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Given the new MDX's performance goals, its powertrain and driveline were required to advance on multiple fronts. The result is the most powerful normally aspirated 6-cylinder SUV powerplant currently available in America. In addition, the MDX returns competitive estimated fuel economy, and meets tough CARB LEV-2 ULEV emissions standards. To put the newfound power to the ground and provide agile, responsive handling, the MDX has standard Super-Handling All-Wheel Drive™ (SH-AWD™).

The MDX's sophisticated 3.7-liter VTEC® V-6 powerplant develops 300 horsepower at 6000 rpm and 275 lbs.-ft. of torque at 5000 rpm. That gives it the highest horsepower and torque output of any engine in the Acura lineup. The MDX returns an EPA 17/22 City/Highway mpg, placing it among the leaders of its SUV class.

Compared to the previous generation MDX, the new powerplant gained 47 horsepower and 25 lbs.-ft. of torque. Of that horsepower gain, 20 horsepower came from an increase in displacement and a new 11.0:1 compression ratio and 15 more horsepower are due to new intake port shape, valve design and VTEC® tuning. The final 12 horsepower is credited to the new MDX's high-flow induction and exhaust systems. Although more powerful, the engine is actually 17.2 pounds or 3.7% lighter than the engine it replaces and offers six percent more displacement. Durability upgrades throughout the powertrain, including a high capacity radiator with twin cooling fans and a standard transmission cooler accommodate the MDX's new 5000-pound tow rating,

A 5-speed automatic transmission with Sequential SportShift is standard, giving the driver the choice of fully automatic operation or manually shifted via a special shift gate. With the electronically controlled Drive-by-Wire Throttle System™ and transmission working together to execute shifts, the MDX delivers smoothly responsive acceleration.

The MDX has standard SH-AWD™, the exclusive all-wheel-drive system that actively distributes the optimum amount of torque not only between the front and rear axles but also between the left and right rear wheels. The result is reduced understeer, superior cornering accuracy and more total cornering performance. For the MDX, SH-AWD™ is enhanced with Hill Logic that automatically adjusts the front/rear torque split based on hill grade.

2007 Acura MDX
Engine SOHC VTEC® V-6
Displacement 3664cc (3.7-liter)
Compression Ratio 11.0:1
Horsepower @ RPM* 300 @ 6000
Torque @ RPM (lbs-ft)* 275 @ 5000
Transmission 5 AT
EPA estimated mileage City/Highway 17/22
Emissions certification (CARB/EPA) CARB LEV-2 ULEV
Fuel Type Premium Unleaded



  • 3.7-liter, SOHC, VTEC® V-6 engine produces 300 horsepower SAE net (rev 8/04) at 6000 rpm and 275 lbs-ft. of torque SAE net (rev 8/04) at 5000 rpm
  • VTEC® (Variable Valve Timing and Lift Electronic Control)
  • 11.0:1 compression ratio
  • 2-piece, dual-stage magnesium intake manifold
  • Direct ignition system with knock control
  • Variable flow exhaust system
  • Drive-by-Wire Throttle System™
  • Maintenance Minder system optimizes service intervals
Transmission and Drive System
  • 5-speed automatic transmission with Sequential SportShift
  • 5-position straight shifter
  • Advanced shift-hold control limits upshifts during spirited driving
  • Advanced Grade Logic Control System reduces gear "hunting" when driving on steep hills
  • External transmission fluid cooler
  • Super Handling All-Wheel Drive™ (SH-AWD™)
Noise, Vibration, and Harshness (NVH)
  • 60-degree V-angle for inherently smooth operation
  • Maintenance-free serpentine accessory drive with auto tensioner
Emissions/Fuel Economy
  • Dual high-flow close-coupled catalytic converters plus under floor catalytic converter
  • High capacity 32-bit RISC processor engine control unit
  • Meets CARB LEV-2 ULEV emissions standard
  • 17/22 mpg (City/Highway)


The 3.7-liter VTEC® V-6 in the MDX is the largest and most powerful production engine in Acura's history and incorporates many of the refinements and improvements that have been developed in other Acura powerplants. The MDX engine has a smooth-firing 60-degree V-angle and compact overall dimensions, and actually weighs 17.2 pounds less than the smaller displacement engine it replaces. Aluminum alloy construction including aluminum cylinder sleeves saves weight and improves cooling, while VTEC® cylinder heads operate four valves per cylinder for maximum power development.

