Acura Automobiles: 2017 Acura MDX Press Kit

Posted on 21. Jun, 2016 by in Acura Canada

The 2017 MDX is powered by a 3.5-liter direct-injected i-VTEC® 24-valve V-6 engine rated during 290 rise horsepower and 267 lb.-ft. rise torque (both SAE net). The approach injection complement precisely places fuel into any explosion cover for softened explosion and larger altogether efficiency. The MDX engine also incorporates a operation of modernized friction-reducing technologies that assistance boost fuel potency and energy output. A crossflow magnesium intake manifold, special “tumble” form intake ports, piston-crown shapes, and an towering 11.5:1 application ratio are keys to a MDX’s brew of energy and fuel efficiency.

The 2017 MDX with front-wheel expostulate is rated during 20 mpg city/27 highway/23 total (with Idle Stop). The 2017 MDX with Super Handling All-Wheel Drive is rated during 19 mpg city/26 highway/22 total (with Idle Stop). The MDX also meets a difficult ULEV-125 California Air Resources Board (CARB) and EPA Tier 3/BIN 125 emissions standards.

Acura’s i-VTEC® (intelligent Variable Valve Timing and Lift Electronic Control) for a intake valves is total with Variable Cylinder Management™ (VCM®) in a MDX. VCM varies a operative banishment of a engine to compare a pushing requirements. During startup, assertive acceleration or when climbing hills — when high energy outlay is compulsory — a engine operates on all 6 cylinders. During assuage speed cruising and during low or assuage engine loads, a complement operates usually a front bank of 3 cylinders.

The 3.5-liter V-6 is teamed with a Sequential SportShift 9-speed involuntary fibre with racing-inspired change paddles located on a steering wheel. The MDX is accessible with fit front circle drive, or with Acura’s acclaimed Super Handling All-Wheel Drive™ (SH-AWD®) system.

Key Powertrain Features


  • 3.5-liter direct-injected SOHC V-6 engine produces rise SAE net horsepower of 290 horsepower during 6,200 rpm and rise SAE net torque of 267 lb-ft during 4,700 rpm 
  • i-VTEC® (intelligent Variable Valve Timing and Lift Electronic Control) for intake valves with Variable Cylinder Management™ (VCM™)
  • Computer-controlled Direct Injection (DI) with multi-hole fuel injectors
  • 11.5:1 application ratio
  • High-strength steel crankshaft
  • Crossflow magnesium intake plural  
  • Drive-by-Wire stifle system
  • Direct ignition system
  • Detonation/knock control system
  • Integrated Dynamics System (IDS) provides dual singular drive-by-wire profiles
  • Maintenance Minder™ complement optimizes use intervals
  • 100,000 +/- miles tune-up interval

Emissions/Fuel Economy Ratings

  • High-flow, close-coupled next-generation changed steel catalytic converters and underneath building catalytic converter
  • High ability 32-bit RISC processor emissions control territory
  • CARB LEV III ULEV 125 and EPA Tier 3/BIN 125 emissions compliant 
  • EPA Fuel economy ratings (mpg, city/highway/combined):
  • FWD (Advance Package with Idle Stop): 20/27/23
  • FWD: 19/27/22
  • SH-AWD (Advance Package with Idle Stop): 19/26/22
  • SH-AWD: 18/26/21

Noise Vibration Control

  • 60-degree cylinder V-angle for well-spoken operation 
  • Automatically tensioned, maintenance-free twisted belt appendage drive 
  • Active Control engine Mount (ACM) 
  • Active Sound Control (ASC)

Sequential SportShift 9-Speed Automatic with Paddle Shifters

  • Electronic shift-by-wire rigging selector
  • Sequential SportShift involuntary fibre allows semi-manual operation
  • Steering circle mounted racing-inspired paddle shifters
  • Cooperative control between Drive-by-Wire stifle complement and fibre creates for quick, well-spoken shifts
  • Advanced shift-hold control boundary upshifts during energetic pushing
  • Grade Logic Control System reduces rigging “hunting” on several highway gradients
  • Selectable Sport environment adjusts change strategies for assertive pushing conditions

Two Available Drive Systems

  • Front-wheel drive
  • Available Super Handling All-Wheel Drive System™ (SH-AWD®) with energetic torque vectoring capability


