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2014 Acura MDX

Maybe you've seen Acura's conceptual "Made for Mankind" commercial that claims its quest was to build the "world's smartest luxury SUV for mankind." Wow, that's a lot of baggage for a midsize SUV to carry. We found this new-generation MDX's many strengths to be a little more down to earth.

Appearance: Our fully loaded tester came in an elegant and striking Forest Mist Metallic that we both immediately liked — it's gray with a hint of green. (The Eucalyptus interior also had a hint of green.) This 3rd-generation MDX has also inherited the Jewel Eye LED headlights from its cousin, the Acura RLX sedan. Some may find them a bit much, but it's really the SUV's sole concession to bling.

Performance: The 3.5-liter V-6 puts out 290 horsepower that makes for strong and steady acceleration and even a modest exhaust note. The 6-speed automatic is smooth, but a little slow on shifts. There also are SportShift paddle shifters. The Super Handling All-Wheel Drive is worth the extra money. We found the MDX's road-hugging handling to be carlike. The suspension can be adjusted in 3 modes: comfort, normal or sport.

Interior: This MDX now rides on a new platform that has slightly increased the space of its quiet, comfortable and tech-laden cabin that puts the driver's needs 1st. The thick, leather-wrapped steering wheel is pleasant to the touch, gauges are easy to read, and the controls are intuitively placed and within easy reach. Lyra especially liked the thumb knob for the volume control on the steering wheel and the armrest bin, which is large enough to store a purse. The On-Demand Multi-use Display in the center stack has a 2-screen system: The eye-level 1 is for display only, and the bottom is a touchscreen for audio, climate and navigation controls. The AC fan control is on the touchscreen and is not a physical dial. We both found this extremely impractical. The 2nd-row seats can slide back 2 inches for extra legroom. There is a 1-touch button that easily slides these seats forward for access to the 3rd row. Still, it's clumsy for an adult to climb back there, which only reinforces that "way back" is for kids only.

Tech: There were enough bells and whistles in our tester to make us consider that driverless technology is indeed on the horizon. The prime example is the Lane Keep Assist System. When it's on, the car senses lane markers and tries to keep the vehicle in the center of the lane. It works better in highway traffic than city because of fewer interrupted lines. There also are Lane Departure Warning, Forward Collision Warning and Collision Mitigation Braking System (which slows down the car and tightens seat belts when it senses an impending crash).

Our 3 favorites

Peter Couture

Cargo: With 2nd and 3rd rows folded, there's 90.9 cubic feet of space. There's also a hidden rear-deck bin.

Color: The green is subtle and sophisticated.

Movies: The kids can watch 2 separate programs on a 16.2-inch ultra-wide display.

Lyra Solochek

Bling: Jewel Eye LED headlamps are elegant.

Ride: Smooth and solid. Quiet too.

Lane Keep Assist: Neat, but you still need to pay attention.

The bottom line: The new MDX does just about everything well and has a lot to offer a busy family. Peter's main complaint: Acura still is in search of its luxury identity and hasn't quite shed its just-a-well-appointed Honda feel.

JM2010 SH-AWD

^^ They seem to love the vehicle. So, WTH does this mean:

The bottom line: The new MDX does just about everything well and has a lot to offer a busy family. Peter's main complaint: Acura still is in search of its luxury identity and hasn't quite shed its just-a-well-appointed Honda feel.

Ridiculous. What, exactly, is a "luxury identity"? (Maybe it means your car gets flat-bedded away every few months like many of my neighbors' luxury Euro cars).

Edward'TLS

^^^^^

It simply means after all these years, the Acura brand has still not become a true recognized luxury brand, like BMW, Lexus, and MB; which in fact is very true.

Even today, some people still compliment my 4G TL by saying "very nice Honda" !

JM2010 SH-AWD

^^ I've never had that. Mostly what I get is people who don't really know cars. They get in, take a few looks around and say something like "this is a really nice car. What is it?"

I think people who make the kind of remark the reviewer makes haven't really taken the time to examine the difference between a Honda and an Acura. I own both. While I really like our Accord and it's a fine daily driver car, it's not close to my TL in any respect.

weather

^^^ This is something we will just have to accept. Many of the car reviewers who have no ability to write a decent car report always want to have a buzz line and that seems to be a stigma associated with an Acura product. Its unfortunate but the reality, and we all know that to overcome a reputation (especially a negative one), it take a LONGGGG time and a lot of effort! I am not sure why being seen as an expensive Honda to be a bad thing anyway as Honda is a very good and reliable brand and one that has some of the best engines so why is that a bad thing?

My best advice is don't take it too personally and enjoy the fact that you drive a very reliable car and one that will cost more than a BMW or Audi. That is not to say that these 2 brands aren't bad vehicles either but they do benefit from a great reputation and are riding high because of it. Sometime, car companies benefit from a great reputation even if their products are somewhat lacking the refinement....For example, why is the Corolla selling so much (as the Civic) when some other brands offer products JUST as good (if not even better)....Turns out that Honda and Toyota are enjoying a good reputation and they sell many cars on the reputation....and on the high end cars, it seems BMW and Audi are riding that wave. I am not saying its right but many people just follow the herd rather than being educated on what they want and what they need...and at a reasonable cost.

docboy

Agreed. This statement makes no sense to me. I've driven both the MDX and Pilot (which supposedly is the Honda equivalent of the MDX). The 2 SUVs are NOTHING alike.

I suspect the reviewer has insecurity issues with name brand and image cachet. Remove the Acura grill, slap a MB emblem, and call it good?

JM2010 SH-AWD

^^ Exactly, Doc.

Acura_Dude

nixit71

http://www.autoweek.com/article/2013...IEWS/130909871

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2014 Acura MDX vs 2014 Infiniti Q60
Like a Luxurious MiniVan without the Stigma

Ignore the styling for a minute and look at the stats because the 2014 Acura MDX and 2014 Infiniti QX60 couldn’t be much closer.

The engines are both 3.5-liter V6s powering all 4 wheels and rear trunk space is an identical 15.8 cubic feet. Both can carry 7 passengers with rear seat occupants enjoying a full entertainment set-up. As-tested pricing is separated by a mere $450 and they can each tow 5,000 lbs. (although the MDX needs a few dealer installed components to pull it off).

By now you might be wondering what in tarnation a QX60 is? That’s simple. It’s the 1-year-old JX35 renamed to fit Infiniti’s new nomenclature. Not much has changed for this vehicle since 2013 except for the new name and tacky “3.5” badges on the front fenders.

NEW VS RENAMED

The MDX, on the other hand, is an old favorite in the segment. For years, it has been 1 of the best all-around luxury crossovers to offer a combination of minivan space and luxury sedan handling. For 2014, it enters 3rd generation and undergoes significant weight loss, stripping over 300 lbs. from the previous generation. This leaves the new vehicle at 4,332 lbs., which is also 130 lbs. lighter than the QX60.

Besides the weight savings, Acura has downsized the engine as well. Replacing the 3.7-liter V6 is a new direct injection 3.5-liter V6 making 290 hp and 267 lb-ft of torque. These figures are slightly lower than what the old 3.7-liter put out, but with the MDX losing weight and adding another gear thanks to a new 6-speed automatic, its power-to-weight ratio actually improves.

Infiniti counters with a 3.5 L V6, but it makes significantly less power. At only 265 hp and 248 lb-ft, the heavier QX60 feels noticeably slower, especially at lower speeds where the continuously variable transmission (CVT) causes noticeable acceleration lag. At higher speeds, the gap shrank and neither vehicle felt particularly fast or slow.