A high flow intake system, high compression ratio, close-coupled catalytic converters and high flow exhaust make the MDX engine the most powerful normally aspirated 6-cylinder engine in its class.


The MDX's lightweight, heat-treated die-cast aluminum-alloy block has cast-in-place aluminum cylinder liners. These high-silicon sleeves dissipate heat better than iron liners. The aluminum sleeves also allow a closer piston-to-cylinder clearance for less operating noise. A new mechanical etching process during manufacturing exposes silicone particles embedded in the aluminum sleeves, which provide a hard piston-ring sealing surface. The block also incorporates a deep-skirt design for rigid crankshaft support and minimized noise and vibration.


The MDX uses a forged steel crankshaft for high strength with minimum weight. With their raised crowns, the MDX pistons raise the compression ratio (relative to the previous MDX) from 10.0:1 to 11.0:1. This elevated compression ratio is possible to an oil jet system that sprays cooling oil on the underside of the piston crowns to keep temperatures in check. New steel connecting rods are forged in one piece and then the crankshaft ends are "crack separated," creating a lighter and stronger rod with a perfectly fitted bearing cap.


Like other current Acura V-6 engines, the MDX powerplant uses overhead camshaft cylinder heads. These lightweight components are made of pressure-cast, low-porosity aluminum, and improve overall packaging, enhance exhaust flow and allow the optimal positioning of a primary close-coupled catalytic converter on each cylinder bank. To save weight and reduce parts count, an exhaust manifold is an integral part of each cylinder head casting. Magnesium cylinder head covers save a total of 2.6 pounds.

Special new camshafts are 25% lighter than the camshafts they replace. Assembled from tubular steel shafts with splined steel lobes and journals that are pressed in place, the MDX's camshafts are a first for Acura.

The MDX's new intake port design has an optimized shape that contributes seven horsepower (relative to the old design) to the MDX's 300 horsepower total. Intake valves in the new engine are 36mm in diameter (an increase of 1mm), yet weigh 13% less due to a reduction in material in the valve head. The exhaust valves measure 30mm in diameter, same as in the previous engine.

To ensure positive sealing, a 3-layer shim-type head gasket is used. A single Aramid-fiber reinforced belt drives the overhead camshafts.


The MDX's VTEC® (Variable Timing and Lift Electronic Control) operates the 12 intake valves in two distinct modes. Operation of the intake valves changes to optimize both volumetric efficiency and combustion of the fuel-air mixture. At low engine speeds, the intake valves have low lift and are open a comparatively short period of time during cylinder filling. At high engine speeds where breathing is critical, the valves switch to high-lift, long duration mode to deliver the best volumetric efficiency. The VTEC® changeover point is virtually undetectable to the driver and occurs at approximately 4500 rpm.

When the engine reaches the changeover point, the powertrain control module (PCM) triggers the opening of an electric spool valve that routes pressurized oil to small pistons in the intake valve rocker arms. These pistons slide into position to lock together the three intake rockers in a given cylinder, which then follow a single high-lift, long-duration cam lobe.


To improve engine breathing and engine sound, particularly at high rpm and large throttle openings, the MDX has a low-restriction intake system. With a large diameter inlet, a pair of resonators and a low-restriction filter element, the MDX induction system flows 14% over the previous system.


The MDX doesn't use a conventional throttle cable, but instead has smart electronics that connect the throttle pedal to the throttle butterfly in the intake tract. The programmed "gain" between throttle pedal and engine offers better drivability and optimizes engine response to suit driving conditions. The throttle profile of the new MDX has been reworked to provide low speed control, followed by progressively building response at higher speed for improved linearity.

