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^ The simple fact is is Again, between their Marketing and whoever is doing the "studies/focus groups" They still dont have a grasp of who they are actually targeting, what they need to be targeting (in regards to age/demographic) and design direction. They still seem to be locked up tight in their offices without a real grasp on the outside world and direction they want to go and who they are wanting to go after, all the while continuing to give these same typical type of press/ speeches with lots of stuff but to never back it up with actual substance. They continue to admit they need to fix stuff but never get it right. Like stated before they seem to have blind people or have the lights off when they are trying to figure out what they are after.
^ The simple fact is is Again, between their Marketing and whoever is doing the "studies/focus groups" They still dont have a grasp of who they are actually targeting, what they need to be targeting (in regards to age/demographic) and design direction. They still seem to be locked up tight in their offices without a real grasp on the outside world and direction they want to go and who they are wanting to go after, all the while continuing to give these same typical type of press/ speeches with lots of stuff but to never back it up with actual substance. They continue to admit they need to fix stuff but never get it right. Like stated before they seem to have blind people or have the lights off when they are trying to figure out what they are after.
Hmm?? I don't think I quite get what you are saying. I agree, Acura does quite a bit of stupid shxt mainly with their sedans but I think they are targeting the right people with their SUV's and hence they are selling well.
Also, it's true, they said they needed to fix stuff but didnt get stuff right. But then, we also know Honda was tight with giving money to Acura to develop good cars. That has changed as of last year based on my understanding. They also said they will give Acura more independence for product development. I feel that we won't see the end result until 2019/2020.
There's a lot to unpack when trying to understand the 2017 Acura MDX Sport Hybrid. Acura is billing it as a three-row crossover infused with NSX technology via a sport-oriented hybrid drivetrain. So it's a hybrid crossover, sure. But it doesn't comport itself like a traditional crossover, nor is it a conventional hybrid. What it is, underneath, is an intentionally subtle blend of impressive technologies doing their best to appear transparent – and it's too subtle, I fear, to be appreciated by those who'd like it the most.
This is a lot of foreshadowing, but if you're not familiar with the MDX Sport Hybrid's powertrain, let's fill you in. The MDX Sport Hybrid uses the same basic system as the 2014 RLX Sport Hybrid, with some newer NSX battery tech sprinkled in, packaged neatly into the refreshed third-generation MDX platform. The system improves handling and efficiency – but more important, it smoothes out the harshness of shifts and engine stop-starts.
We do need to examine the system in some detail to understand how all this affects the MDX as a whole, so let's go toe to tail. Up front is a transversely-mounted 3.0-liter V6 making 257 horsepower and 218 pound-feet of torque, as well as featuring i-VTEC and cylinder deactivation. It's slightly smaller than the 3.5-liter V6 found in the conventional MDX and many other Honda and Acura products. Attached alongside is a Honda-produced 7-speed dual-clutch transmission that has a 47 hp, 109 lb-ft electric motor-generator stuffed inside. Amidships are the battery pack and the electronics to control it, and stretching aft from there are large cables feeding power to a pair of electric motors that reside in single housing, one for each wheel. Together, they produce electron witchcraft and torque-delivery wizardry – and add 72 hp and 108 lb-ft of torque to the mix. The total system output is 321 hp and 289 lb-ft of torque – a gain of 31 hp and 22 lb-ft over the conventional MDX SH-AWD.
Beyond the raw numbers, there's the remarkable subjective benefit of the Sport Hybrid's drivetrain. Engine start-stop events are quiet and smooth, nearly imperceptible when under way – in stark contrast to the too-perceptible shudder of competing engines kicking on. The electric motors (mainly the one residing in the transmission) add in power to make up for the lull during a shift, making shifts up or down seamless, as well as providing regenerative capacity. And from a dead stop the MDX will use the rear motors to move off, which overcomes a major limitation in most DCTs: low-speed lurchiness. While there's some fuel economy benefit (the city rating jumps 45 percent to 26 mpg in EPA testing), the 1.3 kWh pack isn't big enough to provide an EV-only mode, so it's best to think of it as an elaborate assist system for the gas motor that adds more power and smooths out some rough spots. Sure, it provides some green benefits on the side, but that's not the modus operandi of this equipment.
When I use the terms "smooth" and "near-seamless," I'm not exaggerating. To be fair, it performs just as well in the RLX Sport Hybrid, and has for a few years now, so it's a shame that vehicle is so criminally overlooked. This is just the first time the hardware's found its way into the MDX, and, as Acura hopes, more garages than the RLX.
In the interim between the RLX Sport Hybrid and the MDX Sport Hybrid, Acura produced a new sportscar. You might have heard of it; it wears a classic name but differs drastically in concept from its predecessor. The NSX uses some of this hardware in a slightly different way, but basically the rear twin-motor unit and the battery cells are shared between the NSX and the MDX Sport Hybrid.
The smaller, more energy-dense cells developed for the NSX result in a similar capacity to the RLX at a smaller size. Instead of eating up a lot of trunk real estate, as it does on the RLX Sport Hybrid, the MDX Sport Hybrid's battery unit fits under the front seats and doesn't intrude on the passenger compartment at all. It just takes a peek inside to discover there's no space-robbing hump or cargo area intrusion to give away the hybrid's game.
That's because the third-generation MDX was designed from the outset to swallow this powertrain. While there's some additional weight, about 220 lbs, all the MDX Sport Hybrid needs are some light-weight crossmembers to support the battery pack and tweaked rear subframe to handle the additional weight. That means the vast majority of increased mass is due to the powertrain rather than structural reinforcements. And this is not offset by the use of lots of expensive exotic alloys or composites. It's mostly regular MDX save those crossmembers, said Ken Lantz, an Acura engineer who patiently took every question I had about structural differences. He explained that the company takes a lot of pride in packaging efficiency. That's an engineer's boast if I've ever heard one.
The Sport Hybrid gains body-colored lower side sills and little fender badges, about all there is to distinguish it from a conventional MDX, but behind the A-pillars the body is also mostly pre-facelift MDX. Like its conventional sibling, it's been debeaked: That large chrome strip in the grille has been replaced by the "Diamond Pentagon" grille treatment. The multi-element headlights also grow in size, and gain some company in similar-looking foglights nestled in a more complex lower fascia. Compared to the 2016 models, it's more handsome – but considered as a whole, it's distinctive at the expense of attractive. These hawkish, angular family styling tropes really hold the MDX back, although neither of its main Japanese competitors – the Lexus RX450h or the Infiniti QX60h – are anything to shake a stick at.
Inside, the '17 MDXs gain a comfortable, roomy second row of captains chairs as an option, and unless you desperately need the extra seat I'd suggest equipping them. The third row seat is tight, but not overly so for the class – and it'll be fine for the kids. Most of us reading this review won't have to be back there much, so out of sight, out of mind, right? Opting for the Advance Package nets the captains chairs as well as an attractive open-pore wood trim – the wood type is dependent on which interior color theme you choose. May I recommend the Espresso? It's a lovely brown that warms up the interior a bit.
And the interior needs it. The unfortunate bi-level infotainment system remains, and with it comes weedy response time and a graphic interface that looks more appropriate to an older Playstation console than a near-luxury vehicle. In fact, look around and you see a lot of Honda lightly overlaid with nicer Acura materials, which is not unexpected – but even so, a few more dollars spent to elevate it beyond its Honda Pilot sibling would be appreciated inside. Tidbits like the Sport Hybrid-exclusive aluminum sport pedals, which are exactly the little splash of special that buyers in this segment crave.
The MDX Sport Hybrid's real uniqueness comes into play once in motion. As I described above, that's partially due to how smooth it is in all operating modes. This is also a performance-oriented system, so the MDX Sport Hybrid is quick enough in the real-world measure of passing a weaving, wheezing jalopy on a two-lane road. Plant your foot in the throttle and there's instant pull without much of a wait for a downshift or three. And roadholding on the wet, sinuous roads winding along the foothills of the Cascade Mountains east of Seattle was tenacious.
Dialing up the Integrated Dynamics System (IDS – Acura-speak for drive modes) also ratchets up the drama. Sport increases the damping rate, provides more steering feedback, and increases the amount of torque vectoring. Sport+, which is exclusive to the Sport Hybrid, allows for first-gear starts, changes the shift points, provides a more aggressive throttle map, and allows for maximum battery assist from a standing start.
What no mode enables is a feeling of increased confidence. For one, the uncommunicative steering means that placing the MDX Sport Hybrid accurately in a freeway lane takes some attention. And while the SH-AWD's connection to the road might be excellent, and the way it moves torque across the rear axle to improve handling is technically impressive, the connection to the driver is lacking. Sure, this is a crossover, so expectations are low. But the strange thing about the Sport Hybrid SH-AWD system is that system might keep you from sliding into a wet ditch under the moss-bearded trees, but it won't provide you with reassuring signals that the grip is, indeed, there. It's doing it for you rather than with you – and it's unsettling. The uncanny valley of good handling, you might call it.
So if you consider the MDX Sport Hybrid's grip a safety net, you won't mind. But if you want to derive enjoyment from taking a corner crisply, look elsewhere. And that's even considering the continuously variable dampers, developed by ZF and an upgrade over the passively adaptive dampers in the conventional MDX. Even the MDX Sport Hybrid's lower center of gravity isn't enough to help some bucking and tossing as the big lug transfers weight through an aggressive corner. Your third-row occupants might mutiny if you try it. What did you expect from a vehicle that weighs 4,484 lbs?
Back to reality. Acura is going to market the MDX Sport Hybrid to tech-savvy young families, and with a solid dose of NSX in the messaging. I don't think these consumers really and truly want a three-row NSX, and that's not what they're going to get. Instead, they'll get an especially smooth and powerful MDX with the kind of tech under the skin you'd like to brag to your neighbor about. The three-motor setup is neat, doesn't require a PhD to understand, and provides some real-world benefit to the driver on a wet onramp or on the pass headed to the ski slopes, if maybe less so on a back-road romp.
The smoothness really comes to the fore when driving the RX450h or QX60h, both of which Acura had on hand and both of which compare poorly to the MDX – especially the Prius-writ-large RX450h, saddled with a CVT and which transmits its green(er) cred through measured lurches, futuristic droning, and a not-insignificant amount of whining. And the QX60h might have one of the best CVTs in the business, but it's a milquetoast loaf next to the MDX Sport Hybrid's superior DCT/motor combo.
There are other areas that the Lexus and Infiniti shine, but the MDX Sport Hybrid's suaveness is paramount in this company. But note what Acura benchmarked the MDX against but didn't bring along: the BMW X5 xDrive 40e, Mercedes-Benz GLE550e, or Volvo XC90 T8 – all plug-in hybrids, all sophisticated to drive, and all offering some EV-only range.
The X5 40e, to single one of those competitors out, embodies a considerably different philosophy regarding driver involvement. You can jockey the drive mode to Sport for max regen and drive it with one pedal, or lock it in EV-mode to glide around (or get a quick jolt of instant torque). Not all the choices are optimal, but the driver's largely in charge. That's a far cry from the MDX Sport Hybrid, which likes to make the final call about which of the vehicle's drivetrain components do what task at any given time.
So the MDX Sport Hybrid stands a bit apart from the crowd. Its innovative and phenomenally capable drivetrain is perfectly engineered to provide an exquisite but subtle experience that takes some concentration to appreciate. If you consider the contemporary zeitgeist, attention spans aren't really our strong suit right now. If you can sit still long enough to savor what the MDX Sport Hybrid has to offer, you'll probably enjoy it immensely.
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In a time when crossovers and SUVs are selling hot, Acura is launching its first hybrid SUV. By incorporating part of the hybrid technology from the NSX, the luxury brand not only wanted to improve fuel economy but also sought to increase the performance of its best-selling model. The 2017 Acura MDX Sport Hybrid arrives with more power than the regular MDX, and with standard all-wheel drive it delivers a confident drive with no compromise.
When the 3rd generation of the MDX was shown at the 2013 New York auto show, the engineers had already designed the chassis to support a hybrid system without sacrificing interior space or cargo volume. But it wasn’t until a year after the three-row luxury SUV received its mid-cycle refresh that Acura showed the hybrid version. The MDX Sport Hybrid’s powertrain is composed of a 3.0-liter V-6 coupled to a seven-speed dual-clutch transmission with a built-in electric motor. A twin motor unit in the back provides torque to the rear wheels for a more responsive driving experience. There’s also a power control unit and an intelligent power control unit with a 1.3-kW-hr lithium-ion battery pack located beneath the driver’s seat. Both units come straight from the NSX. A regenerative brake system provides energy to the battery in a hardly noticeable way. The result is a total output of 321 hp and 289 lb-ft of torque. That’s 31 hp and 22 lb-ft of torque more than the regular MDX. However, fuel economy is up 45 percent in city driving according to the EPA, delivering 26/27/27 mpg in city/highway/combined. (The regular MDX is rated at 18/26/21.)
By placing the hybrid powertrain in the center of the underbody, Acura lowered the center of gravity by 26mm, giving the MDX Sport Hybrid less body roll. This was noticeable during our drive in the windy roads outside of Seattle, where the three-row SUV handled the curves with confidence. The Super Handling All-Wheel Drive system lived up to its name, and even when experiencing wet roads and big puddles, the MDX hardly lost any traction. Although most of the time we drove in Sport mode, the MDX Sport Hybrid also shined in Normal mode—it demonstrated a quick acceleration, thanks to instant torque delivery from the hybrid powertrain. Comfort and Sport+ modes are also available. When driving in Sport and Sport+, drivers will feel a stiffer steering and suspension. (Sport+ adds more throttle mapping and higher rpms.) Acura said that when driving only in Sport+, fuel economy numbers will decrease. The seven-speed dual-clutch transmission performs smoothly, and drivers can manually shift using the paddle shifters behind the steering wheel.
The 2017 MDX Sport Hybrid is offered with Technology and Advance packages. The 1st offers room for up to 7 passengers and is equipped with wood accents, stainless steel pedals, and exclusive interior trim. However, we spent all of our time driving the model with the Advance package, which has room for six passengers, ditching the middle seat in the second row in favor of a center console and captain’s chairs. This package also adds goodies such as a heated steering wheel, premium Milano leather with contrast stitching, heated and ventilated front seats and 2nd-row heated seats, a surround-view camera system, and LED foglights. There are 7 USB ports throughout the cabin, and even those traveling on the 3rd row can charge their device while using it. That 3rd row is easy to access, but once I sat in it, this 6-foot journalist had trouble with the head- and legroom. If parents are picking up kids from soccer practice, the 3rd row should be fine for that.
Inside, the ride was serene with minimal road noise and comfortable seats. The wood accents provide a nice touch in the cabin, but we weren’t so excited about the all-black interior. Three other interior colors are also available, though (Graystone, Parchment, and Espresso). Like the regular MDX, the Sport Hybrid offers a dual-screen infotainment system, and we can see how the hybrid powertrain works in real time, thanks to a graphic you can display on the top screen.
