2022 Acura MDX Type S First Drive: Finally in the Sweet Spot
We weren't necessarily thrilled with the 2022 Acura MDX when it launched in January 2021. Acura promised the fourth gen of its hot-selling three-row SUV would offer a "premium performance SUV" experience. Instead, what we got was whatever the opposite of Goldilocks is: The MDX was neither sporty nor luxurious enough to hit its target in the segment. Now, though, the new 2022 Acura MDX Type S manages to fix many of the original 2022 MDX's flaws.
What Is the 2022 Acura MDX Type S?
With the ouster of the RLX sedan and the sunsetting of the Acura NSX supercar, the new 2022 MDX Type S is the latest flagship SUV for Honda's luxury arm. Part of Acura's reborn sporty Type S sub brand (think BMW MSport instead of BMW M), the MDX Type S aims to turn up the wick on the MDX formula by offering more power, a more advanced suspension, and a more engaging experience than other pedestrian MDXs.
Whereas the standard MDX is powered by a carryover 290-hp 3.5-liter V-6 (shared with platform mates like the Honda Passport, Pilot, Odyssey, and Ridgeline), the MDX Type S borrows its engine from the 2022 TLX Type S. Designed exclusively for Acura's Type S offerings, the MDX's 3.0-liter turbocharged V-6 produces 355 hp and 354 lb-ft of torque. As is the case in the TLX Type S, the MDX Type S pairs its engine with a 10-speed automatic and Acura's torque-vectoring "Super Handling" all-wheel-drive system. The new engine necessitated minor changes to the MDX Type S' front end, with new sub-radiators located below the headlights, and a larger, more powerful radiator behind the blacked-out grille.
Although not directly targeting Audi's RS or BMW's M brands (let alone S and MSport sub brands), Acura went further than just adding engine upgrades in an effort to make the 2022 MDX Type S a more compelling performance SUV. The most notable change is the MDX Type S' new air suspension (an Acura first), backed up by stiffer struts and adaptive dampers. The air suspension stiffens and lowers the MDX's ride height by 0.6 inch in its Sport and new Sport + drive modes, is capable of rising 2.0 inches in the MDX Type S' new Lift mode and offers improved ride quality versus the standard MDX in Normal and Comfort drive modes. Other performance upgrades include a retuned brake-by-wire system featuring four-piston front Brembo brakes, a revised steering rack to increase driving feel, and 21-inch wheels with self-sealing high-performance all-season tires.
MDX Type S changes are rounded out by quad exhaust tips, black exterior trim, a new optional 25-speaker ELS Studio 3D audio system, and some new exterior and interior colors.
How Does the MDX Type S Drive?
Acura's most recent efforts in the space haven't been the most convincing. We panned the standard MDX for its unrefined ride quality, poor braking manners, and lack of steering feel. The TLX Type S didn't fare much better—we called it sloppy and underwhelming.
While the MDX Type S won't make Audi SQ7 or even Dodge Durango SRT 392 buyers think twice about their high-performance three-row SUVs, we discovered that Acura has mostly gotten this one right.
Unlike the somewhat gutless standard MDX, the new Type S feels quick if not outright fast. The single twin-scroll turbocharger spools up quickly, and peak torque hits at just 1,400 rpm, giving the SUV strong off-the-line shove. The 10-speed automatic does a great job keeping the engine in its powerband in most driving conditions as it shifts smoothly and without hesitation.
The MDX Type S' ride and handling balance is superior to the standard MDX, too. When cruising around town, the air suspension dispatches impacts well and without any of the annoying secondary motions we noticed in the standard MDX. Similarly, on-center steering feel and effort was much more confidence-inspiring than in more workaday versions of Acura's three-row crossover.
You'll never mistake the MDX Type S for a super SUV on a good back road, but it still held its own better than we expected it to based on previous recent models. Its combination of air springs, adaptive dampers, and torque-vectoring all-wheel drive combined to make the MDX Type S surprisingly competent on the tight, twisting hilly back roads of California's Napa Valley during our first drive. With Sport + mode engaged, the dampers and air springs firm up, and the torque-vectoring system more aggressively routes power rearward and left and right, making the vehicle feel surprisingly well balanced and quick. Body roll is lessened noticeably, and the MDX Type S' ride expertly walks the fine line between firm and flinty. The more aggressive SH-AWD logic really helps get the MDX Type S' nose pointed toward the next corner, too—simply add power mid-corner and hang on as the car claws its way out and down the next straight.
Still, the 2022 Acura MDX Type S is not without its faults. Despite supposedly being NSX-inspired, the brake-by-wire logic is nowhere near as good as it is in the mid-engine supercar. While rarely an issue at lower speeds, brake feel is inconsistent whenever you ask for anything more than moderate stopping power. The steering feel still isn't great, either. It's quick yet somehow vague; we suspect a proper set of performance tires would do much to liven up the MDX's nose.
Does the MDX Type S Have a Nice Interior?
