2023 Dodge Durango vs 2023 Acura MDX

When shopping for a new Acura MDX, buyers found both standard and Type S versions, each with trim packages that increased the amount of equipment. The standard MDX came in a base level with available Technology, A-Spec, and Advance packages, while the MDX Type S was offered in standard spec or with an Advance package. Prices ranged from $49,550 to $73,200, plus a destination charge of $1,195.

The test vehicle arrived in Type S Advance trim with extra-cost Apex Blue Pearl paint and an Orchid (white) interior. The MSRP came to $74,995. With a price that high, Acura set a different expectation for quality, luxury, and driving dynamism, and in some respects, it missed the mark. The fourth-generation MDX was the first Acura SUV to wear the Type S badge, and the S could stand for subtle. The Type S featured chicane-design LED running lights and taillights, LED headlights with automatic high-beam operation, and 21-inch wheels. A panoramic sunroof was standard for all MDX models, and the Type S Advance added open-pore wood and a leather-wrapped dashboard.

Entering its 12th model year without a redesign, the Durango was certainly a familiar face. But it was also an attractive one. Dodge left the faux ruggedness to other brands, going for clean, almost car-like styling. The Durango avoided the trend of oversized grilles, with slim styling flanked by forward-leaning headlights and a large lower air intake. At the back, Dodge’s signature “racetrack” taillights gave the Durango a distinctive look.

The muscular SRT 392 and SRT Hellcat models got some unique styling features, but they were fairly subtle. The main giveaway was a Viper-like hood with a functional center air inlet and heat extractors. SRT models also got unique wheels and a different front fascia with a chin splitter, engine-oil cooler duct, and cold-air induction snorkel. Some of the SRT styling features were also available as part of the Blacktop Package on Dodge Durango R/T and GT models. Dodge doubled the number of available colors for 2023, adding Frostbite, Night Moves, Red Oxide, and Triple Nickel to the palette.

What made the 2023 Acura MDX Type S unique was its engine. This version of the MDX employed a turbocharged 3.0-liter V6 generating 355 horsepower and 354 pound-feet of torque, increases of 65 hp and 87 lb-ft of torque over the standard 3.5-liter V6. However, the Type S also weighed 285 pounds more than the lightest standard MDX with all-wheel drive (AWD).

The twin-scroll turbo V6 engine used a 10-speed automatic transmission with paddle shifters to power all four wheels through Acura's Super Handling All-Wheel Drive (SH-AWD). This mechanical torque-vectoring AWD system could put up to 70 percent of total engine output to a single rear wheel. An Integrated Dynamics System provided Snow, Comfort, Normal, Sport, and Sport+ driving modes. The MDX Type S had an exclusive Lift mode that leveraged the standard adaptive air suspension to increase ground clearance from the standard 7.3 inches to 9.4 inches.

Despite these enhancements, the MDX Type S never felt like an extension of its driver. The performance upgrades didn't gel into a cohesive whole, with issues like an indecisive transmission, lack of ride compliance, squealing tires, and poor brake pedal modulation. The engine didn't offer a substantial increase in power over the standard V6, making its dismal fuel economy harder to accept. On the evaluation route, the MDX Type S averaged 16.9 mpg, coming up short of the official EPA fuel economy rating of 19 mpg in combined driving.

The 2023 Durango was available with a plethora of powertrains, starting with the 3.6-liter Pentastar V6 engine that was standard on the SXT, GT, and Citadel trim levels. The Pentastar made 293 horsepower (295 hp with dual exhaust) and 260 pound-feet of torque. All Durango models got an eight-speed automatic transmission, with standard rear-wheel drive (RWD) or optional all-wheel drive (AWD) on most trim levels.

Next up was the 5.7-liter Hemi V8, which was standard on the Durango R/T and optional on the Citadel grade. This engine made 360 hp and 390 lb-ft of torque. The Durango SRT 392 featured a 6.4-liter naturally-aspirated Hemi V8 with 475 hp and 475 lb-ft of torque, which Dodge said would get the SRT 392 from zero to 60 mph in 4.4 seconds. The Durango SRT Hellcat upped the ante with a 6.2-liter supercharged V8 that produced 710 hp and 645 lb-ft of torque, dropping the zero to 60 mph time to 3.5 seconds.