POWERFUL VS. THIRSTY

As can be expected, both of these vehicles are rated closely when it comes to fuel consumption. The QX60 stickers slightly higher in the city at 19 mpg compared to the MDX’s 18 mpg rating, but things swap on the highway where the Acura’s rating of 27 mpg trumps the Infiniti’s 25 mpg. In the real world, the MDX walked away with much better fuel economy. It beat the QX60 handily, posting an as-tested average of 24.5 mpg compared to the QX60 at a thirstier 20.3 mpg average.

The MDX comes equipped with 19-inch wheels wearing slightly wider tires than the 20-inch dishes on the QX60. But of greater importance is the fact the all-season tires on the Acura are of the high performance variety allowing for the MDX to tackle corners at higher speeds and with more composure. Better steering feel and better sightlines further enhance confidence behind the wheel of the MDX, but the sportier chassis setup comes at a price. The MDX has a rougher ride during normal driving than the QX60. The Infiniti floats down the road, but feels jittery over rough surfaces.

BIG VS. BIGGER

Part of the reason we feel more confident behind the wheel of the MDX has to with size; or at least perceived size. Although it is only 3-inches longer, the QX60 feels bigger inside and out. The AutoGuide staff is split on which vehicle is better looking, as some appreciate the QX60’s flowing lines and sophisticated looks over the MDX’s more angular futuristic styling, which is especially augmented by Acura’s “Jewel Eye” headlights.

When it comes to interior design, the MDX again came out on top. The material quality and fit and finish are top notch and the wood inserts are an especially attractive touch. The comfortable front seats and steering wheel are finished in soft leather and feel expensive. In contrast, the QX60 features a few dash components that felt too cheap for a $50,000 vehicle and the leather, especially on the steering wheel where some of the stitching was already fraying, did not feel as rich.

But the QX60 deserves praise for its HVAC and infotainment units. With most of the hard buttons located on the center console including a tuning knob, both systems are easy to use. Both vehicles can come loaded with modern technology like adaptive cruise control, rear entertainment systems, lane departure warnings, navigation with real-time traffic updates and power lift gates.

CROSSOVER VS. MINIVAN

The QX60 offers 41.7 inches of 2nd row legroom, which is a noticeable advantage. The 3rd row is much better with 30.8 inches compared to the MDX, which only has 36.6-inches in the 2nd row and a tight 28.1-inches for the 3rd. The extra legroom is evident when sitting in the QX60’s 3rd row, but there still isn’t enough headroom for adult passengers to sit comfortably because of the panoramic sunroof and more importantly the rollback sunshade. Consider them “kid zones” in either vehicle’s case.

PHP Code:

Compare Specs
    
2014 Acura MDX
    vs     
2014 Infiniti QX60
Vehicle     2014 Acura MDX     Advantage     2014 Infiniti QX60
Engine     3.5L V6     -     3.5L V6
Horsepower     290     MDX     265
Max. Torque     267     MDX     248
Transmission     6-Speed Automatic     -     CVT
Fuel Economy     18 MPG city / 27 MPG hwy     -     19 MPG city / 25 MPG hwy
Observed Fuel Economy     24.5 MPG     MDX     20.3 MPG
Weight     4,332 lbs.     MDX     4,462 lbs.
Second-Row Leg Room     36.6 in.     QX60     41.7 in.
Third-Row Leg Room     28.1 in.     QX60     30.8 in.
Cargo Capacity (seats up)     15.8 cu.ft     -     15.8 cu. ft
Starting Price     $44,200     QX60     $42,950
As Tested Price     $57,400     QX60     $56,945 


Access to the 3rd row is a wash between the two vehicles. The MDX features a brilliant 1-touch button to enter and exit the third row, which is easier to operate than Infiniti’s one pull handle. However, the QX60 has a much larger pass-through to the 3rd row seat to make ingress and egress much easier.

Both 2nd row seating areas are comfortable, but the MDX wins points for its more premium-feeling leather surfaces. We like how all the controls for the HVAC and entertainment unit are hard buttoned on the roof of the MDX for 2nd-row passengers because it avoids relying on a remote control or the front seat passengers to change settings. The MDX also features an HDMI input and built-in side window sunshades, both of which are missing on the QX60. In contrast, the Infiniti features a bigger, more appealing sunroof.

The MDX SH-AWD starts at $45,185 but with the advance technology and entertainment packages, our test vehicle comes in at $57,400 after destination charges. The QX60 3.5 AWD starts at a lower base price of $43,945, but with options like the deluxe touring package, premium package plus and technology package added, it ended up being right up there with the MDX at $56,945 after destination charges.

THE VERDICT

With such similar missions and designs, it’s surprising that the 2 vehicles have such different personalities. The MDX is more of a crossover with an added 3rd row seat while the QX60 is more of a luxury minivan with all-wheel drive. Both are attractive choices in this market segment, but the Acura edges out the Infiniti in enough areas to take the comparison win.

2014 Acura MDX

LOVE IT
Fuel economy
Fit and finish
Easy to drive
Rear entertainment system


LEAVE IT
Slightly choppy ride
Exterior looks
Third row space

2014 Infiniti QX60

LOVE IT
Exterior looks
Space
Ride Comfort


LEAVE IT
Fuel economy
Lack of power
Interior[/PHP]

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Car Seat Check

Acura's MDX was already a hit with families looking for an upscale 3-row crossover. The redesigned-for-2014 model is an improvement. Easy, 1-button 3rd-row access, a cavernous backseat and 3 sets of Latch anchors in the 2nd row should make families even happier.

How many car seats fit in the 2nd row? 2. We were able to install 3 child-safety seats in the 2nd row, but the seats were set too close together to allow a child's hand to reach the booster seat's buckle, so it didn't meet our fit criteria.

How many car seats fit in the 3rd row? 2

What We Like

Both the rear-facing convertible and the infant seats went in easily and had plenty of room in the 2nd row; we didn’t have to move the front passenger seat forward to accommodate them.
There are 3 sets of Latch anchors in the 2nd row;that's 1 more set than usual.
The Latch anchors are in slits in the leather and easy to use.
The 2nd row slides and reclines.

What We Don't

Although the booster was easy to install and had plenty of room in both rows, the 2nd- and 3rd-row buckles are floppy, which makes them harder for kids to use.
The forward-facing convertible installed and fit well in both rows, but parents might get confused when connecting the top tether strap. There are several cargo hooks behind the 2nd and 3rd rows that should not be used as a tether anchor.
The 2nd row easily slides forward with the push of a button, but the resulting opening to the 3rd row is pretty small.

A: Plenty of room for the car seat and the child; doesn't impact driver or front-passenger legroom. Easy to find and connect to Latch and tether anchors. No fit issues involving head restraint or seat contouring. Easy access to the 3rd row.

B: Plenty of room. 1 fit or connection issue. Some problems accessing 3rd row when available.

C: Marginal room. 2 fit or connection issues. Difficult to access 3rd row when available.

D: Insufficient room. 2 or more fit or connection issues.

F: Does not fit or is unsafe.

About Cars.com's Car Seat Checks

Editors Jennifer Geiger and Jennifer Newman are certified child safety seat installation technicians.

For the Car Seat Check, we use a Graco SnugRide 30 infant-safety seat, a Britax Roundabout convertible seat and Graco TurboBooster seat. The front seats are adjusted for a 6-foot driver and a 5-foot-8 passenger. The 3 child seats are installed in the 2nd row. The booster seat sits behind the driver's seat, and the infant and convertible seats are installed behind the front passenger seat.

