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    2017 Ford F-150 to Get 10-Speed Automatic, Second-Generation 3.5L EcoBoost


    • What you need to know about the new 3.5L EcoBoost and Ten-Speed Automatic for the 2017 F-150


    2017 will be an important year for the Ford F-150 as the blue oval will be introducing the second-generation of the 3.5L EcoBoost V6 and a ten-speed automatic transmission.

     

    The second-generation 3.5L EcoBoost is completely all-new with the block, heads, turbochargers, and other components changed. A key item Ford points out with the 3.5 engine is that it features direct injection and port fuel injection - basically two injectors for each cylinder. In low-load situations, the engine uses only the port fuel injection as it is said to be more efficient. During heavy-load situations, both injection systems are used to provide maximum power.

     

    Horsepower still stands at 365. Torque has increased from 420 to 450 pound-feet, making the 3.5L the one of the torquiest engines in a full-size, light-duty truck (GM's 6.2L V8 with 460 pound-feet rules the roost here). There is also a more potent version that will go into the Raptor with 450 horsepower.

     

    The engine will be paired up with a new ten-speed automatic that is the result of a partnership with Ford and General Motors. The automatic is said to improve overall efficiency with eighth, ninth, and tenth gear all being overdrive and a reduction in friction.

     

    Ford didn't talk about how much of an improvement the ten-speed would bring in terms of fuel economy numbers, so we'll be waiting for the official EPA numbers. The new 3.5L EcoBoost and ten-speed automatic will arrive later this fall.

     

    Source: Ford

     

    Press Release is on Page 2


     

    MORE TORQUE AND BETTER BOOST: 2017 FORD F-150 TO DEBUT WITH ALL-NEW 3.5-LITER ECOBOOST ENGINE AND 10-SPEED TRANSMISSION

    • Continuously improving for customers, 2017 Ford F-150 doubles down on efficiency, capability and performance with debut of the second-generation 3.5-liter EcoBoost® engine and all-new Ford-built 10-speed automatic transmission
    • New 3.5-liter EcoBoost V6 engine provides 30 lb.-ft. more peak torque compared with the first-generation EcoBoost engine, up to a best-in-class 450 lb.-ft. for a V6, beating gasoline- and diesel-powered competitors
    • The first volume-production 10-speed automatic transmission available to consumers from any automaker will deliver improved acceleration and performance


    DEARBORN, Mich., May 3, 2016 – Ford, America’s truck leader, continues its relentless pace of innovation, delivering more torque and better acceleration to 2017 F-150 customers with the all-new 3.5-liter EcoBoost® engine and 10-speed transmission.

     


    The new second-generation 3.5-liter EcoBoost engine will provide 30 lb.-ft. more peak torque compared with the first-generation 3.5-liter EcoBoost engine, up to a best-in-class 450 lb.-ft. for a V6. F-150 remains the only truck in its segment to offer a twin-turbo V6 gasoline engine.

     

    The all-new Ford-built transmission – the first volume-production 10-speed automatic transmission available to consumers from any automaker – will deliver improved acceleration and performance compared with previous six-speed automatic transmissions.

     

    “The Ford truck team lives to serve our hardworking truck customers,” said Raj Nair, Ford executive vice president, Product Development, and chief technical officer. “The powertrain is the heart of every F-150, and together our all-new 3.5-liter EcoBoost and 10-speed transmission will give our customers better power, efficiency and confidence.”

     

    More than 20 patents are approved or pending for the innovative powertrain combination.

     

    Second-generation 3.5-liter EcoBoost engine
    The new 3.5-liter EcoBoost engine builds on the success of the 2.7-liter EcoBoost engine and first-generation 3.5-liter EcoBoost engine available for the 2016 F-150. Nearly 1 million F-150 EcoBoost engines have been sold to date, with the 2.7-liter and first-generation 3.5-liter accounting for approximately 60 percent of F-150 sales.

     

    Ford engineers designed the new 3.5-liter EcoBoost engine to provide best-in-class torque for a V6 engine, beating gasoline- and diesel-powered competitors. The new engine provides better low-end and peak engine performance, ideal for hauling heavy payloads and towing heavy trailers.

