Until recently, the most you could pay for an Acura MDX (less destination and dealer prep fees) was $69,400 when upgraded with an optional colour, which is only $1,090 less than the technologically advanced…
The new Type S, which arrives at Canadian dealerships next month for a starting price of $79,000 ($81,500 with destination fees included), boasts plenty of upgrades worthy of the extra coin, particularly an engine that boasts 65 more horsepower and 87 lb-ft of additional torque, resulting in a total of 355 horsepower and 345 lb-ft, while the sporty new model also includes an Active Exhaust system to make it sound as quick as it goes.
The engine remains 3.0 litres in displacement, but the MDX’ 10-speed automatic transmission has been upgraded with stronger internal components, plus quicker shifting capability, and rev-matched downshifts, whereas a performance-tuned version of Acura’s Super-Handling All-Wheel Drive (SH-AWD) makes the best use of the high-performance tires below.
The upgraded MDX Type S rides on unique 21-inch twinned five-spoke rims with black painted pockets and self-sealing all-season rubber, while hidden behind those wheels are Brembo brakes incorporating large 363-mm front rotors with four-piston fixed calipers, enhancing stopping power.
Maintaining stability under braking and through the corners is an Acura-first adaptive air suspension boasting three different damping profiles specific to the Type S. Acura’s Integrated Dynamics System has been updated too, now including Type S-exclusive Sport+ and ride height-increasing Lift modes. While all this sounds ultra-sporty, keeping the family comfortable is critical in this three-row luxury SUV class, so rest assured Acura also promised “a smooth, comfortable ride” in their press release.
Those wanting even more luxury can opt for the $4,000 Ultra Package, which pushes the MDX Type S’ price up to $83,000 ($85,500 with destination). The top-tier package comes with 16-way power-adjustable front seats featuring nine massage settings, as well as quilted leather upholstery throughout, and a 1,000-watt ELS Studio 3D surround audio system infused with 25 speakers, including special LED illuminated doors speakers, PrecisionDrive carbon fibre speakers, and CenterParquet.
With respect to styling, all 2022 MDX Type S models receive a revised front fascia, which is highlighted by an open-surface Diamond Pentagon grille designed to improve engine cooling. A unique Type S-exclusive front splitter trims off the front lower section, while a special Type S rear diffuser comes filled with four exhaust outlets.
Off to a very good start, the totally redesigned 2022 Acura MDX has taken home a best-possible Top Safety Pick + rating from the U.S. Insurance Institute for Highway Safety (IIHS).
The MDX garnered a Top Safety Pick + ranking by achieving “GOOD” ratings in all its crashworthiness tests, including the demanding passenger-side small overlap test. The MDX also earned a “SUPERIOR” rating for its Collision Mitigation Braking System (CMBS), plus “GOOD” for its standard JewelEye LED headlamps.
A full assortment of standard AcuraWatch advanced driver assistive and automated safety technologies allowed the MDX to earn such high marks, including the just-noted CMBS, plus Adaptive Cruise Control with Low-Speed Follow and Road Departure Mitigation.
Acura is already offering up to $1,000 in additional incentives on the new 2022 MDX, while CarCostCanada members purchasing new 2020 models (no 2021 model was offered) are experiencing average savings of more than $6,000. The Japanese luxury brand is also offering factory leasing and financing rates from zero percent on 2020 models.
Find out how a CarCostCanada membership can save you thousands when purchasing your next new vehicle, by informing you about all the latest manufacturer offers, and by providing you with dealer invoice pricing that can keep thousands in your wallet when it comes time to negotiate your deal. Also, make sure to download their free app, so you can always have the most critical car buying info close at hand in order to save as much money as possible.
Story credits: Trevor Hofmann
Photo credits: Acura
The fact that you’re reading this means you’re probably fully aware what an Acura MDX is, but it’s quite possible you’ve never heard of A-Spec. Don’t worry, because you’re far from alone.…
The fact that you’re reading this means you’re probably fully aware what an Acura MDX is, but it’s quite possible you’ve never heard of A-Spec. Don’t worry, because you’re far from alone. Basically, A-Spec is a performance trim offered across the entire Acura lineup that, depending on the model in question, may or may not include any actual go-fast sport-oriented upgrades. As for the MDX A-Spec, which is new for this 2019 model year, it’s purely a styling exercise.
Fortunately the new A-Spec enhancements result in a very attractive bit of SUV kit, including gloss-black and darkened chrome trimmings for the grille, headlamps, window surrounds, and rear rooftop spoiler, plus a more aggressive frontal apron, painted front and rear lower skid plates, body-colour door handles, body-coloured rocker panels, bigger exhaust pipes, and a gorgeous set of 20-inch 10-spoke Shark Grey alloys on lower profile 265/45 all-seasons. That rubber might seem like the only upgrade that could possibly improve the MDX’ performance, but it should be noted these are the same as used on this SUV’s most luxuriously adorned Elite model.
Sliding into any one of the MDX seven seats means that you’ll inevitably have to pass over one of four A-Spec-embossed metal treadplates, while the upgraded cabin also features a unique primary gauge package that’s been brightened with additional red highlights. The latter gets framed by a thicker A-Spec-branded sport steering wheel that’s partially wrapped in grippy dimpled leather, while just below are sporty metal foot pedals. The console between the driver and front passenger gets special carbon-look detailing, and the sport seats flanking it are either covered in a sensational “Rich Red” upholstery or, in the case of my test model, special black leather with high-contrast stitching, plus plush perforated black suede-like Alcantara inserts.