We also install the forward-facing convertible in the 2nd row's middle seat with the booster and infant seat in the outboard seats to see if 3 car seats will fit; a child sitting in the booster seat must be able to reach the seat belt buckle. If there's a 3rd row, we install the booster seat and a forward-facing convertible. To learn more about how we conduct our Car Seat Checks, go here.

Parents should also remember that they can use the Latch system or a seat belt to install a car seat.

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2014 Acura MDX AWD Long-Term Road Test

The midsize luxury SUV segment is a leather-lined battlefield. Every entrant in this segment is primped, preened, swathed in elegant materials and overstuffed with technology. Yet even in this field, the 2014 Acura MDX stands out.

Though it certainly looks similar to the 3-row crossover it replaces, the 2014 MDX is all new. Long a favorite of people who really enjoy driving but need 3 rows, the redesign brought weight savings (275 pounds), a less powerful and smaller V6 and electric-assist power steering. It's also faster, more fuel-efficient, far quieter and draws from the deep pool of RLX technology to bring things like LED headlights into suburban garages.

And now it's in our garage. For the next 12 months and 20,000 miles, not only does our new long-term 2014 Acura MDX AWD have to live up to a competitive segment, but to the expectations Acura set with this car years ago.

What We Got
Entry into the world of luxury crossovers doesn't come cheap, but it does come with a lot of toys. Our 2014 Acura MDX comes standard with Jewel Eye LED headlights, a multiview rearview camera, automatic 3-zone climate control, heated front seats, push-button start, a power tailgate, Bluetooth, USB input and a suite of driving personalization options that Acura calls IDS. This Integrated Dynamics System tailors the steering weight among Normal, Sport and a very light Comfort mode. Sport mode not only enhances steering feel but sharpens the throttle and, on AWD cars, sends more power to the outside wheels during hard cornering.

While there are a number of different styles for the 2014 MDX, there is only 1 engine available for Acura's big 3-row SUV: a 290-horsepower 3.5-liter V6 hooked up to a 6-speed automatic transmission. This combination can be had in either front-wheel drive or like ours, with Super Handling all-wheel drive (SH-AWD). Making that jump ups the price of the MDX from $43,185 to $45,185.

But as usual, we didn't simply get the base car, add all-wheel drive and call it good. Our 2014 Acura MDX has the Technology and Entertainment packages, which boost the as-tested price to $51,460 including an $895 destination fee.

The Technology package includes navigation with voice recognition and real-time traffic, an 11-speaker ELS audio system, HD radio, GPS-linked automatic climate control, blind spot monitoring, LED puddle lamps and rain-sensing wipers. The Entertainment package lumps together a DVD player and 9-inch display with wireless headsets for the rear, a 115-volt power outlet, heated 2nd-row seats and rear door sunshades.

These options are certainly gravy on top of an already full plate, but in this car, they warranted further testing. There was no negotiating on the price either, as the vehicle was provided by Acura.

Why We Got It
The 2014 Acura MDX is running a hot streak. Not only did it receive an "A" rating, but it bested the 2013 Lexus RX 350 F Sport AWD and the 2014 Infiniti QX60 AWD in our luxury crossover comparison test. During that test we said, "Since it came out in 2001, the Acura MDX has been exactly what you'd think the luxury arm of Honda would build: a family-friendly SUV with a frisky personality." Though we certainly appreciated its personality, it wasn't just the Acura's drivable nature that put it in the winner's circle. With a ton of cargo room, a fully flat load floor and exceptionally easy-to-use folding seats, the Acura won us over with the "U" aspect of the SUV equation, too.

At the end of the day we wrote, "The Acura MDX was the 1 we'd most like to spend time in. It makes daily chores feel much less like, well, chores."

Now we're going to see if that rings true after a year and roughly 20,000 miles behind the wheel. Follow along on the long-term road test page for daily updates on our 2014 Acura MDX and the rest of our fleet.

Best MPG: 20.1
Worst MPG: 18.2
Average MPG over 611 miles: 19.2

The manufacturer provided Edmunds this vehicle for the purposes of evaluation.

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Family CheckList

With 3 young children in child-safety seats, I rock my minivan pretty hard. After all, it is the only type of vehicle that has ever served all of my family's needs. Well, that is until the 2014 Acura MDX pulled up into my driveway.

I was shocked that this sporty crossover had a 2nd row that was large enough to fit all 3 of my kids' car seats — a major win in my book. Combine that with decent fuel economy, seating for 7 and an impressive driving experience and the 2014 Acura MDX managed to hit that crossover sweet spot that has eluded me for years.

My test car, the MDX SH-AWD with Advance and Entertainment packages, has a 3.5-liter V-6 engine that produces 290 horsepower. To say the MDX was more fun to drive than my usual minivan is the understatement of the year. The ride quality was superb, and it handled the mean (suburban) streets of Orange County, Calif., with ease. For such an exciting drive, I was pleasantly surprised by its fuel economy of 18/27 mpg city/highway.

The MDX's exterior was redesigned for 2014. It's a classy-looking crossover, but with its new longer dimensions — it grew 2 inches in length — it's inching into wagon territory.

The MDX's redesigned interior is what really won me over. While it may not be the most luxurious interior in the luxury-crossover segment, it's definitely the most family friendly. The streamlined cabin has a 7-inch touch-screen for climate and stereo adjustments and a 2nd 8-inch screen for the optional navigation system; the setup is intuitive and user-friendly. The musician in my family complained of a lackluster sound quality, but my untrained ear didn't have any complaints with the stereo system.

The cabin's storage compartments were plentiful. I left the diaper bag at home and used the deep center console to hold a change of clothes for all 3 of my girls as well as some diapers and wipes. The large cargo area of 45.1 cubic feet behind the 2nd row swallowed up my bulky double stroller and left room for a grocery run as well. However with only 15.8 cubic feet of cargo space when the 3rd row is in use, I'd have to leave the stroller in the garage.

Hands down, my favorite part of the MDX was the spacious 2nd row. With 3 sets of lower Latch anchors, I was able to squeeze in all 3 of my bulky car seats. I should note this worked only because my oldest is still in a combination car seat with a 5-point harness. It wouldn't have worked if she were in a booster that required her to buckle up; those were covered up with the other car seats. In Cars.com's Car Seat Check, the testers fit 3 car seats in the 2nd row, but it didn't meet their fit criteria because they couldn't access the seat belt buckle for the booster seat.

The MDX was at just the right height to allow my 5- and 2-year-olds to open their doors and climb in unassisted. We rarely used the third row, which was a good thing considering how cramped it was. The 2nd row slides forward, creating a workable amount of legroom for 3rd-row passengers; however, I needed to slide the 2nd row all the way back to fit all the car seats.

For my family of 5, crossovers have never been a good fit, but the 2014 MDX proves that they can work for families. I was saddened to climb back in my minivan and give up this fun, sporty crossover.

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RL06tech

DUDE THATS MY CAR!

RL06tech

NIce well balanced review. I wish someone would do a review including similarly appointed X5, MB 350 an Q7. Im sure the MDX would give them a lesson or 2 at 10K less.

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Acura MDX Wins 2014 AutoGuide.com Utility Vehicle of the Year

The all-new Acura MDX has been chosen as the winner of the 2014 AutoGuide.com Utility Vehicle of the Year Award.

Offering room for up to 7 in a luxurious and stylish package the MDX outshone its competition offering more for less.

"It’s never an easy decision to give an award to a luxury car because they obviously come with top quality finishings and plenty of high-tech features, but what impressed us about the MDX is just what you get for your money," said AutoGuide Editorial Director Colum Wood.

"It’s a true rarity to find a luxury vehicle that also offers value, but Acura has done just that."