The Hellcat test car felt every bit as quick as the specs suggested, despite toting three rows of seats. The Durango's size didn't blunt the feeling of acceleration, making for a surreal experience. Adaptive-damping suspension, Pirelli P Zero performance tires, and confidence-inspiring Brembo brakes made all of that power easy to manage.

Acura packed plenty of functionality into the 2023 MDX. It offered three rows of seats with a choice of two or three second-row seating positions, plus a cargo area with lots of usable floor space. The test vehicle had all of the available upgrades, including a triple-zone automatic climate control system and 16-way power-adjustable front seats with heating, ventilation, and massage. The MDX was comfortable, but the Type S' seats fell short of the model's performance-oriented mission.

Seven-passenger seating was standard in all MDXs. The second-row seat slid forward and back to make more space for third-row passengers, but its rearmost position did not supply as much legroom as expected. The third row was best for carrying children. The cargo area offered 18.1 cubic feet of space behind the third-row seat, 39.1 cubic feet with the third-row seat down, and a maximum of 71.4 cubic feet with both rear rows folded flat.

The Durango was offered in seven-seat or six-seat configurations. Two front bucket seats, a three-seat second-row bench, and two-seat third-row bench were standard on SXT, GT, and R/T models. The Citadel, SRT 392, and SRT Hellcat models swapped the second-row bench for second-row captain's chairs. Headroom and legroom were within a fraction of an inch of the Ford Explorer, Chevrolet Traverse, Hyundai Palisade/Kia Telluride twins, and Toyota Highlander across all three rows. However, the Chevy offered substantially more cargo space than the Dodge, which had 17.2 cubic feet with all three rows in place, 43.3 cubic feet with the third-row seats folded, and 85.1 cubic feet behind the first row.

Small-item storage space was generous, with a large wireless charging pad and well-placed USB ports. Models equipped with second-row captain's chairs also got a large center console for that row. The Durango had plenty of muscle for towing, with V6 models having a maximum towing capacity of 6,200 pounds and V8 models towing up to 8,700 pounds.

Acura's Digital Precision Cockpit consisted of a configurable 12.3-inch digital instrumentation panel and a 12.3-inch infotainment display. Unfortunately, the infotainment screen wasn't touch-sensitive. Instead, it required the use of a True Touchpad Interface (TTI) located on the center console. The TTI design robbed the center console of space that could contain more storage. The MDX featured wireless Apple CarPlay and Android Auto, Amazon Alexa Built-In, SiriusXM satellite radio, a native navigation system, and AcuraLink connected services. The test vehicle had the top-shelf Signature Edition ELS Studio 3D high-end audio system with 25 speakers.

The Durango SXT and GT models got an 8.4-inch touchscreen with wired Apple CarPlay/Android Auto and Bluetooth connectivity. The Citadel and the two SRT models got a 10.1-inch touchscreen with wireless Apple CarPlay and Android Auto. Both versions used Stellantis' Uconnect infotainment system, but the larger screen got the current Uconnect 5 system. The SRT 392 and SRT Hellcat also got the Performance Pages app from the Challenger and Charger SRT models. A 19-speaker Harman Kardon audio system was available with the Premium Package on the SRT Hellcat model.

The MDX's traffic sign recognition system was part of Acura Watch, the automaker's collection of driving assistance and collision avoidance systems. The safety features included forward-collision warning with pedestrian detection, automatic emergency braking, lane-departure warning, lane-keeping assist, lane-centering assist, an adaptive cruise control system with low-speed following capability, and Traffic Jam Assist. The MDX also included a blind-spot monitoring system and rear cross-traffic alert. The MDX boasted good crash-test ratings, with the IIHS calling it a Top Safety Pick+ and the NHTSA giving it an overall five-star rating.

The 2023 Dodge Durango didn't get the full battery of IIHS crash tests, and results were mixed for the tests it did conduct. The Durango received top "Good" marks in the original-format moderate front overlap and side tests, as well as the roof strength test. However, it received a "Marginal" score in the driver-side small overlap front test. The NHTSA gave the Durango a four-star overall safety rating. The Durango got five stars in the NHTSA's side crash test, but four stars in the frontal crash test. RWD versions received four stars in the rollover test, but AWD models got a three-star rating. Dodge didn't offer much standard driver-assist tech, with features like forward collision warning and adaptive cruise control only standard on the Citadel.