Acura is a unique brand that competes in a competitive arena. Names like BMW, Mercedes-Benz, and Lexus make up the bulk of its competitors. Over the years, Acura hasn’t always been in the same conversation as those true luxury brands. But sometimes Honda’s luxury division has earned its place as a segment leader.
The slightly updated 2025 Acura MDX Type S is not that. Despite throwing the old trackpad-based infotainment system into the trash, and giving the MDX a few minor changes, the $76,900 Acura MDX Type S still feels like the fourth or fifth option in one of the hottest segments of the car market.
| Brief Specifications | 2025 Acura MDX Type S |
| Machine | 3.0-liter turbocharged V-6 engine |
| Output | 355 Horsepower / 354 Pound-Feet |
| Speed 0-60 mph | 6.4 Seconds |
| Heavy | 4,741 pounds |
| Base Price / As Tested | Rp. 52,250/Rp. 76,900 |
There’s not much to talk about, as the changes for 2025 are minimal: A new digital gauge cluster adds much-needed clarity to the instruments, new front and rear fascias make the MDX look contemporary, and a 31-speaker Bang and Olufsen system (not a typo) replaces the 25-speaker ELS Studio stereo. Plus, the aforementioned trackpad infotainment controller is finally, thankfully, long gone.
The Type S model comes with even more features: Ultra-comfortable massaging front seats that are also heated and cooled, a 31-speaker Bang and Olufsen system (again, not a typo) that doesn't sound loud but instead replicates a sonically enhanced concert hall, a panoramic sunroof, a head-up display, a full suite of driver assistance systems, and a 12.3-inch touchscreen infotainment system.
Mechanical updates: None. This is essentially the same MDX with a few critical areas addressed. The Type S gets a 355-horsepower turbocharged V-6 and a height-adjustable air suspension—and that’s about it.
On paper, at least, the 2025 MDX Type S is impressive. It certainly has the chops to compete with the likes of the BMW X5, Mercedes GLE, Lexus RX, and Genesis GV80. However, the MDX falls short in execution. No at all flat, but lacks the refinement and elegance that a luxury product should have.
Starting with the good: On long highway trips, the MDX doesn’t disappoint. It’s quiet and comfortable and does a great job of banishing fatigue. The massaging seats are truly impressive, the best I’ve experienced in my 26-year-old Bentley Continental GT. The same goes for the stereo. The touchpoints are high-quality and generally well-placed, although the new volume knob is a little hard to reach on the center console while everything else is upright on the dash.
Pros: Wide Range of Features, Massage Chair, Great Stereo
There are a few annoying quirks in the driving experience, however, that could easily be fixed with simple adjustments. The 10-speed automatic is stupid, even in its sportiest mode. It also argues with itself about whether to start in first or second gear and gets very confused during quick stop-and-goes. Instead of engaging one gear, it chooses a strange, torque-jamming shift that sends a small jolt through the cabin. Then the brakes are touchy and nonlinear, making them prone to shaking passengers.
While the new infotainment is a huge improvement, almost everything else is better than before. It’s responsive and easy to use, though some of the image choices are odd. Most of the screen is tinted a deep black to show off its excellent quality, but the permanent city blue menu bar stands out from the rest of the menu. And while the seats are visually pleasing, the rest of the cabin lacks the shock factor of its closest competitors—though that may be a positive for some customers.
It’s also not particularly sporty and feels heavy when cornering. The MDX doesn’t hide its weight—a trick almost everyone has mastered. But it also doesn’t use its weight well; with the adaptive dampers at maximum stiffness and the air suspension at its lowest stiffness, the Type S hit bump stops on hilly roads.
The MDX Type S is best served in Comfort mode rather than Sport Plus. Even then, the suspension can get overwhelmed on rough roads and introduce too much roughness into the cabin. The single-turbo V-6 has plenty of power but also feels overpowered, unlike the six-cylinders from BMW, Benz and Genesis.
Cons: Underpowered, not sporty, inconsistent ride, expensive
Execution is the key point here. Because the MDX Type S has components that can compete with the others, and could be very good with some simple tweaks and engineering. The interior is high-quality and usable, with buttons for every function. It's smooth and quiet with a transmission that's perfectly adequate, if not impressive.
However, the car also has some shortcomings that are unacceptable considering its nearly $80,000 price tag. The gearbox calibration is poor, there is no unified infotainment art style, and the brake-by-wire doesn’t work very well. Selling the experience is everything, so it doesn’t matter how many features you pack into a car.
The MDX Type S is good but not a true contender at $76,900. However, the base MDX starts at $51,500, and the mid-level trim is around $66,000. Both have most of the same features as the Type S, except you get Honda’s old but great 3.5-liter naturally aspirated V-6. That’s where the MDX makes more sense.
But frankly, when the Genesis GV80 is so well-equipped for $70,000, and the BMW X5 and Mercedes GLE come with better engine options and nicer interiors, it's hard to see the high-end MDX as a hard sell.