AutoGuide Road Test Editor Mike Schlee seconds that notion. "People always ask us, ‘what’s the best all-around vehicle,’" he said. "The 2014 Acura MDX is certainly one of them."

The all-new 2014 Acura MDX is powered by a 290 hp 3.5L V6 engine that delivers up to 28 mpg on the highway. Pricing starts at $42,290.

About AutoGuide.com

AutoGuide.com, a Verticalscope property, is a new car shopping consumer resource site and the flagship of the AutoGuide forum network comprising over 400 vehicle and manufacturer enthusiast sites. According to independent audience measurement agency, comScore Media Metrix, the AutoGuide.com network ranks 1st in monthly audience size among all automotive resource websites.

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Acura MDX is a Beast with Flaws

2014 Acura MDX AWD Advanced Entertainment: Acura for 7.

Price: $57,400 as tested. (A base FWD can be had for $42,290.)

Marketer's pitch: "Made for mankind."

Conventional wisdom: Edmunds.com likes the "superbly crafted interior; capable handling; good fuel economy; quiet, comfortable ride" but not the front seats' "limited adjustability; less cargo space behind the 3rd row than most rivals."

Reality: A nice vehicle, but one overpowering drawback ruined the experience for me.

Great inside: Normally, I find myself delighted by each model Acura sends me. But ...

Can't touch this: The touch-screen radio-HVAC control system has cemented itself as the system I never, ever want, especially in a big crossover. Want to adjust the seat heating? Press the seat heater touch-screen button, then get a row of buttons to adjust heating or cooling. Want to adjust where the air is flowing? Touch screen. Want to change the radio station? Press audio, then pick from the choices.

Perhaps in time I'd have made the voice recognition system work for me.

I don't change channels so they must change me: Because of the MDX's bulk, it actually made me question at times whether I really wanted to change the radio station. For instance, the sound was great, but I never did bother to figure out how to adjust the equalizer levels. It was too complicated.

The only endearing part of the whole setup was temperature control toggles that send a blue cloud up the screen when you turn it colder and a red cloud when you turn it warmer.

Up to speed: The 3.5-liter V6 engine creates 290 horsepower. So it's a fast crossover, but it has a lot of bulk so it's no hot rod.

On the curves: Handling is OK. It's a big vehicle and it feels like every pound of it. The Mazda CX-9 has definitely won the race for a nice-handling crossover with room for 7, but surprisingly I find the MDX's cousin Honda Pilot is a much nicer vehicle to live with.

Driver' Seat: The MDX suffers from Crossover Offcenteritis, a problem I've also noticed in the 2013 versions of the Kia Sorento and Nissan Pathfinder. The seat doesn't seem to match up with the steering wheel; I end up sitting a little off center and kind of crooked.

The lookout: Along with that, even with the seat up high, visibility is poor. Parking the vehicle is difficult; I never felt like I could see around the vehicle very well. The corners are invisible.

Night shift, inside edition: The interior lighting is good but interferes for night driving.

Night shift, outside edition: The 4 xenon headlights create a pretty pattern at night but seem to sit just a little low for me. They're so focused that they just don't seem to cast enough light up high.

Carrying the kids: 3 rows of heated seats -- standard -- pleased 13-year-old Sturgis Kid 4.0. And he could easily watch a DVD in back while the front row enjoyed its own music, which is a challenge in some vehicles.

The way, way back: The rear is for kids. No headroom or knee room for me. You can't move the middle row forward, so there's no way to make enough room in the back seat. No place for feet, either.

Getting there: The middle row has a power function to move it out of the way for getting in and out, but the ceiling is low so climbing in is actually a challenge more than in most similar vehicles.

Room for stuff: You can fit a couple pizza boxes behind the 3rd row, but that's about the maximum depth. An enormous storage bin stands ready for CDs and more between the front seats. The cup holders are designed for larger cups, but the holders don't squeeze down tight enough for small cups.

Fuel economy: 23 mpg in a highway-heavy mix of driving. Premium fuel is recommended.

Where it's built: Lincoln, Ala.

How it's built: Consumer Reports puts its predicted reliability at above average.

In the end: The touch-screen controls slayed this beast for me. Given only 2 choices I'd have to pick the Buick Enclave I reviewed last week. But given more options, I'd probably go with a Honda Pilot or Mazda CX-9 (although I'd weep at the gas pump with that last one).

Scott Sturgis, a freelance auto writer, can be reached at mrdriversseat@gmail.com

unr1

http://www.automobilemag.com/reviews...seasons-intro/

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1 Year:
2014 Acura MDX SH-AWD Arrival

For 2014, Acura made numerous changes inside and out to the MDX. The exterior styling has been smoothed out, giving the MDX a cleaner, more mature look. The 3.7-liter V-6 from 2013 is replaced by a smaller and more fuel-efficient 3.5. The MDX's interior keeps getting more refined, and the sea of buttons on the dash has been completely replaced. For all these reasons, and a few others, we added 1 to our long-term fleet.

As with all Acura vehicles, you don't get options, per se -- you get unbadged trim levels that we treat as options. These include Technology (nav; telematics; blind-spot, lane-departure, and collision warnings), Tech/Entertainment (adds a 9-inch rear screen and better sound), and Advanced/Entertainment (active cruise, lane keeping, collision braking, a bigger rear screen, etc.) We opted for a top-spec SH-AWD model -- for the 1st time, you can get a front-drive MDX.

Among the laundry list of features on our loaded MDX, 2 have already been standouts since I started driving my new long-termer. The 1st is Acura's Lane Keeping Assist System. I'm not used to seeing this kind of system on a vehicle at this price point -- it's very cool and works well. The 2nd is the massive rear entertainment screen. It's great to be able to pop on some "Chuggington" to keep the boy happy on a longer drive.

Compared with the 2013 MDX, overall height and width have been reduced, while overall length and wheelbase increased. These new dimensions mean a little more room up front and for the 3rd row, a little less for the 2nd row, and more overall cargo room. All 3 rows lose some shoulder and headroom, while the front and 3rd rows get a little more legroom. It's all about packaging, and Acura has done a fine job packaging its new MDX.

Having just gotten out of our long-term RDX, I'm really looking forward to my upcoming time in the MDX. Initial impressions are this will be a much better family vehicle. I'll keep you updated along the way.

2014 Acura MDX SH-AWD
Base price $45,185
Price as tested $57,400
Vehicle Layout Front-engine, AWD, 7-pass, 4-door SUV
Engine 3.5L/290-hp/267-lb-ft SOHC 24-valve V-6
Transmission 6-speed automatic
EPA City/Hwy/Comb Fuel Econ 18/27/21 mpg
Curb Weight (F/R Dist) 4289 lb (58/42%)
Lateral Acceleration 0.85 g (avg)
Energy Cons, City/Hwy 187/125 kW-hrs/100 mi
CO2 emissions 0.92 lb/mi
MT figure eight 26.5 sec @ 0.68 g (avg)
0-60 mph 6.4 sec
Quarter mile 92.7 mph @ 14.9 sec
Braking distance, 60-0 mph 116 ft

TSX69

4 Seasons Update
Winter's Wraith

It's no secret that cold weather is hard on cars, and our 4 Seasons 2014 Acura MDX SH-AWD was 1 of the victims as a continued cold snap resulted in a $1300 repair that might otherwise have been avoided.

Last month, an airborne rock poked a small chip in the MDX's windshield, and before we could think about filling it in, 3 large cracks emerged from the chip. We took the MDX to a local repair shop, A2 Auto Glass, where an employee told us they had seen an uptick in the number of cracked windshields this winter. When the outside of the glass faces 10-degree winter temps and the inside is breathed on by a 70-degree blast from the heater, even the slightest imperfection can result in a cracked windshield.

