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MM Full-Review: 2019 Acura MDX A-Spec
By request, a Review of the 2019 Acura MDX
https://www.acura.com/rdx
IN A NUTSHELL: Competent, well-built, and a perennial strong-seller.
CLOSEST AMERICAN-MARKET COMPETITORS: Lexus RX (which now has a 3-row option), Infiniti QX60, GMC Acadia. There are other potential competitors, but, in size/price/features/seating-capacity, those three seem to be the closest. If anyone feels that there are other very close competitors, though, I'm open to suggestions.
OVERVIEW:
Although long-overshadowed by its Lexus competitors, Acura, the premium division of Honda, in 1986, was actually the first brand to introduce upscale Japanese-nameplate vehicles to the American market. The brand initially, and for a number of years, along with Lexus, set standards for quality and reliability, although newer Acura models, in the last several years, have had spotty reliability records and are no longer in the top rankings at Consumer Reports. Nevertheless, even if long-term reliability is down some, they still, like many of today's Korean products, come from the factory screwed together like a Swiss Watch. And, of course, the mid-size, 3-row, crossover MDX has been perennially popular...many of us have either owned/leased one ourselves or known someone who has. It has been popular because its conservative inoffensive styling, good assembly quality, space efficiency, versatility, all-weather traction, and good resale value have appealed to a lot of people and families, although its dealer network in the U.S. is somewhat more sparse than its brother downmarket Honda division. Like most crossover unibody SUVs, it is not designed for heavy towing or significant off-roading, but fits its (intended) role of a suburban-shopping/commuting/family-vacation vehicle very well.....and the sales figures show it. The current, Third-Generation MDX was introduced for the 2014 model year, and, with some facelifts for the 2017 model year (including the addition of a hybrid model), continues for the 2019 model year. A rumored redesign for 2020 was coming (with some spy-shots that have been taken of one in testing), but Acura has not announced any details, nor (as of this writing) published anything on its web site about the 2020. The people at the dealership said the next-generation MDX will not arrive until 2022...we'll see. Anyhow, the review-request was made for the 2019, so that's what I will stick to for now. For 2019, the American-market MDX is a somewhat unusual pricing-structure in that it is not sold by traditional trim levels, but according to drivetrain and/or package options.....somewhat too complex to list here in detail, so I'll include the web-site Build-Your-Own feature for reference. Basically, though, two engines are offered. Gas versions come with a 3.5L V6 of 290 HP/267 ft-lbs. of Torque, 9-speed automatic, and choice of FWD (front-wheel-drive) or SH AWD (all-wheel-drive). Hybrid versions come with AWD, a 3.0L V6 of 257 HP, Hybrid Electric-Drive motor of 47 HP, 7-speed dual-clutch auto-manual transmission, and two additional electric motors, on the rear wheels, of 36 HP each (total system 321 HP/289 ft-lbs. of Torque). New this year on the MDX, for 2019, is a sport-oriented A-Spec package that was previously available on some other Acura models....the owner of our condo-management firm has a new silver 2019 with the A-Spec package. The package is mostly cosmetic (two-tone red/black interior and some black/dark-color interior/exterior accents), but does include dark-gray 20-inch wheels and LED fog lights. Base prices for the new MDX start at $44,300 for FWD gas versions, and run to $60,050 (or more) for Hybrids with many package-options.
https://www.acura.com/build-price/md...FCFA1#packages
As usual, I examined and checked out several different interiors, but, for the test-drive itself, since the review-request was for the A-Spec, I chose a bright red A-Spec model with black Leather/Alcantara seats.
MODEL REVIEWED: 2019 Acura MDX SH-AWD A-Spec
BASE PRICE: $54,800
OPTIONS:
Premium Paint Color: $400
DESTINATION/FREIGHT: $995 (Reasonable for a vehicle of this size and bulk).
LIST PRICE AS REVIEWED: $56,195
DRIVETRAIN: SH-AWD, Transversely-Mounted 3.5L V6, 290 HP @ 6200 RPM, Torque 267 Ft-lbs. @ 4500 RPM, 9-speed automatic transmission with Sport-Shift paddles.
