2024 Acura MDX vs 2024 Honda CR-V Hybrid

Acura indeed perfected the aesthetic of the 2024 MDX. The SUV featured a large shield grille flanked by rakish headlights and accented below with intake vents. The lower bumper area under the grille curved gracefully, adding a modern and refined presence. Inside, the MDX was high-tech yet busy, with a plethora of controls on the center console—an abundance that, at first glance, seemed overwhelming and proved cumbersome to operate.

Acura offered the MDX in several trims, called packages: the Technology Package, A-Spec Package, and Advance Package, in addition to the base model. Noteworthy were the Acura MDX Type-S and Type-S Advance, which were the focal points of this review. Standard features included tri-zone automatic climate control, push-button start, synthetic leather upholstery, a panoramic sunroof, power-adjustable front seats, and heated front seats.

The Technology Package added ambient cabin lighting, navigation, a 12-speaker ELS premium stereo system, and genuine leather upholstery. The A-Spec trim delivered a sportier flair with unique styling elements, an upgraded 16-speaker ELS audio system, perforated leather seats, and ventilated front seats. It also included an in-cabin intercom system for easy communication with third-row passengers. The Advance package enhanced the offering with a heated steering wheel, additional USB ports, remote start, and heated second-row seats.

The new-for-2024 Type-S combined all features of the Technology Package and the A-Spec Package. In the Type-S Advance package, which was tested, the highlights were the top-end 26-speaker ELS sound system and massaging front seats upholstered in perforated leather. These massaging seats were more active and refreshing, particularly on extended drives. While the MDX’s interior might not match the opulence of the Mercedes-Benz GLS, the massage feature was superior.

Priced affordably at $33,700 for the base model, the 2024 Honda CR-V Sport Hybrid showcased sportiness with black 18-inch wheels and blacked-out exterior trim. However, its interior remained relatively basic. The leather-lined Sport-L Hybrid began at $36,700 while the Sport Touring Hybrid topped the lineup at $39,850.

The CR-V Sport Touring Hybrid test vehicle boasted Canyon River Blue paint and no optional accessories, totaling a manufacturer’s suggested retail price (MSRP) of $41,175, including the $1,325 destination charge.

Stylistically, the CR-V had a conservative design, with a front fascia resembling a technical, angry robot and an appearance weighted over its front wheels. The front tusks framing the lower air intake didn’t enhance visual appeal. The CR-V looked best from the rear quarter, where Volvo-adjacent taillights and a tidy design lent an upscale aura. Despite the Sport Touring’s exclusive 19-inch gloss black wheels, darker paint colors rendered them almost invisible.

Inside, the Sport Touring exuded quality, featuring leather seats with orange stitching, a soft-touch dashboard, and metal mesh covering the air vents. Knurled metallic trim details and the satisfying sound of doors shutting reinforced the sense of sophistication.

The standard engine in the 2024 Acura MDX was a 3.5-liter V6 producing 290 horsepower and 267 pound-feet of torque. The Type S trim employed a twin-scroll turbocharged 3.0-liter V6 engine outputting 355 horsepower and 354 pound-feet of torque. Power transferred via a 10-speed automatic transmission to either the front wheels or Acura’s Super-Handling All-Wheel Drive (AWD) System.

The Type-S Advance, driven during the review, delivered impressive acceleration courtesy of its turbochargers. Though it didn’t provide neck-snapping thrust, it consistently offered adequate power for various driving situations, from stoplight launches to highway merges and passing maneuvers. The 10-speed transmission facilitated smooth power management, and throttle response was swift. The adaptive air suspension, standard on Type-S trims, allowed the MDX to balance agility and comfort, adjusting ride height depending on the chosen drive mode in the Integrated Dynamics System (IDS).

The Brembo brakes and adaptive suspension contributed to a composed driving experience over varied road conditions. Despite its firm ride, it absorbed road imperfections well, aligning with the sportier expectations for modern SUVs. The steering resembled the weight and responsiveness of a luxury sedan, and the vehicle’s tight turning radius was advantageous in crowded areas. Properly equipped, the MDX could tow up to 5,000 pounds (3,500 pounds for front-wheel-drive models).

The Honda CR-V Hybrid, standard on Sport, Sport-L, and Sport Touring trims, featured a fourth-generation two-motor hybrid drive system. This system combined an Atkinson-cycle 2.0-liter four-cylinder engine with two electric motors—one for propulsion and the other as a generator/starter. The hybrid system generated 204 horsepower sent to either the front wheels or all four wheels.

The hybrid system worked transparently, but during specific driving conditions, you might notice the low-speed electric vehicle acoustic warning noise or the engine droning under sustained load. Operational complexity aside, the integrated system provided seamless transitions between electric and gasoline power.

The EPA estimated the hybrid powertrain would achieve 37 mpg in combined driving for the CR-V Sport Touring, equipped with standard AWD and larger wheels. However, during real-world testing, it returned 32.4 mpg, notably less than the advertised figure but better than the non-hybrid CR-V EX-L tested previously, which managed 29.1 mpg.

The CR-V Hybrid maintained a quiet cabin and a smooth ride, with predictable handling attributes. Its brakes performed commendably under rigorous use, and while the steering was heavy even in Normal mode, overall drivability remained easy and slightly fun, characteristic of Honda’s design ethos.