All 2017 MDX hybrids are equipped with AcuraWatch, a suite of safety and driver-assistance technologies that includes a collision mitigation breaking system, lane departure warning, forward collision warning, lane keeping assist, adaptive cruise control with low-speed follow and road departure mitigation, auto high-beams, and blind-spot warning with rear cross-traffic alert. Like for the non-hybrid MDX, Acura expects the Sport Hybrid to get Top Safety Pick+ in IIHS tests and a 5-star overall rating from NHTSA.
Once the MDX Sport Hybrid rolls into showrooms later this month, it will compete against a range of models including the Lexus RX 450h and the Infiniti QX60 Hybrid. If we bring the luxury plug-in hybrid SUVs to the field, you could consider the BMW X5 xDrive40e, Mercedes-Benz GLE550e, and Volvo XC90 T8 to be competitors, too. Acura’s pricing strategy involves undercutting the all-wheel-drive version of the QX60 hybrid and all-wheel-drive-only RX 450h by about $1,000.
Acura sold more than 55,000 MDXs in the U.S. last year. With the addition of the new 2017 Acura MDX Sport Hybrid, the luxury brand is stepping up its game and trying to attract a younger generation looking for a capable and confident vehicle. The MDX hybrid’s quick torque delivery, good handling, and decent packaging set it apart without compromising any space.
SEATTLE, Washington — The wet, winding roads of the Pacific Northwest are no match for the all-new 2017 Acura MDX Sport Hybrid SH-AWD. Apparently for the folks at Honda’s upscale brand, neither are mouthful names.
The hybrid MDX offers more power and better handling thanks to its Sport Hybrid SH-AWD powertrain technology, which helps inspire more confidence behind the wheel — especially in the rain, which Seattle is famous for getting plenty of. The AWD helped us stay us glued to the asphalt as we splashed through a partially flooded country road with barely a wiggle.
It’s the top 3-row SUV among under 35-years olds says Acura. Its updated tech was previously introduced in the RLX sedan and NSX supercar, both of which we also get a chance to sample.Comparisons to the NSX are sprinkled throughout the morning presentation and while Acura’s SUV and supercar are miles apart in many departments, they share quite a bit of hybrid chicanery.Both feature three high-powered electric motors — the MDX hybrid has one up front and a twin motor in the rear, while the NSX has them in reverse order (front versus rear V-6 engine too) — that provide electric torque vectoring capability and substantially improve fuel economy. And like the NSX, the MDX hybrid offers plenty of torque on demand.
The hybrid MDX’s front-mounted V-6 engine is 3.0-liter unit that offers 257 hp and 218 lb-ft of torque. Its mated to a smooth 7-speed dual-clutch transmission, which includes the front motor.
That motor provides 47 hp while the rear Twin Motor Unit (TMU) adds makes 72 hp for a combined system output of a healthy 321 hp and 289 lb-ft of torque. The compact, high-output motors provide instant, precise torque sent exactly to the wheels that need it as you tap your foot on the SUV’s stainless steel sport pedal.
Thanks to that setup, the MDX hybrid can hit 60 mph in an estimated 6.1 seconds. Not bad considering the SUV weighs in at healthy 4,471 pounds, which you don’t necessarily feel thanks to the extra power and torque.
Tackling the hilly streets of Seattle, where we kept the SUV mostly in its comfort and normal modes (there are four driving mode in all; the other two sport, and sport+) was a breeze. Power delivery is immediate and the steering felt relaxed, tighting up a bit when switching to sport mode for the associated more responsive ride. The rainy weather kept us from pushing MDX, but we didn’t lose any traction during the day’s mostly sedate ride.
Compared to the conventional MDX, which is powered by a 3.5-liter V-6 that makes 290 hp and 267 lb-ft of torque, the hybrid version offers an extra 31 hp and 22 lb ft of torque for a mere $1,500.
The hybrid version seems like an easy choice for small families that will be mostly shuttling the kids, dog, and groceries around town. It’s not a bad deal, unless you want to use the SUV for towing, as Acura does not recommend using the hybrid for pulling work; in that case, you’re better off buying the gas-version, which can tow up to 5,000 pounds.
Acura says the third-generation MDX was designed with the hybrid variant in mind. It offers the same interior cabin and ground clearance as its non-hybrid counterpart. The hybrid system’s Intelligent Power Unit (IPU) resides underneath the driver’s seat, Power Control Unit (PCU) under the 2nd row seats, and the TMU is located below the third set of seats. Aside from the badging, you can’t tell it apart from its sibling.
The extra weight is distributed evenly along the bottom of the SUV, providing the side benefit of a lower center of gravity and reducing body roll. This gives the hybrid a more car-like driving experience. This is especially noticeable as we drove the SUV outside of the city along Washington’s picturesque farm roads surrounded by the snow-capped Tiger Mountains.
Handling is further improved by the MDX hybrid’s active front and rear dampers, and torque vectoring capability. The SH-AWD system sends torque left and right to create a yaw moment that allows power to shift to any wheel. It’s hardly noticeable as you drive around town, but out on the highway it helps reduces understeer and is especially noticeable in the twisty turns of the slick roads we encountered along Washington’s Snoqualmie River. Depending on the turn, it can feel like a gentle push and pull from front to the back wheels or wheel
nearest to the inside of the turn.
Styling follows the most recent design direction that was inspired by the sporty Precision concept we saw last fall at the 2016 Los Angeles auto show. It sports the new diamond pentagon grille that we’re expecting to see on the refreshed 2018 TLX sedan.
Up front, there’s plenty of legroom for the driver and front passenger to stretch out in. The elegant dash is angled toward the driver and easy to read. The second row is nearly as good for space, and the third row is cozy enough for 2 6-foot tall passengers to reside.
The MDX SH SH-AWD’s super quiet cabin can seat 6 or 7 passengers, depending on the trim level chosen. We tested the advance version with second row captain’s chairs that seats 6 versus the base model that can seat 7. The latter offers more space between second row passengers and offers better rear window visibility for the driver.
Inside, there’s plenty of dark, wood trim, cup holders, and USB chargers for the whole family. We counted two power ports, an auxiliary charger, and a USB port up front, plus two more for the second row, and another two for the third row.
Sadly, the small sunroof seems more like an afterthought, but we appreciate that it at least opens for some fresh air. Acura claims that the hybrid averages about 26/27 mpg city/highway. We averaged around 25 mpg during spirited testing of its four driving modes.
A base MDX Sport Hybrid with the technology package starts at $52,935 and the advance version we drove starts at $58,975. It’s priced slightly below its main competitors — the Infiniti QX60 hybrid, Lexus RX450h, and BMW X5 xDrive 40e. Having the opportunity to test the QX-60 hybrid and Lexus RX450h the same day, the MDX SH seemed to offer a peppier ride and more torque feel during our initial driving impressions.
The tech package seats 7 and includes the active damper system, AcuraWatch safety technology, navigation system, blind spot with cross traffic mitigation, leather seats, 20-inch wheels, remote start, and power folding windows.
Acura’s advance package gets all of the above while seating only six passengers because of the second row, heated captain chairs with a center console. It also gets fancier leather options, open-pore wood accents, front seats with heat and ventilation, surround view camera, sunshades, LED fog lights, and welcome lights. The heated seats and steering wheel are a must for colder climates and recommended highly — especially if you live in the Seattle area.
Acura’s MDX SH SH-AWD SUV is available in seven flavors with four interior options. We tested a Crystal Black Pearl model with an Ebony interior. While we love to own a NSX as our daily driver, the MDX hybrid is much more practical alternative for families.
2017 Acura MDX Sport Hybrid SH-AWD Specifications
ON SALENowPRICE$52,935/$58,975 (base/as-tested)ENGINE3.0L SOHC 24-valve V-6 engine/257 hp @ 6,300 rpm, 218 lb-ft @ 5,000 rpm; front electric motor/47 hp, 109 lb-ft; twin rear electric motor/72 hp, 108 lb-ft; combined/321 hp, 289 lb-ftTRANSMISSION7-speed dual-clutch automaticLAYOUT4-door, 6-passenger, front-engine, AWD SUVEPA MILEAGE26/27 mpg (city/highway)L X W X H196.2 x 77.8 x 67.6 inWHEELBASE111.0 inWEIGHT4,471 lbs0-60 MPH6.1 sec (est)TOP SPEEDN/A
Acura has been on the electrification bandwagon since the slow-selling, current-generation RLX sedan was introduced in 2013, but with this latest effort – the 2017 Acura MDX Sport Hybrid – people are actually going to take notice. Sure, the battery-assisted NSX supercar has gotten more than its fair share of attention, but the loyal folks who drive the premium brand’s sales are far more interested in SUVs and MPGs than they are in lap times and turbochargers.
The 7-passenger MDX has long been a volume leader for Acura, which made it the next natural recipient for the performance-oriented hybrid powertrain that the brand is excited to present as its new identity. It couldn’t have come at a better time, as Acura is facing the most concentrated competitive onslaught it has ever witnessed, with not even its mighty MDX / RDX one-two punch immune to the slings and arrows of an SUV-crazed product push.
The good news for Acura is that the MDX is already standing on solid ground thanks to a recent refresh of the gas-only model. Still, it’s important to consider the standard version of the sport-utility vehicle as a mere starting point for the Sport Hybrid, which is quicker, more nimble, and somehow less thirsty than its platform-mate.
At the crux of it all is the Sport Hybrid system itself, which marries a 3.0-liter V6 engine with a single electric motor integrated into the vehicle’s 7-speed dual-clutch automated manual transmission as well as and a pair of independent electric motors attached to the rear axle. Altogether the setup is good for 321 horsepower and 289 lb-ft of torque, easily besting the larger engine in the gasoline MDX by 31 ponies. Intriguingly, the ability of the vehicle’s all-wheel drive system (SH-AWD in Acura parlance) to selectively call into action the electric motors riding out back offers the SUV a quicker take on torque vectoring. The versatile design not allows for electric-only pull-away from a stop, but also selective braking (or ‘negative torque’) application to the inside wheel while cornering, sending the electricity generated in the process directly to its opposite number, overspeeding the motor, and pirouetting the vehicle that much more effectively.
Sound complicated? It is, and the number of different operating modes made possible by the Sport Hybrid system can sometimes feel overwhelming. There’s limited EV-only operation for hypermilers, a Sport+ setting that keeps the gas engine operating at all times in order to accentuate acceleration (which is surprisingly rapid), and several other discrete states intended to tackle specific driving conditions.
For the most part, the Acura MDX does all of the thinking for you and presents the results as transparently as possible. It’s quite difficult to detect the transition from electric-only to gas-assisted driving, and even on the twisting Washington state roads where I had the opportunity to test out the Sport Hybrid, I couldn’t sense the torque vectoring’s invisible ballet routine, nor the ministrations of its adaptive shock absorbers (also unique to the model). What I could do was observe the results: the MDX Sport Hybrid handles curves in the road with a confidence and poise rarely found for a vehicle its size, gracefully leaping over the low bar presented by other 2 and 3-row hybrids.
Does that mean I felt compelled to drive the Acura in anger and wrest every scrap of grippy performance out of the experience? Not at all. The MDX Sport Hybrid is still intended to serve best as a plush people mover, and everything else – including the 40 percent or so improvement in combined fuel economy that its 27-mpg rating represents – is merely a bonus for those willing to kick in the $1,500 premium above a comparably-equipped MDX SH-AWD Advance package.
Sandwiching the 1.3-kWh battery pack between the floor and the SUV’s belly pan means no sacrifices when it comes to moving cargo, human or otherwise. There’s ample second row room, especially with the handsome (and optional) captain’s chairs installed in place of the standard bench, and the third row is adequate for both children and adults who still occasionally shop in the children’s section at H&M. The MDX Sport Hybrid also happnes to be pleasingly quiet at speed, and can be had with an impressive array of active safety technologies.
The decision to start the 2017 Acura MDX Sport Hybrid at $58,000 keeps it accessible to current MDX owners interested in upgrading on the power and efficiency front. In effect, there’s little reason to not snag the battery-assist if you’re already shopping for a well-equipped gas model, and it’s easy to imagine that parent company Honda is keeping the Sport Hybrid’s sticker so low in a bid to boost the profile its gung-ho embrace of EV technology. It’s hard to ague with the end result: a competitive, and versatile 7-passenger option for curious premium customers and Acura faithful alike.
You might look at the 2017 Acura MDX Sport Hybrid and think, “Hmm … maybe it’s just me, but that looks a lot like the normal 2017 MDX.”
But don’t be fooled. This seven-passenger midsize SUV is just an incognito NSX; a tiger in Montessori parking lot camouflage. Hey, sometimes you have to ferry around the kids — and, holy God, have you ever tried hauling groceries in a two-seater? Those multiple trips eat into “you time.”
Okay, maybe that’s a bit of a stretch, but that’s what Acura wants you to think. Honda’s luxury division is in the midst of overhauling its image, and it’s doing so by injecting a little NSX into its products — both spiritually and mechanically. While that supercar, reborn as a hybrid last year following a decade’s absence, might seem totally removed from Acura’s popular — and tastefully refreshed — MDX, some familiar DNA appears beneath the new Sport Hybrid’s sheetmetal. (It also appears in the RLX sedan, if you weren’t aware.)
Oh, you’ll get better fuel economy with the MDX Sport Hybrid, but don’t talk to your friends about that. You bought it for the power. Capisce?When it shows up on dealer lots later this month, Acura expects the MDX Sport Hybrid to woo a small but not insignificant number of buyers with the promise of guilt-free performance. Rather than following the tried-and-true route — shoehorn in a larger engine, or maybe strap on a turbocharger — Acura went a different direction. Why not use technology you already have on the shelf?
More specifically, why not use glitzy hybrid technology borrowed from a highly marketable mid-engine supercar?
That’s more or less what Acura has done here, only with the drivetrain configuration reversed. Instead of a gasoline engine and electric motor powering the rear wheels, with dual electric motors providing power to the front, it’s the opposite. The setup quickly sends torque to all four wheels, while boosting the power quotient well above a stock MDX. Combined fuel economy grows 28 percent over the gasoline-only all-wheel-drive model. Again, the all-but-invisible RLX Sport Hybrid boasts the same setup, albeit with a larger gas engine.
The question you might be thinking is, “Why bother?” All this hardware adds cost, and the MDX remains an exceptionally stable sales performer. Hybrids aren’t the easiest sell, either. Meaningful styling updates, on the other hand — like swapping out the much-loathed “shield” grille for a newly corporate “diamond pentagon” mouth for 2017 — seem like an easy way to save a seven-passenger SUV from wallflower status. For the most part, yes. But the Sport Hybrid’s role is twofold. Foisting go-faster electrical bits aboard existing models might help Acura craft (or rekindle) a high-tech, high-performance image, but it also gives it an entry in a fledgling segment. One simply can’t leave the higher-end hybrid SUV field to Lexus, Infiniti, Volvo and zee Germans.
“In the premium segment, especially family SUVs, this is an emerging segment,” explained Gary Robinson, Acura’s product planning chief. “In one year, the size of the market has effectively doubled.”