EPA MILEAGE RATING: 19 City, 25 Highway, 21 Combined
EXTERIOR COLOR: Performance Red
INTERIOR: Black Leather/Alcantra.
PLUSSES:
Smooth, quiet V6 has adequate power.
Generally comfortable seats.
Nice leather-grade for the seats.
Simple, clear, round, easy-to-read primary gauges.
Nicely-integrated video screen on the dash.
Mostly solidly-built interior materials.
Superb cargo-area materials and fit/finish.
Body side moldings available as dealer-accessory.
Solid-closing doors.
Cargo pull-cover available as dealer accessory.
Nicely-done paint job.
Some nice paint-color choices.
Full luxury-grade standard warranty (6/70 Drivetrain, 4/50 Bumper-to-Bumper).
MINUSES:
Very poor underhood layout.
Unpredictable automatic transmission shifts.
Transmission shift-button motion takes some getting used to.
"Natural" wood trim looks rather synthetic.
Third-row seats mostly for children (or very small adults).
Glove box release-button hard to see.
Dealer network not as widespread as for Honda.
Latest-generation versions not as reliable as earlier models.
EXTERIOR:
The latest-generation MDX, on the outside, is styled in a generally simple and conservative manner that should not offend the senses of most of the buyer-class that it is oriented and marketed to. A number of previous Acura products had the controversial brushed-metallic "Parrot Beak" trim, above the grille, that some people didn't like...even to the point where Acura dealers, at the request of some customers, before delivery of their new vehicles, were repainting those trim-pieces body color to make them less-noticeable. That is basically gone from the latest MDX.....though a trapezoidal-shaped grille itself remains that still has a faint hint of the parrot-beak shape. But the general shape of the vehicle is right out of classic Suburbia....most buyers who like vanilla styling will have no problem with it. The body sheet metal, like on virtually all newer vehicles, is quite thin in order to save weight, but all four doors (and the hood/cargo latch) still have a solid Thunk-feel and sound when they close. There is a choice of nine generally nice exterior paint colors and four interior colors, though some of the colors require certain package-trim levels. The paint job itself is quite well-done, though not quite to the mirror-like level of a typical Audi or Lexus product. Body-side (body-color) moldings, to protect the doors from parking-lot dings, are available as a dealer-accessory....it's nice to see manufacturers at least offer them again. Bicycle-racks for the roof are also available as a dealer-accessory. The MDX sitting in the showroom (one of the ones I looked at), like the classic Subaru Outback ads, had the rack installed, and two bicycles mounted upright on it. Some trim-versions include a black lower-body strip of cladding to protect from road debris...others don't. Wheels are either 18" or 20", depending on package. A-spec versions have 45-series low-profile tires, others have 50 or 60-series. Even the low-profile rubber, though, due to the tire width, looks like it has enough rubber on the sidewalls to give reasonable tire/wheel protection from all but the worst potholes. And the base-level 60-series tires and standard suspension, of course, generally help the ride comfort.
UNDERHOOD:
Raise the hood, and a single but adequately-strong gas strut holds the hood up for you...no fumbling with manual prop-rod. There is a nice underhood insulation pad to help absorb engine NVH. But the underhood layout itself is where the latest MDX flunks out...one of its worst features. Even on the gas version, without the added complexity of the hybrid components, it is difficult to reach or work on just about anything but the basic filler-caps, dipsticks, fluid-reservoirs, etc.... The transversely-mounted engine sits way down in the lower-compartment itself, where one (particularly shorter people) has to stretch way over the front or sides to reach it...and then a big black plastic engine cover blocks most of the engine-access itself. Big black plastic panels block just about everything around the engine itself...the salespeople said that was done to keep the engine reasonably clean, so that it wasn't covered with dire and grease at 100K miles. How much of that is truth, and how much of it double talk, is hard to say. The battery is on the right, where it sits under a large black piece of induction-housing for the air cleaner...the housing must be disconnected and removed to reach the battery.
