The Acura MDX Type S is a Flagship with 355 Horsepower

It’s no secret that that the MDX is one of Acura’s most important products. Not only is it currently Acura’s best-selling model, it’ll also be the most expensive Acura model now that the NSX sports car will end production this year. It is therefore fitting that 2022 brings America not just an all-new MDX, but the first ever high-performance 3-row from Acura: the 2022 MDX Type S.

What Is Type S?

Before we get any further, we should talk about what Type S is and what Type S is not. I admit that when Acura first launched the TLX Type S, I was a bit disappointed.  I was reminded by an Acura collector that Type S has never been a full-on AMG or M competitor. Any such reminiscence of the old Type S models is likely due to rose-colored glasses. Instead, the mission of Acura’s reinvented Type S lineup is to compete squarely with Audi’s successful S trim level, BMW’s M-Performance line, Volvo’s T8, and the lower tiers of AMG. With this framing in mind, let’s continue.

Exterior

When the fourth generation MDX launched early last year, we all but knew the Type S was coming. You could tell simply by looking at its design. It featured a longer hood than in the past, necessary for the turbocharged engine. The grille was meaner and bigger for improved cooling. Type S builds on that with a freer-flowing grill with “hollow” elements to improve airflow. Two large grille openings lower on the bumper feed into two new heat exchangers. A body-colored grille surround and blacked-out trim completes the sport look without screaming “something wicked this way comes.”

Because this generation MDX was developed with the Type S in mind, no additional body modifications were required to stuff 275/40R21 tires on all four corners. Behind the biggest wheels ever fitted to an Acura are Acura’s biggest brakes this side of an NSX. Brembo 4-piston calipers clamp down on 14.3 inch rotors up front. Acura’s in-house calipers squeeze 13 inch rotors in the back. No sporty CUV would be complete without a quad-exhaust and some dubiously useful aero fins on the lower bumper, so of course Acura tossed all of the above in for good measure.

When it comes to styling, Acura’s design department knocked the MDX Type S out of the park, and I think struck just the right balance with aggressive looks that won’t alienate the MDX’s core demographic. After all, the MDX is well regarded as one of the most family-friendly three-row luxury crossovers and the Type S is likely going to take a substantial percentage of sales. My only gripes are the lack of a spare tire found on every other MDX, and the fact that the shiny black trim seen on this tester is only found on Type S trims with the “Advance” package, the base Type S makes do with matte black bits.

Drivetrain

MDX Type S and TLS Type S share a new 3.0L single-turbo V6 exclusive to the Acura brand. Built in Anna, Ohio, the new DOHC engine shares only the bore spacing and and cylinder bank angle with Acura’s 3.5L V6. The new engine features all of Acura’s latest engine tech. Cylinder deactivation, variable valve timing, direction injection, and active weight modules that counter engine vibrations when running in 3-cylinder mode are all here.

Rather than a twin-turbo setup that’s a bit more common in the luxury segment, Acura opted for a single turbo with a twin-scroll design and up to 15.1 psi of boost. The logical reason for a single turbo is to combat the plumbing nightmare that usually accompanies twin-turbo vehicles with transverse engines. Peak torque of 354 lb.-ft. happens from 1,400-5,000 RPM. Acura has not said if that peak torque number applies to all 10 of the transmission’s gears, however.

Sending power to the ground is a heavy-duty version of Acura’s 10-speed automatic. It utilizes beefier gear sets but the same gear ratios and final drive ratio as the regular MDX. Acura’s unique SH-AWD system is standard on all Type S models, and the software programming has been expanded for more aggressive yaw control. SH-AWD’s main innovations are an over-driven rear axle ratio and dual output clutches on the rear differential.

Overdriving the rear axle versus the front axle by 2.9% allows SH-AWD to bias more power to the rear in straight-line acceleration than other transverse AWD systems like the one in the Volvo XC90 or Infiniti QX60. The greater rear power bias helps prevent the vague torque steer that you can sometimes feel in the XC90 or XC60, while the clutch packs allow the rear axle to send up to 70% of engine torque to a single rear wheel.

Now it’s time for the disclaimer: The MDX Type S likely won’t send 248 HP / 248 lb-ft to a single rear wheel. Acura’s public specs do not specify what the limit is, but the phrase “up to” in all the specs indicates one thing: the limit is lower than than 70% of max engine output, so you might get 70% at 1/2 engine output, or 3/4 perhaps? We just don’t know for sure. Also, the rear power bias fades off at higher speeds for improved vehicle stability.  

Interior

The star of the new Type S interior is the new Azurite Blue color pictured above. It is only available on the Type S Advance package, but I suspect the upgrade is worth it. Base Type S shoppers can chose from 2-tone red/black, ivory/black, or grey/black interiors, but the Advance pack offers those colors in monochromatic form.

Aside from the color palate upgrade, sport seats and a sport steering wheel, the bulk of the Type S interior is common with the rest of the MDX lineup. Up top is Acura’s non-touchscreen infotainment system which is snappy but could be more intuitive. Below we have the same big drive mode dial as the TLX, but the size seems more at home in the bigger MDX. Continuing down we have the hunt-and-peck shifter which is not quite my cup of tea but you will get used to it. Finally, we find Acura’s new and controversial touchpad controller.

I suspect buyers will also get used to this design quirk. Unfortunately, now that Lexus is abandoning its “Remote Touch” interface, the award for least favorite input method now belongs to Acura. The absolute positioning of the cursor is logical in the native interface, but it doesn’t apply to Apple CarPlay or Android Auto. Despite it being designed to reduce distraction from the road, I find myself needing to pay more attention to the system in order to use it than a touchscreen

Unusual for a three-row CUV with performance aspirations, all MDX models feature seven seats. There’s a three-person middle bench and two seats in the way-back. If you’d rather have the feel of captain’s chairs, the middle seat in the second row can be removed or folded down. Once removed, there is ample access to the third row, which continues to be one of the largest in the mid-size segment. If you routinely use your third row, put the MDX at the top of your shopping list.