Engine Architecture and Features

Engine Block and Crankshaft
With a 60-degree V-angle, a MDX’s V-6 engine is inherently well-spoken and has compress altogether magnitude that concede fit wrapping within a vehicle. The V-6 has a die-cast lightweight aluminum amalgamate retard with cast-in-place iron cylinder liners. Made with a centrifugal spin-casting process, a thin-wall liners are high in strength and low in porosity. The retard incorporates a deep-skirt pattern with 4 bolts per temperament top for firm crankshaft support and minimized sound and vibration. The 3.5-liter V-6 uses a high-strength steel crankshaft for smallest weight.

A cooling control spacer positioned in a H2O coupler surrounding a cylinders helps control warm-up and doing cylinder ship temperatures to revoke friction. Plateau honing of a cylinder backing serve reduces attrition between a piston skirts and a cylinder walls by formulating an ultra-smooth surface. This two-stage machining routine uses dual harsh processes instead of a some-more compulsory single-stage honing process. Plateau honing also enhances a long-term wear characteristics of a engine.

Pistons/Connecting Rods
Designed with “cavity-shaped” crowns, a MDX engine’s pistons assistance say fast explosion and minister to stratified-charge combustion. Ion-plated piston rings assistance revoke attrition for larger doing efficiency. Heavy-duty steel joining rods are fake in one square and afterwards a crankshaft joining rods are “crack separated” to emanate a lighter and stronger rod with an optimally propitious temperament cap.

Cylinder Heads/Valvetrain
Like other Acura V-6 powerplants (with a difference of a NSX), a MDX engine’s 4-valve cylinder heads are a single-overhead-camshaft design, with a cams driven by a crankshaft around an automatically tensioned toothed belt. Made of low-pressure cast, low-porosity aluminum, any cylinder conduct incorporates a “tumble port” pattern that improves explosion potency by formulating a some-more comparable fuel-air mixture. An integrated empty plural expel into any cylinder conduct reduces tools count, saves weight, improves upsurge and optimizes a plcae of a close-coupled catalyst.

i-VTEC with 2-Stage Variable Cylinder Management™ (VCM®)
The MDX SOHC V-6 combines Variable Cylinder Management (VCM) with Variable Valve Timing and Lift Electronic Control (i-VTEC), that changes a lift profile, timing and lift generation of a intake valves. A switching resource allows any cylinder to work with low-rpm valve lift and generation or high-rpm lift and duration. The behind cylinder bank’s valve rigging closes all intake and empty valves to minimize pumping waste while doing in three-cylinder mode.

The “intelligent” apportionment of a complement is a ability to change valve operation formed on a pushing conditions and engine rpm. At low rpm, a i-VTEC intake valve timing and lift are optimized (low lift, brief duration) for increasing torque, that allows a far-reaching operation of 3-cylinder operation. As engine rpm builds past 5,350 rpm, a i-VTEC complement transitions to a high-lift, long-duration intake cam form for aloft high-rpm engine power.

VCM Operation
To assistance urge a fuel efficiency, Acura’s Variable Cylinder Management (VCM) is used. The VTEC complement combines with Active Control engine Mounts (ACM) to concede a VCM complement to work with 3 cylinders in a far-reaching operation of situations to maximize fuel potency and revoke emissions. When larger energy is needed, a complement switches seamlessly to 6-cylinder operation.

During startup, assertive acceleration, or high ascents — any time high energy outlay is compulsory — a engine operates on all 6 cylinders. During moderate-speed cruising and during low or assuage engine loads, a complement operates usually a front bank of 3 cylinders.

The VCM complement can tailor a operative banishment of a engine to compare a pushing mandate from impulse to moment. Since a complement automatically closes both a intake and empty valves of a cylinders that are not used, pumping waste compared with intake and empty are separated and fuel potency gets a serve boost. The complement combines limit opening and limit fuel potency — dual characteristics that don’t typically coexist in compulsory engines.

VCM deactivates specific cylinders by regulating a i-VTEC (intelligent Variable Valve-Timing and Lift Electronic Control) complement to tighten a intake and empty valves while a Electronic Control Unit (ECU) concurrently cuts fuel to those cylinders. The hint plugs continue to glow in passed cylinders to minimize retard heat detriment and forestall fouling prompted from deficient explosion during cylinder re-activation.