INTERIOR:
The interior was quite nicely-done, overall, with only a few minor issues. As mentioned above, it comes in three colors (four, if you include the A-Spec package), though sometimes with the interior color choice depending on the exterior color. Like the exterior, the interior is generally styled in a conservative, restrained manner that should not offend its typical buyer-clientele. Space-efficiency inside is generally good, with enough headroom, even with the sunroof housing, for tall persons my size, and JUST enough in the rear. Rear legroom, overall, was not bad, though, of course, much of it depends on how you have the front seats adjusted. The steering wheel is a simple three-spoke design, with solid-feeling buttons and controls on it....many manufacturers cheap out on the quality of the steering-wheel buttons. The primary gauges are simple, round circles with easy-to-read figures and markings...somewhat like what we used to find on BMWs. There are two video-screens (each with different functions) mounted in the center-dash, one above the other...but they are both integrated into the dash-structure itself, and so avoid the tacky, add-on look present in a number of other vehicles. The sun visors had a nice fabric covering on them instead of a hard plastic surface, and were securely anchored in with the strong snap-holdings. All of the interior hardware and buttons/controls seemed of reasonably solid quality, fit/finish, and well-screwed together...a Honda/Acura trademark. The regular seats were generally comfortable and well-shaped for back support, though the cushion-padding was maybe a hair on the firm side. The A-Spec seats were (just) wide enough for my wide torso and legs....not too narrow, like in some other sport-oriented vehicle-packages. The seat leather itself was one of the nicest interior features (perhaps the cow won't agree)...no fake or imitation stuff here, and, on all but the A-spec version, the real leather comes standard, even on the base model. Instead of all-leather, the A-Spec includes Leather/Alcantra seats in a choice of all-black or wine-red/black two-tone seat pattern....a little different different from the Lexus F-Sport trim, which has a choice of all-black or all-burgundy red in the seats. The third-row seats, in the rear, were as well-upholstered as the first and second rows, though, of course, the lower roofline, more limited headroom, and narrower seat width made them unsuited for large adults, and generally for children, small pets, or small adults. The second-row seats, like in most comparable SUVs, slide forward for access to the third-row. The shift-buttons for the transmission were located, fore/aft, on the console, next to the drivers' seat, with large cup holders next to them, but the buttons themselves were somewhat awkward to use...more on that later. There were only two minor issues inside that I'll mention. First, the release-button for the glove box is not easy to see and press at first glance. Second, the "natural" wood trim (the website verifies it as natural, not fake) had a somewhat fake look to it.....like grained plastic. Base models and A-Spec versions do not have the wood trim at all....the A-Spec has what appears to be a carbon-fiber-like trim material on the dash. Third, unlike its sister RDX, the MDX, even though it doesn't have traditional shift-linkage under the console, still lacks the big, padded, open storage area found on the RDX...perhaps because the RDX is a brand-new design and the current MDX is several years old. But, overall, quite a nice job inside.
CARGO AREA/ TRUNK:
The cargo area was also quite well-done, with quality materials and excellent fit/finish. Raise the power-operated rear latch, and, except for a slightly drooping rear roofline, it is quite roomy and space-efficient. The solid floor panel is held down by a very solid secure-snap, and is lined with nice plush-feeling black carpeting, with carpeting on either side of it and lining both side walls. Solid, hinged chrome/metal (yes, real chrome metal, not plastic) cargo tie-down loops line the sides of the compartment. Under the main floor panel is a lift-out auxiliary storage compartment, and, under that compartment, is another panel-compartment with jacking tools mounted forward, in a sub-compartment, and, under that, the temporary spare tire. All of the materials felt solid and first-rate. The only significant omission in the cargo area was the lack of a standard pull-cover to keep prying eyes from its contents....but Acura offers one as a dealer-accessory (or, you can just toss a blanket over what you're carrying). A cargo net and/or cargo tray is also available as an accessory.
