2007 Acura MDX

Interior

On the stylish, almost futuristic dashboard, the large hooded navigation screen (if installed) is especially easy to read. Loads of initially bewildering buttons occupy the center console, but they're neatly arranged and well marked. Deep hooded gauges are large and well lit. Gorgeously cushioned seats cradle occupants snugly, but ever so comfortably. Third-row seating is meant mainly for under-12 riders. The reach from the back bumper to fold that seat has been reduced by eight inches. Space between wheel wells is 48 inches wide, and cargo volume totals 15 cubic feet behind the third row. The available power tailgate contains pinch sensors to protect stray fingers.


Acura's humidity control system uses sensors to calculate window-fogging risk. Auto-sensing lighting adjusts instrumentation to ambient light, and the driver fires up with a one-touch starter. For added convenience, the gearshift lever has moved toward the driver. Xenon headlamps are standard, and automatic leveling is available. Backseat DVD entertainment may be provided by a 9-inch video screen. Acura's optional navigation system now displays Zagat restaurant ratings.


Output from the new 3.7-liter V-6 reaches 300 horsepower—47 more than the previous 3.5-liter. Torque output is 275 lb.-ft. (up 25). Drivers enjoy a "sporty intake sound," according to principal engineer Jeremy Hall. Acura claims 0-60 mph acceleration in nine seconds, which is one second swifter than before.

Performance

Every gear ratio in the five-speed Sequential SportShift automatic transmission has been lowered, to boost performance. New Shift Hold logic can keep the transmission in third gear when needed. Handling is sharp and tight, delivering an enjoyable road experience—though it's no sport sedan. Steering has an appealingly taut feel, with no hint of looseness. Even on narrow twisting two-lane roads, the MDX tracks with positive confidence. Braking is strong and certain. Acura's Super Handling All-Wheel Drive system (SH-AWD) continually varies front/rear torque distribution from 90/10 to 30/70, depending on conditions. In a low-speed turn, the system can transfer up to 70 percent to the outside tire.


With the Sport Package, there's a distinct difference between Comfort and Sport modes. Ride-quality differences are subtle, but Comfort is more appealing on the highway, though Sport is far from punishing. On a rough road course, Sport mode proved well controlled without becoming seriously uncomfortable. Comfort mode exhibited more bounce and roll. Despite the merits of the Sport Package, a base model without Active Damping actually felt much more familiar and predictable when tested on a racecourse, threatening fewer surprises.