wide reducing the amount of thigh room for both the driver/passenger. The placement of the shifter was too close to the driver's thigh; it should have been placed near the center of the console. The placement of cupholders with the cheap manual slider compartment should have been placed up against the armrest compartment with a spring-loaded door. The steering wheel seems a little small in diameter. I guess I am used to European vehicles with a thick steering wheel. Also, too many buttons on the steering wheel on all three sides of the 'T.'
"The second-row seats were very comfortable but forget about having an adult sit in the middle seat. The contour of the second-row seats produced a hump on the middle seat and the backrest that is not very comfortable.
"As for the third-row seats, they cannot be opened unless the backrest of the second-row seats is un-reclined or tilted forward slightly. I have to say the design of the third row is very nice because the seat cushion rises about six inches as the seat is opened so you are not sitting on the floor. The third row is basically for children. Just make sure that they do not have large feet since the foot space is limited.
"The cargo area is very large and nice!
"They also have great electronics! I really like the voice interface with all controls.
"Performance/handling: Driving on both local streets and on the freeway, I have to say that the car has a nice ride and comfort along with quietness of the cabin.
"The acceleration was adequate and I have also noticed like others on this forum that the pickup from stop to the 3rd gear, the car is sluggish and there seems to be no sense of power. With a 300-hp engine, one would expect the power. There should be more torque at the lower gears! Handling is good but you do not feel connected to the road.
"Bottom line, it drives like a Honda (which I have owned a few). It even performs similar to the RL and that is not too impressive and we all know how the RL did in sales over the last few years.
"For the value, you cannot beat it! But don't expect the performance and handling like a BMW, Audi, VW. If you do, you will be disappointed.
"I am in the market to buy either a MDX, X5, Q7 and after this test-drive, the MDX is off the list. I think my parents (in their late 60s) would like this car a lot." — low_ball_88, Nov 6, 2006
"But MDX's V6 has already got the torque! The older MDX was delivering 95% of its peak torque from about 2,300 rpm, so if the new MDX is delivering, not 95 but 90% of its peak torque at that engine speed, we're talking almost 250 lb-ft under 2,500 rpm (which happens to be peak torque at 4,800 rpm in Lexus RX 350).
"Again, for the heft and to utilize the power, MDX (and RL) will benefit immensely from a new 6AT that would provide a nice gearing span while allowing for short low gears. For some reason, Acura has taken a slow route to adding a cog. I hope it is for a good reason not just because they are content with the 5AT." — robertsmx, Nov 8, 2006
By Jason Kavanagh, Engineering Editor Email | Blog
Date posted: 11-15-2006
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Normally, trying to be all things to all people is a six-lane freeway to suckitude. This is the downfall of focus-grouped design-by-committee automaking, which waters creativity down to the point of the lowest common denominator. Death by clinic.
With its all-new Megatron-faced 2007 MDX, Acura wants the MDX to be mentioned in the same breath as the Porsche Cayenne and BMW X5. Doing so required the new MDX to be a much hotter tamale than the lame-duck MDX in nearly every way, so Acura endowed the 2007 model with a formidable dynamic repertoire. Effectively negotiating the opposing tables of performance, utility and comfort is a delicate balancing act that the smarter, buffer MDX pulls off convincingly.
A brave new face
Looking like the aftermath of a tryst between an Infiniti FX45 and the Muppets' Sam the Eagle, the bulges and creases of the 2007 MDX are a welcome departure from the smooth, invisible lines of the original MDX. Curiously, over the course of 1,700 miles, our MDX tester ferried us to far-off locales in the Southwestern States without drawing a single murmur or sideways glance. Combined with our tester's subdued "Steel Blue" paint, the MDX's pursed mug makes it less Bo Derek and more Derek Zoolander.
It's what's under the skin that counts. A subtle clue to the 2007 MDX's newly invigorated philosophy is the "Comfort" button on the center console. Unlike nearly any vehicle we can think of with split-personality dampers, "Sport" mode is the MDX's default attitude upon startup.
Selecting Comfort mode instantly switches the magneto-rheological dampers to a softer setting that is, frankly, underdamped on some road surfaces — hit a large bump and the body will continue to seesaw for a cycle or two. Forget Comfort mode. Since the standard setting is so well-resolved, it's better to simply leave the button alone. You'll be rewarded with a ride that is sure-footed and firm — never punishing — with a notable lack of the head toss or belly jiggle normally associated with sport-tuned dampers.