The MDX’s functional design included three rows of seats, with the first two rows providing ample comfort and support. The third row, however, was smaller and more suited for children. Cargo space behind the rear seats was 16.3 cubic feet, expanding to 39.1 cubic feet with the rear seats folded down, and maxing out at 71.4 cubic feet with both the second and third rows folded. Additional storage space was available under the cargo load floor. The MDX came standard with a power liftgate, while the hands-free power liftgate was standard on the Advance Package.

Notable in the Type-S Advance test vehicle was the second-row bench with a fold-down center console and integrated cupholders, providing an experience akin to individual seats. The bench’s center section also folded to access the third row easily.

Cupholders and bins were strategically placed throughout the cabin, and while the center console offered ample storage, the control layout was cluttered. The shifter, a row of buttons, occupied significant space and required an adjustment period. The IDS drive-mode selector, a large dial on the center console, underscored the design focus on functionality, albeit at the cost of simplicity. For drivers, the controls could be a confusing mix of necessary and non-essential features, potentially detracting from the overall driving experience.

The Honda CR-V Hybrid excelled in form and function, boasting quality materials, intuitive controls, comfortable seats, and ample cargo space. All CR-V Hybrids featured a 10-way power-adjustable driver’s seat providing excellent support. The front passenger seat, while similarly designed, lacked the extensive adjustment range, though models with the Sport Hybrid offered power operation. Additional comfort features included heated front seats, a heated steering wheel, and dual-zone climate control.

Entry and exit were easy, particularly in the back, thanks to doors that opened near 90 degrees, facilitating the installation of child safety seats. The spacious back seat provided excellent leg support and adjustable backrest angles, ensuring adult passengers rode comfortably. Rear amenities included air conditioning vents and USB-C ports for added convenience.

Storage solutions were plentiful, both front and rear, although the glove compartment was smaller than expected, and the absence of a seatback pocket for the driver’s seat was notable.

Cargo space in the Sport Touring’s rear was 34.7 cubic feet, which was less than other CR-Vs but still practical. The Sport and Sport-L offered 36.3 cubic feet, approaching midsize SUV capacity. All CR-V Hybrids could expand to 76.5 cubic feet with the back seat folded, making it a leader in cargo space among compact SUVs.

Technology was a double-edged sword for the Acura MDX. While it was brimming with features, the infotainment system’s interface was painfully clumsy. The 12.3-inch display atop the dash, initially mistaken for a touchscreen, was controlled by an unintuitive touchpad below the shifter. This system demanded precision in finger placement, making it difficult and distracting to use.

In contrast, the MDX offered several positives. Standard features included wireless Apple CarPlay and Android Auto, Amazon Alexa integration, satellite radio, HD radio, and a WiFi hotspot. It also included multiple USB ports, a fully digital instrument panel, and wireless device charging. Cleverly placed charging ports and a leather handrest above the touchpad showed thoughtful design elements.

However, despite these conveniences, the non-touchscreen system’s complexity made it challenging to recommend over more user-friendly competitors like the Genesis GV80.

In the Honda CR-V Hybrid, technology was user-friendly, though not excessively advanced. Standard models included a 7-inch digital instrumentation panel and a 7-inch touchscreen infotainment system. Upgrading to the 9-inch display marginally improved screen size but did not dramatically enhance functionality.

Higher trims like the Sport-L and Sport Touring offered desirable features such as wireless Apple CarPlay and Android Auto, wireless smartphone charging, and a Bose 12-speaker premium audio system. Subscription-based connected services and a WiFi hotspot were also reserved for these trims.

Pairing a smartphone was straightforward, and Apple CarPlay worked without issues. Voice recognition, however, was basic, handling prompts well but lacking the conversational capability of more advanced systems.

A standout feature was the walk-away automatic locking system, providing added security by locking the doors once the key fob was out of range.

The Acura MDX came equipped with a comprehensive suite of driver assistance features. Standard safety tech included automatic emergency braking, forward collision warning, pedestrian detection, adaptive cruise control with stop-and-go, lane-departure warning, driver attention monitoring, traffic-sign recognition, blind-spot monitoring, and rear cross-traffic alert. The Technology Package added parking sensors, reverse automatic emergency braking, and rain-sensing wipers, while the Advance Package added a 360-degree camera system and a head-up display.

The 2024 MDX hadn’t been rated by the NHTSA or IIHS, but as a carryover model from 2022, it inherited high safety scores from previous years, including a five-star overall rating from NHTSA and a Top Safety Pick+ from IIHS.

Despite the strong safety credentials, the clumsy infotainment system remained a detractor, potentially distracting drivers more than a conventional touchscreen.

The Honda CR-V Hybrid was equipped with Honda Sensing, which included forward collision warning, automatic emergency braking, lane-departure warning, lane-keeping assist, lane-centering assist, adaptive cruise control, traffic jam assist, and a driver monitoring system. Additional standard features were rear-seat reminder, automatic high-beam headlights, blind-spot monitoring, and rear cross-traffic alert. The Sport-L and Sport Touring trims added parking sensors and low-speed automatic braking control.

During extensive testing, the Honda Sensing system performed admirably, particularly its adaptive cruise control and lane-centering assist. Only in sharp freeway curves did it show minor hesitation, and an incorrect lane departure alert was noted due to road conditions.

At the time of this review, the NHTSA hadn’t rated the 2024 CR-V, but the 2023 model received a Top Safety Pick+ award from the IIHS, a distinction likely to carry into 2024.