The Drive-by-Wire Throttle System™ establishes the current driving conditions by monitoring throttle pedal position, throttle butterfly position, road speed, and engine speed. This information is used to define the throttle control sensitivity. This gives the MDX throttle pedal a predictable and responsive feel that meets drivers' expectations. In the new MDX, the 64mm diameter throttle body is 25% lighter than the previous unit.


The MDX features Programmed Fuel Injection (PGM-FI), which continually adjusts the fuel delivery to yield the best combination of power, low fuel consumption and low emissions. Multiple sensors constantly monitor critical operating parameters, such as throttle position, intake air temperature, coolant temperature, ambient air pressure, intake airflow volume, intake manifold pressure, exhaust-air ratios and the position of the crankshaft and cams.


The MDX uses a dual-stage intake manifold that is designed to deliver maximum airflow to the cylinders across the full range of engine operating speeds. The 2-piece aluminum cast-magnesium manifold is also very light. Compared to the 1-piece, dual-stage unit used on the previous generation MDX, the new manifold weighs 53% less and saves 8.0 lbs. Combined with the new exhaust system, induction flow improvements contribute 12 horsepower to the new MDX's 300 horsepower total.

The induction system significantly boosts torque across the engine's full operating range by working in concert with the VTEC® valvetrain. Internal passages and two butterfly valves are operated by the powertrain control module provide two distinct modes of operation.

At lower rpm these valves are closed, the volume of plenum and the length of inlet passages tuned to maximize the resonance effect, to amplify pressure waves within each half of the intake manifold at lower rpm ranges. The amplified pressure waves significantly increase cylinder filling and torque production throughout the lower part of the engine's rpm band.

As the benefits of the resonance effect lessen with rising engine speed, the butterfly valves open at 3800 rpm to interconnect the two halves of the plenum, increasing its volume. An electric motor, commanded by the powertrain control module, controls the connecting butterfly valves. The inertia of the mass of air rushing down each intake passage helps draw in more charge than each cylinder would normally ingest. The inertia effect greatly enhances cylinder filling and the torque produced by the engine at higher rpm.


The MDX's powertrain control module (PCM) monitors engine functions to determine the best spark timing. An engine-block mounted acoustic detonation/knock sensor "listens" to the engine, and based on this input, the PCM retards the ignition timing to prevent potentially damaging detonation. The MDX has a coil unit for each cylinder, positioned above each spark plug's access bore.


As in the Acura RL™, the exhaust manifolds of the MDX are cast directly into the aluminum alloy cylinder heads to reduce weight and put the engine's two primary catalytic converters as close as possible to the combustion chambers. The 600-cell per-square-inch, high-efficiency converters mount directly to the exhaust port of each cylinder head for extremely rapid converter light-off after the engine starts. A significant weight savings and reduction in parts count is realized by eliminating traditional exhaust manifolds.

Downstream of the close-coupled catalyst, a hydroformed 2-into-1 collector pipe carries exhaust gases to a single secondary converter under the passenger cabin. This high-flow unit has a revised shape and a large 62mm outlet (up from 55mm). Downstream of the underfloor catalyst, the system splits flow into a pair of underfloor chambers (the previous MDX used a single chamber) to give the exhaust note a more refined sound. Dual silencers near the rear fascia incorporate an exhaust pressure-activated valve to balance the engine's need for proper exhaust back pressure at low speed and free flow at high speed. With the valve in each silencer closed, the exhaust sound level is muted for quiet cruising. When exhaust flow increases sufficiently due to high rpm and a large throttle opening, the silencer valves open and provide a secondary exit path inside the silencer chamber. In total, the MDX's exhaust system refinements improve flow potential by 18%.


The new 2007 MDX gains displacement, horsepower and torque without any increase in emissions. It meets the tough CARB LEV-2/ULEV emissions standards, and per regulations, is certified to this level of emissions performance for 120,000 miles.

