There’s a little mind game we play when a new vehicle arrives: Without looking at the sticker, what does it cost? Ninety percent of the time, we get within 90% of the MSRP. But not this time. More to come....

Based on the Honda Pilot, the MDX is Acura’s biggest SUV. Although it’s still almost midsize-looking alongside a Suburban or Expedition, there is a third bench seat folded away in the back and ample load space inside its power liftgate. The MDX shares that Honda trick of somehow being bigger on the inside than the outside. The inside is quite fine, too, especially from the front seats; the cabin is both sophisticated and ergonomically on point, and more business-like than opulent, with none of the Las Vegas glitter of a top-dog Detroit SUV.

Acura reserves the Type S badge for hotter and edgier versions of its otherwise slightly muted über-Hondas. In the MDX, this means a smaller (3.0 litres of displacement instead of 3.5) V-6 engine, but turbocharged for more performance than the non-Type S MDX. Horsepower is bumped up by 65, to 355, and torque by 87 pound-feet, to 354. These are respectable numbers.

Both flavors of MDX come with an Integrated Dynamic System, which offers six driving modes (one customizable), and both also share the same 10-speed automatic transmission. But in the Type S the box has been tweaked and tuned and the paddles behind the steering wheel offer on-demand gear-shifting and rev-matching downshifts.

Also specific to the Type S are the bright-red Brembo brake calipers beloved of performance car makers, 21-inch, 8-spoke alloy wheels and an adaptive air suspension with active damping. This can level the vehicle to compensate for heavy loads, raise the body for extra ground clearance and, for stability, lower it at speed. The effect is subtle but noticeable and, with the torque-vectoring Super Handling All Wheel Drive system also tweaked and tuned, the Type S carves corners better than most other 2¹/₂-ton SUVs. It is gratifyingly responsive and quick.

Rounding out the Type S package are heated and ventilated front sport seats with side bolsters that can be adjusted (electrically) for a snug fit around the torso. But wait, there’s more: Our Type S also has the Advance trim package, which means the front seats adjust 16 ways and offer nine massage functions. There is also an ELS Studio 3D Signature Edition sound system with 25 speakers (where are they all?) and . . . wait for it . . . ultra-plush floor mats and carpeting. Of course, all of today’s active and passive safety features are present too, including an in-windshield head-up information system.

There are a few touches of bling on the MDX Type S, but in truth this is a something of a sleeper, a stealth machine for a buyer who prefers driving to posing. This brings us back to the MSRP, which is so stealthy that I badly misjudged it.

Our most recent MDX Type S was a 2022 model, but I’d forgotten that it listed for $72,050 and so was taken aback to see that this ’24 version—admittedly, loaded—stickers at an astonishing $75,295.(I was off by about 15%.) I should have expected this. Acuras are never flashy enough to signal their true up-market nature; across its many model lines, Honda simply prefers content over ostentation.

Next week: Hyundai Palisade