2014 Acura MDX
A pioneer among luxury crossovers, the Acura MDX has certainly been a success; and at times has been the brand’s top selling model. So its importance to Acura cannot be overstated. Well now it’s time for an all-new third generation MDX, and it could go one of two ways. Will the 2014 Acura MDX be more of the same, hoping to keep current customers happy? Or will Acura make drastic changes in order attract lots of new ones? Let’s find out!
The 2014 Acura MDX mid-size luxury crossover arrives on the scene with a difficult mission; improve what needs improving without changing too much; and oh yeah, give buyers something extra that they weren’t expecting and then don’t want to live without.
Well, hopefully more power wasn’t on the list of buyer wants, as it is actually down from last year to 290-horsepower thanks to a smaller direct injection 3.5-liter V6 engine from Acura’s flagship RLX. Torque output is also down slightly to 267 lb-ft. But, the devil is in the tuning details as it actually feels more powerful, and Acura claims the 0-60 time is half a second quicker.
In fact the whole MDX feels sportier than before, which is saying something as it was already among the best handling CUVs. Although at times it did feel like the SUV-ed up mini-van that it was. No more! The new MDX has a new platform no longer based on the Honda Odyssey. Wheelbase is up almost 3 inches and overall length by 2. But both height and width are less.
Despite more length, weight is actually down by 275 pounds. That aids handling, as does the all-new front strut suspension with triple-path mounting, a more compact multi-link in rear, roll control dampers, and the RDX’s brake augmented Agile Handling Assist. A new 3-mode Integrated Dynamics System helps as well. Set the selector to Sport and you’ll get more steering feedback, quicker drive-line response, and even some additional engine noise in the cabin.
A paddle shift 6-speed automatic is the only transmission and towing capacity remains at 5,000 pounds.
The exterior of the new MDX may look a little vanilla, but we think it’s a refreshing change from some of the more “out there” Acura’s of late. The front end is smoother with the RDX’s jewel-eye, buggy LED lighting, though the shield grille remains. The overall shape is more aerodynamic with a downward sloping roof that leads to a more substantial looking rear.
Wheel options range from standard 18-inch gray finish alloys to your choice of 19’s. A big change is that front-wheel drive is now standard. A bow to buyers in warmer climates who resist all-wheel drive. Fortunately, Acura’s Super Handling All-Wheel-Drive is still optional, and we highly recommend it no matter where you live since it too aids the MDX’s sporty performance.
Inside, you’ll find a little more luxury than before, and things have gotten a bit quieter. There continues to be no shortage of high tech, with items like a new On Demand Multi-Use Display, which features a touch screen with haptic feedback, and helps reduce the button overload of the previous MDX. Only 9-buttons remain but unfortunately, no knob for changing stations.
There’s AcuraLink with standard Bluetooth and text messaging along with Aha internet radio, but you’ll have to step up to the Technology Package to get navigation. A multi-angle rear view camera however, is standard.
All MDX’s are 3-row, 7-passenger with front and middle seating plenty comfortable for adult long hauls. Access through the rear doors is wider and lower, and the new One-Touch slide mechanism is the best access to the 3rd row we’ve tried yet. But, it’s still a “child only” zone back there. Either of the two available rear entertainment options can help pass the time, whether you choose the 9-inch screen or the 16-inch wide screen.
Government Fuel Economy Ratings are well up over last year at 18-City, 27-Highway, and 21-Combined with all-wheel-drive. Front drive at 20-City, 28-Highway, and 23-Combined. Premium Fuel is now recommended instead of required. With AWD, the Energy Impact Score is a good 15.7-barrels of annual oil consumption; with yearly CO2 emissions of 6.9-tons.
Pricing for the MDX has dropped slightly; starting at $43,185, but keep in mind that’s for front-wheel-drive. All-wheel-drive models start at $45,185.
The 2014 Acura MDX is a very competent redesign. Designers managed to improve it by becoming both more capable, more fuel efficient, and more accessible, without changing in ways that would turn off current owners. It may not be the most exciting luxury crossover to look at, but its appeal has never been greater.
Specifications
- Engine: 3.5-liter V6
- Horsepower: 290
- Torque: 267 lb-ft.
