I Drove The 2026 Acura MDX Type S, Here’s My Honest Review

First impressions

The Acura MDX Type S has some seriously tough competition on its hands. It’s far from the only three-row luxury SUV in its segment to offer buyers turbocharged six-cylinder power. However, it is one of the final holdouts that hasn’t yet switched over to a rear-biased drivetrain with a longitudinally mounted engine. In an effort to offer more balanced handling dynamics akin to those of traditional European luxury brands like BMW and Mercedes-Benz, many of Acura’s rivals have adopted rear-drive platforms, including the Lincoln Aviator, the Genesis GV80, and the Mazda CX-90.

Since the Acura MDX Type S is really the only six-cylinder-powered SUV in its class to market itself as “performance-oriented,” I was curious to see how well it could actually hold its own against the competition, despite its front-biased platform and transversely mounted powertrain. So, the big question on my mind during the week I spent driving the MDX Type S was, “Why would anyone buy one?”

Of course, alternative luxury brands aren’t the only competition the MDX has to worry about, especially at its price point. To earn the Type S badge on your MDX, you’ll have to cough up at least $75,850. As tested, with its striking Double Apex Blue Pearl paint job and “Orchid” white leather interior with black suede accents, the MDX Type S commands roughly $76,450, before fees and taxes. That places the MDX Type S alongside German SUVs with cemented reputations and fiercely loyal buyers, including the BMW X5 xDrive40i, the Audi Q7 55 TFSI Quattro, and the Mercedes-Benz GLE 450 4MATIC, all of which boast rear-biased platforms and lengthwise-mounted six-cylinders.

So, I thought to myself, “Could an Acura MDX really hold its own against rivals from the German Big Three? Could the Type S really be worth five whole figures more than other Japanese and American alternatives that offer even more power?” For some, that’s already a pretty hard sell. I mean, if you’re after a three-row SUV like the MDX because you want something that can comfortably haul your family, but you’re considering the Type S because you don’t want to feel like you’ve traded your youth and your soul for children, then how could you not consider saving almost ten thousand dollars and buying a Lincoln Aviator instead, which offers nearly 50 more horsepower and 60 more lb-ft of torque?

The truth is, though, when it came time to hand back over the keys to the MDX Type S at the end of my week with it, I knew in my heart that I would miss it, and that the answer to my initial questions may not be as cut and dry as I had once assumed. After all, no matter how it might compare to its rivals on paper, the MDX Type S is still a 355-horsepower personal masseuse with electronic torque vectoring, adaptive air suspension, and seating for seven. If my mother had ever picked me up from middle school in one of these, I’d have stuck my tongue out at all my classmates as we sped off, mindless of the three-pointed stars and quadruple rings that their mums may have had on their SUVs.

Powertrain and performance: Does the Type S badge deliver?

A dear friend of mine recently picked up a lightly used Acura NSX at a reasonable price. Not the old one that Ayrton Senna famously contributed to its development, but rather its modern revival—the hybridized, all-wheel-drive, twin-turbocharged V6-powered supercar. He had done so despite my own advice and that of other mutual friends, who insisted he’d be better off spending the same money on a V10 Audi R8 or a 991.2 Porsche 911 Turbo. Of course, he did not listen (it seems nobody really does) and went with the NSX anyway. After some fiddling with the ECU and the purchase of a roof-mounted cargo box, he has since fallen madly in love with the NSX, even if it’s not quite as entertaining as the V10 R8 or as refined as the 911 Turbo. After driving the MDX Type S for a week, I’m beginning to understand why he made the decision he did.

You see, the Acura MDX Type S borrows more insight from the NSX than you might think. Sure, it loses about half a liter of engine displacement, it doesn’t carry over the NSX’s clever hybrid system, its engine isn’t mounted behind the cabin, and it weighs a hell of a lot more. What the MDX does borrow from the NSX, though, is a bit of its essence, but more importantly, it steals the NSX’s clever torque vectoring system. Of course, the same engineers who worked on the NSX were part of the team that developed the MDX Type S, so everything they learned from the NSX, the MDX learned too.

That electronically controlled torque vectoring system is perhaps the sole reason the MDX Type S remains a worthy competitor in terms of driving dynamics, in a segment filled with rear-biased offerings. When needed, the MDX Type S’s “Super Handling AWD” system can send up to 70% of its 355 horsepower exclusively to the rear wheels, and up to 100% of that to a single wheel. This meant that during a quick yet spirited jaunt up British Columbia’s iconic Sea-to-Sky Highway, which blends tight, meandering mountain-side twists with highway speeds, there was no sign of understeer.

Not only was I surprised by the “SH-AWD” system’s ability to eliminate understeer, but I was also shocked at how well the MDX’s adaptive air suspension manages all 4,776 pounds of full-size luxury crossover when careening through a tight apex, keeping the body perfectly flat, and keeping all occupants shielded from the knowledge that I was perhaps driving a bit too fast.