Because several sophisticated technologies are integrated into the windshield of our 2014 Acura MDX SH-AWD -- lane-departure warning, automatic wipers, self-dimming mirror -- the replacement glass wasn't cheap. Including labor, the bill came to $1,298.24.

With winter comes snow and ice, and to help us clear the 2014 Acura MDX of those elements, we furnished the big crossover with a novel new device called the Blizzerator. According to its manufacturer, the Blizzerator was conceived when a Washington, D.C., resident saw his 5-foot 1-inch wife struggling to remove snow from her car. The tough, heavy Blizzerator has an extendable handle for better reach and also comes with a 12-inch brush and an aggressive ice scraper. It is the beefiest snow-removal tool most of us have used and proved exceptionally useful when we were walloped with the snowiest January in history.

"The Blizzerator was helpful when I had to chisel out the MDX on a Saturday afternoon," said associate editor Greg Migliore. "I like as big a scraper as I can find when driving in winter, and this one fits the bill."

"It looks dorky but it's quite effective," agreed copy editor Rusty Blackwell.

Otherwise, winter has been relatively uneventful for the 2014 Acura MDX. Graphic designer John Kalmar folded down the rear seats to help his sister move apartments and called the MDX "an ideal moving companion." On the other hand, he was frustrated that it was so hard to adjust the climate controls or use the heated seats through the touchscreen.

Associate web editor Eric Weiner was similarly annoyed on a frosty morning: "I want to sit down with a Honda engineer and explain Michigan winter to him. When it's cold, people want warm butts as soon as possible. They also generally wear gloves in the cold, which don't work on the touchscreen controls. Give us a real button for the heated seats!"

Here's hoping it warms up enough next month that both heated seats and the mighty Blizzerator will no longer be necessary on our morning commutes.

jimihaha

wrong info regarding the headlights and 2nd row seats. very poor review.

TSX69

2014 Acura MDX SH-AWD Long Term Update #1

Shortly after our MDX's arrival we took it to our test facility to run our standard instrumented testing, and the numbers were quite interesting, especially when compared to our recently returned long-term Acura RDX. Before I get into the numbers, let's look at the differences between the MDX and RDX. The MDX is longer, wider, and taller than the RDX, and weighs 470 pounds more. Both use a 3.5L V-6 mated to a six-speed automatic, but the MDX has 17 more horsepower and 16 more lb-ft of torque, a negligible advantage considering the extra weight it's carrying.

During our testing, the RDX made the sprint to 60 mph in 6.3 seconds, while the MDX did the deed in 6.4 seconds. 1/4-mile times and speeds were almost identical, with the RDX running 14.9 seconds at 93.9 mph and the MDX stopping the timers at 14.9 seconds at 92.7 mph. Braking from 60 mph took 123 feet for the RDX, while the MDX needed a mere 116 feet. The biggest difference in performance was in our figure 8 testing. The RDX ran the course in 27.8 seconds with a max lateral acceleration of 0.77 g (avg), while the bigger and heavier MDX ran the course in 26.5 seconds with a max lat of 0.85 g (avg). A difference of more than a second is a lifetime on a track, especially one as short as our figure eight course. It seems the SH-AWD system really does make a significant difference.

I really like the new audio control button on the steering wheel; it lets you adjust volume, flip through your favorites, and even seek.

Off the track the MDX feels livelier and sportier, rides more smoothly, and gets just 1 mpg lower EPA rating compared to the RDX. The SH-AWD system is 1 factor in the improved performance; the Integrated Dynamic System (IDS) also plays a role. The IDS system gives you 3 modes: Comfort, Normal, and Sport. Comfort reduces steering effort for low-effort maneuverability, especially in tight spaces, while Normal balances steering effort between comfortable and sporty. Sport mode provides the greatest changes, giving the MDX a firmer steering feel with higher effort. This mode also adjusts throttle response and SH-AWD torque proportioning, and makes the Active Noise Control system (more on that in future updates) provide a more aggressive engine note.

The Lake Keeping Assist feature is great, though the first time you let go of the wheel heading into a turn is a bit intimidating.

Our Car
Service life 8508 mi
Average fuel economy 19.6 mpg
CO2 emissions 0.99 lb/mi
EPA City/Hwy/Comb Fuel Econ 18/27/21 mpg
Energy consumption 172 kW-hr/100mi
Unresolved problems None
Maintenance cost $0
Normal-wear cost $0

TSX69

2014 Acura MDX SH-AWD
Acura's Best Seller Aims for the Heart of the Market

There are certain vehicles on sale today that are affected by what I call 'Camry Syndrome.' Named after Toyota's ubiquitous family hauler, Camry Syndrome affects a fair number of cars and trucks, many of which are exceedingly popular with consumers.

The issue I have with these vehicles is that while they're adequate, they lack ambition. Their looks are clean and reasonably attractive, but they're not particularly stylish, let alone adventuresome or – heaven forbid – polarizing. Their interiors are comfortable and well screwed together, with the sort of popular features that consumers expect at a given price point. Their engines are decently powerful and vocal enough to set the heart very slightly aflutter, yet they're not too thirsty. Their transmissions are invisible and their rides are best described with whatever buzzword synonym Joe Consumer might come up with for "sporty" or "luxurious." In short, they're boring.

In reality, provided they sell well, there's really nothing wrong with automakers building Camry Syndrome vehicles – they're reasonably competent at everything and clearly meet a need. The problem is that I want some aspects of my vehicle to be better than others, because contrast breeds character. I wish someone at Acura felt the way I did when it redesigned this MDX for 2014, because for me, there's so much of this premium crossover that's merely middle of the road.

The MDX's exterior styling, for example, sacrifices style and personality in a bid to not offend anyone. Acura's infamous beak nose has been toned down considerably, presenting a sort of ultra-wide shield grille. The Jewel-Eye LED headlights situated on either side of the latter are perhaps the MDX's most polarizing exterior feature, but they're part of a look we've already seen from Acura – a look we're set to see more of. A pair of subtle character lines highlight the profile, while the taillights share their shape with the MDX's little brother, the RDX. Aside from those headlights, though, there's not a lot that draws the eye, particularly when the model in question is painted in Silver Moon like my tester.

At least the interior is a bit more interesting than the exterior. It's a nice place to spend time, featuring high-quality Milano leather on the seats and steering wheel, soft-touch plastics on the dash and nicely arranged strips of wood trim. There's a disappointingly limited variety of materials, though, as Acura only offers a single type of wood, regardless of which of the 4 interior colors is chosen. That minor issue aside, as is expected of a product from Honda/Acura, fit and finish is really quite impressive.

My biggest issue with the MDX's cabin centers on the dual-screen infotainment system. This is a setup Consumer Reports dinged for its unintuitive nature, and indeed, it feels unnecessarily complicated. Just count how often you push a 'button' on the lower touchscreen only to have the results appear on the upper display. It's not pleasingly laid out, and many automakers have come up with more ergonomic and more effective setups employing single screens, not to mention better-to-use all-in-one controllers than the one employed here. Acura touts that the MDX's button count has decreased from 41 in last year's model to just 9 in this new 1 (we're assuming they're talking about the infotainment alone, because there's 13 buttons including HVAC), but as it turns out, this development isn't the benefit the automaker would have you believe.