Robinson’s referring to the likes of Lexus’ RX450h, Infiniti’s QX60, BMW’s X5 Xdrive 40e, Mercedes-Benz’s GLE 550e, and Volvo’s top-rung XC90 T8.
The automaker’s marketing eggheads are pretty sure they know exactly who’ll shell out for a MDX Sport Hybrid — affluent, young folks (in the premium SUV sense of the term) with 1 or 2 precocious offspring; the type who demand the kind of prestige that’s only delivered by technology, with those extra miles per gallon serving a lifestyle image first, and bank accounts a distant second. The added grunt serves any driver’s ego, and there’s nothing wrong with that.
“It’s not so much about puppies coming out of the third row seats,” said Jon Ikeda, Acura vice president and general manager, about the ads lined up to tout the Sport Hybrid’s performance prowess. Even premium buyers aren’t immune to nickel and diming. Putting on its Hyundai hat, Acura figured a lowest-in-segment price might sweeten the pot — hopefully making the Sport Hybrid “the vehicle people think of,” said Robinson.
At $51,960 (plus a $975 destination charge), the vehicle’s base MSRP sits just $1,500 higher than the AWD gas model. The gap’s the same when both vehicles are outfitted with the ultra-lux Advance Package, and hybrid fuel economy gains could potentially erase that premium after a few years of ownership.
More importantly, this ute rings in at more than one-thousand clams below its Japanese competition, and 5 figures below its European rivals. Young Brayden and Brittany’s college fund applauds.
So, after flying us out to Seattle, Acura allowed us to stretch the MDX Sport Hybrid’s legs in the highly variable topography of the Pacific Northwest. First, we played spot the difference, drinks in hand, at a rave-like dining venue (you’re so trendy, Seattle). Minus the new grille, the meaner, creased face, the elegantly integrated tailpipes and interior wood — “crafted” wood, we were informed — there’s little to give away the hybrid system’s presence save for slightly more aggressive side sills, sport pedals, and small “Hybrid” badges borrowed from the RLX.
I suggested to Ikeda and Robinson that if the performance angle of the new powertrain is what Acura wants to flaunt, perhaps the model’s full name should appear on the fender — instead of the eco-weenie label of “Hybrid.” (I’m sure industry types just love this kind of advice.)
There may have been murmurings of what seemed like agreement from both men — for whatever reason, the badge was kept off the NSX after the RLX Sport Hybrid bowed — before a helpful PR manager quickly intervened to avoid any juicy quotes.
“We want the whole brand to be about performance,” said Acura’s PR head Matt Sloustcher. “The hybrid just brings things to a new level.”
Gotcha.
The drive up to a Snoqualmie Ridge country club provided ample opportunities to test the vehicle’s electrically bestowed torque vectoring, or so it should have, had slow-moving farm vehicles and torrential rain not turned the twisty roads into opportunities lost. Oh well, Washington State remains a charming place.
That’s not to say the triple-motor hybrid system didn’t do its job. It did, but it did so with a seamlessness that made it go unnoticed to the driver, which is what all engineers hope for. Crawling away from a stop up an Everest-like incline in downtown Seattle, the twin motor unit driving the rear wheels brought us up the grade under oh-so-gentle throttle pressure; its combined 72 horsepower and 108 lb-ft of torque providing a gentle push. You could expect greater distance on flat ground, with the twin motors (connected via a one-way clutch) drawing as much range as throttle input will allow from the 1.3 kWh battery pack — “Intelligent Power Unit” in Acura parlance — located under the front seats.
While cruising down the I-90 back to the city, we noticed the tach needle suddenly fall to zero at speeds below 55 mph, with no impact on forward momentum. It’s small interventions like these where the Sport Hybrid makes its economy gains. Rated at 26 miles per gallon city, 27 highway and 27 combined, the hybrid MDX tops its gas-guzzling sibling by 8 mpg in the city, 1 mpg in the city, and 5 mpg combined. We hit 26 mpg for the trip.
If you’re curious to see where all that juice is flowing in real-time, simply bring up the power delivery schematic on the SUV’s upper media screen.
Strap on a lead boot (like when passing slow-moving farm vehicles), and everything joins the party. The 47 hp electric motor built into the 7-speed dual-clutch transmission — which works as the starter — comes online, along with a 3.0-liter V6 that’s smaller and lighter than the stock MDX’s 3.5-liter unit. Gas-only power equals 257 hp and 218 lb-ft.
In an all-motor dance, the Sport Hybrid taps a combined 321 hp and 289 lb-ft. Compare that to the stock rig’s 290 hp and 267 lb-ft, saddled with all the power delivery delays inherent with gasoline engines and automatic transmissions (in this case, a nine-speed).
There is one significant drawback to this vehicle, though it’s easily solved by purchasing a stock all-wheel-drive MDX. The Sport Hybrid won’t tow. Sorry, ecologically sensitive, power-hungry boaters. (Acura claims less than 8 percent of buyers in this segment ever bother to hitch up, so it’s not likely to break many deals.)
Throughout the drive, power and responsiveness felt natural and substantial, and the cross members straddling the vehicle’s battery and power control unit (PCU) lend extra stiffness to an already well-composed structure. It’s just a pleasant-riding vehicle. Road craters and fissures, while harder to find in this temperate region, didn’t overtax the Sport Hybrid’s active damping system, which Acura claims boosts ride comfort to the tune of 25 percent. Having an extra 220 lbs of gear below the floorboards also lowers the vehicle’s center of gravity, improving balance and handling.
Make no mistake — you’re not likely to see a 39-year-old family man drifting this rig through the Bed Bath and Beyond parking lot anytime soon. Still, there are 4 soft-through-sporty driving modes to choose from, including Sport+, should that father of two (or one) feel like stiffer steering, more damping and maximum power delivery. In Sport+, the engine stays on continuously to feed the battery. As Ikeda told me, sometimes your wife is driving, and sometimes you’re driving.
Age and responsibility has a way of taming the urge to cut loose, but that button remains just aft of the push-button shifter should those rebellious feelings arise. Meanwhile, you’re just riding in a top-rated premium midsize SUV with plenty of comfort, extra power, and greater fuel economy. Even if that fender badge doesn’t scream it, you’ve reached a good spot in your life.
View LargeBy Craig Cole Apr 04, 2017 Photos by Ben Sanders (and video) and Acura
According to the fine folks at Acura, its MDX family hauler is the best-selling 3-row luxury SUV of all time.
Supporting this claim, drivers have snapped up some 50,000 examples annually for 5 consecutive years. This is obviously a hugely important product for the Japanese brand.
To keep the MDX fresh, the company’s design and engineering teams refreshed it for 2017, adding more features and technology while increasing luxury. But the biggest change they made is the addition of a gasoline-electric model, which offers greater performance and significantly enhanced efficiency.
variant is rated at 26 miles per gallon in urban driving and 27 on the highway (9.1 L/100 km city, 9.0 highway); that’s practically compact-car efficiency from just a few years ago, all with an http://rover.ebay.com/rover/13/0/19/DealFrame/DealFrame.cmp?bm=367&BEFID=96424&acode=306&code=306&aon=&crawler_id=208580983&dealId=auzJiVPoPedGhywkU-MJcw%3D%3D&searchID=&url=https%3A%2F%2Fautoplicity.com%2F9228202-wrench-rabbit-wr101-081-wr-engine-bottom-end-kit%3Futm_source%3DShoppingCom%26utm_medium%3DCSE%26utm_campaign%3DShoppingComNOFITMENT&DealName=Wrench%20Rabbit%20Complete%20Engine%20Rebuild%20Kit%20In%20A%20Box%20Wr101-081&MerchantID=507376&HasLink=yes&category=0&AR=-1&NG=1&GR=1&ND=1&PN=1&RR=-1&ST=&MN=msnFeed&FPT=SDCF&NDS=1&NMS=1&NDP=1&MRS=&PD=0&brnId=2455&lnkId=8070676&Issdt=170402051327&IsFtr=0&IsSmart=0&dlprc=388.91&SKU=9228202 that whips up 321 horsepower.
How did they deliver these impressive figures in an SUV that weighs some two and a quarter tons? http://rover.ebay.com/rover/13/0/19/DealFrame/DealFrame.cmp?bm=367&BEFID=96477&acode=344&code=344&aon=&crawler_id=507376&dealId=fPFXmaU8CLU2U9-1gWSRQA%3D%3D&searchID=&url=https%3A%2F%2Fautoplicity.com%2F3280694-tyc-blower-motor%3Futm_source%3DShoppingCom%26utm_medium%3DCSE%26utm_campaign%3DShoppingComNOFITMENT&DealName=Tyc%20700077%20Acura%20Integra%20Replacement%20Blower%20Assembly&MerchantID=507376&HasLink=yes&category=0&AR=-1&NG=1&GR=1&ND=1&PN=1&RR=-1&ST=&MN=msnFeed&FPT=SDCF&NDS=1&NMS=1&NDP=1&MRS=&PD=0&brnId=2455&lnkId=8070676&Issdt=170402051327&IsFtr=0&IsSmart=0&dlprc=60.59&SKU=3280694 engineers drew on their considerable experience building hybrids, borrowing a bunch of components and technology from the http://www.autoguide.com/new-cars/2017/acura/nsx/__base__/coupe/index.html
That’s right, this utility vehicle shares several significant parts with the brand’s revered supercar. For instance, these 2 models use the exact same motors, battery cells, and power-control unit.
The heart of the MDX’s hybrid drivetrain is a 3.0-liter gasoline V6 that delivers 257 horsepower and 218 lb-ft of torque on its own. Bolstering those figures is a trio of electric motors. One is buried inside the transmission while the other 2 are found at the rear axle where they provide torque-vectoring all-wheel drive. The rear wheels are only driven by these motors; no mechanical prop-shaft sprouts from the transmission. Storing and releasing electrons as needed is a small 1.3-kWh lithium-ion battery pack.
With 6 cylinders burning and 3 motors turning, total system output peaks at 321 horsepower and 289 lb-ft of torque, 31 more horses than in a non-hybrid MDX, with, as mentioned, up to 45 percent better city fuel economy.
Welcome Enhancements
The MDX range has been refreshed for 2017, with the most obvious visual change being the addition of Acura’s “Diamond Pentagon Grille.” Helping integrate this new styling motif is a reworked hood and new front fenders. Rounding things out, the sills have been tweaked, as has the rear fascia, which now gains dual-exhaust outlets.
Sport Hybrids feature standard 20-inch wheels, but other additions for the new model year include things like LED headlamps with automatic high beams, an electronic parking brake, and convenient capless fuel filler. Seven exterior colors are available, while the interior can be had in four different hues.
Pausing for a little inward reflection, the Sport Hybrid’s cabin is appropriately premium with bountiful soft plastics and beautiful open-pore wood trim in models equipped with the top-level Advance Package. It’s just a shame the vehicle’s 2-screen infotainment system is so clunky and confusing. This is one aspect that definitely needs work.
Increasing versatility, the MDX’s cushy (and optional) 2nd-row bucket seats fold and slide at the push of a button, making access to the way-back as easy as possible. Unfortunately, its rear-most accommodations are best reserved for small children, though that’s no surprise.
But what is rather shocking is this vehicle’s versatility. Since all its hybrid bits are basically mounted underneath the floor, there’s no loss in cargo space, which maxes out at more than 68 cubic feet when all the seats are folded flat.
The Drive
Punch it, and the Sport Hybrid is unexpectedly quick for an SUV, with the engine pulling vigorously, especially as it approaches redline. This trait seems especially noticeable in the Sport+ setting, one of four different drive modes provided by the vehicle’s Integrated Dynamics System, which allows you to tailor the suspension, steering, and powertrain-performance feel to your preference.
This electrified MDX features an Acura-designed seven-speed automatic transmission. Surprisingly, it seems to be very well behaved. Initially, I was worried it might shudder or jerk like other dual-clutch models on the market but that was not the case. In fact, my only complaint with this gearbox centers on its odd electronic shifter. I don’t know how many times I put it in reverse when I wanted to go forward.
Aside from this small user-interface complaint, the powertrain is pretty seamless. While driving, the engine will shut off at times, allowing the Sport Hybrid to sail along on battery power for short periods. When internal combustion resumes once more, there’s scarcely any indication that hydrocarbons are being oxidized; the only real tell is that the tachometer needle starts moving.
Enhancing safety and convenience, the AcuraWatch suite of advanced driver-assistance technology is standard in every new MDX. This includes features like adaptive cruise control, road-departure mitigation, and forward collision warning. But perhaps the best thing is lane-keep assist, which is damn good. If there are decent lines on the road, you can take your hands off the steering wheel for an uncomfortably long time, though this is by no means recommended. During testing, I kept my paws hovering just an inch or two away from the wheel’s rim so I could resume control in a split second if necessary, though I never needed to. I eventually got tired of holding my arms out in front of me and resumed steering normally.
The Sport Hybrid’s ride is quiet and composed, even on coarse, rain-battered roads, which can cause quite a commotion in less-insulated vehicles. Curiously, I didn’t notice much of a difference between Comfort, the softest setting offered by the Integrated Dynamics System and Sport+, the most aggressive. The vehicle’s ride seems to be universally smooth, though my opinion might be different had I had tested it on more bomb-cratered surfaces, such as the ones found in my home state of Michigan.
This electrified model is positioned as the most luxurious and performance-oriented offering in the MDX range. Compared to a standard all-wheel-drive version with the uplevel Advance Package, Sport Hybrid models seem to perform comparably despite being some 227 pounds porkier (they tip the scale at a claimed 4,484 pounds). Of course, this is at least partially offset by an additional 31 peak horsepower (combustion-powered variants have 290 ponies on tap). The tit-for-tat continues, as hybridized versions feature a quick-shifting dual-clutch automatic, but the combustion variant has 2 more gears in its ratio stack. Which one has the edge? Truth be told, their acceleration is probably strikingly similar. With a full battery, the Sport Hybrid ought to hit 60 miles an hour in the neighborhood of six seconds.When it comes to cornering, the MDX exhibits remarkable body control, staying flat through tight turns at speeds that are enough to make its tires squeal. In theory, the Super-Handling All-Wheel-Drive system should help it change direction with greater enthusiasm; in practice, it seems rather pointless as nobody should be pushing an SUV hard enough on the street to worry about getting the body to rotate.
Complaints about the way this vehicle drives are minor. I find the steering to be a touch too light and I’d like more aggressive regenerative braking from the powertrain. When I take my foot off the accelerator this vehicle keeps on rolling; I would prefer it to start slowing down, putting energy back into the battery pack.
Unlike other hybrids, the brake pedal feels pretty natural underfoot, though, again, more regen would be appreciated. At initial application not much seems to happen, the vehicle doesn’t slow down very much, a heftier stab of the decelerator is required to really slow things down, which is probably dissipating all your forward momentum as heat. I’d rather have it go into the battery, though with a capacity less than 1.5 kWh it’s probably full after just a handful of brake applications so it really doesn’t matter.