ON THE ROAD:
Start up the 3.5L V6 with a red dash button (the button is easy to see and not hidden by the wheel-rim as on some vehicles) and the big V6 comes to life with the smoothness and refinement one has come to expect from a Honda/Acura power plant. On the road, the V-6, even with a vehicle of this size and heft (and with the added weight/drag of AWD) has adequate power for all normal driving, with the vehicle lightly loaded (I didn't sample it fully-loaded). Put one's foot in the throttle (again, though, because it was a brand-new engine, I didn't take it much above 4000 RPM), and you can feel a slight push in your back.
The 9-speed transmission, however, lags well behind the engine in general refinement. I believe (but I am not 100% sure) that this is the same ZF-designed 9-speed, used in previous Honda/Acura products, that is also used in Chrysler/Jeep products...and has had a number of customer-complaints. Whether in full-automatic or manual-shift mode (or in the NORMAL/COMFORT/SPORT driving-mode) shift-points and smoothness seemed to vary quite a bit.......even more than one would normally expect from the three modes. Occasionally, some faint clunking noises would arise from the drivetrain (perhaps from the U-Joints?) when the transmission shifted under lift-throttle or light throttle conditions. In addition, the shift-buttons on the console take some getting used to. Some of them they look like normal shift-buttons (say, like the ones in Lincoln products), but don't operate like normal buttons...you push or pull on the sides of the button-edges instead. The Drive-Mode button on the console is also (until you get used to it) easily confused with the adjacent Drive/Sport-Manual mode button for the shifting.
Cruising and handling characteristics, though, were generally good for this type of SUV. Ride-comfort, something I had been concerned with from the A-Spec's 45-series tires, though not luxury-soft, was not bad at all, even over a bad (and I mean lousy) strip of asphalt pavement that was currently under construction. Of course, even though I did not sample them, the smaller wheels and higher-profile tires of the other versions could be expected to ride better. Wind noise was well-controlled....probably from the good insulation and thick/heavy, tight-fitting doors and layers of insulation in the cargo area. Road noise was reasonably well-controlled, although, again, the A-Spec tires put more rubber on the road with a wider footprint, and the smaller tires on other versions would probably ride a little quieter. As with most vehicles, the type and composition of the road surface also makes a difference....the more porous the surface, the more road noise you will usually get. Steering response, overall, was a little slower than I expected, although, of course, even with the A-Spec package, this is not a sports-car. Body roll is reasonably well-controlled. I noticed only small differences in engine power, steering response and ride comfort between the three driving modes (COMFORT, NORMAL, and SPORT).......and, as I mentioned earlier, the transmission seemed unpredictable no matter what mode you were in. The brakes were fine in all normal driving, and I didn't seem to have any problems with the brake/gas-pedal locations and my big Size-15 shoes.
THE VERDICT:
It's easy to see why this vehicle has been popular for so many years. It is generally inoffensively-styled (now that the parrot-beak grille is gone), well-built, has a good standard factory warranty if needed, is space-efficient inside, serves the needs of a medium-sized family quite well, can deal with all kinds of weather and (on-pavement) road conditions, comfortable enough to take a long vacation-drive in, and is ideal for the type of suburban use and shopping/kiddie-hauling we typically see nowadays. Of course, other mid-sized crossover SUVs, like the Toyota Highlander, Honda Pilot, Kia Sorento, and Hyundai Santa Fe can also say the same thing.....for generally less money. So, whether the MDX, or one of the other upscale mid-sized crossover SUVs like the Lexus RX or Infiniti QX60, is worth the extra money over the less-expensive models is a decision that only you, the vehicle-buyer, can make. And, yes, a loaded MDX can run into some good money, as the ones I looked at were.....60K is not chump-change. But that 60K, or even the mid-high 40s like for a base-model MDX, guys a pretty good solid SUV. My only real suggestion to Acura for the (supposedly) upcoming 2022 redesign would be to consider a different transmission for the non-Hybrid versions....Hybrids, of course, use a different transmission already.
And, as always, Happy Vehicle-Shoppping.