The complement is electronically controlled, and uses special integrated bobbin valves in a cylinder heads. Based on commands from a system’s Electronic Control Unit, a bobbin valves selectively approach oil vigour to a rocker arms for specific cylinders. This oil vigour in spin drives synchronizing pistons that bond and undo a rocker arms.

The VCM complement monitors stifle position, car speed, engine speed, automatic-transmission rigging preference and other factors to establish a scold cylinder activation intrigue for a doing conditions. In addition, a complement determines possibly engine oil vigour is suitable for VCM switching and possibly catalytic-converter heat will sojourn in a correct range. To serve well-spoken a transition of activating or deactivating cylinders, a complement adjusts ignition timing and stifle position and turns a torque converter lock-up on and off. As a result, a transition between 3- and 6-cylinder modes is effectively unnoticeable to a driver.

Drive-by-Wire Throttle System
The MDX’s drive-by-wire stifle complement replaces a compulsory stifle wire with intelligent wiring that “connect” a accelerator pedal to a stifle valve inside a throttle-body. The outcome is reduction underhood confusion and revoke weight, as good as quicker and some-more accurate stifle actuation. Plus, a specifically involuntary “gain” rate between a stifle pedal and engine offers softened drivability and optimized engine response to fit specific pushing conditions.

Acura’s drive-by-wire stifle complement establishes a stream pushing conditions by monitoring stifle pedal position, stifle valve position, engine speed (rpm) and highway speed. This information is used to conclude a stifle control attraction that gives a MDX’s stifle pedal a predicted and manageable feel that meets motorist expectations.

There are dual opposite stifle profiles accessible in a MDX: (1) when a Integrated Dynamics System (IDS) is in a Normal or Comfort setting, a fibre is in “D” (Drive) a drive-by-wire complement uses a normal profile; (2) when a Sport mode is selected, a complement switches to a some-more assertive stifle map to raise responsiveness.

Direct Injection System
The MDX’s V-6 engine facilities a compact, high-pressure direct-injection siphon that allows both high fuel upsurge and tapping suppression, while non-static vigour control optimizes injector operation. A multi-hole injector delivers fuel directly into any cylinder (not to a intake port, as in compulsory pier fuel injection designs), permitting for some-more fit combustion.

The multi-hole injectors can emanate a ideal stoichiometric fuel/air reduction in a cylinders for good emissions control. Theoretically, a stoichiometric reduction has usually adequate atmosphere to totally bake a accessible fuel. Based on a doing conditions, a direct-injection complement alters a duty for best performance. Upon cold engine startup, fuel is injected into a cylinders on a application stroke. This creates a diseased stratified assign outcome that improves engine start-up and reduces empty emissions before a normal doing heat is reached.

Once a engine is entirely warmed adult for limit energy and fuel efficiency, fuel is injected during a intake stroke. This helps emanate a some-more comparable fuel/air brew in a cylinder that is aided by a high-tumble intake pier design. This improves volumetric efficiency, and a cooling outcome of a incoming fuel improves anti-knock performance.

Direct Ignition and Detonation/Knock Control
The MDX’s Electronic Control Unit (ECU) monitors engine functions to establish a best ignition hint timing. Two engine block-mounted acoustic detonation/knock sensors “listen” to a engine, and formed on this input, a ECU can retard a ignition timing to forestall potentially deleterious detonation. The 3.5-liter V-6 has an ignition curl territory for any cylinder that is positioned above any hint plug’s entrance bore.

Idle-Stop System
To assistance urge fuel efficiency, a MDX with Advance Package is versed with Idle-Stop capability. When a complement is enabled by a motorist and certain doing conditions are met, a Idle-Stop complement will automatically tighten off a engine when a car comes to a stop. The engine is automatically restarted when a motorist releases a stop pedal after a stop.

The complement is engineered to work uniformly and seamlessly. When stopped, a special cold storage evaporator in a atmosphere conditioning complement helps say a gentle cabin heat even in comfortable weather. The MDX ‘s active engine mounts assistance well-spoken a restart. Idle-Stop operation is entirely integrated into a operation of a MDX ‘s Brake Hold complement and a Adaptive Cruise Control (ACC) system.

