2023 Acura MDX Reviews, Pricing & Specs

When you shop for a new Acura MDX, you'll find standard and Type S versions, each available with trim packages that increase the amount of equipment. In Canada, the standard MDX comes in a base level of specification with available Tech, A-Spec, and Platinum Elite packages, while the MDX Type S is offered in standard spec or with an Ultra package. Prices range from $59,300 to $84,400, not including a destination charge of $2,375. (Note that for the 2023 model year, the Acura Canada website is listing the base and Tech packages as being low in inventory and does not make them available in the customizer. The de facto starting price is therefore at the A-Spec trim, which costs $66,300.)

Our test vehicle arrived in the US equivalent of Type S Ultra trim with extra-cost Apex Blue Pearl paint and an Orchid (white) interior. (In Canada, Apex Blue is only offered on the A-Spec trim, and the white interior is not available.) The manufacturer's suggested retail price (MSRP) for the Type S Ultra trim in Canada is $84,400. With a price that high, Acura sets a different expectation for quality, luxury, and driving dynamism, and in some respects, it misses the mark.

The fourth-generation MDX is the first Acura SUV to wear the Type S badge, and the S could stand for subtle. That's praise, not criticism, since we consider advertising your vehicle's potential for law-breaking unwise.

Like other MDX models, the Type S features chicane-design LED running lights and taillights, and LED headlights with automatic high-beam operation. Minor front styling modifications and muted badges are in keeping with the subdued appearance, while 21-inch wheels give the Type S a proper stance. Quad exhaust outlets frame a rear diffuser panel.

A panoramic moonroof is standard for all MDX models, and most feature Iconic Drive ambient lighting themes named for great racetracks and drives from around the world. The Type S Ultra features quilted leather, aluminum interior trim, a Sport Appearance package with a black headliner and stainless steel pedal covers, open-pore wood, and a leather-wrapped dashboard.

Overall, the MDX Type S is appealing, inside and out. However, from some angles, the way the body tapers in at the doors can make it look like the MDX has a massive dent on the side of it. Also, the gloss black plastic decorating parts of the dashboard can make it challenging to find and use some controls. We've never been fans of Acura's electronic transmission switchgear, either. (Since 2017, this writer has leased two MDXs with that switchgear and still gets confused occasionally.) But these are nit-picks about what is a fundamentally attractive luxury SUV.

What makes the 2023 Acura MDX Type S unique is its engine. This version of the MDX employs a turbocharged 3.0-litre V6 generating 355 horsepower and 354 pound-feet of torque, increases of 65 hp (from 290 horsepower) and 87 lb-ft (from 267 lb-ft) of torque over the standard 3.5-litre V6. However, the Type S also weighs 130 kilograms (285 pounds) more than the lightest standard MDX with all-wheel drive (AWD). (In Canada, front-wheel drive (FWD) is not offered.)

The twin-scroll turbo V6 engine uses a 10-speed automatic transmission with paddle shifters to power all four wheels through Acura's standard Super Handling All-Wheel Drive (SH-AWD). This mechanical torque-vectoring AWD system can put up to 70 percent of total engine output to a single rear wheel, and you can feel the system at work when accelerating hard out of a corner or tight curve. Acura also employs a brake-based technology called Agile Handling Assist to help tighten a cornering line.

An Integrated Dynamics System provides Snow, Comfort, Normal, Sport, and Sport+ driving modes. Separately, you can put the transmission into Sport mode. In addition, the MDX Type S has an exclusive Lift mode that leverages the standard adaptive air suspension to increase ground clearance from the standard 18.5 centimetres to 23.8 centimetres.

Not that you'd want to go off-roading in the MDX Type S, what with its standard 21-inch wheels and 275/40 all-season performance tires. Other Type S exclusives include a solid rather than hollow front suspension stabilizer bar, an Electro-Servo brake system, and larger 14.3-inch front brake rotors with upgraded Brembo front calipers. The MDX's standard variable-ratio steering carries over to the Type S.

This list of performance enhancements represents a substantial effort by Acura to transform the already enjoyable MDX into more of a thrill ride, while remaining a value-packed alternative to pricier machines like the Audi SQ7, BMW X5 M50i, and Mercedes-AMG GLE 53. But, unfortunately, the result falls short.

