not bad — The 2024 Acura ZDX Type-S: This electric SUV feels polished but heavy It’s a badge-engineered Ultium EV, but Acura is responsible for all the software.
Jonathan M. Gitlin – May 2, 2024 1:00 pm UTC Enlarge / When fitted with the optional carbon-fiber appearance pack, the ZDX manages to give off station wagon vibes. But others thought it looked a bit like a hearse.Jonathan Gitlin reader comments 25 Acura provided flights from Washington to Los Angeles and accommodation so Ars could drive the ZDX Type-S. Ars does not accept paid editorial content.
MONTECITO, Calif.Acura’s first fully electric SUV has just gone on sale. The luxury automaker wants all its vehicles to be zero-emissions by 2040, and parent company Honda is investing billions of dollars in electric vehicle manufacturing in North America to help that happen. But its homegrown EVs aren’t quite ready yet, and in the meantime, Acura has resorted to a bit of platform-sharing to fill the gap. Scratch under the skin of the 2024 Acura ZDX Type-S and it’s pure General Motors, using the same Ultium platform as the Cadillac Lyriq. But the polish is all Acura, including the software.
The ZDX range starts at $64,500 for the single-motor, rear-wheel drive A-Spec model, which is similar in specs to the Cadillac Lyriq we drove a couple of years ago. But Acura brought the $73,500 2024 ZDX Type-S to the first drive. This is the top-spec model, with a 499 hp (372 kW), 544 lb-ft (738 Nm) twin-motor, all-wheel drive powertrain, air suspension, and rather large Brembo brakes. Its no lightweight
Those last two features are highly welcome, because they help control the ZDX Type-S’s considerable massits curb weight is a hefty 6,052 lbs (2,745 kg). Air springs are fast becoming the default choice for premium EVs, and it’s quite remarkable how quickly they can react to weight transfer. But the steering lacks feel and makes up for it with weight, and maneuvers like avoiding road debris on the highway will give you a definite reminder that you’re driving nearly 3 tons of vehicle. You do get a smooth ride thanks to those air springs, though. The ZDX is 197.7 inches (5022 mm) long, 77 inches (1,956 mm) wide, and 64.4 inches (1,636 mm) tall. Jonathan Gitlin The seats are comfortable, and there’s good visibility from here. Jonathan Gitlin The surround to the Acura diamond prow is illuminated. Jonathan Gitlin The details become a bit fussier as you move to the rear. Jonathan Gitlin The ZDX has pretty pronounced hips. Jonathan Gitlin The air suspension for the Type-S has three height settings. Jonathan Gitlin There’s 29.7 cubic feet (841 L) of cargo volume with the rear seats in use, or 63 cubic feet (1,784 L) with the rear seats folded flat. Jonathan Gitlin
Which is good. Although this is a Type-S, and therefore second only to the extreme Type-R when it comes to factory-tuned Acuras, and despite the fact that it has more torque than any other Acura, this ZDX feels peppy in normal mode and quick in Sport mode, although Acura hasn’t published acceleration times. (Sport lowers the air suspension by 0.6 inches/15 mm, changes the damping curve, and gives you access to the full complement of horsepower. There’s also a snow mode that raises the ride height and remaps the throttle for low grip conditions.) Advertisement
Simply put, it’s not an EV that will make you pick the long-and-twisty route home, but it does its best to make the boring road home as comfortable and easy as possible. It’s a mostly quiet ride, toowhat I first thought was a bit of wind noise was the cabin ventilation blowing from the passenger-side A pillar, and the ventilated seats. Building batteries
A lot of the ZDX’s mass comes from its 102 kWh lithium-ion battery pack. When GM first announced its Ultium battery platform in 2020 it had ambitious plans to break under the $100/kWh price barrier. And in 2022, a few months before the first Ultium-based Cadillac Lyriqs and GMC Hummer EVs were ready to drive, GM predicted it would sell 400,000 EVs in 2023. Instead, it managed fewer than 14,000.
The problem hasn’t been with making the Ultium cells themselves, but rather the step of assembling those cells into packs. The robots that the automaker bought to automate the process of putting together 9 kWh battery modules turned out to be far harder to get right than GM expected. But now things are going a lot more smoothly. In January, GM told Ars that it did not expect its EV production to be battery-constrained, and last month it started producing packs at a second assembly plant in Tennessee. Enlarge / There’s no frunk, as the space under the hood is taken up with the climate control equipment and power electronics.Jonathan Gitlin
Which is good, because Honda is expecting tens of thousands of Ultium-based Honda Prologues and ZDXs a year, starting now.
The ZDX Type-S, which comes fitted with substantial 22-inch wheels and summer tires, achieves an EPA range of 278 miles (447 km). DC fast charging maxes out at 190 kW, which will take the battery from 20 to 80 percent state of charge in 42 minutes. (Acura says it can add 72 miles of range in 10 minutes on a DC fast charger.) The 2024 model-year ZDX is fitted with a CCS1 port, but owners will be able to charge at Tesla Superchargers (with an adapter) as well as EVgo and Electrify America, plus the IONNA network once that goes online.
That range estimate was calculated based on the car being in port mode, so total range might be closer to 300 miles in Normal, but getting a proper sense of how efficient or not the ZDX is will require a bit more time with the EV on familiar terrain. Page: 1 2 Next → reader comments 25 Jonathan M. Gitlin Jonathan is the Automotive Editor at Ars Technica. He has a BSc and PhD in Pharmacology. In 2014 he decided to indulge his lifelong passion for the car by leaving the National Human Genome Research Institute and launching Ars Technica’s automotive coverage. He lives in Washington, DC. Advertisement Channel Ars Technica ← Previous story Next story → Related Stories Today on Ars