So what do you think? I, for one, like what Acura has done to spiff up this aging yet still worthy luxury SUV. The exterior changes add some fresh new life to what is still a good looking package, while the interior mods are as easy on the eyes as they’re tactilely pleasurable (especially the Alcantara), but let’s be clear, none of this does much to modernize an instrument panel layout that has slowly been freefalling into the realms of classic, retrospective designs.
Of course, I’m not talking about the MDX’ downright radical, left-field, but now that I’m used to it, perfectly functional and kind-of-cool lower console-mounted pushbutton gear selector, which should never be exchanged for RDX version that takes up much too much valuable space on its centre stack, or for that matter the entry-level crossover’s new rotating drive mode selector that’s equally inefficient in its size and placement and therefore forced the need to position the otherwise superb tablet-style infotainment display atop the dash instead of closer to the driver where it could otherwise be actuated via touch gestures for easier use, instead of a complex touchpad that should only be an extra add-on to complement the overall infotainment package, we all have to admit the MDX two-tiered display setup is pretty outdated.
Why two centre tiers? Unlike the new RDX, that fits a fairly large multi-information display (MID) between two analogue dials within the primary package (although a fully digital cluster would be more competitive in top trims), the MDX gets a tall, narrow MID with simple colour graphics and minimal info ahead of the driver, and sends other MID info to the larger 8.0-inch top monitor on the centre stack. You can access the usual info from a rotating/push dial just under the second display below, while the top screen defaults to the navigation map when not in reverse, at which point an excellent multi-angle backup camera with active guidelines comes into play; the available 360-degree surround parking monitor can only be had with the previously noted top-line Elite model. This leaves more easily reached 7.0-inch touchscreen for audio and climate control adjustment, etcetera.
Before I start getting hate mail for beating up on the MDX’ obviously aging infotainment system, a problem that many other brands are dealing with as their various models attempt to stay fresh and intriguing while undergoing the same old two- to three-year refresh, and four- to five-year redesigned cycles as have been used for decades, some of Acura’s competitors have done a better job of staying ahead of the digital curve and are therefore reaping the rewards of doing so.
We’ll have to wait and see what Acura brings to the table, or more specifically the instrument panel when the all-new redesigned MDX surfaces sometime before 2020 or 2021 (so far there has been no official launch announcement), but as you can tell from my RDX comments (which is otherwise one of the best crossover SUVs in its compact luxury class), I’d rather Acura choose a different infotainment direction for the next-gen MDX.
All grumbling aside, the current MDX infotainment system works well enough, and even includes such advanced features as Apple CarPlay and Android Auto, Bluetooth phone connectivity with audio streaming, Siri Eyes Free, SMS text message and email reading functionality, satellite radio, four USB charge-capable ports, and more, plus as noted my A-Spec tester also had an accurate navigation system with detailed mapping and voice recognition, this pulled up from the MDX’ mid-range Tech trim line, which also provided superb 10-speaker ELS Studio surround sound audio, hard disk drive (HDD) media storage, AcuraLink subscription services, and more.
As usual with any Acura model, I feel tempted to list out as many features as possible, because this helps you to appreciate just how good the brand’s value proposition is, but this time around I’ll try to keep my babbling to a minimum and just detail the more important highlights such as LED fog lamps, auto-dimming power-folding outside mirrors, perimeter/approach puddle lamps, keyless entry buttons for the rear doors, and cooled/ventilated front seats as additions to the $60,490 A-Spec features menu, while additional items sourced from the Tech model include sun position detection for the climate control, front and rear parking sonar, and Blind Spot Information (BSI) with rear cross-traffic alert. s
Advanced driver assistance systems in mind, each and every MDX trim comes standard with the Japanese luxury brand’s AcuraWatch suite of safety and convenience features, including Forward Collision Warning (FCW), Collision Mitigation Braking System (CMBS), Lane Departure Warning (LDW), Lane Keeping Assist (LKAS), Road Departure Mitigation (RDM), and Adaptive Cruise Control (ACC) with low-speed follow.
Finally, some key features sourced from the $54,390 base MDX for my tester’s A-Spec trim include the brand’s signature Jewel Eye LED headlamps with automatic high beams, attractive LED tail lamps, sound-deadening acoustic front glass, a remote engine starter, proximity-sensing front access, pushbutton start/stop, ambient cabin lighting, memory for the standard power-adjustable steering column, side mirrors, and auto climate control system, an electric parking brake, a power-operated glass sunroof with shade, a HomeLink universal garage door opener, an auto-dimming centre mirror, driver recognition, a heatable steering wheel rim, transmission paddle shifters, rain-sensing wipers, tri-zone front and rear auto HVAC, Active Noise Control (ANC), Active Sound Control (ASC), heatable 12-way power-adjustable front seats with four-way powered lumbar, a power liftgate, a 1,588-kilo towing capacity (or 2,268 kilograms with the available towing package), plus more.
Of note, all of the 2019 Acura MDX trim, package, and options pricing shown in this review were sourced from CarCostCanada, where you can also find helpful rebate information as well as dealer invoice pricing that could save you thousands, so make sure to check click here to save the most money possible when purchasing your next car, truck or SUV.
So far in this review, I’ve criticized the MDX for some of its mostly digital shortcomings, but I have to admit that it’s still enjoyable to drive and very comfortable, no matter where you’re seated. It’s also finished quite well considering its age, particularly in A-Spec trim. Some of this model’s interior upgrades include the aforementioned sport steering wheel, which feels really good in the fingers thanks to a thick, meaty, textured leather rim and well-sculpted spats for each thumb, while the interior is also filled with an attractive combination of satin-silver aluminum trim accents and other premium-finish inlays. Additionally, Acura lays on a heavy dose of premium-quality pliable composites across the dash, each door upper, and most everywhere else including the glove box lid, with just a small section of the instrument panel below the driver’s knees, plus each side of the lower centre console, and the bottom portion of each door panel, finished in harder, less premium types of plastic. Just above, however, are some of the plushest Alcantara door inserts in the business, this exclusive to my A-Spec model.