MM
DRIVING IS BELIEVING
By request, a Review of the 2019 Acura MDX
https://www.acura.com/rdx
IN A NUTSHELL: Competent, well-built, and a perennial strong-seller.
CLOSEST AMERICAN-MARKET COMPETITORS: Lexus RX (which now has a 3-row option), Infiniti QX60, GMC Acadia. There are other potential competitors, but, in size/price/features/seating-capacity, those three seem to be the closest. If anyone feels that there are other very close competitors, though, I'm open to suggestions.
OVERVIEW:
Although long-overshadowed by its Lexus competitors, Acura, the premium division of Honda, in 1986, was actually the first brand to introduce upscale Japanese-nameplate vehicles to the American market. The brand initially, and for a number of years, along with Lexus, set standards for quality and reliability, although newer Acura models, in the last several years, have had spotty reliability records and are no longer in the top rankings at Consumer Reports. Nevertheless, even if long-term reliability is down some, they still, like many of today's Korean products, come from the factory screwed together like a Swiss Watch. And, of course, the mid-size, 3-row, crossover MDX has been perennially popular...many of us have either owned/leased one ourselves or known someone who has. It has been popular because its conservative inoffensive styling, good assembly quality, space efficiency, versatility, all-weather traction, and good resale value have appealed to a lot of people and families, although its dealer network in the U.S. is somewhat more sparse than its brother downmarket Honda division. Like most crossover unibody SUVs, it is not designed for heavy towing or significant off-roading, but fits its (intended) role of a suburban-shopping/commuting/family-vacation vehicle very well.....and the sales figures show it. The current, Third-Generation MDX was introduced for the 2014 model year, and, with some facelifts for the 2017 model year (including the addition of a hybrid model), continues for the 2019 model year. A rumored redesign for 2020 was coming (with some spy-shots that have been taken of one in testing), but Acura has not announced any details, nor (as of this writing) published anything on its web site about the 2020. The people at the dealership said the next-generation MDX will not arrive until 2022...we'll see. Anyhow, the review-request was made for the 2019, so that's what I will stick to for now. For 2019, the American-market MDX is a somewhat unusual pricing-structure in that it is not sold by traditional trim levels, but according to drivetrain and/or package options.....somewhat too complex to list here in detail, so I'll include the web-site Build-Your-Own feature for reference. Basically, though, two engines are offered. Gas versions come with a 3.5L V6 of 290 HP/267 ft-lbs. of Torque, 9-speed automatic, and choice of FWD (front-wheel-drive) or SH AWD (all-wheel-drive). Hybrid versions come with AWD, a 3.0L V6 of 257 HP, Hybrid Electric-Drive motor of 47 HP, 7-speed dual-clutch auto-manual transmission, and two additional electric motors, on the rear wheels, of 36 HP each (total system 321 HP/289 ft-lbs. of Torque). New this year on the MDX, for 2019, is a sport-oriented A-Spec package that was previously available on some other Acura models....the owner of our condo-management firm has a new silver 2019 with the A-Spec package. The package is mostly cosmetic (two-tone red/black interior and some black/dark-color interior/exterior accents), but does include dark-gray 20-inch wheels and LED fog lights. Base prices for the new MDX start at $44,300 for FWD gas versions, and run to $60,050 (or more) for Hybrids with many package-options.
https://www.acura.com/build-price/md...FCFA1#packages
As usual, I examined and checked out several different interiors, but, for the test-drive itself, since the review-request was for the A-Spec, I chose a bright red A-Spec model with black Leather/Alcantara seats.
MODEL REVIEWED: 2019 Acura MDX SH-AWD A-Spec
BASE PRICE: $54,800
OPTIONS:
Premium Paint Color: $400
DESTINATION/FREIGHT: $995 (Reasonable for a vehicle of this size and bulk).
LIST PRICE AS REVIEWED: $56,195
DRIVETRAIN: SH-AWD, Transversely-Mounted 3.5L V6, 290 HP @ 6200 RPM, Torque 267 Ft-lbs. @ 4500 RPM, 9-speed automatic transmission with Sport-Shift paddles.
