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Old 15 Aug 2008, 10:50 pm
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Default 2009 Acura MDX - Powertrain

Torrance, Calif. - Aug 15 —


Given the MDX's performance goals, its powertrain and driveline were
required to advance on multiple fronts. The result is one of the most powerful
normally aspirated 6-cylinder SUV powerplants currently available in America.
In addition, the MDX returns competitive fuel economy and meets tough EPA TIER
2 - BIN 5 and CARB LEV II ULEV emissions standards. To put the power to
the ground and provide agile, responsive handling, the MDX has standard Super
Handling All-Wheel Drive™ (SH-AWD®).

The MDX's sophisticated 3.7-liter VTEC® V-6 powerplant develops 300
horsepower at 6,000 rpm and 275 lb-ft of torque at 5,000 rpm. The MDX returns
an EPA fuel economy rating of 15/20 (city/highway) mpg*.

Compared to the previous generation MDX, the 3.7L engine gains 47 horsepower
and 25 lb-ft of torque. Of that 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 shapes, valve design and VTEC® tuning. The final 12 horsepower
is credited to the 3.7L MDX's high-flow induction and exhaust systems.
Although more powerful, the engine is actually 17.2 pounds (3.7-percent) lighter
than the 3.5L engine it replaced. Durability upgrades throughout the powertrain,
including a high capacity radiator with twin cooling fans and a standard transmission
fluid cooler accommodate the MDX's 5,000-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®, an 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 effect of
such "torque vectoring" is reduced understeer, superior cornering accuracy and
more total cornering performance. For the MDX, SH-AWD® is enhanced with
hill logic which automatically adjusts the front/rear torque split based on
hill grade.

2009 Acura MDX
Engine SOHC VTEC∆ V-6
Displacement 3664cc
Compression ratio 11.0:1
Horsepower @ rpm 300 @ 6,000
Torque @ rpm (lb-ft) 275 @ 5,000
Transmission 5-speed automatic
EPA estimated mileage City/Highway
Emissions certification (CARB/EPA) TIER 2
Fuel type Premium unleaded



  • 3.7-liter, SOHC, V-6 engine produces 300 horsepower at 6,000 rpm and 275
    lb-ft of torque at 5,000 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 tensioner

Emissions/Fuel Economy

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

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

  • Meets strict EPA TIER 2 - BIN 5 and CARB LEV II ULEV emission standards

  • 15/20 mpg* (city/highway)

*Based on 2009 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 production engine in
Acura's history and it 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 3.5L engine. Aluminum alloy block construction including
special aluminum cylinder sleeves saves weight and improves cooling, while VTEC®
compatible cylinder heads operate four valves per cylinder for maximum power

A high-flow intake system, high compression ratio, close-coupled catalytic
converters and high flow exhaust team to help the MDX engine produce strong


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 traditional iron liners. The aluminum sleeves also allow a
closer piston-to-cylinder clearance for lower 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
reduced 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 output. Intake valves 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
air/fuel 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 improved volumetric efficiency. The VTEC®
changeover point occurs at approximately 4,500 rpm and is virtually undetectable
to the driver.

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 located 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 air
filter element, the 3.7L MDX induction system flows an additional 14-percent
more than the previous 3.5L system.


The MDX doesn't use a conventional throttle cable, but instead has smart
electronics that connect the throttle pedal to the electronic throttle-body.
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 opening 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 a Multi-Point Programmed Fuel Injection (PGM-FI) system that
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 (PCM) to 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 3,800 rpm to interconnect the two halves of the plenum,
increasing its overall volume. An electric motor, commanded by the PCM, 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.


The exhaust manifolds of the 3.7L V-6 are cast directly into the aluminum
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 catalytic converters mount directly to the exhaust port of each
cylinder head for extremely rapid converter light-off after the engine starts
-- thus lowering emissions output. A significant weight savings and reduction
in parts count is realized by eliminating a traditional exhaust manifold and
converter design.

Downstream of the close-coupled catalysts, 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 backpressure at low rpm and free flow at high rpm. 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 2009 MDX meets tough EPA TIER 2 - BIN 5 and CARB LEV II 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 Multi-Point Programmed Fuel Injection (PGM-FI) system monitors
the state of the exhaust gas and tracks multiple engine inputs including intake
manifold pressure, throttle position, intake air temperature, coolant temperature,
and such. 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 excellent 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 cylinder
V-angle and compact, rigid and lightweight die-cast aluminum cylinder block.
A forged crankshaft, die-cast accessory mounts and a stiff cast-aluminum 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 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 transmission's
shift schedule, reducing shift frequency and improving speed control. Throttle
position, vehicle speed and acceleration/deceleration rate 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 mode.

An array of features are active when the transmission is in manual mode to
help protect the engine and drivetrain from inadvertent damage. The 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 "torque vectoring"
improves cornering traction and steering precision by creating a yaw moment
that helps the MDX turn. 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 knows when it is going up a hill and automatically
shifts torque to the rear to improve launch traction - done before the
vehicle 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

  • SH-AWD® direct control electromagnetic clutches provide ultra-quick

  • Grade logic control 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 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 capability

  • 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 previous VTM-4® system

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

Effect of SH-AWD®

By overdriving the MDX's rear wheels up to 1.7-percent faster than the
speed of the front axle, SH-AWD® can provide a "yaw moment"
while accelerating into and through tight corners. The torque vectoring 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") during everyday driving and when
the driver chooses to go for a spirited drive on a favorite stretch of mountain

Up to the available traction limits, direct yaw control delivers an uncanny
level of precision and driver confidence. Since direct yaw control acts preemptively,
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 VSA® can apply 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 MDX's SH-AWD® system is closely related to the system in the 2009
RDX. (The system in the RL sedan differs mechanically between 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 designed
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 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. The 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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