No-holds-barred handling
Anyone who has worn running cleats or climbing shoes will have an appreciation for the MDX's adroit SH-AWD all-wheel-drive system. Similar to that found in the Acura RL, SH-AWD incorporates a drive system logic that apportions torque both front-to-rear and side-to-side in an effort to control yaw. The end result is that the MDX maintains path accuracy eagerly, like a Jack Russell terrier missile-locked onto a Frisbee. There's a sensation of the torque shifting from wheel to wheel during hard cornering, clueing the driver into the magic behind the electronic curtain, but it all happens so effectively that it's encouraging rather than distracting.
And it works, too — the MDX generated 0.82g of grip on our skid pad and ran through the slalom at 62.6 mph. Wide 255/55 sneakers on 18-by-8-inch wheels help, too, even if they're all-seasons. Those are solid results, but what's really impressive is how exploitable the MDX's capabilities are within those values. For a three-row SUV, the MDX does a fine job of driving like it's not one.
Even at a crawl, the steering has a reassuring heft that reminds us of the latest BMW 3 Series. Response from the helm is superb, and combined with the MDX's reined-in body motion, the driver has heaps of confidence when attacking a sinuous road or just threading through traffic. Likewise, the MDX's braking response and consistent pedal effort further bolster confidence. Stopping from 60 mph consumed 134 feet — a decent stopping distance for the MDX's size — though obvious fade was experienced during the successive stops of our testing.
Smoke 'em if you got 'em
Outgunning all other six-cylinder-powered rivals including the BMW X5, Lexus RX 350 and Porsche Cayenne, the MDX's big 3.7-liter V6 punches out 300 horsepower at 6,000 rpm and 275 lb-ft of torque at 5,000 rpm. From a dig, acceleration is a shade soft until the tach needle builds momentum.
It's in the middle and upper ends of the rev range where the smooth six pulls with enthusiasm, running the truck from zero to 60 mph in 8.1 seconds on its way to a quarter-mile in 16 seconds at 88.9 mph. Downshifting readily when the throttle is stirred, the MDX's manually shiftable five-speed autobox drew praise for its transparent, slurred gearchanges.
More than a one-trick pony
So, the MDX succeeds at the driver involvement part. Any $48,465 sport-ute needs to be more than a one-trick pony, and the MDX addresses this concern, too.
Although the MDX will accommodate seven passengers and tow up to 5,000 pounds, it's best used as a four-seater with the third row folded down for their luggage. In fact, Acura refers to the MDX's seating configuration as "4+3," meaning, "those +3 had better be Mother Teresa in size and disposition." The remaining four occupants are treated like kings, though, with top-shelf comfort from the Sport package's glove-soft perforated leather seats and seat heaters all around.
We've griped about this in other cars but it bears repeating despite how obvious it sounds — glossy surfaces reflect light. The MDX's clearcoated plasti-wood makes for an intriguingly styled interior, but casts reflections into the driver's face. Plus, for all the MDX's sport-biased gusto, its pencil-rimmed steering wheel is a letdown, and the overcrowded center stack can't be easily operated by feel alone. Aside from those quibbles, and a shrill whistle from the HVAC when at full chuff, the high-quality interior is a stylishly sybaritic environment indeed.
Certain manufacturers have a reputation for executing a particular area to a consistently high standard. Porsche has brakes, GM has air-conditioning and Ferrari has exhaust notes. Add Acura's navigation interface to that list. With its ease of use, utterly intuitive operation and well-placed multifunction display, Acura puts other systems — Mercedes-Benz's comes to mind — to shame. It's something other automakers should unabashedly copy.
Putting it all together
Like all Hondas, the MDX adopts the corporate options strategy of bundling features into a vehicle style, thereby making those items "standard equipment." In our case, the MDX we tested was equipped with the Sport and Entertainment packages. Fully loaded, in other words.
Base MDXs start at $40,665 with destination. The Sport package includes the features of an available Technology package — navigation with voice recognition and real-time traffic, a positively mind-blowing 410-watt audio system, a rearview camera and solar-sensing climate control — plus a sport suspension with the aforementioned Active Damper System, premium leather and special wheels. Available separately, the Entertainment package consists of a rear-seat DVD screen, the heated second-row seats, a power tailgate and a 115-volt power outlet.
While other automakers are content to tout real or pseudo off-road capability for their SUVs, Acura instead focused the MDX's skill set on the types of roads most SUV buyers drive on: paved ones. As a result, the 2007 Acura MDX works exceptionally well in this environment, even on spirited romps. It's a driver's SUV heavy on sport, yet doesn't abandon the user-friendliness of its progenitor.
System Score: 10.0
Components: Our MDX was equipped with the Sport package which means it gets the stunning Panasonic/ELS sound system similar to that found in the Acura TL and RDX. It's a 10-speaker system that has speakers placed strategically throughout the cabin, including rear surround speakers and an 8-inch subwoofer that help the system achieve true surround for both front- and rear-seat passengers.