Mainly, the problem is the performance upgrades don't gel into a cohesive whole. The MDX Type S never feels like an extension of its driver because it constantly calls attention to itself through its indecisive transmission, lack of ride compliance, squealing tires, and poor brake pedal modulation. Plus, the engine doesn't offer a substantial increase in power over the standard V6, making its dismal fuel economy harder to accept.

On our test drive, which included city, suburban, coastal, highway, and mountain roads, the MDX Type S averaged 13.9 litres per 100 kilometres, coming up short of the official Natural Resources Canada fuel consumption rating of 12.4 L/100 km in combined driving. For just the city driving portion, our test vehicle returned 13.8 L/100 km. So, if you drive the MDX Type S in the manner for which Acura engineered it, it guzzles gas like it has a big V8.

We used the Normal driving mode in the city and on the highway and a mix of Individual and Sport+ modes for mountain driving. We set the Individual mode for Sport powertrain response, Sport suspension tuning, and Normal steering effort.

The MDX Type S is mostly agreeable when driving around town or on the highway in Normal mode. Occasionally, there is a delay in engine response, or the transmission either fails to downshift or does so in an unrefined manner, but these issues arise inconsistently. Nevertheless, the turbocharged V6 sounds great when revved and delivers quick acceleration in exchange for swilling fuel like a beer-guzzling college kid attending their first kegger.

Over speed bumps and speed humps, the MDX Type S feels structurally solid, but these surface traffic control measures also cause more suspension and interior noise than anticipated. The suspension also transmits sharper bumps and cracks into the cabin more harshly than expected, as though the 21-inch wheels might be too big and too heavy for the MDX's double-wishbone front and multi-link rear suspension to manage.

The Type S struggled as a driver's SUV when heading through the mountains. In Sport mode, the transmission is sometimes confused about what it should be doing, resulting in unexpected behaviour. Using the paddle shifters is unrewarding, so they're a dissatisfying solution. Switching to Sport+ mode resolves the drivetrain issues to a large degree, but after threading down to the coastline, our average fuel economy had jumped to 16.7 L/100 km, so there is a cost to this choice of driving mode.

Changing to Sport+ mode does not address the on/off brake pedal response. The Type S gets exclusive Electro-Servo brakes, which means the pedal electronically activates the hydraulic mechanical braking system. Acura claims this approach is "NSX-inspired" and uses the same motorized actuator the company installed in the final run of NSX Type S models. The expected result, according to Acura, should be a "consistent, linear, and predictable brake pedal feel, regardless of driving conditions."

This reviewer tends to trail-brake into corners, braking hard on approach and then bleeding off pressure upon curve entry. Unfortunately, that driving style is hard to execute faithfully in the MDX Type S, and it's not a pedal feel issue. Instead, it seems the actuator isn't as adept at its job as it should be, releasing the brakes sooner than the driver intends and allowing more mid-corner velocity than is comfortable. This behaviour makes it hard to trust the MDX Type S when driving it with enthusiasm.

In addition, Acura uses Continental self-sealing performance all-season tires on the MDX Type S, sized P275/40R21. They start to squeal well before they lose grip, an audible signal to the driver to back off before the situation gets out of hand. Add the lack of suspension compliance in the Sport and Sport+ driving modes and, oddly, more body roll than expected, and the MDX Type S lacks the sense of cohesion that defines the best driver's vehicles.

Overall, the MDX Type S drives like its dynamic components aren't working in concert toward a shared goal. A mechanical symphony is critical to get right in a performance model because it builds trust in the driver. Without it, a driving enthusiast cannot predict what a vehicle will do in a given situation, negating the point of paying extra for the performance-tuned variant in the first place.

So, if you're looking for a fun-to-drive midsize three-row SUV, we recommend sticking with the standard MDX with the A-Spec package. It's not as fast or outright capable, but it is more predictable to drive. And it still offers SH-AWD, one of the best things about driving the Type S.

Acura packs plenty of functionality into the 2023 MDX. It offers three rows of seats with your choice of two or three second-row seating positions, plus a cargo area with lots of usable floor space.