A number of advanced technologies are factors in this emissions performance. The cylinder-head mounted close-coupled catalysts light off quickly after engine start up, and a 32-bit RISC microprocessor in the powertrain control module (PCM) boosts computing power to improve the precision of spark and fuel delivery. Particularly right after startup, better fuel atomization is provided by the high-efficiency multi-hole fuel injectors that deliver fuel to each cylinder.

The MDX's Programmed Fuel Injection (PGM-FI) system monitors the state of the exhaust gas and tracks multiple engine inputs including intake absolute manifold pressure, throttle position, intake air temperature, coolant temperature, etc. Based on these inputs PGM-FI continuously adjusts and optimizes the amount of fuel delivered to each cylinder.


Due to the MDX's increased displacement, a new starter motor with 18% greater power is used. To ensure consistent starting, the MDX has a 1-touch starter system that maintains starter engagement until the engine starts, even if the driver releases the ignition switch.


To provide greater driving range while maintaining a comfortable interior climate, the MDX has improved air conditioner efficiency. By partially mixing cool cabin air with fresh air in the blower, the amount of compressor operation can be reduced by up to 40% compared to operating exclusively on fresh exterior air. Over the course of a tank of gas, this partial recirculation mode can extend fuel economy by as much as 4 percent. This function operates automatically when the HVAC system is in Auto mode.


The new MDX powerplant is exceptionally smooth, given its 60-degree V-angle and compact, rigid and lightweight die-cast aluminum-alloy block assembly. A rigid forged crankshaft, die-cast accessory mounts, and a stiff, cast-aluminum-alloy oil pan also help reduce noise and vibration.


The MDX has a standard 5-speed automatic with Sequential SportShift and Grade Logic Control to maximize acceleration performance, fuel economy and driver control. Compared to the previous generation MDX, this sophisticated transmission features lower ratios in each gear for improved pulling power and acceleration, upgraded shafts, gears, bearings and clutches to match the engine's greater power output, and increased cooling capacity to accommodate the MDX's new 5000-pound towing capacity.

Ratio 2006 MDX 2007 MDX Difference
1st 11.783 12.228 3.8%
2nd 6.850 7.281 6.3%
3rd 4.477 4.857 8.5%
4th 3.190 3.472 8.8%
5th 2.321 2.441 5.2%
Final 4.375 4.533 3.6%

Designed for a high level of durability and low maintenance, the MDX transmission has a strengthened aluminum case that carries both high-torque clutches and high-strength gears. A transmission cooler is positioned in the front of the MDX to help keep the transmission fluid temperature under control, particularly when towing.

Automatic Mode

The Sequential SportShift transmission can be operated in conventional fully automatic mode via a console-mounted shifter. The Grade Logic Control System and Shift Hold Control are integrated into the shift programming to reduce gear "hunting" and unnecessary shifting.

While traveling uphill or downhill, Grade Logic Control alters the 5-speed automatic's shift schedule, reducing shift frequency, and improving speed control. Throttle position, vehicle speed and acceleration/deceleration are continuously measured, then compared with a map stored in the transmission computer. When the system determines the MDX is on a hill, the shift schedule is adjusted to automatically hold the transmission in a lower gear for better climbing power or increased downhill engine braking.

In spirited windy road driving, where the throttle is quickly released and the brakes are applied (as might be the case when decelerating to enter a corner), Shift Hold Control prevents upshifts to higher gears (4th and 5th). This reduces disturbance to the chassis and ensures abundant power is immediately available without a downshift. On curving roads, Shift Hold Control significantly improves throttle responsiveness and reduces unnecessary shifting.

Manual Mode

The Sequential SportShift transmission can be shifted into manual mode by moving the console-mounted selector lever laterally to a special gate to the left of the "Drive" position. When in manual mode, a forward push of the selector lever commands an upshift, while a rearward pull commands a downshift. The current transmission gear is shown in a digital display in the tachometer face. To heighten control and driver involvement, special shift logic in manual mode delivers quicker, firmer shifts than in fully automatic mode.