I was happy to be reminded that the MDX’ driver’s seat includes the four-way powered lumbar mentioned earlier, helping to add just the right amount of pressure in just the right spot for reducing back pain, and only wish all automakers would do likewise, while the comfortable driver’s seat also provided plenty of the usual adjustments this category offers, yet I would have also liked the under-leg support provided by a lower cushion extension, and being that this model is Acura’s sportiest large SUV, a set of adjustable side torso bolsters would be handy too. Unfortunately, even the front seats in A-Spec trim don’t keep one’s backside in place very firmly when tackling corners, but on the positive the side bolsters should provide comfort for those on the larger size.
Not only comfortable, the MDX provides excellent visibility all around, making it easy to operate in all types of traffic situations, but before delving into its driving dynamics, I should mention how much room this SUV offers. Having set up the driver’s seat for my five-foot-eight, long-legged, short-torso frame I still had plenty of room when seated in the second row just behind. That second-row easily slides fore and aft to make more room if needed, but even with it pulled all the way forward I still had a couple of inches of air ahead of my knees and room enough for my feet while shod in winter boots, plus when that second-row seat was pushed all the way back it was downright limousine-like.
With the second-row all the way rearward, the MDX’ rearmost row is probably only good for smaller adults or children, but after sliding the middle row forward I had plenty of room and those just mentioned winter boots slotted nicely underneath. I can’t call the third row comfortable, but it should be adequate for kids and mid-size teens, which is makes the MDX more utile than many in this class. Those in the very back shouldn’t get claustrophobic either, thanks to a set of side windows and a decent view out the front, while cupholders and nice reading lamps provide a good atmosphere for long trips. Climbing out from the very back is fairly easy as well, only needing you to press a button on the back of the second-row seat that immediately slides it forward, but this said it’s not the largest throughway to enter or exit from, so take care if you’re past teenage years.
Back in second row, a handy climate control panel is added to the backside of the front centre console for rear passenger comfort, while Acura also provides two USB device chargers below. I would’ve liked to see a set of second-row seat heaters, but these only come in top-tier Elite trim; c’est la vie.
The powered rear liftgate opens to a properly finished cargo area featuring chrome tie-down hooks and nice, high-end carpeting up the sidewalls and on the seatbacks, while a sharp looking aluminum tread plate pretties up the rear doorsill. It’s adequately roomy too, with 447 litres (15.8 cubic feet) of gear-toting space behind the third row, and a useful underfloor compartment too. Folding the 50/50-split rear seats down is easy enough, but smaller folk might want Acura to add a power option in the upcoming redesign. Dropping the second row down is a manual affair as well, and while it’s easy enough you’ll need to walk around to the side doors to do so. Cargo capacity grows from 1,230 litres (43.4 cu ft) aft of the upright second-row seats to 2,575 litres (90.9 cu ft) when all are laid flat, but take heed that no middle pass-through is available for longer cargo such as skis, meaning the MDX’ European rivals do a more comprehensive job of providing passenger/cargo flexibility.
As for the MDX powertrain, it’s probably the most experienced in its segment, which is a bonus if you’re looking for well-proven reliability, or a bane if you want the latest under-hood technology. Acura’s SOHC 3.5-litre V6 has been around since 2014, and while producing a decent 290 horsepower and 267 lb-ft of torque when compared to mainstream volume branded SUVs, doesn’t exactly light a fire under your seat when getting hard on the throttle when compared to some key competitors, like Audi’s 333-horepower supercharged Q7 and BMW’s 335-hp turbocharged X5, plus plenty of others, and making this issue even more pronounced is the fact the older 2007 to 2013 second-gen MDX used a 200-cc larger 3.7-litre variation on the same V6 theme that was 10 horsepower and 3 lb-ft of torque stronger for max output of 300 hp and 270 lb-ft, which means the MDX has kind of been in reverse when it comes to straight-line performance.
Softening the backhanded blow in 2013, when the current 2014 powertrain was introduced, was the nine-speed ZF automatic transmission still doing an admirable job of swapping cogs. While hardly producing lightning-quick shifts, even in Sport mode, it was certainly more fun to flick through the paddles than the previous six-speed unit, and I must say it’s wonderfully smooth about its business, while Acura’s torque-vectoring SH-AWD, standard with the MDX, even makes slippery road conditions confidence-inspiring.
I took the MDX up a local mountain road and was thoroughly impressed by its ability through thick, mucky snow, the white fluffy stuff having departed long before I arrived. I can only imagine how well it would work if Acura had provided some winter tires instead, but the 265/ 45R20 Michelin Latitude Alpin all-seasons circling the dark grey alloys mentioned earlier, did a fine job just the same.
Likewise for the MDX’ capable suspension, which while set up with more focus on compliant comfort than edgy performance, is easily up to fast-paced cornering through circuitous backroads, but it’s even better at high-speed cruising down the freeway thanks to its superbly sorted fully independent suspension that tracks brilliantly while providing an excellent ride.
The Sport mode just mentioned comes as part of a drive mode selector that also offers Comfort and Normal settings, plus the ability to stay in a chosen mode even after shutting off the engine and returning later. So therefore, if you’re the type of driver that leaves their SUV in Sport mode all the time, Acura has you covered without any extra fuss, and likewise for those who place Comfort higher on their priority list.
