2017 Acura MDX Sport Hybrid
When Acura gave the 3rd generation MDX crossover a new look halfway through its lifecycle, it would have been easy to think that was it. But not for Honda’s luxury brand. For this engineering minded company the Sport Hybrid Version of the 2017 MDX is the real headline. Of course the only way to see how well “sport” and “hybrid” work together is to go for a drive.
The 2017 Acura MDX Sport Hybrid is the brand’s first gasoline-electric utility vehicle. In keeping with Acura’s hybrid tradition, the internal combustion engine is matched with three electric motors, like we’ve seen in the RLX Sport Hybrid sedan, and the NSX supercar.
On that score, the MDX closely mirrors the RLX’s all-electric Super-Handling All-Wheel Drive setup with one electric motor up front, and two in the rear.
The rear motors provide both go and sharper turns through torque vectoring, sending cornering power, when needed, to an outside rear wheel, while simultaneously braking an inside rear wheel.
And, just as in the Sport Hybrid RLX, it all works quite seamlessly, as power is constantly being distributed to different wheels in different amounts at all times.
Conventional power is from the well regarded corporate 3.0-liter V6, here rated at 257-horsepower, or 33-less than the 3.5 liter V6 on the standard MDX. But, since this is a hybrid with a trio of electric motors, the total output is boosted to 321-horsepower and 289 lb-ft. of torque.
Up front is a 47kW electric motor, built into the 7-speed DCT transmission. Each rear wheel is driven by a 36kW motor. That draws power from a 72-cell, 1.3-kWh lithium-ion battery pack under the driver’s seat.
The hybrid hardware’s 200 plus pounds of extra weight lowers the Sport Hybrid’s center of gravity by an inch compared to the standard MDX, but actual rough road ground clearance remains the same.
On the twisting roads east of Seattle, Washington, we found that between the near instant power vectoring, and rapid response of the active dampers, the MDX Sport Hybrid easily mastered uphill switchbacks at speed.
The Sport Hybrid adds a 4th drive mode, Sport Plus, making this MDX even more of a driver’s SUV. It disables EV only driving, and adds more battery assist on takeoff.
There are steering wheel mounted paddle shifters, but we didn’t find the DCT needing an extra pair of hands. The SH-AWD torque vectoring is neither seen nor heard. Of course, you can actually see it working on the upper display screen, and certainly can feel it with the Sport Hybrid’s confident road manners in the wet and dry.
Like all MDXs, the Sport Hybid comes with three row seating, but in only two trims.
The Technology Package makes room for seven; Advance has 6 seats with captain’s chairs in the second row.
The front cabin environment maintains the level of understated luxury that we’ve come to expect from Acura. Stainless steel sport pedals are one of the subtle signs that you’re in the Sport Hybrid. All MDXs now include AcuraWatch safety and driver-assistance.
The Sport Hybrid’s technology leaves plenty of practical room inside. Cargo space behind the rear seat remains the same as the standard MDX at 15 cu-ft. That increases to 38.4 cu-ft behind the second row, and 68.4 cu-ft with all the rear seats out of the way.
Outside, the hybrid only reveals itself through a small badge on front fenders…and a blue “S-H” on the Super Handling All-Wheel Drive badge at the rear. The side sills and front and rear skid garnishes are the same color as the body. Other than that, it’s a carbon copy of its gasoline-only twin… including the new and far more attractive diamond pentagon grille.
One thing you won’t see here is a trailer hitched to the back. Acura says towing for the MDX Sport Hybrid is “not recommended”.
Government Fuel Economy Ratings are 26-City, 27-Highway, and 27-Combined. That beats the standard all-wheel drive MDX by 23% Combined and 37% in the city.
The Energy Impact Score is slightly better than average, burning 12.2-barrels of oil yearly with 5.4 -tons of CO2 emissions.
The MDX Sport Hybrid starts at $ 52,935 for Technology and $ 58,975 for Advance. Both are surprisingly only $1,500 more than their regular all-wheel-drive sibling.
We already consider the 2017 Acura MDX one of the best three row crossovers at any price point. With the addition of the Sport Hybrid, and its electrified Super Handling All-Wheel Drive technology, the reach of this luxury laden, family crossover has no equal.
Specifications
- Engine: 3.0 liter
- Horsepower: 321
- Torque: 289 lb-ft.
- EPA: 26 mpg city / 27 mpg highway
- Energy Impact: 12.2 barrels of oil/yr
- CO2 Emissions: 5.4 tons/yr
2024 Honda Ridgeline TrailSport
It Does Truck-Like Things Better Than Ever
Honda brought something truly unique to the pickup truck scene when their mid-size Ridgeline debuted for 2006. In 2017, it moved towards becoming a little more true truck-like, both in form and capability, now with yet another step in that direction for 2024. So, let’s see if the Ridgeline is really hitting its stride.
