2022 Acura MDX

Acura has finally gotten the memo—perhaps in a designer envelope—that solid, practical engineering isn’t always enough to keep luxury buyers happy. Those often-fickle consumers want style and substance, and they’re happy to pay for it. 

The all-new 2022 Acura MDX, which kicks off the SUV’s fourth generation, is the latest bid for attention from Honda’s luxury division. First introduced in 2001, Acura’s hauler has been America’s best-selling three-row SUV in history, outstripping everything from larger Cadillac Escalades and Lincoln Navigators to direct rivals like the Audi Q7 and Volvo XC90. 

But the Acura’s stylistic weaknesses were clear, especially versus swanky European models. This all-new MDX looks to shore them up. The effort begins with a more-athletic, sinuous body, with a longer hood, aggressive blacked-out grille and a sportier roofline. Not every design cue works, but curb presence is way up versus the previous, suburban-staid MDX. 

There are four trims of the 2021 Acura MDX: base, Technology, A-Spec and Advance. A Type S variant will come out later this year. Acura expects most buyers will opt for the Technology model, which comes with heated leather seats, second-row sunshades, 20-inch wheels, ambient lighting, 3D navigation and rear emergency braking. The MDX is available in front- or all-wheel drive, what Acura calls “Super Handling AWD.” The top two trims come standard with SH-AWD.

Good impressions continue in the seven-passenger cabin, with a more-modern layout, noticeably improved craftsmanship and materials—including open-pore wood, aluminum trim and Milano leather with contrast stitching—and a sharp new 12.3-inch infotainment screen with over-the-air updates. (The hapless, double-stacked center screens of the previous MDX are gone). AI-based shortcuts offer up a driver’s most-used functions, and a new wireless charging pad is conveniently located on the center console. One questionable decision is the Acura’s Drive Mode selector (including Comfort and Sport settings), a single massive knob that gets pride-of-place in the center stack: It hogs a lot of prime real estate for a switch that many drivers will barely use, or set once and forget.

Sharp, comfortable sport seats offer up to 16-way adjustments, and there’s 50% more range of motion for the tilt-and-telescoping steering. Acura’s touchpad screen controller remains annoyingly fussy, however, and a simple touchscreen or rotary-control knob would make for smoother operation. 

But there are a slew of good ideas inside, including a removable second-row center seat that transforms the bench into a pair of captain’s chairs, and opens easy access to the way-back. Wireless Apple CarPlay and Android Auto are standard. There’s also a new digital instrument cluster, Amazon Alexa onboard, an optional head-up display and configurable ambient lighting with multiple “moods.” The available “CabinTalk” PA system helps parents converse with kids (or issue threats) in the rear rows. The Technology trim gets premium ELS audio with 12 speakers, but the ELS 16-speaker, 710-watt 3D system in the A-Spec and Advance trim levels overachieves. The top-level ELS unit delivers richer, more-convincing sound than several bigger-name audio systems in luxury rivals. 

Second-row legroom is about average for the class, with a steeper backrest recline for 2022. An expanded third row, including 2.4-inches more legroom, is quite accommodating for smaller riders, and can handle even taller adults for shorter stints. There’s 18 cubic-feet of space behind the third row, with an 80% jump in underfloor storage. That’s near the top among luxury three-row rivals like the Volvo XC90 (21.8 cubic-feet) and the Audi Q7 (14.2). Others fall way short of usable space behind the third row like the Cadillac XT6 (12.6) and the BMW X7 (12.8).

Folding the third row opens up 48 cubic-feet of space, which expands to 95 cubes with all seats folded. Both figures are on par with BMW X7 (48.6 and 90.4) and the Volvo XC90 (49.6 and 80.3). The Audi Q7 is a bit stingier with cargo space (35.7 and 69.6).

But the coolest utility feature is the new Grab ‘n Go tailgate. After pushing the “close” button, the tailgate waits until the driver starts to walk away before it closes automatically. It’s a feature every power-tailgate model should immediately adopt. For parents it’s a needed convenience that eliminates the awkward scramble to get out of the way of the tailgate after pushing the close button with arms full of gear as to avoid getting smacked in the head. 

The MDX’s biggest revelation may be its sophisticated handling. None of the three-row SUVs in this class will be confused with sport sedans. Yet the Acura does feels sportier than the Volvo, Audi and not far off from the nimble standard of the BMW X7. From curvy New England roads to freeway ramps, the MDX ably comported itself, especially considering its 4,500-pound curb weight. A few Euro rivals keep more of the outside world at bay—including the Q7—but the MDX polishes the rough edges off roads, and is never less than comfortable. The MDX can also tow up to 5,000 pounds, more than most competitors. 

A slick new platform with a double-wishbone suspension and multi-link rear suspension combines with electric steering that’s surprisingly direct and eager—especially as you first begin to crank the wheel, when a variable ratio hastens the Acura’s reaction to a driver’s initial turn-in. Brakes are larger than before, and deliver confident stops.  

The 290-horsepower, 3.5-liter V6 engine is a carryover from the 2020 model (Acura skipped the 2021 model year for the MDX). But a 10-speed, paddle-shifted automatic transmission replaces the previous nine-speed. Together, they escort the Acura to 60 mph in a swift 6.4 seconds. If that’s not peppy enough, Acura will introduce an MDX Type S later this year, with a robust 355 horsepower from a twin-turbo V6, along with sporty upgrades for wheels, tires and brakes. 

The MDX does have one remaining Achilles’ Heel, and that’s fuel economy. The EPA pegs the AWD-equipped Acura at 19 mpg city and 25 mpg highway. If only: We saw just 21 mpg over one 180-mile highway run, and a dispiriting 17 mpg overall.

The Acura starts from a class-competitive $47,925, up $2,400 from the previous-generation model; and $49,925 with SH-AWD. The MDX moves through Tech and A-Spec trims (the latter with standard AWD) before reaching the top-shelf Advance Package at $61,725. From bottom-to-top, the MDX does cost more than before. And it does more to justify those prices, for luxury buyers who demand style and substance in a three-row SUV.