Naturally, our fully equipped test vehicle had all of the available upgrades. Every MDX comes with a triple-zone automatic climate control system. Our Type S Ultra also had 16-way power-adjustable front seats with heating (which is standard in Canada), ventilation (equipped from A-Spec), and massage (a Type S Ultra exclusive), wrapped in supple quilted leather upholstery. You can adjust the thigh and side bolsters, and the power-adjustable steering wheel has a heated rim.

During the evaluation period, we found ourselves sitting on the firm driver's seat more than in it. Even with the adjustable bolsters, the seat doesn't envelop you, so it doesn't hold you in place as well as expected when driving with enthusiasm. The MDX is undoubtedly comfortable, but the Type S seats fall short of the model's performance-oriented mission.

Seven-passenger seating is standard in all MDXs. If you prefer a pass-through between the second and third rows, you can remove the centre section of the second-row seat. Or, leave it in place and fold it down to create a centre armrest with cupholders and a storage tray. The second-row seat slides forward and back to make more space for third-row passengers, but its rearmost position does not supply as much legroom as expected. However, the seat is comfortable and supportive, and in Canada, the outboard positions offer heating as standard equipment on all MDX trim levels but the base model.

Power-operated release buttons slide and tilt the second-row seats forward for easier third-row access. It's not easy for adults to climb into or out of this seating location; predictably, it is a tight squeeze for grown-ups. Therefore, the MDX's third row is best for carrying children.

Within the cabin, style takes precedence over storage space. For example, the bin located underneath the front centre armrest is small. Furthermore, Acura's decision to dramatically showcase the Integrated Dynamics Control knob on the dashboard, to centre the transmission buttons and switches on the centre console, to require the use of a touchpad to control the infotainment system, and to add a pedestal-style wrist rest for more comfortable touchpad use, all lead to missed opportunities to create valuable storage space.

Open the power liftgate, and you'll find a decent amount of cargo floor space and a sizable well underneath the reversible load floor panel. The SUV can easily swallow luggage for a family road trip, with room left for backpacks, a cooler, or souvenirs. Plus, Acura provides hooks for holding plastic grocery bags in place. Together, these solutions proved perfect following a family shopping trip. Thoughtfully, the Type S has a hands-free liftgate with a Walk Away Close function, the latter being standard on all but the base model, so you won't accidentally leave it open after unloading cargo.

Acura offers two sets of cargo measurements, one of which presumes you'll pack items on the cabin's floor with the front and second-row seats moved all the way forward. But, of course, nobody packs like that, so we're reporting the more realistic numbers. Behind the third-row seat, the MDX can carry 461 litres of cargo space, including within the underfloor storage bin. Fold the third-row seat down, and you'll have 1,107 litres at your disposal, with a maximum of 2,021 litres with both rear rows folded flat.

Acura's Digital Precision Cockpit consists of a configurable 12.3-inch digital instrumentation panel and a 12.3-inch infotainment display. At this point, these are expected features in any luxury SUV.

Unfortunately, the infotainment screen isn't touch-sensitive. Instead, to operate the system, you must use a True Touchpad Interface (TTI) located on the centre console. Return and Home buttons, a stereo volume knob, and a radio tuning rocker switch accompany the TTI touchpad, along with a padded wrist resting pad that looks like it should be a transmission gear selector but isn't.

Acura developed the TTI in good faith, seeking a better way for drivers to interact with in-vehicle technology, and launched it in the 2019 RDX as part of that model’s last redesign. The tech is now standard in the MDX and the TLX sedan as well, although not the Acura Integra. In our opinion, there are three flaws with the automaker's approach.

First, people know how to use touchscreens. From smartphones and iPads to ordering fast food and paying restaurant bills, touchscreens are now the norm. Learning a new system that still requires hand-eye coordination is not helpful and can add distraction instead of reducing it.

Second, the TTI design robs the centre console of space that could contain more storage. In addition, the wrist rest partially blocks the MDX's wireless charging pad.

Third, people increasingly use voice recognition technology to operate digital assistants, smart home features, and more. Natural, conversational voice recognition is the holy grail for distraction-free vehicle operation.

Fortunately, thanks to the infotainment system's Bluetooth and wireless Apple CarPlay and Android Auto connectivity, you can use the familiar Siri and Google Assistant functions while driving the MDX. Also, the MDX features Amazon Alexa Built-In. Push the talk button on the steering wheel, and say something like: "Alexa, find the closest Chipotle." You'll be enjoying a big ol’ burrito in no time. The trick is to remember to use Alexa. If you attempt to use the native voice recognition system, frustration quickly sets in.

