2024
Acura ZDX

What We Like

Ride comfort

It’s unique to have four vehicles in our fleet from different brands that are built on the same platform. But each uses different wheel and tire sizes and different suspension tuning. As such, a pecking order on ride quality has developed. After nearly 1,500 miles, the ZDX sits firmly in second place (behind the Lyriq but ahead of the Prologue and Blazer). It does a good job absorbing most bumps, and the body doesn’t wallow or bounce up and down. It feels firm, but there’s no chassis shake and there aren’t any harsh hits transmitted to the passengers. The only types of impacts that punch through are those encountered when driving at speed over uneven expansion joints, such as on a bridge, and other common road seams.

One-pedal performer

Acura did a very good job tuning the accelerator’s response when in “one-pedal driving” mode. One tester said it is far smoother than the other three Ultium models and could be the best of all EVs in which they’ve used one-pedal mode. They had no problems with how the ZDX decelerated when lifting off the accelerator pedal nor were there any unsmooth transitions from regenerative braking to friction braking.

No gimmicks needed

Acura avoided the all-too-common “gimmick creep” found in luxury models, where all kinds of unique and useless features get added in as if they somehow justify the higher price. For instance, we appreciate that the ZDX has a manual charge port door instead of the power ones found on the GM versions. There are far fewer finicky controls, especially when compared with the Lyriq. And we’re down on our knees in praise that the ZDX has traditional door handles instead of motorized ones that retract and pop out, then require you to contort your hand to use them.

Even the fake motor noises that accompany acceleration aren’t overly intrusive or weird, like with many EVs. There’s a light background noise that’s evident only when accelerating hard. It gives you back some of the sensation that’s missing with the lack of an internal combustion engine.

EV capabilities

The big 102-kilowatt-hour battery gives the all-wheel-drive ZDX an EPA-estimated range of 304 miles (313 for RWD), which is competitive for the segment. Now, big batteries like this take longer to charge, and the standard 11.5-kW onboard charger is typical among EVs. Unfortunately, the 19.2-kW version that is optional on the Lyriq isn’t available on the ZDX. However, the ZDX’s 190-kW maximum acceptance rate at public DC fast charging locations is competitive. According to Acura, all ZDXs can go from a 20 percent state-of-charge (SOC) to an 80 percent SOC in 42 minutes on a DC fast charger.

Infotainment and User Interface

As we noted with the Prologue, the ZDX uses the GM software platform as the basis for the infotainment system and UI, but the Acura has its own version. This system is much easier to use than the GM systems, with smaller yet easier-to-read icons and graphics. Plus, the ZDX gets Android Auto and Apple CarPlay capability; GM isn’t equipping its EVs with either feature (although our early build Lyriq has both, oddly). Combined with the pared-down interface, it makes for a better experience.

What We Don't Like

Steering and handling fall short

There’s a distinct lack of agility when hustling the ZDX around. Some of that comes from the slow steering, which takes 3.5 rotations to go from lock to lock. This means the driver has to do a lot of twirling of the steering wheel to get the ZDX to turn, particularly at low to moderate speeds.

Like the other Ultium models, the ZDX is wide and very heavy, and it makes its bulk known very early into a turn as well as when transitioning out of one. In addition, there’s little steering feedback, so the driver doesn’t get a good indication of how much grip the front tires have. One tester said that it feels as if the ZDX has the least front-end bite of all the Ultiums. The end result is that the ZDX isn’t particularly engaging to drive quickly when the road is twisty.

Luxury price nonluxury feel

We called the Prologue’s interior “sorta okay,” but that’s because it’s only a $56,000 model. At $70,000, the ZDX’s fit and finish is not impressive, nor is it impressive for Acura in general. There’s padded leather on the door and center armrests, as well as the passenger side of the center console; the dashboard is covered in leather; and there is some nice chromelike trim. But aside from that, the interior has much of the same hard plastic as the Prologue and Blazer EV, and the GM-sourced steering-wheel stalks, control knobs, and switchgear don’t match the quality found in other Acura vehicles.

It’s hard to make an argument for choosing the ZDX over the Lyriq, given how much nicer the Cadillac is inside. Also, you can get the Lyriq with the same powertrain as the ZDX A-Spec we bought—for $4,000 less.