TheVerdict: 2017 Acura MDX Sport Hybrid Review
Aside from being an all-around solid product – offering a comfortable and luxurious cabin, engaging dynamics and stellar fuel efficiency – competitive pricing won’t hurt the Sport Hybrid’s showroom performance, either. In fact, the addition of this electrified model will probably only increase the MDX’s longstanding sales lead over rival models. It starts at right around $53,000 in the U.S. including delivery fees, just $1,500 more than an all-wheel-drive gasoline-powered model. If you’re interested in driving one of these electrified Acuras home, examples should be arriving at dealerships as you read this.Discuss this story on our Acura MDX Forum
The promise of hybrid technology is that it can make vehicles better—more efficient, superior in performance, and more satisfying to drive. But that hybrid halo often is held on by bobby pins and duct tape. In many luxury hybrids, off-the-rack gasoline-electric technology can make for an underwhelming, slow-witted driving experience, even if they sometimes are objectively quicker than their less expensive nonhybrid counterparts.
The 2017 Acura MDX Sport Hybrid SH-AWD is a rare exception, as it lives up to its potential, at least upon our first exposure. Part of the reason likely is the years of intense development behind its key hybrid components. Core items from the NSX supercar (and the forgotten—and forgettable—RLX Sport Hybrid sedan) have been transplanted into what is the brand’s best-selling vehicle. The technology that makes the NSX so ferocious in the corners and so drama-free in general adds confidence, a sharper driving experience, and more miles per gallon to this high-riding, 7-passenger family wagon.
The nonhybrid MDX SH-AWD is a tough act to follow; it’s among the best-handling 3-row crossovers, with quick, well-weighted steering and well-controlled body motions. Both MDX models feature an all-wheel-drive system—optional in the regular 1, standard in the hybrid—that sends more torque to the outside rear wheel during hard cornering, but the Sport Hybrid goes a step further with the ability to apply resistance (and recover energy) at one rear wheel while it’s delivering forward momentum to the other. It thus achieves a sophisticated and more nuanced form of torque vectoring. The hybrid system also does away with a mechanical connection between the engine and the rear axle. Instead, a Twin Motor Unit (TMU) packages 2 36-hp motors together at the rear. They fill gaps in the engine’s torque curve to sharpen accelerator response in the hybrid compared with the conventional model, and Acura engineers boast that the system takes just 90 milliseconds to fully adjust the torque distribution among the wheels versus about 0.2 second in the regular MDX. In front, a third, 47-hp electric motor spins with the input shaft of the 7-speed dual-clutch automatic transmission and has 3 roles: delivering supplemental torque, helping smooth out shifts, and acting as a generator.As for the transmission, it’s a partner in this system’s quick reaction times. By losing the ZF nine-speed automatic, which can bumble over its bounty of ratio choices (and sometimes fumbles the shifts themselves with a shudder), the seven-speed and hybrid motor system are all business, ripping through the gears with quickness and grace. You hear them work more than feel them, and, because of the hybrid system, the rush of passing power starts even before the transmission has downshifted.The gasoline engine steps aside as the headliner of the show, even though it remains the essential piece. In place of the direct-injected 3.5-liter V-6 in other MDX models, the hybrid has a 3.0-liter V-6 with port injection, the smaller displacement enabling it to skirt a China-market tax on larger engines. The entire system makes 321 horsepower and 289 lb-ft, or 31 hp and 22 lb-ft more than the nonhybrid models.
Moving along with city traffic, it’s clear that Acura’s hybrid know-how extends to more than carving up mountain-road esses. The hybrid system brings the V-6 seamlessly into the mix with a wet multiplate clutch, finessing the low-speed drivability issues that can plague such a setup. Accelerate gently and the MDX hybrid launches silently, as a rear-wheel-drive electric vehicle. The V-6 comes on shortly thereafter, although it often switches off when coasting (at speeds up to 56 mph). We also saw it cycle off in steady 40-mph cruising.
The fine MDX driving experience hasn’t been adulterated in any other way. It includes well-blended brakes and precise, nicely weighted steering. There’s a fair amount of body lean, as expected in an SUV like this, but the adaptive dampers do a great job filtering out road harshness. Push hard into tight corners and you might find yourself dialing in too much steering input, as the outside rear motor nudges the vehicle’s rotation, preempting understeer. A quick loop in a Lexus RX450h—the top seller among the MDX hybrid’s U.S.-market rivals—showed a sharp contrast with the way Acura’s hybrid system doesn’t change accelerator response as the power sources swap in and out, thus reinforcing the idea that the system works as one cohesive unit.
Aiming to Blend In
Compared with the NSX or even the RLX, there was a greater effort to make the hybrid technologies invisible in the MDX, according to product planning manager Gary Robinson. The priorities here were simply strong acceleration and balanced performance, and outside of knowing when the engine switches off and on, it’s hard to discern what the hybrid system is doing and where torque is being delivered.
There nevertheless are 4 driving modes in the Sport Hybrid, up from three in other versions of the MDX. They vary throttle response, steering effort, and damper behavior. The one that’s hybrid-exclusive and takes advantage of this model’s added performance is Sport+, which keeps the engine running all the time, freeing up the front motor to maximize acceleration and to assist with shift quickness.
Acura says the hybrid kit adds 227 pounds to the curb weight of the MDX versus the standard AWD model—which is already roughly 200 pounds heavier than an equivalent front-drive version. But because much of the hybrid hardware is mounted low in the chassis, the Sport Hybrid has a center of mass that’s about an inch lower. The fitment of all this extra hardware has no effect on packaging. Ground clearance is the same as that of the standard MDX. Seating is still comfortable for 5 in the 1st 2 rows (or four, if you get the Advance model and its 2nd-row captain’s chairs) and good enough for kids in the third row; the seats fold neat and flat; and cargo space is uncompromised.
If the motor systems around the axles are the muscle of the hybrid system, the Intelligent Power Unit (IPU) and Power Control Unit (PCU) are its brain and nerve center. Both have benefited from NSX development, and they’re mounted on additional structures (with crossmembers to help protect them) that span the width of the MDX’s underbody—essentially where the driveshaft otherwise would go. The PCU is liquid cooled, while the IPU, where the 72-cell, 1.3-kWh lithium-ion battery pack lives, is located under the center console and cooled with air from the cabin.
There are 2 ways to get the Sport Hybrid. The Technology package versions include 20-inch wheels, remote start, blind-spot monitoring, and navigation. The Advance package adds features such as heated and ventilated front seats, upgraded Milano leather with contrast piping, open-pore wood trim, heated second-row captain’s chairs with a center console, sunshades for the 2nd row, and LED fog lamps. All MDXs now come with crash-mitigation braking, lane-keeping assist, adaptive cruise control, and other active-safety features.
Given the hybrid’s boost of 8 mpg in the city and 1 mpg on the highway versus the standard all-wheel-drive MDX at an extra cost of just $1500, it’s hard to conceive of a reason not to get the Sport Hybrid over the standard MDX—even for those who tend to do more highway driving.
There are a couple of drawbacks, however. For all the NSX-derived wizardry, the system in the MDX Sport Hybrid isn’t really meant for high-speed driving. At 84 mph, just short of the rear motors’ 11,000-rpm redline, a one-way clutch decouples them from drive duty. Beyond that speed, the nonhybrid models, with their larger 3.5-liter V-6 and less weight, likely would start pulling away from the hybrid. The more significant issue is towing. Whereas the standard all-wheel-drive MDX is rated to tow up to 5000 pounds, pulling a trailer is not recommended at all for the hybrid, according to powertrain development leader Ken Lantz, who claims that the majority of MDX owners don’t tow anyway.
Other than badging, there’s not much to visibly distinguish the hybrid from other versions. All MDXs received a light refresh for 2017, one that’s most noteworthy in front, where Acura shed the last remnants of the former model’s awkward metallic beak, subbing in a more conventionally styled grille. The hood gets some corresponding new character lines, there are new wheels, and the return of dual exhausts sum the exterior changes for the 2017 MDX lineup. Inside Acura has introduced 2nd-row captain’s chairs and revamped some of the trim and surfaces. The company expects the MDX hybrid’s target buyer to be both significantly younger and more affluent than those who go for the nonhybrid models. Considering that, the hybrid’s interior feels conservative—if a bit drab—for the mission. And years after its introduction, Acura’s dual-screen infotainment system still confounds and infuriates.
Acura expects to sell only 5 to 10 percent of all MDXs in hybrid form, but perhaps that will prove to be an underestimate. For all the complexity, the hybrid gear makes the MDX better to drive and less thirsty. Here, the halo seems real.
There are a couple of drawbacks, however. For all the NSX-derived wizardry, the system in the MDX Sport Hybrid isn’t really meant for high-speed driving. At 84 mph, just short of the rear motors’ 11,000-rpm redline, a one-way clutch decouples them from drive duty. Beyond that speed, the nonhybrid models, with their larger 3.5-liter V-6 and less weight, likely would start pulling away from the hybrid.
Thanks to TSX69 on the article. The rear motors' 11K rpm redline is particularly informative.
2017 Acura MDX Sport Hybrid first drive: Big is relative
Acura's three-row SUV gets by on style and tech, not size
April 4, 2017
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It doesn’t matter if a car is big. It matters if it feels big, if it looks big, if it drives big. The 2017 Acura MDX Sport Hybrid is big. It has a third row that’s not just for legless subway riders, a 2nd row that fits above-average humans and the same cargo space, despite the extra hybrid tech, as the non-hybrid version. But it doesn’t feel big, look big or drive big. That’s what a few electric motors will do for an SUV.
The new MDX Sport Hybrid, on sale in late April/early May, adds 31 hp over its gas-powered twin for 321 hp total, while also getting 45% better city mileage at 26 mpg. The reason? It has the powertrain from the Acura NSX. Well, not the NSX's exact powertrain. For starters, it’s laid out in reverse, but it's a powertrain strikingly similar to the company’s latest hybrid supercar.
The Sport Hybrid, Super-Handling All-Wheel Drive MDX (we’re going with “SH-SH-AWD” again) gets a 3.0-liter V6 up front and a seven-speed dual-clutch transmission with an integrated electric motor in the middle. That’s followed by the Intelligent Power Unit (the battery pack providing power to the front and rear motors) then the Power Control Unit (dictating the system's power management) and finally to the twin, 36-hp, 54 lb-ft electric motors directly connected to the rear axle for torque vectoring duties. The NSX has the same twin motor setup, but at the front axle.
“In the NSX, the system is supposed to be noticeable,” says Gary Robinson, Acura’s product planning manager. “In the MDX, it works behind the scenes.”
The 7-seater got a mid-cycle refresh this year with new sheetmetal from the A-pillar forward. That’s great considering we’d all like to forget the pointy beak/shield days of the past. Acura just got over its Bangle moment. The new front end is stylish -- some might say busy, with jewel-eye-style headlights and fog lights, a huge Acura logo and a grille that brings your eyes right to it. We’d say the last model was restrained in front. This one is anything but.
The Sport Hybrid joins the Lexus RX450h, Infiniti QX60 hybrid and the BMW X5 xDrive 40e in the all-wheel-drive, hybrid luxury SUV segment. The RX, Infiniti and Acura start in the low $50K range, with the X5 40e in the low $60,000 range; the Mercedes GLE hybrid and Volvo XC90 hybrid are in the upper 60s.
Keeping passengers comfortable is a set of new continuously controlled dampers getting their information from a control unit in the back, allowing it to adjust in milliseconds. The setup has a wider range of control than the previous versions, leading to more comfort, says Acura. Those dampers also change with the drive modes (comfort, normal, sport and sport plus), along with throttle response, shift strategy, hybrid boost, steering and engine sound.
Between the comfort setting and the coddling seats, the MDX Sport Hybrid transports its occupants on a cloud of leather and technology. Even in its softest setting, though, it doesn’t feel big or unwieldy at the steering wheel. Looking into that third row, it doesn’t seem that far back. I adjusted the driver’s seat for myself, hopped in the second row and did the same, then crawled into the 3rd row (the 2nd row folds down with a button push, but it doesn’t get completely out of the way). At 5-foot-10, I fit with my feet flat on the floor, though my knees were up a bit, and I can honestly say I could have ridden there for an hour without complaint. Well, I would have complained, but my heart wouldn’t have been in it. 1 weird thing: There’s a bump in the ceiling above the left 3rd-row passenger (a seatbelt anchor)and it takes up an inch or 2 of headroom. If you’re riding solo back there, stay on the right.
Even though I love the front seats, the rest of the dash and instrument panel don’t feel super luxurious. It has an upper and lower screen, but the lower one just features more buttons, ones harder to hit at speed. I do enjoy having the navigation on the upper monitor constantly, but I think a smoother, single screen setup would look more coherent. There’s a knob for volume, but radio tuning is done by jabbing at the lower screen -- not easy to hit while keeping your eyes on the road. There isn’t a head-up display, either, which is peculiar for the class of vehicle. Other than the central area, the dash has a clean look with porous, matte woodgrain accents. It has the company’s push-button transmission, freeing some space, but it's semi-annoying to learn and use.
Acura had the Lexus and Infiniti competitors to drive, and going back to back to back, the MDX was the most enjoyable to pilot by a long shot. Of course, both of those competitors use whiny CVTs while the MDX has a DCT -- much better for spirited driving. In sport or sport plus mode, the MDX is genuinely fun to drive for a 7-passenger SUV. Like I said, the electric torque off the line makes it feel a size smaller than it really is. In those modes, the steering firms up (in normal and comfort modes, it’s a little lazy) and the chassis tightens down. In sport, the seven-speed does a great job picking gears and downshifting -- important, considering the speed of the shifts isn’t neck snapping, and I’m pretty sure the steering-wheel paddles are just for show. However, it suffers none of the slow-speed jerkiness that quicker dual-clutch transmissions do.
Washington State's soaked back roads were no match for the MDX. It felt planted in turns, especially when on the throttle. The twin-motor torque-vectoring system sends power to the outside rear wheel around sweepers, setting the SUV up for quick directional changes without much body roll. Standing water puddles didn’t do much to upset the balance, either.
The V6 in the MDX is quiet and unobtrusive when stopping and starting for fuel saving. In the more efficient driving modes, it cuts out as soon as you let off the throttle. It does feel good when the engine turns off as you’re exiting the expressway and stays off until you coast to a stop a mile or so down the road. It’s rewarding to watch that battery meter move back toward the “full” reading.
We tried the lane keeping and automatic cruise control on both the highway and country roads. The cruise worked well, and the distance it leaves between cars is shorter than you’d expect. That means fewer people can cut you off and slow you down even more.
The lane keeping still needs a little work. It was good for keeping the MDX in between the lines on the highway, but it only read the lane markings about half the time on the back roads. You really can’t take your attention away from the wheel or traffic, ever. Until these systems can do that, count us out. The MDX hybrid isn’t recommended for towing, so keep that in mind as well.
There aren’t many cars more anticipated than the new Acura NSX. Saying the old car had just a cult following would be doing a disservice to its rabid and massive fan base. Fanboys—still ...