     

    The engine features an all-new, Ford-first dual-direct and port fuel-injection system. Two injectors per cylinder – one mounted in the intake port where air enters the cylinder and one positioned inside the cylinder – work together to improve power output, efficiency, and emissions.

     

    All-new turbochargers deliver more boost thanks to improved twin turbos and a lighter turbine wheel. The new turbos work seamlessly with Ford-first electrically activated wastegates, enhancing operating efficiency. Light-weighting the turbine wheel – by making it out of high-temperature super alloy Mar-M-247 developed by the aerospace industry – improves responsiveness.

     

    Ford’s commitment to continuous light-weighting to improve performance also is evident in the hollow camshafts in the all-new roller-finger follower valvetrain that help save up to 4 pounds of weight. The valvetrain also features more durable intake and exhaust valves, and hydraulic valve-lash adjusters that optimize engine durability over the life of the truck.

     

    The new 3.5-liter EcoBoost engine provides Auto Start-Stop as a standard feature, helping customers save fuel, though actual fuel savings vary depending on driving patterns. The technology also contributes to a reduction in CO2 emissions due to decreased idle times. Auto Start-Stop is specially tuned for truck customers, shutting off the engine when the vehicle is at a stop – except when towing or in four-wheel drive mode.

     

    All-new 10-speed transmission
    The new 3.5-liter EcoBoost engine will be paired with an all-new 10-speed transmission for the 2017 F-150.

     

    The transmission delivers improved acceleration and performance compared with previous six-speed automatic transmissions, thanks to optimized wide-span gear spacing, coupled with drag-reduction actions. Three overdrive gears and a wider ratio span enable lower-numerical rear-axle ratios to help improve fuel efficiency at highway speeds, while maintaining best-in-class towing.

     

    Weight savings play a key role in improved shifting performance. The 10-speed transmission uses advanced materials and alloys to save weight, and it is the first Ford gearbox that does not use cast-iron components.

     

    An integrated torque converter/turbine clutch also helps shave more than 2 pounds of weight, while also reducing the packaging footprint.

     

    Smarter shift logic helps 2017 F-150 customers tow with improved confidence using tow/haul mode. All-new real-time-adaptive shift-scheduling algorithms monitor more than a dozen powertrain- and driver-control signals to ensure the right gear at the right time for an engaging driving experience, including in sport mode.

     

    An integrated electric pump works with the standard Auto Start-Stop system for seamless restarts and improved driving efficiency.

     

    Manufacturing investment
    Ford announced earlier this year that it will invest $145 million to upgrade its Cleveland Engine Plant – creating or retaining 150 jobs to support production of the all-new second-generation 3.5-liter EcoBoost engine for the 2017 Ford F-150 lineup.

     

    An additional $1.4 billion is being invested at Ford’s Livonia Transmission Plant to create or retain 500 hourly jobs to build the 10-speed transmission.

     

    Both investments are part of the company’s commitment to invest $9 billion and create or retain 8,500 hourly jobs in its U.S. facilities during the next four years. In the past five years, Ford has invested $12 billion in its U.S. plants and created nearly 28,000 total U.S. jobs.

     

    The 2017 Ford F-150 goes on sale this fall.

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    The torque increase is great and more important than a HP increase. But even a small HP bump would have been nice.

     

    I do like the dual FI set up. A) its said to be more efficient at certain RPM loads. B) it will also help alleviate carbon build up that is known to accumulate on DI engines.

     

    I wonder when the exactly this 2017 with its new gen 3.5L EB and class leading 10spd will be available?

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    The first volume-production 10-speed automatic transmission available to consumers from any automaker will deliver improved acceleration and performance


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    ^ Is it beating the ZL1 to the dealerships? I honestly do not know but I know they said it would be available a month or so ago.. 

     

    I am a little disappointed w/ no hp bump but that's for no good reason as this is a truck and it's getting a 30tq increase. That's the most important part. I also hope that they chiseled out some of the ecoboost fuel economy situations. 

     

    It is good to hear that they are mixing direct and port injection, for the same reason named above, coked up valves. 