Have kids in child seats? The MDX is a win in this area as well with three sets of LATCH anchors in the second row and a center shoulder belt that’s part of the seat rather than dangling out of the ceiling. There are a few caveats however: the second row won’t tilt/slide forward with a child seat LATCHed into place like the QX60 does, and if you remove the center set you have also removed the two cup holders for the outboard passengers. If you’re a three-across family, don’t hit up the drive-thru, there won’t be any place to put your beverage.

What’s It Like To Drive?

With 355 ponies under the hood and wide tires, the Type S is going to be the most dynamic MDX ever built. How does it compare to the competition, though? That depends on what you consider competition. If you were hoping the MDX would be the answer to a Mercedes-AMG GLE 63, you’ll be disappointed. If, on the other hand, you’re looking for something more fun to drive than an Audi Q7 55, Volvo XC90 plug-in, or the Lexus RX 450, the MDX hits the nail on the head.

We don’t have official 0-60 or 60-0 figures yet, but you should expect the MDX to scoot to 60 in a hair under 6 seconds. Remember that the 3-row Acura weighs 567 pounds more than the TLX Type S. You might think 355 horsepower should get you to 60 faster, but I suspect that Honda limits engine output in first and possibly second gear. Acura denied this when I asked at the TLX event last year, though.

Thanks to the 275-width tires and SH-AWD, the MDX is a surprising amount of fun. Even better, considering it weighs over 5,000 pounds by the time you account for Brian in the passenger seat and yours truly driving. The only thing missing is a summer tire package like the TLX Type S gets. Of course, that’s something your local tire shop can remedy easily.

Thanks to SH-AWD’s torque vectoring capability, the MDX can have a remarkably well balanced feel under throttle. It’s a different story when you lift off the throttle. With 58% of the weight on the front axle, the MDX understeers in the corners just as much as the other front heavy entries (XC90, XT6, XC60, Q7, RX). As with other SH-AWD equipped Acuras, the MDX shines on a tight winding mountain road while going up-hill. It almost begs to be driven harder so the torque vectoring hardware can work its magic, but you’ll need to take it easier on the down-hill run.

Acura’s balanced approach to Type S tuning shows in the MDX’s ride quality, now among the best in the segment. Thank the new standard adaptive air suspension, adjustable damping and variable height control. I really hope this makes it to the regular MDX and even the RDX. The system can lift the Type S to 9.4 inches (2 higher than the regular MDX) for improved soft-road clearance, and down to 6.7 inches (6/10’s lower than the regular MDX) for easier ingress/egress and improved handling.

Acura’s 10-speed automatic isn’t as quick shifting as some of the competition’s ZF 8-speed transmissions. Luckily, it’s a more willing partner than the 9-speed in the XT6 or QX60 (completely unrelated 9-speed transmissions mind you). Throw the 8-speed Aisin in the Volvo or Lexus into that mix, too. Also a solid middle-ground is the steering weight and feel, as is cabin noise on the highway.

The only real fly in the ointment for the Type S is the fuel economy. At 19 MPG combined, the MDX manages to be 4 MPG below BMW’s 3.0L turbocharged X5. Even before the recent price hikes at the pump, you’ll save hundreds of dollars a year. The Lincoln Aviator is not exactly thrifty at 20 MPG combined, either. Prior to the MDX Type S’ arrival, it was the least efficient option in this group. The Lexus RX 450h L is rated for 29 MPG and the Volvo XC90 PHEV is rated for 27 MPG. Being a plug-in, the Volvo gets 30 miles of electric range (for the late 2022 models). Neither option is as much fun as the MDX, but either could save you over $1,000 a year if gasoline ever went back below $4 a gallon.

Pricing

Starting at $66,700 before destination, the Type S is $8,300 more than a comparable MDX A-Spec AWD. The extra cash gets you 65 extra horsepower, adaptive air suspension, bigger brakes, and wider tires. Remote start, 16-way front seats (versus 12 on the A Spec), and some extra LED lighting are also on tap. Jump up to the Type S Advance at $72,050, and the feature set reads more like an $80,000 BMW. It has features like massaging front seats, a superb 25-speaker audio system, HUD, heated rear seats, upgraded leather, and a few other knick-knacks. Toss in the lovely $500 Tiger Eye Pearl paint, and you’ll be at $73,595 before tax.

The Competition Costs How Much?

Nearly 74 large might sound high for Acura. Aside from the NSX, this is the most expensive vehicle they have ever built. Get over the sticker shock, however, and you’ll realize the classic Acura value proposition is still present. Compared to a comparably equipped Volvo XC90, the Acura is $7,000-$10,000 less. Its performance slots between Volvo’s T6 and T8 drivetrain in a straight line. Handling is certainly superior to both in the corners, though. It’s not possible to price the MDX’s arch-rivals from Infiniti and Lexus this high. They simply don’t offer the power and amenities found in the MDX. BMW’s X5 is certainly more expensive when attempting to spec it comparably. Its optional third row is almost as ridiculous as the one in the RX L.

The Type S’s prime competition, at least for me, comes in the form of the Audi Q7. When equipped with the 3.0L turbo engine and the “Prestige” package, the Q7 will sport a similarly spacious interior. However, it definitely has a more premium feeling interior with a few options you just can’t get on the Acura. As such, a comparably equipped Audi will cost at least $7,000 more.

No, the MDX Type S isn’t quite the SQ7 fighter that some Acura enthusiasts might have hoped for. For a flagship Acura, though, it’s just about right and should certainly be on your shopping list.