EPA MILEAGE RATING: 19 City, 25 Highway, 21 Combined
EXTERIOR COLOR: Performance Red
INTERIOR: Black Leather/Alcantra.
PLUSSES:
Smooth, quiet V6 has adequate power.
Generally comfortable seats.
Nice leather-grade for the seats.
Simple, clear, round, easy-to-read primary gauges.
Nicely-integrated video screen on the dash.
Mostly solidly-built interior materials.
Superb cargo-area materials and fit/finish.
Body side moldings available as dealer-accessory.
Solid-closing doors.
Cargo pull-cover available as dealer accessory.
Nicely-done paint job.
Some nice paint-color choices.
Full luxury-grade standard warranty (6/70 Drivetrain, 4/50 Bumper-to-Bumper).
MINUSES:
Very poor underhood layout.
Unpredictable automatic transmission shifts.
Transmission shift-button motion takes some getting used to.
"Natural" wood trim looks rather synthetic.
Third-row seats mostly for children (or very small adults).
Glove box release-button hard to see.
Dealer network not as widespread as for Honda.
Latest-generation versions not as reliable as earlier models.
EXTERIOR:
The latest-generation MDX, on the outside, is styled in a generally simple and conservative manner that should not offend the senses of most of the buyer-class that it is oriented and marketed to. A number of previous Acura products had the controversial brushed-metallic "Parrot Beak" trim, above the grille, that some people didn't like...even to the point where Acura dealers, at the request of some customers, before delivery of their new vehicles, were repainting those trim-pieces body color to make them less-noticeable. That is basically gone from the latest MDX.....though a trapezoidal-shaped grille itself remains that still has a faint hint of the parrot-beak shape. But the general shape of the vehicle is right out of classic Suburbia....most buyers who like vanilla styling will have no problem with it. The body sheet metal, like on virtually all newer vehicles, is quite thin in order to save weight, but all four doors (and the hood/cargo latch) still have a solid Thunk-feel and sound when they close. There is a choice of nine generally nice exterior paint colors and four interior colors, though some of the colors require certain package-trim levels. The paint job itself is quite well-done, though not quite to the mirror-like level of a typical Audi or Lexus product. Body-side (body-color) moldings, to protect the doors from parking-lot dings, are available as a dealer-accessory....it's nice to see manufacturers at least offer them again. Bicycle-racks for the roof are also available as a dealer-accessory. The MDX sitting in the showroom (one of the ones I looked at), like the classic Subaru Outback ads, had the rack installed, and two bicycles mounted upright on it. Some trim-versions include a black lower-body strip of cladding to protect from road debris...others don't. Wheels are either 18" or 20", depending on package. A-spec versions have 45-series low-profile tires, others have 50 or 60-series. Even the low-profile rubber, though, due to the tire width, looks like it has enough rubber on the sidewalls to give reasonable tire/wheel protection from all but the worst potholes. And the base-level 60-series tires and standard suspension, of course, generally help the ride comfort.
UNDERHOOD:
Raise the hood, and a single but adequately-strong gas strut holds the hood up for you...no fumbling with manual prop-rod. There is a nice underhood insulation pad to help absorb engine NVH. But the underhood layout itself is where the latest MDX flunks out...one of its worst features. Even on the gas version, without the added complexity of the hybrid components, it is difficult to reach or work on just about anything but the basic filler-caps, dipsticks, fluid-reservoirs, etc.... The transversely-mounted engine sits way down in the lower-compartment itself, where one (particularly shorter people) has to stretch way over the front or sides to reach it...and then a big black plastic engine cover blocks most of the engine-access itself. Big black plastic panels block just about everything around the engine itself...the salespeople said that was done to keep the engine reasonably clean, so that it wasn't covered with dire and grease at 100K miles. How much of that is truth, and how much of it double talk, is hard to say. The battery is on the right, where it sits under a large black piece of induction-housing for the air cleaner...the housing must be disconnected and removed to reach the battery.