The Idle-Stop underline can be incited on/off around a symbol on a core console, located during a nearby of a electronic rigging selector array. The complement will automatically spin itself off in certain circumstances, including:

  • If a driver’s seatbelt is not fastened
  • If a engine coolant and/or fibre liquid heat is too high or low
  • If a car comes to a stop again before car speed reaches 3 mph
  • If a fibre is in a position other than “D”
  • If a battery state of assign is low, or a battery heat is next 14°F
  • If a meridian control complement is on and a outward heat is next -4°F
  • If a behind HVAC fan is set to limit speed

Close-Coupled Catalysts
The empty manifolds of a 3.5-liter V-6 are expel directly into a aluminum cylinder heads to revoke weight, diminution tools count, and emanate some-more underhood space. The outcome of this casting pattern is that a dual primary catalytic converters are positioned most closer to a explosion chambers, enabling intensely fast converter “light-off” after engine start. A poignant weight assets is satisfied by expelling normal empty manifolds. Downstream of a close-coupled catalytic converters, a hydroformed 2-into-1 gourmet siren carries empty gases to a secondary, underfloor catalytic converter.

Emissions Control
The 2017 MDX’s 3.5-liter V-6 engine meets EPA Tier 3/Bin 125 and CARB LEV III ULEV-125 emissions standards and is approved to this spin of emissions opening for 150,000 miles. A series of modernized technologies are factors in a emissions performance. The cylinder head-mounted, close-coupled catalytic converters concede for quicker light off after engine start up, and a 32-bit RISC microprocessor within a Electronic Control Unit (ECU) boosts computing energy to urge a pointing of hint and fuel delivery.

The MDX’s V-6 engine facilities Programmed Fuel Injection (PGM-FI) that ceaselessly adjusts a fuel fibre to produce a best multiple of power, low fuel expenditure and low emissions. Multiple sensors constantly guard vicious engine doing parameters such as intake atmosphere temperature, ambient atmosphere pressure, stifle position, intake airflow volume, intake plural pressure, coolant temperature, exhaust-to-air ratios, as good as a position of a crankshaft and a camshafts.

To serve urge emissions compliance, a 3.5-liter V-6 creates use of an after-cat empty gas recirculation (EGR) complement that allows cleaner, cooler EGR gas to be fed behind into a intake complement to revoke pumping waste for softened fuel efficiency.

Noise Vibration Control
With a 60-degree V-angle and compact, firm and lightweight die-cast aluminum cylinder retard assembly, a 3.5-liter V-6 powerplant is unusually well-spoken during operation. Other factors that assistance revoke engine sound and quivering are a firm forged-steel crankshaft, die-cast appendage mounts, and a unbending cast-aluminum oil vessel that reduces cylinder retard flex.

Active Control Engine Mounts and Active Sound Control
A 28-volt Active Control Engine Mount complement (ACM) is used to minimize a effects of engine quivering as a VCM complement switches between three- and six-cylinder operation. The 28-volt ACM is a pivotal cause in a VCM’s extended operation of operation in a MDX. Sensors warning a Electronic Control Unit (ECU) to approach ACM actuators positioned during a front and behind of a engine to cancel engine quivering regulating a reverse-phase motion. In a cabin of a MDX an Active Sound Control (ASC) complement serve mitigates low frequencies that can start during three-cylinder operation.

There are dual opposite Active Sound Control profiles accessible in a MDX. When a Integrated Dynamics System is in a Normal or Comfort setting, a ASC is tuned for limit interior quietness. When Sport mode is selected, a ASC allows a some-more assertive interior engine sound.

100,000+/- Mile Tune-up Intervals
The  3.5-liter V-6 requires no scheduled upkeep for 100,000+/- miles or more, other than periodic inspections and normal liquid and filter replacements. The initial tune-up includes H2O siphon inspection, valve adjustment, deputy of a camshaft timing belt, and a designation of new hint plugs.