     

    I would eventually like to know where the efficiency gains will come from, 10spd vs 2nd gen 3.5EB. I'm curious how much efficiency will be had from the new more efficient with more ratios transmission and how much will be gained from the engine itself. Nice to see them both be put together at the same time. I would think this would yield pretty good overall gains being put together at the same time. 

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    "Torque has increased from 420 to 450 pound-feet, making the 3.5L the torquiest engine available in a full-size, light-duty truck."

     

    The GM 6.2L V8 makes 460 lb-ft of torque and is primarily available on the GM light duty 1500 trucks. Is there some asterisk to that claim that I'm not aware of?

     

    It's interesting Ford chose to go with a split port/direct injection system. I would have expected the added complexity and parts would outweigh the benefits, but they must have found something significantly advantageous in testing. I tend to like the idea of having port fuel injection even if merely for the fact that it cleans carbon deposits in the ports that DI engines have left untouched in a way that becomes additional maintenance long term.

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    "Torque has increased from 420 to 450 pound-feet, making the 3.5L the torquiest engine available in a full-size, light-duty truck."

     

    The GM 6.2L V8 makes 460 lb-ft of torque and is primarily available on the GM light duty 1500 trucks. Is there some asterisk to that claim that I'm not aware of?

     

    It's interesting Ford chose to go with a split port/direct injection system. I would have expected the added complexity and parts would outweigh the benefits, but they must have found something significantly advantageous in testing. I tend to like the idea of having port fuel injection even if merely for the fact that it cleans carbon deposits in the ports that DI engines have left untouched in a way that becomes additional maintenance long term.

     

     

    Maybe its meant as not " peak torque ", but as in torquiest power spread. There the EB's ( 2.7 and 3.5 ) have shown to not be as peaky as the EcoTec3's

     

    One must remember that the 6.2L is only available on some trims too.

     

    EDIT

     

    * best-in-class 450 lb.-ft. for a V6. *

     

    I was reading the PR and can't find where it states " torquest engine in a full sized light duty truck

     

     

    https://media.ford.com/content/fordmedia/fna/us/en/news/2016/05/03/2017-ford-f150-more-torque-better-boost.html

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    "Torque has increased from 420 to 450 pound-feet, making the 3.5L the torquiest engine available in a full-size, light-duty truck."

     

    The GM 6.2L V8 makes 460 lb-ft of torque and is primarily available on the GM light duty 1500 trucks. Is there some asterisk to that claim that I'm not aware of?

     

    It's interesting Ford chose to go with a split port/direct injection system. I would have expected the added complexity and parts would outweigh the benefits, but they must have found something significantly advantageous in testing. I tend to like the idea of having port fuel injection even if merely for the fact that it cleans carbon deposits in the ports that DI engines have left untouched in a way that becomes additional maintenance long term.

    Good point. I made a slight correction and added GM's 6.2 to the story.

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    On no. please no more back and forth bickering....f***** dammit buy an American truck, any of them and be pleased how they dispatch anything foreign.

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    The dual-mode FI system sounds like it'll be an advantage.

     

    I doubt the 10-spd is likely to EVER see 9th & 10th gear usage. My brother has a 6-spd (5th & 6th overdrive) and it almost never shifts to 6th. You have to be coasting on dead-level highway with a slight tailwind to get it in 6th. I'd like to take a spin in one of these 10-spd F-150s tho.

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    The first volume-production 10-speed automatic transmission available to consumers from any automaker will deliver improved acceleration and performance

    And will be available around the same time as the ZL1.

    Just to clarify.

    Still great news for Ford. The ten speed will be a hit for both Ford and GM.

    Yeah I just saw that too. I didn't see the press release was on page 2. I guess they're taking a jab at the EcoDiesel V6.

    Or it's just clever marketing since they don't have a mainstream V8 to compare to the 6.2L. Edited by surreal1272
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    The duel fuel injection system is what Toyota has been doing for a few years in their V6es... seems to work pretty well for them.

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    But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

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    But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

    The current 3.5 is more efficient than THEIR n/a v8. The GM 5.3 is a great motor that blends power and efficiency very well. No clue if this will be more efficient or not but even if it's equal the output difference is very significant.

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    More interested to see how the 10 speed will do.....

     

     

    Makes me wonder since FCA is screwing up the 9 speeds pretty well right now...

