Quicker is Better
It shouldn't be surprising that the MDX proved the quickest and most agile of the group. Just stare at it-it looks fast and athletic, with its shield-of-armor grille, flared fenders, and raked D-pillar. Under the hood resides the largest, most potent engine of the group: a 300-horse, 3.7-liter single-cam V-6 with a heady 11.0:1 compression ratio and VTEC variable valve timing. Mated to a seamless five-speed manumatic, the robust six turned the 4591-pound MDX (the lightest of the three) into the sprinter of the set. Indeed, from 0 to 60 and through the quarter mile, the Acura was nearly a half second ahead of the others and almost a full tick quicker through the figure eight. Lateral acceleration? Hold on, because the MDX will deliver 0.86 g of grip-that's sport-sedan territory-thanks in part to 55-series Michelins and an active damper system that can be switched from supple comfort to taut sport mode at the press of a button. Braking? Equally impressive, with 60 mph erased in only 121 feet-again, sport-sedan country. For context, a Lexus IS 350 is good for 0.85 g and 60 to 0 in 121 feet.
Navigating the twisty, snow-covered roads in the MDX proved enjoyable and confidence inspiring, the SH-AWD hugging the slippery surface and the well-bolstered sport seat squeezing the driver with equal vigor. The variable-assist power steering delivered accurate, tight lines while the four-wheel disc brakes provided a firm pedal and reassuring deceleration. Presented with a map stuffed with squiggles, we'd be hard-pressed to pass on the MDX-it's the easiest and most forgiving when searching for the limits and also the finest and most refined whether the road is wavy or straight. Slide behind the leather-wrapped steering wheel and the ambiance suggests space-age luxury, highlighted by a futuristic button-infused center stack framed by premium, soft-touch plastic and rich wood trim. The materials and fit and finish are first rate. Our only real nit to pick is the stack's proliferation of buttons and knobs-40 and three, respectively, not to mention another 10 buttons on the steering wheel. As a staffer observes, "I needed three glances (taking my eyes away from traffic) to find the recirculation button. The center stack is stylish enough, but at the expense of function."
The third row also suffers from poor function. First, getting back there is challenging, as only the passenger side of the 60/40-split second row slides forward, which means entering from the driver side requires a flexible stepover. Climbing in via the passenger side is further complicated by a tight aperture. Once nestled in the rear row, space is at a premium, with the least amount of legroom and shoulder room. Adults can squeeze back there, but the shorter the trip the better.
The sportiest and fanciest of the group, the MDX is also the priciest. At $48,465, it includes almost every techno-gadget imaginable. But given that the Mazda costs over $9000 less yet still comes well equipped for real-world duties, the Acura's gadgets suddenly seem overpriced.