For 2024, it’s all about making this Honda Ridgeline better than ever. There are styling tweaks outside, along with tech and functional improvements inside, but the biggest news is the Ridgeline has now joined Honda’s TrailSport family of off-road inspired vehicles. This more-true-trucklike, second-gen Ridgeline been around since 2017, receiving periodic updates over the years; but joining the TrailSport family is the biggest leap yet.
Primarily, the TrailSport transformation includes General Grabber all-terrain tires, mounted on new Pewter Gray 18-inch wheels, steel underbody protection, and retuning the strut front, and multi-link rear suspension for added wheel articulation. And while we always appreciate the additional traction of off-road tires, the Ridgeline’s standard i-VTM4 all-wheel drive, with Intelligent Traction Management and snow, sand, and mud settings, was already quite capable of handling all but the most extreme off-roading, ground clearance of just 7.6 inches being it’s only real hinderance.
A 3.5-liter V6 remains under the hood as it has since the Ridgeline debuted for 2006; the current version outputs 280 horsepower and 262 lb-ft of torque, plenty enough muscle to handle its 5,000-lbs. towing capacity. A nine-speed automatic transmission with paddle shifters and bevy of push and pull buttons on the console replaced the six-speed automatic back in 2020.
In addition to adding TrailSport capability, a big focus for this update was making it more user-friendly inside, starting with the central touchscreen growing from 8 to 9 inches. It also gets faster processing speeds, menus have been simplified, and the native navigation system is improved with better graphics. It’s accompanied by a new digital instrument cluster, along with an upgraded center console with more storage space. Unique TrailSport touches include heavy duty floormats, leather-trimmed seats, orange stitching throughout the cabin, and orange ambient lighting.
The Ridgeline continues to offer things available nowhere else in the pickup truck market.
Exterior styling doesn’t exactly shout “macho big rig coming your way,” but the more vertical face and larger grille that arrived for 2021, along with this year’s added TrailSport elements, do continue to toughen up the Ridgeline’s image. The 5’4” bed remains highly functional with no large wheel well intrusions, multiple tie-downs points, lighting and even speakers. And of course, the Ridgeline continues to offer things available nowhere else in the pickup truck market, like the dual-action tailgate, and large, lockable, drainable, underbed storage. Not to mention being able to drive around in true car-like comfort, something we took full advantage of on our way to our Mason Dixon Dragway test track.
There was great grip off the line, with full power arriving smoothly but quickly, helping us to get to 60 in 7.0 seconds flat, a tenth quicker than the last Ridgeline we tested. That power delivery stayed fairly consistent the whole way down the track, barely interrupted by the nine-speed automatic’s smooth shifting. Our best quarter-mile run was 15.5 seconds at 90 mph.
The revised suspension and knobbier tires didn’t really seem to add or detract from handling prowess, as it felt as solid, nimble, and car-like as it always has through our cone course. Perhaps a little less stiff than before, but good feedback, tight steering, and minimal body roll for a pickup, made for a very confidence inspiring experience. In our braking test, we stopped in a respectable average of 123 feet from 60, with only moderate amounts of nosedive and good feel through the pedal.
There is, however, a slight reduction in Government Fuel Economy Ratings with the all-terrain tires; 18-City, 23-Highway, and 20-Combined, our average, right on, at 20.4 mpg of Regular. That’s a slightly below average Energy Impact Score of 14.9 barrels of yearly oil use, with CO2 emissions of 7.4 tons.
TrailSport pricing falls in line just under the Ridgeline’s top Black Edition trim with a starting price of $46,375, about five grand over a base Ridgeline Sport.
So, whether you consider the Honda Ridgeline to be a “real” truck or not, this ruggedly smooth 2024 TrailSport does truck-like things better than ever. And we’re not just talking about the slight upgrade in off-road performance, we’re talking about a flexible bed to help you get chores done, and the ability to tow or haul with comfort and flexibility other trucks can only wish for. It’s why the Ridgeline brings more first-time buyers to Honda than any other vehicle, and why it continues to be a great choice in the growing midsize truck realm.
Specifications
- Engine: 3.5-liter V6
- Transmission: 9-speed automatic
- Horsepower: 280
- Torque: 262 lb-ft
- EPA: 18 City | 23 Highway | 20 Combined
- 0-60 mph: 7.0 seconds
- 1/4 Mile: 15.5 seconds at 90 mph
- 60-0 Braking (avg): 123 feet
- MW Fuel Economy: 20.4 mpg (Regular)
- Max Towing Capacity: 5,000-lbs