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    But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

    The current 3.5 is more efficient than THEIR n/a v8. The GM 5.3 is a great motor that blends power and efficiency very well. No clue if this will be more efficient or not but even if it's equal the output difference is very significant.

     

     

    The current 5.3 is also only paired with a 6-speed at the moment in most applications.  So that is another factor.

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    But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

    The current 3.5 is more efficient than THEIR n/a v8. The GM 5.3 is a great motor that blends power and efficiency very well. No clue if this will be more efficient or not but even if it's equal the output difference is very significant.

     

     

    The current 5.3 is also only paired with a 6-speed at the moment in most applications.  So that is another factor.

     

    True, as is the current 3.5. I'm actually a HUGE fan of the 5.3. I actually think if I got to pick any truck engine to use daily(with money being a factor) it would be the 5.3 over either ecoboost and obviously the 6.2 will be a gas hog.. V8 burble still and good fuel economy, respectable hp/tq. I just like the combination a lot. If Ford would use some of the tech in their 5.0 they'd be onto something a little more. 

     

    I'm just very eager to read about a lot of the new product coming out; CT6, XT5, 10spd, Raptors, ZL1s, Mach1??? 

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    But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

    The current 3.5 is more efficient than THEIR n/a v8. The GM 5.3 is a great motor that blends power and efficiency very well. No clue if this will be more efficient or not but even if it's equal the output difference is very significant.

     

     

    The current 5.3 is also only paired with a 6-speed at the moment in most applications.  So that is another factor.

     

    True, as is the current 3.5. I'm actually a HUGE fan of the 5.3. I actually think if I got to pick any truck engine to use daily(with money being a factor) it would be the 5.3 over either ecoboost and obviously the 6.2 will be a gas hog.. V8 burble still and good fuel economy, respectable hp/tq. I just like the combination a lot. If Ford would use some of the tech in their 5.0 they'd be onto something a little more. 

     

    I'm just very eager to read about a lot of the new product coming out; CT6, XT5, 10spd, Raptors, ZL1s, Mach1??? 

     

     

    I'm just talking about the eventual comparisons of the new 3.5 + 10speed to the 5.3 + 6speed. 

     

    My own concern would be the Ecoboost's tendency to not meet EPA MPG specs in the real world where I can usually beat it with the 5.3. Just my own experience.

     

    The 6.2+8speed is just about the same mpgs as the current 3.5EB. So not that much of a hog.

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    But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

    The current 3.5 is more efficient than THEIR n/a v8. The GM 5.3 is a great motor that blends power and efficiency very well. No clue if this will be more efficient or not but even if it's equal the output difference is very significant.

     

     

    The current 5.3 is also only paired with a 6-speed at the moment in most applications.  So that is another factor.

     

    True, as is the current 3.5. I'm actually a HUGE fan of the 5.3. I actually think if I got to pick any truck engine to use daily(with money being a factor) it would be the 5.3 over either ecoboost and obviously the 6.2 will be a gas hog.. V8 burble still and good fuel economy, respectable hp/tq. I just like the combination a lot. If Ford would use some of the tech in their 5.0 they'd be onto something a little more. 

     

    I'm just very eager to read about a lot of the new product coming out; CT6, XT5, 10spd, Raptors, ZL1s, Mach1??? 

     

     

    I'm just talking about the eventual comparisons of the new 3.5 + 10speed to the 5.3 + 6speed. 

     

    My own concern would be the Ecoboost's tendency to not meet EPA MPG specs in the real world where I can usually beat it with the 5.3. Just my own experience.

     

    The 6.2+8speed is just about the same mpgs as the current 3.5EB. So not that much of a hog.

     

    That was one thing I "addressed" as well in an earlier post. I hope this new motor addresses that issue as well. 

     

    I would think the 5.3 would get the 8spd across the board for 2017 as it has been slowly moving through the lineup. You can get it now can't you? Only in like High Country or whatever trim though, right? 

     

    Well I was factoring in purchase cost and fuel cost and at 1-2 mpg across the board or for the life of the truck that adds up when fuel eventually goes above $3/gallon again. 