If you've spent any time in lesser versions of the MDX, the MDX Type S' stylish cabin will look quite familiar. Up front, Acura's touchpad infotainment system isn't loved universally, but we appreciate the fact it encourages the driver to keep their eyes up and on the road. The ELS Studio 3D Signature sound system (available only on the MDX Type S Advance) is among the best in the automotive space, rivaling high-dollar systems like the Bentley Bentayga's 22-speaker Naim system. We also really liked the splash of color offered by Acura's Azurite Blue leather upholstery, another feature only available with the Advance Package.
As for creature comforts, the front seats are spacious and comfy, especially with the massaging seats engaged. The second row is roomy but rather hard and flat, while the third row is both hard, flat, and best left for children. Despite featuring a second-row bench, third-row access couldn't be easier as the seats flip forward with the press of a button, and the return procedure is light and can be done with one hand.
How Much Is the Acura MDX Type S? Is It Worth It?
Prices for the 2022 Acura MDX Type S start at $67,745, about $5,000 more than the MDX Advance, the previous range topper. The MDX Type S Advance adds a slew of luxury features, including full leather massaging seats, open-pore wood or metallic trim, unique upholstery options, and the 25-speaker ELS system instead of the standard 16-speaker version. The Advance stickers for $73,095.
Acura would like buyers to think of the MDX Type S as a sporty, wallet-friendly alternative to mid-grade luxury models like the Audi Q7 Premium Plus, BMW X5 xDrive40i, Mercedes-Benz GLE450, and Genesis GV80, but a back-to-back comparison test will likely reveal those rear-drive models to be dynamically superior to the MDX Type S. That's also ignoring the fact the even sportier Audi SQ7, BMW X5 M50i, and Mercedes-AMG GLE53 exist and are likely within financial reach of those shopping for a $70,000 performance vehicle.
Regardless of how many buyers ultimately plunk down their hard-earned cash on the 2022 Acura MDX Type S, Acura has made it better for all thanks to its commitment to making it sportier than before. The MDX Type S succeeds in becoming the Goldilocks of an otherwise average MDX lineup.
Looks good! More details?2022 Acura MDX Type S Specifications BASE PRICE $67,745-$73,095 LAYOUT Front-engine, AWD, 7-pass, 4-door SUV ENGINE 3.0L/355-hp/354-lb-ft turbo direct-injected DOHC 24-valve V-6 TRANSMISSION 10-speed auto CURB WEIGHT 4,800 lb (mfr) WHEELBASE 113.8 in L x W x H 198.4 x 78.7 x 67.1 in 0-60 MPH 5.5 sec (MT est) EPA FUEL ECON CITY/HWY/COMB 17/21/19 mpg EPA RANGE (COMB) 352 miles ON SALE Now Show AllYou may also like
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We thought we spotted a Ford Maverick Tremor prototype a few weeks ago. It turns out the more rugged-looking Maverick we spied was indeed a Tremor, making it the fourth truck to get the off-road Tremor trim level, joining the Ranger, F-150, and Super Duty. Welcome to the family, baby Tremor. It's a good look.Want a Maverick with the Tremor package? You'll need to spring for a Maverick XLT or Lariat model equipped with the available 250-hp, 277-lb-ft 2.0-liter EcoBoost I-4 engine. That means—for now—the front-wheel-drive-only standard hybrid powertrain and entry-level XL trim cannot be combined with the Tremor, which Ford describes as "an entry-level option for buyers seeking greater off-road capability and bold styling." It's kind of like a souped-up FX4 Off-Road Package already offered on all-wheel-drive Mavericks. So, it's mostly entry-level.Visually, the Maverick Tremor wears a healthy dose of signature Tremor Orange accents, reminiscent of its F-150 brethren. The orange hue coats the tow hooks, fender vents, grille, and wheels. And of course the Tremor bedside logo is in Tremor Orange.Tremor logos are stitched into the Black Onyx seatbacks, which fittingly also have Tremor Orange stitching. There's a dose of non-orange customization in the form of a unique grille finish and blacked-out Ford logos, headlights and taillights.There's also a separate Tremor Appearance Package that includes a Carbonized gray roof and mirror caps. It also includes black side graphics on the hood and lower body.The 17-inch dark gray aluminum wheels are wrapped in 235/65R17 Wildpeak all-terrain tires, though you'll probably only notice the Tremor Orange on the inside pocket of one of the spokes. The speckle of orange almost gives the appearance of orange brake calipers when in motion.The Maverick Tremor gets "off-road tuned suspension with increased ride height" in the form of a 1-inch lift, with claimed "unique front and rear springs and shocks." We're not sure if this includes any of the mechanically similar Bronco Sport SUV's Badlands HOSS (High-Performance Off-Road Stability Suspension) system, or if Ford came up with new bits for the Maverick. Either way, the visual effect is a tougher Maverick.Paring nicely with the upgraded suspension are a tapered front bumper (for an improved approach angle of 10 degrees over the front-wheel drive Maverick Hybrid) and steel skid plates for undercarriage protection. There's also a heavy-duty transmission cooler and upgraded half-shafts.The Maverick Tremor gets five selectable drive modes, but the real story is Trail Control and the upgraded all-wheel-drive system complete with a torque-vectoring rear differential (think Bronco Sport Badlands), both of which the Maverick FX4 does not have. Trail Control is like off-road cruise control, where the driver sets the speed and steers while the truck controls throttle and braking to maintain a (slow) velocity. The torque-vectoring, also new to Maverick, includes a twin-clutch rear-drive unit with a differential lock that allows virtually all rear axle torque to go to either wheel.The 3,807-pound Maverick Tremor is, naturally, the heaviest of the Maverick clan. It can tow 2,000 pounds (indicating it's not offered with the 4K Tow Package, which ups the truck's total to 4,000 lbs) and has a payload rating of 1,200 pounds, 300 pounds less than the other Mavericks.The 2023 Ford Maverick Tremor Off-Road Package comes with $2,995 price tag, and the Tremor Appearance Package is $1,495. Ordering is available in September, with production beginning in fall.