Aside from its problematic infotainment, though, the MDX offers a well thought-out interior. The controls are mostly concentrated around the bottom of the 2 displays, and are easy to reach. Visibility is excellent, as are this CUV's supportive, comfortable leather seats. The addition of both heating and cooling functions, as well as 10-way power adjustability, makes the MDX a great place to sit for extended periods. The 2nd row is quite livable for adults, although the 3rd row is primarily for smaller children, or perhaps amiable adults over short distances. Thankfully, accessing the cramped way-back seats is a 1-touch affair, and they're also easy to fold for added storage space.

In fact, the MDX is quite a versatile cargo hauler. There's 15.8 cubic feet of cargo space with the 3rd row up, a number that grows to 45.1 cubic feet when in the 5-passenger configuration. Fold the 2nd row flat, and that cargo figure expands to an impressive 90.9 cubic feet.

Under the MDX's hood sits Acura's well-received, direct-injected 3.5-liter EarthDreams V6. With 290 horsepower and 267 pound-feet of torque available at 4,500 rpm, it's down on power and torque compared to the turbocharged BMW X5 xDrive35i (300 hp and 295 lb-ft) while the supercharged Audi Q7 offers up 22 extra pound-feet of torque but 10 fewer horses. The Acura does outgun its other 3-row rival, the Infiniti QX60, which packs just 265 hp and 248 lb-ft of torque. The MDX also has a major trump card in the form of its curb weight – it's 130 pounds lighter than the all-wheel-drive QX60, 458 pounds lighter than an X5 and a whopping 860 pounds lighter than the Q7.

The powertrain, which includes a 6-speed automatic and Acura's optional Super Handling All-Wheel Drive, is easily adaptable to the driver's whims thanks to the centrally located Integrated Dynamics System switch.

I've seen plenty of systems like this before, with each offering a variation on the MDX's simple Comfort, Normal and Sport modes. As is usually the case, the modes tweak the effort of a variety of systems. In this case, the three modes alter the level of the electric power-assisted steering, the sharpness of the throttle response, the transmission's shift map and the torque distribution of the all-wheel drive. While there are moderate changes in the way this crossover behaves when going from, say, Comfort to Sport, the differences aren't world-altering.

Throttle response in the MDX can best be described as linear and responsive, and it's never particularly dull or sharp, even when switched into Comfort or Sport mode. Power delivery, meanwhile, is solid thanks to the revvy V6. Low and mid-range punch is perfectly adequate, with a linear torque buildup that tapers off cleanly as the revs climb. There are no particular highs or lows here. 60 miles per hour arrives in the mid-6-second range, which is slower than the X5, but noticeably quicker than the overweight Q7.

As Senior Editor Steven Ewing pointed out in his 1st Drive, the sound that comes from the MDX's concealed tailpipes isn't quite as sweet as what was offered from last year's 3.7-liter V6, but there's not much to complain about. Acura's Active Sound Control system allows a bit more engine noise into the cabin with IDS toggled to Sport, although it's not as if the vehicle's audible personality goes from straight-laced luxury crossover to ear-piercing racer with the press of a button – the actual increase in volume is pretty subdued.

The 3.7 is paired with a 6-speed automatic. Yep, there's no 7- or 8-speed gearbox. But ignore this apparent shortcoming, as the 6AT does a fine job of distributing power to the ground through the Super Handling All-Wheel Drive system, with seamless upshifts and downshifts that involve a bare minimum of hunting for gears. Shifting the transmission into Sport (the trans' Sport mode is independent of the IDS) switches to a more aggressive shift map which holds gears slightly longer. Really, though, you'd be better off ignoring Sport and just switching into manual and working the wheel-mounted paddles. You can achieve the same effect and take advantage of the system's ability to snap off double downshifts with a couple quick pulls on the paddles.

Acura lists its all-wheel-drive MDX's fuel economy as 18 miles per gallon in the city and 27 mpg on the highway. These are quite impressive numbers, besting the Infiniti's 25-mpg highway figure but falling just short of its 19-mpg city rating. Those EPA figures easily beat the Audi, which returns just 16 mpg in the city and 22 mpg on the highway, while tying with the BMW. In my experience, I fell just north of the MDX's 21-mpg combined rating returning 22 mpg in mixed driving, a solid result.

With an independent McPherson strut front suspension, a multi-link rear and amplitude reactive dampers at all 4 corners, the MDX certainly seems well sorted in the suspension department. And indeed, on smooth surfaces, the ride is comfortable. For this author, the MDX's composure completely falls apart, though, when speeds increase and the roads become less than perfect. Here, the MDX's suspension is too soft, with excessive vertical motion over bumps and imperfections. It porpoises down the freeway and feels particularly unsettled over road-spanning imperfections like expansion joints. That said, other Autoblog editors who have driven the MDX haven't reported this issue.

On the other hand, when presented with some bends, it's a competent dancer. There's not a lot of body roll, and thanks to the torque-vectoring SH-AWD shunting up to 70% of torque to the rear axle, it's easy to steer with the accelerator through turns (not that most 3-row crossover owners would ever do such a thing). It feels neutral and despite my observed straight-line issues, it feels more planted when the suspension is loaded up. Feedback through the seat of the pants is pretty much absent, but that's par for the course with this type of vehicle.

My issues with its ride aside, the MDX is a quiet vehicle. Road noise from the 19-inch Michelin Latitude Tour HP tires is rarely an issue, even when hitting bigger imperfections. Thanks in large part to its class-leading drag coefficient and active noise cancellation technology, wind noise isn't much of an issue, either.

The electric power-assisted steering is the 1 system in the MDX that is most heavily affected by the IDS setting. Its weighting varies quite a bit between Comfort and Sport, with the heaviest setting feeling the most natural to my hands. Comfort is just too effortless, lacking any real sense of weight from on center to turn-in to full lock. Sport, meanwhile, feels the most natural in the way weight builds. Again, this isn't a real shock, but feedback is limited.

Acura has opted for 2-piston calipers and 12.6-inch rotors up front and single-piston units with larger 13-inch rotors in back. Despite this odd setup, you'll have no trouble bringing this 4,332-pound CUV to a halt. The brake pedal, meanwhile, is easy to modulate thanks in part to its wide range of travel.

Pricing for the 2014 MDX starts at $42,900, and the front-wheel drive base model comes well-equipped versus its peers. But if you're like me, you'll probably seek out a higher specification, and you'd do well to pay up for the optional all-wheel-drive system, as it enhances the way this crossover drives regardless of whether or not your area tends to see wintery weather. My SH-AWD tester was also outfitted with the Advance and Entertainment Packages, making it a bit dear, with prices starting at $56,505 (plus $985 destination charge). However, there are no options to choose from at this price point. Simply tell the salesman what color interior and exterior you want, write your check and be on your merry way.

For that $57,490, you'll net the aforementioned Milano leather seats complete with heating and ventilation functions up front, heated 2nd-row seats, a 9-inch rear display with DVD player, 19-inch alloys, a very fine-sounding 12-speaker ELS audio system, remote start, collision mitigating auto-brake and everything else available on lesser models. That's extremely reasonable considering that a base X5 xDrive35i starts at $55,100 and an option-free, top-trim Q7 Prestige with the 3.0-liter, supercharged V6 starts at $60,900. It even matches up nicely against a loaded Infiniti QX60 AWD, which rings up at $56,995 with all its packages.

It's difficult to express just how good of a deal the MDX is with just starting prices, though. You'll need to compare it to equally equipped competition, which really highlights its value. Yes, this is a value at almost $60k. Build an X5 with comparable equipment and you're pushing $70,000. It's a similar story with the Q7, which can top $65k and still lack features like rear-seat entertainment and collision mitigation. Only the QX60 matches the MDX's price-to-content mix, although as I mentioned, it's heavier and less powerful, plus it has a continuously variable transmission and a suspension that will have you thinking "minivan" when driven hard.

