Its 3.5-liter, 24-valve VTEC V6 engine generates impressive power, and its five-speed automatic features gear ratios for towing and trail grinding. The shift gate could use a notch between D and 4, as the lever far too readily continues on into that lower gear when shifted out of P or R. Torque peaks at a very usable 3500 rpm with most of the 250 pound-feet available all the way to 5000 rpm. Yet the MDX delivers better fuel economy than most of its luxury SUV competitors, with EPA-estimated City/Highway ratings of 17/23 mpg.

In the paved world, the MDX can accelerate from 0 to 60 mph in less than 8 seconds. Its mesa-shaped torque curve means responsive acceleration around town and for merging and passing at any speed. Off road, it makes up for the absence of a transfer case and a granny gear with a regular low gear that is extra low. Although not up to Rubicon Trail-level ruggedness, venturing onto badly rutted forest service roads or trails leading to fishing sites and trailheads will not overtax it.

This SUV comes with a unique four-wheel-drive system, called VTM-4, for Variable Torque Management 4-Wheel drive. Most of the time, the MDX runs in front-wheel-drive mode for good fuel economy. Some all-wheel-drive systems primarily cruise in front-wheel drive, engaging the rear wheels when sensors detect front wheel spin. Not so the MDX. Slippage, the Acura engineers reason, predominantly occurs only under acceleration. And so the MDX initially allocates more power to the rear wheels than to the front wheels whenever the driver calls for acceleration, without waiting for slippage to occur. To get out of tough situations, Acura provides a button on the dash that locks the rear differential, progressively reducing the lock effect as speed increases and releasing it completely by the time the vehicle reaches 18 mph.

The MDX feels secure and much of that comes from a relatively firm suspension, firmer than that on the Lexus RX 330, for example. In tradeoff, the MDX feels a bit bouncier than the RX 330 on rough roads. It also lets more tire noise into the cabin. On pavement the MDX likes to understeer, by design. That means that if you're too fast into a corner, the front wheels begin to lose grip and want to go straight on at lower speeds than they do in the Infiniti FX35 or in the BMW X5. This encourages you to intuitively lift off the throttle and slow down. The steering is heavier than that in the Lexus, and we prefer that of the MDX. You can feel the wheel slightly tug on your hands when you accelerate hard, a phenomenon called torque steer, but it doesn't influence your heading. Directional stability is a bit lacking, requiring micro-corrections in steering both on straight roads and in sweeping curves.

The brakes are absolute standouts, responsive and secure, and everything is managed by Acura's Vehicle Stability Assist system. VSA works in concert with the brake systems' electronics, all-wheel-drive and electronic throttle to enhance control during acceleration, braking and cornering, orchestrating traction control, anti-lock braking and stability management. On slick roads, for instance, VSA will clamp the brakes on hard if you enter a corner too quickly, and pull the MDX tighter into the corner.

MDX also delivers 4500 pounds of boat-towing capacity, although only 3500 pounds of trailer-tow, due to the added aero-drag of boxy shapes; in both, it trails the XC90's 5000-pound rating.