Battery Management System
The Battery Management System (BMS) is designed to boost a altogether use life of a battery, revoke a possibility of a passed battery and assistance urge fuel efficiency. Should a owners incidentally leave a headlights on or destroy to entirely tighten a doorway causing an interior light to sojourn on, a BMS will automatically cancel energy fibre after a set duration of time to forestall a battery from being emptied of power. As a outcome of a liberate insurance afforded by a BMS, a battery should always have adequate haven ability left to start a engine.

The MDX engine creates use of a absolute 130-amp alternator that charges in dual opposite ranges — a low 12-volt operation and a high 14-volt range. By determining a alternator assign voltage range, BMS works to keep a battery in a specific assign range, that can extend a use life of a battery by some-more than 25 percent. With BMS gripping a battery in a specific assign range, a alternator can run some-more mostly in a low range, that generates reduction drag on a engine ensuing in softened fuel efficiency. Application of countless electrical energy shortening equipment (such as a use of fit LED lighting and a special steam control complement that has an involuntary atmosphere conditioning “off” function) allows a BMS to work a alternator even some-more frequently in a some-more fit low assign mode.

Maintenance Minder™ System
To discharge nonessential use stops while ensuring that a car is scrupulously maintained, a MDX has a Maintenance Minder™ complement that ceaselessly monitors a vehicle’s doing condition. When upkeep is required, a motorist is alerted around a summary on a Multi-Information Display (MID).

The Maintenance Minder™ complement monitors doing conditions such as oil and coolant heat along with engine speed to establish a correct use intervals. Depending on doing conditions, oil change intervals can be extended to a limit of 10,000 miles, potentially provident a owners substantial responsibility and nuisance over a life of a vehicle. The owner-resettable complement monitors all normal use tools and systems, including oil and filter, tire rotation, air-cleaner, involuntary fibre fluid, hint plugs, timing belt, coolant, stop pads and more. To lessen motorist distraction, upkeep alerts are presented on a MID usually when a ignition is initial incited on, not while driving.

Sequential SportShift 9-Speed Automatic Transmission
All MDX models are versed with a 9-speed involuntary fibre featuring Sequential SportShift. The normal console-mounted change lift is transposed with a entirely electronic, shift-by-wire rigging selector. Park, Neutral and Drive are comparison with a lift of a button. Reverse is comparison by pulling behind a dedicated switch. Indicator lights nearby a buttons prove a mode selected. As an total reserve feature, if a car is brought to a stop in Drive, a complement will automatically name Park if a driver’s seatbelt is unbuckled and a driver’s doorway is opened. A steering wheel-mounted paddle shifter complement lets a motorist take primer control of fibre rigging selection.

Cooperative Transmission Control
Both change opening and fibre are softened by mild control between a Drive-by-Wire stifle complement and a transmissions. The engine is throttled by a engine government complement during upshifts and downshifts; so a duty of a engine and fibre can be closely choreographed for faster, smoother shifting. As a result, a rise g-forces (or “shift shock”) are reduced significantly during upshifts and downshifts.

Automatic Modes
The MDX fibre can be operated in dual opposite entirely involuntary modes that are tranquil by a D/S selector button. In Drive (D) mode, a fibre combines fuel potency with well-spoken operation and manageable energy when needed. In S mode, some-more assertive change mapping that puts a importance on performance-oriented driving, with aloft engine rpm for larger acceleration and response.

Smart Transmission Logic
The fibre incorporates an modernized Grade Logic Control System, Shift Hold Control and Cornering G Shift Control — all of that revoke neglected changeable and rigging hunting. The outcome is intelligent fibre operation that optimizes fuel potency and keeps a fibre in a suitable rigging for pushing conditions, generating glorious opening and well-spoken operation.

While forward or forward hills, Grade Logic Control alters a transmission’s change report to revoke change magnitude and urge speed control. The fibre ECU ceaselessly measures stifle position, car speed and acceleration/deceleration to establish when a car is on a hill. The change report is afterwards practiced — during ascents to reason a fibre in revoke gears to boost climbing power, and during descents to yield larger engine braking.

Shift Hold Control keeps a fibre in a stream (lower) rigging ratio during assertive driving, as in a box of decelerating during a dilemma entry. Shift Hold Control leaves a framework composed by expelling additional changeable and ensures that energy will be immediately accessible (without a downshift) during a dilemma exit. Cornering G Shift Control monitors a car parallel acceleration to establish when a MDX is turning. When a complement detects sufficient cornering speed, it will conceal any neglected upshifts. This prevents a fibre from upshifting during a corner, that could dissapoint a framework change so requiring downshifting again during a dilemma exit when a stifle is applied.