Emergency flashers

It’s frustrating that the emergency flashers button is hidden high up on the overhead console by the SOS and OnStar buttons. Because it’s so small and next to other similar-sized buttons, it’s too easy to hit the wrong button, which could be dire in an emergency unless drivers take their eyes off the road. Yes, it’s a carryover from GM’s typical cluster of buttons, but it really should be located in an easier-to-find location in EVERY one of these EVs.

Interior button for tailgate

We’re really not sure why the interior button to open/close the rear tailgate has to be so hidden. It’s recessed in the map/storage pocket toward the back of the driver’s door. It’s hard to find at first, and the position makes it awkward to use even when you’re familiar with its location.

What We'll Keep an Eye On

Intriguing powertrain

With even more power on tap than our tested Prologue (490 hp vs. 288 hp), the ZDX takes “gentle off the line” to a new extreme. The SUV doesn’t leap off the line so much as it gradually ramps up to 45 mph. At that point, as one tester put it, the ZDX has “plenty of sauce” to accelerate hard. Unless you totally mash the throttle to the floor, it never really feels as if it makes nearly 500 hp.

Mode and regen settings

The ZDX is alone among its Ultium siblings in having a button on the lower dash to cycle through drive modes. But it sits low on the left side of the dash, somewhat hidden away and awkward to use while driving.

Once there you can choose between Sport and Regular modes, but there wasn’t much of a seat-of-the-pants difference; the only thing most people noticed was the elevated computer-generated motor sounds that came with Sport. There’s also no way to coast like in other EVs, where you can just roll along without having the regen system engaged.

It’s frustrating to adjust the regen modes. The driver has to go into the screen and then make a selection before being able to adjust the one-pedal driving levels. On top of that, there is no indication on the system’s status.

Like the Prologue, there is a small icon at the top of the infotainment screen that acts as a shortcut to change regen modes. But it has its own confusing logic. If one-pedal driving is turned off, it’s simple: Press the small hole-punch icon and a menu pops up at the same time the system is engaged. Then you can quickly choose between a standard level of braking and a more aggressive one. But if the system is engaged, you either press the icon to turn it off, then turn it on again to access the menu, or you have to go into multiple levels of menus to get to the same screen.

Seat comfort

Most drivers have found the ZDX’s front seats to be more comfortable and supportive than the Prologue’s. Both the seatback and seat bottom have better contouring, there’s four-way adjustable lumbar support, and the cushions feel softer. Still, some drivers found the bottom cushion too soft but complimented the seatback. One tester said it was as if they were two different seats joined together, adding that they reminded them of the Honda Accord or Acura Integra: fine at first, but after an hour they started shifting around trying to get comfortable.

Active Safety and Driver Assistance

Just like the Prologue, the ZDX comes well equipped with a host of active safety and driver assistance features as standard equipment, including automatic emergency braking with pedestrian detection, automatic emergency braking that operates at highway speeds, blind spot warning, rear cross traffic warning, reverse automatic emergency braking, lane departure warning, and adaptive cruise control. ZDX Type S trims get Hands Free Cruise, which is a rebranding of GM’s Super Cruise, as part of the AcuraWatch 360+ system.

So far in our evaluations, the ACC works well. Acceleration and deceleration are smooth, and it’s a comfortable system to use. Unlike the Blazer EV and Lyriq, however, the LDW system doesn’t vibrate the seat, a feedback system that we like because it’s an effective method to alert the driver even when their hands are off the wheel and doesn’t alert the entire cabin. Instead, the ZDX uses audible alerts to warn the driver.

The LKA system tends to activate a bit late after the ZDX has already left the lane, but it’s consistently able to push the vehicle back into the lane even around sharper curves. So the system can be relied upon to push the vehicle back into the lane but not to keep it in the lane. This is different from what we experienced in the Blazer EV, where LKA activated a bit earlier to prevent the vehicle from departing the lane along straight roads.

The BSW system uses amber lights that flash in the side mirrors, but it lacks audible warnings.

Finally, the ZDX A-Spec lacks lane centering assistance (LCA), which is a feature that has been standard on Acuras for a few years. This could feel like a downgrade to any current Acura owner who buys a ZDX.