The 2017 Acura MDX Is the Whole Package by carsposts

2017 accura
2017 accura carsposts

Automotive product planners have a hard job. They struggle with what to put in or leave out in order to deliver a lucrative vehicle that appeals to the crowds.
It seems those at Acura have mastered that art with the MDX. The company crows that it’s the best-selling premium three-row border in history. It helps that S.U.V.s have become the leading segment in the United States. Apparently, our poor roads mean all-wheel drive is becoming a need.
To better battle the Audi Q7, BMW X5, Infiniti QX60 and Volvo XC90, the Acura folks have dusted the 2017 MDX with the usual new wheels, a different rear fascia and shiny trim along the doorsills.
But the headline in the spotter’s guide is 2017 Acura’s new face. The contentious bionic beak is gone, substituted with a less polarizing pentagonal grille flanked by redesigned LED headlamps. Call it simple or call it general, it will call to those disgusted by the Darth Vader face found on the Lexus RX.
And compared with the RX, the MDX delivers an extra row of seating. Good planning there. There’s value, too.
A front-wheel-drive version can be had for $44,890. The high-zoot AWD Advance copy I herd retails for $57,340 lacking only the $2,000 rear-seat entertaining package. (Hey, children have iPads.) Consider that a base, rear-wheel-drive BMW X5 starts at $56,495. For 2017, those in charge at Acura wisely armed all MDXs with lane-keep assist, adaptive cruise control with low-speed follow, auto braking with pedestrian detection, and road leaving mitigation. On top of adding safety, it’s wildly marketable.
The 3.5-liter V6 remains with 290 horsepower and 267 pound-feet of torque. A push-button controller for the nine-speed broadcast takes time getting used to. Its manual mode is controlled by steering wheel paddles. Drive modes adjust regulate response, steering weight, gearbox mapping and the amount of engine growl allowed into the cottage.
Driving briskly, I saw 19 miles per gallon against the E.P.A.’s rating of 19 city, 26 highway on best fuel.
A Sport Hybrid version is hypothetical to arrive midyear. Projected to deliver an extra seven miles per gallon in city driving, it will also have 35 more horsepower. The classic win-win state. The hybrid will also come with an adaptive postponement.
The MDX is already gratifyingly quick and doesn’t really need active dampers. Its road manners are excellent, both contented and sporty in the same hard turn. Handclasps and backslaps to the engineers who tuned the chassis. Also, the MDX is a reasonable size, adding to its sprightliness, especially in parking lots.
Super Handling All-Wheel Drive — or SH-AWD, as Acura shortens it — offers up a palpable edge in brisk exercises. Instead of pulsing the inside rear brake pad to sharpen handing, SH-AWD vectors extra torque to the outside rear tire, pushing it around the bend in a more usual fashion.
The MDX’s upgrade does not include much in the hut, and this is where I find the 2017 Acura execs too budget-minded. Cut-and-sewn dashboards, dramatic LED light piping, and panoramic glass roofs have become the norm in premium vehicles. Even though it uses quality materials, the MDX lacks all that spiff.
Its dual-display interface (the lower helping being a haptic touch-screen unit) isn’t nearly as elegant as Volvo’s system. Android Auto and Apple CarPlay are not supported, though Siri Eyes Free is.
On the plus side, supportive heated and vented seats are your friends on long road trips. Rich open-pore wood trim is clearly from real trees. And some might buy the MDX for the enormous ELS sound system alone.
Top Advance models swap the second row’s bench seat for captain’s chairs, dropping the seating volume to six. Row 2 pampers with a separate climate zone and heated seating that slides fore and aft.
There’s no shortage of generous storage cubbies, USB jacks and power ports throughout the vehicle, either.
A button push slides the middle row forward so youths can scamper back to Row 3. But leave that space to children; adults will be happy there only if it means not having to take an Uber.
Let’s not overuse the phrase “first-world problems,” but the MDX has no kick-to-open tailgate feature. And like all triple-row S.U.V.s, it has trifling cargo room in maximum passenger shape. Row 3 is not powered, but drops and raises easily. And once the seats are flattened, the MDX holds an average amount of kit for the class. (This is where I remind you that minivans are far more spacious.)
Playing armchair product planner, I’d throw a modest amount of money at the console and door panels for some stitching and lighting. It would raise the MDX knowledge a full level, perhaps even sidetrack buyers from the tiny sunroof and marginal user border.
But I wouldn’t change the overall goodness of the MDX. No wonder it’s so general.


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