I know, I know, I could have summed this all up earlier by saying "It's fine." And it is. The Acura MDX is a perfectly adequate machine that should be on the shopping list of every single consumer in the midsize luxury CUV segment, just like the Toyota Camry should be on the list of every single consumer in the midsize sedan segment. It's a truly smart buy, offering an excellent value in a market segment that isn't known for being affordable. But compared to much of its competition, it's not a particularly engaging vehicle to drive. It's not something likely to suddenly surprise you years down the road or even be something that you'll be excited to drive home after a long day at the office. For this driver, that's a big problem. But judging by the MDX's sales (which are actually up a full 70% so far this year), for most buyers in this segment, it doesn't appear to be a hindrance.

dzionny_dzionassi

TSX69

4 Seasons Long-Term Tests: Spring
2014 Acura MDX SH-AWD: A Family Affair

When you've got a brood of 4 children, taking a trip from Michigan to Florida becomes a hassle. You could raid the piggy bank to purchase 6 plane tickets, or instead pack the family into a large crossover and hit the Interstate. Our friend Mike De Turris and his wife took the latter option, and borrowed our 2014 Acura MDX for a 2000-mile road trip.

De Turris soon fell for the 2014 Acura MDX as he headed south on I-75, activating the adaptive cruise control and lane keep assist systems to make the journey even easier. "The seats were very comfortable and there wasn't much road noise, helping the kids fall asleep quickly," he reported. "I found entering a new destination in the navigation system to be cumbersome, but playing Pandora Internet radio over a Bluetooth connection was straightforward."

The family used all 3 rows of seating, and even put the rear-seat DVD player to use so the children could watch DVDs rather than hassling mom and dad. When getting his kids settled in the MDX, De Turris noted that the 3rd row of seats lacks a LATCH system, meaning it's not ideal for bolting in a child seat. He also found that with all 3 rows of seats raised and in use, there wasn't much space left in the cargo area for suitcases, leaving him skeptical his family could do a weekly grocery run with the MDX.

"I don't think this vehicle would work for a family of 6 on a daily basis," he said, noting that several smaller bags had to sit on the vehicle's floor.

All told, De Turris came away from his 10-day road trip impressed with the capability and comfort of our 2014 Acura MDX. "I really enjoyed driving the MDX, and it averaged 24 mpg on our trip," he reported.

unr1

http://truckyeah.jalopnik.com/2014-a...687210/+orlove

unr1

http://www.topspeed.com/cars/acura/2...2045.html#main

not sure if that one has been posted

driver

Checkout how hard the race driver takes the MDX through the track course. Also bit of off road driving towards the end.

unr1

TSX69

TSX69

12 Month Car Reviews:
2014 Acura MDX SH-AWD
4 Seasons Wrap-Up

The Acura we venerate—a spunky premium brand that sells sporty sedans and coupes with redlines above 8,000 rpm—is dead. Your peers killed it, deciding that 4-wheel drive and 3 rows of seating are way cooler than slick manual transmissions and screaming 4-cylinder engines. The MDX, introduced in 2001, is now far and away Acura’s most popular and best-selling model. In a good month, it’ll nearly double the total number of Integra Type Rs sold here from 1997 to 2001. So when a new version of the MDX rolled out in early 2013, we decided to spend a year getting to know the 2014 MDX, the Acura that—evidently—everyone else adores.

The point of premium crossovers is to pamper, so we picked a fully loaded 2014 Acura MDX with the Advance and Entertainment packages and a sticker price of $57,400. Pricey, yes, but worth it for the extra equipment: remote start, navigation, a rear-seat DVD and Blu-ray player, a 12-speaker surround sound system, heated and cooled front seats, and a suite of active safety features. Though the MDX is available with front-wheel drive for the 1st time, we were willing to give up its mild fuel-economy benefit to take advantage of Acura’s Super Handling All-Wheel Drive (SH-AWD) system, which came in handy when the MDX 1st arrived in our snow-covered parking lot in November.

We ordered a set of Bridgestone Blizzak DM-V1 winter tires from Tire Rack straight away and had the rubber swapped out before sending the MDX with staff photographer Patrick M. Hoey on a 2,200-mile road trip down south. “The MDX is a comfortable long-haul cruiser and a great support vehicle for photography,” he reported. “There’s plenty of space for laptops, cameras, and tripods, plus plenty of power points to charge all my gadgets.”

Over the following months, the 2014 Acura MDX rarely got a break from long-distance trips, hauling people to weddings, vacations, and get-togethers all across the country. Adaptive cruise control and an active lane-keeping system allowed a bit of hands-free driving and made freeway slogs very relaxing. A planted, stable highway demeanor helped prevent driver fatigue, and a comfortable ride and a DVD player showing “Frozen” kept back-seat passengers quiet.

Only drivers who loaded up with more than 5 passengers groused about interior room, having to pick between carrying lots of people and hauling lots of stuff. With the 3rd-row seats upright, cargo space is a modest 15.8 cubic feet, so many drivers preferred to keep the back seats lowered to score more luggage space (45.1 cubic feet). The 3rd row isn’t really meant for adults anyway, with too little legroom and very upright seat backs.

Those editors who picked flying solo instead of traveling with their families were still satisfied by the big Acura, praising the 3.5-liter V-6’s strong and predictable power delivery, especially with the 6-speed automatic transmission slotted into Sport mode. “The brilliant SH-AWD system and taut suspension help the MDX sprint out of corners with far more enthusiasm than the typical 7-seat crossover,” senior editor David Zenlea said. Too bad we didn’t feel the same about the over-assisted electric power steering. “The steering wheel might as well be a video-game controller,” griped videographer Sandon Voelker, although Zenlea countered that light, feedback-free steering is “probably about right for this sort of vehicle.”

Not 1 of us had a defense for the MDX’s double-screen infotainment system. The individual features work fine: Bluetooth-linked phone calls come through clear, satellite radio sounds fantastic, and navigation politely reads out accurate directions. But we struggled to remember which screen showed what data and which input to use for various functions. “It’s easy to get lost in the menus and lose track of what’s going on outside the vehicle,” said associate Web editor Eric Weiner. Good thing the MDX can literally steer and brake for itself.

The 2014 Acura MDX caused few other headaches during its time with us, although we did have to deal with a few small issues that were no fault of the car. 1st, a rock cracked the windshield, setting us back $1,298.24 to replace the glass. Then the plastic cover over the Acura’s forward-facing camera (it sits behind the rearview mirror) kept falling into drivers’ laps. The dealership determined the 3rd-party windshield installer had damaged the cover but still replaced it for free.

When the signal from the car’s key fobs went weak, we paid $7 for button-cell batteries from a convenience store and installed them ourselves. A leaking front-right tire had a screw removed and a plug installed for free. A wayward chunk of lumber broke the MDX’s lower grille insert, which cost $170.89 to replace. And when a quarter-sized paint chip in the front fender began rusting, we were quoted $679.54 to put it right. (Oh, and the leather on the driver’s seat started to stretch and fade as jeans constantly slid over it.) Despite all these minor dings and blemishes, the Acura MDX ran trouble-free all year long, requiring only 2 regularly scheduled trips to the dealer.

In terms of quality, at least, this is the same old Acura. What’s missing is the enthusiasm; no one batted an eye when the reliable MDX left our fleet. And no 1 is pining for its return. Looking back at all the road trips we took and apartment moves we made in the MDX, though, we struggle to remember a time the crossover let us down. It did its job without fuss or fanfare, ferrying us around comfortably and stylishly. Acura might not be the automaker we used to adore, but each of the 65,603 people who purchased an MDX last year should wholeheartedly love their Acura, even if it doesn’t rev past 8,000 rpm.