However, the ELS system sounds best when listening to DVD-A discs and the Lexus/Mark Levinson system can reproduce brilliant sound from just two-channel stereo CDs or DVD-as — it's not dependant on DVD-A technology in order to reproduce stellar sound.
Rather than rely on electronic gimmicks to attain a surround feel, the ELS system delivers true 5.1 surround through its ability to play DVD-A discs. The system is good for 410 watts, has a six-disc DVD/CD changer, and plays MP3 CDs as well as WMA discs. There's no iPod-specific connection but utilizes a catchall auxiliary mini-jack. The system is XM-ready, too. Regular two-channel CDs are given the Dolby Pro-Logic treatment and sound excellent as well.
When combined with the rear-seat entertainment package, DVDs are played so that the rear-seat occupants get the benefit of true surround sound (assuming you're listening to at least a 5.1 surround disc). Occasionally, certain sounds assigned to the rear channels have too much prominence. The Lexus system doesn't have this problem.
Performance: This is quite possibly the best-sounding factory-installed stereo in any new car. This audio system's closest competition is found in much more expensive cars and in terms of sound quality, the ELS system sounds better than many (Cadillac Escalade, Infiniti FX35 and Porsche Cayenne, to name just a few). The Mark Levinson system found in the new Lexus LS sounds just as good but has a hard drive and ultraintuitive menus so it's ultimately more user-friendly. The Audi S8's Bang & Olufsen system also sounds just as good as the ELS system but that's a $6,300 option on a car that costs nearly $100,000. The Lexus LS is also significantly more expensive that the MDX which is roughly a $45,000 car with the ELS stereo. For the money, the MDX's stereo is the best there is and sounds just as good, if not better, than systems costing thousands more.
The backbone of the ELS system's sound is near flawless bass that is abundant, punchy and well controlled. This is bass you feel but at the same time it doesn't assault you. Mids and highs are also well defined, and sound reproduction from DVDs is full of rich detail and underscored with subtle nuances. This is a system that adds to the listening experience — when you hear music the way the artist, engineer and producer intended it opens up a whole new world of music appreciation. With most recorded music, every sound, every note and every beat has a purpose; listen to even a familiar track on the Panasonic/ELS system and a veil is pulled back. Suddenly, you "get it."
The only real drawback we found with this system has to do with the surround-sound experience for backseat passengers. Occasionally, certain sounds assigned to the rear channels have too much prominence. We'd also like to see a midrange adjustment and a way to "keep your place" in the menu that lets you adjust tone rather than having to cycle around each time you want to adjust the subwoofer.
Pros: Excellent sound, rich bass, even stereo CDs sound great.
Cons: No place holder in the menu.
Conclusion: Judged purely on sound quality and clarity, the Panasonic/ELS sound system is the best there is. If you're first and foremost an audiophile, the Acura MDX with the ELS audio system is for you. If you're not an audiophile, this system will make you one. — Brian Moody
nside Line Editor in Chief Richard Homan says:
Back in the days when the luxury SUV orchard was still bearing new and exciting fruit on a regular basis, Acura's first-generation MDX came along and set up a benchmark that withstood just about every test thrown its way. Now time and tide have changed the baseline for great luxury utes and lux SUVs are becoming wholly responsible for keeping high-buck carmakers — including BMW, Lexus and Porsche — sales strong.
That realization alone is enough to ensure that every luxury carmaker is spending overtime to make their sport-utes amazing.
With that in mind, I had fully expected to embrace all of the strides the new MDX had made in an effort to eclipse every other luxury ute I had driven. Sadly, that didn't happen. To say the new MDX is a disappointment would be a lie and an insult to Acura, but it doesn't further the state of the class either. The look is nice in a modern, mature way. The engine is a good V6 doing its best to pull a big box around, but it doesn't make the Acura seem light in any way. The interior is nice, but I've driven Lexuses, too, so you're not amazing me yet. And the MDX isn't silent inside.
But the biggest sin is that the steering wheel is so thin and wimpy that it's almost an insult to put it in a sport-utility vehicle. The steering wheel is the one thing you don't want to save money on — that and the seats are the driver's only direct, full-time connections to a vehicle. The seats, thankfully, are fully competitive.
My personal conclusion: The MDX is a terrific vehicle in a class that's gotten pretty crowded with terrific vehicles.
Editorial Director Kevin Smith says:
I almost thought I was in a BMW. Weird. Why was that? Looking around the MDX, the dark wood grain and brushed aluminum trim suggest a modern Munich interior, and so do many of the actual shapes and lines and forms. The center stack dense with buttons looks a little too much like the nonintuitive arrays I've griped about in recent German cars.