Verdict
The MDX and RDX have always leaned toward the enthusiast, and adding a hybrid element to the powertrain does nothing to quash the notion. Like the new Porsche Panamera, the question almost becomes, “Why NOT get the hybrid?” We suppose there’s the towing issue, but other than that, you get more efficiency AND more power. No one can be against that. If you think it looks too big, take it for a drive -- it doesn’t feel that way behind the wheel. And that's what's really important.
All these "reviews" and not a single one thought to get a proper 0-60 time? What a shame.
It's probably because all these initial reviews and impressions were done at the same time/day during the same Acura MDX Hybrid release media test drive event thing, so no instrumented tests were able to be done. Acura just wanted to give the automotive press seat time in their new MDX Hybrid so they could get the word out about this new SUV. All the detailed instrumented tests will come later.
But based on the autoguide review above, it's probably the same neighborhood as the 6.2 sec time (Motortrend) of the non-hybrid: "With a full battery, the Sport Hybrid ought to hit 60 miles an hour in the neighborhood of six seconds."
The extra 31 hp and 22 lb-ft torque you get over non-hybrid - 227 lbs additional weight = same 0-60?
i'm guessing high 5's for 0-60mph. the peak torque is only 22lbft more, but there's a lot more low end torque. I also wonder if the 7DCT would yield faster acceleration than the 9AT. You lose 2 gears but you save time with shifting. The 9AT also isn't the best auto out there.
It's probably because all these initial reviews and impressions were done at the same time/day during the same Acura MDX Hybrid release media test drive event thing, so no instrumented tests were able to be done. Acura just wanted to give the automotive press seat time in their new MDX Hybrid so they could get the word out about this new SUV. All the detailed instrumented tests will come later.
But based on the autoguide review above, it's probably the same neighborhood as the 6.2 sec time (Motortrend) of the non-hybrid: "With a full battery, the Sport Hybrid ought to hit 60 miles an hour in the neighborhood of six seconds."
The extra 31 hp and 22 lb-ft torque you get over non-hybrid - 227 lbs additional weight = same 0-60?
Originally Posted by iforyou
i'm guessing high 5's for 0-60mph. the peak torque is only 22lbft more, but there's a lot more low end torque. I also wonder if the 7DCT would yield faster acceleration than the 9AT. You lose 2 gears but you save time with shifting. The 9AT also isn't the best auto out there.
The current MDX does the deed in 5.9s from most automitive publications. So I have to admit I am very disappointed that it doesn't seem like the Hybrid will top that because I can't help feeling like they could have dropped in the RLX Hybrid system, beefed it up to provide 400HP and got a sub 5 second 0-60. The issue with the 9AT is the inherent design features they had to do to make it efficiently packaged. A.K.A the dog clutches.
The 7DCT will 100% fix those flaws so had they even put in the 7DCT in the normal MDX it probably would have cut the 0-60 down to 5.3-5.5s. I watched a crap ton of 0-60 videos the other day on youtube from autobytel and in every case with vehicles that had the ZF9 you could see this lag for a couple seconds and then a surge of power, it was so odd.
Eh, Honda cares less about 0-60 in an SUV that is already well regarded in the 'umph' front than the fact that using a 3.0L engine allows it to enter the China market while skirting a hefty tax.
When Acura stuffed the NSX’s hybrid system into its three-row MDX people mover, they did what few rarely achieve: they made a big luxury crossover fun to drive. Not only is the MDX Sport Hybrid one of the most fun factory sleepers you can buy, it’s cheaper than most of its cushy hybrid crossover rivals, too.Acura is trying incredibly hard to reposition itself as a youthful, “sporty” brand again, leading with a pack of hybrid cars geared more towards performance than out-smugging your aging hippie neighbors.The 321 HP MDX Sport Hybrid is a far cry from the Integras that dominated my high school parking lot, but it’s entertaining enough when you mash the go-pedal that I’m actually letting myself get excited about where Acura seems to be going now.
(Full disclosure: Acura flew me out to Seattle, put me in a hotel downtown, kept me fed and happy for a couple days, sent us down some good, twisty roads with the MDX Sport Hybrid and even let me drive the NSX for a short loop. They would not, sadly, let me run away with the NSX to Pacific Raceways or The Ridge. Yeah, I asked.)
What Is It?
You’ll notice right away that Acura is finally phasing out the creepy beak-nose we’ve been looking at for almost a decade, and replacing the faces of its cars with this handsome diamond grille. As a result, the 2017 MDX looks much nicer than its predecessor even though the silhouette is essentially unchanged.
The MDX Sport Hybrid takes the regular 3-row crossover of the MDX and adds the hybrid system Acura developed for the NSX supercar between its axles. Acura repackaged the NSX’s hybrid system to work with a front-engine CUV, and optimized the gear ratios for more banal, everyday driving. It goes like stink. Bless you, big batteries, for giving us on-demand torque that produces many smiles and giggles.
The MDX Sport Hybrid also has what Acura calls “Super Handling All-Wheel Drive,” which utilizes torque vectoring to allow a big, unwieldy beast of a crossover handle and feel more like a regular car. Practically speaking, the vehicle distributes power specifically to the wheels with maximum traction. That translates to quicker cornering with greater stability.
The 7 -speed dual-clutch transmission is also one of the smoothest I’ve ever driven, tuned for maximum comfort.That softness continues inside the MDX as the interior features miles of nice leather. You can even spec the second row as two single seats with their own center console.
The MDX is also aggressively priced. The base model comes in at $51,960 before destination fees. That’s $1,075 cheaper than the bizarrely styled Lexus RS450h, $1,540 under the Infiniti QX60 Hybrid and a full $10,140 under the BMW X5 Xdrive 40e.
Sport+ Mode Was Made For Us
Acura’s big crossover comes with four driving modes that allow it to act like four completely different cars. As you move through the modes from least to most aggressive, the MDX Sport Hybrid’s active damper system stiffens up, the powertrain becomes more responsive, the V6 engine becomes louder, and the controls have more feedback.
The MDX Sport Hybrid’s power delivery is fairly linear, with lots of off-the-line grunt. You can nail the throttle on the highway and pass a big truck even in the MDX Sport Hybrid’s most chill “Comfort” mode. You don’t feel the hybrid system or its trick torque vectoring system kick in, it just goes.
Conveniently you can program the keys to start the car in any mode other than Sport+ by default. If you want to sip fuel in traffic most of the time, set the key to Comfort. If you’re me, you probably want it to open up in Sport.
The Numbers Only Tell Part Of The Story
Acura’s claimed specs for the the MDX Sport Hybrid’s 3.0-liter i-VTEC V6 engine and NSX-derived hybrid system—321 horsepower and 289 lb-ft of torque—make it one of the fastest crossovers on the road. Its seven-speed dual-clutch transmission also has a built-in motor that produces up to 47 HP and 109 lb-ft of torque by itself, which acts as a generator for the MDX’s hybrid system. Regenerative braking seamlessly transfers more energy back into the MDX’s batteries when you scrub speed.
But when that all manages to move a 4,484-pound (as tested, with the “Advance” options package) behemoth like it’s a regular car and still get a combined 27 miles per gallon in fuel consumption, it’s an impressive feat.
Standout goodness
The MDX feels safe, and not just because of the five-star crash ratings on the window sticker. Well, only four in rollovers, but the vehicle’s stable enough to keep that from the front of your mind anyway. The hybrid system is positioned low under the floorboard to keep the MDX Sport Hybrid’s center of gravity relatively low. Twenty-six millimeters lower than the regular MDX, even, according to Acura’s engineers. Neat.Standard driver assistance equipment includes a preemptive collision avoidance system that detects and brakes for obstacles ahead, adaptive cruise control, lane keeping and road departure assists. Stability control helps keep the giant box upright and out of trouble.
Little blind spot warnings on the rear-view mirrors help you know when to change lanes on the road. The MDX’s four “Surround View” cameras and front and rear parking assists also help you detect any little ones you might be about to drive over.
If you do manage to wipe out or hit “drive” instead of “reverse” from a shopping center parking space, the high-voltage components are placed away from harm between the two axles for maximum protection, mostly between high-rigidity cross members. The battery is designed to disconnect from the motors in a crash.
Weak spots
The MDX Sport Hybrid comes with not one, but two screens in its center console. I don’t know what kind of bad trip gave Acura’s design team double-vision before they put this system together, but holy moly, it’s an over-complicated system that takes up valuable dashboard real estate that would be much better served by traditional knobs and buttons.While you can customize what shows on what screen, it gets weird if you select the same thing for both. Putting the stereo controls on the top screen dims the bottom screen if it’s also set to the stereo page. There’s a big knob to control the upper screen, but it’s directly below the bottom screen for maximum confusion. The bottom screen is a touchscreen, which works well, but replaces too many physical buttons. Front seat heating and cooling were there, requiring you to look over into a menu if your bum starts to feel like it’s getting crispy from too much heat. Even more annoyingly hidden is the fan speed, which you can’t grab quickly without messing with the screen.
It is nice to set the navigation system in its own screen up top, but that’s the only kind word I have for this setup.
I’m also on the fence about the decision to put all the usual shifter functions—park, drive, reverse, and the lot—as buttons. Sure, it saves space and will keep you from accidentally whacking a PRNDL knob en route to your 69-ounce Blerch Gulp. But it requires you to look down to switch into drive from reverse, and just like the vital functions that are hidden on the MDX’s touchscreen, which annoy me greatly.
Once you are in motion, the MDX Sport Hybrid’s DCT is mostly smooth but you will feel a slight vibration at crawling slow speeds in heavy traffic. It’s the only flaw I found in the system though, with shifts being so low-drama at higher speeds that part of me would love to see a Nürburgring Nordschleife time on this thing. Those of us who look at large vehicles because our “kids” are race cars or boats, not little humans, will have an additional disappointment with the MDX Sport Hybrid- Acura doesn’t recommend towing with it.
You’d have to get the regular, non-hybrid, less powerful MDX to tow anything of size, and even then, that standard all-wheel-drive MDX is only rated for a maximum of 5,000 pounds. That’s pushing it for a car trailer or boats bigger than a Jet Ski.
What To Watch For
The Acura MDX Sport Hybrid hits dealers next month, and I’d love to see how easy it is to live with for a longer trip where you’d need to use all that space. I’d really love to take this thing camping—tent, food, gear, changes of clothes, and all—to see if it’s still comfortable and quick laden down with stuff, or not. Or better yet, moving heavy car parts around.Empty with 1 other person as we got to experience on our test drive, it’s fine. But how much can you really haul inside before you start to feel its weight? Does it even matter with those glorious electric motors helping deliver more power, or is there a point where 321 hp isn’t enough?
Early Verdict
If all you desire in life is to be whisked away from point A to point B in a supremely smooth and cavernous ride, the Acura MDX Sport Hybrid might be your jam. Despite the annoying interior controls, it’s a surprising hoot to drive and a solid contender for King Big Crossover For Parents Who Haven’t Given Up On Life.
All of the MDX Sport Hybrid’s torque-vectoring voodoo, low-positioned hybrid system and driver assists make it feel smaller than it is. It’s easy to drive even in heavy traffic, and downright hilarious on the open road. It’s a surprisingly quick and fun huge people-mover, and definitely worth a look despite its interior quirks.
3 electric motors, one engine give this SUV sport handling
When I drove Acura's MDX SUV in 2010, its adaptive suspension and active torque vectoring made for amazing handling. But subsequent versions dropped those components, making the MDX just another SUV. Now, Acura brings back that performance with the 2017 Acura MDX Sport Hybrid.
Yes, it's a hybrid, and yes, it deserves the "Sport" moniker.At an Acura-sponsored event in Seattle, I took the wheel of the MDX Sport Hybrid and was suitably impressed with the smooth, level acceleration and turnability. Pinning the throttle, this 3-row SUV didn't pitch upwards, as its all-wheel-drive system balanced torque between the front and rear wheels. And slamming through a few turns, the adaptive suspension minimized roll while its twin electric motors put extra power to the outside rear wheel, creating precise torque vectoring.
The MDX Sport Hybrid follows last year's launch of the standard MDX, which sports a new grille signalling a new performance era for Acura cars. As an Acura spokesman told me, the new MDX is "all new from the A-pillars forward". That means dashboard, seats and main body remain unchanged from the third generation, launched in 2013.
However, the MDX Sport Hybrid shows off more significant changes under the skin. Up front, a 3.0-liter V6 engine drives the front wheels through a seven-speed dual-clutch transmission that also integrates an electric motor. Twin electric motors drive the rear wheels up to 84 mph, above which it's all front-wheel-drive. Acura developed that hybrid system for its RLX Sport Hybrid, modified it for the new NSX, and now brings it to the MDX.
Given the combination of engine and electric motors, the MDX Sport Hybrid boasts an interesting mix of power. To simplify things, Acura gives a combined output of 321 horsepower and 289 pound-feet of torque for the SUV. Combined city/highway fuel economy of 27 mpg falls behind the Lexus RX 450h's 30 mpg, but the MDX Sport Hybrid seems more focused on performance.
Maneuvering through a parking garage at the start of my drive, the MDX Sport Hybrid drove quietly under electric propulsion, but with just a little more throttle, the engine smoothly kicked in. The powertrain delivered an incredibly refined driving experience through downtown Seattle and onto the freeway.
I cycled through the four driving modes, Comfort, Normal, Sport and Sport Plus. Everything, from steering to suspension, felt a little loose in Comfort mode, while Normal and Sport didn't differ too much. In Sport Plus, under full throttle, the MDX Sport Hybrid accelerated with convincing power, but it didn't slam me in the back. More impressive was how level this SUV felt under maximum acceleration due to the torque balance controlled by engine and rear electric motors.
While I could play with drive modes, and manually change gears using the paddle shifters, the MDX Sport Hybrid also let me relax. Focusing on the point A to B type of driving that most people do, this SUV delivered an easy, put-it-in-drive-and-go experience. The refinement of the drivetrain, despite its complexity, makes the task of driving 2nd-nature.
However, faced with a twisty road, I couldn't help but dive into the corners at speed. Given the size of the MDX Sport Hybrid, it took some real daredevil effort to feel the electric torque vectoring rotate the car. Instead, that technology revealed itself in making this SUV feel like a much smaller car in the turns, nimble and quick rather than heavy and lumbering.
Although I was very happy to see Acura bring back this level of performance to the MDX Sport Hybrid, I wasn't as pleased with the unchanged dashboard electronics interface. As with the previous model year MDX, Acura uses 2 screens, an LCD at the top and a touchscreen below. The top LCD shows navigation, phone and stereo information, with a dial and set of buttons to control it. The touchscreen shows audio and phone information, but not navigation.
The 2 big problems come from the fact that the top LCD and the touchscreen use different graphic interfaces, so learning how to use one doesn't really apply to the other. And 2nd, the dial and buttons controlling the top LCD sit below the touchscreen, further creating confusion.
