2019 Acura MDX Review

Acceleration is smooth and sufficient at low speeds, but there's not a lot of thrust in the middle of the rev range. Freeway passing needs a heavy foot to force multiple downshifts. The MDX accelerates to 60 mph in 6.8 seconds — considerably quicker than the Infiniti QX60 and Lexus RX 350L, but it trails luxury rivals equipped with boosted six-cylinder engines.

Pedal effort is light, and the initial bite is lower in the pedal stroke. Push past this point, and the brakes feel grabby. You can still bring the MDX to a stop smoothly, but it requires some practice. A 60-0 mph stopping distance of 131 feet is average for the segment.

Among the three steering modes, Normal's effort is suitable, and Sport's tighter on-center effort lends an impression of stability at highway speeds. Comfort mode is overly light. The wheel communicates some road texture so you can feel what's under the tires, which is unusual for a family-oriented crossover, and we like it.

The torque-vectoring AWD system is impressive. It reduces understeer and allows this big SUV to turn around corners with poise and confidence. In most situations, the MDX doesn't feel like a sporty SUV, but it sure handles like one.

Transmission shifts are smoother than in the 2016-2017 MDX, and they are generally pleasant in routine driving. The engine stop-start system is too slow to restart the engine, which causes the MDX to feel slightly lurchy when you pull away quickly from a stop.

The MDX’s Super Handling All-Wheel Drive is designed more for inclement weather than off-road exploration, which is typical in this luxury-oriented class. It lacks the terrain and surface settings of the Honda Pilot and doesn't offer hill descent control.

The seats are well-shaped and offer all-day comfort. Set the seat position once and you'll never have to adjust it. If you're traveling over poorly paved roads, you won't feel it through the plush cushioning. The A-Spec's unique faux-suede upholstery is thick and pliable, and it keeps cool on hot days.

Even with large 20-inch wheels, the MDX rides comfortably. The retuned suspension has smoothed and reduced the impact of sharp bumps. Overall, body motions are well-controlled, and bigger undulations are nicely damped.

Wind noise is minimal at highway speeds. The smooth-revving V6 never feels harsh and stays quiet below 5,000 rpm. There is some mild thumping from the tires over surface changes, but overall this machine is well-isolated.

The climate controls are split between the touchscreen and a row of buttons and rocker switches. The layout is more logical than in some other Acura and Honda products, but it requires an extra step for certain adjustments. The seat ventilation isn't very strong. The third row lacks air vents.

The push-button gear selector requires that drivers look down to see what they're doing, which isn't optimal. The same goes for the two-screen infotainment system, which divides functions between the upper display (with a dash-mounted knob controller) and the lower touchscreen.

Clever single-press buttons slide the second-row seats forward for third-row access, but the resulting pass-through can be a squeeze for adults. Otherwise, access to the front- and second-row seats is good and comparable to others in the segment.

A highly adjustable driver's seat and a power tilt-and-telescoping steering column are standard on all MDX models, so chances are good that you'll be able to find a comfortable position. The dead pedal is too close to the driver to really stretch your left leg comfortably.

The front seats feel spacious in every dimension, but there's not as much headroom in the second row as in rivals. That said, only very tall people will notice. The third row will suit only kids and perhaps adults of short stature. Still, it's better than the third rows of other luxury SUVs.

The tall side windows, an upright windshield and big side mirrors all facilitate visibility, but the second-row seat blocks the rear-quarter window. The optional surround-view camera lends significantly more confidence while parking, but it's only available on the top Advance trim.

Everything appears meticulously put together, and the A-Spec's faux-carbon trim and faux-suede upholstery add an air of sportiness. European competitors manage to feel more substantial than the MDX, and their cabin designs are more elegant.

The MDX's cabin features large cupholders and door bins, plus a deep center bin with clever flip compartment configurations that can hold a purse or a tablet. The smart use of space stands out.

The MDX has a slightly larger total cargo capacity than other three-row midsize luxury crossovers, and it's more sizable than two-row rivals. We loved how the third- and second-row seats fold flat and provide a level load floor, and the in-floor storage bin in the cargo area is a nice touch.