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    But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

    The current 3.5 is more efficient than THEIR n/a v8. The GM 5.3 is a great motor that blends power and efficiency very well. No clue if this will be more efficient or not but even if it's equal the output difference is very significant.

     

     

    The current 5.3 is also only paired with a 6-speed at the moment in most applications.  So that is another factor.

     

    True, as is the current 3.5. I'm actually a HUGE fan of the 5.3. I actually think if I got to pick any truck engine to use daily(with money being a factor) it would be the 5.3 over either ecoboost and obviously the 6.2 will be a gas hog.. V8 burble still and good fuel economy, respectable hp/tq. I just like the combination a lot. If Ford would use some of the tech in their 5.0 they'd be onto something a little more. 

     

    I'm just very eager to read about a lot of the new product coming out; CT6, XT5, 10spd, Raptors, ZL1s, Mach1??? 

     

     

    I'm just talking about the eventual comparisons of the new 3.5 + 10speed to the 5.3 + 6speed. 

     

    My own concern would be the Ecoboost's tendency to not meet EPA MPG specs in the real world where I can usually beat it with the 5.3. Just my own experience.

     

    The 6.2+8speed is just about the same mpgs as the current 3.5EB. So not that much of a hog.

     

     

     

    Most comparisons of the 5.3L are against the 2.7L, not the 3.5L, where its been proven the 2.7L not only out performs at the pump, but is also notably quicker loaded and unloaded.

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    Most comparisons of the 5.3L are against the 2.7L, not the 3.5L, where its been proven the 2.7L not only out performs at the pump, but is also notably quicker loaded and unloaded.

     

    I agree the 2.7 is the natural competition to the 5.3, but I disagree about the "proven" fuel economy.  The EPA numbers may look good, but that's not what most people consider "proven" in the real world. In fact, the exact opposite seems to be true

     

    18.9 mpg Average?  Just about any Chevy pickup with the 5.3 can do that without a sweat.

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    Most comparisons of the 5.3L are against the 2.7L, not the 3.5L, where its been proven the 2.7L not only out performs at the pump, but is also notably quicker loaded and unloaded.

     

    I agree the 2.7 is the natural competition to the 5.3, but I disagree about the "proven" fuel economy.  The EPA numbers may look good, but that's not what most people consider "proven" in the real world. In fact, the exact opposite seems to be true

     

    18.9 mpg Average?  Just about any Chevy pickup with the 5.3 can do that without a sweat.

     

     

     

    The EPA rates the four-wheel-drive 2015 F-150 with the 2.7-liter EcoBoost V-6 at 18/23 mpg, and when we put it through our Real MPG testing, we saw 17 mpg city, 22 mpg highway, and 19 mpg combined. We also did a far less scientific test while the trucks were loaded down with the mats and divided the miles driven by the gallons pumped. In that test, we got 16.8 mpg.

    Then there’s Chevy’s solution. Recognizing that many truck buyers prefer V-8s regardless of power ratings, Chevy went through its 5.3-liter truck engine with a fine-toothed comb looking for efficiencies. Its piece-de-resistance is a cylinder deactivation system that turns it into a 2.7-liter V-4 under light loads. It’s a neat trick, but not as effective as Ford’s solution. The Chevy is EPA-rated at 16 mpg city, 22 mpg highway, and 18 mpg combined. In our Real MPG testing, it returned a disappointing 13 mpg city, 19 mpg highway, and 15 mpg combined. In our payload fuel economy test, though, it came within striking distance of the Ford at 16.4 mpg observed

     

    REAL MPG, CITY/HWY/COMB Chevy 13/19/15 mpg  Ford 17/22/19 mpg

     

     

    EPA CITY/HWY/COMB ECON Chevy 16/22/18 mpg  Ford 18/23/20 mpg

     

    Real MPG is what M/T recorded ( unloaded ), the Ford avg 4 mpg better and was much closer to its EPA ratings than the Chevy

     

    http://www.motortrend.com/news/comparison-2015-ford-f-150-vs-ram-1500-chevrolet-silverado/

    Edited by FordCosworth
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    I prefer the longer term tests... and my own experiences with both (as a conservative driver) show opposite results.  I can get 21 - 22 out of heavier Suburban 5.3 on the highway... and do that regularly.

