First Drive: 2014 Acura MDX Elite

Story by John LeBlanc PORTLAND, Oregon – To say Acura has a lot riding on the success of its new 2014 MDX crossover is like saying winter driving in Canada can be a bit challenging. Last year, almost one-third of new vehicles sold by Honda’s luxury brand were of the three-row MDX. But with an all-new, larger-yet-lighter platform, a new engine and a host of new safety, luxury and infotainment features, Acura is hoping its third-generation MDX will be as popular — or even more so — than ever before. The all-wheel-drive, seven-seat Acura certainly has its work cut out for it. Automakers have figured out that large, luxury crossovers can be very profitable, to the point where the MDX has more competition than ever before. On top of traditional, semi-luxury brand mid-sized rivals like the Buick Enclave, Mazda CX-9, Lincoln MKT, Volvo XC90 and Infiniti JX, the Acura can also be considered as an alternative to much pricier crossovers, like the Audi Q7 and BMW X5. As before, a V6 gas engine powers all 2014 MDX models. Instead of offering a diesel or gas-electric hybrid option for better fuel economy, Acura has reduced engine displacement in its gas six-cylinder from 3.7-litres to 3.5L and added direct injection. Horsepower only drops from 300 to 290 and pound-feet of torque from 270 to 267. However, combined with what Acura says is a loss of 131 kilograms in curb weight (from a 2013 model that was already one of the lightest in its class), an 18% improvement in aerodynamic efficiency, and variable cylinder management (where the engine can run on either three or six-cylinders) the 2014 MDX’s estimated fuel economy numbers are a “best-in-class” 11.2 L/100 km in the city and 7.7  on the highway — a big improvement over the 2013 model’s 13.2 and 9.6 ratings. Inside, Acura designers focused on making the new MDX’s cabin more functional for both the pilot and passengers. The crossover’s much criticized “wall of buttons” centre dash design has been cleaned up dramatically. Acura’s so-called “jog dial” controller has been retained, but there is now a pair of central digital displays, reducing the button count from 41 to 9. Fit and finish has also improved. The added value of having a third-row of seating is mitigated if owners can’t get passengers back there easily enough. So Acura has lowered the 2014 MDX’s rear door step-in height, made the entry wider and added a new feature that automatically folds and slides the second-row seats to their forward-most position with a push of a button. As well, cargo space behind the third row has been lengthened by 150 millimetres. Many mid-sized luxury crossover buyers are graduating from smaller sport sedans. So a family hauler than could also be driven with some verve when called upon was one of the more outstanding qualities of the last-generation MDX. Here at the 2014 version’s media launch, Jim Keller, chief engineer for the MDX, says despite the emphasis on more room and interior functionality, the 2014 MDX is even more rewarding from the driver’s seat. And after a morning of spirited, two-lane driving in a topline 2014 MDX Elite, I can confirm his optimism. With an all-new, multi-link rear and updated front suspension, the longer 2014 MDX is just as nimble and easy to place in corners as the last model — much more fun than any of the aforementioned semi-luxury brand rivals, and darn near close to the pricier German offerings. The Acura’s standard all-wheel-drive system keeps its active rear engine-torque-vectoring feature, but this year adds brake-torque-vectoring as well for improved initial turn-in. I also found the new MDX’s electronic steering natural and accurate, with less torque steer than before. With its new Integrated Dynamic System (IDS), you can also tailor the 2014 MDX’s steering effort, throttle response, all-wheel-drive system and engine sound. And the IDS settings can be paired to a corresponding key fob for two different driver profiles. For when you’re using the new MDX as a family hauler or luxury sedan, it can also be serenely quiet and cosseting. There’s a lot less noise, vibration and harshness than the outgoing mode, and while the Acura’s ride is firm, it’s never jarring over rough pavement. For drivers not paying attention, the new Acura introduces a host of e-nannies (Lane Keeping Assist System, Adaptive Cruise Control with Low-Speed Follow, Blind Spot Information, and Collision Mitigation Braking System). In addition, a newly optional Surround View Camera System lets drivers have a 360-degree view of the exterior of the vehicle when parking, and it’s a Canadian-market exclusive. When the four-model 2014 MDX lineup goes on sale this July, pricing will range from $49,990 for the base version all the way to $65,990 for the fully loaded (remote engine start, surround camera, “ultra-wide” rear DVD, heated and ventilated front seats, heated windshield and steering wheel, all the new e-nannies, plus more) Elite model. Two other Navigation ($54,690) and Tech ($59,990) models will be priced in between. That’s above most of the aforementioned semi-luxury brand rivals, but nearly $10,000 less than a Q7 or X5. Despite the lack of a hybrid or diesel powertrain, you can’t argue with the gains in fuel economy Acura has bestowed on its new 2014 MDX. Throw in a roomier, more functional and luxurious cabin, new safety technologies and an even better driving experience, and the new Acura crossover should appeal to an even broader audience.

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