Yahoo Autos 2025 Acura MDX Type S Gets Fresh Sprinkles
Acura’s 2025 MDX Type S isn’t all-new. It’s a mid-cycle product refresh; new sprinkles atop the same cupcake. And that’s ok, because the MDX has long been, a big, burly, and brainy cupcake.
The slight updates to the MDX for 2025 aren’t without value. But it’s not like current lessees’ of 2024 models will be paying off their contracts early to step up to the rejiggered edition. There’s some rhinoplasty to the front fascia that’s nice, the high-mounted center display screen atop the dash is now close enough to be touched, and many of the electronic gizmos have been futzified. It's a worthwhile update to what was already Acura’s best-selling vehicle. It’s incrementally better than before. And it’s the size of that increment that matters.
That move of the center screen is worthwhile. Spreading out 12.3 inches and now touch-operated, the trackpad that had been in the center console is gone. That frees up more space for ginormous cupholders and easier access to the wireless phone charging pad. Apple CarPlay and Google Auto are, of course, accessible over Bluetooth or through a wired connection. So, no, this is not a vehicle for Luddites looking for a refuge away from handheld electronics. It is, however, now better at accommodating that Circle K Bladder Buster.
Bang & Olufsen replaces Elliot Scheiner (ELS) as the brand gracing the MDX Type S (with “Advance Package”) premium audio system. Part of that transition is a move from a mere, tragically inadequate 25 speakers to a thick, fully robust 31. There was no chance to directly compare the old ELS system with the fresh 1760-watt B&O installation, but the new one Bangs impressively. How it Olufs is open to future evaluation.
The regular MDX and MDX A-Spec use less powerful, less speaker-dense systems also branded as B&O. They weren’t on hand. Still likely sound fine.
Interestingly, what’s best about the MDX’s dash and instrumentation is what hasn’t changed. At a time when Cadillac is redesigning the Escalade’s dash to fill the span from A-pillar to A-pillar with digitalia, the MDX’s simple digital display in front of the driver feels restrained and even, well, classy. Beyond that, the Type S heads-up display projected on the windshield means there’s little reason to look down at the screens anyhow.
The next manufacturer to follow the Bugatti Tourbillon’s lead and adopt some analog instrumentation will distinguish itself in the market. That can’t happen soon enough. More grumpiness to follow.
Now that the all-electric ZDX is in the Acura lineup, the MDX falls to second place on the brand’s portliness index. However, the MDX remains the only three-row available at Acura stores. Some buyers want third rows. And some buyers need third rows. And even the third row isn’t punishing in the MDX.
What’s best about the 2025 MDX is what was best about all the MDXes since the model’s introduction back in 2000: its mechanical substance.
This fourth-generation MDX was introduced back in 2021 as a 2022 model and most of what was introduced then remains aboard now. So, the seven slightly different base and “A-Spec” and Type S variants are powered by Honda’s naturally aspirated 3.5-liter V-6 rated at 290 hp, the Type S uses a turbocharged 3.0-liter V-6 whomping out 355 eager-ish ponies. While the MDX is available with front-drive, most are equipped with Honda’s torque-vectoring Super Handling All-Wheel Drive (SH-AWD) system.
All MDXes use the same 10-speed automatic transmission with sixth gear a 1:1 direct drive and all four of the gears beyond that are ever deeper overdrives. In fact, the four overdrive gears are so closely spaced that it’s hard to fathom how much benefit comes from the extra cogs. Can anyone feel the shift from the 0.58:1 ninth gear to the 0.52:1 tenth? Come on. It’s tough to even see the drop in revs during a freeway cruise on the tachometer. That in mind, that transmission feeds into an aggressive 4.17:1 final drive ratio and that means there’s excellent acceleration right off the line.
Back in 2022, testing had the MDX Type S traipsing from 0 to 60 mph in 5.5 seconds and running the quarter-mile in 14.1 seconds with a 100-mph trap speed. There’s no reason to believe that the 2025 model will perform much differently. In 2021, a not-Type S model did the 0-60 trick in 6.4 seconds with a 15.1-second trip down the quarter-mile and 93-mph trap speed.
The MDX Type S, like all the crossovers in this segment, is a big thing and it weighs nearly 4800 pounds. But that torque vectoring and the easygoing turbo V-6 make it nimble and entertaining. Dive into a corner and the nose will push, and then turn out past the apex and the giant tracks perfectly. There’s a sense that the tail is constantly pushing hard to keep up with the nose. And the transmission – in those six lower gears – reacts quickly to triggered shifts. It’s entertaining.
There are some elements of the MDX that are frustrating. The weirdo multi-button shifter is goofy, the steering lacks the delight of lighter Hondas and Acuras, and it would be nice if Acura didn’t charge an additional $600 for any paint color that isn’t Lunar Silver Metallic. Plus, while the Type S 21-inch wheels are fashionable and show off the big Brembo calipers up front, some 20s with additional sidewall would offer better protection against the predations of everyday family prowling. There are 20-inch wheels offered on lesser models, but not with the chunky 275-section width tires of the Type S.
Because as well as the MDX Type S drives, its real talents lay in how it works for families. Acura’s suite of nanny tech called “AcuraWatch” isn’t designed for track use; it’s aboard to keep the thing safe in the real world. So there’s “Road Departure Mitigation” to keep from wandering off pavement, “Adaptive Cruise Control” that makes radar the driver’s best bud, “Lane Keeping Assist” that’s there to nudge the beast when it drifts, plus “Traffic Sign Recognition,” “Traffic Jam Assist, ” and “Pedestrian Detection” to help with those challenges. And, naturally, there are cameras that will stitch together a mosaic of the surroundings so that the driver will only hit those things which they're aiming at.
As a domestic tool, the MDX remains one of the best crossovers. And for the occasional far-off adventure, while there are more expensive ground cruisers, none ride much better or run more comfortably. Plus it’s built like a Honda.
Prices start at $52,250 for a front-drive regular MDX including a $1350 destination charge. They then range up to the MDX Type S with Advance Package at $76,300. The 2025 models are on sale now. That makes the MDX Type S the most expensive vehicle Honda or Acura sells in the United States that isn’t a jet aircraft.
Cupcakes aren’t getting any cheaper.
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