Now that I’m on to more practical subjects, the MDX’ fuel-efficiency is quite good for this class, despite its large V6 engine. This might be due to its relatively stress-free life compared to what a turbo-four would need to do if pushing such a large, weighty SUV, the as-tested MDX A-Spec hitting the scales at 1,945 kg (4,288 lbs). The engine also features some impressive technologies including direct-injection, i-VTEC, Variable Cylinder Management (VCM) that turns off one row of cylinders when not being pushed hard, auto idle stop/start that reduces consumption and emissions even more, and the nine-speed autobox that’s tweaked to minimize engine revs, all helping this A-Spec model to achieve a Transport Canada rating of 12.2 L/100km city, 9.5 highway and 11.0 combined, which is just a bit more than every other MDX trim that get rated at 12.2 city, 9.0 highway and 10.8 combined. Speaking of fuel economy, I just recently retested the MDX Sport Hybrid, which, due to an innovative two-motor hybrid-electric powertrain, is rated at 9.1 L/100km in the city, 9.0 on the highway and 9.0 combined. I’ll make sure to review this top-line MDX soon, so please come back for the rest of this SUV’s story.
Back to the conventionally powered MDX, I must admit to still enjoying my time behind the wheel. It’s not the fastest, best handling or most advanced crossover SUV in the luxury sector, but quick and agile enough, and offers up an excellent ride with superb comfort all-round. It’s the type of SUV you can drive all day and never tire of, and that’s just the kind of luxury I like living with day in and day out. On top of this, 2019 A-Spec trim brings a sporty new look and other refinements to the well-proven MDX package, so I wouldn’t be surprised to see a number of these nicely outfitted models in better Canadian neighbourhoods this year.
If a 2019 Acura MDX were to follow a 2018 version around a corner it’s unlikely you’d notice the difference, that is unless the second model was updated to new A-Spec trim. Acura has made some minor…
If a 2019 Acura MDX were to follow a 2018 version around a corner it’s unlikely you’d notice the difference, that is unless the second model was updated to new A-Spec trim.
Acura has made some minor external changes to other trims, such as new wheel designs, but swapping out 95 percent of the chrome and bright metal with glossy black on the new A-Spec branded sport model, and then fitting a near equally darkened set of 20-inch 10-spoke Shark Grey alloy wheels on lower profile 265/45 rubber, makes this new addition stand out in a very positive way.
The MDX has long been the sportiest Japanese luxury utility, but new A-Spec trim now puts styling on par with performance. Specifically, the new MDX A-Spec gets gloss-black and dark-chrome detailing for the grille, headlamps, window surrounds, and rear tailgate spoiler, a more aggressively formed front fascia design, painted front and rear lower skid garnishes, body-coloured exterior door handles, body-colour lower side sills, and larger-diameter exhaust finishers, and those aforementioned wheels.
Climbing over exclusive A-Spec door step garnishes to get inside, Acura has positioned a special set of A-Spec gauges above metal sport pedals, while adding a thicker-rimmed A-Spec-badged steering wheel, unique carbon-look console trim, and sport seats upholstered in “rich red” or black leather with black suede-like Alcantara inserts plus high-contrast stitching.
This being more of a sport styling exercise than any true performance upgrade, the larger wheel and tire package aside, it won’t be causing owners of the 567 horsepower X5M and 577 horsepower Mercedes-AMG GLS 63 (or 362-hp GLS 450/449-hp GLS 550) to contemplate their next SUV in Japanese. Acura does make a more potent MDX Sport Hybrid that can give some of the lesser Germans a run for their money thanks to 377 horsepower and 341 lb-ft of torque, but so far the sportier A-Spec trim will only be applied to the conventionally powered MDX, which continues forward into 2019 with a much more modest 290 horsepower and 267 lb-ft of torque.
As with all MDX models in Canada, the new A-Spec comes standard with Acura’s torque vectoring Super Handling All-Wheel Drive (SH-AWD), and utilizes a nine-speed automatic with steering wheel paddles and multiple driving modes dubbed Integrated Dynamics System (IDS), which include the same Comfort, Normal and Sport settings found in all other MDX trims.
I’ll comment on how all of this kit meets the A-Spec model’s sporting pretensions in my upcoming road test review, not to mention my views on styling and interior design, fit, finish, materials quality, comfort, utility, and how this trim specifically measures up to some key competitors, so for the time being I’ll just cover what you can expect with respect to features.
For the most part the $60,490 A-Spec is built upon the MDX’ second-rung $57,890 Tech trim, yet despite only costing $2,600 more and featuring the previously noted styling upgrades, it incorporates a few features shared with the $66,990 Elite version that aren’t available with the two trims below, including LED fog lamps, auto-dimming power-folding side mirrors, perimeter/approach puddle lights, keyless access buttons on the rear doors, and ventilated/cooled front seats.
As for features pulled up from Tech trim, the list includes navigation with voice recognition, a sun position detection system for the climate control, a 10-speaker ELS Studio surround audio upgrade, hard disk drive (HDD) media storage, AcuraLink subscription services, front and rear parking sensors, and Blind Spot Information (BSI) with rear cross traffic monitoring.
If you’re wondering about all the other advanced driver assist systems that would complement those above, take heart that all Canadian-spec MDX trims come standard with AcuraWatch, which includes Collision Mitigation Braking System (CMBS), Lane Departure Warning (LDW), Forward Collision Warning (FCW), Lane Keeping Assist (LKAS), plus Adaptive Cruise Control (ACC) with low-speed follow and Road Departure Mitigation (RDM).