As to the navigation system, audio and phone controls, those remain pretty much unchanged from 5 years ago. In software terms, that's prehistoric. Forget about Apple CarPlay or Android Auto support.Acura sells the MDX Sport Hybrid in 2 trims, MDX with Technology Package and MDX with Advance Package. Both come standard with the AcuraWatch set of active safety technologies, including a forward-collision-warning system, automated braking to prevent collisions, lane-departure warning and adaptive cruise control, which automatically matches speeds with slower traffic ahead. Both also have a rear view camera, although the Advance package adds surround view and a head-up display. What might be the deciding factor between the 2 trims, however, will likely be the seating. The Advance Package replaces the middle row bench with 2 captain's chairs, going from a 7-seater to 6.
The 2017 Acura MDX Sport Hybrid hits dealers this month, priced at $51,960 for the lower trim Technology Package and $58,000 for the Advance Package. And given that Acura mono-specs its trims, that's about all you're going to pay.
MSRP:$52,675MPG:26 city / 27 hwyEngine:3.0L, V6, 321 HP
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You need a roomy SUV but you don’t want to drive a hulking, poor performing, gas guzzling beast. Consider the new Acura MDX Sport Hybrid
By Tara Weingarten
Ten Things to Know About the 2018 Acura MDX Sport Hybrid
1
Fantastic handling for a 3-row, 7-seat SUV. Reduced body lean driving through twisty canyon roads. Drives like a much smaller vehicle.
2
Roomy and attractive interior is super comfy. Love the satin wood trim and contemporary styling. Contacting color piping on the (optional) soft leather seats is pretty and premium looking.
3
Though the EPA fuel economy is set at 27 mpg (combined city/hwy) for the 2018 Acura MDX Sport Hybrid, our full day of driving gave us just a bit over 21 mpg, according to the Acura’s onboard computer.
4
Storage behind the 3rd row seat is ample enough for a large grocery run or even a modified warehouse shopping run. 2nd and 3rd-row seats lie flat to give an enormous rear cargo bed.
5
The new Acura MDX Sport Hybrid costs $1,500 more than the gasoline version of the MDX. That may sound like a lot, but consider you’ll get about 5 mpg more in the hybrid; that’s an average savings of about $400 annually in fuel costs. So after 3-and-a-half years of driving, you’ll recoup the added cost of the hybrid and begin to pocket the savings.
6
A new 7-speed dual clutch makes for very smooth gear shits. You’ll barely notice as the vehicle moves through its gears, which contributes to the MDX Sport Hybrid’s excellent handling prowess and refined ride.
7
If you don’t need seating for seven but prefer to give enhanced comfort to five of you instead, consider going for the top-of-the-line Advance Package. Here you’ll get 2 heated Captain’s chairs and center console in the 2nd row, in place of a 3-person bench.This package also includes super-soft Milano leather with contrasting color piping. Very chic! A lovely satin wood trim, large 20″ wheel, a surround-view camera, and several other premium features, are also part of the Advance Package. The package adds about $6,000 to the cost of the MDX Sport Hybrid’s base price.
8
AcuraWatch comes standard. It includes for free a variety of advanced active safety technology usually offered as expensive options.
9
Drive in EV Mode (using only the car’s electric power) at parking lot speed, saving gas when cruising at low RPMs.Four driving modes are accessed through a toggle switch. Choose Comfort, Normal, Sport or Sport Plus depending on your mood and road conditions. Each of these modes activates changes in the MDX’s chassis, throttle response, steering tautness and exhaust sound.
10
The 2018 Acura MDX Sport Hybrid doesn’t just look sportier than the gas version MDX – though I do love its fun Sport-inspired aluminum pedals – it is indeed sportier, with 31 more horsepower and added technology that allows for quicker safe driving.
Final Thoughts
I was stunned how well this large SUV carved through twisty canyons with minimal body lean or sway. Loved the pep, the comfort and yes, sporty ride.
Great ride quality and handling Comfortable seating in 3 rows Overly complicated and confusing navigation display
All these "reviews" and not a single one thought to get a proper 0-60 time? What a shame.
Originally Posted by RDX10
The current MDX does the deed in 5.9s from most automitive publications. So I have to admit I am very disappointed that it doesn't seem like the Hybrid will top that because I can't help feeling like they could have dropped in the RLX Hybrid system, beefed it up to provide 400HP and got a sub 5 second 0-60. The issue with the 9AT is the inherent design features they had to do to make it efficiently packaged. A.K.A the dog clutches.
The 7DCT will 100% fix those flaws so had they even put in the 7DCT in the normal MDX it probably would have cut the 0-60 down to 5.3-5.5s. I watched a crap ton of 0-60 videos the other day on youtube from autobytel and in every case with vehicles that had the ZF9 you could see this lag for a couple seconds and then a surge of power, it was so odd.
Originally Posted by neoshi
Eh, Honda cares less about 0-60 in an SUV that is already well regarded in the 'umph' front than the fact that using a 3.0L engine allows it to enter the China market while skirting a hefty tax.
I think it will be faster than the existing MDX for 0-60mph but jsut won't be that much of a difference. May be 5.7s or something. The key is that with the low end torque, it would feel more lively in city driving. This is just pure speculation though so may be we will find out in the future.
For sure it will be more interesting if it has the 3.5L engine. However, as neoshi is saying, with the 3.0L, Acura can enter the Chinese market without paying as much tax. If you go to Acura China website, you'd notice the MDX is very expensive.
Until now, the luxury hybrid SUV hasn't had a hybrid model to compete with the dominant Lexus RX hybrid, plus a handful of competitors from BMW, Infiniti, and Mercedes-Benz.
That's changed for 2017, and now we've had a chance to spend a day and more than 100 miles in what's formally called the 2017 Acura MDX Sport Hybrid SH-AWD.
That last bit, by the way, stands for "Super Handling–All-Wheel Drive," in case you were wondering. Ahem.
While hybrid SUVs are largely sold on the promise of better fuel economy, Acura's working to recast itself as the "precision-crafted performance" brand.
Hence the "sport" part of Sport Hybrid, allied to its "super handling" all-wheel drive system: the company is casting the hybrid system as a way to boost performance and sharpen handling.
The 3-motor system's credentials for doing that couldn't get much better: it's effectively a version of the powertrain in the Acura NSX supercar, with a detuned V-6 engine, and flipped back to front.
In the NSX, the engine and one hybrid motor power the rear wheels, with a pair of motors adding torque selectively to the front wheels. In the MDX Hybrid, the engine and motor drive the front wheels, and the pair of electric motors provide the all-wheel drive for the rear wheels.
The hybrid MDX crossover is actually the 3rd vehicle with the system: as well as the NSX, the RLX large sedan has offered the Sport Hybrid system as well. But that big sedan is virtually invisible in the market, with miniscule sales numbers, so the MDX will be the 1st high-volume use for this expensive and sophisticated 3-motor hybrid powertrain.
Handling crisper
Does it improve performance and handling over the conventional MDX SH-AWD? We didn't have a standard MDX to drive when we tested the hybrid, so we couldn't do a back-to-back comparison.
What we can say is that the MDX Sport Hybrid has relatively taut handling for a large, heavy SUV, and it turns in very nicely on sharp and decreasing-radius turns.
That's a result of the ability to vary the electric torque delivered to each rear wheel, slowing the rotation of inside wheel on corners. We felt the car tighten its line in turns a couple of times, though intermittent drizzle during much of our day outside Seattle limited the amount of really aggressive driving we did.
Certainly there's little question that the Acura MDX Sport Hybrid handles better than at least two of its competitors: the Lexus RX 450h and the Infiniti QX60 Hybrid. The RX is only a five-seater, but it invented and still rides atop the luxury crossover market, inspiring Audi, BMW, Infiniti, Jaguar, and Mercedes-Benz to field competitors.
But the RLX Sport Hybrid sedan we drove the same day felt much crisper yet, pointing out the inherent challenges in trying to make a large, tall, 3-row crossover into any kind of out-and-out performance vehicle.
Handling aside, we didn't have enough time to test whether the hybrid MDX delivers better fuel economy in real-world use than the standard model.
Certainly the EPA ratings for it are significantly higher. It's rated at 26 mpg city, 27 highway, for a combined 27-mpg figure against the 19/26/22 ratings for the non-hybrid version, even when fitted with a Start-Stop system.
Living with the MDX
Most 3-row crossovers, luxury or not, are bought by families who use them to haul people and gear—despite the number we see daily on the roads with only a driver inside.
The MDX has retained its popularity because Acura understands what those buyers want, just like the more mass-market (and very good) Honda Pilot to which it's related.
The current MDX was launched in 2014, and received some updates this year, most notably a new front end from the doors forward.
It now has a trapezoidal grille replacing Acura's polarizing "beak" front end, which is being phased out altogether. It took us a while to notice that the grille pattern is actually a sort of sunburst emanating out from the Acura calipers logo in the center—a nice and subtle touch that distinguishes it from more conventional mesh or horizontal-bar grilles.
Other design tweaks included twin exhausts, 20-inch alloy wheels, 2nd-row captain's chairs with a console between them, and exposed-grain wood trim inside.
Miscellaneous notes
We look forward to spending more time on the road with an MDX Sport Hybrid. From our day of driving, here are a few random first impressions:
Engine starting and stopping was well concealed by sound-deadening and vibration damping material, and was mostly imperceptible
Under gentle driving, the battery would accelerate the hybrid MDX to roughly 20 mph without turning on the engine—though few drivers are likely to use the car that way
On 1 long downhill, the MDX Sport Hybrid regeneration plus a touch of brake were enough to cause the battery gauge to rise slowly but steadily to "Full"
Unlike most hybrids, Acura provides no power gauge in the instrument cluster, though a power-flow diagram is available on the center display
The battery-charge gauge is a mirror image of the fuel gauge, with only a small battery diagram to indicate what it's showing
The all-black interior, despite its optional wood trim, contrasting stitching, and silver accents, felt dark and oppressive; we much prefer the grey or cream versions
We're not fans of Acura's touchscreen display and controller knob system: it took four separate taps to turn on the heated seats—each time we switched on the ignition
Competitors?
Beside the new front-end design, the big news for the MDX this year was the addition of the hybrid version, giving the MDX an entry among a competitive set that uses a remarkable variety of technologies under the "hybrid" label.
The Lexus RX 450h uses Toyota's twin-motor full-hybrid system, though it's always had a reputation for not delivering on its fuel-economy ratings for many buyers. The rare, low-volume Infiniti QX60 has a weak, single-motor mild-hybrid system that was widely panned in its Nissan Pathfinder Hybrid sibling, yanked off the market after a year.
Neither of those vehicles is remotely sporty, though the Infiniti in particularly proved significantly quieter on our test loops than the hybrid Acura MDX.
Competitors?
Beside the new front-end design, the big news for the MDX this year was the addition of the hybrid version, giving the MDX an entry among a competitive set that uses a remarkable variety of technologies under the "hybrid" label.
The Lexus RX 450h uses Toyota's twin-motor full-hybrid system, though it's always had a reputation for not delivering on its fuel-economy ratings for many buyers. The rare, low-volume Infiniti QX60 has a weak, single-motor mild-hybrid system that was widely panned in its Nissan Pathfinder Hybrid sibling, yanked off the market after a year.
Neither of those vehicles is remotely sporty, though the Infiniti in particularly proved significantly quieter on our test loops than the hybrid Acura MDX.
Can anyone explain why you cannot configure this interior color on Acura's USA website for an MDX SH-AWD or Sport Hybrid? It's not cappuccino, it's saddle brown~ish.
Seattle, WA – What do you do if you’re the manufacturer of 2 of the top 3 SUVs and one of them is the best selling SUV of all time? The first is the Acura RDX and the second is the Acura MDX, which is the titleholder. If you’re as passionate about your product as Jon Ikeda, the Vice President and General Manager of Acura, you come up with a special vehicle – hence the development of the 2017 Acura MDX Sport Hybrid, the focus of which is to build the brand to an even higher standard – his philosophy is “If there’s a Bar – Raise it”. And raise it he has, at the helm of Honda’s luxury division with “Precision Crafted Performance”
Hybrid SUVs are currently part of an emerging segment in the auto industry and Acura’s entry into that segment is the 2017 Acura MDX Sport Hybrid, which actually shares its hybrid technology, featuring similar mechanical components with 2 other hybrid vehicles: the Acura TLX Sport Hybrid Sedan; the Acura MDX Sport Hybrid SUV: and on the top rung of the ladder, the Acura NSX hybrid supercar. All 3 also share efficient and refined electrification and torque vectoring Super Handling All-Wheel Drive, as well as Acura’s new design direction, leading off with Acura’s new signature Diamond Pentagon Grille.
The MDX Sport Hybrid is only $1,500. more than the non-hybrid version and it delivers 31 more horsepower and 22 pound feet more torque. The Sport Hybrid’s EPA mileage estimates are better yielding $350-$450 per year in estimated fuel savings. The non-hybrid is powered by a 290 horsepower 3.5-liter iVTEC V6, while the MDX Sport Hybrid draws it motive force from a 3.0-liter SOHC, 24-valve i-VTEC V6 engine with port fuel injection and Drive-by-wire throttle system that delivers 257 horses at 6,300 rpm and 218 pound feet of torque at 5,000 rpm. The engine couples with: a Front Direct Drive Motor rated at 47 horsepower @ 3,000 rpm with a 109 lb.-ft of torque @ 500-2,000 rpm; and a Rear Twin Motor Unit:
Horsepower (kW) (36 + 36) @ 4,000 rpm / Torque: (54 + 54) @ 0-2,000 rpm powered by Lithium Ion batteries. Combined System Horsepower is 321and Combined System Torque measures 289 lb.-ft.
Energy is geared to the driving wheels via a Motor integrated 7-speed DCT automatic transmission with sequential SportShift Paddle Shifters.
Key dynamic change points of the MDX Sport Hybrid are: “Always-On E-torque vectoring; an Active Damper System; and an electric Servo brake. Other change points over the non-hybrid are: body colored side sills and aluminum sport pedals.
There are 2 trim levels for the MDX Sport Hybrid: the Technology Package priced at $51,960. and the Advanced Package, which starts at $58,000. Destination and Handling charge is $975.
The new MDX look is attributed to the inspiration of the Acura Precision Concept Show vehicle and the third generation was designed was actually designed with a Sport Hybrid in mind, with the performance-driven platform developed in the U.S. The system layout features the 3.0-liter V6 engine up front coupled to the 7-speed DCT transmission with built-in motor, followed by the Intelligent Power Unit and Power Control Unit, and wrapping up with the Twin Motor Unit in the rear. Cabin space and versatility are not compromised with the Sport Hybrid MDX providing the same dimensions as the non-hybrid version.
In profile, the 2017 Acura MDX Sport Hybrid might appear to be simply a refresh of the 3rd generation Acura MDX, which received a complete redesign for 2014, but everything forward of the “A” pillar is all-new. The aerodynamic form is accentuated by the rising sculpted hood, sharply raked windscreen and gracefully arched roofline that falls away to the sloping rear end with its integrated roof spoiler. Both the front and rear overhangs are short. The exposed dual exhaust and 20-inch alloy wheels and tires that fit nicely into the wheel well arches and the bright dual exhaust tips add to the bold athletic persona of the MDX Sport Hybrid.