- EPA: 20 mpg city/ 28 mpg highway
- Energy Impact: 15.7 barrels of oil/yr
- CO2 Emissions: 6.9 tons/yr
2024 Polestar 2
More Range And More Power For The Polestar 2
Volvo is well on their way to making the transition to an all-electric brand, but their sister-brand Polestar is already there. Now, we’ve spent lots of time in their all-wheel drive, five-door Polestar 2, having tested it in 2021, and a year later when a two-wheel drive version arrived. But, EV updates are coming quickly. So, let us be your guide for all that’s new with the Polestar 2.
While we are driving more EVs than ever, we’ve also been spending a lot of time recently circling back to ones we’ve previously tested. As in this new era of electrified vehicles, significant updates are arriving quickly, with R&D investments increasing and retrofitting them easier than ever. This is often done through software updates that can even be accomplished over the air. For 2024, the Polestar 2 has indeed gotten some software updates, but some physical ones as well.
Clearly aimed directly at Tesla’s Model 3 when it arrived; the Polestar 2’s build quality was vastly better, but range definitely came up short. So, addressing that was priority No. 1; and for ’24 the Polestar can travel up to 20% farther than before while consuming 9% less energy, and when it comes time to charge it back up, it can do that 34% faster too.
Range in the Single Motor version increases from a max of 270 to 320 miles thanks to a larger 82-kWh battery pack, and that solitary motor now powers the rear wheels, not the front wheels. It’s also bigger, coming in at 220 kW compared to the previous 170 kW front-wheel drive version, going from 231 to 299 horsepower.
Dual Motors keep the same 78-kWh battery, but still sees a boost from 260 to 276 miles and takes advantage of the larger rear motor for a new combined 310-kW output with 421 horsepower. Our test car has the added Performance Pack, which uses an additional 35 kW to deliver 455 horsepower and 546 lb-ft of torque, though max range drops to just 247 miles.
The new battery in rear-drive 2s will also charge faster, now accepting up to 205 kW for an 80% charge in 20 minutes; max for dual-motors stays at 155 kW, which puts an 80% charge at 34 minutes. Using 32 kWh of electricity per 100 miles, the Dual Motor earns a good efficiency rating.
The [Polestar] 2 has always been one of the most enjoyable EVs to drive, even more so now with that additional power coming from the rear motor.
Unfortunately, extremely cold temperatures kept us from seeing that increased range, as we were only on pace for about 194 miles in our test.
The 2 has always been one of the most enjoyable EVs to drive, even more so now with that additional power coming from the rear motor. And especially when equipped with the Performance Pack as it not only includes more power, but adds 20-inch forged wheels, upgraded brakes, and adjustable Ohlins Dual Flow Valve performance dampers. It greatly improves handling prowess without affecting ride quality, and is easily worth the $5,500 charge if you at all enjoy driving.
Even on a 20-degree track day there was plenty of grip through our handling course. No understeer or oversteer, and lots of feedback through the wheel. There was a nice, strong launch off the line that properly planted us firmly in the seat, and rocketed us to 60 in 4.5 seconds. Power delivery stayed pretty intense up until about 80 mph when there was a definite tapering off. Still, it was a 13.4-second quarter-mile at 102 mph; smooth, quiet, and stable the whole way.
When this car debuted, its Google-based infotainment setup was a novelty, but since then, more and more manufacturers are just “Googling it” so it doesn’t seem out of place at all. The wireless phone charger is easy to access, and there’s a great Harmon/Kardon sound system and panoramic sunroof to enhance the in-cabin experience. Exteriors have also been enhanced with a smooth grille insert and new wheel choices.
Hatchback practicality means 14.3 cu-ft of easy to access cargo space with split-folding seatbacks for longer items and expanding the space to 38.7 cu-ft. Plus, there’s even a sizeable storage bin up front under the hood.
Single Motor Polestar 2 pricing now starts at $51,300, with Dual Motors starting at $56,700; topping out at $64,400.
For a car manufacturer that hasn’t even been around for a decade yet, Polestar has kept itself busy, totally transforming their latest model in just a few years, making the 2024 Polestar 2 even more appealing. They are certainly off to a good start, and with a host of Polestars just over the horizon, including some all-important utility vehicles, this star will be shining even brighter.
Specifications
As Tested
- Motor Setup: Dual Motor
- Horsepower: 455
- 0-60 mph: 4.5 seconds
- EPA Range: 247 miles
- Efficiency : 32 kWh / 100 miles
- Battery Size: 78-kWh
- Torque: 546 lb-ft
- 1/4 Mile: 13.4 seconds at 102 mph
- MW Test Loop: ~ 194 miles
- Peak Charging Rate: 155 kW