Paddle Shifter Operation in Drive and Mode
While in Drive mode, special fibre proof programming allows a use of a steering-wheel-mounted paddle shifters. When a motorist operates a paddle shifters, a fibre responds to a driver’s change authority and afterwards earnings to a normal entirely involuntary mode if serve paddle change inputs are not done within a given time. This special proof creates it easy for a motorist to authority a discerning downshift though withdrawal a preference of Drive mode.

Paddle Shifter Operation in Drive S Mode
When a fibre is set to Drive S mode, a lift on a racing-inspired paddle shifters (mounted on a steering wheel) places a fibre in entirely primer mode until another mode of operation is selected. A digital arrangement in a instrument cluster indicates a comparison gear.

A double-kick-down underline lets a motorist authority a sport-minded double downshift — such as from fifth to third gear. By pulling on a left downshift paddle twice in fast succession, a fibre will dump directly to a selected revoke rigging ratio. The drive-by-wire stifle complement also creates a “blip” of a stifle to assistance compare rigging speeds while downshifting.

To forestall mistreat to a powertrain when a fibre is paddle shifted by a motorist (including during double-kick-down shifts), a complement will stop potentially deleterious shifts. As an total reserve measure, a Electronic Control Unit (ECU) can also cut off fuel to a engine to forestall over-revving. If fuel cut-off is deficient to forestall engine over-revving, as might be probable when a car is on a high downhill, a fibre will automatically upshift to forestall damage. On downshifts, a fibre will not govern a motorist authority that will over-rev a engine.

Drivetrain Architecture and Features

Front Wheel Drive
The MDX offers customary front circle drive. With a fit pattern and light weight, a MDX front circle expostulate complement creates a poignant grant to altogether fuel efficiency. With EPA fuel economy ratings of 20/27/23 (city/highway/combined), a front-wheel expostulate MDX with Idle Stop has a 1-mpg advantage over a SH-AWD reflection in a city, on a highway, and in a total ratings.

Super-Handling All-Wheel Drive (SH-AWD)
The MDX is accessible with Acura’s acclaimed Super Handling All-Wheel Drive (SH-AWD), that gradually distributes best torque not usually between a front and behind axles, though also between a left and right behind wheels. The complement is complemented by Agile Handling Assist that employs a anti-lock stop complement to away stop possibly a left or right front circle to revoke bend check (the duration between a steering circle submit and a revolution of a body) to urge dilemma traceability and balance. See Chassis territory for some-more information.

The advantages of a SH-AWD® complement are aloft all-weather doing and neutral, accurate steering underneath energy that is unmatched by front-drive, rear-drive or compulsory all-wheel-drive systems.

By rotating a outward behind circle faster than a front spindle while cornering, SH-AWD uses torque vectoring to emanate a bend impulse to assistance spin a car by a dilemma — shortening understeer and improving controllability. With cornering army some-more uniformly distributed between front and behind tires, altogether cornering energy is increasing — on soppy or dry roads.

Vehicles with high energy ratings regulating compulsory front or behind expostulate systems mostly occupy a limited-slip differential to assistance say traction when underneath power. By joining inside and outward expostulate wheels, these systems tend to conflict branch and can boost understeer. Conventional AWD systems likewise work to couple a inboard and outboard tires as good as a front and behind axles—which can emanate insurgency to turning. Using torque vectoring to assistance spin a vehicle, SH-AWD® delivers some-more responsive, neutral and predicted doing performance, while providing superb all-weather traction and control.

Electronic Controls and Parameters
The SH-AWD complement works in team-work with a MDX’s Vehicle Stability Assist™ (VSA®) complement and Agile Handling Assist to optimize torque placement for aloft doing and traction utilization. The Electronic Control Unit (ECU) provides information on engine rpm, airflow and fibre gear-ratio selection, while a VSA ECU provides wheel-speed data. The SH-AWD ECU also monitors steering angle, parallel G-forces, car bend rate and electromagnetic purchase rendezvous for a right and left behind spindle shafts. Drive torque is distributed from ECU information, and afterwards a acceleration situation, circle spin, parallel G-force and steering angle are used to establish a front-to-rear torque placement and a torque separate between right and left behind wheels.