INTERIOR:
The interior was quite nicely-done, overall, with only a few minor issues. As mentioned above, it comes in three colors (four, if you include the A-Spec package), though sometimes with the interior color choice depending on the exterior color. Like the exterior, the interior is generally styled in a conservative, restrained manner that should not offend its typical buyer-clientele. Space-efficiency inside is generally good, with enough headroom, even with the sunroof housing, for tall persons my size, and JUST enough in the rear. Rear legroom, overall, was not bad, though, of course, much of it depends on how you have the front seats adjusted. The steering wheel is a simple three-spoke design, with solid-feeling buttons and controls on it....many manufacturers cheap out on the quality of the steering-wheel buttons. The primary gauges are simple, round circles with easy-to-read figures and markings...somewhat like what we used to find on BMWs. There are two video-screens (each with different functions) mounted in the center-dash, one above the other...but they are both integrated into the dash-structure itself, and so avoid the tacky, add-on look present in a number of other vehicles. The sun visors had a nice fabric covering on them instead of a hard plastic surface, and were securely anchored in with the strong snap-holdings. All of the interior hardware and buttons/controls seemed of reasonably solid quality, fit/finish, and well-screwed together...a Honda/Acura trademark. The regular seats were generally comfortable and well-shaped for back support, though the cushion-padding was maybe a hair on the firm side. The A-Spec seats were (just) wide enough for my wide torso and legs....not too narrow, like in some other sport-oriented vehicle-packages. The seat leather itself was one of the nicest interior features (perhaps the cow won't agree)...no fake or imitation stuff here, and, on all but the A-spec version, the real leather comes standard, even on the base model. Instead of all-leather, the A-Spec includes Leather/Alcantra seats in a choice of all-black or wine-red/black two-tone seat pattern....a little different different from the Lexus F-Sport trim, which has a choice of all-black or all-burgundy red in the seats. The third-row seats, in the rear, were as well-upholstered as the first and second rows, though, of course, the lower roofline, more limited headroom, and narrower seat width made them unsuited for large adults, and generally for children, small pets, or small adults. The second-row seats, like in most comparable SUVs, slide forward for access to the third-row. The shift-buttons for the transmission were located, fore/aft, on the console, next to the drivers' seat, with large cup holders next to them, but the buttons themselves were somewhat awkward to use...more on that later. There were only two minor issues inside that I'll mention. First, the release-button for the glove box is not easy to see and press at first glance. Second, the "natural" wood trim (the website verifies it as natural, not fake) had a somewhat fake look to it.....like grained plastic. Base models and A-Spec versions do not have the wood trim at all....the A-Spec has what appears to be a carbon-fiber-like trim material on the dash. Third, unlike its sister RDX, the MDX, even though it doesn't have traditional shift-linkage under the console, still lacks the big, padded, open storage area found on the RDX...perhaps because the RDX is a brand-new design and the current MDX is several years old. But, overall, quite a nice job inside.
CARGO AREA/ TRUNK:
The cargo area was also quite well-done, with quality materials and excellent fit/finish. Raise the power-operated rear latch, and, except for a slightly drooping rear roofline, it is quite roomy and space-efficient. The solid floor panel is held down by a very solid secure-snap, and is lined with nice plush-feeling black carpeting, with carpeting on either side of it and lining both side walls. Solid, hinged chrome/metal (yes, real chrome metal, not plastic) cargo tie-down loops line the sides of the compartment. Under the main floor panel is a lift-out auxiliary storage compartment, and, under that compartment, is another panel-compartment with jacking tools mounted forward, in a sub-compartment, and, under that, the temporary spare tire. All of the materials felt solid and first-rate. The only significant omission in the cargo area was the lack of a standard pull-cover to keep prying eyes from its contents....but Acura offers one as a dealer-accessory (or, you can just toss a blanket over what you're carrying). A cargo net and/or cargo tray is also available as an accessory.