Even though the MDX Type S is surprisingly nimble and dialled-in around the challenging bends of the Sea-to-Sky Highway—a real shock considering it’s literally a three-row family SUV—it’s still ravenously fun to drive. Of course, much of that can be attributed to its twin-turbocharged 3.0-liter V6, which outputs a balanced figure of up to 355 horsepower and 354 lb-ft of torque. Paired with a ten-speed automatic transmission, which can be shifted manually through aluminum paddle shifters that are aptly satisfying to press, the MDX Type S can rocket from 0 to 60 mph in just 5.5 seconds. That’s an even more impressive figure when you consider the fact that the Lincoln Aviator does the same in 5.6 seconds, despite packing 400 horsepower and 415 lb-ft of torque. In fact, the MDX Type S’s 0 to 60 sprint time is directly on par with the rest of its class, despite representing one of the least powerful options.

The MDX Type S’s driving prowess doesn’t just impress during spirited drives on beautiful, windy roads, either. Around the city, its adaptive air suspension shifts from a lateral weight-balancing mechanism to a cloud-like bed upon which the MDX rides. The MDX’s “Sport+” mode is far too sharp and jolty for city driving, but switching into “Sport,” “Normal,” or “Comfort” mode changes the suspension and gearbox behavior tremendously. As soon as you spin the dial on the center of the dash to one of these modes, you’ll likely notice your sightline rise, as does the suspension.

What the MDX’s air suspension allows for is a truly multifaceted driving experience—a characteristic that’s absolutely imperative for a vehicle like this. Sure, it’s impressive that the MDX Type S can genuinely handle windy roads like a sports sedan. Still, it’s even more amazing that, as a driver, when you become sick of going fast, and your desires shift to rolling around in comfort, the MDX can execute that just as skillfully. Opting for the Type S package doesn’t mean sacrificing comfort in favor of performance; it simply means adding supercar-inspired excitement on the road on top of an already superbly comfortable vehicle.

Interior quality, space, and everyday comfort

Inside the cabin, the Acura MDX Type S is lavishly comfortable, but it’s where most of my concerns with the SUV take place. Upholstered in Orchid white leather with contrasting black suede accents, paired with the airy, ambient light that flows in from its tall windows and its massive panoramic skylight, the MDX’s cabin feels aptly fresh. It is certainly easy on the eyes, but there’s no denying that it feels undoubtedly Honda-like at the same time.

For a $75,000+ self-proclaimed “luxury” SUV, many of the cabin’s materials and switchgear are far too reminiscent of its far less expensive platform mates, which include the Honda Pilot, Odyssey, and Ridgeline. The MDX’s cabin suffers from the same flaws, too, wherein the central infotainment screen is aimed directly at the rear middle seat, rather than towards the driver, and the individual buttons for “Park,” “Reverse,” “Neutral,” and “Drive” are somewhat confusing and irritating to operate. What’s more, the MDX Type S lacks power-reclining second-row seating and a power-folding third row—features that typically come standard at this price point.

The liquid-like piano black trim piece that spans the width of the dashboard is made of simple plastic, or perhaps it just feels that way, and the HVAC controls and LCD screen look as if they haven’t been updated in decades. Still, there is something to be said for the MDX’s carrying over a more utilitarian feel from its Honda-badged platform mates—all of which, in some form or another, are designed to deliver genuinely long-lasting functionality. Sure, all of the rear seats might have to be adjusted manually, but at least you can be confident in the knowledge that, 20 years from now, they’ll still be able to fold up and down without fault.

As for the MDX Type S’s infotainment system, it’s difficult to find fault with it. Of course, these days, most of us hook up our smartphones and rely on Apple CarPlay or Android Auto, but you’d be surprised at how glitchy and unintuitive so many brand-new multimedia systems can be. I was able to pair my iPhone to the MDX’s system in under 30 seconds flat, and that was it. There was never any nonsense beyond that initial pairing, and upon every startup, my phone paired quickly and seamlessly. The MDX’s heads-up display even projects Apple Maps route guidance onto the windshield, though it occasionally gets stuck telling me to take a turn I already took miles ago.

As with many SUVs with third-row seating, cargo capacity varies widely depending on how many occupants are in the vehicle. However, the MDX still offers impressive space compared to its rivals, whether the third row is up or down. With the rear-most seats folded down, the MDX benefits from an impressive 39.1 cubic feet of boot space—that’s more than what the Audi Q7 and the Volvo XC90 offer, but just slightly less than what you’d find in an Infiniti QX60.

When the third row seats are up and occupied, the MDX’s cargo space drops to just 16.3 cubic feet, but that’s more than what the Infiniti QX60 offers with its third row up, as well as the Q7 and XC90. With both the second and third-row seats folded down, the MDX provides a whopping 95 cubic feet of space—substantially more than the QX60, XC90, and the Q7. For example, with all rear seats folded down, the Audi Q7 provides just 69.6 cubic feet of space. Well, I know which SUV I’ll pick next time I need to make a trip to IKEA.