And it isn't just a visual suggestion. The steering wheel passes some mechanical texture into your hands, something you're more prepared to find in a BMW sport sedan than in a an SUV from Japan. The rest of the MDX's ride and handling profile is similarly positive and communicative.
Now, some tautness and control accuracy are not historically out of place in an Acura, or indeed in any Honda product. It's one of the key distinctions between Honda's volume sedan, the iconic Accord and the equivalent Camry offering from Toyota — reflecting how an engineering and racing heritage distinguishes itself from formidable manufacturing prowess.
But I've never had a Honda or Acura — and certainly not the previous-generation MDX — whisper "BMW" in my ear quite so loudly when I look at it, touch it and drive it. Did I get over my surprise at the MDX's startling impersonation of a BMW? Yeah, in about a mile and a half. That's all it took to settle in and enjoy this tall wagon's capabilities and qualities on their own merits, never mind what they remind me of. The interior styling is fine, the switch array I can live with, and the control feedback I love. And for the record, the skinny steering wheel that bugged everyone else didn't register as a problem with me.
"Over the weekend I had the opportunity to test-drive an '07 MDX with Tech and Ent packages. Here are my thoughts on it.
"Exterior: The overall design was nice. The side panels were pretty plain and I think that it would improve its appearance if it had a well-defined crease or body side molding. The front grille was nothing to write home about even though some here felt that the grille didn't look that bad. I thought it was too large and I did not like the chrome drilled-holed plated front nose. It would have looked better if this part was left out. I think the vehicle was just high enough that a running board is needed for those vertically challenged.
"Interior: Awesome fit and finish with excellent materials used. However the design/placement of the interior controls was not so good. I felt that the center stack was a little cluttered even though each section of the center stack was separated by climate, CD, DVD, nav. The front center divider was a little too wide reducing the amount of thigh room for both the driver/passenger. The placement of the shifter was too close to the driver's thigh; it should have been placed near the center of the console. The placement of cupholders with the cheap manual slider compartment should have been placed up against the armrest compartment with a spring-loaded door. The steering wheel seems a little small in diameter. I guess I am used to European vehicles with a thick steering wheel. Also, too many buttons on the steering wheel on all three sides of the 'T.'
"The second-row seats were very comfortable but forget about having an adult sit in the middle seat. The contour of the second-row seats produced a hump on the middle seat and the backrest that is not very comfortable.
"As for the third-row seats, they cannot be opened unless the backrest of the second-row seats is un-reclined or tilted forward slightly. I have to say the design of the third row is very nice because the seat cushion rises about six inches as the seat is opened so you are not sitting on the floor. The third row is basically for children. Just make sure that they do not have large feet since the foot space is limited.
"The cargo area is very large and nice!
"They also have great electronics! I really like the voice interface with all controls.
"Performance/handling: Driving on both local streets and on the freeway, I have to say that the car has a nice ride and comfort along with quietness of the cabin.
"The acceleration was adequate and I have also noticed like others on this forum that the pickup from stop to the 3rd gear, the car is sluggish and there seems to be no sense of power. With a 300-hp engine, one would expect the power. There should be more torque at the lower gears! Handling is good but you do not feel connected to the road.
"Bottom line, it drives like a Honda (which I have owned a few). It even performs similar to the RL and that is not too impressive and we all know how the RL did in sales over the last few years.
"For the value, you cannot beat it! But don't expect the performance and handling like a BMW, Audi, VW. If you do, you will be disappointed.
"I am in the market to buy either a MDX, X5, Q7 and after this test-drive, the MDX is off the list. I think my parents (in their late 60s) would like this car a lot." — low_ball_88, Nov 6, 2006
"But MDX's V6 has already got the torque! The older MDX was delivering 95% of its peak torque from about 2,300 rpm, so if the new MDX is delivering, not 95 but 90% of its peak torque at that engine speed, we're talking almost 250 lb-ft under 2,500 rpm (which happens to be peak torque at 4,800 rpm in Lexus RX 350).
"Again, for the heft and to utilize the power, MDX (and RL) will benefit immensely from a new 6AT that would provide a nice gearing span while allowing for short low gears. For some reason, Acura has taken a slow route to adding a cog. I hope it is for a good reason not just because they are content with the 5AT." — robertsmx, Nov 8, 2006
11-15-06, 03:32 PM
#60
The previous MDX has attracted the "stylish mom," says MDX chief engineer Frank Paluch. The new MDX is aimed at "driver dad who wants a sports car but needs an SUV." But it's not supposed to turn off "family mom" (presumably still stylish).
Seems the same as the RX, contrary to what people would have us believe....