Additional standard features pulled up from the MDX’ $54,390 base model to A-Spec trim include unique Jewel Eye LED headlamps with auto high beams and washers, LED taillights, acoustic glass, a heated windshield, remote engine start, proximity-sensing keyless access, ambient front footwell, door handle and cabin lighting, pushbutton ignition, two-position memory for the driver’s seat, steering column, side mirrors and climate control, an electromechanical parking brake, a powered moonroof, a HomeLink universal garage door opener, an auto-dimming rearview mirror, heated power-adjustable side mirrors with driver recognition, reverse gear tilt-down and integrated turn indicators, a colour TFT meter display, a power tilt and telescopic steering column, a heated multi-function leather-wrapped steering wheel with paddle shifters, rain-sensing wipers, multi-angle rearview camera with active guidelines, Apple CarPlay, Android Auto, Bluetooth phone and streaming audio, Siri Eyes Free, SMS text message and email reading capability, satellite radio, four USB charging ports, tri-zone front and rear synchronized automatic climate control with humidity control and air-filtration, Active Noise Control (ANC), Active Sound Control (ASC), heated 12-way power-adjustable front seats with four-way powered lumbar support, seven-seat capacity, a powered tailgate, hill start assist, tire pressure monitoring with location and pressure indicators, all the usual active and passive safety features including a driver’s knee airbag, trailer stability assist, a 1,588-kilo towing capacity (or 2,268 kg with the towing package), and more.
Incidentally, all trims, packages, and options are detailed out at CarCostCanada, where you can also find important rebate info as well as dealer invoice pricing that could save you thousands.
All MDX trims get the same 3.5-litre SOHC V6 with direct-injection, i-VTEC, and Variable Cylinder Management (VCM) that shuts one bank of cylinders down during light loads to save on fuel, which together with a standard engine idle stop-start system and the previously noted nine-speed automatic helps the MDX achieve a claimed 12.2 L/100km in the city, 9.0 on the highway and 10.8 combined in its regular trims, or 12.2 city, 9.5 highway and 11.0 combined in A-Spec guise, the difference coming down to the grippier tires, while it should also be noted that the more powerful two-motor hybrid version mentioned earlier is good for an even more agreeable 9.1, 9.0 and 9.0 respectively.
Once again, this thriftier yet more potent powertrain can’t be had with the A-Spec’s sportier styling and upgraded wheel and tire package, while that model’s active damper system is also unavailable below Elite trim that also makes them standard. As it is, the A-Spec makes do with the standard amplitude reactive dampers, which along with standard Agile Handling Assist and the SUV’s front strut and rear multi-link suspension design, has long provided strong performance through the corners.
Once again you’ll need to come back to find out how the MDX A-Spec’s lower profile rubber performs, and to see if the rest of this well-seasoned model’s features are still up to snuff amid a very competitive three-row mid-size crossover SUV segment. Until then, enjoy the photo gallery above…
Acura is in an enviable position with respect to SUVs. Its compact RDX has managed to maintain first or second place in popularity since it arrived on the scene in 2009, and its MDX has been the top-selling…
Acura is in an enviable position with respect to SUVs. Its compact RDX has managed to maintain first or second place in popularity since it arrived on the scene in 2009, and its MDX has been the top-selling dedicated three-row model in its mid-size luxury class since 2005. How have they done it? Value.
When I say value, I’m not just talking price. In fact, according to CarCostCanada.com, Canada’s best resource for new vehicle pricing, invoice pricing, rebate information and more, the MDX is not the least expensive three-row SUV in its segment, that attribute (if being cheapest is even considered appealing amongst premium buyers) achieved by the $48,000 Buick Enclave, which is followed closely by the $48,195 Infiniti QX60. The MDX sits third in three-row, mid-size, premium-branded affordability, its 2018 pricing starting at $54,090 plus freight and fees. So why did 20 percent fewer Canadians choose a QX60 and 40 percent less opt for the even cheaper Enclave?
Value is never solely about price, especially in the luxury sector. Overall build quality and refinement are often more important, as well as mechanical sophistication and performance, digital interfaces and other convenience features, advanced driver assistance and safety features, practicality and functionality (these last points particularly true amongst sport utilities), plus reliability, styling and brand cachet that impact residual/resale values. The MDX gets high marks for most of the above, and therefore gets rewarded with consistently strong sales.
Acura addressed styling last year, when a mid-cycle update transformed the frontal design with its new trademark “Diamond Pentagon” grille. The MDX was already ahead of its peers with respect to lighting, its advanced “Jewel-Eye” LED headlamps and LED taillights standard across the line, but many of the SUV’s other design details were enhanced as part of the redo as well.
The refreshed MDX’ interior remained mostly carryover, but for 2018 Acura has added some user-friendlier tech. Specifically, the standard 7.0-inch capacitive touchscreen now includes Apple CarPlay and Android Auto smartphone integration, a bonus for iPhone users due to Apple’s much better interface, plus useful to Android phone owners that can make it work.
To be clear, while I like Android-based phones and have owned many from Samsung, Sony, Asus and Huawei, I’m not a fan of Android Auto. It normally hooks up quickly enough, but its capability is limited and graphic interface dismal. My problem in this case came down to the MDX infotainment system’s inability to recognize that my phone was connected to the correct USB (the one with the smartphone graphic), so there was no Android Auto for me. This could have something to do with the 2016 Huawei GR5 I was using, but it’s a relatively common phone in my parts (up until recently providers were giving it away for free with a two-year contract) and therefore shouldn’t be a problem, plus it hasn’t posed a problem when connecting to other brands’ infotainment systems.