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    I prefer the longer term tests... and my own experiences with both (as a conservative driver) show opposite results.  I can get 21 - 22 out of heavier Suburban 5.3 on the highway... and do that regularly.

     

     

    And I prefer actual head to head comparisons that what " one claims ". 

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    I prefer the longer term tests... and my own experiences with both (as a conservative driver) show opposite results.  I can get 21 - 22 out of heavier Suburban 5.3 on the highway... and do that regularly.

     

     

    And I prefer actual head to head comparisons that what " one claims ". 

     

     

    Edmunds and Wards and Car and Driver and many posters on Ford150 got the same results, and I quote "Where's the Eco in Ecoboost?"

     

    In fact all of my ecoboost drives have returned disappointing MPGs with the exception of the Fusion 2.0T. 

     

    You and MT are the outier.

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    More interested to see how the 10 speed will do.....

     

     

    Makes me wonder since FCA is screwing up the 9 speeds pretty well right now...

    The nine-speed is much better. I just drove the Fiat 500X and Jeep Renegade and the nine-speed didn't have any of the issues from previous FCA models.

    Now the 2.4 on the other hand...

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    • By William Maley
      When I last reviewed the Acura MDX back in 2014, I mentioned that it and the RDX crossover made up a majority of the brand’s sales. That’s still true in 2017 as both models currently make up 63.8 percent of Acura’s sales through the end of March. In closing my review, I said Acura focused on fixing the issues that hurt the MDX before and left other things well alone, creating a balanced luxury crossover. But does that still hold up in a field that has become very competitive in the past couple of years? It seemed a revisit was in order.
      Acura did a significant refresh for the 2017 MDX with the biggest change being the design. Up front, Acura has swapped the shield grille for a larger pentagonal grille from the 2016 Precision Concept. While the shield was considered by many to a bit polarizing and a turn-off, I find the new grille to be a bit cartoonish. It doesn’t really work with the rest of the MDX’s design. At least certain traits such as the ‘Jewel Eye’ headlights and sloping roofline are still here and still work. The interior hasn’t changed much since our last test and that’s both a good and bad thing. The good is the MDX’s material quality is towards the top of the class with a fair amount of leather and wood trim used throughout. Although considering the price tag of just over $59,000, it would have been nice if Acura added some more luxury touches. Those sitting up front or in the second-row will find plenty of room and a set of supportive seats. The MDX is one of the few models in the class that offers a third-row as standard, but it is best reserved for small kids or being folded into the floor to increase cargo space. The bad mostly deals with the AcuraLink infotainment system. This dual screen setup brings more headaches than any other system I have used. A perfect example is when you want to switch from music to a podcast on your USB device. You need to use the top screen and a control knob to go through the various menus to find the show you want to listen to. Not only is this pain, but it also creates a distraction when driving as your eyes are taken off from the road. I wish Acura would scrap this system and start back from square one. Power still comes from a 3.5L V6 offering 290 horsepower and 267 pound-feet of torque. A nine-speed automatic routes power to either the front-wheels or all four-wheels via Acura’s super-handling all-wheel drive (SH-AWD). Advanced models like ours come standard with a stop-start system.  The V6 in the MDX is such an impressive motor. Power delivery is quite strong throughout the rev band and the engine doesn’t make much noise during acceleration. However, the stop-start is a bit of a mess. It takes a few seconds for the system to realize that you took your foot off the brake before it restarts the engine. The system can be turned off which we recommend doing. The nine-speed automatic needs a bit work as well as we found shifts to be somewhat clunky at low speeds. Also, the transmission is slow to downshift when you need to make a pass. At least paddle shifters mounted on the steering wheel solves this issue somewhat as you can do it yourself. EPA fuel economy figures stand at 19 City/26 Highway/22 Combined when the MDX is equipped with SH-AWD. I got none too shabby 23 MPG average for the week. One area we’re glad to see Acura not messing with the MDX refresh is the suspension tuning. The MDX has stuck the right balance of comfort and handling. Some of this is credited to the Integrated Dynamics System (IDS) that alters various settings for the suspension, steering, and a few other items. This means the MDX can be tailored to deliver a sporty ride when driving down a curvy road and ironing out road imperfections when commuting. There is one big issue for the MDX, price. Our MDX Advance & Entertainment tester came with an as-tested price of $59,475 with destination. Considering what you get for the price and compare against other models, the MDX is a bit of a poor value. Stick with one of the lower trims. The Acura MDX stands in a bit of an odd middle ground, where it is above the mainstream, but below luxury competitors. It remains a very competent crossover that seems to do most things right. But we can’t help but wonder if Acura was given a bit more time to mess with the stop-start system and automatic transmission, along with making it slightly more luxurious, it could take it a bit further from the middle ground the MDX currently sits in. Disclaimer: Acura Provided the MDX, Insurance, and One Tank of Gas
      Year: 2017
      Make: Acura
      Model: MDX
      Trim: Advanced Entertainment SH-AWD
      Engine: 3.5L 24-Valve SOHC i-VTEC V6
      Driveline: Nine-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 290 @ 6,200
      Torque @ RPM: 267 @ 4,700
      Fuel Economy: City/Highway/Combined - 19/26/22
      Curb Weight: 4,292 lbs
      Location of Manufacture: Lincoln, AL
      Base Price: $58,500
      As Tested Price: $59,475 (Includes $975.00 Destination Charge)
      Options: N/A