ON THE ROAD:
Start up the 3.5L V6 with a red dash button (the button is easy to see and not hidden by the wheel-rim as on some vehicles) and the big V6 comes to life with the smoothness and refinement one has come to expect from a Honda/Acura power plant. On the road, the V-6, even with a vehicle of this size and heft (and with the added weight/drag of AWD) has adequate power for all normal driving, with the vehicle lightly loaded (I didn't sample it fully-loaded). Put one's foot in the throttle (again, though, because it was a brand-new engine, I didn't take it much above 4000 RPM), and you can feel a slight push in your back.
The 9-speed transmission, however, lags well behind the engine in general refinement. I believe (but I am not 100% sure) that this is the same ZF-designed 9-speed, used in previous Honda/Acura products, that is also used in Chrysler/Jeep products...and has had a number of customer-complaints. Whether in full-automatic or manual-shift mode (or in the NORMAL/COMFORT/SPORT driving-mode) shift-points and smoothness seemed to vary quite a bit.......even more than one would normally expect from the three modes. Occasionally, some faint clunking noises would arise from the drivetrain (perhaps from the U-Joints?) when the transmission shifted under lift-throttle or light throttle conditions. In addition, the shift-buttons on the console take some getting used to. Some of them they look like normal shift-buttons (say, like the ones in Lincoln products), but don't operate like normal buttons...you push or pull on the sides of the button-edges instead. The Drive-Mode button on the console is also (until you get used to it) easily confused with the adjacent Drive/Sport-Manual mode button for the shifting.
Cruising and handling characteristics, though, were generally good for this type of SUV. Ride-comfort, something I had been concerned with from the A-Spec's 45-series tires, though not luxury-soft, was not bad at all, even over a bad (and I mean lousy) strip of asphalt pavement that was currently under construction. Of course, even though I did not sample them, the smaller wheels and higher-profile tires of the other versions could be expected to ride better. Wind noise was well-controlled....probably from the good insulation and thick/heavy, tight-fitting doors and layers of insulation in the cargo area. Road noise was reasonably well-controlled, although, again, the A-Spec tires put more rubber on the road with a wider footprint, and the smaller tires on other versions would probably ride a little quieter. As with most vehicles, the type and composition of the road surface also makes a difference....the more porous the surface, the more road noise you will usually get. Steering response, overall, was a little slower than I expected, although, of course, even with the A-Spec package, this is not a sports-car. Body roll is reasonably well-controlled. I noticed only small differences in engine power, steering response and ride comfort between the three driving modes (COMFORT, NORMAL, and SPORT).......and, as I mentioned earlier, the transmission seemed unpredictable no matter what mode you were in. The brakes were fine in all normal driving, and I didn't seem to have any problems with the brake/gas-pedal locations and my big Size-15 shoes.
THE VERDICT:
It's easy to see why this vehicle has been popular for so many years. It is generally inoffensively-styled (now that the parrot-beak grille is gone), well-built, has a good standard factory warranty if needed, is space-efficient inside, serves the needs of a medium-sized family quite well, can deal with all kinds of weather and (on-pavement) road conditions, comfortable enough to take a long vacation-drive in, and is ideal for the type of suburban use and shopping/kiddie-hauling we typically see nowadays. Of course, other mid-sized crossover SUVs, like the Toyota Highlander, Honda Pilot, Kia Sorento, and Hyundai Santa Fe can also say the same thing.....for generally less money. So, whether the MDX, or one of the other upscale mid-sized crossover SUVs like the Lexus RX or Infiniti QX60, is worth the extra money over the less-expensive models is a decision that only you, the vehicle-buyer, can make. And, yes, a loaded MDX can run into some good money, as the ones I looked at were.....60K is not chump-change. But that 60K, or even the mid-high 40s like for a base-model MDX, guys a pretty good solid SUV. My only real suggestion to Acura for the (supposedly) upcoming 2022 redesign would be to consider a different transmission for the non-Hybrid versions....Hybrids, of course, use a different transmission already.
And, as always, Happy Vehicle-Shoppping.
MM
DRIVING IS BELIEVING