How it compares to the competition

When shopping for an Acura MDX Type S, the truth is that it’s not the value-focused bargain one might expect. The Genesis GV80 3.5T Advanced AWD starts at $75,950—just $100 more than the MDX Type S—and offers power-folding third row seating, which the MDX does not, and 375 horsepower paired with 391 lb-ft of torque. A fully loaded Mazda CX-90 3.3 Turbo S Premium Plus starts at just $57,370, offering 340 horsepower and 369 lb-ft of torque. However, it doesn’t have the “premium brand” reputation of the Acura, even if it is still quite luxurious inside. Additionally, the Lincoln Aviator Premiere starts at just $56,910, and the Reserve trim starts at just $66,730, and offers 400 horsepower and 415 lb-ft of torque (the most in its segment).

As for the more established German rivals, the BMW X5 xDrive40i starts at just $69,900 and offers 375 horsepower, but it’s important to note that the X5 can no longer be optioned with third-row seating. Plus, at $69,900, it is elementary in terms of standard features compared to the fully-loaded MDX. A blank-slate Mercedes-Benz GLE450 4MATIC starts at $72,250, but adding third-row seating costs an additional $2,100, and equipping it with all the features the MDX Type S offers as standard equipment quickly moves the GLE’s price tag into wealthier tax brackets. However, the GLE delivers 375 horsepower and 369 lb-ft of torque—notably more than the MDX—and offers more interior space. Finally, the Audi Q7 Premium 55 TFSI starts at $67,600 and delivers 335 horsepower, with standard third-row seating, though, like the X5 and GLE, Audi makes sure to pinch every penny on added options.

The Acura MDX Type S is rated for a maximum towing capacity of 5,000 pounds, which places it on the lower end of its segment, but not by much. That’s around the same capacity as the Lincoln Aviator and the Mazda CX-90, whereas the Genesis GV80 can tow up to 6,000 lbs, and the Mercedes-Benz GLE 450 4MATIC can haul up to 7,700 lbs. Still, its 5,000 lb rating offers plenty of flexibility—for example, it’s more than enough to haul a track-ready Integra Type R to your favourite local circuit.

So, on paper, then, the Acura MDX Type S does not represent significant value in its segment. Out on the road, though, it’s arguably the most dramatic to drive of all the aforementioned options. Despite being one of the least powerful, it is the most engaging to drive sportingly and puts down an impressive 0 to 60 time, proving that sheer power figures don’t paint the whole picture. While its rivals offer remarkable power for the sake of smoothness, the Acura does so for the sake of fun.

The Acura MDX Type S is the only example in its respective segment to market itself as a “sporty” car. Sure, anyone can tick the “AMG Sport Package” box when ordering a GLE 450. Still, the MDX Type S is the only boosted V6 model that you can’t have without all the sporty bits. Acura’s commitment to the driver-oriented bit with the MDX Type S pays dividends in real life, even if it doesn’t so much when comparing spec sheets and introductory pricing. There is a theatrical sense of excitement that the MDX Type S offers, in addition to its luxurious comfort and practical utility, that can’t always be said of its rivals, and that intangible quality is worth a fair sum, especially to buyers who are already seeking extra power over more basic, four-cylinder-powered offerings.

The real verdict: Should you buy the 2026 Acura MDX Type S?

Like the Honda Odyssey, the Acura MDX has always been built to withstand decades of abuse from kicking and screaming children and dogs with muddy paws. Even though it borrows its trick torque vectoring system and powertrain insights from a literal supercar to deliver genuinely spirit-awakening road manners, the MDX Type S is no exception to this rule. Sure, it may forego power-reclining second- and third-row seats, and perhaps its cabin doesn’t do enough to differentiate it as an Acura from a Honda. Yes, it may be pushing the absolute limits of its front-wheel-drive underpinnings. Still, though, to some, the lack of each of those features—whether they be powered recliners or rear-biased all-wheel drive—is a feature in itself, because these are the buyers who plan to buy their next car, rather than lease.

Because this is precisely what Hondas and Acuras, by virtue, have always been for buyers and families who want to buy one car, one time, and have it last long enough for it to one day be handed down to an eldest child, who will one day rule their high school parking lot in their very own Double Apex Blue Pearl MDX Type S. You’d even feel safe, too, knowing that even if they got a little bit too carried away with all that extra power, the MDX’s AcuraWatch active safety system suite is always there to protect them as a guardian angel.

Simply put, the Acura MDX Type S is like a Honda Odyssey that’s also a race car. It’s like the Honda Pilot and the Acura NSX got together one night and steamed up each other’s windows after a lobster dinner with a few heavy pours of chardonnay. It is the ultimate all-in-one family hauler for families that still believe in the value of adrenaline-fueled fun. If you don’t view driving as a mere chore, but still want to feel confident about your family’s comfort and safety, the Acura MDX Type S is a phenomenal choice.

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