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    • By William Maley
      When I last reviewed the Acura MDX back in 2014, I mentioned that it and the RDX crossover made up a majority of the brand’s sales. That’s still true in 2017 as both models currently make up 63.8 percent of Acura’s sales through the end of March. In closing my review, I said Acura focused on fixing the issues that hurt the MDX before and left other things well alone, creating a balanced luxury crossover. But does that still hold up in a field that has become very competitive in the past couple of years? It seemed a revisit was in order.
      Acura did a significant refresh for the 2017 MDX with the biggest change being the design. Up front, Acura has swapped the shield grille for a larger pentagonal grille from the 2016 Precision Concept. While the shield was considered by many to a bit polarizing and a turn-off, I find the new grille to be a bit cartoonish. It doesn’t really work with the rest of the MDX’s design. At least certain traits such as the ‘Jewel Eye’ headlights and sloping roofline are still here and still work. The interior hasn’t changed much since our last test and that’s both a good and bad thing. The good is the MDX’s material quality is towards the top of the class with a fair amount of leather and wood trim used throughout. Although considering the price tag of just over $59,000, it would have been nice if Acura added some more luxury touches. Those sitting up front or in the second-row will find plenty of room and a set of supportive seats. The MDX is one of the few models in the class that offers a third-row as standard, but it is best reserved for small kids or being folded into the floor to increase cargo space. The bad mostly deals with the AcuraLink infotainment system. This dual screen setup brings more headaches than any other system I have used. A perfect example is when you want to switch from music to a podcast on your USB device. You need to use the top screen and a control knob to go through the various menus to find the show you want to listen to. Not only is this pain, but it also creates a distraction when driving as your eyes are taken off from the road. I wish Acura would scrap this system and start back from square one. Power still comes from a 3.5L V6 offering 290 horsepower and 267 pound-feet of torque. A nine-speed automatic routes power to either the front-wheels or all four-wheels via Acura’s super-handling all-wheel drive (SH-AWD). Advanced models like ours come standard with a stop-start system.  The V6 in the MDX is such an impressive motor. Power delivery is quite strong throughout the rev band and the engine doesn’t make much noise during acceleration. However, the stop-start is a bit of a mess. It takes a few seconds for the system to realize that you took your foot off the brake before it restarts the engine. The system can be turned off which we recommend doing. The nine-speed automatic needs a bit work as well as we found shifts to be somewhat clunky at low speeds. Also, the transmission is slow to downshift when you need to make a pass. At least paddle shifters mounted on the steering wheel solves this issue somewhat as you can do it yourself. EPA fuel economy figures stand at 19 City/26 Highway/22 Combined when the MDX is equipped with SH-AWD. I got none too shabby 23 MPG average for the week. One area we’re glad to see Acura not messing with the MDX refresh is the suspension tuning. The MDX has stuck the right balance of comfort and handling. Some of this is credited to the Integrated Dynamics System (IDS) that alters various settings for the suspension, steering, and a few other items. This means the MDX can be tailored to deliver a sporty ride when driving down a curvy road and ironing out road imperfections when commuting. There is one big issue for the MDX, price. Our MDX Advance & Entertainment tester came with an as-tested price of $59,475 with destination. Considering what you get for the price and compare against other models, the MDX is a bit of a poor value. Stick with one of the lower trims. The Acura MDX stands in a bit of an odd middle ground, where it is above the mainstream, but below luxury competitors. It remains a very competent crossover that seems to do most things right. But we can’t help but wonder if Acura was given a bit more time to mess with the stop-start system and automatic transmission, along with making it slightly more luxurious, it could take it a bit further from the middle ground the MDX currently sits in. Disclaimer: Acura Provided the MDX, Insurance, and One Tank of Gas
      Year: 2017
      Make: Acura
      Model: MDX
      Trim: Advanced Entertainment SH-AWD
      Engine: 3.5L 24-Valve SOHC i-VTEC V6
      Driveline: Nine-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 290 @ 6,200
      Torque @ RPM: 267 @ 4,700
      Fuel Economy: City/Highway/Combined - 19/26/22
      Curb Weight: 4,292 lbs
      Location of Manufacture: Lincoln, AL
      Base Price: $58,500
      As Tested Price: $59,475 (Includes $975.00 Destination Charge)
      Options: N/A
    • By William Maley
      The rivalry of the Chevrolet Camaro and Ford Mustang has been going for ages in the U.S. But now this fight has expanded into China.
      Automotive News reports that a growing group of Chinese buyers are being drawn towards to these models as the exude the no-apologies Americana attitude.
      "We're seeing the beginning of a muscle car culture here. Something that is uniquely American appeals to the Chinese consumer. The image that it relays to the automotive public is very positive," said James Chao, a China market auto analyst with IHS Markit.
      Sales of both models are small with Chevrolet only moving 2,000 Camaros since its launch 2011. Ford is doing slightly better with 6,200 Mustangs sold since its launch in 2015. In the first quarter, Mustang sales saw a 90 percent increase to 963 vehicles. Part of the reason for the slow sales comes down to the price. The Camaro starts about 399,900 yuan (about $58,000) - more than double of the base price of $26,900 in the U.S. The Mustang isn't that far behind, costing about $15 dollars less. Prices are increased due to a 25 percent import tariff on U.S. made vehicles, homologation and shipping fees, and Chinese buyers trending to splurge on higher-time models.
      But despite the low sales, the Camaro and Mustang are bringing buyers to dealers. These models act as eye candy to help draw shoppers into showrooms with the hope they'll purchase a vehicle, where it be the eye candy or something a little less exciting.
      Source: Automotive News (Subscription Required)