There are two car seat anchors on each of the outboard middle seats, hidden under slits. They are slightly below the slit and quite easy to access. Tethers are on the bottom of the second-row seatback. No anchors in the third row, but there are two tethers in the middle of the seatback.

The all-wheel-drive MDX can tow up to 5,000 pounds (front-wheel-drive models are limited to 3,500 pounds), but you'll have to buy the $990 hitch. It has a higher tow capacity than some rivals, but competitors from Germany and the UK can all tow more than 7,000 pounds.

Acura updated the MDX's user interface last year, but it isn't any more intuitive than the previous one. Functions are split between two screens. The upper screen is controlled via a knob, while the lower is a touchscreen with a confusing menu structure and layout. There's lots of unused space in some menus and a cluttered display in others. Audio is excellent.

The A-Spec features five USB ports: three under the front armrest console and two behind the console for rear passengers. Apple CarPlay and Android Auto are standard, but the image is displayed on the top screen. That means you have to use the dash-mounted knob controller to access it.

The MDX boasts many features, but they're not all well-sorted. The adaptive cruise accelerated and braked suddenly in heavy traffic. In several instances, it accelerated after coming to a complete stop, even though the car in front hadn't moved. It slammed on the brakes afterward, preventing a collision, but the action was jarring. Lane keeping assist didn't always activate. The surround-view camera display resolution is muddy.

The voice control system recognizes speech well, and navigation instructions are easily understood. It didn't always have our phonebook indexed, so calling via voice commands ("Call Mike," for example) wasn't always possible.

All of the above employ a 3.5-liter V6 engine (290 horsepower, 267 lb-ft) that's paired to a nine-speed automatic transmission with either front- or all-wheel drive. The Sport Hybrid uses a smaller 3.0-liter V6 in conjunction with three electric motors (combined 321 hp, 289 lb-ft) and a seven-speed automatic transmission to deliver an estimated 27 mpg in combined city/highway driving.

Highlights of the Standard trim include 18-inch wheels, automatic LED headlights, a power liftgate, a sunroof, and keyless entry and ignition. Inside, you'll find power-adjustable front seats with heating, driver-seat memory settings, a power-adjustable steering wheel, leather upholstery, tri-zone automatic climate control and an auto-dimming rearview mirror.

Tech features include support for Android Auto and Apple CarPlay, a dual-screen infotainment system with a 7-inch touchscreen, Bluetooth, five USB ports, and an eight-speaker sound system. The MDX's standard AcuraWatch safety suite features forward collision warning with automatic emergency braking, lane and road departure warning and mitigation, and adaptive cruise control.

The Technology trim adds niceties such as 20-inch wheels, automatic wipers, remote engine start, power-folding side mirrors, blind-spot monitoring with rear cross-traffic alert, a navigation system, a color driver information display, and a 10-speaker premium audio system with HD radio.

This year's new A-Spec trim level is similar to the Technology but has blacked-out exterior trim, wider wheels and tires, a thicker-rimmed steering wheel, front seat ventilation and unique cabin cosmetics.

Compared to the Technology trim, Advance turns on the charm with front and rear parking sensors, LED foglights, automatic engine stop-start, adaptive suspension dampers, wider wheels and tires, a top-down surround-view camera system, a heated steering wheel, sport seats with premium leather and trim, front-seat ventilation, heated second-row captain's chairs, second-row sunshades, and two additional USB ports for the third row.

An Entertainment package can be specified with either the Technology or Advance package and adds a rear entertainment system. If you add it to the Technology package, it comes with a 9-inch screen and 11 audio speakers. If you pair it to the Advance package, it comes with a 16.2-inch screen (with an HDMI input) and 12 audio speakers. Note that it replaces the standard second-row bench seating with heated captain's chairs for the Technology trim.

Finally, there's the all-wheel-drive MDX Sport Hybrid. It's available in the Technology and Advance trims only.