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Old 13 Sep 2007, 02:52 am
Join Date: Aug 2007
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Default 2008 Acura MDX - Powertrain

Torrance, Calif. - Sep 12 —


Given the 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™

The MDX's sophisticated 3.7-liter VTEC® V-6 powerplant develops
300 horsepower at 6000 rpm and 275 lb-ft of torque at 5000 rpm. That gives the
MDX the highest horsepower and torque output of any engine in the Acura lineup.
The MDX returns an EPA 15/20 (city/highway) mpg*.

Compared to the previous generation MDX, the new engine gains 47 horsepower
and 25 lb-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-percent
lighter than the engine it replaced and offers six percent more displacement.
Durability upgrades throughout the powertrain, including a high capacity radiator
with twin cooling fans and a standard transmission fluid 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 manual shifting 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.

2008 Acura MDX
3664cc (3.7-liter)
Compression ratio
Horsepower @ rpm
300 @ 6000
Torque @ rpm (lb-ft)
275 @ 5000
5 AT
EPA estimated mileage City/Highway
Emissions certification (CARB/EPA)
Fuel type
Premium unleaded



  • 3.7-liter, SOHC, VTEC® V-6 engine produces 300 horsepower at
    6000 rpm and 275 lb-ft of torque 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

  • Sequential SportShift 5-speed automatic transmission

  • 5-position transmission 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 engine cylinder V-angle for inherently smooth operation

  • Maintenance-free serpentine accessory drive belt system with auto

Emissions/Fuel Economy

  • Dual high-flow close-coupled catalytic converters plus under floor
    catalytic converter

  • High capacity 32-bit RISC processor engine control unit (ECU)

  • Meets CARB LEV-2 ULEV emissions standard

  • 15/20 mpg* (city/highway)

*Based on 2008 EPA mileage estimates, reflecting new EPA fuel economy methods
beginning with 2008 models. Use for comparison purposes only. Do not compare
to models before 2008. Your actual mileage will vary depending on how you drive
and maintain your vehicle.


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, compact overall dimensions, and it sheds
17.2 pounds from previous generation smaller displacement engine. Aluminum alloy
construction including special aluminum cylinder sleeves saves weight and improves
cooling, while VTEC® compatible 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
unique 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 quieter operating noise. A 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 due to an oil jet system that sprays cooling oil on the underside
of the piston crowns to keep temperatures in check. 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 Acura V-6 engines, the MDX powerplant uses single overhead camshaft
(SOHC) 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.

The MDX features lightweight camshafts. Assembled from tubular steel shafts
with splined steel lobes and journals that are pressed in place, this unique
style of camshaft design is a first for Acura.

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

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 Valve 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 a 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 VTEC ® 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. The pistons slide into
position to lock together the three intake rockers for a given cylinder, which
then follow a single high-lift, long-duration camshaft lobe.


To improve engine breathing and engine sound, particularly at high rpm and
large throttle openings, the MDX has a low-restriction intake manifold system.
With a large diameter inlet, a pair of resonators and a low-restriction filter
element, the MDX induction system flows an additional 14-percent more than 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-body butterfly in
the intake tract. A 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 provides low speed control, followed by
progressively building response at higher speed for improved linearity.

The Drive-by-Wire Throttle System™ evaluates the driving conditions
by monitoring throttle pedal position, throttle-body 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 better meets driver expectations.


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 excellent
airflow to the cylinders across the full range of engine operating speeds. The
2-piece manifold is also very light due to its cast magnesium design. The light-weight
manifold combines with the new exhaust system to contribute 12 horsepower to
the 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 within the intake manifold are operated by
the powertrain control module provide two distinct modes of operation by changing
plenum volume and intake airflow routing.

At lower rpm these valves are closed to reduce the volume of the plenum and
effectively increase the length of inlet passages for maximum resonance effect
and 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 overall volume. An electric motor, commanded by the powertrain
control module, controls the 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 that is 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 to 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 catalytic converter located
under the passenger cabin. This high-flow unit has a revised shape and a large
62mm outlet. 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 substantially
improve flow potential.


The 2008 MDX meets 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 excellent 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. In particular, right after startup, better fuel atomization is provided
by the high-efficiency multi-hole fuel injectors that more accurately 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.


To ensure consistent starting, the MDX has a one-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 superior 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-percent compared to operating exclusively on exterior
air. Over the course of a tank of fuel, 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 MDX powerplant is exceptionally smooth thanks to 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 gear ratios for improved acceleration and towing power, 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.

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 within tolerance, particularly
when towing.

Automatic Mode

The Sequential SportShift 5-speed 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 gear 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 within
the tachometer face. To heighten control and driver involvement, special shift
logic in manual mode delivers quicker, firmer shifts than in fully automatic

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 thus preventing pulling away from a stop in a higher 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 shifting 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-forces (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
launch traction - done before the vehicle even starts to move.

SH-AWD™ enhances stability on snow and ice in cooperation with the MDX's
VSA® system. During acceleration 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 steep grades with
    up to 70-percent of available torque being sent to the rear wheels

  • Up to 70-percent of available torque can be directed to the rear
    wheels during hill climb acceleration for maximum traction

  • Up to 90-percent of available driveline torque can be transferred
    to the front wheels during cruising to help maximize fuel efficiency

  • In hard cornering, up to 50-percent of available torque can be
    directed to the rear axle for enhanced chassis balance and increased cornering

  • Up to 100-percent of the torque sent to the rear axle can be applied
    to either rear wheel as the traction conditions dictate

  • 37-percent increase in rear torque capacity as compared to the
    previous MDX VTM-4® system

  • 7-percent reduction in weight compared to the VTM-4® system

  • When accelerating on slippery surfaces SH-AWD™/VSA® cooperation
    greatly enhances stability and control

Effect of SH-AWD™

By overdriving the MDX's rear wheels 1.7-percent faster than the speed
of the front axle, SH-AWD™ can provide an inward yaw moment while accelerating
into and through 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 reduces unwanted understeer or vehicle "push
out" during everyday driving and when the driver chooses to go for a spirited
drive on a favorite stretch of mountain 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 traction and allows maximum utilization of the
available road surface grip during acceleration and cornering.

Electronic Controls and Parameters - VSA®

Vehicle Stability Assist™ (VSA®) is included as standard equipment
on the MDX. By continually monitoring the vehicle's operating parameters
(such as road speed, throttle position, steering wheel position, accelerating, braking and cornering loads),
VSA® anticipates if the vehicle is approaching oversteer or understeer.
To help correct either of these situations, 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 is occurring.
Traction Control is integrated into the VSA® which helps the MDX accelerate
smoothly on slippery surfaces. The 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 2008 MDX is closely related to the system
in the 2008 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 up to 1.7-percent 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 can be controlled independently to allow
up to 100-percent 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 most 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,
ranging between zero and 100-percent, 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-percent
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. MID monitors operating
conditions such as oil and coolant temperature along with total 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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