      View full article
    • By William Maley
      The rivalry of the Chevrolet Camaro and Ford Mustang has been going for ages in the U.S. But now this fight has expanded into China.
      Automotive News reports that a growing group of Chinese buyers are being drawn towards to these models as the exude the no-apologies Americana attitude.
      "We're seeing the beginning of a muscle car culture here. Something that is uniquely American appeals to the Chinese consumer. The image that it relays to the automotive public is very positive," said James Chao, a China market auto analyst with IHS Markit.
      Sales of both models are small with Chevrolet only moving 2,000 Camaros since its launch 2011. Ford is doing slightly better with 6,200 Mustangs sold since its launch in 2015. In the first quarter, Mustang sales saw a 90 percent increase to 963 vehicles. Part of the reason for the slow sales comes down to the price. The Camaro starts about 399,900 yuan (about $58,000) - more than double of the base price of $26,900 in the U.S. The Mustang isn't that far behind, costing about $15 dollars less. Prices are increased due to a 25 percent import tariff on U.S. made vehicles, homologation and shipping fees, and Chinese buyers trending to splurge on higher-time models.
      But despite the low sales, the Camaro and Mustang are bringing buyers to dealers. These models act as eye candy to help draw shoppers into showrooms with the hope they'll purchase a vehicle, where it be the eye candy or something a little less exciting.
      Source: Automotive News (Subscription Required)
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