As for Acura’s other 2018 MDX promise, which includes more logically organized functions and an operating system that’s 30-percent faster when responding to inputs, I can attest to both. It’s certainly a better laid out interface than the previous one, but that’s not saying a lot. Unfortunately it remains one of my least favourite infotainment systems to use, and that’s despite being noticeably quicker as well. Somehow Acura has created a system that uses twice as many displays to perform half as many functions, or at least that’s how it seems when trying to perform various tasks. My advice? Acura should study the latest iPad and Samsung tablets, and then do their best to mimic their various functions, such as pinch or swipe capability, without infringing on copyright laws. That’s what Tesla, Volvo, and others have done, and consumers have responded well, while pundits, like me, have given them multiple awards. Acura won’t win any awards for this infotainment system, even with the upgrades.
It’s a shame because the rest of the interior is superb. My tester was finished in top of the line Elite trim, which meant its Black Limba or Olive Ash Burl wood inlays, found across the instrument panel, door panels and lower console bin lid, were real, its perforated Milano leather seat upholstery featured contrast stitching and accent piping, and its feature set was upgraded to include a really useful surround view parking camera, a great sounding 546-watt ELS Studio audio upgrade with Dolby Pro Logic II, 12 speakers and a sub plus more, rear DVD entertainment with an “Ultrawide” 16.2-inch display, a remote, two wireless headphones, and an HDMI input jack, four USB charge points, a 10-way powered front passenger seat, ventilated front cushions, and that’s just on the inside.
Outside, the Elite gets attractively painted front and rear lower skid garnishes, nice looking vertically stacked LED fog lamps, a sharp looking set of 20-inch alloys, always helpful front and rear parking sensors, plus roof rails up top, while a fuel-saving, emissions reducing engine idle start/stop system gets added under the hood.
I should also point out the Milano leather upholstery was pulled up from mid-range Tech trim, as were the auto-leveling headlamps, auto-dimming power-folding side mirrors, rear door proximity keyless access, a 115-volt household-style AC power outlet, and a set of heatable rear outboard seats.
Notable MDX Elite features not yet mentioned that get pulled up from Navi trim include perimeter/approach puddle lights, rain-sensing wipers, an upgraded HVAC system with sun position detection, navigation, voice activation, hard drive media storage, AcuraLink connectivity, blindspot monitoring, rear cross traffic assist, and more.
On the subject of safety, all MDX trims get standard AcuraWatch auto-sensing and driver-assist technologies such as road departure mitigation, lane departure warning, forward collision warning, lane keeping assist, and collision mitigation braking with pedestrian detection resulting in an IIHS best Top Safety Pick rating and five-star NHTSA status, once again driving home the MDX’ value proposition.
Lastly, items pulled up to Elite trim from the base MDX include automatic high beams, remote engine start, proximity keyless access, pushbutton ignition, an electromechanical parking brake, a powered steering column, ambient lighting, adaptive cruise control with low-speed follow, a colour TFT multi-info display, an auto-dimming rearview mirror, tri-zone auto climate control, a multi-angle backup camera with dynamic guidelines, text message and email reading capability, Siri Eyes Free, satellite radio, a 10-way powered driver’s seat with two-way powered lumbar and two-position memory, heated front seats, a heatable leather-wrapped steering wheel, a garage door opener, a powered moonroof, a powered liftgate, and much more.
When you combine other standard items that aren’t included in upper trims, like 18-inch alloy wheels, the base 432-watt eight-speaker audio system, a slightly lower grade of leather upholstery (but genuine leather nonetheless), a less adjustable eight-way powered front passenger’s seat, etcetera, with the comprehensive list above, it’s easy to appreciate how much bang you get for just $53k, while the near top-line Elite shown here starts at $65,360.
To put this price in perspective, that’s less than where the BMW X5 and Mercedes-Benz GLE start out, once again driving home the MDX value proposition. What’s more, the MDX comes standard with a direct-injected 3.5-litre V6 that’s good for 290 horsepower and 267 lb-ft of torque, a sophisticated nine-speed automatic transmission with standard steering wheel paddles, and Acura’s much-respected torque-vectoring Super-Handling All-Wheel Drive (SH-AWD), which was recently upgraded to include a twin-clutch rear differential that directs torque between front and rear wheels, as well as side to side, for faster, smoother cornering and ultimately better traction. When combined with its amplitude reactive dampers and Agile Handling Assist brake torque-vectoring technology, SH-AWD helps the MDX’ rigid body structure and nicely sorted front strut and multi-link rear suspension to manage fast-paced curves well, while providing a comfortable, compliant ride.
Making matters better still, Acura includes something it calls an Integrated Dynamic System (IDS), which includes a Sport mode that quickens throttle response, allows for higher engine revs between shifts, adds steering weight, and sends more torque to the outside rear wheels amid corners to improve turn-in, while it also enhances engine sound. Of course I employed Sport mode often, although I also made sure to leave it in Comfort mode when traveling at regular speeds, especially when managing rough patches of tarmac.
Along with its impressive ride and handling, the MDX remains wonderfully quiet, even when the outside world seems loud and chaotic, and when driven modestly the big SUV proves quite efficient with a claimed combined city/highway fuel economy rating of 10.7 L/100km when fitted with the Elite’s auto start/stop system, or 11.0 L/100km without. It should also be noted the top-line MDX Sport Hybrid receives an even more agreeable 9.0 L/100km combined city/highway rating, while boosting output to 321 net horsepower and 289 lb-ft of torque—something to consider if you want a best-of-both-worlds alternative.
