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The Acura ZDX is an example of badge engineering for the software age
arstechnica.com
you can do better The Acura ZDX is an example of badge engineering for the software age Mechanically similar to a Cadillac Lyriq, the ZDX drives and acts like an Acura. Jonathan M. Gitlin Feb 24, 2025 1:03 pm | 7 The bodywork says Acura but the engineering is GM. Credit: Jonathan Gitlin The bodywork says Acura but the engineering is GM. Credit: Jonathan Gitlin Story textSizeSmallStandardLargeWidth *StandardWideLinksStandardOrange* Subscribers only Learn moreAcura is gearing up to build its first entirely in-house battery-electric vehicles, but it has gotten a head start with the ZDX SUV. Built in collaboration with General Motors, the ZDX is a comfortable and competent luxury EV. More than that, it's a shining example of what badge engineering looks like in the digital age.Automakers have long collaborated with each other. Sometimes that means working together on a powertrain or vehicle platform for use in quite different products. Sometimes, it's a little less involvedthe Dodge Hornet differs very little from the Alfa Romeo Tonale, for example.In the case of the Acura ZDX, the vehicle platform and the battery-electric powertrain are all thoroughly GM, what used to be called Ultium, until the American automaker retired that branding. It is, in essence, Acura's take on the Cadillac Lyriq and is similar, if not identical, in terms of power output and pricing.Although the range starts with the rear-wheel drive $64,500 ZDX A-Spec, our test car was the range-topping all-wheel drive ZDX Type-S, which costs $73,500 before the $7,500 clean vehicle tax credit. It has an output of 499 hp (372 kW) and 544 lb-ft (738 Nm), and it has an EPA range of 278 miles (447 km) on a full charge of the 102 kWh lithium-ion battery pack.Despite winter temperatures and 22-inch tires (a $600 option), that range estimate seems spot-onover the course of a week, we averaged 2.7 miles/kWh (23 kWh/100 km). The next Acura EV to launch will have a NACS port, but ZDXs feature CCS1 for now. Adapters, and access to Tesla's Supercharger network, should happen in this spring. Jonathan Gitlin The next Acura EV to launch will have a NACS port, but ZDXs feature CCS1 for now. Adapters, and access to Tesla's Supercharger network, should happen in this spring. Jonathan Gitlin I find the ZDX, like other Ultium-based EVs, to be a little too stingy with information when it comes to things like charging. Jonathan Gitlin I find the ZDX, like other Ultium-based EVs, to be a little too stingy with information when it comes to things like charging. Jonathan Gitlin If you prefer plain reflecting mirrors rather than a video feed, flick the tab and it works like that instead. Jonathan Gitlin If you prefer plain reflecting mirrors rather than a video feed, flick the tab and it works like that instead. Jonathan Gitlin I find the ZDX, like other Ultium-based EVs, to be a little too stingy with information when it comes to things like charging. Jonathan Gitlin If you prefer plain reflecting mirrors rather than a video feed, flick the tab and it works like that instead. Jonathan Gitlin Fast charging wasn't particularly impressive, especially compared to other luxury SUVs in this price bracket. Acura quotes 42 minutes to go from 2080 percent state of charge; in practice, I plugged in with 38 percent SoC showing on the dash and had to wait 45 minutes to get to 80 percent. Charging peaked at 91 kW but had dropped to 69 kW by 50 percent SoC.As I noted during our brief first drive of the ZDX last spring, this is one heavy EV. In Type-S trim, it tips the scales at 6,052 lbs (2,745 kg), which makes it a small person heavier than the heaviest Lyriq. Commendably, you don't feel the mass most of the time, undoubtedly thanks to the adaptive air suspension. But you will feel it at highway speeds if you strike a divot or potholethose high-intensity movements are harder to damp than more gradual, longer-duration body movements over bumps.Bzzzt! Bzzzt! Bzzzt!GM might have been responsible for the hardware, but the software is all Acura, and it will be quite obvious if you're familiar with the brand's recent vehicles. The user interfaces are all Acura's work, and it has even retuned the forward collision warning, which is now primed with a similar hair trigger to many other Hondas and Acuras. Lest you think I am being melodramatic, the FCW system went off six times in an hourlong drive, and only one alert was even close to necessary.We can debate whether false positives are safer than false negatives; perhaps not if they encourage the user to turn the system off out of annoyance. In this case the effect was mostly annoying, as the ZDX had been set up to vibrate the driver's seat as the alert notification, something you can (and I did) change.And at least it was just alerts, not automatic emergency brakingthe National Highway Traffic Safety Administration has an ongoing investigation into the overeagerness of that particular Honda system.Acura is Honda's performance brand, and Type-S is Acura's performance trim. But even with as much power as the ZDX Type-S has, you never escape the fact that it's still a big, heavy SUV. The air suspension delivers a good ride, and there's enough torque to see you reach 60 mph in 4.3 seconds from a standstill, but you are very aware of all that mass when it's time to slow down. As red interiors go, this one isn't too bad, but it feels as much GM as Acura in design. Jonathan Gitlin As red interiors go, this one isn't too bad, but it feels as much GM as Acura in design. Jonathan Gitlin The ZDX has a lengthy 121.8-inch (3,094 mm) wheelbase, which translates to lots of legroom for passengers in the back. Jonathan Gitlin The ZDX has a lengthy 121.8-inch (3,094 mm) wheelbase, which translates to lots of legroom for passengers in the back. Jonathan Gitlin There's 28.7 cubic feet (813 L) of cargo volume, which grows to 62 cubic feet (1,756 L) if you fold the seats flat. Jonathan Gitlin There's 28.7 cubic feet (813 L) of cargo volume, which grows to 62 cubic feet (1,756 L) if you fold the seats flat. Jonathan Gitlin The ZDX has a lengthy 121.8-inch (3,094 mm) wheelbase, which translates to lots of legroom for passengers in the back. Jonathan Gitlin There's 28.7 cubic feet (813 L) of cargo volume, which grows to 62 cubic feet (1,756 L) if you fold the seats flat. Jonathan Gitlin Acura doesn't have the same bias against CarPlay and Android Auto that GM apparently has, so those casting interfaces are present and correct on the ZDX, although we should note that remains true for the Lyriq, at least as far as model-year 2024.Who needs that stuff anyway?Interestingly, the ZDX's OnStar subscription lapsed during our week with the SUV. I bring this up since various features and services stop working once you stop paying for them. This included the car's Internet connection, which meant it disabled the suite of Google Automotive Services built into the infotainment system, as well as the hands-free driver-assist Super Cruise.I am not sure I missed most of them, either. Super Cruise added a little extra convenience on the stretches of highway where it works, but I increasingly prefer to keep the steering under manual control as it keeps me more engaged with the act of driving. And as I could still cast my phonewhich maintains its own data connectionI never really lamented the loss of the built-in Google stuff.Unlike its cheaper Honda-badged sibling, the ZDX has been slower to find favor with customers since it went on sale last May, with discounts of up to $30,000 being reported in the summer.Incentives remain, although they're not quite that good anymore, and it remains one of the few EVs on sale to still qualify for the full tax credit, so a Type-S should be available out the door (or off the lot, more accurately) without paying as much as the number printed on the Monroney sticker. However, it also faces plenty of competition among electric SUVs between $65,000$75,000, where it seems most new EVs are offered.Jonathan M. GitlinAutomotive EditorJonathan M. GitlinAutomotive Editor 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. 7 Comments
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