During the national press launch program, my driving partner and I drove an Advance trim version of the MDX Sport Hybrid SH-AWD with a Modern Steel Metallic exterior finish and an interior done in Ebony with light contrasting piping and open pore wood trim accents. The sticker began at $58,000, which came to a final $58,975 after adding the Destination and Handling charge.
SUMMARY: The interior of the 2017 Acura MDX Sport Hybrid SH-AWD is a truly nice place to be on a cold, rainy day. It is well finished and user friendly, not to mention stylishly executed. Elegance and luxury are both present featuring Milano leather with piping and contrast stitching, heated and vented front seats, surround view camera, heated 2nd row Captain’s chairs with center console, 2nd row sunshades, heated steering wheel and LED foglights and Welcome lights.
The Integrated Dynamics System provides four driving modes to best suit the driver’s requirements and conditions. Comfort, Normal, Sport and Sport+ that fine tune throttle response, 7 DCT/ EV Assist, SH (TMU), steering, damper and ASC in varying degrees depending upon the mode chosen.
The MDX Sport Hybrid’s safety credentials include: Acura Watch Technologies withLane Keeping Assist, Collision Mitigastion Braking System, Adaptive Cruise Control with Low Speed Follow and Road Departure Mitigation; Advanced Compatability Engineering™ (ACE™) Body Structure; Pedestrian Injury Miitigation Design; VSA with Traction Control; Motion-Adaptive Electric Power Steering; Brake Assist; Advanced 4-Channel ABS with Electronic Brake Distribution; Dual-Stage, Multiple-Threshold Front Airbags; Driver and Front Passenger SmartVent® Side Airbags; Driver Knee Airbag; and Side Curtain Airbags with Rollover Sensor; Adjustable Head Restraints; Lower Anchors and Tethers for Children (LATCH); Tire Pressure Monitoring System; Surround-View Camera System; Parking Sensors (available); Blind Spot Information; and Rear Cross Traffic Monitor.
The adaptable ride quality delivers a variety of damping settings to accommodate occupante preferences, but all are comfortable, while providing a flat stable attitude. The SH-AWD and its torque vectoring makes cornering a breeze – even in the wet., along with the positibve on-center feel served up by the EPAS.
Comfort and convenience are paramount as is connectivity and infotainment features along with AcuraLink and Bluetooth.
All in all, Acura has ensured its future success again with a stellar SUV that also delivers on the performance field. Consider it poised to capture the number 1 sale position from Lexus.
SPECIFICATIONS: 2017 Acura MDX Sport Hybrid Advance
Base Price: $58,000.
Price as Tested: $58,975. Engine Type and Size: 3.0-liter SOHC, 24-valve i-VTEC V6 with port fuel injection and Drive-by-wire throttle system.Horsepower (bhp): 257 @ 6,300 rpm
Torque (ft./ lbs.): 218 @ 5,000 rpmFront Direct Drive Motor:
Horsepower (kW) 47 hp @3,000 rpm
Torque: 109 LB.-ft@ 500-2,000 rpmRear Twin Motor Unit:
Horsepower (kW) (36 + 36) @ 4,000 rpm
Torque: (54 + 54) @ 0-2,000 rpm
Lithium Ion batteries
Combined System Horsepower: 321
Combined System Torque: 289 Transmission: Motor integrated 7-speed DCT automatic with sequential SportShift Paddle Shifters.
Drive Train: Transversely mounted front engine / SH- AWDSuspension: Front – MacPherson strut with Active Damper System and 25 mm stabilizer bar.
Rear – Multi-link with Active Damper System and 26.5 mm stabilizer bar. Brakes: Power-assisted 4-wheel discs (vented front) with ABS, EBD and BA.
The 2017 Acura MDX Hybrid is a most impressive luxury SUV with all the advantages that a hybrid has to offer along with exemplary performance and conveniences.
Can anyone explain why you cannot configure this interior color on Acura's USA website for an MDX SH-AWD or Sport Hybrid? It's not cappuccino, it's saddle brown~ish.
Almost positive that's just the Espresso interior- it looks much darker on Acura's website for some reason
We lauded Acura’s 3-row crossover as master of the genre when this generation 1st set tire to pavement in 2014. Its attractive and distinctive design, available torque-vectoring all-wheel-drive system, sporty handling, and practicality remain its strongest characteristics. A new set of standard safety technologies and a facelift this year have added to its charm, and an NSX-derived hybrid model is now available. The MDX is still one of our favorite vehicles in this segment, but it’s no longer the best, having been outpaced by a couple of newer competitors that do their jobs better.
What’s New for 2017?
Don’t be fooled by the nose job; the Acura MDX is not all new for 2017. The signature Acura grille—oft derided for its beaklike appearance—is history, though. It has been replaced by a pentagonal diamond-pattern air intake, the 1st application of a new design direction for the Japanese luxury brand. Minor front sheetmetal revisions and new exhaust outlets round out the MDX’s makeover. The biggest development, however, is the introduction of a hybrid model, which uses a modified version of the Acura NSX’s powertrain to increase both power and efficiency. Acura’s suite of active-safety equipment trickles down to become standard on base models this year.
Trims and Options We’d Choose
Quicker, more powerful, and more efficient than the base model, the MDX Sport Hybrid is our choice. For $52,935, the MDX hybrid comes standard with the Technology package. Standard fittings include:• All-wheel drive with torque vectoring
• Navigation with real-time traffic information
• Heated leather front seats
• Blind-spot monitoring and rear cross-traffic alertFor buyers who aren’t interested in hybrid technology, a gasoline-powered MDX with its available Super-Handling All-Wheel Drive system, also known as SH-AWD, is also a satisfying choice. That package starts at $47,025.
Engine and Transmission Rating:
The nine-speed automatic is good but not perfect, but the MDX is quick, and Acura’s all-wheel-drive system makes it 1 of the best-handling vehicles in the class. Also of note is a new supercar-derived hybrid powertrain, which suggests that a willingness to experiment lives on at Acura.The 290-hp 3.5-liter V-6 that powers the MDX is typical of the powerplants in 3-row crossovers, and it’s a strong workhorse for the MDX. A nine-speed automatic transmission replaced the previous six-speed for the 2016 model year and helps the MDX to be quicker than before with little to no loss of fuel efficiency. The nine-speed is mostly smooth and sure-footed, but it can be slow to downshift when you want acceleration.
Front-wheel drive is standard, but we’ve only tested MDXs equipped with Acura’s highly competent all-wheel-drive system. With all 4 wheels clawing the pavement, the MDX can sprint from 0 to 60 mph in 6.0 seconds, an athleticresult for any vehicle and particularly impressive for one that can seat 7.
The MDX Sport Hybrid is powered by a version of the 3-motor hybrid system that graces Acura’s halo car, the NSX supercar. Because 2 of those 3 motors power the rear wheels, the hybrid MDX has all-wheel drive. This powertrain creates a total of 321 horsepower using its 3 motors and a 3.0-liter V-6 engine. We observed that the hybrid MDX could go up to 35 mph or so on electric power alone, but we were most pleased by its ability to shoot from 0 to 60 mph in 5.7 seconds in our testing, quicker than any other model tested here except for the Audi Q7.
The MDX’s EPA fuel-economy ratings are very similar to those of the competition, but it outperformed expectations—and its rivals—in our real-world highway fuel-economy test. The hybrid version offers a massive improvement in city fuel economy.Rated by the EPA at 19 mpg in the city and 26 mpg on the highway when equipped with all-wheel drive and an optional stop/start system, the nonhybrid Acura MDX isn’t exactly an Energy Star. The competition is similarly mediocre on this front; the simple fact is that large vehicles need more fuel to get around. Front-wheel-drive MDXs perform slightly better across the board, and the hybrid model earns an EPA rating of 26 mpg in the city—a 37 percent improvement versus the standard MDX—and 27 mpg on the highway.
Fuel Economy Ratings Compared
We’ve devised our own fuel-economy test in an attempt to replicate how most people drive on the highway. Our procedure entails a 200-mile out-and-back loop on Michigan’s I-94 highway. We maintain a GPS-verified 75 mph and use the cruise control as much as possible to mimic the way many drivers behave during long trips.
The all-wheel-drive regular MDX is the most efficient of the group tested here. The hybrid MDX, 244 pounds heavier and unable to make the most of its electric motors at highway speeds, returned a somewhat underwhelming 25 mpg in that test.
Test Results: Highway Fuel Economy
Test Results: Highway Range
Performance and Driving Impressions Rating:
The MDX is a pleasure to drive. Acura’s all-wheel-drive system helps it to be more agile and engaging on the road than we expect a 3-row crossover to be, and the MDX accelerates eagerly as well.
Acceleration
The MDX is undeniably quick, making the run from 0 to 60 mph in 6 seconds flat in our testing. The MDX’s 9-speed snaps off quick, well-timed upshifts when pushed hard but doesn’t perform quite as well when accelerating from speed—accelerating onto the highway from an on-ramp, for instance—and sometimes pauses before downshifting in response to pedal inputs.
Test Results: Acceleration
The hybrid MDX was even quicker in our 0-to-60-mph test, at 5.7 seconds, and the inclusion of paddle shifters to guide the 7-speed dual-clutch automatic transmission proves that the MDX Sport Hybrid intends to earn its middle name. The transitions between the gasoline engine and the electric motors are seamless; most drivers won’t notice a thing when the engine comes to life after a stoplight.
Ride, Handling, and Steering
Acura’s Super Handling All-Wheel Drive (SH-AWD) constantly evaluates the driver’s steering, throttle and brake inputs, vehicle behavior, and traction and then directs torque where it’s needed most. When cruising, most of the power is sent to the front wheels. But when changing direction aggressively, an all-wheel-drive MDX can direct up to 70 percent of the available torque to the outside rear wheel to aid cornering.
The hybrid’s all-wheel-drive system relies on two electric motors powering the rear wheels. When accelerating, each motor powers a single wheel. During enthusiastic cornering maneuvers, the motor paired with the outside wheel can speed up slightly while the other motor slows its wheel, helping to turn the vehicle. This is a hybridized version of the torque-vectoring feature that helps make the nonhybrid MDX SH-AWD model’s handling so responsive and the car so enjoyable to drive. The hybrid also outperformed its standard sibling (and every other competitor tested here) by returning 0.87 g of grip on the skidpad, a test of a vehicle’s ability to hold the road when cornering.
The MDX gives up some of its edge on the competition when it comes to braking. The hybrid stopped in 188 feet, exactly the same distance as the standard MDX, and we noted some decreased braking power after successive hard stops. That’s not an abysmal result, but it’s 22 feet longer than the stop we recorded in an Audi Q7, which could make a big difference in an emergency.
Test Results: Maximum Braking Capability
Interior Rating:
The MDX has an impressive standard-equipment list, but Acura’s interior materials don’t feel as upscale or as carefully designed as in the Audi Q7 or the Volvo XC90. The new push-button electronic shifter on the center console is less user-friendly than the mechanical lever it replaces.
Interior Space Comparisons
Headroom in the MDX is on the low side for the class, perhaps because of the standard front sunroof. Various competitors in this class offer more legroom in each row than the MDX. Second-row passengers will appreciate that the bench seat can slide back and recline slightly, but that’s cold comfort for passengers in the cramped third row.
The MDX has a comprehensive list of standard equipment. If the basics aren’t enough, optional-equipment packages can turn it into a multiple-screen entertainment arena that Charlie Chaplin could never have imagined.FeatureStandard/OptionalTilting steering columnStandardTelescoping steering columnStandardPower-adjustable steering columnStandardHeated steering wheelOptionalPower-adjustable pedalsNot AvailableMemory driver’s seatStandardMassaging driver’s seatNot AvailableMassaging front-passenger seatNot AvailablePower driver’s seatStandardPower front-passenger seatStandardHeated front seatsStandardHeated rear seatsOptionalCooled front seatsOptionalCooled rear seatsNot AvailableHead-up displayNot AvailableRear-seat entertainment systemOptional
To accurately measure seating height—the distance from the road to the driver’s hip—we use an H-Point Machine (HPM), a precisely engineered device marketed by SAE International. This versatile tool, in conjunction with a laser device, reveals the width and location of roof-pillar visibility obstructions (blind spots). Our HPM and laser measurement tools determine the length of road obscured by the hood as well as the road obscured by the trunk or hatch (as seen through the rearview mirror).
As in most 3-row crossovers, the biggest impediments to outward visibility are the wide, sloping rearmost pillars. Drivers will have to be vigilant when changing lanes on crowded roads. Roof pillars protect occupants in a rollover crash, but they also create blind spots. We determine visibility by measuring the location and width of each pillar using an H-Point Machine and a laser beam (surrogates for a driver and eyeball, respectively). Front and rear visibility are calculated by subtracting the viewable area blocked by the pillars from a perfect 180-degree score.
Infotainment Rating:
Unfortunately, Acura’s infotainment system is straight from Honda’s parts bin, and the two-screen display is as ineffectual here as it is in any Honda Pilot or Accord. A plethora of power points and the available wide-screen entertainment system make up for some of the pain of paying extra foran ill-disguised, down-market system.
Infotainment Features
A departure from otherwise unusually comprehensive standard equipment offerings, the MDX is missing many infotainment features that we have come to take for granted in luxury cars. The MDX we tested was fitted with the $2000 Entertainment package, which includes five USB ports, a 110-volt power outlet, 12-volt and auxiliary inputs, and ports to connect media players to the wide-screen rear-seat video display. Bonus: the screen can display 2 different videos simultaneously.
In addition to its frustrating interface, Acura Link returned a “Fair” performance rating in our test of the touchscreen’s response to inputs. The middling performance was matched by most competitors we tested, but the Audi Q7 once again bested the MDX.
Test Results: Infotainment Response Time
By filming the infotainment screen while switching between various menus and then analyzing the high-speed video frame by frame, we are able to accurately measure the system’s response time. We rate infotainment response, or latency, on the following scale:
Cargo Space and Storage Rating:
There’s less space in the MDX’s cargo hold than in those of its two most compelling rivals, the Volvo XC90 and the Audi Q7, but the MDX aced our practical storage tests despite its on-paper deficit. Hybrid-curious buyers will be glad to know that, thanks to clever mechanical packaging, the MDX hybrid has the same cargo capacity as a nonhybrid MDX.As does every 3-row crossover we’ve tested, the MDX lacks usable storage space behind the 3rd row. A high load floor and a short rear overhangleave space for only 3 carry-on-size pieces of luggage when all 7 seats are in use. The MDX we tested came with a fold-flat 2nd-row bench.
With 15 cubic feet of storage space behind the third row, the MDX is right in line with its similarly cramped competitors. With both rear rows of seats flat, things improve greatly.
A large front center console gives the MDX an edge in interior storage. Choosing captain’s chairs for the 2nd row—new for 2017 as part of the $6040 Advance package—adds a 2nd-row center console that deletes a seat but improves storage for back-seat passengers.
Why do we use ping-pong balls?