In other good news, after multiple weeklong MDX test drives I’m finally fully acclimatized to its unorthodox gear selector, which is basically a row of buttons plus a single pull-tab-like reverse switch, culminating at the just-noted IDS button. It remains unnecessarily complicated, and could potentially turn off as many uninitiated prospects as it turns on tech geeks, but suffice to say it works well enough once you get used to it, and it looks pretty cool.
That it doesn’t do anything to minimize space usage which would otherwise be taken up by a shift lever, and arguably adds to the level of visual clutter a driver needs to deal with are separate issues altogether. At least it provides some sense of occasion to a cabin that could also benefit from a modernized primary gauge cluster, the latter having yet to be upgraded to a fully configurable digital TFT display, plus, of course, the as yet imperfect dual-display infotainment system chastised earlier.
Other than these few quibbles, the 2018 Acura MDX is a fine SUV deserving of its ardent following. Its inherently well engineered mechanicals provide stronger than average performance, a high level of refinement, reasonably good fuel economy and dependable reliability, while its solid construction makes it feel bulletproof, its superb standard safety set adds to its confidence-inspiring demeanor, and its comfortable and accommodating interior makes it easy to live with no matter the size of occupants or load. Now all you need to decide on is which MDX trim level and colour you want.
Acura has made a name for itself by producing cars and crossover SUVs that perform very well, and the seven-passenger MDX is no exception despite its large mid-size proportions and family hauling capability.…
Acura has made a name for itself by producing cars and crossover SUVs that perform very well, and the seven-passenger MDX is no exception despite its large mid-size proportions and family hauling capability. Still, there’s always room for a little more go-fast fun.
Answering that call is the new 2019 Acura MDX A-Spec, a special performance-tuned version of the popular SUV that features unique exterior styling elements including black lower body cladding, larger alloy wheels wrapped in grippier tires, and sportier interior styling.
“This MDX A-Spec adds a dimension of sporty, aggressive and youthful appeal that will attract new buyers to the best-selling three-row luxury SUV of all time,” said Henio Arcangeli, Jr., senior vice president of American Honda Motor Co., Inc.
The 2019 MDX A-Spec will only be available with Acura’s torque vectoring Super Handling All-Wheel Drive (SH-AWD) models, although this won’t be an issue in Canada where SH-AWD comes standard with all MDX trims.
MDX A-Spec features include a more aggressive front fascia design, body-colour lower side sills, larger-diameter exhaust finishers, plus gloss-black and dark-chrome detailing for the grille, headlamps, window surrounds, and rear tailgate spoiler, while 265-series tires wrap around exclusive 20-inch 10-spoke Shark Grey alloy wheels.
Inside, a unique A-Spec primary gauge cluster joins a set of sport pedals, special carbon-look console trim, a thicker-rimmed A-Spec-badged steering wheel with paddle shifters, an exclusive A-Spec door step garnish, and sport seats upholstered in “rich red” or black leather with black suede-like Alcantara inserts plus high-contrast stitching.
As with all Canadian-spec MDX trims, the new A-Spec model will include the AcuraWatch suite of advanced safety and driver-assistive technologies standard, including Collision Mitigation Braking System (CMBS), Lane Departure Warning (LDW), Forward Collision Warning (FCW), Lane Keeping Assist (LKAS), plus Adaptive Cruise Control (ACC) with low-speed follow and Road Departure Mitigation (RDM).
Simplifying and enhancing smartphone integration will include standard Apple CarPlay and Android Auto, while the new A-Spec trim line promises an impressive load of additional standard features to be announced closer to launch.
The 2019 MDX A-Spec debuted March 28th at the 2018 New York International Auto Show, and will arrive at Acura dealers across Canada this summer. The addition of A-Spec trim to the MDX line means that every Acura model will be available with the performance-oriented upgrade, including the ILX A-Spec, TLX A-Spec and the all-new 2019 Acura RDX A-Spec.
Acura has long been a performance-oriented luxury brand, and in an announcement made at the North American International Auto Show in Detroit earlier this month it appears to be upping the go-fast ante.…
Acura has long been a performance-oriented luxury brand, and in an announcement made at the North American International Auto Show in Detroit earlier this month it appears to be upping the go-fast ante.
Along with a decision to expand sporty A-Spec styling from the current ILX and TLX sedans to more models in the Acura lineup, starting with the upcoming 2019 RDX compact luxury SUV that was simultaneously soft-launched in “Prototype” guise, Acura will also bring back its once popular Type-S performance sub-brand, to be included as an upgrade to core models as well.
What’s more, with the concurrent announcement of a new high-performance turbocharged V6 powerplant, Acura will also be rejoining the ranks of automakers using turbos to boost performance while reducing fuel economy. The Japanese luxury brand previously offered a turbocharged four-cylinder in its first-generation 2007–2012 RDX, but that engine made way for the current model’s V6, which put an end the turbo in Acura’s lineup until the twin-turbocharged V6 arrived as part of the new NSX Sport Hybrid’s electrified power unit, but that 573 horsepower mid-engine exotic sports car can hardly be called a “core” model.
No doubt some commonalities will exist between the two engines, one certainly being their exclusivity to the Acura brand. That’s right, unlike the 2.4-litre four-cylinder and 3.5-litre V6 engines currently found in most Acura models, you won’t see this new turbo V6 in any future Honda products. Additionally, it will be exclusive to cars and SUVs fitted with Acura’s newest generation Super Handling All-Wheel Drive (SH-AWD), which was introduced with the aforementioned 2019 RDX.