An array of features are active when the transmission is in manual mode to help protect the engine and drivetrain from inadvertent damage. The transmission ECU cuts off fuel flow to the engine if there is a possibility of over revving. In the rare situation where the fuel cutoff alone is unable to prevent engine over revving (as could happen on a steep downhill) the transmission will upshift itself to prevent engine damage. Also, when downshifting, the transmission won't execute a driver-commanded downshift that would send the engine beyond redline in the lower gear. Regardless of the selected ratio, the Sequential SportShift transmission will automatically downshift to first gear as the vehicle comes to a stop, to prevent pulling away from a stop in a high gear.


The MDX has an intuitive 5-position shift gate that simplifies the operation of the transmission. When operated in automatic mode, the transmission allows the driver to choose D (1st through 5th gear) or D3 (1st through 3rd gear). The D3 position selects only the first three gears for increased engine braking or reduced busy shifts during city driving.


Both shift speed and smoothness are improved by cooperation between the Drive-by-Wire Throttle System™ and the electronically controlled automatic transmission. Since the engine can be throttled by the engine management system during upshifts and downshifts, the function of the engine and transmission can be closely choreographed for faster, smoother shifting. As a result, the peak g's (or "shift shock") are reduced significantly during upshifts and downshifts.


The MDX has Super Handling All-Wheel Drive™ (SH-AWD™) as standard equipment. This innovative full-time all-wheel-drive system actively distributes the optimum amount of torque not only between the front and rear axles but also between the left and right rear wheels. This "Direct Yaw Control" improves cornering traction and steering precision. In addition to providing exceptional performance on dry pavement, the MDX's SH-AWD™ system provides significant performance gains in snow and ice, as well as similar gains in off road performance. In fact, the SH-AWD™ system on the MDX knows when it is going up a hill and automatically shifts torque to the rear to improve traction – before the vehicle even starts to move.

SH-AWD™ also enhances stability on snow and ice "in cooperation" with the MDX's VSA® system. During accelerating and cornering, SH-AWD™ first maximizes available traction by "preemptively" moving torque to the wheels with the maximum load. However, if the available traction limits are exceeded – the SH-AWD™ system can directly modify the drive torque distribution to stabilize acceleration and reduce the potential for oversteer.

  • Direct Yaw Control – promotes precise line trace in all conditions
  • Full-time "active and intelligent" all-wheel drive requires no driver interaction
  • Direct-acting Electromagnetic Clutches provide ultra-quick response
  • Hill Grade Logic allows "worry free" starting on steeper grades with up to 70% of available torque being sent to the rear wheels
  • Up to 70% of available torque can be directed to the rear wheels during acceleration for maximum traction
  • Up to 90% of available driveline torque can be transferred to the front wheels during cruising to provide "intelligent" fuel efficiency
  • In hard cornering, up to 50% of available torque can be directed to the rear axle for enhanced chassis balance and increased cornering capability
  • Up to 100% of the torque sent to the rear axle can be applied to either rear wheel as the conditions dictate
  • When accelerating on slippery surfaces, SH-AWD™/VSA® Cooperation greatly enhances stability and control
  • 37% increase in rear torque capacity as compared to the previous MDX VTM-4® system
  • 7% reduction in weight compared to the VTM-4® system
Effect of SH-AWD™

By overdriving the MDX's rear wheels 1.7% faster than the speed of the front axle, SH-AWD™ can provide an inward yaw moment while accelerating and cornering. The ability of SH-AWD™ to directly create a yaw moment to allow the vehicle to track exactly as the driver intended is called Direct Yaw Control. This eliminates unwanted understeer or vehicle "push out" during everyday driving and when the driver chooses to enjoy a favorite stretch of road. Up to the available traction limits, Direct Yaw Control delivers an uncanny level of precision and driver confidence. Since Direct Yaw Control acts preemptively, Cooperative VSA® brake and throttle interventions are less intrusive. In changing and challenging road conditions, SH-AWD™ reacts to adjust drive torque more quickly than the Cooperative VSA® can apply a stabilizing brake torque.