ProsNear limitless gripQuicker-than-you-can-think responsesBiblical brakes ConsConfusing drive modesNo performance auto-shifting modeNeeds a bigger shift lightIt's not often a car comes along where the only thing you can find to complain about are the names, functions, and number of drive modes, but here we are. The 2021 Lamborghini Huracán STO is so insanely good to drive, we're left with the nittiest nits to pick."You look at the STO and its wings 'n' things," deputy editor Alex Stoklosa said, "then consider that it's shoving a V-10's worth of power to only the rear wheels, and you assume it'll be hairier than a barbershop floor. Not at all. There is so much grip front and rear, and the chassis is so balanced, that it drives nothing like it looks. There is no evil here. Sure, the Lambo hustles in ways most cars don't or can't, but it simply has no vices while furiously raging."You could call it a complaint for lack of others, but the amount of time some judges felt they needed to fully understand the car's limits was a bit longer than usual, simply because the limits are so high you need a telescope to see them. Once you truly understand what it's capable of, though, you never want to stop driving it. On the street, on the track, it doesn't matter.Credit the brilliant blending of adaptive magnetorheological shock absorbers, rear steering, racing brakes, and Bridgestone Potenza Race tires for the STO's direct connection to your brain's pleasure center. The front end changes direction quicker than you can think it while the rear stays behind you no matter the speed unless you very deliberately kick it out. When you do, the car breaks away beautifully, allowing you to ride that slip into the perfect amount of rotation.Mostly, though, it just goes. The damn near race-spec V-10 delivers a perfect progressive powerband that never wallops the rear tires with more torque than they can handle (which is, admittedly, a lot), so you can stand on the throttle leaving every corner, and the STO will grab and go. Get to the next turn, and the brakes require only gentle but deliberate pressure to stop the car like you just grabbed the No. 3 wire on an aircraft carrier's deck.Not just a one-lap pony, the Huracán STO will do it over and over, every corner, every lap, all day long. It's so rewarding and fulfilling to drive, you never want to stop. You can't automatically say these things about every mid-engine supercar with 600-plus hp.About those nits. Some judges found the drive modes confusing, assuming the STO mode would be the most aggressive since it shares the car's name. ("STO" stands for Super Trofeo Omologato, meaning this is the road version of the Huracán Super Trofeo track-only race car.) But STO is actually the "around town" mode, and many felt it was way too docile. Corsa is the mode you want to be in, but keep in mind it's the full race mode with manual-only shifting and reduced stability control. Several judges found themselves wishing for an intermediate mode with lighter steering than Corsa and far more aggressive automatic shifting. But alas, the only other mode is Pioggia, the wet weather mode.Since we're whining, an actual shift light instead of the graphics in the digital instrument cluster would be nice. The engine just revs forever, right until it suddenly doesn't, so you need the upshift indication in Corsa.But again, all you really need to know about how ridiculously awesome this car is to drive is that we can't find anything better to complain about. The Huracán STO is an apex predator at its apex, fully bestowing the thrill of the hunt to anyone who slips behind the wheel.2021 Lamborghini Huracán STO Specifications Base Price/As tested $333,633/$442,033 Power (SAE net) 630 hp @ 8,000 rpm Torque (SAE net) 417 lb-ft @ 6,500 rpm Accel, 0-60 mph 2.8 sec Quarter-mile 10.7 sec @ 132.3 mph Braking, 60-0 mph 95 ft Lateral Acceleration 1.16 g (avg) MT Figure Eight 22.3 sec @ 0.99 g (avg) EPA City/Hwy/Comb 13/18/15 mpg Vehicle Layout Mid-engine, RWD, 2-pass, 2-door coupe Engine, Transmission 5.2L port- and direct-injected DOHC 40-valve 90-degree V-10, 7-speed twin-clutch auto Curb Weight (F/R DIST) 3,390 lb (42/58%) Wheelbase 103.1 in Length x Width x Height 179.0 x 76.6 x 48.0 in On Sale Now Show All
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