2014 Acura MDX Test Drive

On-Sale Date: July

Base Price: $43,185 ? 45,185

Competitors: BMW X3, Lexus RX350, Audi Q7, Infiniti JX35

Powertrains: 3.5-liter V-66, 290 hp, 267 lb-ft; 6-speed automatic, FWD or AWD

EPA Fuel Economy (city/hwy): 20/28 (FWD), 18/27 (AWD)

What's New: The new MDX might appear to be a smoother, less muscular version of last year's model. But behind those potent "Jewel Eye" headlamps, this is a radically improved crossover.

Just how important is the new MDX to both Acura and parent company Honda? For the very first time, this third-generation Acura MDX is the first vehicle to come from Honda's entirely new light truck architecture (a grouping of parts that will be shared with a future Honda Pilot, Ridgeline, and probably the Odyssey). That means Large Project Leader Jim Keller could prioritize the chassis of the MDX for the MDX first.

One of the biggest breakthroughs came in material efficiencies, which led to some serious weight loss. The car is down a whopping 275 pounds over the 2013 model, and the MDX was already one of the lightest 7-passenger SUVs on the market. Opt for the new front-drive model and you'll save another 200 pounds. Much of the savings is a result of increased use the high-strength steels, as well as aluminum (hood) and magnesium (cross car dash beam). The unibody structure is a full 123 pounds lighter than the old car's.

It is this slim-down that makes up for slightly lower power and torque numbers from the new V-6. The outgoing MDX's 3.7-liter V6 makes 300 hp and 270 lb-ft of torque. The new 3.5-liter V-6, shared with the RLX puts out 290 hp and 267 lb-ft of torque in the MDX, and now comes with cylinder deactivation to improve fuel economy. Whether you select front wheel drive or the SH-AWD (largely the same system as before), the power flows through a six-speed automatic transmission.

Although the MDX is lighter, it's also slightly longer and rides on a wheelbase stretched by 2.8 inches. That modest growth creates improved legroom for those exiled to the last row. Before, you'd have 28.7 inches to fold your knees into your chest. The 2014 model offers 3 inches more, enough to make that last row tolerable for real adults (for short trips at least). Cargo room behind that third row expands, too, up by a cubic foot to 15.8. When folded, the rearmost seats stow completely flat, unlike in the current MDX.

A more compact and lighter multilink rear suspension replaces the outgoing trailing arm setup to provide a lower floor inside for third row access. The suspension has fewer connection points to the frame and the loads are better managed to quell road noise. Up front is a strut suspension with revised geometry to negate torque steer and a new electronic power steering (EPS) system. In addition to the SH-AWD's mechanical torque vectoring across the rear axle, the new MDX uses a brake-based system to help stabilize handling in off-throttle situations too.

Tech Tidbit: The switch to EPS not only provided a slight fuel economy improvement but also allowed engineers to tailor the steering effort to the driver's preference. The Integrated Dynamics System offers three distinct steering effort levels: Comfort, Normal and Sport. Sport mode also boosts the engine note (through the audio speakers, thanks to the tech developed for the active noise cancelling system used for cylinder deactivation), sharpens the electronic throttle, and makes the AWD system torque vector across the rear axle more aggressively. These driving system preferences, along with the normal seat and mirror position and radio presets, are now saved to individual key fobs. When a family member takes the car, the fob will set the MDX to his or her unique preferences. All cars should have this level of personalization.

Driving Character: On the inside, the MDX has the same smart split-screen system as Acura's new flagship RLX. That means you get the quick-responding haptic touchscreen in addition to the main big, beautiful navigation screen. The design reduces the number of buttons from 41 to just 9. But a crossover needs more than fancy screens. The center console is huge, able to swallow a good-sized briefcase. And it's covered by a sliding wood cover that's downright chic.

Yes, the new MDX makes 10 fewer ponies than the old one, but you'll never notice. It feels quicker. And the fact that it delivers 6 more mpg on the freeway in a sprightlier package is impressive.

The outgoing Acura MDX never seemed particularly overweight from behind the wheel. Its handling was sharp, its steering was communicative, and its power was ample. This new one, however, makes the old one feel like its BMI is in the danger zone. Grab the wheel of the 2014 MDX, bend it through a set of switchbacks, and feel the weight loss. The Acura is lighter on its feet and planted through the corners. And yet here is a crossover that delivers near Lexus-like ride quality and quietness. It sucks up big bumps better than ever before.

The old MDX's busy ride is history. This new one is more serene without losing the fun. It's still one of the most responsive crossovers on the market. If your drive home includes a run up a rigorous mountain road, the Acura MDX should be on your shopping list.

Favorite Detail: Accessing the third row seats in some crossovers usually requires throwing multiple levers, and perhaps a few yoga moves too. Not so in the new MDX. Engineers developed a simple electronic push button that will tumble and slide the seat forward. The button is even illuminated for night use. And with six inches of total travel, the second seat not only slides forward enough to crawl back to the third row but also provides enough legroom for a six-footer.

Driver's Grievance: The sheetmetal of the new MDX strikes us as just a smoothed-over version of the old one. Yes, it's been tuned in the wind tunnel to deliver the better aero performance. But why does it have to look so bland compared to the muscular, aggressive one it's replacing?

Bottom Line: Although it would take a real comparison test to prove the mettle of the new MDX, our impression is that this crossover has edged its way close to the head of the class. And unlike many luxury vehicles, you don't have to buy the top?of-the-line model to get the good stuff. Most of what you'd want comes on the Tech Package that bumps the sticker to $49,460.

The new MDX also scores the top "Good" in the IIHS's new small overlap test (which mimics hitting an object with the corner of the car). For as a vehicle primarily intended as a family transportation vessel, that's comforting.

Source: http://www.popularmechanics.com/cars/reviews/drives/2014-acura-mdx-test-drive-15536869?src=rss

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