Additional infotainment features include SiriusXM satellite radio, a native navigation system, and AcuraLink connected services. Some features have a four-year complimentary trial period such as automatic collision notification and emergency calling, while others such as remote start and stolen vehicle locator have a 90-day trial in Canada. A 4G LTE Wi-Fi hotspot is available with a subscription.

Acura offers several sound systems in the 2023 MDX. Our test vehicle had the top-shelf Signature Edition ELS Studio 3D high-end audio system with 25 speakers sprinkled throughout the cabin. While using an Acura-supplied USB stick containing uncompressed music files, the speakers utterly thundered with clear, clean, distortion-free sound. Listening to Coin's catchy "Chapstick" via satellite radio wasn't nearly as satisfying.

With the Platinum Elite and Type S Ultra packages, the MDX adds a 10.5-inch head-up display (HUD) showing navigation instructions, driving assistance status and warnings, current vehicle speed, and the posted speed limit. Acura thoughtfully locates the controls for the HUD on the dashboard, where they are easily accessible.

Unfortunately, at one point, the traffic sign recognition system misread a sign and suggested the posted limit was much higher than it actually was.

The MDX's traffic sign recognition system is part of the automaker's collection of driving assistance and collision avoidance systems. The safety features include a collision mitigation braking system with pedestrian detection, automatic emergency braking, lane-departure warning, lane-keeping assist, lane-centring assist, an adaptive cruise control system with low-speed following capability, and Traffic Jam Assist.

In addition, every 2023 Acura MDX in Canada includes standard rain-sensing wipers, a blind-spot monitoring system, and rear cross-traffic alert. Certain trim packages add front and rear parking sensors, low-speed automatic braking, and a surround-view camera system.

Generally speaking, the latest Acura systems operate with greater accuracy and refinement than in the past. However, we're not fans of the steering wheel wobble accompanying the lane departure warnings, preferring a vibration instead. Also, the MDX can issue false lane-departure notifications when driving across pavement scars from past construction zones. In addition, when using the adaptive cruise control, we'd appreciate a faster resumption of the set speed after changing lanes to pass slower vehicles.

During the evaluation drive, something happened that we've never experienced in any test vehicle. In diffuse, late afternoon sunlight on the highway, the MDX mistook an overhead exit sign as an obstacle, issued a collision warning, and momentarily braked. Fortunately, traffic following behind wasn't close enough to pose a rear-end collision threat, and we took control immediately to cancel the tech's faulty operation. Still, this is concerning.

If you get into an accident while driving the 2023 MDX, know that it boasts good crash-test ratings. The Insurance Institute for Highway Safety (IIHS) called it a Top Safety Pick+ during the 2022 calendar year, while the National Highway Traffic Safety Administration (NHTSA) gave it an overall five-star rating. However, in the NHTSA tests, the SUV earned four-star protection ratings for the driver and front passenger in the frontal-impact test.

The Acura MDX remains less expensive than most rivals, even in Type S specification.

Unfortunately, the MDX Type S is not as thrilling or enjoyable to drive as performance-tuned alternatives from Audi, BMW, and Mercedes-Benz. It also has an insatiable appetite for fuel, which calls into question Acura's decision to axe the previous-generation MDX’s sport-hybrid powertrain. Rivals from Europe offer mild-hybrid turbocharged engines, plug-in hybrid drivetrains, or both. Acura does not.

As mentioned previously, if you're intent on buying a new MDX, we think you should skip the Type S and stick with the Acura MDX A-Spec if you want a sporty-looking version of this Acura SUV. It isn't as quick and capable, but it is ultimately better to drive. (For the record, we also feel the same about the Audi Q7, BMW X5, and Mercedes-Benz GLE.)

Unfortunately, choosing the A-Spec still won't solve some of the user experience issues related to the MDX's onboard tech, from the fussy infotainment system to the driver assistance system's alarming perception of an overhead road sign as a collision threat.

Ultimately, the 2023 Acura MDX is a mid-pack contender, proving to be more appealing than some of its competitors and less appealing than others. Fortunately for Acura, the most compelling alternatives are the more expensive ones.

Note: Images show a US model.