Pros & Cons
+ Strong V-6 engine
+ Totally trouble free
+ Laps up highway miles
- Confusing infotainment system
- 3rd-row passengers or luggage: Pick 1
- No real sense of occasion

Running Costs
Mileage 24,803

Warranty
4-yr/50,000-mile
bumper-to-bumper
6-yr/70,000-mile powertrain

Scheduled Maintenance
8,520 mi: $87.21
17,450 mi: $236.17
Warranty Repairs
17,450 mi: Replace broken forward camera cover
Out-Of-Pocket
91 mi: Purchase Acura all-weather floormats, $199.28
528 mi: Purchase, mount, and balance Bridgestone DM-V1 winter tires, $825.34
5,992 mi: Replace cracked windshield, $1,298.24
10,671 mi: Remount OE tires, $100
22,935 mi: Remove screw, plug right-front tire, $0
22,955 mi: Replace two key fob batteries, $7
23,400 mi: Repair damaged front grille insert, $170.89. Quote for repairing rust chip on fender, $679.54
Fuel Consumption:
EPA city/highway/combined
18/27/21 mpg
Observed: 21.8 mpg
Cost Per Mile
(Fuel, service, winter tires) $0.31
($0.76 including depreciation)
Trade-In Value
$45,400
*Estimate based on information from Intellichoice
Our Test Results
0–60 mph 6.4 sec
60-0 mph 116 ft
1/4–mile 92.7 mph @ 14.9 sec
Skidpad 0.85 g

TSX69

2016 Acura MDX Agile but a Tight Fit

Honda's Acura premium brand has brought admirable improvements to its respected MDX 3-row SUV, the brand's best-selling model. .

A new 9-speed automatic transmission shifts in dandy fashion, Acura apparently having avoided the not-quite-right tuning that has plagued Fiat Chrysler Automotive 9-speeds.

The console buttons to shift among the gear positions are easy to learn and use, and open space in the area, as Acura notes. Hardly as satisfying as an old-school gear lever, but probably an overall benefit to most users.

The enhanced version of SH-AWD — Super-Handling All Wheel Drive — is a snow champ, gripping and delivering confident forward motion before any wheel slips, which some AWD systems require to trigger their best performance.

Additional features and models make it easier to pick the configuration you want. We especially like the 1-button power tip/slide feature that opens access to the 3rd row.

But the infotainment/connectivity setup remains cumbersome. To simplify, we wound up suction-cupping our aftermarket Garmin navigation/phone system onto the factory screen. Blocks your view of what the back-up camera sees, but when you're on a road trip that doesn't matter as much. And you can up-stick the aftermarket device as needed -- if you really do choose the outrageous solution of using an aftermarket navi.

And, based on travel with 3 adults and 4 pre-teen boys, the machine's a tighter fit than its size would suggest. Nobody really felt well-treated in the space department, complaints coming from every row.

2nd-row riders can't slide their seats back as far as comfortable without slamming rear-riders' legs. That, in turn, meant st-row occupants couldn't slide back as far as they'd like without impinging on 2nd-row space and dominoing the compromise into the 3rd row.

Cargo space behind the 3rd row isn't impressive, though you could argue that there are bigger SUVs available for those who value that attribute more.

Oddly enough, Test Drive found the MDX rides hard, beyond just firm. A new suspension system could perhaps be a culprit. We remember other Acuras having a better blend of ride and handling than the tested MDX did.

And the vehicle's no better-looking that ever, still carrying vestiges of Acura's ill-advised, wedged-shaped, cow-catcher front end, an apparent throw-back to steam locomotives of the 1800s.

Mileage of the test vehicle was so-so. We registered 22.5 mpg in easy-going highway driving, and 14.5 mpg in short-hop, cold weather suburban driving.

Acura offers similar models with and without idle stop, so we get a peek at what the feature's worth: 1 mpg in city and combined city/highway ratings. Most automakers simply assert that without demonstrating it. The feature shuts off the engine at long traffic lights and similar situations where the engine needn't be running.

We left the test vehicle's turned on, and found it less intrusive and annoying that some.

If you think it takes electronic gadgets to drive safely these days — stay in your own lane, halt without bumping the car in front that's made an unexpected stop, see cross traffic behind you before you back up — MDX has 'em.

We wonder whatever happened to responsible, well-executed, even artful, driving by a human. But we accept a friend's argument that you can shut off some of the devices and retain control, while the bozos who can't drive well have electronic help and thus might not crash into you.

And, on long highway trips, the lane-keeping and sudden-stop features can, in fact, be helpful to even top-flight drivers.

Still, we worry about the pronouncement at a California confab earlier this week by Tesla boss Elon Musk:

"In the distant future, I think people may outlaw driving cars because it's too dangerous," Musk was quoted as saying by Automotive News. "You can't have a person driving a 2-ton death machine."

That raised such a ruckus that Musk later clarified in a tweet: "To be clear, Tesla is strongly in favor of people being allowed to drive their cars and always will be. Hopefully, that is obvious." He added: "However, when self-driving cars become safer than human-driven cars, the public may outlaw the latter. Hopefully not."

That, of course, could have the effect of preventing folks from driving if they couldn't afford the thousands of dollars that such self-driving suites add the a car's price -- assuming they could afford the car otherwise. It'll take awhile for such machines to trickle into the used-car market and become more affordable.

And it'll remove a source of great joy and satisfaction from the lives of at least some of us.

But that's hardly Acura's fault, or problem.

Stepping back and regarding the MDX as an entire package, we'd say it's easy and inviting to drive, classy enough to satisfy those addicted to premium machines, high-tech enough to indulge that tendency in many of today's driver.

Good choice for those who fit, can decode operation of the infotainment/connectivity electronics and can spend $43,000 to $58,000.

2016 ACURA MDX HIGHLIGHTS

•All-wheel drive: Unusually sure-footed in snow

•Smoothness: Still a major attribute

•Space: Tighter than expected

2016 ACURA MDX DETAILS

•What? Update of Acura's best-seller: 4-door, 7-passenger crossover SUV, featuring new 9-speed transmission, enhanced all-wheel drive, more available options, extended range of models.

•When? On sale since Feb. 4.

•Where? Made at Lincoln, Ala., until 2017, then in Alabama and at East Liberty, Ohio.

•How much? $42,865 to $58,000, including $920 shipping.

•What makes it go? 3.5-liter V-6 rated 290 horsepower at 6,200 rpm, 267 pounds-feet of torque at 4,500 rpm, 9-speed automatic transmission. Available with FWD or AWD.

•How big? Similar to Infiniti QX60 (formerly JX35) outside, less legroom inside.

MDX weighs 3,960 to 4,268 lbs. depending on model and equipment.

Cargo space, 14.8 cubic feet behind 3rd row to 68.4 cu. ft. behind 1st row, second and 3rd rows folded.

Turning circle diameter, 38.7 ft. curb-to-curb.

•How thirsty? Rated 18 to 20 mpg in the city, 26-27 on the highway, 21-23 in combined city/highway driving, depending on model, equipment.

AWD test car registered 22.5 mpg (4.44 gallons per 100 miles) in easy-going highway driving, 14.5 mpg (6.9 gal./100 mi.) in cold-weather, short-hop suburban driving.

Premium recommended. Tank holds 19.5 gal.

•Overall: Classy, quick and nimble, tight fit inside, complicated infotainment/connectivity suite.

TSX69

TSX69

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