|2010 Acura MDX|
It might seem at times as if I'm unduly harsh on the automakers, constantly pointing out their shortcomings, oversights, and failures. Perhaps, though I'm equally happy to call attention to positive attributes when they present themselves.
To that end, allow me to introduce the 2010 Acura MDX seen above. Built on Honda's large utility platform (shared by the Acura ZDX, Honda Pilot, Honda Ridgeline, and Honda Odyssey minivan), this particular "YD2" version was produced for the 2007 to 2013 model years, and I'd expect the earlier and current versions to be similar.
It's not that these are perfect - another customer of mine had a 2008 model that needed all 4 of its fancy magneto-rheological shocks/struts replaced (leaking/failed) - a costly enough proposition on its own that it got traded in, rather than tackle that and some other upcoming maintenance/repairs.
What deserves mention in the MDX is ease of service of the driveline's fluids.
Fluid changes are a regular maintenance item, regardless of whether your vehicle's literature suggests that the transmission is "sealed for life" and the intervals for the differential and transfer case are either not provided at all or in the 100,000+ km range. Look closer at the severe service schedule for a more realistic view.
In some vehicles, fluid changes are a major pain. Yes, domestic automakers, I'm looking at you. Dropping a fluid-filled pan counts as a major pain - it's extremely rare for there to be a drain bolt, let alone one that's not completely seized in place and/or equipped with a fastener whose head is made of a material only marginally more robust than sun-softened butter. It's a fantastic opportunity to bask in the joy of spreading used transmission fluid all over the floor and - often as not - yourself while trying to balance a shallow, fluid-filled pan as you undo the last one or two fasteners and lower it into the drain bucket.
|2001 Chevrolet Impala (3.8) engine bay from below - a typical domestic setup. That silver pan holds about 4 litres of fluid - think you can undo and lower that without spilling it?|
In every Honda product I've ever seen (not counting the US-only Passport, which was a rebadged Isuzu Rodeo; I worked on one once), automatic transmission fluid is drained by undoing a single drain bolt.
|The MDX's automatic transmission fluid drain bolt...|
If there's criticism to be leveled here, it's that some fluid ends up on the crossmember that runs below the transmission. I can live with that. However there's no way to change the filter (an internal screen), which isn't ideal, nor is the fact that only about 3-3.5 litres of the approximately 10 litres of fluid this thing holds get changed this way. Short of disconnecting a cooler line and using a fluid exchange machine, you won't get all of the fluid out of any conventional automatic during a service, so it will have to suffice.
Where Honda cements its victory here is in how the fluid gets replenished. Others require you to refill through the dipstick - a sometimes tedious process that's only better than the alternative of no dipstick. In older Hyundai/Kia automatics, you've got to add the fluid s-l-o-w-l-y or it burps back out the dipstick. Honda's solution in this application?
|Acura MDX automatic transmission fill bolt.|
How about a nice big top-mounted bolt marked "ATF"? A long funnel fits in beautifully, and with a large hole, it'll take fluid as fast as you can pour it in. Access could be slightly easier, but in the grand scheme of things, this is heaven. I will concede that the actual dipstick, which is mounted low down on the front, could be a bit easier to reach.
That's not where the thoughtfulness ends, though. There's still a transfer unit (splits power from the transmission and sends it rearward) and a rear differential, which on the MDX, also contains the clutches that control rear torque bias and SH-AWD power application.
|Acura MDX Power Transfer Unit - see the drain and fill plugs?|
These power take-off units normally don't contain very much fluid, so what fluid is there leads a harsh life. In the 1st-generation Nissan Murano, they're also known to leak, followed shortly by failure. Unfortunately, Nissan has chosen to make it terribly awkward to check, let alone fill, the transfer unit. They could stand to learn from Honda in this instance. Honda's drain and fill are both nice and obvious and accessible. The required fluid type (hypoid gear oil) is even cast into the housing next to the fill bolt. Nice!
How about the rear differential?
|Acura MDX rear differential. More of the same. See the wiring for the clutch pack actuators?|
Just what you'd expect, if you were working your way back from doing the other two services. A clearly marked fill bolt ("ATF"), and an obvious drain bolt. Access is trickier here because the rear crossmember and spare tire are right behind the diff, and the floor above makes the use of a funnel impossible, but there is a nice window cut into the crossmember immediately behind the fill plug, so a suction gun or the pressurized fill device of your choosing can get a clean, straight shot into the hole to refill it.
I have to ask myself, how much does it add in cost to cast lettering into the housings, or punch an extra opening into the rear crossmember to facilitate servicing? Probably nothing, or close to nothing. As for designing these components and those around them to make them accessible, how much extra would that cost? As a consumer, the time it takes to do these maintenance procedures does cost you. Would you pay an extra $100 or even an extra $500 up front if you knew that down the road you'd get that and more back in reduced labour? At least when it comes to these items, Honda apparently thinks you would. Good on 'em. Credit where credit is due.