To determine the interior space available to stash travel essentials, we’ve devised a range of measuring protocols. We use 6 beverage containers ranging in size and shape to gauge cupholder accommodation. We stack, stuff, and arrange 9-by-14-by-22-inch cardboard boxes to quantify the number of airline-carry-on-size suitcases that will fit in a trunk or folded seat’s cargo space. To measure irregularly shaped gloveboxes, door pockets, and console bins, we fill each container with 1.5-inch-diameter ping-pong balls. It’s tempting to convert the number of spheres to a volume (cubic inches), but we resist that calculation because—as with the box of tissues, 12-ounce can of soda, or gallon of milk you might stash in these compartments—there are voids between the balls. Random packing (our procedure) nullifies approximately one-third of the available space. The negative space between the balls could theoretically be reduced to 25 percent of an irregular shape with precise stacking, but while we might be pedantic, we’re not crazy.
Test Results: Maximum Cubby Storage
Exterior Rating:
The MDX’s beaklike grille was the subject of much ridicule, and it seems that the criticism has motivated Acura to make a change. The new model’s prominent LED headlights and tastefully creased sheetmetal are more traditional styling cues and serve the MDX well.
The new diamond grille is the centerpiece of the MDX’s 2017 refresh. Some find it bold and reminiscent of the successful Mercedes-Benz front end, which is also called a diamond grille. Others call it overdone and pine for the old beak. Either way, the MDX will stand out in a crowd.
Active Key-Fob Commands
Lock / unlockTrunkRemote startPanic alarmHold to open windowsHold to close windowsRemote parking2017 Acura MDX SH-AWDXXX
Passive Key-Fob Commands
Driver door lock / unlockPassenger door lock / unlockTrunkPush to startProximity approach lighting2017 Acura MDX SH-AWDXXXX
Safety and Driver Assistance Rating:
With excellent scores from both crash-test-rating agencies and a suite of standard safety features that often cost thousands of dollars in extras, the MDX is a standout even in this safety-conscious class.
Crash Test Results
The National Highway Traffic Safety Administration (NHTSA) and the nonprofit, independent Insurance Institute for Highway Safety (IIHS) evaluate vehicles for crashworthiness in the United States. NHTSA assigns cars an overall rating out of five stars. IIHS uses a different set of tests, grades cars on a scale of Good to Poor, and awards the vehicles that perform best across its tests with Top Safety Pick or Top Safety Pick+ honors, the latter of which requires that the subject’s automated forward-collision-braking system performs well.The MDX earned a 5-star rating from NHTSA and a Top Safety Pick+ score from IIHS, outdoing even safety king Volvo: Its XC90 was a Top Safety Pick but didn’t earn the +.
National Highway Traffic Safety Administration (NHTSA) Test Results
2017 Acura MDX SH-AWD
Insurance Institute for Highway Safety (IIHS) Test Results
2017 Acura MDX SH-AWDSmall OverlapModerate OverlapSide ImpactRoof StrengthHead Restraints and SeatsTop Safety Pick or Top Safety Pick+?GoodGoodGoodGoodGoodTop Safety Pick+
When equipped with a 2nd-row bench seat as our test car was, the MDX has 3 LATCH anchors in the second row, where most vehicles have only 2. The middle set borrows an anchor from the outboard driver’s-side seat, so all 3 positions could not be in use at once, but the MDX allows parents more options than they would have in many other vehicles.Front-wheel-drive MDXs do not come equipped with a spare tire, receiving instead a tire-repair kit. All-wheel-drive models have a spare tire stored under the cargo floor.
Vehicle Tested: 2017 Acura MDX
Active Safety Features
The MDX comes standard with a nearly complete array of active-safety technologies, including lane-keeping assist, automated emergency braking, and adaptive cruise control. Blind-spot monitoring with rear cross-traffic alert is available as part of the Technology package. Front and rear parking sensors are part of the optional Advance package.
Gridlines integrated in backup camera view?Do gridlines move with steering wheel?Does volume of audio system reduce when reverse is selected?2017 Acura MDX SH-AWDYesYesNo
Warranty Rating:
Acura’s new-car warranty is largely standard fare for luxury brands, but it’s missing the complimentary scheduled maintenance that Lexus, Volvo, and others offer as part of a purchase.
Warranty Comparison
VehicleLimited WarrantyPowertrain WarrantyHybrid Component WarrantyCorrosion ProtectionRoadside AssistanceComplimentary Scheduled Maintenance2017 Acura MDX4 years / 50,000 miles6 years / 70,000 milesN/A5 years (unlimited miles)4 years / 50,000 milesNone2017 Infiniti QX604 years / 60,000 miles6 years / 70,000 miles8 years / 100,000 miles7 years (unlimited miles)4 years (unlimited miles)None2017 Lexus GX4604 years / 50,000 miles6 years / 70,000 milesN/A6 years (unlimited miles)4 years (unlimited miles)1 year / 10,000 miles2017 Volvo XC904 years / 50,000 miles4 years / 50,000 miles8 years / 100,000 miles12 years (unlimited miles)4 years (unlimited miles)3 years / 36,000 miles2017 Audi Q74 years / 50,000 miles4 years / 50,000 milesN/A12 years (unlimited miles)4 years (unlimited miles)1 year / 5000 miles
Nearly two decades after the Honda Insight introduced hybrids to America, the technology is still rare among crossovers. That could be because blending crossover and hybrid genes usually begets mediocrity. In exchange for a few more mpg, you get a heavier, lazier family hauler that’s no fun to drive. Credit Acura for upending that paradigm. The MDX Sport Hybrid SH-AWD tested here imbues Acura’s recently facelifted 3-row crossover with hybrid components similar to those from the NSX supercar, and the result is a breakthrough vehicle, one that actually deserves the Sport in its name.
A transversely mounted 3.0-liter V-6 rated at 257 horsepower powers this MDX’s front wheels through a 7-speed dual-clutch automatic. A 47-hp electric motor/generator geared to the transaxle assists by cranking the engine, providing supplemental thrust, and charging the 1.3-kWh lithium-ion battery pack located under the front seats. What Acura calls a Twin Motor Unit (TMU) lives between the rear wheels, kicking in another 72 horsepower on demand. Identical in most respects to the double-motor package that energizes the Acura NSX supercar’s front wheels, the TMU serves as a smart differential. During gentle launches, each motor drives one rear wheel while the engine naps. To augment cornering vigor, 1 motor powers the outside rear wheel while the other slows the inside, a clever version of torque vectoring. During those differential moments, the impeding motor sends electrical current to the battery pack. The lack of a driveshaft between the axles leaves ample room under the floor for a 72-cell battery pack and a power-control unit. The former is cooled by cabin air, the latter by circulating liquid. Thanks to careful packaging, the hybrid’s 15-cube cargo hold matches that of the front-drive, gas-only MDX, and there is only 1 cubic foot less of passenger volume.
This MDX Sport Hybrid tops both the conventional MDX and the Toyota Highlander hybrid in acceleration. It hustles to 60 mph from rest in 5.7 seconds, through the quarter-mile in 14.5 seconds, and to 100 mph in 15.5 seconds, beating the Highlander by 1.3, 0.9, and 1.7 seconds. The gaps between the hybrid and nonhybrid Acuras are narrower. While the Volvo XC90 T8 plug-in is quicker at low and medium velocities, the MDX hybrid takes the lead beyond 110 mph. (We haven’t recently tested the only other three-row hybrid crossover, the Infiniti QX60.) Although it carries an additional 244 pounds compared with its nonhybrid sibling, the MDX hybrid stopped from 70 mph in the same 188 feet. While that’s reasonable for a 3-row crossover, it’s 5 feet longer than the Toyota and 12 feet longer than the Volvo. At least this hybrid’s brake pedal remains high and firm until the 3rd or 4th hard stop, when hints of fade intervene.
Cornering is where the MDX hybrid showed the biggest advantage over competitors. No doubt thanks to the electric torque vectoring and the handling-oriented suspension tuning, the MDX hybrid circled our skidpad at 0.87 g versus the Toyota’s 0.77 g, the Volvo’s 0.81 g, and the nonhybrid MDX’s 0.83 g. (The Toyota, the Volvo, and the nonhybrid MDX were inhibited by stability-control-system intervention.) Also to its credit, the Acura hybrid’s body roll and understeer characteristics approach those of a sports sedan. The electronically controlled variable dampers manage wheel and body motion without spoiling ride quality.
Complementing this MDX’s admirable performance stats is its total lack of hybrid antics. The gasoline engine and the electric motors join forces so willingly that the only clue something special is afoot is when the tachometer needle is resting on its 0-rpm peg and you’re moving. With a light touch on the accelerator, you can creep up to about 40 mph on pure electric propulsion. As high as 55 mph, the engine winks off during deceleration to save gas, restarting seamlessly. And during braking, where blending friction and regenerative deceleration challenges many hybrids, there’s no clue that this Acura is anything other than a conventional SUV.
With a starting price of $52,935 for the base Technology package model, the hybrid costs only $1500 more than an equivalent regular MDX with four-wheel drive (and $3500 more than a front-drive model). Aside from the improvements in acceleration and cornering ability, this choice also pencils out in terms of fuel efficiency. The MDX Sport Hybrid earned an EPA city rating of 26 mpg, topping the nonhybrid by 7 mpg, and a highway rating of 27 mpg, a gain of 1 mpg. By the EPA’s calculations, the difference in fuel costs for a year’s worth of driving is $350. That means the hybrid pays for its premium in 4.3 years of ownership (based on national-average fuel costs and 15,000 miles of driving per year).
Exterior acknowledgement of this MDX’s green lean is limited to a discreet hybrid badge on each front fender. Inside, a sporting theme prevails. The throttle, brake, and dead pedal are topped with bright metal plates, there are paddle shifters behind the grippy steering wheel, and the driver is offered a choice of four operating modes. In normal driving, second-gear starts save fuel. In Sport+, the shift schedule is more aggressive and the engine runs continually to fortify response.
Although impressive overall, this crossover misses the mark in a few areas. The electrically assisted power steering is too light and totally lacking in feedback. The front seat bolsters aren’t firm enough to support the driver’s thighs at the high cornering rates possible here. And we long for a summer-tire option (in lieu of the standard all-season rubber) to amplify this hybrid’s handling edge.
The 3rd-row seats are kid space due to their restricted access avenues and low bottom cushions that jack adult knees high in the air. Folding the rear-seat backrests boosts cargo volume from 15 to 38 cubic feet; sacrificing the 2nd row swells the hold to 68 cubic feet, not counting a handy underfloor bin at the extreme rear.
Our Advance package test car cost $58,975—$6040 more than the base Technology package MDX Sport Hybrid. Those prices include equipment that costs extra in competing SUVs. Both editions are equipped with 20-inch wheels and high-performance all-season tires, navigation, 3-zone automated climate control, a sunroof, adaptive cruise control with automatic emergency braking, lane-keeping assist, rain-sensing wipers, remote start, a premium sound system, and an array of traffic monitors. The Advance package adds second-row captain’s chairs, surround-view cameras, parking sensors, perforated and heated leather upholstery, real ash wood trim, USB ports for 3rd-row users, front-seat ventilation, second-row sunshades, and other luxury touches.
What’s most encouraging about the new MDX hybrid is how it borrows technology from a $156,940 supercar to improve the efficiency and overall satisfaction of a mainstream crossover. We can only hope that other makers follow Acura’s fruitful path.
How did Acura let the best in class Ground clearance slip past them to another competitor??? Next you are going to tell me the mirrors arent expensive looking and aerodynamic, and the all season tires arent all season and just season now
04-01-2017, 09:09 AM
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By placing the hybrid powertrain in the center of the underbody, Acura lowered the center of gravity by 26mm, giving the MDX Sport Hybrid less body roll. This was noticeable during our drive in the windy roads outside of Seattle, where the three-row SUV handled the curves with confidence. The Super Handling All-Wheel Drive system lived up to its name, and even when experiencing wet roads and big puddles, the MDX hardly lost any traction. Although most of the time we drove in Sport mode, the MDX Sport Hybrid also shined in Normal mode—it demonstrated a quick acceleration, thanks to instant torque delivery from the hybrid powertrain. Comfort and Sport+ modes are also available. When driving in Sport and Sport+, drivers will feel a stiffer steering and suspension. (Sport+ adds more throttle mapping and higher rpms.) Acura said that when driving only in Sport+, fuel economy numbers will decrease. The seven-speed dual-clutch transmission performs smoothly, and drivers can manually shift using the paddle shifters behind the steering wheel.
All 2017 MDX hybrids are equipped with AcuraWatch, a suite of safety and driver-assistance technologies that includes a collision mitigation breaking system, lane departure warning, forward collision warning, lane keeping assist, adaptive cruise control with low-speed follow and road departure mitigation, auto high-beams, and blind-spot warning with rear cross-traffic alert. Like for the non-hybrid MDX, Acura expects the Sport Hybrid to get Top Safety Pick+ in IIHS tests and a 5-star overall rating from NHTSA.
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The hybrid MDX’s front-mounted V-6 engine is 3.0-liter unit that offers 257 hp and 218 lb-ft of torque. Its mated to a smooth 7-speed dual-clutch transmission, which includes the front motor.
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When it shows up on dealer lots later this month, Acura expects the MDX Sport Hybrid to woo a small but not insignificant number of buyers with the promise of guilt-free performance. Rather than following the tried-and-true route — shoehorn in a larger engine, or maybe strap on a turbocharger — Acura went a different direction. Why not use technology you already have on the shelf?
For the most part, yes. But the Sport Hybrid’s role is twofold. Foisting go-faster electrical bits aboard existing models might help Acura craft (or rekindle) a high-tech, high-performance image, but it also gives it an entry in a fledgling segment. One simply can’t leave the higher-end hybrid SUV field to Lexus, Infiniti, Volvo and zee Germans.
Even premium buyers aren’t immune to nickel and diming. Putting on its Hyundai hat, Acura figured a lowest-in-segment price might sweeten the pot — hopefully making the Sport Hybrid “the vehicle people think of,” said Robinson.
Crawling away from a stop up an Everest-like incline in downtown Seattle, the twin motor unit driving the rear wheels brought us up the grade under oh-so-gentle throttle pressure; its combined 72 horsepower and 108 lb-ft of torque providing a gentle push. You could expect greater distance on flat ground, with the twin motors (connected via a one-way clutch) drawing as much range as throttle input will allow from the 1.3 kWh battery pack — “Intelligent Power Unit” in Acura parlance — located under the front seats.
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Jake Lingeman - Jake Lingeman is Road Test Editor at Autoweek, reviewing cars, reporting on car news, car tech and the world at large.
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The bottom screen is a touchscreen, which works well, but replaces too many physical buttons. Front seat heating and cooling were there, requiring you to look over into a menu if your bum starts to feel like it’s getting crispy from too much heat. Even more annoyingly hidden is the fan speed, which you can’t grab quickly without messing with the screen.
Those of us who look at large vehicles because our “kids” are race cars or boats, not little humans, will have an additional disappointment with the MDX Sport Hybrid- Acura doesn’t recommend towing with it.
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