“We have made a major commitment to Acura to bring each element of Precision Crafted Performance to life through a new generation of products,” said Toshiaki Mikoshiba, president and CEO of American Honda Motor Co., Inc. “Acura will pursue a unique powertrain strategy that underscores the brand’s rightful place as the performance division of Honda.”
We’ll likely see that new turbocharged powerplant in future Type-S models, which will feature unique styling along with their uprated performance. The last time we saw an Acura Type-S was in 2010 on the Canadian-exclusive CSX, which was the predecessor to today’s ILX sedan. The CSX Type-S was a performance enthusiast favourite as it combined Acura’s premium finishings and features with Honda Civic Si performance, making these cars popular amongst collectors and the sport compact tuning crowd.
Sport compact tuning in mind, Acura also used the Type-S nomenclature for the 2002–2006 RSX compact sports coupe, still prized by performance fans, while Type-S versions of the 2002–2003 and 2004–2008 TL mid-size sedan (an A-Spec version of the TL was also available in 2004) and 2001–2003 CL mid-size sports-luxury coupe were offered as well, this past multi-model Type-S strategy executed similarly to how Acura will upgrade multiple core models in high-performance Type-S trim once it rolls out this sub-brand again.
So what exactly is a core model? A dictionary term is “the central or most important part of something,” which if taken literally would mean that along with a Type-S variant of the popular TLX sport-luxury sedan we can also expect Type-S versions of the brand’s even better selling SUVs, the RDX and MDX. This would be a first for Acura, and potentially position these models against Audi’s SQ series, BMW’s M-branded X series SUVs, and Mercedes’ mighty AMG-badged GLC and GLE entries. Alas, if only Acura still had its sensational RDX they might finally have a true X6 M and AMG GLE 43/63 S Coupe fighter.
An RLX Sport Hybrid flagship won’t likely make the Type S grade, as this slow selling luxury sedan doesn’t fall within Acura’s core model specification and is a strong performer already, but an ILX Type S makes sense if Honda once again is willing to lend Acura its Si powertrain and suspension upgrades or, even better, Type R improvements when the next-generation ILX arrives.
Acura, Honda’s luxury division, topped 20,000 sales in Canada for the third consecutive calendar year in 2017, a solid effort that was given an image boost by the all-new NSX Sport Hybrid supercar and…
Acura, Honda’s luxury division, topped 20,000 sales in Canada for the third consecutive calendar year in 2017, a solid effort that was given an image boost by the all-new NSX Sport Hybrid supercar and a real shot in the arm by the refreshed 2017 MDX mid-size SUV, both having arrived partway through the previous year, while an upgraded 2018 TLX sedan that went on sale halfway through 2017 pushed the premium brand over the top.
Acura’s 20,299 2017 deliveries beat last year’s 20,227-unit total, although in a refreshingly honest Honda Canada Inc. (HCI) press release the brand’s parent company called this modest gain “relatively flat sales versus the previous year.” HCI was clearly proud of its combined Acura and Honda brand sales, however, with its 197,251 unit total showing an annual increase of six percent over the same 12 months in 2016, which resulted in an all-time annual sales record for the fourth consecutive year.
In a comparatively small way next to the 50,443 Honda CR-V deliveries in 2017, HCI’s total was nevertheless helped along by Acura’s top-selling RDX compact SUV that achieved its best-ever sales of 8,101 units despite being near the end of its current lifecycle. This marks six years of consecutive sales growth for the RDX, a vehicle that also managed an impressive second in sales volume out of 17 competitive nameplates, only beaten by Audi’s redesigned Q5 that broke five figures at 10,271 units.
“Acura’s RDX luxury SUV served as the brand’s success story last year, driving sales to surpass the coveted 20,000-unit mark for the third consecutive year, despite being in its final product cycle year,” said Jean Marc Leclerc, Senior Vice President of Sales and Marketing at Honda Canada Inc. “Representing the most extensive Acura redesign in more than a decade, the all-new RDX will launch later this year, signaling the beginning of a new era for Acura products inspired by Precision Crafted Performance.”
The RDX follows a value packed strategy that benefits all Acura models, with other strong sellers including the just noted MDX that’s up from 5,425 sales in 2016 to 5,838 deliveries in 2017. The MDX is the most popular dedicated three-row SUV in Canada, while at 4,205 unit sales in 2017, also improving on the previous year’s total, the renewed TLX sport-luxury sedan is the most popular non-German car in the highly competitive D-segment, by a long shot.
As for Acura’s entry-level entrant, at just 2,047 deliveries for 2017, down from 2,459 in 2016, 2,551 in 2015, 2,752 in 2014, and a high of 3,192 in 2013, it’s hardly the slowest selling C-segment luxury car. That would be Lexus’ long-in-tooth CT at 367 units, while BMW’s 2 Series also suffered losses with sales coming in at just 1,929 units. Mercedes saw CLA deliveries sag too, albeit at 3,764 units it’s still number two in the segment, while B-Class sales grew to 2,369 units and Audi finished on top with 3,997 A3 sales. Still, Acura dealers (and fans) can hardly wait to get their mitts on the completely redesigned 2020 ILX to be based on Honda’s evermore-popular Civic, which was once again the best-selling car in Canada thanks to 66,935 buyers in 2017.
So what can we expect from Acura in 2018? A fully redesigned 2019 RDX won’t be the only boost to sales this year, albeit despite receiving an attractive refresh for 2018 the brand’s impressive yet slow-as-molasses-selling RLX Sport Hybrid flagship sedan will need a miracle to see it break three figures after finding just 59 buyers in 2017, although a full year with the new TLX should help the Japanese luxury brand grow its sales further.