First Drive: 2007 Acura MDX
10/06/2006
Shahed Hussain
Along with the original Lexus RX300, the Acura MDX popularized the luxury SUV segment for customers who had no need for off-road prowess, or heavy-duty towing capability. These buyers are looking for all-weather traction, a commanding view of the road, and luxury car comforts, all at a semi-affordable price. Acura intends to hold on to these customers, as well as attract others who may consider the BMW X5 or Mercedes-Benz ML-Class SUVs.
Although Acura kept the base price just under the $40K barrier, a loaded MDX with the Sport and Entertainment packages starts at $47,795. In keeping with the previous MDX, Acura bundles most popular options into the various available packages. A fully loaded MDX should top out at around $50K, which is hardly inexpensive, but that price includes a very comprehensively equipped SUV.
Current owners will be pleased with the superb interior design and materials of the 2007 MDX. Acura went to great lengths to imbue luxury touches into every aspect of the interior. A large navigation display on the dash center is sheltered from glare with a hooded bezel. The symmetric dash and console design incorporates sweeping curves that wrap gracefully around the front seats. Dark gray simulated koa wood strips contrast with the buttery yellow interior trim. The graphite-colored center console is studded with buttons and knobs that require careful study of their functions. A prominent round knob protrudes from the center console, and functions as a master control for various navigation and audio functions. Although not as tedious to use as some systems on German cars, the MDX controls will prove intimidating for the technologically challenged.
As in most midsize SUVs, interior room is adequate at best. Front passengers up to 6' tall should have no complaints, while 2nd row seat occupants give up some legroom compared the front seats. Acura included the obligatory 3rd row seats for up to two passengers; although these are best suited for children on short trips. Adults confined to the 3rd row seats will not be pleased with the cramped accommodations. Small duffel bags or groceries are all that will fit in the limited cargo area if the 3rd row seats are used.
The MDX driving experience is best described as controlled and deliberate. Suspension settings keep ride motions tightly snubbed down. The driver hears thunks in the pavement, but the impact gets filtered out by the carefully tuned suspension. Select the Sport package, and Acura substitutes bigger diameter dampers with magneto-rheological fluid, which can dynamically stiffen or soften damping characteristics. A center console button switches the dampers between "Comfort" and "Sport" modes, but at speeds up to 45 MPH, the differences are unnoticeable on rippled city streets.
With its accurate steering response, the MDX tracks around curves confidently, and stays in a chosen lane without undue attention from the driver. On the other hand, the heavy steering undermines any attempt to throw the MDX around. This SUV is at its best cruising down the highway, or trundling to the mall.
Although the MDX cannot hide its high center of mass and 4,500+ lbs. weight, handling is safe and predictable. As expected, moderate understeer is the predominant trait at most speeds. We did not really push the MDX to racetrack velocities, but few owners will venture there either. There is no sport in the MDX, which is no surprise, since Acura positions it as a luxury SUV. For a more involving driving experience, the RDX compact SUV is a better choice.
To compete with steadily spiraling power outputs from new SUVs, Acura increased displacement of the VTEC(R) variable valve timing V-6 to 3.7 liters. Power jumps to an even 300-bhp at 6,000 RPM, while torque grows to 275 lb.-ft. at a relatively high 5,000 RPM. Like any Honda V-6, this engine hums like a turbine. Vibration and noise are kept at bay so effectively that the engine is barely audible at highway speeds. Only at full throttle does the V-6 become noticeably audible, and even then, the engine is sewing machine smooth. Despite the 300-bhp V-6, the MDX is simply too heavy to deliver neck-snapping acceleration. This is not to say that the MDX feels slow; it just isn't especially sprightly, and we suspect would become sluggish with a full passenger and cargo load. The culprit is the torque peak at 5,000 RPM, which is too far up the rev range to be usable. Although the MDX has a 5,000 lbs. towing capacity (up from 4,500 lbs.), buyers with serious hauling needs will be better served by a V-8 powered SUV.
The previous MDX had a VTM-4 AWD system, now superseded by Acura's SH-AWD(TM) (Super Handling-All Wheel Drive(TM)), a more advanced system first introduced in the RL. A 5-speed automatic with slightly revised ratios mates to the 3.7L V-6. Many competing SUVs have adopted 6-speed automatics in this price range, so Acura's retention of a 5-speed unit is surprising. We suspect that most customers will not notice or care, as this automatic shifts unobtrusively, and without fuss. For manual shift control, the transmission has a console-mounted Sequential Sportshift mode. However, the engineers tuned the transmission shift program so carefully, that we doubt that most owners will bother with the Sportshift mode once the novelty disappears.
Acura thoroughly revamped the popular MDX to make it a formidable luxury SUV. With its distinctive styling, refined manners, and good value for money, the MDX will continue to take a sizable chunk of the luxury SUV market. We do wish that Acura had managed to shave 500 lbs. off the curb weight, which would improve acceleration, handling and fuel economy. Then again, luxury SUVs have never been known to be featherweights. Although its arch rival, the Lexus RX350 dominates the segment, the MDX has the edge on styling, power, and handling, which should appeal to a broad range of customers.