During acceleration and cornering on slippery surfaces, a conventional 4WD vehicle distributes torque evenly between the two rear wheels. This may lead to loss of traction of the inside rear wheel as load is transferred to the outside wheel due to load transfer during cornering. However with SH-AWD™, the side-to-side rear torque distribution varies according to the lateral g (and associated load transfer of the rear tires). For all situations including low-traction roads, the side-to-side torque distribution is naturally aligned with the tire vertical loads. This enhances both traction and allows maximum utilization of the available road surface grip during acceleration and cornering.

Electronic Controls and Parameters – Cooperative VSA®

Cooperative Vehicle Stability Assist® (VSA®) is included as standard equipment. By continually monitoring the vehicle's operating parameters (such as road speed, throttle position, steering wheel position, accelerating, braking and cornering loads), Cooperative VSA® anticipates if the vehicle is approaching oversteer or understeer. To help correct either of these situations, Cooperative VSA® first acts to transfer torque bias to the axle with the most traction. This preventative measure significantly reduces the number of brake and throttle interventions. The response is so quick that the instability may be corrected even before the driver knows it's occurring. Traction Control is integrated into the Cooperative VSA®, and helps the MDX accelerate smoothly on slippery surfaces. The Cooperative VSA® can request the SH-AWD™ to adjust its torque level – thus allowing Direct Yaw Control of the MDX to maximize stability under all driving conditions.

SH-AWD™ System Layout

The SH-AWD™ system in the 2007 MDX is mechanically closely related to the system in the 2007 RDX™. (The system in the RL sedan differs mechanically from the RDX and MDX systems, but is similar in principle.) A torque transfer unit is bolted directly to the front-mounted transaxle. Attached to the front differential's ring gear is a helical gear that provides input torque to the transfer unit. A short horizontal shaft and a hypoid gear set within the case send power to the propeller shaft, which in turn carries it to the rear drive unit. The MDX rear axle is geared to turn 1.7% faster than the front axle.

Direct Electromagnetic Clutch Systems

Located on either side of the hypoid gear that drives the rear axle, two identical Direct Electromagnetic Clutch systems control the amount of drive torque that reaches each rear wheel. These clutch systems can be controlled as a pair to alter the front/rear torque split, or be controlled independently, to allow up to 100% of the total rear axle torque to go to one side of the vehicle. The fast acting clutches coupled with smart control logic means traction is maximized in all conditions, without the need for driver intervention.

An electric coil controls the pressure in each clutch device. The amount of available rear axle torque transmitted to each rear wheel can vary continuously, between zero and 100%, depending on the conditions. Since the clutches are electromagnetically operated, the amount of drive torque delivered to each rear wheel can be controlled quickly and precisely, reducing wheel slip in low traction conditions.

The clutch packs and friction material are specially designed for the small amount of continuous slip between front and rear axles (created by the 1.7% speed differential), while ensuring the expected level of Acura durability. An oil-temperature sensor allows the ECU to estimate the clutch plate coefficient of friction (which changes with heat) in each clutch pack and then adjusts the current sent to the electromagnetic coil that controls the compensation of each clutch. To ensure that the amount of torque transmitted remains optimized as miles accumulate, a coil provides a feedback loop that the ECU uses to adjust current to the electromagnetic clutches to compensate for clutch wear.


An automatic Maintenance Minder System monitors the vehicle's operating conditions to eliminate unnecessary service visits while ensuring that the vehicle is properly maintained. When the Maintenance Minder System determines that maintenance is required, the driver is alerted via a series of messages on the Multi-Information Display (MID). The alerts occur well in advance of required maintenance for scheduling convenience.

This resettable system indicates when maintenance is due on many normal service parts and systems, including oil and filter change, tire rotation, air cleaner, automatic transmission fluid, parts replacement and more. It monitors operating conditions such as oil and coolant temperature and engine rotations to determine the proper service intervals. Maintenance alerts are presented when the ignition is first turned on, not while driving, unless an urgent need arises. The driver can also check the remaining oil life at any time through the MID.

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Remote Fob and "keyless entry"?   (Score: 1, Normal)
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bordeaux?   (Score: 1, Normal)
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