SH-AWD® doing parameters include:

  • Up to 90-percent of accessible torque can be eliminated to a front wheels during normal cruising
  • In tough cornering and underneath acceleration, adult to 70-percent of accessible torque can be destined to a behind wheels to raise car dynamics
  • Up to 100-percent of a torque sent to a behind spindle can be practical to possibly a left or right behind wheel, depending on conditions

SH-AWD System Layout
The MDX SH-AWD® is a full-time all-wheel-drive complement that requires no motorist communication or monitoring, interjection to a torque-transfer territory that is bolted directly to a front-mounted transaxle. The torque-transfer territory receives torque from a scrolled rigging that is trustworthy to a front differential’s ring gear, and a brief plane missile and hypoid rigging set within a torque-transfer unit’s box send energy to a behind propeller shaft, that in spin transfers energy to a behind expostulate unit.

The MDX’s lightweight SH-AWD behind expostulate territory is constantly overdriven by 2.7-percent. The ensuing overdrive outcome is regulated by hydraulically-operated left and right-side purchase packs located in a behind expostulate territory that exclusively control a energy delivered to any behind wheel.  Up to 1200 N-m of torque can be delivered to possibly behind wheel, providing torque vectoring capability that is effective in corners with a radius of as small as 49.2 feet while also providing a limited-slip differential duty when needed.

The hydraulically operated clutches can be tranquil as a span to change front/rear torque separate or they can be tranquil exclusively to concede 100 percent of accessible behind spindle torque to go to usually one behind wheel, that gives a complement a singular ability to bend a MDX into turns for aloft handling.

In this iteration of SH-AWD, an electric engine powers a span of hydraulic pumps – on for any purchase pack. A span of linear solenoids tranquil by a Electronic Control Unit (ECU) selectively sends vigour to a purchase packs, that in spin control a volume of energy sent to any behind wheel.

Trailer Hitch and Trailer Hitch ATF Cooler Kit (Optional)
A dealer-installed receiver-style trailer join accommodates a accumulation of trailer coupler designs, and includes a pull bar, maintaining pin, clip, and wiring strap with 7-pin round-style connector. Trailer join balls of 1-7/8 -inch or 2-inch are accessible separately. MDX SH-AWD models have a 5,000 lb. draw rating, when versed with a discretionary Trailer Hitch ATF Cooler Kit.

Remote Engine Start with Vehicle Feedback
The MDX with Technology Package and above provides a ability to start a vehicle’s engine remotely. This enables drivers to start their MDX, thereby activating a meridian control complement before they get to a car — ideal for prohibited or cold days. The remote is designed to have a operation of operation of during slightest 300 feet. To start a engine remotely, a owners presses a LOCK symbol and afterwards binds a ENGINE symbol for a few seconds. When a engine is started remotely, a wipers, lighting and audio systems sojourn off, and a certainty complement stays set. The engine will run for adult to 10 mins after remote starting, and afterwards tighten off automatically if a owners doesn’t strech a car within that time. When a owners does get to a MDX within 10 minutes, a engine will keep using while a owners unlocks a car and gets in.

This complement also provides feedback to a owners to endorse possibly a engine is using or a car is locked. The remote has 3 LED indicators: amber, immature and red. To endorse engine start, a owners presses a LOCK symbol and afterwards binds a ENGINE symbol for a few seconds. The amber indicator will peep while a remote communicates with a vehicle. If a engine is running, a immature LED will afterwards light for one second. If a engine is not running, a red indicator will light for one second. To determine possibly a car is locked, a owners presses a LOCK symbol once. After a amber light comes on, possibly a immature or red LED will light for one second to prove that a car is sealed or not, respectively. And if a red LED flashes 3 times, a car is out of a remote’s range. This complement can yield owners with a comfort of a pre-warmed car on a cold winter morning — or a pre-cooled interior on prohibited days. Plus, it adds a preference and certainty of meaningful that their car is firmly locked, even distant over a operation of a standard remote.

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