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Acura MDX luxurious sport-utility wagon does it differently
Bob Plunkett
Date Posted: 5/10/2005
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PINE GROVE, Penn. -- At the sharp curve on a two-top route weaving through foothills of the Appalachians in Pennsylvania, a driver's instinct suggests braking to retard the multi-ton mass of a sport-utility wagon hurling toward the hard left turn, but we resist the urge and instead ride the kink simply to see how much road stress the new wagon by Acura can handle.
It answers by gliding through the tight bend, big front tires clawing the course as rear treads follow in line without slipping an inch.
In the exit we see this wagon can take the tack at even higher speed and still hold its rubber on the road. It's obviously quite nimble and, as our drive in these hills demonstrates, even playful -- traits not typical for a hefty sport-ute, much less one lined in leather with seats for seven and adaptable cargo space in the rear.
Apparently, designing an agile kind of sport-utility that's easy to drive and capable of multiple uses becomes the different idea driving the MDX.
Its name suggests as much, with the initials meaning Multi-Dimensional Cross-Trainer, in the image of a toned athlete accomplished in various sports.
Acura works it as a refined luxury vehicle that provides cushy appointments and fancy features, yet the three rows of flexible seats permit different uses as a workhorse hauler and the strong engine even lets it tow a trailer, while sophisticated mechanical equipment enable the wagon to roll comfortably on pavement as well as dirt or dispel the inherent danger of icy winter roads.
It's different from a conventional sport-utility vehicle because it doesn't use a truck chassis as the foundation and its engine doesn't drive the rear wheels.
Instead, the MDX springs from a unitized structure that's innately stiff and strong, and the front-mounted engine directs muscle to front wheels with an electronic device on-board to channel some of that torque to the rear wheels when front ones slip.
The monocoque structure melds chassis and body into a cohesive entity that's extremely rigid when put in motion.
Factor in the relatively short (106.3 inches) wheelbase and an exceptionally broad wheel track (66.3 inches up front and 66.5 inches in back) to create the stable stance of a sportsmobile. Then isolate the independent suspension elements on subframes, dial in geometry similar to that of a car and allow generous wheel travel for sporty moves.
Add variable-power rack and pinion steering and disc brakes for all corners with anti-lock controls and electronic force distribution.
The result: Uncommon agility in the pose of an athlete.
Power flows freely from the aluminum six-pack powerplant. With single overhead camshaft and four valves in every cylinder, the advanced engine displaces 3.5 liters and uses Honda's remarkable VTEC (variable value timing and lift electronic control) valvetrain to precisely manage engine breathing and combustion in order to maximize horsepower and disperse the torque across a broad band.
It produces a lusty 240 hp at 5300 rpm, with 245 lb-ft of peak torque spread flatly between 3000 and 5000 rpm.
The intelligent five-speed automatic transaxle employs electronic controls and supports diverse demands, from high-speed highway runs to slow-speed off-road work, four-wheel traction and towing.
A shift gate mounted on the center console permits notchy manual movements between gears, while an intelligent shift point controller automatically selects third and fourth gear settings after measuring variables like throttle position, road speed and rates of acceleration and deceleration when traversing long inclines and descents.
The four-wheel-drive system also differs from the typical sport-utility, eliminating a viscous coupling that transfers torque from one set of wheels to another after detecting wheel slippage. Instead, the Acura system senses when four-wheel traction may be needed and automatically shifts as much as half the engine torque electronically from front to rear wheels.
Labeled VTM-4, meaning Variable Torque Management Four for four-wheel-drive, the device can supply infinitely variable power to the two wheel sets, but a lock switch on the console lets the driver hold torque on rear wheels momentarily to work through a dicy traction condition.
It provides three modes of engagement. On dry pavement, the system can shift some torque from front to rear wheels when accelerating from a stop to cruise speed. In another mode, the system measures wheel rotational differences, front to rear, then redirects torque away from slipping wheels in favor of the set that maintains better traction. For the third condition, torque is locked at rear wheels via the console switch, and the vehicle tackles challenging situations like an icy driveway slope.
Designer at Honda Research and Development in California devised the car-like characteristics for MDX, then drew inspiration from the image of an armor-plated rhino to dress it in low stance with forceful but edgy styling. The abbreviated hood supports a strong face with broad grille set between multi-lens headlamps at each side and an even wider mouth down low with foglamps on corners.
Sides look shapely with planed shoulders and defined wheelwell flares, and the front and rear pillars tip toward each other between blackened center pillars, while at the rear a top-hinged liftgate swings up with hydraulic boosters.
The spacious cabin piles on leather and wood trimmings to set a luxurious mood.
Two bucket seats occupy the front row on each side of a console and a three-person bench split in 60/40 sections stands in the second row, but two third-row seats divided 50/50 are also included.
Second-row seats drop forward and third-row seatbacks fold into the floor. With all second and third seatbacks down, the vehicle ends up with a flat-floored cargo area that encompasses more than 80 cubic feet of storage space.
A three-dial instrument panel has large analog gauges, and the center dash holds an optional Acura navigation system that installs a seven-inch video monitor.
Standard gear on a deluxe list includes the leather upholstery, a power moonroof, automatic climate system with vents front and rear, and a premium sound package with five speakers and a CD player in the dash. Further, safety systems like dual frontal and side-impact air bags are also standard, along with the four-wheel-drive system and ABS.
Options are limited to the navigation system, a Bose eight-speaker audio kit with six-disc CD player, and a touring package with roof rack, the Bose stereo and a driver's seat with eight-way power movements tied to memory functions on a remote keyless entry fob.
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| Vehicle Specifications: |
| 2001 ACURA MDX Specs |
| Description: |
Mid-size luxury SUV
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| Model Options: |
Mid-size luxury SUV
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| Wheelbase: |
106.3 inches
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| Overall Length: |
188.5 inches
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| Engine Size: |
SOHC 3.5-L V6
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| Transmission: |
Auto/5
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| Drive: |
AWD VTM-4
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| Braking: |
Power 4-disc/ABS/EBD
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| Airbags: |
2 (front) + 2 (side)
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| Gas Mileage: |
17/23 mpg
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| Price: |
$ 35,000 to $ 40,000 |
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