THE AGE OF ELECTRICS WILL BE GOOD INDEED
With a bit of NSX under the skin of the hybrid MDX, the future looks bright
Back in 1999, Honda was the first automaker to sell a hybrid in Canada. These gas-electric vehicles have come a long way since, and that’s a key point. Tightening fuel economy standards will put electricity in most car companies’ tool boxes, but it also has to come with a great driving experience if customers are going to get on board.
Acura has done that with its first-ever hybrid SUV, the MDX Sport Hybrid. Using technology borrowed from its NSX supercar, it created a vehicle that’s more powerful than the non-hybrid version, but with the fuel economy of some smaller hatchbacks. Although a battery is now tucked in, there’s no loss of cargo space, contrary to what usually happens. And its sharp handling and tight chassis make it fun to drive, and that’s essential. You don’t win drivers over by forcing hybrids on them, but by making alternative power train vehicles they want to buy.
The core of the system is a 3.0-litre V-6 gasoline engine that makes 257 horsepower and 218 pound-feet of torque on its own, while the hybrid system boosts the net output to 321 hp and 289 lb.-ft. of torque. Rather than a CVT as many hybrids use, the MDX has a seven-speed dual-clutch automatic, which shifts with satisfying speed and smoothness. Finally, there are three electric motors — that’s the NSX system — to provide much of the handling magic.
One motor is mated to the transmission, where it powers the front wheels in electric-only mode or throws in extra oomph to the gas engine. There’s also a motor on each rear wheel, providing all-wheel drive without a driveshaft or rear differential. On curves, these motors also operate as a torque-vectoring system, one powering the outside rear wheel while the other brakes the inner to tuck the MDX in tight. They do it at lower speeds too, for a stable, easy-to-drive feel in everyday commuting. The handling is sharp and slick, but I’d like more weight and feel to the steering.
Like all hybrids, the MDX shifts seamlessly and automatically between gasoline and electricity, Overview: Acura builds its first hybrid SUV
Pros: Sharp handling, sportydriving option, battery doesn’t affect cargo space
Cons: Cramped rear seat, you’re taking the DVD screen whether you want it or not
Value for money: Good
What I would change: Fix that clunky media system
or a combination of the two as needed. It charges its battery through regenerative braking and doesn’t need to be plugged in.
Acceleration is linear with a light right foot, and satisfyingly quick with a heavier one. There are four drive modes that alter the steering, throttle and adaptive dampers, from an almost-too-soft comfort mode up to sport plus, which keeps the gasoline engine running all the time for quickest acceleration. I played with that mode a fair bit, but still averaged 9.2 litres per 100 kilometres over a week, just a hair over the rated 9.0 in combined city and highway driving. By comparison, the regular MDX is rated at 11.0 L/100 km. Premium-grade fuel is recommended but not required.
Technology doesn’t always come cheap, and that’s compounded by the fact the Sport Hybrid is fitted only at the MDX’s highest trim level. At $69,990, it’s $4,000 more than the conventional MDX in the same trim. That top package includes navigation, 16.2-inch rear-seat DVD screens, ventilated front seats, a power tailgate and a suite of electronic driving-assist nannies. Although I seldom see any MDXs with trailer hitches, those who like to tow should note that while the gas-only MDX can pull up to 2,268 kilograms, towing isn’t recommended with the hybrid.
While the regular MDX can be outfitted for six people, the Sport Hybrid is strictly a seven-seater, at least in theory. The third row is tight and the seats are hard. It can also be tough to access, so be sure any young children you plunk back there can fasten their own belts, because it’ll be tough for you to do it. I found the front seats supportive and comfortable, but my longerlegged husband complained that the front passenger seat didn’t go back far enough for him to stretch out.
The interior blends everything that’s great and awful about Acura. The cabin is well appointed and with good fit and finish, and there’s a ton of storage space, including a clever centre console with a sliding panel and upper box for corralling smaller items, which opens to reveal a deep, wide bin. But a gearshift selector made of buttons and toggles is awkward to use, and the media system is definitely not my favourite. The dual-screen setup makes sense in theory: Whatever you have up top, such as the navigation map, stays visible while you fiddle with stereo, climate or phone activities on the bottom screen ( just not Apple CarPlay or Android Auto, which aren’t included). That’s offset by a not-veryintuitive interface, a voice-command system that seldom figured out what I wanted, and touch capability on the bottom screen, but not the top one.
Just as the automobile displaced horses, it looks like gasoline vehicles will all get some level of electrification in the future. While that prospect would have been unthinkable in the hybrid’s early days, I’m pretty good with any that work the way this Acura does. If this is how the future will drive, bring it on.